Adrian Dwyer

This cartoon was within the pages of Blagdon's logbook. It typifies DAF officers!

From somewhat bitter experience, and depending on the security of your storage location, think about how to stop opportunistic and greedy mice chewing on everything they might consider tasty (wiring, insulation, upholstery, rubber, etc). My preference has always been for something with a hefty spring leading to a quick end. Do, of course, remember how many were set and where you put them: particularly important re: upholstery.

Forgive me if I have forgotten what I read on the numerous and fascinating 3HW threads of other members, but is it 'normal' for the five-figure frame number and five-figure engine number to be exactly 10000 appart on an early Meriden bike? Many thanks again to all who have contributed to/enjoyed the elastico thread thus far! A

Thanks Iain. It was only when we found his logbook the true picture of Blag's war became apparent. He didn't have a lot of bits and pieces left; but last year I managed, by chance, to locate and purchase his flying jacket. On a Sunny but cold day I wear it whilst riding the 1942 3HW (the 3HW 'elastico' thread is on the motorcycle forum). Blag acquired the jacket from a nearby bomber squadron - as he and the other replacement pilots (now there's a poignant phrase) had arrived from hotter climes and Irvins were not available for issue in the Italian Spring of '44 (it was all supposed to be wrapped up by the summer, he was told). By the September things were getting chilly in the cockpit and either (a) a deal was done: liberated alcohol for jackets or (b) the bomber squadron was plied with alcohol and their 'spare' Irvins redistributed in accordance with age-old military custom and practice! Blag was a little hazy on this point . . .

Section post-op maintenance at, I think, Fano. The Spitfire with the 'modified' propellor shown in the first post was a result of the hydraulics being seriously perforated and the U/C remaining unlowered for a bumpy landing. (So, the end of the war and not much happening, eh?) As the logbook entry shows for 5-18 April 1944, 145 Squadron Spitfires were being pushed quite hard. Blag always spoke very fondly of the boys who kept him flying.

Two items of Blag's kit.

I have just been going through my late father-in-law's photos from his flying days with 145 Squadron, Desert Air Force (DAF). In and amongst images of his Spitfires (69 different aircraft flown) and Mustangs, I came across the attached. I thought jeep aficionados might be interested in the jeep he used, and its markings. (If you want to see his Spitfires - not all 69 - they are in today's post on the aviation forum). All the best. A

Thanks John. As I don't own a Spitfire . . . I did wonder whether this type of general post would be welcome. I'm so glad you enjoyed it! When Blag joined 145 Squadron, Desert Air Force, it was commanded by Neville Duke. The attached photo shows ND, front row, looking very Desert Air Force, and the newly-posted Blag, far left.

My late father-in-law (Blagdon, but known as Blag or, to his ever-dwindling band of RAF friends, 'Adj') spent many, many flying hours in 1942-43 training as a fighter pilot. However, much of his war was spent chasing Nazis up Italy towards the Fatherland. He spoke little about his operational flying and would shrug-off my questions, on the whole, by saying "dear boy, it was late in the war and not much was going on". Later, when I was serving with the Royal Engineers, he would occasionally let slip the odd nugget. I say nugget because to me his recollections were gold. To him they must have represented a time of high emotion: the loss rate amongst his squadron was high because their slender MkVIII Spitfires were re-rolled as fighter-bombers. Most sorties by his squadron involved low-level attacks against ground targets. The targets in question seem to have had access to significant anti-aircraft resources. The combat reports I have seen suggest few pilots had the altitude - or opportunity - to bale out when hit. His logbook entries are so even in tone but what they describe is often harrowing in detail. For your interest I have attached some of the images we found when going through the attic. There is also one page from his logbook - giving some indication of the intensity of ops. A

On a more serious note, what is the official term for the 'gentleman's apron'? And why do you see them on Italian bikes but not, to my limited knowledge, on British bikes of the '40s and '50s?

