Gaining An R.A.F Pilots Brevet In WW II
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Ah-ha! Bruce Robertson's listing (1971 edition) just has DR761 as a D.H.75 Hawk Moth -Impressed in the Middle East and then a gap from there to DR808 - Percival Vega Gull, impressed.
A minor mystery resolved ... thanks, FED
A minor mystery resolved ... thanks, FED
RAFCommands.com solved the series that my video one belonged to; ie BK and not DK:-
RAF Aircraft Serial Numbers Tool
Isn't the internet wonderful...sometimes?
RAF Aircraft Serial Numbers Tool
Isn't the internet wonderful...sometimes?
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Dave Clarke Fife (#9572),
Wot in 'ell is THAT ? Vengeance 12D ? Never heard of such a thing ! This is a composite "Photobucket" ("PhotoShop" ?) job, intended to extract the piddle.
No Vengeance (look at straight wing, not cranked). No dive brakes under wing. Tail totally different. Exhaust stubs wrong place etc. Serial letters wrong.
What was it originally ?
Look at nice little "spats" inside oleo legs. Here they are again !
(Sorry, can't get picture up but Google "Curtis Hawk" P-36).
Danny.
What will they think of next ?
EDIT: Not happy with "Assembly Line", either !
D.
Wot in 'ell is THAT ? Vengeance 12D ? Never heard of such a thing ! This is a composite "Photobucket" ("PhotoShop" ?) job, intended to extract the piddle.
No Vengeance (look at straight wing, not cranked). No dive brakes under wing. Tail totally different. Exhaust stubs wrong place etc. Serial letters wrong.
What was it originally ?
Look at nice little "spats" inside oleo legs. Here they are again !
(Sorry, can't get picture up but Google "Curtis Hawk" P-36).
Danny.
What will they think of next ?
EDIT: Not happy with "Assembly Line", either !
D.
Last edited by Danny42C; 22nd Oct 2016 at 16:16. Reason: Afterthought,
I think the DR series were built in India.
Wiki again.
The type was also manufactured under license in China, for the Republic of China Air Force, as well as in British India, for the Royal Air Force (RAF) and Royal Indian Air Force (RIAF).
DR is too late for the French ones when they were taken on charge, it was Hurricane II and Typhoon time. The series beginning with DR seem to be a hotchpot of different odd types that did not have a long production run. It looks as if somebody signalled the Airbox from India and requested a couple of dozen numbers; and that's what they got.
Wiki again.
The type was also manufactured under license in China, for the Republic of China Air Force, as well as in British India, for the Royal Air Force (RAF) and Royal Indian Air Force (RIAF).
DR is too late for the French ones when they were taken on charge, it was Hurricane II and Typhoon time. The series beginning with DR seem to be a hotchpot of different odd types that did not have a long production run. It looks as if somebody signalled the Airbox from India and requested a couple of dozen numbers; and that's what they got.
The Mohawk Mk I's to Mark III's were all ex French order A-75A a/c. The Mk IV's were also part French order, but also part a.n.others (including some ex Persian, Chinese, and Indian a/c). The reason that so many were from the French order was that it was for some 300 aircraft! Quite a few A-75's of course ended up with the Germans and their chums, including the Finnish Air Force. Those played a major part in the Winter War against the USSR.
RAF Mohawk
RAF Mohawk
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zetec2 ... do you imply Danny lied about the dive being vertical? 
... MPN11 dives into slit trench and awaits the inevitable!
... MPN11 dives into slit trench and awaits the inevitable!
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Just a picture showing the Vengance, nothing implied, regardless of angles Danny deserves all the respect for hauling those big beasts around.
Danny,et al, the photo at#9572 shows the assembly line for Vultee V-12C/D;originally for China,the line was moved to HAL to complete the order.There is also a Mohawk in the foreground....
I am sure you will be sad to hear that my father, Arthur 'Sandy' Sandison DFC (Lancaster Pilot and Squadron Leader) passed away on 19th October in the Royal Bournemouth Hospital aged 96. In his personal life Dad was a very keen competitive sailor, helming X-One Design boats at Parkstone Yacht Club in Poole with great success. I always thought there was a similarity between his flying and sailing. Both depended on wind and weather. Dad always said that after his bombing runs he always immediately ascended to as great a height as possible for the flight home, which was different from the way many other pilots behaved. When sailing races he always chose a very individual path around the course, never choosing to stay within the main fleet. He won many a race following this plan as it was only him who caught the favourable wind-shifts. We miss him terribly. His funeral takes place on 31st October at 1.15 pm - you may like to think of him and his comrades at this time. Terri Sandison.
