View allAll Photos Tagged skywriting
Whilst on holiday in Orlando Florida we noted that Skywriting was a fairly common occurence particularly with religious messages. This incomplete message ended "Trust Jesus".
Weird!
I saw these two Air Cadets who seemed to like each other just as the RAF Red Arrows started their smoke heart sky writing so .... click !
Watch a little video I shot of the Red Arrows by clicking here.
Owned and operated by the Shuttleworth Collection.
c/n 41H/81902.
Seen at Old Warden during the 2013 Autumn Airshow.
06-10-2013
The details below are from the Shuttleworth Collection website:-
The SE5 fighter was designed by H P Folland at the Royal Aircraft Factory and became the most celebrated aeroplane to emerge from those workshops. A total of 5,205 was built including a number of two seat trainers. Unlike many contemporary rotary engined Sopwith and Nieuport fighters which were sensitive and tricky to handle, the SE5 was designed around a Hispano-Suiza V-8 and intended to be relatively stable and easy to fly for the sketchily trained pilots of the period. A further advantage of this engine was that it had a reduction gear drive allowing the use of a hollow propeller shaft. Through this a fixed gun could fire without the need for synchronisation gear which the Allies had not yet perfected, though by the time the second prototype was ready in November 1916 reliable synchronisation was available so improved armament was fitted. Despite criticism of the high seating position and extra large glasshouse windscreen (both fitted with the intention of improving the pilots lot), weakness of the original steel tube undercarriage legs and certain aspects of the handling, the basic design was very promising in service. Accordingly after about the 50th machine these criticisms were addressed and a more powerful version of the engine was fitted, resulting in redesignation as the SE5a. Unfortunately expected supplies of the French engine were seriously delayed and then initially proved unreliable. A replacement direct drive version built under licence by Wolseley was plagued with teething problems, causing a serious delay in getting SEs to the RFC, but gradually the problems were resolved and the aeroplane became one of the most successful and popular fighters of the war. The SE5a entered service with the Royal Flying Corps in June 1917 with squadrons based at the front line in France and in England for home defence. Other squadrons served in Egypt, Palestine and Mesopotamia. By the close of WWI the newly formed Royal Air Force had 16 operational squadrons of SE5as at its disposal but within a year all the aircraft had been withdrawn from service use.
This aeroplane 'F904' never saw service use and was purchased new after the war by Major J C Savage for his skywriting business and registered G-EBIA. It was rediscovered suspended from the roof of the Armstrong Whitworth flight shed at Whitley in 1955, was restored for the Collection by staff and apprentices at RAE Farnborough and flew again in August 1959. After mechanical problems with the original geared Hispano-Suiza it was re-engined with a 200 hp Wolseley Viper engine in 1975. In 1987 this replacement unit had to be extensively rebuilt and the aircraft flew again in 1991.
7 November 2014. Man-made cloud, Melbourne, Victoria, Australia.
A Year in Pictures image 311 of 365.
Please contact me to arrange the use of any of my images. They are copyright, all rights reserved.
Stairway to Sky Grafitti Advertizing inspired me to get tickets..... The last word is IROCK ,yet to be completed, which was an FM radio station in the 70s. It was very common for very popular groups here in NYC to advertise this way by using five-plane skywriting. I went to see Zeppelin @ Madison Square Garden in 1977 at one of their most legendary concerts of all time. You still see the t-shirt reprints. Scott Muney handed me a Led Zeppelin button at the entrance while collecting toys and donations wearing a Santa hat. I still have 2 of the button somewhere. [will snap it for here]. I have photos of that concert in B&W and color as well. They let me in with 2 beer cans in my Minolta/400mm telephoto lens packed camera bag. [as long as it wasn't glass bottles it was cool - now everything is like homeland fuckin securitied out]] This was taken at the intersection of 13th and 57th St in Brooklyn. The Church is St. Frances de Chantal which is still there. Minolta XE-7 50mm Tri-X overexposed horrendously and later water-stain-damaged. I'll fix the dust later: Sorry no time lately. This lousy neg was by itself and I was just about to throw it away when I took a closer look at it. Zep, Rock on forever! View On Black
Already fading sky-writing just before sunset in Sydney, Australia above the road to the Harbour Bridge.
