Is it this one at Heathrow, crudely de-branded

https://cimg7.ibsrv.net/gimg/pprune....1c5636a5fb.jpg

DH106,the reason that older,straight-wing a/c had a `nose-down ` attitude on approach is that at slower approach speeds ,the flaps are extended,Fowler flaps which move back and down,effectively increasing wing area,This has the effect of moving the aerodynamic `Centre of Pressure`(total LIFT) back,resulting in a `nose down trim..
Modern jets are the same,except that swept wing aircraft also have `leading-edge` flaps/slats/slots,which offset the CoP`s aft movement,and change the approach attitude to more `nose-up`..

Well, it's true what you say about the CoP moving with high lift device deployment - but any changes in the centre of pressure would be trimmed out to give an angle of attack that suits the approach airspeed in the current lift configuration of the wing. Changes in the position of the centre of pressure don't directly dictate the approach angle of attack, only the amount of elevator trim required to achieve it.

Maybe it is Heathrow. B2 hangars are quite common.
Dixi.

The same photo was confirmed on an earlier thread, by the photographer, as Heathrow.

https://www.pprune.org/aviation-hist...g-hangars.html

If you look at google maps of the BA engineering base you can still see the twin rail tracks set into the concrete on which the trolley supporting the aircraft ran, they are visible in Megan's Strat picture. Where that hangar was located and the apron is now a car park, its between the building marked as Vanguard House and the British Airways Global Learning Academy. Back in the mid 70's those hangars were used for the storage of unserviceable aircraft components.

I think I meant "B1 hangars are quite common".
Dixi.

I don't think the hangar in question was where you describe.

In early '65, just after I joined my first Squadron at St Mawgan, I found myself the junior member of a Board of Inquiry into an accident involving the "skates" used to move Mk. 2 Shackletons sideways into hangars. There was not enough room in the hangar to use a tow bar to move the aircraft off the skates once in was inside. A tractor was hitched to one main undercarriage leg with a chain, to pull it off. As it came off the skates it naturally rolled forward, at which point the airman in the cockpit was supposed to apply the brakes. In this case the aircraft did not stop, the propellers hit the back of the tractor, and the tractor driver bailed out just in time to avoid being crushed against the steering wheel. Bent props, shock loaded engine and a damaged tractor.
No-one had checked that the brake pressure was sufficient.

Comes from a link posted earlier dixi, I assume the caption was provided by the author of the article, a pilot who was among the first BOAC Strat pilots.

More Speedbird Strats


https://cimg1.ibsrv.net/gimg/pprune....2716db085c.jpg

This for me is perhaps the most memorable UFO encounter in my lifetime. I've seen the skipper interviewed on IIRC, Pathe news. This mag doesn't look too scientific, but it was reported across the spectrum of news.

PROJECT 1947 - BOAC's FLYING JELLYFISH - FATE MAGAZINE, NOVEMBER, 1954