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Hello Danny, can I just say that the pictures were taken where they hang in situ in Hall 2 at the HAL Aerospace and Heritage Museum in Bangalore and are annotated as you see them in my copies. Maybe a kindly word to the custodians of the museum is in order? I trust you will find it in your heart to forgive the Indian museum wallah who mistakenly labelled this aircraft
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Sandisondaughter.
Sorry to hear that, Terri.
It sounds like you were blessed to have a father of courage, perception and wisdom together with the ability to apply all those attributes to the tasks at hand.
We have him to thank for you being around.
Requiescat in pace.
Sorry to hear that, Terri.
It sounds like you were blessed to have a father of courage, perception and wisdom together with the ability to apply all those attributes to the tasks at hand.
We have him to thank for you being around.
Requiescat in pace.
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Newquay Days.
Edit: Ignore irrelevant Title (can't delete).
FED (#9581),
In the same way as the French A-31 contract (with Vultee) was taken over by us when France collapsed.
We had (No.5) Squadron of Mohawks near us somewhere in Burma. No match for the "Oscar".
Don't know where they were built...........D.
................................................
zetec2 (#9587),
Flight of Fancy ! Off the top of my head, then:
Dive illustrated 70-80°. The VV (A-31), was designed for vertical dives, we did vertical dives, for in that way we got the accuracy for which the VV was famed, and the Army liked so much. (A-35 [VV Mk.IV], God knows !)
Two aircraft diving together on same target ! ("Goodnight, Nurse") - quick way to the boneyard !
(Somwhere on this Thread is an account of a Luftwaffe display for the top brass, just before invasion of Poland. Included a massed dive by Stukas. Score: 13 Stukas and 26 crew [must admit weather played a part]. Goering not amused).
Don't do it.
Why only one bomb shown dropped (presumably port wing 250) ? We always dropped all four (2x500 from the internal bay, a 250 under each wing) together, they stay in formation (line abreast) under you for a second or so till you pull out. All four should be shown, plus the extended "forks" (which throw the two 500s clear of the propellor disc).
You can see how our yellow line along top to base of screen made such an excellent gunsight (throw all your telescopic ones away).
Artist should've checked with me !
D.
.............................................
sycamore (#9590),
It's a Curtis P-36 ! for Heaven's sake. Forget the "Vultee12D" ! No such thing. Vultee had nothing to do with it, AFAIK. Sub- contracting ? Wouldn't have thought so (they didn't even have the production facilities to cover their own contracts, had to sub contract to Northrop).
D.
..............................................
Terri (aka Sandersondaughter) (#9591),
The most sincere and heartfelt condolences from Danny and Dannysdaughter. My beloved wife (of 61 years) died two months ago. We know how you are suffering - there is nothing we can say that will be of any help.
I believe I speak for all PPRuNers: Yes, we will !
Dennis (aka Danny42C)
......................................................
DCF (#9592),
Had enough trouble sorting the Camden Museum specimen out (only VV in tne world !) Let sleeping dogs lie ! (better yet, get 'em on PPRuNe Forums [where they might learn something] or BHARAT RAKSHAK, for the IAF angle).
Cheers to all, Danny.
FED (#9581),
In the same way as the French A-31 contract (with Vultee) was taken over by us when France collapsed.
We had (No.5) Squadron of Mohawks near us somewhere in Burma. No match for the "Oscar".
Don't know where they were built...........D.
................................................
zetec2 (#9587),
Flight of Fancy ! Off the top of my head, then:
Dive illustrated 70-80°. The VV (A-31), was designed for vertical dives, we did vertical dives, for in that way we got the accuracy for which the VV was famed, and the Army liked so much. (A-35 [VV Mk.IV], God knows !)
Two aircraft diving together on same target ! ("Goodnight, Nurse") - quick way to the boneyard !
(Somwhere on this Thread is an account of a Luftwaffe display for the top brass, just before invasion of Poland. Included a massed dive by Stukas. Score: 13 Stukas and 26 crew [must admit weather played a part]. Goering not amused).
Don't do it.
Why only one bomb shown dropped (presumably port wing 250) ? We always dropped all four (2x500 from the internal bay, a 250 under each wing) together, they stay in formation (line abreast) under you for a second or so till you pull out. All four should be shown, plus the extended "forks" (which throw the two 500s clear of the propellor disc).