Skywriting over Sydney, Australia Day 2008, ready for Sorry Day, 13 February 2008.
Ten dollar thrift store Sun zoom, 410mm
c/n 687.
Built 1917.
Saw Royal Flying Corps service as ‘F937’. Later sold privately, it was registered as ‘G-EBIB’ and modified for skywriting. It then flew with the Savage Skywriting Company, alongside ‘G-EBIA’ (previously ‘F904’) which remains airworthy with the Shuttleworth Collection, and ‘G-EBIC’ (previously ‘F938’) now on display in the RAF Museum at Hendon.
‘G-EBIB’ joined the Science Museum in 1939 and is now on display in the ‘Flight’ Hall, restored to its Skywriting colours.
Science Museum, South Kensington, London.
16-6-2015
Love from a skywriter while in the parking lot at Walt Disney World's Magic Kingdom near Orlando, Florida.
Something supposed to be cd-cover shoot. Didn't go quite as planned. Some fun stuff though.
Strobist:
cam left: sb-26@1/2 in DIY striplight
cam rigt: sb-26@1/2 in DIY striplight
Behind Eetee towards originally white background: SB-800 @ full via silver umbrella.
One of the historic photographs on display at the Stinson Field Terminal.
From the Handbook of Texas:
STINSON, KATHERINE (1891-1977). Katherine Stinson, pilot, was born in Fort Payne, Alabama, on February 14, 1891, twelve years before the Wright brothers made their first successful flight. As a young woman, she planned to study music in Europe so that she could be a piano teacher. In order to earn enough money for her trip, she decided to become a stunt pilot and, after convincing her parents, asked Max Lillie of Chicago to instruct her. Lillie, one of the early great aviators, looked at the petite young woman and promptly refused. However she persuaded him to take her up in one of his planes, and after a mere four hours of instruction she was flying alone. Lillie then agreed to teach her stunt flying, and Stinson's career in aviation was underway. On July 12, 1912, Katherine Stinson became the fourth American woman to earn a pilot's license. As the "Flying Schoolgirl" she toured the country and thrilled thousands of viewers with her stunts at county and state fairs. Before long she not only relinquished her plans to study music, but also inspired her family to become involved in aviation. In 1913 Katherine and her mother, Emma, founded the Stinson Aviation Company in Hot Springs, Arkansas, the family's home at the time. Katherine's younger sister, Marjorie Stinson, and two younger brothers, Jack and Eddie, also adopted flying careers. Later that year Stinson moved to San Antonio. Lillie had gained permission from the United States Army to turn the parade grounds of Fort Sam Houston into a flying field. Furthermore, San Antonio's mild climate and flat terrain offered an ideal place to fly and practice stunts. The family soon joined her and established the Stinson School of Flying. Between supervising the construction and repair of the planes and managing the airfield, Stinson taught herself increasingly daring tricks. The loop-the-loop stunt was considered particularly dangerous. In a plane she had built herself, she became the first woman and fourth pilot in the United States to master the stunt.
