As an aside, Dick Stratton (former flight engineer on the Princess project and referred-to above) died in 2007. See the attached for notes on a splendid character.

http://www.pprune.org/private-flying/293130-dick-stratton.html

He used to claim the world record for the most in-flight engine shutdowns in a single flight – six engines out of ten on the Princess if I remember correctly!

I must admit that some time ago I was puzzled by the following entry in Wikipedia concerning the Griffon

“The Griffon was the first Rolls-Royce production aero engine to use a hollow crankshaft as the means of lubricating the main and big end bearings, providing a more even distribution of oil to each bearing.[7”

I had therefore been wondering how the Merlin bearings (main and big end) had been lubricated. The drawings supplied by Dairwin now explain it. Effectively the con rod big ends were each second in line to the adjacent main bearing for oil pressure. Not entirely ideal but the thought of manufacturing a “hollow” or at least fully drilled through V12 crankshaft is quite daunting.

Going back to the Wright Brothers photo. I had always assumed that Wilbur might have been holding the wingtip steady – as with a glider in the initial moments of an aerotow.

As said – there is so much in that photograph

I used to know an ex-Blenheim pilot – shot down over Greece and eventually Stalag III – “I’d have got home if the propellers had been feathering”

He loved Blenheims, especially the short nose. Would he ever have loved to see those photos.

I see that the International Vintage Glider Club rally has the go ahead to be held in the Netherlands next year. Excellent news. Maybe I can come & see your T21 in the process.

p.s Are you doing the spring or tab trim modification on the 21?

cheers
Dave

After having spent a very sobering half hour in the BBMF Lancaster (on the ground unfortunately) it seems miraculous that six of the crew got out successfully. All the Bomber Command aircrew were absolute heroes.

And as ever, thank you to the Dutch for the lengths they are willing to go to search for the remains of the missing.

I

a) Thoroughly enjoyed the programme. The featuring of the factory workers and the ground crews in addition to pilots was particularly welcome

b) What’s more my wife sat through it and was interested! Normally she appreciates aircraft programmes as much as I’m a fan of Strictly Come Prancing. So it was definitely good for the general viewing population.

c) The Guy Martin enthusiasm and sincerity was an important part of Her Indoors liking it – as she said, the engineers actually doing the build came over a bit dour.

d) The several references about the aircraft “returning to the skies” rang pretty hollow as the only mention of any original part being used (or useable) was a quick mention of “the engine core” – crankcase? possibly being part of the engine build. However what Moggy said about the bureaucracy and paperwork issues (not mentioned at all on the programme) was probably correct as it’s much easier for all concerned to certify a pretend “rebuild” rather than a new build.

But there’s another Spitfire in the sky, and a wonderfully exact version of a Mk1 at that, so who cares.

That original very dodgy (as I subsequently learnt) Airfix kit with underwing bombs and BT-K reg. Two shillings in a plastic bag. I camouflaged it using a pot labelled n****r brown (you know, Guy Gibson’s dog.) I was about 6 at the time. Object lesson also as to how far polystyrene cement could spread.

If I’d kept it in the bag, how much would it be worth now?

Then later the much better Airfix Mk IX.

First real one? Can’t remember. In North Wales we got a lot of Ansons, Vampires and Venoms overhead but I don’t remember any Spits. Probably Battle of Britain days at Biggin Hill in the early 60’s, but 111 Squadron’s Lightnings made a much more lasting impression.