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email@example.com (Bertie the Bunyip) wrote:
>On Tue, 29 Aug 2000 15:50:30 GMT, firstname.lastname@example.org (Gord
>>email@example.com (Bertie the Bunyip) wrote:
>>>>Because this was inherently dangerous there was many safety arrangements to
>>>>bypass its action, not tle least of which was a slip clutch arrangement so
>>>>that at a predetermined amount of force (about a medium grunt level) the clutch
>>>>would slip and let you live long enough to slap the little operate lever to
>>>Jesus H Christ!
>>>Surely the DC4 didnt also have that arrangement?
>>I have no idea Bertie, dont know that a/c at all.
>thought the Argus was basically a RR powered version of the DC4
No, it was a Wright powered (R-3350s) Bristol Brittania...quite a bit bigger
than a DC4...(142 foot wingspan, 157,500 lb MTOW). Same airframe as the Canadair
Yukon (Bristol Brittania).
>>>>It was pretty reliable though and almost never packed up unless you happened to
>>>>be in Jamaica or some other tropical place when it was wintertime here.
>>>Much as I love the old ones, Im glad that I missed most of that shit.
>>Hell, that was nothing, you shudda flown the Lancaster...although many people
>I believe you. I know someone who flew the BOBMF lanc only a few years
>What really alarmed me about that was the amount of time they spent
>checking him out. Almost zip.
Likely because his instructor knew how dangerous the damn thing was and didnt
want to fly any more than he had to. :)
>>I think that the reason was because the MLG is set so far forward (the bomb bay
>>was very long), it had very soft, long travel oleos, the tires were huge and
>>soft and the wing was very high lift, so that if you rapped in on even slightly
>>firmly the main gear rammed the nose up sharply and those big wings did their
>>thing. I only have a little over 500 hours on them but I consider myself lucky,
>>had a lot of close calls in them.
>I want to fly one now!
Fill your boots...Ill watch from the ground!... :)
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