She also pioneered in other areas of aviation. She was the first person of either sex to fly an airplane at night. Moreover, in 1915, in Los Angeles, California, she flew into the dark sky to spell out "CAL" with flares, thus becoming the first pilot to perform night skywriting. In 1916, the year Amelia Earhart graduated from high school, Stinson became the first woman to fly in the Orient. Fan clubs developed all over Japan to honor the "Air Queen." Chinese leaders were granted a private exhibition, one of the thirty-two flights that Stinson made in that country. In 1917 she set a long-distance record of 610 miles by flying alone from San Diego to San Francisco, over the mountains of Southern California. When the United States Post Office started air-mail service, Stinson became the first woman to be commissioned as a mail pilot. She broke her flying record while carrying airmail with a 783-mile flight from Chicago to near New York City. When the United States became involved in World War I and the army asked for volunteer pilots, Stinson applied, but the military twice rejected her applications because she was a woman. Undaunted, she volunteered her services as an ambulance driver and was accepted. The combination of Europe's cold climate and brutal wartime conditions proved, ironically, to be more injurious to her health than her career as a stunt pilot had been. When she returned from the war, she struggled to overcome tuberculosis by moving to Santa Fe, New Mexico. Her recuperation called for a new, less frenetic life. Trading aviation for training in architecture, she designed apartments in Santa Fe that were influenced by the architecture of the Pueblo Indians and Spanish missions. In 1928 she married Miguel Otero, Jr., a veteran airman who later became a district court judge. They had no children. At the age of eighty-six, the "world's greatest woman pilot" died in Santa Fe on July 8, 1977. She was buried in Santa Fe National Cemetery.
The Beechcraft Model 18, or "Twin Beech", as it is better known, is a 6-11 seat, twin-engine, low-wing, conventional-gear aircraft that was manufactured by the Beech Aircraft Corporation of Wichita, Kansas. This model saw military service during and after World War II in a number of versions including the United States Army Air Forces (USAAF) C-45 Expeditor, AT-7 Navigator, AT-11 Kansan; and for the United States Navy (USN), UC-45J Navigator and the SNB-1 Kansan.
The Beech 18 is the most modified U.S.-certified aircraft design, with over 200 Federal Aviation Administration (FAA) approved Supplemental Type Certificates (STCs) on record for the aircraft.
In addition to carrying passengers the aircraft's uses have included aerial spraying, sterile insect release, fish seeding, dry ice cloud seeding, aerial firefighting, airborne mail pick up and drop, ambulance service, numerous movie productions, skydiving, freight, gun- and drug-smuggling, engine test bed, skywriting and banner towing. The Model 18 was the first aircraft flown by Philippine Airlines, Asia's first and oldest airline. Many are now in private hands as prized collectibles.
Production got an early boost when Nationalist China paid the company US$750,000 for six M18R light bombers, but by the time of the U.S. entry into World War II, only 39 Model 18s had been sold, of which 29 were for civilian customers. Work began in earnest on a variant specifically for training military pilots, bombardiers and navigators. The effort resulted in the Army AT-7 and Navy SNB. Further development led to the AT-11 and SNB-2 navigation trainers and the C-45 military transport. The United States Air Force Strategic Air Command had Beechcraft Model 18 (AT-11 Kansans, C-45 Expeditors, F-2 Expeditors (the "F" standing for "Fotorecon"), and UC-45 Expeditors) from 1946 until 1951. From 1951 to 1955 the USAF had many of its aircraft remanufactured with new fuselages, wing centre sections and landing gear to take advantage of the improvements to the civil models since the end of World War II. Eventually 900 aircraft were remanufactured to be similar to the then-current Model D18S and given new designations, constructor's numbers (c/nos.) and Air Force serial Numbers (s/nos). The USN had many of its surviving aircraft remanufactured as well, these being re-designated as SNB-5s and SNB-5Ps. The C-45 flew in US Air Force service until 1963, the USN retired their last SNB in 1972 while the U.S. Army flew their C-45s through 1976. In later years the military called these aircraft "bug smashers" in reference to their extensive use supplying mandatory flight hours for desk-bound aviators in the Pentagon.
Some of the modifications created by independent engineering entrepreneurs were adopted in concept by the factory in later production versions in similar fashion to the current practice Harley Davidson copying of custom motorcycles built in the 1960s and 1970s.
