kaz3g

During the Battle, Fighter Command lost 1023 aircraft which included the unfortunate Defiants which were another disaster imposed by the Air Ministry. The Luftwaffe lost 1887 which was a ratio of 1.8:1 which is accounted for by the number of bombers brought down before they got back across the Ditch. BUT! On a fighter to fighter basis the figures tip slightly in favour of the Luftwaffe at 1.2:1. This came about due to the much greater combat experience of Luftwaffe pilots at the beginning of the War. Kaz

The Spitfire v Hurricane debate is as old the aircraft. There were several times more Hurricanes than Spitfires in operation during the battle because the Air Ministry issued a purchase order to Hawker in 1937 but Vickers didn't get one until a year later. They commenced production without one because they had such confidence in Mitchell's design. So arguments over the respective numbers of aircraft shot down are a little specious. The Hurricane was a conventional airframe, fabric over wood and tube, which allowed a lot of projectiles to pass through without serious damage. It was a steadier gun platform but seriously hampered by its lower ceiling and rate of climb as the fight progressed. Early in the Battle the bombers were coming over at around 12,000' which was ideal for the Hurricane with its greater drag giving it a slower climb to higher altitudes. As the fight progressed bombers at 26,000' with fighters to 34,000' were common so the Spitfire, with its stronger and more aerodynamic airframe took on the 109's leaving the Heinkels and Dorniers to the Hurris when the fighters came down. The 109s and the Spits were pretty evenly matched during the Battle with advances in design giving each an advantage at different points. The 109 had a great advantage early on gained from its fuel injected engine which allowed it to bunt over into a dive and escape the Merlins which suffered momentary power loss caused by their carburettor floats cutting off supply due to g.The Spits countered this by half-rolling into the dive instead. The spits took a Great Leap Forward with the fitting of Rotol propellers, a carby mod designed by a woman and backplate armour before the Germans cottoned on. They got another huge advantage with the fitting of 2 stage superchargers a year or so later. The Spit was stressed to take higher g loads than the 109 and did not suffer the weakness in the tail that killed a fair number of Luftwaffe guys. There were a few reports of Spits getting up to what we now know was around Mach .85 in dives and coming back with delta wings afterwards. The Merlin II and III fitted to the Spit I were rated at 1030 hp. Byr 1944 the Merlin 66 was producing more than 1800 hp. When the first FW 190's hit the air it was pretty devastating for the Mark V and Vb drivers who were way outclassed until they transitioned to the Mark XIX. Even then, they had a lot of problems, especially when the Long Nose arrived on scene. This was when the Tempest V took over as FW and later V2 killer. Pierre Costerman talks of his constant fear when driving a Tempest because of its horrendous swing on takeoff, brute power, and incredible speed rapidly attained in a dive. With a max speed of 380 mph and a climb of 4400' at sea level it was quite a machine. The Sabre II engine fitted to the V developed 2400 hp but later models went to an astonishing 3055 hp! Kaz

The Spitfire and the 109 were similar in many ways. Each new mark brought about improvements and performances leap-frogged one another at various times. 109 generally had a slightly higher ceiling and Spitfire had slightly tighter turn. 109 was always more heavily armed than Spitfire but 8 x .303 close up did a pretty devastating job on an opponent. 109 cannon was heavier and more reliable than the "cannon" fitted to later Spits. Biggest advantage for the Luftwaffe was the experience so many of their pilots gained in the Spanish Civil War prior to WWII. Werner Mulders is credited with having his pilots use the "finger four" or swarme which comprised two rotte or pairs, rather than the Vic favoured by RAF early on. The Vic looks lovely in a formation display but the two behind were so busy watching their leader that they couldn't keep a good look out behind. It killed a lot of fine young men before the Brits woke up. The other problem was that the RAF between wars believed that bombers would always get through and not enough effort was put into fighters and pilots trained to fly them. The consequence was that fighters were led by a flight leader who announced the particular attack ballet from a set of practised patterns but the reality was that everything broke up into a wild melee as soon as the two sides met. The English channel did more to defeat Germany in the Battle than the Air Ministry. Kaz Note the silhouette of the 108, it's VS prop, it's retractable undercarriage and performance and you can see this pre-war aircraft being used to train a lot of young pilots contrary to the Versailles treaty while Willy got to work on the 109.

