I think it was just luck! Reading the reports, there were a lot of people covered in Avgas; I suspect there was nothing big enough left of the aircraft to start a fire.

Similar with the recent loss of the P-51 at Duxford. One wing tank was totally split open with no fuel remaining whilst about two gallons remained in the other tank. The fact that there was no fire was possibly due to the source of ignition, the battery, being totally destroyed and the heat source for spontaneous combustion, the engine, being remote from the wings.

Additionally a very large amount of very dry earth was thrown into the air which might have acted as a fire suppressant.

The tail wheel has “popped” so possibly a lot of “G” was experienced.

(photo from Los Angeles Times)

I have an original copy of AP116D-0154-1C for ARI23300 & 23301 V/UHF & UHF Equipment, Marconi VHF Units, General & Technical Information.

It is possibly for Harrier equipment but might be of use to you.

Look like Dowty bomber blades which take a larger spinner.

I’m with you Wyvernfan. I’ve been in aviation for fifty five years and I’ve always had admiration for the individuals that have had the balls to say they got it wrong, we all do at some time.

The number of defects I have chased around the globe only to find at the end of the rainbow somebody was to shy to own up.

My adage has always been tell me about it and there will not be a problem, if you don’t tell me, there will be a problem.

Have I goofed, yup! In charge of a team of guys working on a helicopter in the hangar on jacks, no undercarriage, wiped off in heavy landing, inhibiting the engine, it lit up on inhibiting oil, throttle at max, rotor started to turn even though the brake was on, ten feet of flame out of the exhaust, battery disconnected so could not shut it down!
“Chief that shouldn’t happen.” “No sir, my fault.”
No further action because I took responsibility.

I recall my first job on BBMF back in 1978, recovering a Hurricane at I think Northolt. The very experienced pilot was on taxy for refuel when he went to raise flaps and because of the design of the flap/undercarriage selector he got u/c. For recovery I think that was the first time we flew with the R12/4F5 four blade prop. as we did not have a spare three blade, no change in blade angles just got on with it.
I believe the rules at the time were changed so that no flap up selection was made whilst on taxy.

I am not making assumptions, just having a recall.

Bruce, it was a Dinky toy.

You have mix of parts from a Spitfire and a radial engined aircraft. Part numbers would reveal more, but the retraction jack and trim jack parts are easy.