A great shame. His association with MH434 has been for a great deal longer than most realise.

Interesting, thanks Sycamore. The antennas are the same, and I’m not sure how any direction indication would be obtained from the aerial atop the fuselage. Additionally, there is no provision for a Beam Approach Indicator or L/R indicator in the cockpit.

I saw all the parts that were recovered from the Coltishall dump. All were knackered, too far gone for use. There were some cannon ports and some exhaust stubs which came out of the dump which were OK, but there were dozens of each, and looked to be spares stock rather than from a particular airframe.

There was a huge amount of radio gear, potential for camera equipment, armour plate etc which can be pulled out from behind a pilots seat to create the leeway for a further body back there. If I remember correctly the battery tray is roughly where the second seat would go and could be re-located, so I’m sure the calculations would be favourable to the modification.

Hi Bruce, yes, from an engineering perspective very straightforward. I believe that the Vickers TR9 Spitfires had a rudimentary roll-over pylon (granted not very substantial and I wouldn’t wish to rely on it!) behind the rear seat. As they stand I don’t believe any of the existing two seat Hurricane options have that. However with the correct stress and design analysis not difficult to incorporate.

I’m not sure that whether the aircraft were being used for pilot training would colour the CAA view. In fact they may take the opposite view and be inclined to accept that one being used for pilot training and conversion where the trainee is already an experienced pilot and therefore fully aware of and accepting of the associated risks, is less in need of roll-over protection than one being used for carrying around members of the public who are there only on board for a leisurely £800 Sunday afternoon bimble around. It’s down to perception and acceptance of risk.

It’ll be interesting to see, although of possible marginal practical use in the UK/Northern Europe. A 200 mph open cockpit in the Western Desert or Middle East – not a bad way of scooting around. But in Europe, even in the most balmy of summers? Now, I enjoy open cockpit flying, but I think I’d pass after a couple of circuits once curiosity had been satisfied.