RE: Dubai Jet Provost

Steve – I have an idea ! The identity I am sure might well be in the forthcoming W&R ! She hasn’t been out there long. I just cannot remember her identity off the top of my head

RE: P-51D

Kenneth – it’s worth noting that painting the Mustang to advertise a
grocery chain probably paid for her to fly for a year. Various warbirds have benefitted from a sponsor to keep them in the air (Sally B -FlyPast !) so I am all in favour of it !

RE: Ashley is the New P51 at Duxford yet?

I think you will find she is 44-63864 SE-BKG . She flew from Duxford with the 78th Fighter group. She finished the war coded HL-W with the name TWILIGHT TEAR. Welcome home !

RE: Yorkshire Air museum

It’s a bit like trying something new – you either like it or not .
If you pick up one of the many aircraft museum guides they will tell you what’s there and you can make your own mind up.

RE: Kingcobra crash at Biggin Hill last year

Munnst – I fairness to both accident’s the point I made was that humans make mistakes . You cannot I feel though be analytical regarding one incident and then state that another incident was due to the runway and bad luck. What exactly is bad luck?
It’s worth noting that the pilot is in command of the machine not the other way around. If it ever gets to the stage where
there is an element of doubt it’s best for the pilot to leave it in the hanger and come back another day.

RE: Kingcobra crash at Biggin Hill last year

I have seen photographs taken after the crash at Sywell and quag doesn’t mean anything. The surface although wet was usable – look more closely at where the aircraft first touched down for reasons for it not stopping.

RE: Kingcobra crash at Biggin Hill last year

Munnst- Your best course of action is to examine the flight characteristic’s of types like the Kingcobra and the Lockheed Lightning. These machines do have large reserves of engine power that can be used to enter and exit manouvers but it’s also a fact of life that the ground doesn’t move up ! Simply the is an element of risk in any manouver and using display criteria height’s for exits from manouvers doesn’t allow much margin for error.
Regards your comment’s on why a professional pilot should loose control twice – that’s very much a case of why do humans make error’s which are obvious to everyone else but not the person involved. During my time in the R.A.F the was a case where a station commander flew a perfectly serviceable aircraft into the ground-another where an aircraft was abandoned over hostile territory and the pilot had to be rescued by CAS because he made the wrong switch selection .
Unfortunately the Kingcobra didn’t have any means of cockpit data recording otherwise we would have a better idea of what went on in the final moments.
It’s worth noting also that although we havn’t had any serious display crowd injuries in the last 40 years – the fact that we have
lost a number of fine pilot’s in that time does tend to indicate that the are still measures that can be taken in terms of aircrew currency
and training. The aerobatic loops and barrel rolls do have an element of risk and one of my memories will always be the A-26 going in at Biggin Hill inverted – If I didn’t see another low level loop
at a display it wouldn’t bother me one bit .

RE: Wessex V’s

Sounds like the retirement flypast of the RAF Wessex HC.2 from service in the U.K. The Wessex HU.5C was retired in the 1990’s from R.A.F service and earlier from R.N service.