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Good points. Agreed that Oxford conversions were very tempting (especially in a straitened postwar economic environment). A problem for both future RAF contracts and dealing with the Brabazon Committee was that Nevil Shute Norway had made his disdain for the Air Ministry (and the shortcomings of officialdom, generally) quite public.De Havilland definitely had an advantage with the Dove. Some of that may have stemmed from DH's traditional advanatge of both airframe and engine being supported by essentially same entity. In the early days, Airspeed seemed glued to Armstrong Siddeley powerplants but the latter had long-since been gobbled up. Not a problem for zen's scenario, though, so long as he doesn't mind his longer-lived Airspeed being a part of Hawker Siddeley Aviation.Interesting notion about a 'next-gen' AS.5 Courier. NS Norway was obviously a Proctor fan The original AS.5 was that bit bigger and more powerful than the Miles and Percival progenitors. Perhaps maintain that size difference (for a 5- or 6-seater) but shift to all-metal construction?The best of the 'Ox-boxes' was the AS.46 Oxford V powered by 450 hp P&W R-985 Wasp Juniors. Maybe offer that as an option on postwar Consul conversions. Surplus A-S Cheetah X radials could then be a 'budget' option for powering your 'Courier NG'. An alternative would be to go light twin - ie: a 5-seater but with two Gipsy Majors instead of the single radial (so more Piper Apache than Miles Gemini).As for having "to move into the jet age at some point", did you mean literally jet-propelled zen? If so, what is your hope for outcome?
Good points. Agreed that Oxford conversions were very tempting (especially in a straitened postwar economic environment). A problem for both future RAF contracts and dealing with the Brabazon Committee was that Nevil Shute Norway had made his disdain for the Air Ministry (and the shortcomings of officialdom, generally) quite public.
De Havilland definitely had an advantage with the Dove. Some of that may have stemmed from DH's traditional advanatge of both airframe and engine being supported by essentially same entity. In the early days, Airspeed seemed glued to Armstrong Siddeley powerplants but the latter had long-since been gobbled up. Not a problem for zen's scenario, though, so long as he doesn't mind his longer-lived Airspeed being a part of Hawker Siddeley Aviation.
Interesting notion about a 'next-gen' AS.5 Courier. NS Norway was obviously a Proctor fan The original AS.5 was that bit bigger and more powerful than the Miles and Percival progenitors. Perhaps maintain that size difference (for a 5- or 6-seater) but shift to all-metal construction?
The best of the 'Ox-boxes' was the AS.46 Oxford V powered by 450 hp P&W R-985 Wasp Juniors. Maybe offer that as an option on postwar Consul conversions. Surplus A-S Cheetah X radials could then be a 'budget' option for powering your 'Courier NG'. An alternative would be to go light twin - ie: a 5-seater but with two Gipsy Majors instead of the single radial (so more Piper Apache than Miles Gemini).
As for having "to move into the jet age at some point", did you mean literally jet-propelled zen? If so, what is your hope for outcome?
