Vintage & Classic The Journal of the Vintage Aircraft Club

V A C www.vintageaircraftclub.org.uk | Issue 65 | Spring 2019 The VAC Committee VAC Honorary President - D F Ogilvy OBE FRAeS VAC Committee Chair Anne Hughes 01280 847014 email [email protected] Vice Chair and Secretary Steve Slater 01494 786382 email [email protected] Treasurer Peter Wright 07966 451763 email [email protected] Membership Secretary Stephanie Giles 01789 470061 email [email protected] Events Anne Hughes as above Magazine Editor Tim Badham email [email protected] Safety Officer Trevor Jarvis email [email protected] Trophy Steward Rob Stobo 01993 891226 email [email protected] Webmaster Mark Fotherby In this issue David Bremner tells us more about the email [email protected] incredible . Meanwhile, we caught him hitching a lift, while trying not to drop a bombshell! Merchandise Cathy Silk email [email protected] New member ● Paul Gower from Billericay General Data Protection Regulation In accordance with the new EU directive concerning Contents Data Protection, the VAC committee has put together Notes from the Chair 4 the VAC policy and set up a sub-committee to ensure all updates are made at regular intervals. VAC Events 4 Rare breeds ‘rescuer’ 6 Aim of the VAC Welcome to Breighton Aerodrome: Yorkshire’s only home of vintage and classic aeroplanes 12 The aim of the Vintage Aircraft Club is to provide a Pure nostalgia! 14 focal body for owners, pilots and enthusiasts of vintage and classic aircraft by arranging fly-ins and Bristol Scout 1264 (Part 2) 18 other events for the benefit of its members. The Book Review: Bristol Scout 1265 – rebuilding Vintage Aircraft Club is a member club of the Light grandad’s aircraft 21 Aircraft Association and supports the General Around the World at 80! 21 Aviation Awareness Council, GASCo and the 50 years on – a Bulldog celebration 22 Transport Trust. Book Review: Bulldog – Trainer for the World 23 Disclaimer New bank account details 23 “Vintage and Classic” is the quarterly journal of the Dates for the Diary 2019 24 Vintage Aircraft Club and as such is a privately produced magazine. The views contained within its pages do not necessarily reflect those of the Editor or the Vintage Aircraft Club. The magazine is free to members, but £5.00 when purchased separately.

Cover photo: VAC Award-winner Mark Miller displays Dragon Rapide G-AGJG which he and his father restored. Tim Badham

P AGE 2 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 From the Editor

estoring and maintaining Jane Jarvis vintage aircraft in Rairworthy condition is an expensive and very demanding exercise. Some projects, however, are more demanding than others and become labours of love. Prime examples appear in this issue. The cover picture depicts the immaculate Dragon Rapide which was the subject of a thorough restoration, which took Mark and David Miller decades at Duxford. The Bristol Scout rebuilt by David Bremner and his colleagues took some fourteen years from concept to completion. The Train-powered Chilton G-AFSV restored by Roy Nerou will soon fly after decades of research and work. These projects haven’t been conducted by professional full-time restorers but by highly Editor Tim Badham (left) with Arthur Williams skilled and dedicated owners. I was amazed when told that I had memories of those Finmere days. I recently interviewed Roy and been awarded the Tony Harold was astounded to discover that I am eager for ‘Vintage & Classic’ Memorial Picture for my work in over the last fifty years he has to thrive and so encourage pilots developing a new style and owned and worked upon no less and restorers to please get in direction for this magazine. Thank than thirteen vintage and classic touch with stories about their you all for that kind gesture. Having aeroplanes. I was delighted that aeroplanes and experiences, so known Tony it is wonderful to be he agreed to share his story they can be included in future custodian of his painting of Tiger which appears in this issue, as it issues. I Moth G-ANFM which he often flew. gives an insight into what true Tim Badham It brings back many happy dedication can achieve. [email protected] Annual Awards 2019 Tim Badham full report on the Club’s The awards dinner in full swing John Blake Rosebowl – Tom annual dinner and awards Kinnaird A event, held in April at John Edwards Trophy – Pete Shuttleworth House, will appear White in the next issue. To whet the Liz Inwood Trophy – Paul appetite, here are details of the Shenton awards which were presented by Pietenpol Prop – Francis the guest speaker TV-presenter Donaldson Arthur Williams. Tony Harold Memorial Picture Allen Clewley Trophy – David – Tim Badham Phillips Wright VAC Group Trophy – The Sywell Denis Fry Cup – Trevor Jarvis George Davidson Cup – Mark Messenger Trust Desmond Penrose Silver Miller VAC Photography Shield – Jane Salver – Steve Slater Graham Trophy – Alfie Jarvis Ernie Lingard Trophy – Peter Badminton

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 3 Notes from the Chair hat would we do calendar which many of you have Aero-Expo. These give us a great without you?! Our on your walls. Thank you to all opportunity to make new friends Wannual Dinner and who helped with providing photos and contacts who have an interest Awards Evening certainly focuses and I am pleased to report we are in vintage aircraft, and I would the mind as we have difficult sold out! Our main celebratory encourage you to come along and choices to make, in advance of the event will be at Breighton at the volunteer to spend an hour or so evening, voting on who should end of June and we look forward on the stand. I promise you it is receive awards. Apart from the to seeing you in Yorkshire! fun! There are some amazing dedicated hard work of I have attempted to produce a stories out there that passers- by committee members, there are so diary of events where there is are happy to share. many members who contribute to something for everyone as the We are compiling a list of aircraft the Vintage Aircraft Club and social opportunities for members owned by club members and the support our events. The to meet up are really important diversity of your aircraft, both cherished vintage aircraft you for us all. Almost all our fly-ins are flying and under restoration, is bring to our fly-ins deserve their supported by ground events so nothing short of stunning. When own round of applause! that a chance to get together is we have completed the list, we There are others too who provide not totally weather-dependent. If will make it available for your articles and photos for the you could host a VAC event at information and interest. magazine; archive materials and your airfield, please let us know. Thank you for being part of the memories of the old Finmere It is important for the club to have club! I look forward to seeing you days. Some of you bring poetry to a high profile within the light at our events and hearing from our Poetry Evening and some a aviation community and to that you through the e-Newsletter cheery handshake and end you will see articles about the from time to time. Please share encouraging words. To me this club on a regular basis in the your thoughts and ideas with us epitomises the very special and aviation press. We also have an and help us make the VAC work unique club to which we are all open invitation to speak on for you. privileged to belong. Wycombe Sound! This year we Happy landings! With a view to highlighting our will have an information stand at Anne Hughes 55th Birthday we produced a VAC the Safety Day at Duxford and at VAC Events Aviation Poetry Anne Hughes Evening “Whizzing through the azure blue In an aeroplane, say you, Must of sports the nicest be; So it is, but then, you see, The only part that can give you pain Is the return to earth again.”

