What are the component p/n ranges for the AW made bits of a Whitley, do they have a standard prefix or suffix.
I just wonder if people may have parts without knowing what they are from.
Does a site exist that lists p/n ranges by manufacturer or type.

If we get this right and we end up facing the front.

Probably a Yak 50, one was about.

SEA VIXEN. Three Belfasts found buyers more readily after RAF service because Short,s had spent money and time getting them civilian certification right at the beginning. It was defence spending cuts that saw their withdrawel from militery service so I doubt whether the bean counters worried about what would replace it, if anything.
No Argosies are still flying. I always understood the performance was a bit wanting. A pilot friend who flew both Merchantmen(Vanguard) and Argosies said that to clear the Alpes out of Turin in the Argosy you had to head the oposite way for 20 minutes to get enough height, while the Marchantmen had no trouble climbing out direct. Also read about a leg pull after an RAF navigation excercise that ended at Malta the winning Argosy crew were asked how they would get the trophy home. Payload/range was a problem.
Personaly I would prefer to see a Beverley/Shackleton/Hastings/C133/Argosy/C97/Connie in the air rather than spent vast sums on the Vulcan, but that,s my personal likes. I also wonder what the Vulcan displays would be like if it does fly again, tamer than when operated by the RAF I suspect.

Stephen Piercey’s book SKY TRUCK shows a Dominicana Carvair being dismantled in 1978, then relocated to Santo Domingo where parts of the aircraft,as well as some buses, were to become a cafateria. Text says it had not opened by 1983. Registration not stated.

A Canberra PR9 was flying in the Farnborough area today.
On the subject of Canberra FI, there was a brilliant BBC programme many years ago, Open University probably, about this very subject.
Not sure where it was filmed but they related the tale of aircraft that had been withdrawn from service due to cracking in the centre section forgings and sent for repair, the cracks actually grew in length while waiting their turn in the line for new crossover beams.

Bit difficult to be sure as size is unclear, but my guess is its part of the nose leg shock strut. Possibly the cylinder that centres the leg as it extends when the weight is off it prior to retraction.
Which makes me think,did B24’s have powered nose leg steering or were they free to turn when differential brakes were used?
And yet again it could be part of the cigar cropper!

I have fond memories of G-ARVM as during my Apprenticeship at BA I went along on several training flights, sitting in the jump seat, great fun helped by the huge flight deck, with its large windows, especially compared with the 707. The power was tremendous especially when the a/c was light during training which could cause the trainee great difficulty during the transition from rocket like climb to noise abatement throttle back, I and the others lolling around the cabin, not strapped in would all float up from the floor.
I have a confession to make as at the end of RVM’s in service life I instigated the removal of numerous flight control surfaces and their replacement with units that were suffering delamination of the metal skin, tap testing with a coin found the failed area’s and the super VC10’s had common parts and several years of service left. By that time I had a planning role for the workshop that repaired the offending parts but it always was in the back of my mind that I had sent RVM to a museum for posterity with sub standard components.
Which brings me to comment on the keeping of any aircraft out of doors in the UK, eventually corrosion takes hold and they get scrapped, our damp climate can be held back by painting the exterior but internally the rot sets in, so carefull decisions need to be made about what gets a roof over it or not. Should we be housing very large aircraft from another county while ours rot away?