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Geoffrey Sinclair

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  1. There is an public domain program "Hathi Download Helper" https://sourceforge.net/projects/hathidownloadhelper/ It will download the individual pages and merge them into a PDF file.
  2. There is an public domain program "Hathi Download Helper" https://sourceforge.net/projects/hathidownloadhelper/ It will download the individual pages and merge them into a PDF file.
  3. PBY-5 Pilot's Handbook https://babel.hathitrust.org/cgi/pt?id=uc1.$b497657&view=1up&seq=1&skin=2021
  4. U-8 Operators manual https://babel.hathitrust.org/cgi/pt?id=uva.x001631070&view=1up&seq=1&skin=2021 U-21 Operators manual https://babel.hathitrust.org/cgi/pt?id=uva.x004948957&view=1up&seq=1&skin=2021 C-12 Operators manual https://babel.hathitrust.org/cgi/pt?id=uva.x004971102&view=1up&seq=1&skin=2021 U-3 Operators manual https://babel.hathitrust.org/cgi/pt?id=uva.x004971100&view=1up&seq=1&skin=2021 US Army aircraft painting and marking, 1986 https://babel.hathitrust.org/cgi/pt?id=uva.x002136582&view=1up&seq=1&skin=2021
  5. Avro 504K, 54 pages. https://babel.hathitrust.org/cgi/pt?id=uc1.$b318161&view=1up&seq=1&skin=2021
  6. N2848 Wellington Ic. Taken on Charge 6 August 1940, 48 MU 13 August, 21 OTU "B" 12 March 1941, 18 OTU "A" 7 May, 43 Group Deposit Account 5 June, 18 OTU "A" 10 September, Repaired on Site? 27 October, 18 OTU 12 November, Struck off Charge 6 February 1942. W.R. Chorley in Bomber Command Losses says the aircraft was on a night cross country exercise, 30/31 January 1942, the aircraft letter was G, no indication if it was carrying the unit codes of XW. It would have had the serial number N2848 painted on it. Encountered icing, one out of the six on board survived, later he was also the sole survivor when his aircraft was shot down. He returned in 1972 and placed a remembrance stone, 246 squadron Air Training Corps are reported to do a yearly visit. It should be a standard Ic in terms of equipment, camouflage and markings as of January 1942, the Ic was still in production at the time.
  7. 202 pages to consult for details. https://babel.hathitrust.org/cgi/pt?id=mdp.39015021078814&view=1up&seq=1&skin=2021
  8. No information on squadron codes, some on serial number overlap. AH741 to 880 Tomahawk I, AH881 to 990 Tomahawk Ia,, AH991 to 999 Tomahawk Ib, AK100 to 570 Tomahawk Ib, AM370 to 519 Tomahawk Ib, AN218 to 517 Tomahawk Ib Serial numbers overlapping are therefore 218 to 369 AK or AN, 370 to 517 AK, AM or AN, 518 and 519 AK or AM Assuming I have all the destinations listed correctly, the distribution is, 29 lost at sea between AK218 and AK334, 101 arrived in UK but sent to Russia, between AK242 and AK364, 4 between AK225 and 279 retained in the UK, 100 were sent to China between AK466 and 570, AM375 and 519 (Including AM518 and 9 while 82 had numbers of 517 or less), 49 to Russia between AN469 to 517 Of the 152 duplicate numbers between 218 and 369, 134 (101+29+4) never went to the Middle East, all the AN made it but only AK248, AK249, AK254, AK312, AK346, AK348 to 355, AK365 to 369 Of the 148 triplicate numbers between 370 and 517, 131 (82+49) never went to the Middle East, that works out as follows, AK, AM, AN serials, for 10 numbers none to Middle East 31 numbers one to Middle East 39 numbers two to Middle East 68 numbers all three to Middle East. None, 472, 473, 478, 480, 487, 492, 501, 508, 514, 515 One, AN467, AN468, AK470, AM471, AK475, AK477, AM479, AM481, AK482, AK484, AM486, AK489, AK491, AM493, AK494, AK496 to 499, AM500, AK502, AK504, AK506, AM507, AK509 to 513, AK516, AK517 Two, AK and AN, 375, 381, 388, 395, 402, 409, 416, 423, 429, 431, 433, 435, 437, 439, 441, 443, 445, 447, 449, 451, 453, 455, 457, 458, 460, 462, 463, 465 Two AM and AN, 466 Two AK and AM, 469, 474, 476, 483, 485, 488, 490, 495, 503, 505