Not all our poetry is serious! This WW1 poem by ‘Theta’ is just one from a variety of poetry and prose we enjoyed at White Waltham in January. We were privileged to have Steve Milne, producer of the film ‘Spitfire’ as one of our readers and Steve finished the evening with a moving reading of John Gillespie Magee’s well-known poem ‘High introduced us to some nail-biting Philip Whiteman read a selection of Flight’ which is the subject of his prose from Lord Kilbracken’s prose and poems for us, some from next film. Andrew Smith ‘Bring back my Stringbag’ and the VAC archive. We were fortunate

P AGE 4 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Anne Hughes Anne Hughes Anne Hughes Enjoying lunch at Sywell

Intriguing exhibits at Henlow Stuart MacConnacher Some members arrived in classic style

Colin Hales (right) joins Jim and Dot Aerial Adventures across the World From the mountain ranges of South Island, New Zealand, to the sight of light aircraft racing in China and then to the story of KR2 negotiating flights across Russia, the packed room at LAA HQ was almost dizzy with the adventures of our aviators across the globe. Thanks to Alina Sweitochowska in having an enthusiastic audience fascinating talk on Canada. and Pete Kerr for sharing amazing who were only too pleased to be The whole day proved to be an photos of the panorama of New involved in the evening by taking a excellent social occasion for the Zealand. Steve Slater, who was a turn with the microphone. All VAC and a good start to the season. commentator on the Air Race in thanks to Steve Slater, who China showed us photos taken by presented the evening for us, and The Signals Museum, Jane Jarvis including those of the WLAC who hosted the evening. ‘Kermit’ flown by Trevor Jarvis. As this is now an annual event,we Henlow Trevor received an award in the look forward to sitting by the Tucked away on Henlow Airfield is Silver race. Last, but not least, Colin fireside on a winter evening at a treasure trove of artefacts, radios Hales shared the story of his, as yet White Waltham and doing it all and transmitters available for unfinished, flight around the world again next year! public viewing on the first Saturday in a home-built aircraft with his of each month. Maintained by a small army of fluffy friends for VAC Spring Lunch at dedicated team of volunteers, the company! museum proved a fascinating At the end of a superb series of Sywell venue for a small group of VAC presentations we were pleased to Unusually for this annual event it members who were all astounded introduce club members Jim and was a good day for flying! So much by the fact that much of the archaic Dot Jones who (as you’ll read later so that we had a selection of aircraft looking equipment only dated from in this issue) are planning to fly to view on the airfield as members the 1960’s! round the world this year to flew in to lunch. Among them the We were fortunate to meet up with celebrate their 80th birthdays! lovely Dragonfly, Miles Falcon, Mew Rod Webb who took us behind the Thank you to all who joined us for Gull and a Beagle Pup! Richard scenes for a hangar tour, where we the event and special thanks to the Chancellor brought his recently quickly discovered an array of Tiger presenters. As members were updated archive for us to enjoy and Moths and Turbulents, two of which leaving, they asked when the next many of the group were able to were waiting for restoration. Now ‘Aviation Adventures’ afternoon attend Sywell Aviation Museum’s that sounds like a good VAC project! would take place…! I

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 5 Rare breeds ‘rescuer’ Roy Nerou has owned more than a dozen fascinating types of vintage and classic aeroplane. We met with Roy to find out how that came about. The ultralight dream Via Rpoy Nerou ver since people first witnessed the pioneer Eaeroplanes many dreamt of flying their own light aircraft. During the First World War the pace of aeroplane development inevitably increased. In its aftermath various military surplus machines became available – some were converted for joy- riding or other commercial uses, but these weren’t really suited to private flying. In the 1920s, to encourage development of practical and G-AAXK was airworthy at Dumfries prior to storage! affordable light aeroplanes, a series of ‘trials’ for prize money gliders and two-seater lightplanes. powerful engine. This became was conducted at Lympne. The Very few entrants proved hugely successful as a practical organisers laid down strict and sufficiently viable to reach private two-seater. contentious criteria. These production. However, not bound The search continued though for competitions did though help by the constraints of those trials, truly affordable ultralights with stimulate designs for low developed the DH.60 reliable low power units. This powered single-seater motor Moth with its reliable more resulted in some interesting

G-AAHW being run up at Sandown after sale to a German collector Tim Badham

P AGE 6 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Roy Nerou and secreted in his garage. The German designed Klemm L-25 was one of the first truly practical private two-seaters. With docile qualities and a good performance, it proved popular for touring and training. This monoplane was of wooden construction with a ply covered fuselage and having a wingspan of 42’ 8”, made an imposing sight. From 1928 about 750 were constructed, including licence- built examples. Few survived the war and most of those were no ’AXK fuselage arrives at Coventry in 1968 longer airworthy. Roy struck a deal to buy G-AAHW from Mr

