That’s a case of a newspaper story over blowing things – surprise suprise!
Componants were in deed crated, but whole airfrmaes no, and the Mod/RN were well aware of the two ready to go examples they had in store anway.
WN411 went the usual post service route of A.S. Gannets, LTS and disposal at Abbotsinch, before scrap by Kitson Vickers. The cockpit obviously made into preservation (ish!).

Certainly can’t claim it as a crated aircraft found again.

Climbing out yesterday, has to be said that it makes a lovely noise!

Dornier G-BMFG S by jamtey71, on Flickr

I think Skyways used them until the early 1960s, and Britavia until 1959 the aircraft went to silver City who used them into the very early 1960s as well.
Airwork and Air Safaris were other post BOAC operators.

My understanding is that Shack spars are the same through all the marks, the Mk3 wing was only different by having extended chord at where the wing tip attached, this manifesting itself through a different trailing edge position for the aileron hinge line and aileron trailing edge in the outboard wing sections (ie the trailing edge kinks rearwards in relation to the Mk1 & 2 in planform).
Turning the gear around just meant that it was hinged at the rear spar rather than the front spar.

BluebirdMike can you be more fullsome with your explanation, I’m just wanting to learn about how it was done – when you say raw material do you litrally mean steel billets of the correct grade being manufactured into spar booms?

So that’s what a Burmese Spitfire looks like when it’s been buried for 60+ years!

I’m no type expert by any means, but it should be relatively easy to dismantle and move the Vampire, many small groups and individuals have achieved just this.
The fact that the wings come completely away from the fuselage should help in this regard.

I think Firebex here has just moved one, maybe he can add his thoughts?

I wouldn’t pass up the chance of aquiring a Vampire fighter, particularly an early one.