I imported a fairly accurate model of this aircraft into CFS 2. Seems to have the same buttery smooth handling of the original. I follow the advice of your Gladiator pilot regarding takeoff and landing. Failure to do so often ends in a spectacular crash. When flown in simulated combat visibility and maneuverability are very good. In a dogfight none of the high performance aircraft in the game can touch it and I'm just an armchair pilot.
Actually the visibility from the cockpit is a LOT better than I imagined it'd be. I always wondered what an Inline engine on the Gladiator would have resulted in. The Italians installed one on a single CR-42 and the performance hike nearly put it up with Monoplanes of the time.
No ear protection! I fly a Camel and have operated a CAMS rotary on the ground display and from that experience my hearing barley passes the medical exam for my pilot license. WEAR EAR PROTECTION WITH ROTARY ENGINES.
A bit of family trivia for you that came out of my genealogy research connecting the Hoskins family to the Shuttleworth Collection. My 2nd great grandparents Henry Ribton Hoskins and Mary Seaman Dawson who were married in 1843 provide me with two connections to Richard Shuttleworth who founded the museum. I descend from Sir Thomas Hoskins of Oxted Surrey whose family descendents include a line connecting to the Gascoigne family of Gawthorpe Hall and a more distant cousin connection to the Shuttleworth family. Mary Seaman Dawson had a brother Richard Pudsey Dawson who married Louisa Elizabeth Shuttleworth who shares the close common ancestor of Col Richar Shuttleworth 1587-1669 with Richard Shuttleworth who founded the Shuttleworth Collection. I may find further connections between my Holden ancestors and Mary Holden of Aston Hall who married James Holden 1714-1773 and are also ancestors of Richard Shuttleworth.
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Love the Gladiator but would like to know - does the bi plane design compromise the pilots situational awareness? Watching this it seems like quite a lot of sky is blanked out? Thanks for any come its on this,
Thank you for your question, our pilot says: Yes, it can especially when compared to low wing monoplanes but, for a fighting machine, this can be mitigated to a large extent by placing the upper wing at or close to eye level thereby greatly reducing the blind spot and allowing the pilot to move his head to see above and below the upper wing. Good examples of this are Bristol F2B, Albatros DVa, Sopwith Snipe etc. A bad example is the Sopwith Pup/Camel with a wide cord wing above the pilot's head giving a large blind spot. The Gladiator's upper wing placement isn't too bad in this respect. For a civil aircraft, not having to engage in air combat, the view immediately ahead is more important therefore having the wing well clear above the pilot’s head makes more sense.
They look like beautiful flying conditions. In a scenario like that I'd be glad the accompanying aircraft were friendlies, not 109's or 190's. Might have a chance against the Lysander. Great video
Great video, thank you. We don’t prime ours before a Huck start, just straight in to it. I let the Huck turn over a couple of blades to build a bit of momentum before switching on, it will always catch within two or three more blades for a very smooth gentle start. I notice you had a backfire on the first blade of your start. I Dont know if that matters at all? When are you guys coming back for another visit to NZ? We’d love to see you at TVAL again.
Priceless. My father, S/L Jock (A E deM) Jarvis DFC, CdeG, flew SE5As in Salonika in WW1. He had 9 kills. He was earlier badly wounded at Vimy Ridge as an infantry Platoon Commander in the 38th Bn, 4 Div, (Cameron Highlanders of Ottawa). He continued military flying until 1923 thus serving in 4 air forces,-RFC, RAF, CAF, RCAF. After farming foxes in Scotland and planting rubber in Singapore He returned to Canada in 1929. He then flew with Western Canada Airways, the Department of Lands and Forests and his own flying operation named Birdways with a Curtis Robin and a Waco (the Beaver of its time). My mother was Rhoda Bird MA, hence Birdways, who endured multiple bush pilot moves ending up in Sault Ste Marie until 1939 when He promply sold his aircraft and rejoined the RCAF aged 45. He spent his second war developing the Link Trainer as the primary tool of aircrew selection out of No 1 ITS. (Dat Goddam Bird De Link). His post war years were full of adventure and accomplishment. His son Stephen flew F86 Sabres in 434 Sqn RCAF and Lightnings in the RAF. I trained on Chipmunks and the L19 Birddog on the way to the Hiller helecopter intended to be an augmentation to the Recce Squadron of my Regiment, The Royal Canadian Dragoons. My father was a gentleman of the old school. He was a perfectionist from crafting yew bows and feathering arrows to building a retirement home on family property near King Ontario. Everything he ever undertook he finished in a manner twice as good as it had ever been done before. I should have mentioned earlier that my grandfather Canon Arthur Jarvis saw three sons serve in WW1- my father plus Hal, Royal Artillery, and George, Royal Signals. The Canon also had V dot dot dash painted on the roof of his house and took in the four English Cavanaugh children evacuated with their impossible Nanny to Canada. My maternal grandfather was Captain Eustice Bird of the Royal Marines. I hope that tolerant readers will forgive my going on and on. I thought I was just going to mention that my father flew SE5As.
I have a photo of my late father’s passing out parade (as a navigator ) with an Anson in the background although it has a screen in the nose cone. That would have been spring of 1945.