Tim Badham Grant for the princely sum of £350. This gem, powered by a 40hp Salmson radial, had been built in 1929 then imported into the UK in 1935. Roy moved this acquisition by road to his Coventry home, where it was initially stored. He later obtained the fuselage of a second Klemm G-AAXK. After inspecting their condition Roy considered mating the fuselage of ’AXK with the wings from ’AHW. This didn’t however come to fruition as an earlier operator of ‘AXK claimed he had never relinquished its ownership! G-AAHW prior to assembly for flight test at Halfpenny Green This was amicably resolved and ’AXK left for pastures new but, when last heard of, was apparently home-build initiatives. Eventually the Armstrong Whitworth languishing in a Kent garage. a variety of commercially Aero Club. Being a qualified When Roy eventually began the produced designs did appear on toolmaker, he already had a deep complete rebuild of G-AAHW he the scene prior to and again understanding of mechanical discovered glue failure issues. shortly after the Second World engineering and an especially The restoration eventually took War. Thanks to the dogged keen interest in engines. He also three years. It was finally determination of a few enthusiasts had experience of woodworking, assembled and tested at and restorers some of the rarer so with this set of skills, was eager Halfpenny Green. types from that period survive and to find a restoration project. Once remain active to this day. completed this would provide him Roy’s freshly restored Klemm, with an interesting flying machine. resplendent in a light blue scheme, was a star of the 1972 Survivors’ champion PFA Rally at Sywell. Roy, however, One such champion of this A cache of Klemms had an ‘interesting’ return flight ‘cause’ is Roy Nerou who has Roy particularly wanted a radial when it suffered progressive always been fascinated by low powered aircraft as slow revving engine failure. On arrival it just powered vintage and classic big old engines would be limped over the boundary hedge aircraft. Over the last fifty-two relatively easy to maintain. His at Halfpenny Green; the problem years he has owned and worked search led him in 1967 to resulted from carb icing. In 1977 upon an amazing variety of them. Dumfries where Robert Grant Roy sold this Klemm to a new In 1963 Roy learnt to fly on stored a cache of dismantled owner. It is now part of an with the Coventry Aero Club at Klemm L-25 aeroplanes. These important German private Baginton, where he later joined had been withdrawn from use collection and still airworthy.

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 7 Pipistrelle Alf Jenks In June 1973 Roy took on board an even rarer type when he purchased another Salmson- powered aeroplane. This time a Brochet MB.50 Pipistrelle. Only half a dozen of this all wood single seater design were constructed. Its designer Maurice Brochet built the prototype in 1947, but all others were completed as home-builds. Roy obtained his example from John Ramshaw who had imported it from France. It had Comper Swift G-ABUS in Ken Woolley’s hangar at Berkswell been constructed in 1953 by one Antoine Bouriquat. After Comper Swift G-ABUS. This Roy has always derived as much, arrival in the UK it was placed on diminutive 1932-built aeroplane, if not more, pleasure from the British register as G-BDAV. with a 24’ span was one of 41 working on his aeroplanes and Roy repainted it in bright red constructed at Hooton Park. ’BUS engines as he has from aviating. and yellow colours, also fitting a performed well in post war air He especially enjoyed tinkering coarser propeller. He based it races and sported several different with the Swift, although he never at the gliding field near Bidford colour schemes over the years. By actually flew it. He found the view on Avon. He discovered that the time Roy obtained it from from the cockpit too restricted for unfortunately this radial powered Keith Sedgwick this Comper was his liking – visibility straight ahead Pipistrelle had a propensity to red overall and had a Pobjoy being non-existant! ground loop, so Roy decided to Niagra engine installed. part with it. In November 1975 On inspection he found that the Chilton in sight he delivered it by air to its new very complex exhaust fitted to this Roy, however, had already set his owner at Dunkeswell. It is now Pobjoy simply comprised “two coats eyes on another rare type to believed to be undergoing of rust back to back, painted silver”! acquire. When he had been an restoration. Never daunted, he constructed a aero-modeller in 1955 he had seen complete replacement system. pictures of the neat little Chilton Swift change Some of this work was done at DW.1 design. Ever since then he A year later Roy invested in an Berkswell in a hangar owned by his had hankered after a full sized one! iconic British classic the friend, the blacksmith, Ken One day he was approached by configuration of which was Woolley. While here, the Swift Roger Bailey who owned Chilton similar to that Brochet. His latest shared space with Wicko GM.1 G-AFSV. Roger asked if Roy would acquisition was well known G-AFJB which Ken kept in storage.

Pipistrelle G-BDAV at a Sywell PFA Rally Ted Kench

P AGE 8 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Via Roy Nerou now believed to reside in Berkshire awaiting resurrection. Kitten interlude In April 1981 Roy obtained yet another very rare lightweight single seater, when Dart Kitten G-AEXT came his way as a rebuild project, along with three JAP engines. ’EXT had first flown in 1937. It was one of three produced by at Dunstable and took part in a few pre-war air races. Roy sold the Comper and Swift G-AFSV swap Kitten after just a year and

David Jones subsequently it was beautifully Watkinson Dingbat prior to its accident restored by Clive Stubbings. It was later owned by VAC member Alan Hartfield and attended many Club events. It is still active, now with Robert Fleming up at Breighton. Beauty is in the eye of the beholder In August 1981 Roy purchased Aeronca 100 G-AEVS. This was built in 1937 in Peterborough by the Aeronautical Corporation of Great Britain. The JAP-powered 100 was a licence-built, but improved, Aeronca C-3. When Roy obtained this project, it had already been partly restored and be willing to sell him the Comper. Watkinson ‘Ding-Bat’ G-AFJA had re-covered. Some say it resembles Roy declined, but made a counter just suffered an accident. The a flying bathtub! Thankfully offer. “If you’d be prepared to tiny Ding-Bat was 16’ long with a beauty is in the eye of the swap your Chilton for my Swift – span of 28’. It was built in 1938 beholder and this rare machine then we have a deal!” In July 1978 and was at that stage powered by still survives. After owning it for a straight swap was done. Roy’s a modified Ford car engine. It four years Roy parted with it. Like old Swift departed with Roger. first flew at Heston having been the Kitten, it also now owned by Although ’BUS has not now flown designed by Eric Watkinson and Robert Fleming and now part of for many years, thankfully it is still Cyril Taylor. safely stored and should one day the Real Aeroplane ‘fleet’ at Roy decided to rescue this quirky Breighton. grace the skies again. little single seater. Its components Roy’s receipt of the Chilton was a were roaded to Ken Woolley’s off- dream come true! This began an airfield premises at Berkswell in One is not enough involvement with Chiltons that January 1976 for storage. Roy Throughout this period Roy has been far reaching. We shall obtained a set of drawings but retained his Chilton DW.1A look further at Roy’s influence on never got around to restoring it. G-AFSV. With his passion for the the increased appreciation of the So, he passed G-AFJA on to Ken type he explored any sources of type in a future article. Woolley as a gift of thanks for the information. Amazingly, back in help given to Roy with his 1974, when he was thinking of A rather different Bat projects. Sadly, Ken passed away a building a Chilton from ‘scratch’, In the meantime, let’s continue to few years ago but the Ding-Bat he had managed to contact Reggie look at Roy’s other ventures. In survives, registered to Arthur Ward, one of its co-designers. 1975 he became aware that the Christian who had owned it once Partial plans were found of which unique and strangely titled before, back in the 1970s. It is Roy obtained prints. How Roy

