The Hendon Vulcan WAS unfortunately cut for transport,about a third of each wing being cut off and then welded together again on arrival at Hendon.You can still see the seems of the weld on the aircraft today.I don’t know why this would’ve been done because as Alamo says it’s possible to dismantle a Vulcan into fairly managable chunks.

Thanks for the link mmitch, interesting and ,needless to say,touching stuff. Another of our pilots is no longer missing…

I think one of the main things we’re forgetting here is the supply of raw materials to Germany’s war industry.One thing which Germany has always been short of is supplies of it’s own raw materials.In both world wars the Germans had to comprimise in various ways,even on the simplest things as wooden propellors.If you look at the LVG at Shuttleworth,you’ll see it has a beautifully crafted prop made of light and dark woods.Pretty as this looks,it’s a comprimise,the Germans having virtually no access to the hardwoods available to the Allies.They also used poorer quality synthetic oil for lubrication of their engines-the Germans would often fit captured Clerget’s,LeRhone’s etc to thier own aircraft,but these engines didn’t last long with German oil.
Possibly the most famous case of the these comprimises is the Me262 and other Nazi jets.Nazi Germnay’s war industry was cripplingly short of materials such as Nickel and Tungsten-metals which could be used at extremely high temperatures.These two materials were already in extremely high demand for the making of large calibre gun barrels,and there simply wasn’t enough to go around for the aviation industry.Although the people at Junkers and BMW were ingenious in thier design of engines like the Jumo 004,they simply couldn’t build the engine they wanted due to shortages of the necassary materials.
The bottom line is that even the most fantastic Nazi designs were doomed to remain as paper projects as long as Germany continued to suffer material shortages.

Hmmm,interesting stuff.I’d heard something about this a few months back-anything to do with that Paul Allen bought from Aces High at NW,or is this a seperate project?If it’s being restored to He111P standard then shouldn’t it have DB601’s as opposed to the Jumo’s?

Agh!The agony of choice!Think I’d have to go with the Beverley though,she’s the last of her kind whilst there’s about 20 Vulcans, a couple of which might fly again (unlikely I know,but we can dream…)

Standing up for our Canadian friends,we seem to have a habit of leaving out the CWH’s Firefly in listing the airworthy examples. The other one in the US is a beauty,owned,flown and restored by Eddie Kurdziel,a retired USN flyer.Absolutely 100% pukka-would be a wonderful addition to an organisation like TFC if she were ever to become available.
I’ve often wondered when we’ll see one of the former Ethiopian machines fly again-an early version in SEAC/BPF markings would look pretty splendid.Another one for the ‘when I win the lottery’ shopping list…

I think we should just wait until some form of official statement is made and then we will know what it is that we’re commenting on.No offence to anyone,but we don’t have the facts to work with at the moment,so this whole thread is based on conjecture. Give it time and I’m sure the picture will become clearer.

“People seem to forget that the much missed BAe Mosquito never did an aerobatic display. It had very strict limits on both speed and airframe limits (250kts max, +2 g & no intentional negative) so that kind of made an aerobatic display a no-go yet it still crashed?”

The Mossie was lost when an engine lost power during a wing-over,initiating a spin from which there was insufficient hieght to recover.IMHO, I would count a wing-over as an aerobatic manouvre.