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galdri

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September 14, 2004 at 12:46 am in reply to: Forum Members, Who Are we? #1554107

galdri
Participant

Well, why not :rolleyes:

Here is a picture of me (the guy in the leather jacket with the cap on), taken at a fly-in this summer after I had just been awarded the spot landing contest trophy. Beside me is my copilot, my daughter aged 6.

September 13, 2004 at 12:38 am in reply to: Alitalia to BHX! #643941

galdri
Participant

Hummmmm I don’t think Alitalia will be around to get this new service off the ground. Latest on the grapevine, is that they will be bankrupt by the end of september.

September 13, 2004 at 12:35 am in reply to: Aircraft in poor condition #643943

galdri
Participant

Well……….
An aircraft will not fly very far on a nice paint-job alone! The only thing on this aircraft (visible in the picture) I would not accept for a flight is the radome, but it might be sealed by a clear coat so water will not get in. In which case, even the radome is airworthy.

However, if I was to fly this aircraft, a very DETAILED examination of the maintainance records, a thourogh cockpit check and a good walk-around would be the order of the day 😉

September 11, 2004 at 7:13 pm in reply to: PPL #435803

galdri
Participant

my AME also said today about Cessna’s being a “bug*er to land”.

Well, I would certainly not say the Cessna’s are a bugger to land. The C172 needs a little touch to land well, and all it takes is correct speed control. Cross the threshold at 60 kts, for flaps 30 or 40, over the threshold, reduce power to idle keeping the nose fixed on the horizon. Do not bother to look at the ASI after closing the throttle. At about 10′ start the flare with a smooth movement. Using this method produces a soft touch down every time.

Most problems arising in landing the C172 stem from incorrect speed control. Most people simply fly it too fast on the approach (70kts+) and end up floating down the entire runway, or landing on the nosegear.

September 10, 2004 at 10:23 am in reply to: mystery aircraft #1557400

galdri
Participant

Both Elwyn’s and Dez’s pictures are one and the same type. It is the Antonov AN-28 ‘Cash’. This is a turboprop development of the AN-14, fuse, wings and tail is the same!

September 9, 2004 at 11:14 pm in reply to: A few @EDI Thurs #648048

galdri
Participant

Channel Express as a whole though ? Anyone know what it’s relationship with Islandsflug is and what the respective business sharings they have invested in each other’s operations are… Galdri ???

Two totally different companies, and have no relationship what so ever in terms of ownership or management. Islandsflug is an ACMI lease specialist airline and in the past have provided services that Channel seems to like as they keep comming back when their own fleet is a bit short for the contracts signed. At the moment Islandsflug has three aircraft flying for Channel, on Globespan and Royal Mail contracts

September 9, 2004 at 10:48 pm in reply to: mystery aircraft #1557718

galdri
Participant

Problem with the Morava, is that it is a lot smaller than a Twin Pin and certainly does not sound like one. The in-line Walters sound nice, but are a far cry from the growl of a radial.

September 9, 2004 at 10:35 pm in reply to: mystery aircraft #1557727

galdri
Participant

If it looked remotely like a Twin Pin, it might be one of those. Antonov AN 14 ‘Clod’ In a hurry I could not find a better image of it. Image lifted from http://www.luftfahrtmuseum.com.

September 9, 2004 at 8:42 pm in reply to: Dragon Rapide on it's way to Iceland? #1557895

galdri
Participant

Thanks for this info 😀 This is very interesting.

This aircraft will be in very good hands here in Iceland. The owners are two gentlemen who between them own 100% stake in the Icelandic airline, Air Atlanta Icelandic. They are both aircraft ‘nuts’, and are building up a very impressive collection of aircraft. To give an idea of their collection they have already a TB10, Cessna C140, Pitts S1, Pitts S2XS (S2 on steriods), Piper PA18-150 with all the STC’s available and a DO-28 that is just out of restoration and has to be seen to be believed! Both of them are very devoted to aviation history and are actively involved in the preservation scene here.

Without having any idea what they are going to do with the aircraft, I would imagine it is going to be painted to represent one of two Dominie’s that very operated by Flugfélag Íslands (Air Iceland) during the war. To give you an idea here is a picture of one of them. It should be overall ORANGE in colour.

September 2, 2004 at 1:20 pm in reply to: Spitfire short take-offs? #1565782

galdri
Participant

You could get a Spitfire airborne in 50 yards if you use RATO, and a few bottles of it at that! 😀

August 31, 2004 at 6:54 pm in reply to: Contact Info needed #1576588

galdri
Participant

Thank you very much. Just what I needed 🙂

August 28, 2004 at 9:49 pm in reply to: Swaztika on a Vildebeest #1601582

galdri
Participant

Just to clear up one point. The markings on the Finnish aircraft prior to, and during, WW2 is not the swastika.

The swastika is a very old simple of good luck originating, it is thought, from the himalias about 500 AD. It was also used as a religous sign by munks in that area for 1000’s of years.

The thing on the side of the Finnish aircraft on the other hand, is (now my english fails me 😡 ) Hamarsmark Þórs, loosely translated as the Mark of Þór’s hammer. That sample has it’s roots in ancient Nordic Gothic believes. Þór was the warrior god of the ancient Nordic believes and was supposed to carry a big hammer around to hit his adversaries. Hamarsmark Þórs differs from the swastika in being upright, not tilted on it’s side like the swastika.

August 28, 2004 at 8:23 pm in reply to: More from EDI #669847

galdri
Participant

Part of a famous list of useless things in avaition (eg fuel in the bowser), is runway behind you – give me full length anyday, makes that potential rejected take off a touch less stressfull.

In a way right, but not completely for jet operations in today’s environment, if you consider the following.

When doing a full length take off with maximum reduced thrust, you will be doing a balanced field take off, which means you will stop at the end of the runway if you do rejected take off. Litterally with the nosewheel on the edge of the concrete.

When doing an intersection take off, and do a max reduced take off from that point, you will end up in the same situation. The nosewheel will be on the edge of the concrete when the take off is aborted at V1.

July 15, 2004 at 12:23 pm in reply to: Historical Aviation Advertisements #1556414

galdri
Participant

Hi Dave,
Regarding your question wether any Hudson shot down a Condor, I think I can most definately say NO. However I seem to remember reading about a great big fight between a Hudson from 269 Squadron Coastal Command and a Condor from IV.KG40 off Iceland. I seem to remember the Condor being claimed as damaged in a running battle almost 30 min. long. The Hudson was a little worse for the wear as well, but made it home. I will dig into my books and see if I can get a confirmation.

Thank you very much for taking the time to post these posters, they are great! 😀

July 14, 2004 at 11:32 pm in reply to: Miles Martinet Restoration #1556603

galdri
Participant

It is looking a lot better now than it did last time I saw it 😀

Last time I saw it it was all covered in dirt, in storage with the Icelandic Historic Aviation Society. I was one of the guys from that group showing the Berkshire guys around the wreck. I never forget a sentence one of them said. ‘It’s better than we expected’ When I looked at the sad remains, all covered in dirt, I could not possibly imagine anything less appealing as a restoration poject.

This truly is a great effort, and a job well done!!!

To show people how she looked here is a picture from Mrs. Erna Hjaltalin, one of the owners, when the aircraft was on the Icelandic Civil Register. Date of the picture is a bit hazey, but probably 1949. It is in the southern end of hangar no.1 at Reykjavik Airport.
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