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 9 Tim Badham Tim Badham

Aeronca G-AEVS in its underclothes at Berkeswell

managed to recreate missing drawings and the way in which that has benefited home-builders of the type we shall follow up in the future. Kitten G-AEXT now a Breighton resident Incredibly, in June 1984 Roy discovered parts of another Tim Badham famous Chilton – the prototype DW.1 G-AESZ. This had first flown in 1937 but sadly suffered a crash in 1953. Roy funded its reconstruction, using ’FSV as a template for some of the measurements. Work on ’ESZ was initially conducted by Vic Long but then it passed for completion to Ben Cooper of Newbury Aeroplane Co. After its first post- restoration flight in 2001 Roy based G-AESZ at Rendcomb. On one occasion Roy flew it to a Roy taking ’ESZ into the air gathering at Tisted. On the return Mike Shreeve flight he realised he had left his Drone G-AEDB at its then Hucknall base map behind his seat in the cramped cockpit. So, using traditional navigation techniques he simply followed the M4! G-AESZ now resides at Old Warden although it is still owned by Roy. Drone flying is not a new phenomenon A further rarity in Roy’s ever changing ‘fleet’ was BAC Drone G-AEDB which he owned jointly with Peter Kirk, from April 1999 until July 2012. This was kept at can look forward to it reappearing 1985. This he hangered at Rock the now closed Hucknall airfield. in the air in due course. Farm on the edge of Coventry The Drone motor-glider powered airport. He had wanted a Cub so by a 30hp engine was put into he could go flying with his son production at Hanworth in the Just fun to fly Edmond. Roy converted this Cub mid-1930s. Roy conducted some As well as all this exotica, three to L-4 status with extra glazing. He minor work on the engine and further aircraft have been owned toured a fair bit in it and even fitted it with a new fuel tank, but by Roy which enabled him to ventured to Shaffen Diest fly-in. he never flew this aeroplane. It enjoy much leisure flying. He After encountering a problem Roy has since moved to Martin imported Belgian J-3 Cub OO-GEJ eventually re-engined this Cub Honeychurch’s ownership and we and registered it G-AHIP in July

P AGE 10 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Tim Badham Mike Shreeve

Roy (left) with test pilot Rob Millinship and Chilton G-AESZ at Old Warden which he kept until 1992. Then for eighteen months Roy owned Cessna 120 G-BHLW, which he kept at Wellesbourne. Roy with his ongoing project Chilton G-AFSV

He made various minor Tim Badham improvements to the aircraft then disposed of it in July 1993. Finally, Roy took a 50% share in J3 Cub G-NCUB which he used for two years until 2010. The work continues Quite a catalogue of types to have owned and every one of them survives, thanks in no small part to Roy’s enthusiasm for vintage and classic rarities. As Roy has such an interest in aero engines he has owned and Engine installed and soon to fly again worked upon a wider variety than just those installed in his accidentally learn something readying its engine is finished. To aeroplanes, including several about steam traction! In 1955 ’FSV whet everyone’s appetite, Roy Mikron 3s, JAPs, Scott Squirrels, was re-engined with a 55hp arranged for G-AFSV to be Cherubs and Trains …but that’s Mikron II then later fitted with a transported by lorry to last year’s another story. cockpit canopy. Roy has now LAA Rally at Sywell. It proved to Roy’s protracted rebuild of restored the airframe to its be a major attraction. This is Chilton DW.1A G-AFSV is now original configuration and hardly surprising as lots of folk coming to fruition. ’FSV won the reinstalled Train power. like to see a train engine … but Folkestone Trophy Air Race at Roy is looking at selling Chilton who else has one in their Lympne in August 1939. The G-AESZ but will retain his other aeroplane? I aircraft was fitted with a 44hp example G-AFSV. This should be Train 4T power plant produced in the air as soon as work by Établissements E. Train. You are unlikely to discover much about this rare power plant if you punch the term ‘Train engine’ into Google, but you might

G-AEVS survives in healthy condition at Breighton Tim Badham

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 11 Welcome to Breighton Aerodrome: Yorkshire’s only home of vintage and classic aeroplanes

Andy Wood By Charles Sunter, Jungmann D-ETOY has recently joined the Breighton ‘fleet’ Real Aeroplane Club Chairman

ere at Breighton we are delighted that the Vintage HAircraft Club has chosen to celebrate its 55th birthday at our beloved airfield. You will know from VAC communications what is planned for the weekend of your visit and so allow me to wax lyrical about maintain our name and collection of aircraft and the Real our beloved airfield, in the hope reputation for being Yorkshire’s Aeroplane Club. that you will be encouraged up only home of vintage and classic north, where it isn’t so grim. After Located 5.8 nautical miles north aeroplanes. all, with 485 members of which of Goole and 5.8 nautical miles 360 are non-resident aircraft or With 81 vintage, classic and LAA east of Selby, our East/ West 850- enthusiasts, we must be doing types we are once again almost metre grass runway rests on the something right. full despite the new hangar space. southern edge of a former WWII However, we do have a little bomber base where once In the midst of so many airfields capacity for a few more aircraft Wellington, Manchester, Halifax under threat of being converted and any interested owners should and Lancaster bombers roared. into housing estates, having contact Ian Ross. During the Cold War RAF recently completed the Breighton was once again at the construction of a further 6 Many VAC members will have forefront of the UK’s armoury hangars, Breighton is visited Breighton before and those with the Bloodhound missile. undoubtedly looking to the future that haven’t will I am sure have Much of the former RAF base is of vintage aviation. Our expansion heard of us. Breighton is home to still visible from the air, although ensures we do more than simply the Real Aeroplane Company, The Real Aeroplane Company with overhead joins not being Via Charles Sunter

