Chamberlain’s flights from Heston 1938
Newsreels from the Critical Past site
First trip (in L10 to Munich for Berchtesgaden)
http://www.criticalpast.com/video/65675035714_Neville-Chamberlain_plane-taxis_Heston-Aerodrome
and
http://www.criticalpast.com/video/65675073971_Neville-Chamberlain_Lockheed-taxis_making-speech_leaving-for-Germany
Second trip (in L14 to Koln for Bad Godesberg)
http://www.criticalpast.com/video/65675035711_Neville-Chamberlain_Heston-Aerodrome_Chamberlain-speaks
and (incorrectly described on site)
http://www.criticalpast.com/video/65675073972_Neville-Chamberlain_Lockheed-taxis_Return-from-Berchtesgarden_Lord-Halifax
Third trip (to Munich for Conference)
G-AFGO (the back-up L14) departs
http://www.criticalpast.com/video/65675035712_Neville-Chamberlain_Heston-Aerodrome_shakes-hand-with-officials_waves-hats
Chamberlain’s L14 lands from Southall direction in rain
http://www.criticalpast.com/video/65675035713_Neville-Chamberlain_reads-the-paper_plane-lands-and-taxis_greeted-by-friends
plus Neville Henderson departs for Germany1939
http://www.criticalpast.com/video/65675064189_Nevile-Henderson_British-Airways-aircraft_aircraft-takes-off_Ambassador-of-Great-Britain
Stills from bundesarchiv and Google/Life/Jaeger archiv
Chamberlain arrives Koln (trip2)http://upload.wikimedia.org/wikipedia/commons/7/76/Bundesarchiv_Bild_183-H12701,_K%C3%B6ln,_Vorbereitung_M%C3%BCnchener_Abkommen.jpg
Ribbentrop greets Chamberlain at Koln
http://upload.wikimedia.org/wikipedia/commons/9/9b/Bundesarchiv_Bild_183-H12784,_Godesberg,_Vorbereitung_M%C3%BCnchener_Abkommen.jpg
Chamberlain arrives Munich (trip3), colour, 2xL14s present plus Malev Savoia Marchetti
http://images.google.com/hosted/life/f?q=hitler+jaeger+munich+chamberlain+source:life&prev=/images%3Fq%3Dhitler%2Bjaeger%2Bmunich%2Bchamberlain%2Bsource:life%26hl%3Den%26sa%3DG%26biw%3D1436%26bih%3D687%26tbs%3Disch:1&imgurl=a5e441d0122f1075
Life selections
F-80s arrive Glasgow by ship 1948 LIFE Story ‘Jets to Germany’
https://www.google.com/search?q=Jets+To+Germany&q=source%3Alife&gws_rd=ssl&tbm=isch
Lovely set….I particularly like the way you’ve avoided overcropping ….the hills behind make a more interesting background than plain blue skies
What was the ‘machine’ you were using ?
Diesel eh,,,,,,,,i reguarly dispose of aircraft and believe me it is highly flammable,,,ok not as bad as petrol but certainly more volatile than diesel,i have had a centre tank of a 747 which was drained of fuel,,just a bit of residual in the pipes,,one swipe with the machine and up she went ,,a fairly big fire enough to take my oxygen away,luckily manadged to reverse out in time
Oops ,40 years ago!….I suppose the Spey engines mean it would have been scrapped long ago
Its scanned from an original…the online archive seems to be missing pp19-20 which is mainly an article on the B-29..
Some fossils…was G-AYMI the first G2 in the UK?…plus two real Gulfstreams
The last bit of the article is tucked in at the bottom of a 2-pager on the B-29
Simple answer is they are not the same ‘cut’ from the refining plant…the bad smell of Derv (‘diesel’) is why it wasn’t used as domestic heating or lighting oil the way paraffin/kerosene was…e,g Esso Blue http://www.flickr.com/photos/74784995@N00/1970439322/
Kerosene and Diesel
PMN Yes I think you’re correct to group kerosene and diesel fuel together in the sense that neither will work in a gasoline engine. Furthermore the Americans divide their diesel into No1 (aka Arctic diesel, unavailable in the UK?) and No2 (regular road diesel like our DERV).Kerosene, JetA/A1 aviation fuel and ‘Diesel No1’ all come from the No1 distillate in the refinery but I suspect there’s a bit more process involved , and there have been problems in attempting to use JetA/A1 in road diesel engines (lubricants need to be added). I still prefer to describe JetA/A1 as kerosene rather than diesel, though.
Re use of road diesel in British army helicopters, I am reliably told it works OK ( the extra soot produced by the heavier oil content can be dealt with by a compressor wash)
I would think it’s unlikely developed world airlines would use road diesel in turbine airliners but who knows what goes on in undeveloped areas
QUOTE=PMN;1660666]Nothing in your nice blunt little reply really changes the fact that Jet A1 behaves much more like diesel than petrol though, does it? Which unless my brain has shut down was kind of the original poi
nt? Or at least it related to the flammability of it.
Perhaps you’re just a little bit too eager to be ‘correct’ on this one?[/QUOTE]
Checkout the pages before and after this one
http://www.flightglobal.com/airspace/media/historical1930smilitary/default.aspx?PageIndex=4
Beech 18 Volpair turbo conversions come to mind, and going smaller the De Havilland Canada Beaver and Otter
The mean distillation temperature of kerosene quoted is thus ca.212C and of the diesel 275C which means the evaporation rates of a pool on the ground for example will be different . Kerosene is not the same as vehicle diesel, period.
There’s quite a large crossover point between 150-275 and 200-350, is there not? As we’re talking fractional distillation then surely that makes diesel and kerosene/JetA1 relatively similar?
Sorry….I need convincing about JetA1 being Diesel with additives…..JET fuel/kerosene is the fraction distilled between 150C and275C, diesel fuel is the fraction from 200Cto350C in a fractional distillation unit (the refinery process) i.e. a different ‘cut’…. from the webpage
http://www.experimentalaircraft.info/homebuilt-aircraft/aviation-fuel-jet.php
while you could probably feed diesel fuel into an already running jet engine start-up might be a bit smoky!
And Paul is spot on – just research TWA Flight 800 and you’ll see how different JetA1 reacts when it’s in an enclosed environment.
lancastermkx JetA1 is Diesel with additives, nothing more, nothing less.
Don’t forget the Basler DC-3 conversions….a modest ongoing success!
Lockheed flew Super Connies with the Electra engine and the even bigger T-34 turboprop so they had real data to evaluate them….they looked great anyway!
[QUOTE= ruling out unpressurised types such as Dakotas.
I’ve always felt that a turboprop Constellation might just have been a goer, but as a new-build rather than a conversion.
Don’t forget, too, that the Boeing 367-80 was flying by then and Lockheed could possibly see the writing on the wall for propeller-engined long-haulers.[/QUOTE]