WF927 sounds like a contender.

http://aviation-safety.net/wikibase/wiki.php?id=157567

Indeed, Steve. WF927 was my first choice, as I guess its feasable that the crew elected to head all the way to the coast and abandon a potentially stricken aircraft having lost control on a failed approach.
But if it is this incident then it makes me wonder why both crew didn’t leave, and why after the nav ejected that the pilot decided to head all the way back to Cottesmore?!

Rob

Thanks for taking the time to reply, Slipstream.
I’ve been compiling a list of postwar accidents for the museum involving Bassingbourn based aircraft, and of the seventeen incidents that i’ve found to date involving 231OCU Canberra’s (including the two you mention) not one mentions anything to do with the sea.

Rob

Thats an interesting point, Nick. I’m wondering if “one or two” appearances would be enough financially to justify coming over to the UK – whether as a ferry flight or as cargo?! Maybe the statement is a way of testing the water to see what the level of interest is here, re possible airshow appearances.

Rob

That’s an impressive looking dial! Your panel is spreading:o

Thanks Ian. Still need a couple of instruments for the panels, and as the API goes just below them it made sense to add it. But i’d really like to find a Type2 Mk.1 retractable GGS mounting, ref 8B/2860, to sit inside the windscreen. I’ve already got a relevent MK.4E GGS (8B/2912).

Rob

Wyvern

Another cockpit instrument addition is this A.P.I. (Air Position Indicator) unit – complete with key. This would of been mounted just below the port instrument panel together with an external air temperature gauge.

Also i’d like to take the opportunity to say thank you to Geoffrey Bussy, who whilst looking for Short Sturgeon photos to help towards an intended article he is writing for a French aviation magazine, was kind enough to send me some scans of Sturgeons – some of which i hadn’t seen before.

Rob