Breighton’s Hawk Trainer wears colours it sported as a Magister in WWII

P AGE 12 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Via Charles Sunter The Jeep ‘follow-me’ truck • Ryan ST3KR G-RLWG (1942) • Luton LA4A Minor G-ATCN (1965) • Comper C.L.A.7 Swift Replica G-LCGL (1993) • Yakovlev YAK 18A G-CEIB (1958) • Dart Kitten II G-AEXT (1937) • Bucker Jungmann G-TAFF (1934) • Bucker Jungmann G-CUIE (1954) • Max Holste Broussard G-CIGH (1960) • Avions Fairey Junior G-AMVP (c.1957) Each and every one of these aircraft are flown on a regular basis, making good use of the de- limited airspace we maintain to the north of the runway. This de- limited airspace is also where our Display Authorised pilots work up permitted picking the detail out and the Real Aeroplane Company to and practice their air displays. whilst flying the circuit to the (RACo) collection of aircraft We pride ourselves on taking care south is best left to the PAX. Or started to grow alongside those 81 of visitors and look forward to you could visit the Club website owned by private members. welcoming you. If you wish to stay where you will find original The RACo collection boasts some overnight camping is fine, or if images and a fuller history of the rarest aircraft in the UK: you prefer, we can arrange local (realaero.com). • Aeronca 100 G-AEVS (1936/ 7) accommodation and transport. The Real Aeroplane Club came • Arrow Active 2 G-ABIVE (1932) For your aircraft we have fuel, oil into being when Tony ‘Taff ’ Smith • Miles M14A Hawk Trainer 3 and plenty of parking. bought the airfield in 1989. From G-AKAT (1940) My fellow Breightonites and I look that point forward the airfield set • Fokker DR1 Triplane Replica forward to welcoming you to our its stall out as the home for vintage G-BVGZ (1994) beloved airfield. I aviation in the north of England, Book Review THE JAVELIN only all-weather fighter until the Amberley Publishing Lightning. All ISBN 978-1-4456-8113-9 (print) subsequent versions are ISBN 978-1-4456-8114-6 (e- described with technical book) specification, serial blocks, operating units, and squadrons. Paperback. Price £15.99 The aircraft saw active service in www.amberley-books.com Germany, the Far East, Cyprus he post war years saw the and most notably in the Zambia / design and advancement of Rhodesian Crisis and its role in aircraft with a growth in T these areas is covered. technology at an unprecedented The book is well illustrated in both level. There were a number of black and white and colour the new designs of which the Javelin reproductions of which are first was one. rate. For its compact size the book This book charts the development provides a wealth of information of what was the first production on this iconic aircraft. delta wing aircraft to see service Paul B Loveday with the RAF, as well as being the

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 13 Alf Jenks collection/ Ron Bass A trio of Tigers, with Messenger, Hawk Trainers and Proctors readied to race

Brake Company of Leamington Spa, sponsored a trophy for a new Pure nostalgia type of contest. This would be an international aerobatics By Peter Turner competition to be held during the same meeting at Baginton. In Britain, immediately post-war, itself over the next decade with It generated considerable interest there was no longer any role for a challenges held around the and entrants came from far and 1930s-style Air Circus to encourage country for a variety of trophies. wide – one competitor bringing air mindedness. Most folk had yet By the mid-1950s a programme his Steiglitz all the way to experience a journey in an of these events, known as the from Argentina! airliner, but extensive use of air National Air Races, was A young Peter Turner soon heard power during WWII meant that established and organised by the about this upcoming event and, many former service personnel Royal Aero Club. This involved being an avid enthusiast, was had already travelled by air and elimination rounds at different determined to get there. That visit everyone else had at least airfields throughout the racing to Baginton in 1955 sparked in him witnessed high performance season. These were to identify a level of interest in classic aircraft aircraft. However, it would now finalists to compete in the last that has never since dwindled. take some ingenuity to regenerate gathering of the season, Peter is a VAC member and now public interest in light aviation. culminating in the King’s Cup Air owns a significant collection of Before WWII air racing had been a Race. In 1955 this finale was held dismantled Miles aeroplanes popular spectacle and this was at Baginton Aerodrome – known which includes multiple examples now being rekindled. The first today as Coventry Airport. of Gemini and Messenger. post-war race was held at Lympne Recognising the publicity potential Peter now shares with us his in 1946. The British air racing offered by this high-profile impressions as a spectator at that scene gradually re-established gathering, the Lockheed Hydraulic evocative 1955 gathering:

Mew Gull G-AEXF being fuelled prior to the 1955 Kings Cup Alf Jenks collection/ Ron Bass

P AGE 14 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Alf Jenks collection/ Ron Bass Jungmeister EC-ALP was flown by Jose Aresti propeller was damaged when it hit the number markers on the ground earlier in the day. The replacement propeller had been borrowed from G-AHNA, a Proctor I owned by A.S.K. Paine. The general layout of the aerodrome for this meeting saw some demonstration aircraft and one of the Lockheed Aerobatic Competition aeroplanes parked on the flight-line in front of the general enclosure. These included: Dragon Rapides G-AMJK, G-ALGE, G-AGDP for pleasure flights, Coventry rom the late 1940s through Tim Badham Aeroplane Club’s Autocrat to the early 1960s British- G-AGYH and Tiger Moth G-ALUC, built light aircraft were the Avro Shackleton WG 557 from St. F Eval and Westland Dragonfly S51 most prominent of types on the UK register. Looking through the WG723 from RN Gosport. hallowed pages of ‘Ian Allan Civil Argentinian Focke Wulf Stieglitz Aircraft Markings 1955’, probably LV-YZM was on view, but the rest 98% of the light aircraft listed of the Lockheed Trophy aerobatic were manufactured by Avro, contenders were safely tucked up Airspeed, Auster, de Havilland, in the hangars until their Miles or Percival. Foreign-built competition started. aircraft were very much in the On the southern boundary of the minority as opposed to today. aerodrome about 90 visiting There were though a few Tipsy aircraft were parked in neat rows Trainers, Aeroncas, a Globe Swift, at right angles to the boundary. a Hirtenberg, and the Zaunkoenig This miscellany included 24 on the register. The Kings Cup Trophy as it is today – Austers, 15 Messengers, 10 Tiger Having spent most of my early seen at the 2018 Shuttleworth Race Day Moths, 8 Gemini, 7 Proctors, 3 years plane spotting at Elmdon Taylorcraft, 4 Dragon Rapides, Airport (as Birmingham’s airport its JAP engine. All of them had to 3 Hornet Moths, 2 Argus, 2 was known) and going annually to be on the ground by 2.15 pm. Chipmunks a pair of RAF Devons the RAF air show at Castle What a start! and single examples of various Bromwich, a chance to go to I subsequently learnt from Mr. types including an Aeronca, Cub, King’s Cup Air Race at Baginton Batho, the Aerodrome Manager, Consul, 2 Monarchs and even aerodrome was not to be missed. that “aircraft just turn up and, Wicko G-AFJB! On Saturday August 20th, three of provided they arrive within the A lot of these visiting aircraft came us left Solihull in our friend’s times allowed for visiting aircraft, from aero clubs around England. Austin 7. None of us had ever there is not a problem”! No In those days many were painted been to that aerodrome and what applying for a slot time and no in their clubs’ colours, for a surprise was in store. On our PPR. Possibly few light aircraft example: Brooklands Aviation way around the A45 Coventry had radio in those days, but all aircraft sported red top and black bypass, when reaching probably safely arrived at the aerodrome. lower fuselage with silver two to three miles north of the After queuing in traffic for a long registrations and wings, Bristol & airfield, we saw a whole line of time in adjacent Rowley Road we Wessex’s machines had a blue top visiting aircraft flying towards finally got into the aerodrome, with pale blue lower fuselage and Baginton. The sky was full of light along with 20,000 other people. As silver registration plus silver ’planes: Austers, Messengers and we parked up, Mew Gull G-AEXF wings, while Lightplanes Geminis plus the Aeronca 100 touched down, apparently on a Lancashire’s aeroplanes had a G-AEWV, its registration just test flight with a replacement dark blue fuselage with silver trim visible as it crossed very slowly propeller, fitted on site by de plus a red rose motif and silver above us, with the lovely sound of Havilland engineers, after its own wings, whereas Wolverhampton

