Good to see that they fixed the DC-3 tailwheel, it was put on incorrectly facing forward after the airplane was suspended from the ceiling! :confused: The director stated that he would have it fixed before the opening, looks like he kept his word. I’ll need to go there myself sometime soon!

I think that is because from the front end of an engine a lot of what you’re hearing is related to the gearbox, intake valves and associated machinery. From the side and moving to the rear you’ll get more and more exhaust noise which is a lot darker in note. This effect is most pronounced on a large radial with short exhaust stubs but sure to be present on a V-12 too.

Was George Edwards a designer?

Beginning as a design draughtsman in 1935, he was promoted in 1940 to Experimental Department Manager and in 1945 he became the Chief Designer of the Vickers-Armstrongs team that produced the Viking airliner, Valetta military transport, Varsity trainer, Viscount airliners and Valiant strategic bomber. He later became managing director of the company, supervising the development of the Vanguard, VC10 and (post-merger) BAC TSR-2 strike bomber.

From http://en.wikipedia.org/wiki/George_Edwards_%28aviation%29

A day late, but here’s the naming ceremony for XR810, ‘David Lord VC’:

I don’t have a larger version of this photo unfortunately.

…but I think the arrival of the nimrod and vc10 have probably taken up some of the volunteer time that would have otherwise gone on the Comet.

I don’t know the specifics of the Nimrod support but the VC10 is being looked after by a new group, connected with GJD Services. That should not have had any effect on the Comet situation.

Doesn’t matter how many times I see one, I can never get accustomed to the Lanc style cowlings on a 2.111

Better?
[ATTACH=CONFIG]231371[/ATTACH]

I thought TFC were not interested in Swastika aircraft

But seeing as they’re Spanish….. :dev2:

one thing I have always wondered about the B-52 ‘s attitude when flying at reduced speed it appears tilted forward would this be anything to do with a shift in COG when engine thrust is reduced ?

I reckon it’s those big flaps. They alter the angle of attack of the wing (normally at a respectable 6 degrees, which is why at high speed it also has a nose-down attitude), allowing the nose to lean forward for a good view of the runway.

That’s not the complete story as I know it. The body attitude of a B-52 is a consequence of the choice of landing gear layout. With this layout the aircraft is unable to rotate during take off so the wing needs to be at such an incidence angle to produce lift at low speed. At this attitude the aircraft will lift off but in order to accellerate it needs to push the nose down to decrease the angle of attack of the wings. In the same vein it cruises with a distinctive negative body angle as that produces the needed AOA of the wings for its cruising speed.

Also, engine thrust is not in any way related to COG changes. Your center of gravity only changes when you move weight around in the aircraft. You may be thinking of a pitching moment that is caused by power changes (this is dependant on engine and COG position). I would expect that to be fairly low on a B-52 as the distance between the engine thrust line and the COG is not that much. I might be wrong here though.