Bob and I have been in touch with each other since the early days of Aviation Archaeology which is now over half a lifetime away. Would still welcome sight of your negatives after your house move.

Beaufighter II’s also flew with dihedral tailplanes, the flat tailplane was preferred for the night fighter as it made the aircraft unstable but more manoeuvrable, Google Beaufighter II images.
Other issues include radiators and a totally different propeller, Dowty no less.
Everything is possible, simple, no!

When an aircraft propeller rotates under power it grabs air to move forward and its efficiency depends on the density of the medium, the greater the altitude the air becomes less dense the less efficient the propeller is. Even so the bending moment on the propeller blade is in a forward direction.
When producing no forward thrust the bending moment on the blade due to drag is in a rearwards direction.
Substitute a more solid medium , then for one revolution under power the blade can move further forward than it does in air and the bending moment increases in a forward direction. No power it grabs nothing and bends backwards.

In response to your question Jason, still looking for bits, unlike P-51’s hard to find.

Markings are of this aircraft, taken in Belgium probably just before it’s last sortie to England.

Photos taken yesterday.

I messed with a lot of a/c in the Royal Air Force, Canberra’s, Hastings, VC-10, Belfast, Whirlwind, Wessex, Chipmunk, the BBMF a/c, etc.
The most fun time was the Beverley in the Far East, as others say, I’d better get my coat!
Who needed a nav on the Beverley, it was so slow and low you could read the street signs. One trip I was on took two days to cross Australia.
Seems we have a bit of thread drift.

Just to clarify the Hercules position on the Beaufighter, answered in previous posts.
The later Hercules will fit even though they are longer and wider. Some years ago we designed a replacement engine bearer to cope with these problems. Moving the engine further forward by three or four inches was not the major problem. The later engines have a very large sump which gets in the way of the bearer cross bracing. The early engines have half the number of induction pipes as they are “siamesed” and a much smaller sump which makes life easy. The early engines have a carburettor whilst later engines have a Claudel Hobson injector.
We are currently helping an Australian company with information on the overhaul of early engines.
Can anybody help with manuals for the A.I.T 132 MC, & M , A.I.T 122 MB & M,carburettors?

26 February 1979 – me trying to keep my hair intact doing engine run on WP855.
(photo Colin Smedley)