The only location in the vicinity of Munich which fits the above description are the bunker ruins at Mühldorfer Hart near Mühldorf – which is east of Munich.

There are no such remains north of Munich.

Oberpfaffenhofen is still an active airfield and there is no public access.

Riem is where Munich’s international airport was until the early nineties. There is a trade fair on the site now.

The wings from OY-AJR are kept at Stauning and are to be used in the restoration of Dove OY-BHZ belonging to the Danish museum in Helsingoer. However BHZ is also presently stored at Stauning.

This doesn’t really make any sense. There are two Doves in Denmark in addition to whatever remains of OY-AJR, namely OY-BHZ and OY-DHZ. The former is according to oy-reg.dk in store in Stauning with a private owner and is complete. The latter is also at Stauning, but is on loan from Teknisk Museum to Danmarks Flymuseum, is to be restored by them for static display, and should be complete (note that the similarly-named Danmarks Flyvemuseum no longer exists, its collection having been handed over to Teknisk Museum). So why would either of these need the wings of ‘AJR?

I also doubt that ‘AJR was ever on display at the now closed museum in Billund, as it was scrapped/dismantled before this was opened. Maybe it is being confused with ‘DHZ which was stored there for a period.

On my 3rd or 4th soloflight on the way to my PPL, I was taking off in a Monsun (150hp Lyc and c/s-prop) to do circuits. Just after becoming airborne I noticed an almost complete lack of climb rate and had a look at the manifold pressure which was very, very low. I coaxed the aircraft round the circuit climbing at about 200-300 fpm (1,100 fpm was the norm) and reached circuit height when turning finals. I made a normal landing, parked, got out and had a severe case of knee shivering.

… a shame really as nothing will have been seen quite like it since the making of Memphis Belle,…

Maybe not in Europe, but four B-17’s flew in formation at the EAA fly-in in Oshkosh in 1993…. 😉

Historically Jet A-1/AVTUR has always been cheaper than AVGAS I would imagine that this is due to some agreement between Airlines and governments to keep Duty on Jet A-1 low for the good of the industry and economy

I shouldn’t think so; jet fuel is simply much cheaper to produce than AVGAS.

As an operator, the fuel price rise has an impact but it really is quite small in comparison to everything else

In New Zealand maybe, and also depending on the type of aircraft operated. AVGAS costs almost €2,50 per litre in Germany now!

I think the largest impact will be seen and felt among the light vintage aircraft, where fuel costs constitute a higher proportion of the operating costs. You should see the amount of SE aircraft currently for sale in Germany at the moment!

… before the dreadful cut-off in July.

The Dutch Dakota Association and The Danish Dakota Friends have published full programmes extending into the Autumn this year, and Lufthansa’s Classic Flight has bought a Lockheed L1649 for future use.

There are obviously very different interpretations of these new JAR vintage aircraft operation rules about.

The CV440 was SAS’ workhorse in domestic and short haul traffic in Scandinavia, their retirement in 1977 being marked with a 3-ship formation around Denmark. Can’t say that type of aircraft is not well regarded in that part of the world!