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 15 Alf Jenks collection/ Ron Bass Aviation’s aircraft scheme was Lockheed Trophy entrant Argentine Fw44 Steiglitz LV-YZM light green and dark blue trim. All the air racing aircraft were parked on the western end of the airfield. Their morning programme, which started at 10.00 am, comprised the finals of the various individual air races included in the event. The Norton Griffiths Challenge Trophy was for Tiger Moths only, the Kemsley Trophy included a Messenger, Comper Swift, Hawk Trainer 3,

Chipmunk and a Hawk Major, the Alf Jenks collection occasion on which this trophy had SBAC Challenge Cup included a been contested. It was a very Falcon Six, Hawk Speed 6, Mew exciting affair seeing Tiger Moths, Gull, and the Sparrowjet. The Austers, and a Comper Swift being Sparrowjet was withdrawn as chased around the circuit by the Fred Dunkerley her owner faster Proctors, Gemini 3, Falcon, experienced a family bereavement. Hawk Speed 6 and the Mew Gull The Goodyear Trophy was for Miles as a result of the handicapping Geminis only, The Air League Cup system. The listing shows the start for Percival Proctors only and finally and final places for this race. The the Grosvenor Cup which included Mew Gull piloted by Peter Clifford a Tipsy Trainer, Taylocraft +D won, averaging 213.5 mph in spite and an Aiglet Trainer. After all of having that borrowed propeller these races had been completed, fitted. The only aircraft not to those competitors with the most finish the race was the Comper points were entered into the Swift, which was retired due to an King’s Cup Race. oil leak and just made it back to The luncheon interval lasted the aerodrome. Lovely graphics on the 1955 Air from 1.00pm until 2.30pm during New for this year was the first ever Pageant programme which dozens of the visiting Lockheed International Aerobatics aircraft arrived. However, later were lengthening, the visiting Competition. There were seventeen one pilot aircraft were waiting to leave. entrants including aircraft from Suddenly a deluge of aircraft radioed in with a problem during Argentina, France, Germany, The started up and taxied to the grass the afternoon displays and so was Netherlands, and of course runway in use. For the next thirty- allowed to land then. However, Great Britain. The winner was Leon five minutes there was a continual the commentator was dubious as Biancotto in his Stampe, second flow of aircraft taking off towards to the reasons stated, so was that was Alain Hisler in his Sipa Minijet the east. Once they arrived over pilot just late arriving? and Francois d’Huc-Dressler came the scatter-point they turned on As well as racing and aerobatic third in another Stampe. The track for their home airfields. events the day included a flying British were hindered by their Two aircraft departures stand out display involving military aircraft, aircraft (including Tiger Moths plus for different reasons. Airspeed which included: 6 Sea Hawks of a Hawk Trainer) not having Consul G-AJXG of BKS ploughed 800 Squadron from Brawdy, a inverted fuel systems, which down the runway, the pilot Westland Sikorsky Dragonfly of therefore could not perform seemingly almost oblivious to other 705 Squadron Gosport, four many of the aerobatic manoeuvres aircraft, with the sound of its two Canberras from 35 Squadron their foreign rivals achieved. Cheetah engines roaring away Marham, an Avro Shackleton of Although the day’s flying which was awe inspiring. Just 228 Squadron St.Eval, a USAF programme ended at 6.30 pm it after this, the pilot of cream and Boeing B-29, 4 Fairey Gannets of was followed by a parade which red Miles Messenger G-AJOE 820 Squadron, Eglington and four involved the winning pilots of the decided to take a short cut back to Hawker Hunters of 54 Squadron King’s Cup Air Race and Wolverhampton and took off across from Odiham. Lockheed Aerobatic Trophy the airfield – straight towards the Then came time for the King’s competition. Talk about value for car park where we were standing. Cup Air Race. This was the 23rd money! However, as shadows We did not need binoculars to read

P AGE 16 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Courtesy “Aeroplane” “Aeroplane” classic image of the King’s Cup start Courtesy “Aeroplane” The race day crowd shown in the contemporary press the airfield towing a magnetometer during the afternoon. Most aircraft enthusiasts who attended have commented that looking back this was probably one of the best air racing days held at Baginton. (Air racing events were held at Baginton from 1950 onwards and between 1954 and 1966 this included the annual King’s Cup race. Ed.) I have included as much detail as possible, from my own records, Mike Hooks Monarch G-AFJU together with reports from Air Britain members but, as this event happened 63 years ago, there might be the odd error! Thanks to: ‘Aeroplane’ magazine for monochrome illustrations, Mike Hooks and Alf Jenks Collection / Ron Bass for colour photographs, plus James at Blueflame for compiling data.

