Wonwings Diary-a blog with a difference.

[Guest]

Its an Expresso coffee grinder

[wonwinglo]

***LOL,Pogo,whadareyoulike !:funnypost:

Its an Expresso coffee grinder

[wonwinglo]

Wonwings diary-The Aeroplane that almost everyone could fly-The Zaunkonig.

Brunswick University Zaukonig.





G-ALUA Zaunkonig built by Brunswick University.She was sold in Ireland as EI-AYU eventually finishing up in her land of birth,there are two survivors,one in a museum in Germany.

G-ALUA was one of the original aircraft which the university let loose a raw beginner after the minimum of instruction,he was told to open the throttle slowly and allow the aircraft to fly itself off the ground,then throttle back and settle back,after doing this three times he then carried on to do a successful circuit of the airfield,Brunswick had been successful in designing the first aeroplane that almost anyone could fly with a minima of instruction.After WW2 the aircraft was tested at Farnborough and the tiny Zundap engine sent to the Alvis at Holyhead road,Coventry for stripping down and testing,the aircraft then passed onto various flying clubs and private owners until she went to Ireland and then back to Germany,two Zaunkonigs were exhibited at one of the Paris air shows in a marque.

Said to be un-stallable and very gentle to fly fulfilling the designers original aims.

[Guest]

sorry. I have a very wicked sense of humor.Must be listening to all the goons records and tapes i have. Did you ever see the picture of the Maachi something or other .it had an engine at the front and back and the pilot could turn around in the cockpit and fly the other way . The caption said it was to be used if the Italians changed sides again. must try to find it.it is funny.

[Guest]

They had a tank with a gear-box that gave one forward speed and five in reverse. Oh dear , sorry I`ve just remembered our Austin "Champ" had an all gears in reverse option too.

[Guest]

Thought it was eleven reverse gears?

[Guest]

Correct, I forget the overdrive reverse.

[wonwinglo]

Wonwings diary-Auster Aircraft Ltd

AUSTER AIRCRAFT.

A real treat for Auster lovers today,three works three view drawings of these workhorses,at the top we have the Auster B.4 Ambulance Freighter,only one ever made and shown at Farnborough air show,the original G-AMKL was stored at Burton on the Wolds a storage facility for the company,thankfully a Mr Baker from Carr Farm,Nottingham is slowly but surely building a replica utilising the parts from this original airframe.



Next we have the production Auster J/1 Autocrat,the drawing shows the famous name 'Taylorcraft' which in fact the Leicester company built the aircraft under licence from them.



Finally below we have the later refined turtleback Auster J/5 series which could be fitted out to a very high standard if the owner so desired,all splendid subjects for modelling and something that offers a bit of British lightplane history as well.

[wonwinglo]

Wonwings diary-They learned about flying the hard way.

Today I will take back seat and let Major Nicholas Firda my guest relate his stories-

With 3 engines out and a load of A-bombs aboard, he had a problem It was the height of the Cold War in the 1960s. Maj. Nicholas Firda was flying a secret Strategic Air Command mission in a B-52 bomber loaded with atomic bombs across the Atlantic Ocean to Seymour Johnson Air Force Base in North Carolina when an oil pressure problem caused him to shut his first engine down. It would be the start of a long flight.

We were flying a mission in the mediterranean area and were on our way back to base in North Carolina when I noticed the oil pressure in one of our engines was low. That was no big deal, because we still had seven other engines to fly on, said the 74-year-old former SAC pilot, who now lives in Englewood.

SAC had recently experienced a calamity in January 1966 when one of its B-52s collided with a refueling tanker over eastern Spain. The bomber broke up and three of its four unexploded nuclear bombs landed near the village of Palomares. The forth bomb was fished from the depths of the Mediterranean Sea. Several of the B-52 crewmen who did not escape the collision alive had flown as part of Firda's crew before the disaster.

Within an hour, a second engine went out on Firda's bomber. When they were still 800 miles from base, a third engine had to be shut down because of mechanical problems.