Among the most notable cooling air and exhaust modifications were those engineered by Benjamin Israel while employed by Conrad Conversions. His modifications were based largely on creating a more efficient use of cooling air to reduce drag, a major detriment to cruise performance. Cruise performance was improved 10% or more at the same power settings as before the modifications. These modifications were largely copied on the factory produced G and H models. Beech 18s were used extensively by Air America during the Vietnam War; initially more-or-less standard ex-military C-45 examples were used, but then the airline had 12 aircraft modified by Conrad Conversions in 1963 and 1964 to increase performance and load-carrying capacity. The modified aircraft were known as Conrad Ten-Twos, as the maximum take-off weight (MTOW) was increased to 10,200 lb (4,600 kg). The increase was achieved by several airframe modifications, including increased horizontal stabilizer angle-of-incidence, redesigned landing gear doors, and aerodynamically-improved wing tips. Air America then had Volpar convert 14 aircraft to turboprop power, fitted with Garrett AiResearch TPE-331 engines; modified aircraft were called Volpar Turbo Beeches and also had a further increase in MTOW to 10,286 lb (4,666 kg).
Engineless Hamilton Westwind conversion at an airfield in Tennessee
A factory option at one point was the addition of JATO bottles on each engine nacelle which added the equivalent of 200 horsepower (150 kW) per engine for about 12 seconds. The most successful powerplant upgrade was that of the Pratt & Whitney Canada PT6 turbine engine and Hartzell propeller. This conversion was carried out by Hamilton Aircraft in the 1960s and 70s as the Hamilton Westwind, successfully extending the commercial life of the aging aircraft. The Westwind II added a fuselage stretch to provide seating for 17 passengers, the Westwind III seated eight and used the remainder of the extra room for cargo, and the Westwind IV added an extra stretch and a large cargo door.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
It actually ended up saying "Sunday Mail" but by the time he'd finished the start was illegible.
It was fascinating to watch the plane perform its little feat of aerocalligraphy though, if that's a word, which it probably wasn't, but is now.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
The Beechcraft Model 18, or "Twin Beech", as it was better known, is a 6-11 place,[2] twin-engine, low-wing, conventional-gear aircraft that was manufactured by the Beech Aircraft Corporation of Wichita, Kansas. This model saw military service during and after World War II in a number of versions including the United States Army Air Forces (USAAF) C-45 Expeditor, AT-7 Navigator, AT-11 Kansan; and for the United States Navy (USN), UC-45J Navigator and the SNB-1 Kansan.
The Beech 18 is the most modified U.S.-certified aircraft design, with over 200 Federal Aviation Administration (FAA) approved Supplemental Type Certificates (STCs) on record for the aircraft.
The aircraft's uses have included aerial spraying, sterile bug release, fish seeding, dry ice cloud seeding, aerial firefighting, airborne mail pick up and drop, ambulance service, numerous movie productions, skydiving, freight, gun- and drug-smuggling, engine test bed, skywriting and banner towing. A number of Model 18s were operated as passenger aircraft. Many are now in private hands as prized collectibles.
This example was displayed by the private owner at the Vintage Wings Airshow in Gatineau, Quebec.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
c/n 1340
Built 1929
The Travel Air Company was formed in January 1925 by Lloyd Stearman, Walter Beech and Clyde Cessna, three now familiar names in American aviation. Their 2000, 3000 and 4000 series of biplanes first flew in March 1925 and were produced in larger numbers than any other aircraft of the period, with at least 1,300 produced.
This example was built as an E-4000 in 1929, but was converted to a D-4D in 1930 with a 240hp Wright J-6-7 engine and shorter, cleaner ‘speed’ wings. It was flown by the Skywriting Company of America, based at Bennett Field in Long Island, New York. The Pepsi-Cola Corporation was one of the longest-running Skywriting contractors
Pepsi-Cola donated the aircraft to the Smithsonian Institute in 2000 and it is seen on display at the Steven F. Udvar Hazy Center as part of the National Air and Space Museum.
Washington Dulles International Airport, Chantilly, Virginia
7th May 2015
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
The 'planes seemed to be playing Noughts and Crosses (Tic-Tac-Toe) this morning. Ealing, London, England, UK.
