I know this is an old post but I’m looking for the Teleflex section of AP.1464D Part 2 Sect 2 Chap 3. (ALs circa late 40’s, 50’s to support Vampire FB.9.)

While I’m here, I thought I would post some of the pre-amble from one of the volumes so that some of the above discussion can be understood in detail. The AL that expands AP.1464 from two parts to seven parts is dated May 1944. It helpfully provides a cross-reference table for the old and new.

If any body has the entire 1464D ca. 1950’s available as pdf, that would also be helpful. I have checked some eBay sellers but not found it yet.

Cheers.
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ErrolC,
My post appears as the latest when you go to the keypublishing forum home page – the one where you get to pick from the different forums. It happened to me when I clicked on ‘home’ near top left from this very thread page. I did a search for my post referred to by Air Ministry, and found it. I made my post on 13th September and it does not appear on the Historic Aviation page that lists the threads by latest. As I’m posting from Australia, maybe there is a problem in interpreting time stamps; maybe when I posted, it thought my time stamp was GMT and therefore in the future, impossible and therefore unpublishable on the index page!!!
See what happens with this post…

Thanks Ron.

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Sabrejet, I agree with some of your comments, but not all of them. Serial number does not necessarily apply to the military equivalent of the civilian registration; it may be true in some services but in fact not for the RAF and RAAF. if you look at the record cards and such things, the form actually says registration (although often something like just ‘aircraft’). The point is that the usual identifiers on the aircraft are actually registrations; The UK and Australian boards developed out of the same systems, and you have civil and military registrars and registrations.

What you say about component serial numbers is absolutely true and extends to aircraft as well, and it just depends on what the manufacturer calls it. The point being what ‘serial’ means; these numbers are sequential and relate generally to the production sequence. Normally, an aircraft serial or construction number never changes, where as the registration, military or civilian, can change.

Obviously I’m making generalisations and there are exceptions within the UK and Australia, and in some other countries this system just doesn’t apply.

Hi Ron et al.

Trevor Boughton’s Man and Aerial Machines had an article plus follow-ups on this subject many years ago. It covered British, Australian and American aircraft. I will dig it up and have a look…

Looking at the undersides of the Halifax wings, there are a lot of panels open or removed, and looking at the different paint on various surfaces, I think the aircraft is undergoing a major servicing or rebuild; maybe it has recently exhausted its time in front-line service. The new parts of the doors seem to be well spliced to the original doors, and yet the square kick in them is structurally rather suspect. I wouldn’t be surprised at all if you wanted to transport a fuselage without wings; if the aircraft had crashed and the wings were a write-off, and the fuselage repairable, why wouldn’t you? I think areas like Maison Blanche, Algeria were very active with Spits around March, April 1943 – think of all of those photos floating around the last couple of years, some of which have been coloured, and most are in various states of disassembly post-crash – and for much of the North African campaign and on in to Sicily, there were major repair and salvage centres in Cairo and some other Egyptian cities. I think flying a fuselage east from Algeria over the now secure desert would be a pretty good way to transport a good candidate for return to service. Any Spitfire experts able to identify the mark? Mark IX? I would love to know the story of this Halifax!