The GVAC at Shepp puts on lunch Saturday's 12:30 $10. Breakfast is at 8:30 Sunday's $5 except once per month we have a pancake brekkie flyin on the Sunday $10. All you can eat. The Echuca lunch is always a beauty, too but it's only once per month. Kaz

And we are going to bolt our clock to the wall when we get it back from you thieving bandits!

Always a great meal at Echuca only surpassed by breakfast at Shepparton, Keith

A twin-engined doctor killer! Kaz

Was in Tyabb last Saturday for the AWPA sausage sizzle. Word is they already have a spare engine and prop, and the greatest concern is the possibility that rear spars were damaged by the flaps extended landing. Flaps themselves and landing gear covers will be right with some panel work and the airframe escaped other apparent damage. They'll pull some panels off and look at the spars and get it flying again ASAP. Kaz

I'll be doing my best in another 27 years! Kaz

I have a copy of her biography. I'm deadly jealous about the many Spitfire flights but am in awe at her mastery of the Tempest, Halifax and Lancaster all with no check flights, just the little Blue book of pilot notes. Kaz

Getting your commercial pilot licence | Civil Aviation Safety Authority

Pilot fails to front court on reckless flying charge

That is deeply concerning. IMHO (perhaps not so humble) no-one should be enticed into that aeroplane if the photos are truly representative of it condition. A phone call to CASA sounds like the next step. Good luck Kaz

Then you have a Cleary duty of care and obligation to report it immediately to RAA. Kaz

One is owner and one is operator

Very impressive; country and flying, both...but I wonder about the sense of wandering off so far into the mountains relying on ridge and thermal lift alone. Kaz

I wonder if this could be picked up by AOPA or OzRunways as an addition to the Touring Guide? Kaz

It seems to appen again and again as greedy councils eye off the acres of open space and there doesn't appear to be all that much that can be done to stop it...other than changing the elected representatives. At Shepparton, Council built a large hangar to encourage commercial activities and it was occupied for a number of years by the flying school/charter operator. Good thinking by Council you might say. Then, rather surprisingly, the long-term tenant was evicted and the new tenant has now pulled down the old hangar (whIch was of substantial construction) and erected an even larger one.for his private jet. This wasnt a decision of Council but rather one by a Council officer. The net effect is that the flying school and charter aircraft are now parked outside and have to be serviced elsewhere. It seems to me that (1) money talks, and (2) a much more sensible decision benefiting both the previous tenant and the owner of the jet would have been to build the new hanga at the other end of the airfield where p,entry of land was available for the purpose. Kaz

Been a lot of rumours, Dave, but Copolous just invested a lot of money in a new hangar for his Citation at the existing Airport and, if anyone is in the know, it has to be him. Personally, I think it is a long way off because the cost will be huge and there isn't a significant demand for either commuter pax services or freight at this point in time. Two hours from Melbourne by truck and a tad more to Avalon sort of kills it unless some high value product comes along for direct export OS. That said, the Council seems intent on building the current airport in with residential developments all around it. Going to be interesting when someone's noise stops unexpectedly. The stupidity of it is that just a few years ago Council could have acquired land cheaply to extend both the main and cross strips. Instead they allowed it all to be subdivided. Have to wonder about the influence some landowners appear to have on our elected representatives and the statutory office holders. Pop in to the club and have a coffee if you have time. Regards Kaz

My OR isn't entering the Area winds but happily enters the GRIB. Any ideas, please? Kaz

Pilot makes emergency landing on Tasmanian beach My AUSTER had a similar mishap down there about 40 years ago with a Gipsy engine at the time. Eventually rebuilt with a Lycoming again but a 160 HP instead of the original 130 HP. Kaz

This conversation was done to death a few years ago when an idea was floated about moving the head office to a rural airfield and building club facilities there. The inability of so many to look beyond there own needs for the collective good will sink it every time. Kaz

I guess you had to slow down for the Citabria? Kaz

You speak for yourself! Kaz

Get the flaps down to 30 or less with it on the ground if at all possible because at 40 it will fly like a dog and will not climb unless terribly close to stall speed. Heaps of drag and not a lot of lift. Kaz