Here’s a station defence plan from 1953.
Wouldnt it be a simple matter that at the end of the war, the B1 FE’s were new and un-used and available in storage, having not been used for the Far East, and that B1 production would had stopped by then to give way to the Lincoln?,
Ah – I think that was the bit I was missing. I’d assumed that FE conversions were applied to in-service aircraft. Had not realised that it was applied to new aircraft straight from production. Makes sense now. Thanks.
Jack,
thanks for that.
abadonna
Hmm, old negatives are good enough that images taken in WWI are still viewable almost 100 years later – if stored correctly they will probably far outlast digital images.
I think there is too much reliance on digital media and to destroy the original negatives just to get a few bucks seems very shortsighted IMO…
Digital isn’t perfect and needs to be ‘handled’ correctly otherwise the image will degrade.
I completely agree that originals should be retained. What seems like a good digital copy of a negative today may look like a pretty low-resolution attempt in a few years time.
As regards longevity, in general film negatives seem pretty stable – but they aren’t immune from degradation. Try looking up “Vinegar Syndrome”. I’ve personally seen a number of negatives affected by that.
Digital images cannot degrade, but the storage medium can (and formats can be superseded). What that means is that digital copies need to be regularly recopied to ensure that are a (a) on a good medium, and (b) in a valid format. However, the cost/effort of recopying is getting cheaper all the time, so this isn’t necessarily a huge chore.
Just my 2p worth.
I believe that one difference between AI.23 and AI.23B was that in the former the pilot used the CRT to acquire the target and then switched to the PAS (which provided steering and range marks) for the final attack. There were a number of criticisms of the PAS, and also of the need for the pilot to change from “head down” to “head up” during the final stage of the attack. Hence in AI.23B the entire attack was carried out “head down” using the CRT.
Some interesting Canberra pics. A few notes:
WD980 is on charge to the Bomber Command Holding Unit
WH877 is 231 OCU
WJ728 is 231 OCU
WJ992 is RRE
WK144 is most likely 245 Sqn or 98 Sqn
WT322 was used extensively by Marshalls for B(I)6 systems development and could be any date between 1958 and mid-1963
XM271 would be sometime Apr-Sep 1965 (TI for PTR 175 UHF fit)
Even better, why not join the RAFHS ? It’s under 20 quid a year as I recall – excellent value considering the quality of the Journal.
Even better, why not join the RAFHS ? It’s under 20 quid a year as I recall – excellent value considering the quality of the Journal.
Thanks Doug. I’ll investigate those references.
Thanks Doug. I’ll investigate those references.
Here’s a backseat of a FAW.1
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I’ve never put much store on the accuracy of ASN reports, for historic military accidents at least. I’ve seen a number of gross errors in the few reports I’ve looked at over the years. The Derek Collier Web book “U.K. Flight Testing Accidents 1940 – 1971” has the accident as a loss of control during asymmetric assessment exercise, recovery hampered by entering cloud.
AP.1182E Vol.1 Flying Clothing and Survival Equipment.
I have a copy of a copy, but it’s early 1950s so only covers Life Jackets Mks 2 & 3
AP.129 Vol.1 also has a list.
FWIW, Recently came across an RAE report (curiously by the GW Dept) on the ideal Nimrod camouflage scheme, dated 1976. A major concern was camouflage on the ground when dispersed, which the existing white/grey camouflage scheme didn’t really cater for. Recommendation was matt brown with 35% reflectance (somewhere between Light Stone and Dark Earth). Recommendation for undersides was white.