Particularly Nice Cover of Warbirds International!

[Dave Hadfield]

Unbiased. Purely objective. Dis-interested. Of course.






And the centerfold. (No Lysanders were undressed during the filming of this flight.)

[Ken]

Give us a pilot handling report Dave (unless it's all thoroughly documented in the article).

Ken

[Duggy009]

25 Westland Lysanders went to the USAAF in the UK, also primarily for use as target tugs
Which I never new about until a couple of months ago.

[Pogo]

I saw the mag at my home away from home Pioneer Flight Museum a couple days ago, and said "hey I know that guy!!" Well maybe not really, but still kinda feels that way.

It's a lovely picture!

[flightsimer]

Anyone know what happened to Talichet's lysanders?

We had one of them and I have been trying to track where it went after it left our museum.

[Warbirdnerd]

From Goodall's WD #6

__________________________________________________________________________________
1176 • Mk. IIIa (to RCAF as …..)
David C. Tallichet/ MARC, Chino CA .72/99
(railed to Ontario CA .72, stored Chino CA)
Air Heritage Inc, Beaver Falls PA: lsd. 91/99
(stored Beaver Falls PA, planned rest. to fly)
Graham Kilsby/ Bristol Heritage Collection,
Clifton-Hassel Field TN .99/03
(arr. unrest. TN 15.9.99 ex Beaver Falls PA)
__________________________________________________________________________________

[Dave Hadfield]

Give us a pilot handling report Dave (unless it's all thoroughly documented in the article).

Ken

It is covered reasonably well in the article. They gave us more space than I thought. If I had known there would be 19 pages of article, I would have written more text.

The Lysander can get you, several ways, because the elevator does not have enough authority to control the aircraft at either end of the envelope -- so you aid it by using the trimmable horizontal stabilizer (it's on a jackscrew, like a Cub). This is controlled by a big manual wheel that takes 15+ seconds to wind from one end to the other. So, a go-around, if done too aggressively, could cause you to pitch up way too high. Similarly an engine failure on takeoff could leave you without enough authority to flare for landing unless you mis-trim a bit before that takeoff, in preparation. And on final, you can bury yourself on the back side of the power curve in a hole so deep that an engine failure would leave you without enough altitude to get pitched-down and gliding.

But the biggest factors in ordinary operation are the lousy brakes combined with a free-castoring tailwheel, which makes taxying an art-form, and the requirement to either run the engine every 5 days or go through a VERY messy pre-oil procedure.

For 2016 we plan to install some form of tailwheel steering.

Dave