Remember there was also an issue with aviation fuel. The Germans had only limited access to high octane fuels, a fact which continually hampered Daimler Benz’s 605 development.

Does it mention the Reims variants? I have always wondered if Cessna sent out kits for assembly to Reims aviation like wings and fuselages etc. How much of the airframe did Reims actually produce in house as I understand they were better built than Cessna factory versions. Is that true?

Under no circumstances would they shut down any engines until the landing roll has been completed in this case. The video is low quality so it appears as if the propellers are stopped when they are in fact still turning. Remember that on a DC-6, it’s the flight engineer’s job to lift the reverse gate, watch for the lights and bring the throttles back once its confirmed they all work. The Six would, in this case have taxied to its final resting place with all four turning. The pilots were also pretty experienced. One of them did the initial type ratings for the Red Bull pilots.

Thanks Roberto – lovely to see images from Madrid. Pleeese make them smaller though. They need re-sizing.

I enjoy both magazines. Aeroplane is perhaps nicer to read and Flypast would be the one I would drop because of its reducing coverage of aircraft restoration stuff and scant international news. It has Too much BoB, Spit, Lanc, Hurricane and Bf109 coverage.

The thing is that the magazine business has changed. It’s no longer the realm of traditional publishing houses and their staff hierarchies established when print first arrived. We now have computers and the internet and vastly different ways of disseminating information as well as multiple ways of reading it. We have instant access to museums across the world via the web. The magazine industry doesn’t really know which way to turn yet and few UK aviation publications have embraced social media because they don’t see clear revenue streams or it’s too ‘new fangled’. What’s more, Editors need to have a handle on the business of magazines just as they need to have a passion for their topic. The publishers also need to take another look at the way they handle their editors and to understand this is not a growth period without unusual business skills. It is very unusual to see editors ‘demote’ themselves like Alan Warnes and Ken Ellis. I perceive these two extremely talented gentlemen are being worked too hard. Perhaps Mick Oakey too. None of them have the time to even respond to the occasional email – a bad sign.

Key’s titles are beautifully produced but losing two good editors is a concern. Likewise The Aeroplane, although Kelsey need to be wary of alienating its readers by changing the ‘look’ of a magazine. The Aeroplane has a successful ‘look’ and it might be best to stay with it rather than change just for the sake of it – a common mistake in the magazine industry.

Anyone tell us what this is – apparently still active in Brasil?

It’s obvioush no one really nowse much here.

I am willing to make a big sacrifice and volunteer for the job of evaluating each one and writing up a fullsh report on each. Hic.