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low'n'slow

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Viewing 15 posts - 406 through 420 (of 1,179 total)
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  • October 24, 2010 at 4:56 pm in reply to: Sywell Aviation Museum Tiger Moth Project #1098002
    low’n’slow
    Participant

    More seriously. On (30s worth) of reflection.

    Are there not some slightly bent steel tube airframe bits around that might still form the basis of a replica that more closely follows the original Tiger Moth fuselage construction?

    It may be more robust in the long term too?

    October 24, 2010 at 4:53 pm in reply to: Sywell Aviation Museum Tiger Moth Project #1098006
    low’n’slow
    Participant

    Fantastic project. I’ll donate you a manual! :diablo:

    October 21, 2010 at 4:41 pm in reply to: John Fairey dies in Piston Provost crash, 9/7/09 #1100737
    low’n’slow
    Participant

    For those who operate radial-engined aeroplanes, some rather important findings from the AAIB report are highlighted in this summary from the Historic Aircraft Association Engineering Group.

    It raises important issues on the correct pre-start procedures in the event of ‘hydraulic locking’ of radial engines and it is noted that this may also be applicable to operators of aircraft with inverted inline engines too.

    http://www.haa-uk.aero/news-details.php?news-id=92

    October 19, 2010 at 7:38 pm in reply to: RAAF Tiger Moth Paint Schemes #1102802
    low’n’slow
    Participant

    The only archive pic (courtesy deHMC Archive) I have from the Mascot factory, shows some aeroplanes that slightly pre-date yours. I guess this is 1940 or early 1941?

    October 19, 2010 at 4:24 pm in reply to: RAAF Tiger Moth Paint Schemes #1103144
    low’n’slow
    Participant

    Try Stuart McKay at the de Havilland Moth Club. http://www.dhmothclub.co.uk

    October 19, 2010 at 4:19 pm in reply to: 70 Years On – Commemorating Sgt Williams. Still MIA #1103157
    low’n’slow
    Participant

    At (I hope) little risk of reopening cans of worms with the cognoscenti, the attached link might give those not in the know a bit of background to this:

    http://webarchive.nationalarchives.gov.uk/+/http://www.mod.uk/defenceinternet/defencenews/historyandhonour/battleofbritainhurricaneexcavationcalledoff.htm

    October 19, 2010 at 1:54 pm in reply to: RAF Mitchell – In 1950?! #1103428
    low’n’slow
    Participant

    Was the Mitchell not an ETPS machine, used to give multi-engined pilots the (then novel) experience of handling nosewheel aircraft?

    October 18, 2010 at 3:45 pm in reply to: Another 60s Podington film #1104761
    low’n’slow
    Participant

    Just received the following comment from display veteran Barry Tempest, to whom I sent the link:

    Yes, I was there and had flown over from Snoring in the Whitney Straight. I flew the Rapide G-AKNN in the show along with the SOW (Stand on Wing) Tiger. Happy memories prompted by this rare bit of film.

    Cheers,

    Barry

    October 10, 2010 at 7:13 pm in reply to: EASA Doom and Gloom – Annex II Engineers Please Read!!!! #1112779
    low’n’slow
    Participant

    http://www.caa.co.uk/default.aspx?catid=1350&pagetype=90&pageid=11683

    Consultation has just opened on the following proposal for BCAR Section A which completly changes the paperwork and maintenance inputs for Annex II aircraft in the UK. Essentially paralleling the EASA system we’re all just recovering from but with National ARCs not European ones.

    1000% more hassle for little or no improvement – please those that are in the engineering business, form your responses…

    FB

    Better still. Get in touch with the Historic Aircraft Association, who are, as we speak in dialogue with both CAA and EASA on this and many other matters.

    FB, did you get the e-mail regarding meeting this week at Duxford? If not PM me!!

    October 6, 2010 at 9:28 am in reply to: Shuttleworth Collection Autumn Air Display #533588
    low’n’slow
    Participant

    Nice one Nick, nearly blooming poetic mate! 😀

    Perfectly sums up what Old Warden is all about. Rain or shine.
    Long may it continue!

    October 1, 2010 at 1:29 pm in reply to: HS-125 VR-BMB #1123463
    low’n’slow
    Participant

    I suspect this was the HS-125 used by Osama Bin Laden when he used to visit Formula One Grand Prix in his playboy days in the late 1970s, early 1980s

    His construction business was one of the partner sponsors to Saudia on the Williams Grand Prix cars of the era. Interesting to note that these cars, now immaculately restored for historic racing, somehow seem to have an oversight on that bit of their livery!

    A quick search found a picture of the aeroplane ‘as was’ here: http://www.abpic.co.uk/photo/1194634/

    September 30, 2010 at 10:31 am in reply to: Long term threat to Booker/Wycombe Air Park #1125318
    low’n’slow
    Participant

    Sadly, this comes as the fall-out from that cheerful chubby chappy John Prescott classifying airfields as brownfield sites for purposes of redevelopment.

    It opened the doors for moneyed property developers to see lucrative opportunities in converting airfields’ wide-open spaces into yet more boxes, large and small.

    Wycombe is sadly the latest in a long line. Sandown, Weston on the Green, Dunsfold, Leicester and Coltishall all spring to mind in having suffered similar threats (and worse) in the last few years.

    September 17, 2010 at 4:10 pm in reply to: Auster down at Cottesmore #1143888
    low’n’slow
    Participant

    Glad to hear all is well with crew – and in the longer term, the aeroplane.

    September 13, 2010 at 1:16 pm in reply to: Inverted engines and their oil systems #1149484
    low’n’slow
    Participant

    While more sophisticated inverted engines use a scavenge pump to return oil to the tank, some such as earlier Gipsy Majors and Walter Mikrons don’t bother with such complexity

    The oil is pumped up to the crankcase by the pressure pump, then after being flung around the engine by the movement of crankshaft and pistons, is collected in galleries on the lower part of the crankcase. After that, good old gravity does the rest, draining the oil back to the tank via external oil pipes.

    September 8, 2010 at 5:00 pm in reply to: Lower, lower #1155607
    low’n’slow
    Participant

    The Lancaster I understand normally transits at about 800 feet, in order to allow it to be seen from the ground and also keep below the majority of other VFR traffic.

    The BBMF’s single-engined aircraft normally fly higher, 1,200-1,500 feet, to allow more ‘glide clear’ capability should they suffer an engine issue.

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