This was the only time during my years of service in SAC something like this happened to me, Firda said. We could still make it with three engines down.

We had code words to let our controllers on the ground know our B-52, that was full of atomic bombs, was having mechanical trouble. I think it was Right Hand Flight, Firda said. We started yelling 'Right Hand Flight' over the radio. When they heard the code words, they cleared all the radiofrequencies for us,he said.

Their bomber was diverted from Seymour Johnson Air Force Base in North Carolina to Plattsburgh Air Force Base in New York state. It was closer.

Firda's B-52 was carrying four internal atomic bombs in its belly. There were two more GAM-77, jet-powered guided missile atomic bombs mounted on the wings of the big bomber. The combined explosive force of these six A-bombs was many times the destructive power of the two bombs dropped on Hiroshima and Nagasaki at the close of World War II.

Asked about the mounting pressure on him and his crew because of their wayward bomber's mechanical problems, Firda said, The training you get at SAC was exceptional. We were trained to cope with a situation like this.

They cleared the runway for us at Plattsburgh. As we were landing, we also had hydraulic problems, which made it hard for us to steer the airplane on the ground, and we only had limited braking ability,he said. We had an emergency hydraulic pump that would momentarily improve our hydraulic problems. We put the emergency pump on at the last moment and that gave us enough hydraulic pressure to steer and stop the airplane.

When Firda and the other five members of his crew scrambled out of their defective strategic bomber, the major was instructed to report to the base commander immediately. After reviewing all of the facts relating to the bomber's mechanical difficulties, his superiors thought the crew handled the problem very well,he said.A few years later, Firda served a tour in Vietnam from 1969-70, spraying Agent Orange, a controversial defoliant, from a C-123 transport plane at

treetop level.

The commendation accompanying his Distinguished Flying Cross reads: Maj.Nicholas Firda distinguished himself as an aircraft commander of a UC-123 at Khan Hoa Province, Vietnam, on 23 June 1969. On this day, he flew an extremely important low-level defoliant mission against a hostile base camp.

At the beginning of the spray run, Maj. Firda began receiving intense small arms fire. Maj. Firda continued to maintain his course and altitude throughout the spray run, encountering automatic weapons fire until the termination of the target. The professional competence and devotion to duty displayed by Maj. Firda reflects great credit upon himself and the United States Air Force.

What the DFC commendation doesn't say is that the major's airplane was so badly shot full of bullet holes he couldn't make it back to base.We developed an oil leak in one of our two engines on the way back to base and had to shut the engine down," he said. About the same time we lost our electrical power, which meant we couldn't move fuel from tank to tank and were going to run out before we got back to base.

I was flying down Highway 1 toward Da Nang when I realize that if I had to I could make an emergency landing on Highway 1, Firda recalled. I spotted a little grass air strip and decided to set it down there. Unfortunately, there was a Huey (helicopter) unloading troops at the end of the runway.

As we were coming in I was yelling at the Huey pilot over our radio to get the hell out of the way. He wasn't on our radio frequency, so he couldn't hear me.

I slipped the airplane to the right of the copter and landed it without hurting anyone, Firda said. I was 25 feet from the end of the runway when I got it stopped.

By this time in the war, Firda was beginning to hear and read bad things about Agent Orange and what it was doing to soldiers. In recent years, it's been blamed by veterans for innumerable cases of cancer and other

life-threatening medical problems.

After I came back from Vietnam I got into the Air Force's health study on Agent Orange, he said. It only ended a couple of years ago.

He was sent around the country from one Air Force base to another for testing for 30 years. They would run him through a battery of tests for a week at a time and then send him home.

What Firda learned from all these tests is that he doesn't have cancer, but the dioxin level in his body is off the chart. He attributes his medical problem to his proximity to Agent Orange more than three decades ago in Vietnam.

In 1997, he and his wife, Virginia, a former school teacher, moved to Englewood. They live on a canal. He has his boat up on davits in the back yard. A dozen or more rods and reels in a rack on his back porch attests to the fact the former SAC pilot likes to fish, too.