the registration! The registrations of tower is sited. An odour crept over Postcript: others leaving were more difficult the airfield late in the afternoon Peter has compiled a tabulated to see – it took until 1956 to confirm when the wind changed direction listing recording each aircraft the identity of G-ALAH Messenger and smoke billowed from the present. Although we don’t have 4A, which was painted in gloss chimney. For those of us parked at room to share that here, a copy is black with red registration outlined the back of the car park it was not available via the Editor. Amazingly, in white. One of the last planes to too pleasant. Situated just over the he now owns two of the aircraft leave the event was the silver and airfield boundary in the south west which visited Baginton that day, red Tipsy Trainer G-AFRV of J.H. corner was the Alvis test facility. namely Messenger G-ALAH Reed based at Woolsington (now The droning sound of the Leonides (repatriated from Spain) and Newcastle International Airport), engines being tested non-stop Gemini G-AKDK (repatriated from which travelling at 75 mph or so could easily be heard when there Denmark) both now stored with would not get there before it got were no aircraft movements. I also the rest of his Miles collection. The totally dark. recall that on the far side of the Comper Swift which retired from Many points about the atmosphere airfield, dumped outside the that King’s Cup race was G-ABUS, that day remain in my mind. I Armstrong Whitworth factory, was which survives in storage. It was particularly recall the infamous the fuselage of A.W. Apollo VX220 flown in that 1955 event by David sewage works, situated near to and that, although not in the Ogilvy, now our Club President! I where the present-day control display, Anson G-AMDA flew over

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 17 Bristol Scout 1264 (Part 2) By David Bremner

When backlit the wing construction is very evident Tim Badham

Introduction performance and handling get the Permit to Fly through in characteristics of an aircraft. time, and it made the hair on the Bristol Scout 1264 is the only He flies all of the Shuttleworth backs of our necks stand on end airworthy Bristol Scout in the Collection’s machines, and if as we swung the prop and world. She is a faithful you haven’t heard him talk watched Dodge take off in front of reproduction of the one my about taming the DH88 Comet a 7,500 capacity crowd. They grandfather flew in 1916 with No. and operating the Sopwith nearly succeeded in getting a 2 Wing RNAS in the Eastern Camel, make sure you take three-ship formation of Bristol Mediterranean, and incorporates the opportunity! Scout, Bristol Fighter and Bristol the stick, rudder bar and magneto Monoplane assembled, but were which he brought back as For a first of type, the LAA will upstaged by the appearance of the souvenirs. In the last issue 1264 normally require 25 hours of Avro Vulcan. had taken her first leap into the flight testing to make sure air in July 2015 in the hands of everything is bedded down Gene DeMarco, the world’s most correctly. In our case this was DIY experienced WWI pilot. reduced to 2.5 hours including It was a magic moment, but there adding large quantities of lead to were even better things to come. Testing Times the nose and tail to check the Four days later, we assembled handling at extreme centres of 1264 on the grass at Bicester in Gene returned to New Zealand gravity, full throttle climbs for five perfect conditions – flat calm and leaving the remainder of the test minutes, and stalls and steep bright sunshine – so that we flying in the more than capable turns. It’s a tribute to Dodge’s could fly her ourselves. hands of Dodge Bailey, Chief Test efficiency, and the validity of I was asked to go first, and I spent a Pilot of the Shuttleworth ’s design that we Collection. Both are supreme long time going around every bit of were all done within that time her trying to find an excuse to call examples of piloting ability, but in frame, with no modifications totally different ways. Gene flies it off. I failed, and – as with the first needed. flight – the excitement was tinged instinctively and is regarded as In fact, as soon as we were done, having the best hands in the with a feeling of regret that the Dodge asked if he could fly 1264 building process was well and truly business. Dodge has spent most of in the last Shuttleworth show of his career as a test pilot and can over now, and we were embarking the season. The LAA and the CAA on a new phase in the project. accurately analyse the put themselves out a good deal to

P AGE 18 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Tim Badham your goggles on you won’t be able to keep your eyes open. The sound of the engine is almost drowned out by the wind rush. If you’ve flown other 80hp engines, this is an order of magnitude more exciting. But there is a risk of overheating, so you try to do this as promptly as possible, and then go back to half throttle and use the blip switch to reduce the revs while the chocks are removed. And then go flying The view forward is non-existent Entering the cockpit is one of the until you open the throttle, but as pilot’s greatest challenges! soon as you do the tail lifts and all is revealed. And in about 80 yards Tim Badham Starting the engine is a lengthy you are in the air at around 45kt, ritual; you sit on the axle and and you notice two things. First, lubricate all the rockers while the stick is pushing back at you your assistant turns the engine and you need to positively push over. At the same time you check forward to maintain that speed, each of the plug leads and plugs. and second, the tail is squirming Then you take a rag and wipe the all over the shop. But the rate of commutator ring clean, while climb more or less matches your assistant turns the engine similar modern aircraft at 700 – over again. At some point in this 800fpm and is very exhilarating, process, one of the cylinders will and if you hang in there, you’ll empty about half a pint of black soon have sufficient air under the castor oil onto your knee. wheels to get things under Next you fill an oil can with control. If you speed up to around petrol and stand on the port 60kt the stick more or less wheel to prime each cylinder balances in the middle. And once through the exhaust valve, your The was restored in the clinometer (like a slip ball, but assistant turning the engine over New Zealand with a bubble instead of a ball) is once more. in the middle, the forces are Then you open the inspection final check – chocks in place, generally pretty light. Turns hatch to turn on the oil supply second ground crew standing by require good co-ordination but and connect the HT lead. with fire extinguisher – and the forget about the precession effects Only then does the pilot clamber ground starter calls “Contact”, the of a rotary engine unless the turns into the cockpit and get strapped mag is switched on, and he gives a are vertically banked. It’s not as up. Once he’s settled in place, he mighty heave. The compression oily as the stories lead you to checks the magneto switch (there ratio is very low, so there is little expect. Most of the oil from the is only one) is switched off and resistance, and provided you pull engine goes downwards and on a opens the fuel cock before it through 180°, she will generally short flight you are unlikely to opening the fine control and fire first pull on the priming. notice it. throttle to get fuel through to the The pilot opens the throttle The speed range is 35 – 75kt. The carburettor. The ground crew halfway as soon as she fires and book says more like 80-85kt top checks that fuel is flowing out of lets her settle for a few moments. speed, but I can’t claim to have the drains and the pilot shuts the One of the ground crew than quite reached that. I normally throttle. He checks mags are off hangs over the tail while he runs cruise at 60kt with the top of the

