Here is an idea of how a Sunderland of 95 sq. would have looked.

http://www.rafweb.org/SqnMark094-97.htm#95

I seem to remember someone once saying the cockpit is in the wrong position on one of the examples. Is this true? If so which example is this?

Ollie, Ollie, PLEASE read what has been written! In post #41 is the answer.

cockpit moved forward the famous 13 and a half inches

All two seat Spits have this modification, you just have to look at them to see that the cockpit is not in the right place 😮

The idea is a really good one, but I can see one problem, and that would be the UK Air Navigation Order. Somewhere in that weighty tome there is a paragraph that states that the maximum number of members in a syndicate, sharing the operational cost of an aircraft is 20. More than 20 members in a syndicate is considered Public Air Transport, so for that you would need an Air Operators Certificate, and along with that does come a lot of BS.

For a static restoration, your idea is great, but sadly does not work on a flying aircraft.

If it is canadian, then it must be from a Yale. The Canadians used an awful lot of them 😉 😀

Do you fly that Tomahawk?

You should really say Traumahawk 😮 😀 😀

Well it’s down to the size of the machine really. It is all done by counting passenger seats (not the actual number of passengers on board). For the first 19 seats, you do not need a cabin attendant. That’s why smaller commuters only have 19 seats as a rule 😉 That’s so they don’t have to pay the C/A 😀 . As soon as you hit 20 pax seats, you need a C/A. And after that, you need one C/A for every started 50 seats. So as soon as you have 51 seats, you need 2 C/A etc.

That’s why, on the 737-400 in a 170Y layout, you will need 4 C/A to be legal, even though you could possibly have as many as 200 pax for the same amount of C/A. These are the legal requirements, but some airlines have MORE C/A on board just to provide an extra service. Exel will, for example, not fly with less than 5 C/A on the 737-400.

On the other hand it is possible to dispatch with fewer C/A than the legal minimum to cover for unforseen instances. For that you need a specific proceedures approved by the local CAA. The unforseen instances are all listed down in the approval form, and usually stipulate that the flight is at an out station were a C/A has become incapcitated, or otherwise unavailable for duty. A flight should not (in my companies case) depart homebase with less than the legal minimum, however, it is possible to limp home with less than the legal minimum. The procedures for dispatch with a missing C/A are a bit complicated, but might involve offloading of passengers and/or relocation within the cabin.

Dave, you are very quick!