[wonwinglo]

Wonwings diary-Junkers Tri-Motors Aide Memoir.

JUNKERS Ju.52 3/m and CASA 352 Survivors.



An Aide Memoire of where to see these warbirds throughout the world-

Werk Nr. The aircrafts build number.Country as stated.

Status,ie Preserved or Airworthy.

Registration worn by this aircraft.

Additional information relating to rebuild or preservation status.

4017

Sweden

PV

SE-ADR

Arlanda Aerospace Museum Stockholm, only cockpit section

4043

Argentina

PV

D-ABIS

LQ-ZBD

PP-CAX T-159

Museo Nacionale de Aeronautica, Bueonos Aires, ex Deutsche Lufthansa Kurt Wolfe

5489

Germany

PVA

D-CDLH

"D-AQUI"

Lufthansa Traditionsflug, Hamburg

5655

Portugal

S

103/6303

Museo do Ar, Lisbon. Previously at childrens playground in Evora.

5661

Portugal

S

104/6304

Museo do Ar, Lisbon, restored in Bodö Norway and returned to Portugal. In storage waiting for covered space in the museum for display.

5664

Norway

PV

LN-DAF 106/6306

Norsk Luftfartsmuseum, Bodö ex Museo do Ar, Lisbon

5670

Belgium

PV

OO-AGU

6309

Musee Royal de l'Armee, Brussels, From Portugal

5877

Uruguay

PV

CX-ABA

Museo Aeronautico, Montevideo

6134

Germany

PV

1Z+BY

Hugo Junkers Museum; Dessau, Ex lake Hartigvannet

6580

Switzerland

PVA

HB-HOS

Ju-Air, flies as A-701

6595

Switzerland

PVA

HB-HOT

Ju-Air, flies as A-702

6610

Switzerland

PVA

HB-HOP

Ju-air, flies as A-703

6657

Norway

PV

CA+JY

Forsvarets Flysamling Gardemoen, raised from lake Hartigvannet

[wonwinglo]

Wonwings diary-Junkers Tri-Motors Aide Memoir-Part 2

6693

Germany

PV

DB+RD

Luftwaffen Museum Wunstorf, recovered lake Hartigvannet

6791

Norway

CR

CO+EI



Forsvarets Flysamling Gardemoen, ex lake Hartigvannet. The aircraft will cleaned and preserved before being put on display in the small village Bjerkvik near Narvik in a newly constructed museum. It will not be restored.

6821

Germany

PV

VB+UP

Technikmuseum Speyer recovered lake Hartigvannet, Painted with VB+JA on left side fuselage and under wing, with CA+JY on right side !

7220

Germany

PV

D-AZAW CJ+KA

EC-CAK

EC-ABE

T.2B-108

Museum fur Verkher und Technik, Berlin, ex Spanish AF Used by the Spanish Blue Legion on the Eastern front in 1942 as CJ+KA: Also reported as EC-CAN and CJ+AJ

7607

Greece

CR

4V+BT

II./TG2

Aircraft recovered by Greek Air Force in October 2003 off the island Leros from 40 meters. The aircraft will be restored for a museum, either the Air Force museum or the war museum on Leros.

501196

Portugal

S

201

6301

YA-C

PN+BN

Museo do Ar, Lisbon

501219

Portugal

S

200

6300

YA-B

PR+WK

Museo do Ar, Lisbon

501219

Portugal

PV

110/6310

Museo do Ar, Lisbon

Russia

CR

Recovered from crash site in Siberia, reported to be under restoration in Novosibirsk.

Colombia

PV

FAC 625

FAC's CATAM Airbase Museum, Bogotá.

005

Portugal

S

6315

Museo do Ar, Lisbon

048?