  9. Additions and corrections to my earlier message From the Serial Registers, ET1014 ET1015 ET1016 Middle East 30 June 1942, Cat E 22 Oct 1942 (Australian Archives, P/O Garth Angus Neill MIA) ET1017 Middle East 4 July 1942, Cat E 30 Sep 1942 ET1018 Middle East 2 July 1942, Cat E 8 Dec 1942 ET1019 Middle East 29 June 1942 ET1020 Middle East 23 June 1942, Cat E 15 Jul 1942 ET1021 Middle East 3 July 1942, Cat E 2 Apr 1943 ET1022 Middle East 2 July 1942 (Australian Archives, F/Sgt Geoffrey Cook Swinbourne killed, airframe had 356 flying hours, high speed impact) ET1023 Middle East 18 June 1942, Cat E 24 Aug 1942 ET1024 Middle East 28 June 1942, Cat E 27 Sep 1942 ET1025 Middle East 4 July 1942, Lost at Sea 1 Jun 1943 ET1026 Middle East 2 July 1942 ET1027 Middle East 2 July 1942 ET1028 ET1029 Middle East 11 July 1942, Cat E 21 Sep 1942 (Australian Archives, lost on 29 August, P/O Neil Hartley Shillabeer Killed) EV114 to 126, Middle East June 1942, SOC 1 Jan 1947 EV127 to 129, Middle East 14 or 16 May 1942, all marked "in transit", all SOC 1 Jan 1944 EV130 EV131 New Zealand 21 May 1942. From Shores et. al. ET1018 4 SAAF Sqn 4 Nov 1942, 2/Lt. L.D. Sparg PoW, AK711 also lost that day plus damaged/crash landed, ET789, AK633, ET244 ET1025 lost with 2 Sqn SAAF ET1029 lost 29 Aug 1942. 450 squadron unit history mentions July/August/September 1942, ET1013 (typo?, 1 mention), 1018, 1022, 1029, while ET1016, ET1017 (16 Jul), ET1025 were with 3 Squadron On another topic late model P-40 deliveries to South Africa?
  10. Production Spitfire XII October 1942 to September 1943 Spitfire F.VIII November 1942 to September 1943, then 20 in November. Spitfire LF.VIII from May 1943 Spitfire F.XIV from October 1943 Spitfire PR.XIX 22 from April to June 1944, then from October 1944. Spitfire F.21 1 in April 1944 then from July 1944 June 1943 Rotol produces its first 5 blade propellers and 5 blade spinners, then a pause in production until September. From the 1946 Janes, Merlin gearing 0.42 or 0.477 to 1. Griffon gearing II, III, XII, 61 0.451 to 1 IV, 65, 66 0.510 to 1 (and VI?) Propeller diameter, from Morgan and Shacklady VIII, IX, XIV 10 feet 9 inches XII, XIX 10 feet 5 inches XIV 10 feet 4 or 5 inches F.24 11 feet 10 inches
  11. 296 IID, with 44 January to April 1942, the remainder August 1942 to February 1943. All up 209 built to end November 1942, Hurricane IV production started in December 1942, 524 built by end April 1944. HW683, HW747 were the first production mark IV, then from KW792. 43 IID serials identified as to USSR between HW866 and KX866 (the last IID), actually 46 handed over, 14 refused as having too many flying hours. 30 IV to USSR between LE748 and LF596 (the last IV)
  12. No photographs. Air Arsenal North America notes serials up to around ET1029 were delivered, correct they should have been EV100 to 128, though some of the EV serials are reported to have been used. The Christopher Shores et al books note some of the serials when lost. The RAF Serial registers have entries for ET102 on charge in November 1944. ET1016 to ET1027, to Middle East mostly June and July 1942. EV114 to 128, to Middle East mostly May and June 1942 The first 14 aircraft of this anomaly were sent to the USSR. EV114 to EV126 all have a Taken on Charge Date, plus all are Struck Off Charge on 1 January 1947, essentially the entries can be ignored, their relevant ET record can be used, while the entry for ET1027 has no details of disposal and ET1028 is blank, so the EV entry can be used, that leaves EV129 Lost at Sea SOC 1 Jan 1944 and ET1029 Cat E 21 Sep 1942. Using the EV numbers, 114, 127 and 128 lost at sea, no loss information is available for 115, 119, 122 and 126. EV1025 is reported lost at sea on 1 June 1943, assumed to be after arrival in the Middle East. 450 squadron had ET1016, 1017, 1029.