You can see how our yellow line along top to base of screen made such an excellent gunsight (throw all your telescopic ones away).
Artist should've checked with me !
D.
.............................................
sycamore (#9590),
It's a Curtis P-36 ! for Heaven's sake. Forget the "Vultee12D" ! No such thing. Vultee had nothing to do with it, AFAIK. Sub- contracting ? Wouldn't have thought so (they didn't even have the production facilities to cover their own contracts, had to sub contract to Northrop).
D.
..............................................
Terri (aka Sandersondaughter) (#9591),
The most sincere and heartfelt condolences from Danny and Dannysdaughter. My beloved wife (of 61 years) died two months ago. We know how you are suffering - there is nothing we can say that will be of any help.
...His funeral takes place on 31st October at 1.15 pm - you may like to think of him and his comrades at this time...
Dennis (aka Danny42C)
......................................................
DCF (#9592),
Had enough trouble sorting the Camden Museum specimen out (only VV in tne world !) Let sleeping dogs lie ! (better yet, get 'em on PPRuNe Forums [where they might learn something] or BHARAT RAKSHAK, for the IAF angle).
Cheers to all, Danny.
Last edited by Danny42C; 25th Oct 2016 at 17:10. Reason: Disregard irrelevant Title. and Typo.
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Danny42C ... your 'yellow line' may be a bit of reflection, but you are forgiven due to your eyesight issues. My brother-in-law can only see blurred outlines these days, after his brain surgery, so you are still slightly ahead of some 
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be very afraid, Stanwell ... it creeps up on you!
I won't mention my deafness until I've had my ears syringed
I won't mention my deafness until I've had my ears syringed
Sqn Ldr Arthur (Sandy) Sandison, DFC
Terri (if I may). I can only echo Danny's sentiments and offer your my condolences. You must be feeling very sad, but very proud also. My mother passed away in the Royal Bournemouth, the town in which she raised two sons. I am now the sole survivor. I will raise a glass to your father next Sunday and wish him favourable winds for his last flight. We all owe him and his comrades so much for the many missions they flew on our behalf.
We will remember them!
We will remember them!
I am sure I met Sandy Sanderson, not through aviation but through sailing. Royal Lymington YC had XOD sailing matches against Parkestone YC and other. A glass will be raised. Fair winds..........
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zetec2 (#9589),
Nothing inferred !
Not really ! Although large and ponderous, it was docile and easy to fly, no one had any trouble with it. If the eager beavers in Oz do scrape enough bits together to remake an A-31 (Vengeance Mk I,II or III), the chap who tests it will need to expect a leisurely take-off run. Use full throttle and max rpm (should get 40 in Hg manifold and 2400 rpm), thing swings left to start with, but easily controllable with rudder/brake. Has lockable tailwheel, but if you lock it for take-off, you'll probably forget it when landing. Most folk left it unlocked all the time.
Assuming a mph ASI, use 20° flap, cowl gills full open, get tail up ASAP on the roll, so as to see where you're going. Wind it up to 90, you'll need to pull it back almost to a 3-point attitude to get it to unstick. No rush to get wheels and flaps up, let it stagger up to 2-300 ft and about 110 before cleaning up and reduce to 34 in and 2150 to climb at 120 or so. Rate of climb nothing to write home about. Just takes its time to do anything. Cruise 30 in and 1850, gives you 150-160 mph. Flies around dragging its @rse, not very pretty, and you can't see much from 1100 to 1300, get used to it.
Always have a chap in the back to wobble-pump if electrical failure puts out fuel pumps.
You have trims on all three axes, it is very stable (dihedral on outer wing sections and huge fin). Dont't try any dives until you're comfortable with it, always use dive brakes and leave the engine under a bit of power all the time so it doesn't suffer thermal shock, wing-over and start with 60-70° and build up from there. On no account pull out at less than 5,000 ft agl to start with, see when you get it level and establish your own safe height.
Circuit flying easy, below 160, 20° flap again. Select u/c down, grab a handful of tail heavy trim as you do so, nose will drop quite sharply otherwise.
Nice wide, curved finals, full flap, max rpm and full rich, bleed power off (but never fully), aim to get over the fence with 95 or so, thing will adopt three-point attitude by itself, cut power, job done.
Never try glide approaches (on account of the enormous "mush" - the VV doesn't do "glide" at all. except in the sense of "brick") until experienced. (I got away with one once, but with 150 over the trees [full bomb and almost full fuel load], we survived, but VV in bite-sized chunks).