England

PV

6316

"4V+GH"

IWM, Duxford

053

Germany

PV

IZ+IK

Hugo junkers Kaserne, Hohn AFB

205

Portugal

S

111/6311

Museo do Ar, Lisbon

216

France

PV

334/DG

Musee de l'Air, Paris, on loan to Musee de Trad. l'aeronatique Aeronavale.

222

Yugoslavia

PV

7208

Yugoslav Aeronautical Museum, Belgrad

363

Germany

PV

363

Deutsches Museum, Munich, displ. as Armee de l'air no 363

37

Germany

PV

T.2B-237

D-CIAD

Flugaustellung Museum, Hermeskeil maybe T.2B-127

50

Germany

PV

T.2B-140 RJ+NP

Auto und Technik Museum, Sinsheim

52?

Sweden

PV

T.2B-142

Svedinos Bil och Flygmuseum, Slöinge, Halmstad, Sweden, German Markings

54

Germany

PV

T.2B-144

"D-ANOY"

"D-CIAS"

Flughafen München

56

Canada

PV

T.2B-146

CF-ARM

"4006"

Wextern Canadian Avn. Mus. Winnipeg, rebuilt into Ju 52cao/ce

67

USA

PVA

T.2B-176

N352JU

Confederate Air Force, Midland, TX

72?

Spain

PV

T.2B-181

Murcia-Alcantarillas AB may be c/n 28, T.2B-118

96

Switzerland

PVA

T.2B-165

HB-HOY

Ju-Air ex D-CIAK

100

Germany

PV

T.2B-209

"D-2527"

Auto und Technik Museum, Sinsheim, displayed on pole

102

Spain

PVA

T.2B-211

/911-16

Museo del Aire, Cuatro Vientos AB, Madrid

24/103

France

PVA

T.2B-212

F-AZJU

Amicale J-B Salis, La Ferte Alais. Fuselage original German W.Nr. 24, wings from CASA serialled 103

135

USA

PV

T.2B-244

USAFM Dayton OH

137

Spain

PV?

T.2B-246

Museo del Aire, Torrejon AB, Madrid

145

Spain

PV

T.2B-254

/721-14

Museo del Aire, Cuatro Vientos AB, Madrid

146

USA

PV

T.2B-255

NASM, Steven Udvar-Hazy Center, VA "D-ADLH" Lufthansa

148

Germany

PV

T.2B-257

"D-AQUI"

Auto und Technik Museum, Sinsheim

155 or could be 153

USA

PV

T.2B-262 VZ+NK

Ex G-BFHG Weeks air museum, fantasy of flight

163

England

PV

T.2B-272

"G-AFAP"

RAF Museum Cosford, British Airways

164

South Africa

PVA

T.2B-273

ZS-AFA

South African Airways, SAA Jan van Riebeeck

166

Germany/ USA

PV

T.2B-275



Sold to Paul Allens collection ex Deggendorf, ex D-ADAM

[Guest]

I always think of the '52 as the equivilent of the Dakota.

A very versatile workhorse and backbone to many a branch of the services. A lot still in existance as well so you can still see these aircraft around nowadays.

[Guest]

And none look better than the winter camo one in where eagles dare

[wonwinglo]

Wonwings diary-Auster-The all steel aeroplane produced in Great Britain.

Auster,the all steel aeroplane was the way they were advertised in the aviation press,despite being out of production now for many years they still have a big following throughout the world,as a model subject you could not go wrong,everything is there to ensure a fine flying model,enjoy our small tour of some of the different versions,there are many more besides these here,and if you like draughting par excellence just take a look at the work that has gone into these -



Auster J/1 Autocrat.



The 'Aeroplane' magazine showed this excellent cut-away drawing in 1949 of the Auster Autocar J/5 Series.





Auster IV.



Auster A.O.P.9 Army Observation Post aircraft with Blackburn Bombardier engine.



Auster B.4 Ambulance Freighter G-AMKL,only one aircraft ever built.



Beagle Auster A.O.P.II with a Rolls Royce Continental 10-470 powerplant.

[wonwinglo]

Wonwings diary-Those greedy licence fees rear their ugly head again.

