[QUOTE=old shape;1311750] Also, if made of ally, the rivets would have had to be mush-heads, which is not nice to the air on a wing. The ally wouldn’t be thick enough to take the countersink of a flush-head. You could of course chemi-etch the ally down from say 16’s SWG (.063″) to paper thin between the ribs (Leaving the 16’s thickness on the ribs to take the c/sink)

When rivetting very thin skins to very thin ribs the usual process was to ‘Dimple’ the two items, this in effect pressed a rivet head shaped depression into the skin and rib without removing any metal, often it was done cold but hot dimpling was available and was used, especially on magnesium skins.

In my experience flutter nearly always effected control surfaces but it can be a problem on a very poorly designed wing,tailplane or fin.

I remember a Vanguard that the crew were complaining about vibration through the controls, that was badly worn rudder tab bearings allowing the tab to flutter . Even tabs are balanced in their own right.

Richard

The old Harleyford book on the Lancaster says that when it was realised that the Vulture engines on the Manchester were ‘not coming up to expectations’ two projects were studied, one was a re-engined Manchester with Sabre or Centaurus engines, tentativley allocated the designation Mk. II or to use four engines as the Manchester Mk. III. The latter was persued and the other project abandoned.
It does say that one airframe was sent to Napier’s at Luton For Sabres to be installed but as the Lancaster was proving satisfactory it was used as a test stand only, for Napier engines including the Sabre.

Richard

Out of interest (and no Im not planning on buying one) what does a flying Dak cost to purchase?

I dont ever recall seeing one up for offer. Although saying that Ive never gone looking for one.

Courtesy Aviation have a couple for sale at $195,000 and $295,000.
see http://www.courtesyaircraft.com/inventory%20table.htm
The value is all down to component life which in a Dak is the engines and props and any mandatory inspections coming due in short flying hours or calender life. I believe the wings have to come off a Dakota at certain flight hours.
Also interior fit, one stripped for para dropping compared to a airline seating layout or evan a VIP luxury cabin, all make a big difference on value.

Richard

Large 4 engined propliner just flown over Blackbushe heading north – I only saw it at the last minute but looked like the DC6.

Bazza

I had just walked into LIDL’s at Farnham when I heard the unmistakable sound of the DC6 going overhead. Other customers thought I had gone mad in my efforts to get outside by going the wrong way through an automatic door. Missed it. Going to Cranfield from Goodwood I believe. Hope someone has filmed the take off from Goodwood.

Richard

I remember these beasts crossing the South of England, using the airway Green One. They had come across the Atlantic and were heading to Germany I assume. The sound was incredible being audible for ages before the aircraft passed by, usually only nav lights visible or just the sound above the clouds. They would sometimes drop into Greenham Common where once a crew member walked over to the fence to talk, he explained that the bands around the foreward fuselage(visible in the posted pics) were strenghening straps placed to try to control the fuselage skin cracking. Several aircraft were lost to structural fatigue failure.

Richard

Gutta percha RE 8.

Richard

Have read somewhere that cooling was a problem and the entrance door was always left open in flight to help, would think noise might be a issue with that Merlin blatting away inside the cabin, where were the radiators fitted?

Richard

Some details here http://www.aviastar.org/helicopters_eng/isacco.php

Richard