Post amazingly cool pictures of aircraft (Volume 2)
Discussion
Eric Mc said:
I'm not altogether convinced I have to say. I'm sure the wing struts wouldn't be beefy enough either. Also, the pilot would need to be VERY careful when those props are rotating.
Why don't you knock it off with them negative waves? Why don't you dig how beautiful it is out here? Why don't you say something righteous and hopeful for a change? 
CanAm said:
Eric Mc said:
I'm not altogether convinced I have to say. I'm sure the wing struts wouldn't be beefy enough either. Also, the pilot would need to be VERY careful when those props are rotating.
Why don't you knock it off with them negative waves? Why don't you dig how beautiful it is out here? Why don't you say something righteous and hopeful for a change? 
mko9 said:
Not in flyable condition - apparently they'd been impounded due to non-payment of bills, stored for a couple of years before being sold, then were being trucked to Zeebrugge to be shipped off to whoever had bought them
This link must surely have been posted already, but I don't remember seeing it.
Dozens of 360-degree in-cockpit photos from a fantastic collection of warbirds:
https://www.nationalmuseum.af.mil/Visit/Virtual-To...
(I fully expected to see a solder station somewhere in those old old MiG cocokpits.)
Dozens of 360-degree in-cockpit photos from a fantastic collection of warbirds:
https://www.nationalmuseum.af.mil/Visit/Virtual-To...
(I fully expected to see a solder station somewhere in those old old MiG cocokpits.)
Special Duties Flight, Sculthorpe, 1952 to 1954.
4 x North American RB-45 (Tornado) aircraft leased to the RAF to carry out reconnaissance missions over the Soviet Union, because the USAF were forbidden (by the US President) to overfly the USSR unless a state of war existed.
https://www.telegraph.co.uk/news/obituaries/milita...
https://www.youtube.com/watch?v=AOZkXJHDdOM
CANBERRA PR9 EMERGENCY INTER-CREW COMMUNICATION
20th CENTURY TECHNOLOGY
The photograph shows the emergency intercom device as fitted to the CANBERRA PR9.
Should the PR9 aircraft Type A1961 electric intercom fail, communication between to two crew members was still possible through the normal UHF/VHF radio, or by the two frequency (243/243.8) emergency radio. However, in the situation of complete failure of electronic communication, the ‘stick’ shown in the photograph could be used to pass messages between crew members. Cockpit noise precluded normal conversation, even by shouting.
The emergency communication stick was located in the navigator’s compartment, held in a spring clip, mounted on the floor, under the navigator’s ejection seat.
Uniquely, in the PR9, the navigator sits in front of the pilot, at his own station, access to which is by a swinging nose ‘door’. Although there is not a bulkhead, access from the navigators compartment to the pilots station is not possible. Racking behind the navigators ejection seat holds various pieces of electronic equipment, controls and kit. However, at approximately navigator head height, which was at about the height of pilot’s feet, there was a small open area just in front of the pilot’s feet, through which the end of the ‘stick’ could be pushed.
In the case of electronic intercommunication failure, the navigator was to write down (on a suitable piece of paper) whatever information that he wished to pass to the pilot. Using the ‘Bulldog’ clip, he would attach this to the ‘stick’. He would then unstrap from his seat, turn around and kneel upon it. He would then poke the ‘stick’ through the gap behind the seat, and get the pilot’s attention by banging the ‘Bulldog’ clip against the pilot’s flying boot.
At this point, the pilot was supposed to engage the autopilot, and after unstrapping, lean forward and down and remove the note, being careful not to lean too firmly against the control column, as this would disengage the autopilot (rather like touching the brake/throttle when in cruise control in your car) and put the aircraft into a dive.
This emergency communication device was removed from PR9 aircraft in the late 1980’s, when a second UHF radio was fitted during ‘Major’ servicing.
The ‘stick’ in the photographs is from XH134. It was rescued from a rubbish bin at Shorts Bros, Belfast. One photograph shows the ‘stick’ in the stowing, short, length, the other when it is extended. Stowed it is 50 cm (20 inches) long, and fully extended it is 106 cm (42 inches).
( Sydney John Deakin via Facebook )
20th CENTURY TECHNOLOGY
The photograph shows the emergency intercom device as fitted to the CANBERRA PR9.
Should the PR9 aircraft Type A1961 electric intercom fail, communication between to two crew members was still possible through the normal UHF/VHF radio, or by the two frequency (243/243.8) emergency radio. However, in the situation of complete failure of electronic communication, the ‘stick’ shown in the photograph could be used to pass messages between crew members. Cockpit noise precluded normal conversation, even by shouting.
The emergency communication stick was located in the navigator’s compartment, held in a spring clip, mounted on the floor, under the navigator’s ejection seat.
Uniquely, in the PR9, the navigator sits in front of the pilot, at his own station, access to which is by a swinging nose ‘door’. Although there is not a bulkhead, access from the navigators compartment to the pilots station is not possible. Racking behind the navigators ejection seat holds various pieces of electronic equipment, controls and kit. However, at approximately navigator head height, which was at about the height of pilot’s feet, there was a small open area just in front of the pilot’s feet, through which the end of the ‘stick’ could be pushed.
In the case of electronic intercommunication failure, the navigator was to write down (on a suitable piece of paper) whatever information that he wished to pass to the pilot. Using the ‘Bulldog’ clip, he would attach this to the ‘stick’. He would then unstrap from his seat, turn around and kneel upon it. He would then poke the ‘stick’ through the gap behind the seat, and get the pilot’s attention by banging the ‘Bulldog’ clip against the pilot’s flying boot.
At this point, the pilot was supposed to engage the autopilot, and after unstrapping, lean forward and down and remove the note, being careful not to lean too firmly against the control column, as this would disengage the autopilot (rather like touching the brake/throttle when in cruise control in your car) and put the aircraft into a dive.
This emergency communication device was removed from PR9 aircraft in the late 1980’s, when a second UHF radio was fitted during ‘Major’ servicing.
The ‘stick’ in the photographs is from XH134. It was rescued from a rubbish bin at Shorts Bros, Belfast. One photograph shows the ‘stick’ in the stowing, short, length, the other when it is extended. Stowed it is 50 cm (20 inches) long, and fully extended it is 106 cm (42 inches).
( Sydney John Deakin via Facebook )
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