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RPSmith

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Viewing 15 posts - 1,291 through 1,305 (of 2,488 total)
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  • March 13, 2008 at 6:56 pm in reply to: Books like European Wrecks and Relics #1241373
    RPSmith
    Participant

    There is Bob Ogden’s “Aviation Museums and Collections of Mainland Europe” (pub. by Air Britain) that came out about 1 1/2 years ago. It is what it says and thus does not cover scrapyards, odd relics, etc.

    Roger Smith.

    March 13, 2008 at 6:44 pm in reply to: Allison Bankruptcy? #1241375
    RPSmith
    Participant

    Have you tried RRHT? They have an Allison branch.

    Roger Smith.

    March 7, 2008 at 5:34 pm in reply to: Aeroplane Nicknames #1245783
    RPSmith
    Participant

    F-100 Super Sabre – SLED
    B-52 – BUFF (or was it the C-130)

    Roger Smith.

    March 7, 2008 at 5:13 pm in reply to: Arriving at Liverpool / Speke / John Lennon #1245808
    RPSmith
    Participant

    ……Apologies if not ‘Historic’ Moggy

    Surely any aeroplane with that amount of timber in it is ‘historic’ 😀 😀

    Roger Smith.

    March 7, 2008 at 12:43 am in reply to: Aeroplane Nicknames #1246453
    RPSmith
    Participant

    Also heard the Argosy referred to as “the whistling tit”

    Roger Smith.

    March 5, 2008 at 9:49 am in reply to: Donald Campbell's Bluebird K7 #1248236
    RPSmith
    Participant

    The image of Bluebird crashing on the (B & W) TV news is one of those (like the Kennedy motorcade during the assasination) that stays with me.
    When I was a boy Donald Campbell was a hero on a par with Duke, Lithgow, Twiss, etc.
    Thanks Lancman for this update – I think your initial doubts about whether to post on an aviation forum should have gone with the responses it has provoked. My good wishes to a gret project – another good reason for going to the Lake District 🙂

    Roger Smith.

    March 5, 2008 at 9:26 am in reply to: A.W. Ensign #1248251
    RPSmith
    Participant

    What a great collection of photos of a very attractive aeroplane – thanks for drawing our attention to them Newforest.

    I think it’s generally accepted that the Ensign was underpowered – the common problem of airframe designer wanting more than the engine designer could provide. In the case of the AW designer (John Lloyd?) he also had one hand tied behind his back with the apparent stipulation (laid down by John Siddeley) that Armstrong Whitworth aircraft had to have Armstrong Siddeley engines in them.

    The Whitley was later to have Merlins and the Ensign Mk. II had, I think, Pratt & Whitneys.

    Roger Smith.

    March 3, 2008 at 6:57 pm in reply to: "Flying Battleship": Real or Fake? #1249637
    RPSmith
    Participant

    my first thought was.. “there’s a new Indiana Jones film coming out” 🙂

    Roger Smith.

    February 28, 2008 at 7:00 pm in reply to: World Air Speed Record holders – survivors #1253953
    RPSmith
    Participant

    I have been delving into my Putnam’s (wish I had a full set) to fill in some gaps.

    Gunston/Gordon’s “MiG Aircraft” cofirms that the Mikoyan on display at Monino is not the record holder.

    Francillon’s “McDonnell Douglas Aircraft” confirms the serials of the F-101A as 53-2426 and the F-4H-1F as 142260 – will have to google I’m sure there must be lists of Voodoo and Phantom survivors. Vol.2 confirms that the Douglas D-558-1 at Pensecola 37970 IS the record holder. In fact two of the type held consecutive records 37971 beat 37970’s record 5 days after but was later destroyed in a crash.

    Andrews/Morgan “Supermarine Aircraft” shows that the S.6b S1595 at the Science Museum is a record holder but N248 at Solent Sky is not.

    Still haven’t been able to post my full list of absolute speed record-breaking aircraft but below is an extract showing those (so far) that do survive and where.

    Supermarine S.6b S1595 South Kensington
    Messerschmitt Me 209 V1 D-INJR Warsaw(fuselage)
    Gloster Meteor F.Mk.4 EE549 Tangmere
    Douglas D-558-1 Skystreak 37970 Pensacola, FL
    Hawker Hunter F.Mk.3 WB188 Tangmere
    Supermarine Swift F.Mk.4 WK198 Sunderland(fuselage)
    Douglas XF4D-1 Skyray 124587 China Lake, CA
    Fairey Delta 2 WG774 Yeovilton(BAC221)
    Lockheed SR-71A 17958 Robins, GA

    Roger Smith.

    February 27, 2008 at 6:07 pm in reply to: World Air Speed Record holders – survivors #1255043
    RPSmith
    Participant

    My pleasure. Its all a bit of fun! 🙂

    Anyway, I think that I have found another one……….