  13. Hurricane IID and IV were built as such, the cannons could be removed. The BP188 images are from when with 6 Squadron, code letter Z. BP188 was taken on Charge on 1 April 1942. 46 Squadron was sent to the Middle East in May 1941 but its aircrew were diverted to Malta. It was reestablished as a flying unit in Egypt a year later, May 1942, flying Beaufighters. Tropical filters say Middle East, no code letters on the 4th Hurricane from the camera. No obvious match for a squadron with "46" as part of its number. Possibly later as part of a training unit?
  14. A quick look on Spitfire XII propellers. Ministry of Aircraft Production. Constant Speed Unit GRF/2B, shared with Firefly and Spitfire XIV. Propeller Rotol Hydraulic 4 Blade, R4/4, B5/1. The The Firefly used Rotol Hydraulic 3 Blade RS5/19. No model numbers for Spinners or Blades. https://www.key.aero/forum/historic-aviation/130516-propeller-types-for-spitfire-xii-and-24 Not XII, but Morgan and Shacklady, Spitfire the History Griffon III Griffon IV Rotol R13/4F5/5 Dural blades (first 6 aircraft), then Jablo blades Griffon IIB Rotol XH/54D-RM-55 Griffon VI Rotol R13/4F5/6
  15. I suppose the first point is what were the autopilot arrangements of British built Beaufighters, plenty of references about the Sperry in the mark 21, nothing else found so far. Beaufort V, Appendix A equipment, Automatic controls, about two pages of components, starting Item 136C, Reference 37K/8, Automatic controls, three axes Mk. IV, air compressor, engine driven. Type E Mk. I. There is no Appendix A Automatic controls section for the Beaufort VIII. A letter between the Department of Air and Department of Aircraft Production dated 30 March 1943 lays out the Beaufighter requirements. Deletion of wing guns, US or UK torpedo, provision for wing bomb racks, rockets to be decided later, fuel tanks to replace wing guns but be easily removable were the armament specifications. Instruments "As this aircraft intended for a fairly long range with only a crew of 2, the installation of a Sperry automatic pilot (A3 or A4 depending on availability) is a definite requirement." The final paragraph of the letter states "One very important change given above is the fitting of an automatic pilot and it is desired now to particularly stress the need for design to be initiated immediately, so that there shall be no alteration to the present intended manufacturing schedule." The first Australian built Beaufighter was officially delivered in May 1944. The official list of major modifications done is Wing guns, two 0.5 inch replacing the 0.303 ones Cannons, Pneumatic cocking control. Torpedo equipment deleted. Wing bomb installations added Rear gun of greater range installed Fuel controls repositioned and extensive modifications. Sperry Autopilot, redesign carried out to enable installation if required. Tail wheel fitted with anti shimmy device Fabricated nacelle doors replaced by pressed metal doors. Ball bearings revised and many alternatives substituted. Electrical installation redesigned to meet RAAF requirements. Radio replaced by Australian made equipment for general purpose operation, other changes made. Mark 21, with 1,000 pounds of bombs and flame damping exhausts fitted, 700 gallons of fuel gave 570 sea miles range, 900 gallons gave 780 sea miles, including 30 gallons for warm up, taxying and climb, 120 gallons for 30 minutes cruising over the target area and 100 gallons reserve. The Beaufighter I, II and VI are reported to have a fuel capacity of 550 gallons, their long range versions replace the wing guns with a 66 gallon fuel tank in each wing in the I and VI, 36 gallons in the mark II.
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