I wonder if this leg had double torque links, you can see where the lugs have broken off from the lower section which would have made the pair on one side with another pair on the other.
Some Lockheed types look similar to this see here for those on a Ventura http://rnzaf.hobbyvista.com/venwalk.html

Richard

Is this legitimate given the amount of errors?

http://www.ebay.co.uk/itm/PROPELLORS-AND-HUB-ROLLS-ROYCE-DART-ENGINE-BELIVED-D-H-DOVE-/180735440374?pt=UK_CPV_Aviation_SM&hash=item2a14abf5f6

Jon

I see this has 6hrs to go with one bid, the seller has added a note regarding one mistake.

‘On the description it was mistakenly stated that we thought the prop was made by “Hadley Page”, it should be “De Havilland”, sorry about that’.

Notice its still a Hadley rather than a Handley and also without mention of all the other mistakes. Pretty poor.
Richard

The Church at 4:46 I believe to be Holy Trinity at Privett Hampshire. South of Alton and West of Petersfield. http://www.geograph.org.uk/photo/420312
Not on the track described in the film.

Richard

More interested IMO is the Tsunami link on the Platinum Plus page. Tsunami was of course a Gold Cup winner and was famously flown by Steve Hinton who survived it’s crash. I recall Tsunami at some point had contra rotating props like Miss Ashley II which I sadly watched disintegrate back in 1999 when it’s Lear Jet horizontal tail tore off destroying a fabulous aircraft.

I think you are getting confused. Tsunami was a purpose built racer that never had conta rotating props and took the life of its owner John Sandberg due to flap failure in 1991.
The crash that Steve Hinton survived was of the Red Baron in 1979, due to engine failure, and that was a modified P-51 with contra rotating props.

Richard

How about the RAE Shackleton MR2 used for parachute weapons trials.

Richard

I dont doubt that a very thorough inspection has been carried out possibly to the extent of using NDT techniques to look at places where the inspector cannot get his torch and mirror. That inspector would have assured himself that everything was in perfect order.
The outer section of the wing is a relatively light structure compared to the massive strength where the wing fold and undercarriage mountings are being that it was a carrier based aircraft design.

I meant to add that yes you are right about potential damage, I recently was involved with a light aircraft where the wing tip had hit a lamp post, very little damage evident at tip but at the root the trailing edge skin was wrinkled.

Richard

I do know that I have only a limited appreciation of the the loads we are debating here but as speed increases the loads on the airframe change, the designer tries to make these changes as small as possible, with varying levels of success, and the pilot has to make control/trim changes to compensate for the loads that the designer failes to design out, but I always thought the Cof G stayed the same.
The centre of lift generated by the wings will move foreward or back with speed and power changes will add/reduce loads due to downthrust/upthrust of the engine. And the fuselage will generate some lift/down force at different points along its length also effecting pitch forces.
The elevators on Spitfires nearly always seem to be slightly down in level flight for example but are they level with the tailplane at cruise speed.
Interesting subject that I doubt has one answer.

Richard

The power of a tab on a control surface should not be underestimated. The Boeing 707 has servo tab controls on the elevator and outboard ailerons with balance bay panels to add assistance, the pilots manual control inputs just moved the tab and the tab moved the control surface. Incidentally the left and right hand elevators were not connected so a parked 707 can have one up and one down, they align once the aircraft starts to move through the air.The rudder was Hydraulicly boosted though.

Richard