So, if 'elastico' is Fast Show (which it so clearly is, albeit used 70-years ahead), from where does the term 'gentleman's apron' come in relation to the material used to close the gap between the end of the tank and the beginning of the sprung saddle? I'm thinking Harry and Paul? Oooh sir, suits you! But clearly borrowed from an earlier era. Thanks again for taking the time to fill the gaps in the history of the elastico 3HW. Yours, Adrian

As an aside, and a general question to all those more knowledgeable than me about the 3HW, does the clock seem right for a WD bike? When I got the bike there was a 'spare' clock face in the truly ancient tool roll, printed on red acetate (or similar) and giving the speed in kilometres per hour. I'm sure some clocks were changed but most of the images I have seen suggest the Smiths item was retained. Any thoughts?

Sadly, out of stock on Amazon...

Again, thanks for all of the above. I have seen various Matchless conversions but your image has the best tank! I am a little surprised it does not have the 'gentleman's apron'. I am sure there is a more technical term for this piece of kit but I'm sure you know what I mean! The WW2 images are also great. Many thanks. A

Morning again! You wait years for a Triumph-based elastico to come along, and then three arrive simultaneously! Those really are cracking pictures. Do you think the bikes were civilian originally? I am most taken by the "élastique": all I can recognise as Triumph is the engine. Am I interpreting the image correctly - the jerrycan panniers are the fuel tank? You have now set me looking for the Gruppo Velox... As I said, thank you so much for your contributions. Should any more images come to light, please do share. Yours, A

Rewdco - these are brilliant pictures! Thank you so much for taking the trouble to add so much to this thread! Yes, you are correct re: the contract number - 13948: does this support the view it's a Meriden bike? I had seen elastico on racing Gilera but never on French bikes. I must look harder. I have also been told that ARMA supplied frame kits as well as complete bikes. There is no ARMA badge but, where it should be is shown in the attached picture. Many thanks again. All the very best. A

Afternoon Noel - yes, it would be great to track down exactly where it's been! It's entirely possible it arrived in Italy via N. Africa, for example (the route my late grandfather took); but given the nature of the Italian campaign - and the preparations leading up to it - it seems reasonable that a '42 bike didn't see a lot of service elsewhere. If I find out more details I'll certainly keep you posted. Thanks again. Yours, Adrian

I am the proud owner of an elastico Triumph 3HW: elastico (to the uninitiated, such as me before I bought it) means the hard-tail is replaced by a swinging arm, from which the rear springs are compressed/extended laterally, not vertically, and are damped by means of friction dampers. From its numbers, the bike seems to be an early Meriden 3HW from '42; and my assumption is that it went almost straight to Italy. There is the odd spot of green so, again, I am assuming army and not the other services. For those HMVF members still reading, it gets worse/more interesting depending upon your perspective. The bars and levers are vintage Tommaselli, the electrics and headlamp are ancient and of 'continental' origins, and and the tank (with its enthusiastically hand-painted 'Triumph', in yellow) is made for the bike: but most other parts forward of the saddle seem to be 3HW (fe.g., clock, forks, brakes, frame). The saddle was re-covered a very long time ago - judging by the dust and grime - with an Italian Army blanket, over the original canvas. The rear end is a very substantial piece of Italian engineering. Unlike Gileras of the period, the springs run under the engine (and not parallel with the road at saddle height). I cannot identify the mudguards or toolbox but there is a hint of Gilera about them and they are substantial. The rear lamp is vintage Aprilla and looks '60s. The engine pulls very freely and I wonder what may have been done to it. The Amal has been replaced, unsurprisingly, by a Dellorto of the period. The exhaust downpipe is also substantial but I have no idea what the silencer would have looked like (not WD, I suspect and certainly not the modern expedient shown!). My plan is to extend the pipe and end with a carp tail (in keeping with some other Italian bikes of the late 1940s). Through the Sheldon's Emu site (worth a look) I know of two Italian companies in the immediate post-war years that majored on civilianising and elasticating the more common WD Matchless. The Triumph has many similarities with ARMA and STRAM machines but no markings to prove which (if either). So far, I have located much about 3HWs but nothing about the elastico conversion (if there is already a huge thread here, and I missed it, please let me know!) The bike is undergoing a functional rebuild (mag, dynamo, electrics, brakes, oil pump, gearbox, primary drive, etc) but I consider its appearance a totem of social history! If anyone would like to share a view, I would be delighted, genuinely, to hear it! A