Please contact me to arrange the use of any of my images. They are copyright, all rights reserved.
The end of an era.
Yesterday, 'Wunala' departed Sydney for the last time, as the last remaining B747 in the Qantas fleet. She flew a Sydney Two Departure from RWY16R, did a low pass of RWY07 at 1500 ASL, did two passes of Sydney Harbour Bridge at the same altitude, flew down to HARS Aviation Museum - Albion Park to fly past VH-OJA and finally onward to LAX. Before leaving Australian waters, the crew performed one final and fitting send-off, by skywriting the famous Qantas kangaroo.
Airports will never have the same atmosphere. Staring out of an airport building will never capture that same emotion that a B747 gives you at the gate.
There is nothing more exciting and evoking than the sight of a B747 in commercial aviation, or aviation in general. For us Australians, a Queen in Qantas colours is a national icon. There is no other aircraft that is as iconic, perfectly designed and aesthetically beautiful as the B747. No comparison can be made between another aircraft to how majestic the Queen is. Joe Sutter and team, we thank you for giving us this beautiful flying machine, but she is more than a machine, she has a soul. A spirit, that no other aircraft has. And that soul and spirit would not exist if it were not for the spirited people at all airlines around the world who worked to keep her flying.
Flying at the Shuttleworth Collection flying display, Old Warden, 6th October....
1917 ROYAL AIRCRAFT FACTORY SE5a AIRCRAFT DEVELOPMENT The SE5 fighter was designed by H P Folland at the Royal Aircraft Factory and became the most celebrated aeroplane to emerge from those workshops. A total of 5,205 was built including a number of two seat trainers. Unlike many contemporary rotary engined Sopwith and Nieuport fighters which were sensitive and tricky to handle, the SE5 was designed around a Hispano-Suiza V-8 and intended to be relatively stable and easy to fly for the sketchily trained pilots of the period. A further advantage of this engine was that it had a reduction gear drive allowing the use of a hollow propeller shaft. Through this a fixed gun could fire without the need for synchronisation gear which the Allies had not yet perfected, though by the time the second prototype was ready in November 1916 reliable synchronisation was available so improved armament was fitted. Despite criticism of the high seating position and extra large glasshouse windscreen (both fitted with the intention of improving the pilots lot), weakness of the original steel tube undercarriage legs and certain aspects of the handling, the basic design was very promising in service. Accordingly after about the 50th machine these criticisms were addressed and a more powerful version of the engine was fitted, resulting in redesignation as the SE5a. Unfortunately expected supplies of the French engine were seriously delayed and then initially proved unreliable. A replacement direct drive version built under licence by Wolseley was plagued with teething problems, causing a serious delay in getting SEs to the RFC, but gradually the problems were resolved and the aeroplane became one of the most successful and popular fighters of the war. SERVICE HISTORY The SE5a entered service with the Royal Flying Corps in June 1917 with squadrons based at the front line in France and in England for home defence. Other squadrons served in Egypt, Palestine and Mesopotamia. By the close of WWI the newly formed Royal Air Force had 16 operational squadrons of SE5as at its disposal but within a year all the aircraft had been withdrawn from service use. THIS EXHIBIT : F904 / G-EBIA This aeroplane never saw service use and was purchased new after the war by Major J C Savage for his skywriting business and registered G-EBIA. It was rediscovered suspended from the roof of the Armstrong Whitworth flight shed at Whitley in 1955, was restored for the Collection by staff and apprentices at RAE Farnborough and flew again in August 1959. After mechanical problems with the original geared Hispano-Suiza it was re-engined with a 200 hp Wolseley Viper engine in 1975. In 1987 this replacement unit had to be extensively rebuilt and the aircraft flew again in 1991. Specification: Span 26ft 6 ins empty weight 1530 lbs Power 200hp Wolseley Viper V-8
www.shuttleworth.org/shuttleworth-collection/shuttleworth...