If you thought that this issue with the licensing of US military aircraft and vehicles was resolved last year, you were not alone. Evidently, some Congressman contacted one of the big defense contractors in his district and stirred up the pot. They effectively lobbied Congress and the amendment containing the measure against the licensing of replicas US military subjects was removed – the issue died last year. In the meantime, a growing number of defense companies are stepping up their campaigns to collect license fees on military-related subjects.

Let me make one thing perfectly clear – the action that the defense companies are taking to collect license fees is LEGAL. There is no law against what they are doing. Is it right? Should they be allowed to collect license fees for items developed and produced with taxpayer dollars? You decide.

Among the latest attempts within the defense versus hobby industry, someone was recently attempting to collect license fees for models of the Douglas SBD Dauntless. What is more interesting is another company demanding license fees for replicas of the R-2800 radial engine! Where does this stop?

To put this in perspective, let’s review some similar examples within the hobby industry and their effects:

• Every time you purchase a Minicraft 1/144 American Airlines 777 kit, Minicraft had to pay license fees to American for the logo and to Boeing for the 777. Why? These are intellectual property rights and Boeing and American are entitled to collect these fees. This is the commercial world and gone are the days were this same model was free advertising for both Boeing and American. Since today you think nothing about paying extra for a shirt or a hat with some company’s logo (paying them for the right to advertise their product(s)) then why not here too? What does this mean to the bottom line? The retail price of the Minicraft 777 kit is raised enough to cover those same licensing fees.
  
• Another example: Revell’s 1/24 NASCAR #24 DuPont Monte Carlo driven by Rusty Wallace. You know NASCAR is collecting a decent license fee for their league and GM is probably there for the Monte Carlo name. After all of that, look at the final retail price of this kit (or similar NASCAR subjects) on the store shelves – the difference is a dollar or two more than a non-NASCAR subject.

If you flip this issue around and you own a small company that makes a unique gadget that is becoming quite popular, you don’t want a bunch of people out there getting rich by using your name and product image on t-shirts, coffee cups, model kits, whatever, unless you get a fair share of the proceeds. This gadget that you brought to market was developed with your time, money and hard work, so you’re entitled to the rewards, right? So it goes with other companies and this license fee scheme. In the commercial world, this is all legal, ethical and totally up to each company whether they want to collect license fees for the use of their name and/or logo.

At the end of the day, if license fees are allowed for defense-related models, retail prices will go up. How much will depend on each company’s license fee structure. This may mean that some subjects are no longer worth making. So where does this leave us on the defense side of the licensing debate?

1. The collection of license fees for defense subjects is currently legal
   
2. A few of the defense companies have successfully lobbied Congress to leave this issue alone
   
3. While collecting license fees for these defense subjects is legal, there is something wrong about paying taxes and then paying the defense companies a license fee to buy a model that was developed with taxpayer dollars (in my opinion).
   
4. There is a new amendment underway to curtail the collection of license fees for replicas (toys and models) of military subjects as called out in the earlier.
   
5. You need to decide where you stand on this issue

What can you do? Wake up and learn from recent history. A few loud voices can make a difference in Congress – just look at some of the laws that have been passed recently.

Regardless of where you stand on this or any other issue, it is about time we start taking a harder look at our elected officials. They do not represent us as they should anymore. We simply elect them because they are Democrat or Republican, not because of their qualifications or their stand on issues of interest to us. Contact your Representative and Senator and tell them what you want them to do about these license fees. Tell them what you want to do about immigration, Iran, the homeless, whatever issues are on your mind. Now here is the important part – hold them accountable! If they vote in line with your beliefs, then they are representing you (and the people around you that have the same values).

If they vote against what you want on those issues of interest to you, then vote them out at the next primary election and look at the candidates from all parties. The core of the Democratic and Republican parties are shifting around so much, it is time to stop rubber-stamping the party and start comparison shopping for the right person for that job.

Hold them accountable. It is up to you.