    Lockheed P-80R

    http://svsm.org/gallery/p80rusaf

    Regards

    Paul

    Cheers – yes the XP-80 R was a “one-off” added to the list

    Roger Smith.

    February 27, 2008 at 5:12 pm in reply to: World Air Speed Record holders – survivors #1255082
    RPSmith
    Participant

    Paulbarry – thanks for the input. I have looked at the two sites you highlight and the Douglas Skyray at China Lake (Goletta) IS the record holder.
    However the F-106 at McChord is not – reading the text the aircraft preserved there, although it was prepared for the attack on the speed record, had problems and another machine was substituted.

    Richard – can’t confirm that the Douglas D-558-1 Skystreak at Pensecola is the record breaker. According to Michael Blaugher there are five D-558s preserved in the US!

    Anyway I have now typed up a list of World air speed record holders. All the info on it so far (except for that in bold type) has been drawn from “Jane’s Pocket Book 15 – Record-Breaking Aircraft” edited by John W.R.Taylor. There may be typing errors :confused:

    Now all I’ve got to do is find out how to reproduce my Word document here so it can be seen 😡

    Roger Smith.

    February 26, 2008 at 3:41 pm in reply to: How 'elf and safety has grounded a WWII workhorse. #1256849
    RPSmith
    Participant

    Is this going to put an end to the Rapide pleasure flight operations too…..??

    In a nutshell:
    To modify a DC-3 to meet the rules will cost a very large wad of £s – so much that it makes it an uneconomic proposition to continue carrying fare-paying passengers.
    Other, smaller, aircraft (including the Rapides) require far less mods which will require less £s – so (as far as Air Atlantique are concerned) they will continue carrying fare-paying passengers.

    Don’t forget that AA’s DC-3s will be visiting an airport near you touring the UK up to the July 16th deadline. Take your chance for a flight while you can.

    Roger Smith.

    February 26, 2008 at 3:24 pm in reply to: World Air Speed Record holders – survivors #1256853
    RPSmith
    Participant

    But the point is, Oxcart and Paulbarry, what record breaking airframes survive?

    I guess it would be simpler (for now) to stick to absolute speed records.

    Roger Smith.

    February 25, 2008 at 10:44 pm in reply to: World Air Speed Record holders – survivors #1257332
    RPSmith
    Participant

    [QUOTE=Flanker_man;1220897][I][B] ……So, you are correct – it is not actually the record holder – only its brother, painted to look like it……
    Ken QUOTE]
    Do you think there is any likelyhood that the E-152-1 survives?

    Roger Smith.

    February 25, 2008 at 6:35 pm in reply to: How 'elf and safety has grounded a WWII workhorse. #1257573
    RPSmith
    Participant

    JDK’s post on a thread a week ago explains:

    This from Tom Everitt on PlaneTalk, for those of us not actually interested in rent-a-rants.

    Quote:
    Tom Everitt
    All,

    I think I can clarify the situation here a little.

    On July 15th this year, JAR-OPS will be replaced by EU-OPS. At the same time, the CAA will loose it’s power to grant exemptions to JAR and will be required to “apply” to the EU for any future exemptions from EU-OPS. In doing so, they must be able to prove that “an equivalent level of safety” is present. As a consequence of this, all exemptions from JAR-OPS will cease to be valid on July 15th. I believe any remaining ANO AOC’s will also become void after this date but I am not 100% certain of that.

    How does this effect operators of historic aircraft? As an example, Air Atlantique currently hold exemptions from JAR-OPS for the DC-3 for items such as Cockpit Voice recorders, TCAS, Lockable cockpit doors, Emergency Lighting, Emergency exit dimensions and height from exit sill to the ground to name but a few. The problem is probably becoming clear. Without exemptions for these items the DC-3 will not be able to operate public transport flights in their current state. I should stress that these new regulations in no way ground the DC-3, but make it difficult to continue flying passengers until modifications have been made.

    It is my understanding that the CAA are working with operators to get some of the items mentioned covered by exemptions under EU-OPS and are fighting the corner of the operators, so I don’t think bashing them is justified in this instance.

    EU-OPS has been hurried in ahead of another change to EASA-OPS in a few years time and in truth aircraft such as the DC-3 probably were never on their radar, there being but a handful of people operating them on public transport flights in Europe. It is very much written for the A320/737!

    The smaller historic aircraft will also be effected by the introduction of EU-OPS, but not to the same extent as the DC-3. The number of seats the aircraft has is irrelevant in this case.

    Hope this makes sense. The world of JAR-OPS/EU-OPS is a mysterious and murky one best left well alone unless absolutely necessary, trust me!

    My only concern is that some smaller operators who have an AOC may not be aware of the full impact this change will have and may be caught out by it!

    Tom.

    http://forum.planetalk.net/viewtopic.php?t=5569
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