Will do nice loop, nice barrel roll, never tried slow roll (nor did anyone else, wouldn't recommend).
That's about it. Big pussycat, really. Thought I'd better put this in writing now as I don't feel too good today, may pop clogs before they screw a flyable one together, haven't heard of an Ozzie (12 and 24 Sqn RAAF) pilot alive (at least on PPRuNe), I may be last man on earth who flew 'em.
If they resurrect an A-35 (VV Mk.IV), then they're on their own (never even saw one). Best of British ! Watch out for the Lend-Lease angle (all IVs are LL).
Danny.
Nothing inferred !
...Danny deserves all the respect for hauling those big beasts around...
Assuming a mph ASI, use 20° flap, cowl gills full open, get tail up ASAP on the roll, so as to see where you're going. Wind it up to 90, you'll need to pull it back almost to a 3-point attitude to get it to unstick. No rush to get wheels and flaps up, let it stagger up to 2-300 ft and about 110 before cleaning up and reduce to 34 in and 2150 to climb at 120 or so. Rate of climb nothing to write home about. Just takes its time to do anything. Cruise 30 in and 1850, gives you 150-160 mph. Flies around dragging its @rse, not very pretty, and you can't see much from 1100 to 1300, get used to it.
Always have a chap in the back to wobble-pump if electrical failure puts out fuel pumps.
You have trims on all three axes, it is very stable (dihedral on outer wing sections and huge fin). Dont't try any dives until you're comfortable with it, always use dive brakes and leave the engine under a bit of power all the time so it doesn't suffer thermal shock, wing-over and start with 60-70° and build up from there. On no account pull out at less than 5,000 ft agl to start with, see when you get it level and establish your own safe height.
Circuit flying easy, below 160, 20° flap again. Select u/c down, grab a handful of tail heavy trim as you do so, nose will drop quite sharply otherwise.
Nice wide, curved finals, full flap, max rpm and full rich, bleed power off (but never fully), aim to get over the fence with 95 or so, thing will adopt three-point attitude by itself, cut power, job done.
Never try glide approaches (on account of the enormous "mush" - the VV doesn't do "glide" at all. except in the sense of "brick") until experienced. (I got away with one once, but with 150 over the trees [full bomb and almost full fuel load], we survived, but VV in bite-sized chunks).
Will do nice loop, nice barrel roll, never tried slow roll (nor did anyone else, wouldn't recommend).
That's about it. Big pussycat, really. Thought I'd better put this in writing now as I don't feel too good today, may pop clogs before they screw a flyable one together, haven't heard of an Ozzie (12 and 24 Sqn RAAF) pilot alive (at least on PPRuNe), I may be last man on earth who flew 'em.
If they resurrect an A-35 (VV Mk.IV), then they're on their own (never even saw one). Best of British ! Watch out for the Lend-Lease angle (all IVs are LL).
Danny.
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Less of the negativity, please, Danny42C
... but isn't it amazing how people can recall all these power settings and speeds! Somehow (as a not-a-pilot) I can still just about recall the numbers for downwind checks in a Varsity, as in those days ATCOs read PNs in the Tower when things were quiet. And I was lucky enough to get a fair few trips as a Pilot's assistant on Air Tests ... buth we Strubby ATC POs had our own kit on the Sqn, and would be called to assist if all the proper Co-Pilots were busy flying with students. Happy days!
(Speed below 135, select gear down, 2400 rpm, "Co, synchronise" ... then the top panel, can't recall the sequence ... Oil Coolers Auto, Air Intakes Filter and something else (cowl flaps?) ... Brakes 1200 psi?, check 3 greens, checks complete. Close??)
... but isn't it amazing how people can recall all these power settings and speeds! Somehow (as a not-a-pilot) I can still just about recall the numbers for downwind checks in a Varsity, as in those days ATCOs read PNs in the Tower when things were quiet. And I was lucky enough to get a fair few trips as a Pilot's assistant on Air Tests ... buth we Strubby ATC POs had our own kit on the Sqn, and would be called to assist if all the proper Co-Pilots were busy flying with students. Happy days!
(Speed below 135, select gear down, 2400 rpm, "Co, synchronise" ... then the top panel, can't recall the sequence ... Oil Coolers Auto, Air Intakes Filter and something else (cowl flaps?) ... Brakes 1200 psi?, check 3 greens, checks complete. Close??)
