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Carl V

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  1. Carl V

    Saintly Fiat

    I am pleased that my Saintly Fiat post via Chris has interested so many. I was also interested in Hornet133’s remark on DH Clarke’s service with 260/250 Squadron rather than 450. While I have little interest in the man except for his adoption of the Saint emblem, because my assumption of 450 was based on recollection and, as an “octogeranium”, I am always on the lookout for senile memory deterioration, I was near-miraculously able to locate and disinter my copy of his book What were they like to fly? [Ian Allen, 1964] and attempt to either confirm or demolish this recollection
  2. Thanks, Chris for doing that posting for me. This is in response to Graham’s query “Why?” anent the black camouflage. At that period, some, at least, considered the best nighttime camouflage to be overall black and the great majority of 415’s operations were nocturnal. For example, during the E-boat hunts, the Albacores would be vectored onto the target by coastal radar until they could pick it up on their own ASV sets, follow up to visual contact and then, following up the wake, attack from astern, usually using shallow-setting depth charges which were deemed to be m
  3. What a fantabulous model! Ionospherically above the highest standard I ever reached during my model making days way back in the cretinaceous era. I would not know if it would be possible at this stage of the game, but, if so, the substitution of red/blue B-type roundels for the current A-type would enhance the accuracy. I am delighted to see such an excellent model of the grotesque and ghastly Goblin which is, to my mind, the most useless and certainly the most reluctantly acquired RCAF aircraft. A brief historical summary is that CC & F had 16 lef
  4. V Line: Thanks for the informative post. May I say how impressed I was by the fact that you both recognized the marking and were able to recall where you encountered it! I do not know why I did not pick up on the fact that is a meticulously accurate rendition of the Pontiac trademark that was used 1930-59. It seems a nearfetched assumption that it was the personal marking of a pilot who flew Gladiators in Greece and Tomahawks in North Africa and who was probably of North American antecedents as it was unlikely that others would be familiar with that logo.
  5. I have been interested in the posts concerning the RCAF’s Kittyhawk III’s and I would like to contribute a few more comments that might be of interest. 1. Despite its proliferation in publications etc., often by people who should know better, the RCAF never possessed P-40 E’s. The major model operated was the Kittyhawk I of which 72 were obtained from the RAF’s direct contract. 2. On the other hand, 111 (F) did fly the distinctively marked P-40 E’s of the USAAF’s 11th Pursuit during its time on Umnak July/October 1942 when it formed F Flight of that unit. 3
  6. Somehow the beginning of my posting got left out. Regarding the question of whether the slip-wing Hurricane was RCAF serial 321 or RAF serial AG321, I pass on the following thoughts, for what they may be worth. 1. At least one photo shows the fuselage serial as 321 without a trace of an AG. 2. Here is the service history of 321. I got the UK portion from an Air Britain article, I believe by Phil Butler although I cannot be certain.
  7. 1. At least one photo shows the fuselage serial as 321 without a trace of an AG. 2. Here is the service history of 321. I got the UK portion from an Air Britain article, I believe by Phil Butler although I cannot be certain. 321 TOS 22/05/39 3 RD Jericho Beach (storage) 22/05/39; CCF (winterization trials aircraft) 20/02/40; to Halifax for shipment overseas 25/05/40. Shipped overseas late May 1940.
  8. 1. What an interesting discussion! Chris has asked me if I have any input on the subject. While the Hurricane is not really one of my subjects, I have accumulated a few hundred pages of documentation over the years and have managed to put a few things together. 2. Canadian produced Hurricanes. The exiguous condition of these aircraft built to contracts for the RAF does not seem to be generally known. The best description is one quoted by the Director of Aircraft Production on 24 April 1941 when he stated that CCF “… had been turning out airframes less engines, prop
  9. At last count I have a little over 170 photos of RCAF Siskins, both full view and detail, although a few are probably duplicates. I would be happy to share with you or, possibly, post a few. Please let me know. Carl
  10. Hi, Jerry: 1. In answer to your request for thoughts on those ancient Aircam references, here are mine. 2. That photo of Kittyhawk Ia in flight was from a block of photos in the RCAF official PL series taken in North Africa. The aircraft had no connection whatsoever with Canada as far as I know, it certainly did not end up as one of the 12 RCAF Kittyhawk Ia’s and the caption made no implications to any Canadian connection. I suspect that the photographer just could not resist the temptation to make such an excellent image. Unfortunately, the Aircam gang simply j
  11. 1. A small addition to the story of the RCAF’s Brewster Bermudas. 2. Of the three RCAF Bermudas, only one, FF568, was attached to the Chemical Warfare Establishment at Suffield, Alberta. 3. The other two, FF718 and FF732, went to 3 Training Command where one or both of them were converted to target tug configuration. While Bermuda target tugs already existed, the RCAF preferred to use its own equipment and technology. 4. A slight RCAF file on the subject exists in the Archives. As I only gave it a cursory glance more than four decades
  12. Ewen: Although my interest in the Liberator is essentially a thing of the past, I have immensely appreciated the information that you have been posting on the various GR marks and mods. Radar and Serials. If you will revisit the photos posted on my behalf by Dogsbody on 30 July you will see that the third picture is of GR V (Can.) 600, originally BZ755. It has the ventral retractable radome. The next photo shows it with the Dumbo radome which was retrofitted when it was discovered that the retractable version when lowered degraded the perfor
  13. In response to Shark444’s comments. The RCAF’s Battle, Bolingbroke, Lysander and Nomad target tugs normally were fitted with guard wires around the tailplane. This is something that modellers should keep in mind. All Bolingbroke TT photos in my collection that show the underwing have roundels in the conventional position. Unfortunately, I have none that show the appropriate area of the upper wing. However the other TT types all have them and, as the roundel position is on the original yellow, it seems probable that they would have been carried on most Bolingbroke TT’s. Incidenta
  14. Concerning early RCAF Hurricane serial numbers. I don’t know if I have been responsible for any confusion here – if so I apologize – but here is the story as I see it. On the Canadian government’s inquiry concerning Hurricanes, the British Air Ministry agreed to relinquish positions on the Hawker production line that had been previously allocated to RAF aircraft. At that point the Air Ministry passed out of the picture and had nothing whatsoever to do with these aircraft. The Canadian contracts (there were three altogether) were with Hawker Aircraft and payment was also made to that
  15. As far as retractable rocket rails were concerned, some of the RCAF's Liberator GR VI's were certainly so equipped as well as some GR V's. It would seem possible that this would also be the case for Coastal Command.
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