-Research in the histories of all de Havilland DH114 Heron ever built. This includes also the Saunders ST-27 and ST-28. For this purpose I am looking for pictures of their different colour schemes. So far I have nearly 400 pics and every written/printed document available.
Martin

Does this include Sea Herons? I had an interesting time of it whilst involved with CC20 XM296 in the 1970s.

I dont like paying this country anything, it’s a bloody toilet,

Proud to be English,
Proud of England,
Disgusted by what happened to England..

Well if there were no rogues trying to import nasty goods or human cargo there would be no need for customs and excise. As things stand then import monitoring is required the costs of which should be at least partly defrayed by those who are importing. Would you rather that more of your taxes were used to cover costs?

I am also disgusted as to what is happening to the UK as a whole where government is slyly undermining our liberty in many nefarious ways a matter in which the ‘opposition’ is either complicit or ambivalent.

The Observer today carries a very timely column:

http://observer.guardian.co.uk/comment/story/0,,2068009,00.html

Did all those who died in two world wars and many other conflicts since thinking they were fighting for freedom and a better world die in vain? I think the jury would answer yes.

The claim that I heard on
It does look suspiciously like GLOC

Condolences

Gravity Induced Loss of Consiousness for those who have not met this one before.

Condolences from here also.

Nice shot, Phixer. That’s an unusual angle! 😉

Thanks.

It is dull in colour because the flight was set up for thunderstorms (cloudbase around 10K) and strongish blustery winds. Flying and landing a Seafire is a bit more interesting under these conditions – not quite like the real world though I guess. I recall being in a Sea Heron when it was carrying out a handling test after MOD induced CofG changes over the English Channel during a t’storm. Power stalls and stall turns under those conditions were ‘interesting’.:D

Here is on for nostalgia, nostalgia in more than one dimension.

It is of a Seafire in Pacific Fleet markings flying inverted over what was Ford airfield in Sussex, England. Ford now being an open prison with a small industrial/commercial site. This image was created for inclusion in a veteran’s journal following a conducted visit to Ford last summer by a number of old hands who served there, it being for many years the home of the RN Photographic Unit. Just Flight add on scenery.

I should emphasis that getting this engine running order is very much a team effort involving Peter Grieves and Robin Byers here in Carlisle and Eric Barnes in Dorset.

I am sure it was a team effort and well done all.:)

An important contribution was made by household goods retailer Dunelm who sold me a stainless steel measuring bowl which was used as the basis for the fabrication of a missing combustion chamber dome.

Would that be the on the chamber at 6 o’clock?

The max rpm for this engine is 17,000!
Pete

Centrifugal compressor turbojets normally have a higher max rpm than axial types with the outer part of the impeller reaching sonic speed – this being the cause of the high pitched scream of early jets.

I recall an adventure with a Nene. During 1965 Yeovilton air-station was developing a snow-blower by placing a redundant Nene engine laterally across the rear axle of a Bedford 3-ton truck. Old 50-gal drums had been arranged in a group of eight in two tiers of four behind the cab as fuel tanks. It was intended to place a 2-ton slab of steel across the rear axle under the engine to prevent tipping over.

I found myself on Crash-and-Smash (aka crash and salvage) for a period and between call outs (frequent – many other ‘interesting’ experiences being had) we worked on this snow-blow rig. Having waited for Belfast to cough up the steel slab for a month or so with nothing forthcoming and the year advancing it was decided to carry out tentative trials just to test the basics. The rig was arranged along Number 6 Hangar doors with the engine intake facing and close to the doors.

Things were working fine until the ‘tiff in the cab decided to find out what max rpm could be reached. As rpm was increased the intake side suspension noticeably compressed as the opposite side expanded at about 11-12000 rpm without warning there was a sudden lurch and the whole rig tipped into the door. Fortunately the chap in the cab was quick enough on the throttle to prevent a serious incident but his face had turned a whiter shade of pale.

ISTR the dent in the hangar door being there for years afterwards, if it is still there and puzzles some then here is the answer.

As for max rpm. I recall that the Plessey Solent gas-turbine starter for a UK Phantom rotated at a max of about 72000 rpm and produced over 90shp IIRC.