[QUOTE=Graham Adlam;1817514]Accurate information considering it was dragged up from the sea bed I wonder how the seller knows who shot it down, perhaps he was there? :rolleyes:

Quite right Graham….how can anyone ‘prove’ provenance of all these so called ‘relics’, unless they recovered them themselves !!
I have seen well known collections over the period of sum 40 years, being sold off as this or that aeroplane, and I know very well that the descriptions are just made up to suit.
How thick are some people to be taken in by a ‘nice’ description and a drawing to go with it.
It degrades the history of such valiant times.

I wonder what the reason for asking is ? :confused:

http://www.claims4free.co.uk/injury-lawyers.php

perhaps??

Is this 310 likely to have been fitted with ferry tanks or were they just relying on the aircraft installed tanks………..??

Planemike

I don’t know about this recent one…not sure of his total flight distance.
Doing the Northern route , we fuel hopped, with standard fuel (including tip tanks), from Alaska to Greenland (Sonderstromm)-Keflavic (Iceland)-Stornaway (Scotland)- ect ect.

The successful ditching shows a pilot of competant skill and relative calmness.I have flown ‘the pond’ via Greenland and Iceland in a similar a/c with two on board, and there is a sequence of fuel usage from the tip tanks to the mains which must be strictly adhered to, or you can end up with quiet engines and fuel still in the tanks.
That first sighting of Iceland after leaving Sonderstromm, Greenland, is a very welcome sight. The fuel gauges have had constant tapping, the standard navigation backed up with an early anologue sat/nav are well tested, and the mud baths at Keyflavic airport hotel, Iceland, prove extremely relaxing….still bl..dy dangerous !!!

Great day Andy….superb weather (Did you pay for that ?), excellent crowd of friends and punters, made a few bob, and enjoyed the banter and all that goes with a ‘live’ aeromart.
Hope you did OK Andy and family..you deserve to…well done…I’ll be there in March.

Peter D

I had a similar expereience in a 160Tri Pacer at Biggin some years ago.
It was a hot day and I opted for the grass, because of a busy hard runway.
Should have known better as the two heavies up front on the incoming journey were now passegers in the back, and I and my right hand man were lightweights, now in the front seats.(1st mistake)
Did the usual run up checks and noticed a slight drop on one mag at full power. Had a word with the others and all agreed it was not a real problem (2nd mistake)
Gave myself lots of room and proceeded take off run. Roughish grass, 23500 revs, bumpy footpath across the grass, not really enough speed at that point but….3rd mistake.should have aborted.
Still lots of room, one stage of flap, nose up….some lift…and the end of the grass coming up quickly.
Airbourne …just….the V of the trees cut down during the war now dead centre…..fingers only on the stick and feeling the aircraft climbing just above the stall 65/70.
Flaps up gently as we passed through the tree gap and out over the valley.
Speed build up and a couple of “phews” from the back seats.
Never again….big…BIG…lesson learnt. 23500 revs are not enough with 4 up and a hot day. Has to be 24500 minimum.
We all pe’ed on the nose wheel after our safe arrival at Goodwood.
You never stop learning in the flying game. Now retired and still alive.