I agree with the above posts – the weight gain of painting an aircraft is considerable – think of the weight of a 5 litre tin of paint! Aerodynamics are affected too.

There is another reason for the lack of camo too – late in the war, air superiority had been gained and so US aircraft (In theory at least) pretty much had the skies to themselves (I’m sure the guys that were there would completely disagree!). There would have been no need for high altitude aircraft (B29, etc) to have camo…..

Thats what I’ve been taught anyway……:rolleyes:

Try spadeadam ranges in northumberland, UK – the mock airfield is about five miles north of the main site and has T33’s and Mysteres on it. No bomb craters though……

Agreed – in a restoration company there will be at least one guy with the required licence (for aircraft under 5200KG new rules under EASA are coming in…). The rest of the workforce can be anyone from volunteers to pilots. Providing that the lead engineer is suitably qualified (Pt 147 training course, 2 years in industry before gaining an EASA pt 66 B1 or B2 or even a C licence, followed by the required type courses – read as 5 years MINIMUM to get all this), and experienced (!) then he can sign of a monkey’s work if it is good enough. This guy is responsible for the aircraft legally, and can face a lengthy term in prison if mechanical faults cause the loss of a machine or pilot

YOU could build a spitfire having worked on a pig farm all your life, and providing the pt66 engineer signs your work as good, then you have built an airworthy aircraft. (subject to CAA / EASA approval too – complicated subject area….)

I have been employed as a contractor by Air Atlantique helping on the Lancaster Major over last winter. I personally just scraped into the job by way of my volunteering at various museums over the last 15 years. I was RAF airframes for 7 years, cross trained to propulsion, followed by a 2 year EASA pt147 course, Foundation degree, and so far 1 year as a contractor working on anything from Lancasters to Airbus A320’s, with a spattering of 747 and A300 into the bargain. I don’t have a licence, and don’t need one. Other fitters who I have worked with have no formal education – simply a few years as a volunteer at museums is often enough to land a contract job on live aircraft (although rarely!). Experience is key, and unusual trades are a bonus!

Having known Mr. Brown only as a name in the pages of magazines and as a friend of a friend, I can only re-affirm my condolences to his family, friends and all at Breighton. 🙁