Nigel Hitchman and swings the propeller a couple up to full power, adjusting the fine cowling right on the horizon. The of turns to mix the petrol and gets control to obtain maximum revs. view out is pretty good and stick the propeller at the correct Be prepared for one of the most and rudder forces are more or position at the start of a visceral of experiences. There’s no less zero. But don’t let go, as both compression ready for starting. A windscreen; if you haven’t put controls will tend to move to the

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 19 limit of travel if you do. Tim Badham If you reduce throttle below about half, the engine pops and bangs and sounds very uncomfortable. So, for a long descent you open the throttle and shut the fuel cock. After a second or two the engine goes quiet, and windmills over very slowly. It’s the most magical moment of flying as you can hear the wind in the wires and feel the wash from each propeller blade as it slowly turns over. At 50kt, the sink rate – unbelievably – matches my The diminutive Scout on the move at Old Warden modern aircraft at 700fpm. And this is with a completely dead Tim Badham engine producing maximum drag. Astonishing! The stall occurs at 35kt and is absolutely straightforward, the controls remaining effective all the way through and out the other side. This is one time it’s best to leave a trickle of power on as you wouldn’t want the propeller to stop. When you get down to a safe height, turn on the fuel cock and wait for the engine to fire up. Your heart only stops for a few seconds! The circuit is very straightforward, and I generally aim for 60kt on the approach The stick and rudder bar were both used by using half throttle which gives David’s grandfather around 800rpm and a gentle descent. Control of the rate of blip switch to get air over the capable of loops, spins, flat spins descent is achieved with the ‘blip’ rudder in order to straighten and even flick rolls. I can’t vouch switch on top of the stick, which things out, but this will result in a for any of these manoeuvres but temporarily cuts out the ignition. wing rock due to the torque, and believe it’s entirely possible. I Landing must be exactly into you will start to accelerate again. think it must have been the first wind, and on a softish surface to If you let it swing too far, the aircraft to have that combination allow the tailskid to grip. Control wheel will buckle, the of speed and handling, and it’s no is excellent throughout the final undercarriage will dig in and she wonder everyone who flew it at approach, and it’s not difficult to will probably tip over on her nose the time loved it so much. land dead stick and three point. – or even on her back if you are Although I do most of the flying, The undercarriage is surprisingly going too fast. And that’s when both Rick and Theo have done so. strong – I have given it several you will wish you had left your Theo has only 300 hours on good workouts – but the most finger on the blip switch so that microlights and it’s a tribute to dangerous part of the whole flight there is some chance of saving the the Scout and to his care and is the rollout, over which you propeller, which is very expensive! sensitivity that his flights have all have little or no control. If you’re Taxying is possible using a been absolutely faultless. exactly into wind, and the ground combination of blip switch or low We had achieved the summit of is reasonably soft, you will roll throttle and rudder but be aware our ambitions with this project, perfectly straight for about 30 – that she is quite likely to turn in but we weren’t finished yet. Even 40yd and heave a sigh of relief. If completely the opposite direction more astonishing things were just the tail starts to swing, you will to that expected. over the horizon! I have to take your finger off the In 1915, the Scout was said to be

P AGE 20 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Around the World at 80! o celebrate his 80th problems caused by the present birthday, VAC member Jim political climate. Once airborne he TJones intends to make a will have the weather to deal with, remarkable journey and fly this can include severe winds, around the world! He will be storms, fog, rain, snow, ice, dust joined by his wife Dot, who will be and possibly some volcanic filming the journey and helping activity. The cramped conditions with the navigation of their of a light aircraft cockpit which is Cessna. At eighty years old most smaller than a car and being octogenarians are absorbed with buffeted by the weather are not sedentary pursuits but this couple to everybody’s liking. will be doing something truly out Less than three ‘around the of the ordinary and for a good world’ flights are made each cause. They have chosen to raise year, that’s two hundred and funds in aid of the Alzheimer’s twenty-five since the first such Society which helps support circumnavigation in 1931 by people, and their families, who American pilot Wiley Post. He are struggling with the effects took less than eight days and that Book Review of dementia. time is very difficult to beat even The flight will begin at Liverpool now, eighty-five years later. Bristol Scout 1264 – Rebuilding and take around 40days to complete There are guidelines that must Granddad’s Aircraft depending on the weather and be adhered to. It has to be: the Author: David Bremner service requirements of the same crew, same aircraft, a single Published by: Fonthill Media Ltd. aircraft. The route will cross 20 journey with the same start and £25.00. countries and Jim and Dot will be finish point and the aircraft his is the astounding story landing at many small airfields cannot be transshipped across of how three small items, and visiting places not usually on the oceans. Jim’s intention is to Tfound in a shed, spurred a tourist itineraries. follow the original Wiley Post 14-year project of discovery, re- Jim prefers to use a Cessna route as closely as possible, creation and endeavor. In June Skylane which is a single engine allowing for the present political 2016 David Bremner took off from light aircraft with a range of a climate. Thassos in a Bristol Scout, just as thousand miles. The aircraft is a Jim and Dot have created a his grandfather had done four-seater but the space where website where more information precisely 100 years before - the rear seats are usually located and news can be found about during the Dardanelles campaign will be taken up by the safety their plan to circumnavigate the of the Great War. David held the equipment which includes a world. This also gives fundraising same control column and his feet dingy and survival suits. These details. We wish them all the very were on the same rudder bar his items are mandatory when I beat with this incredible endeavor. grandfather had used. How was crossing oceans, which on this this possible, as the last surviving flight include more than two http://www.aroundtheworldat80.org/ Scout built by Bristol had been thousand miles scrapped more than 80 years ago? of the Atlantic This is not a dry enthusiast book, with refueling but rather a fascinating and stops at detailed insight to a Great War Greenland and pilot’s adventures in , the Iceland. origins of a highly capable (but Jim has taken under-recognised) British more than a aeroplane, and the massive year to plan the engineering plus logistical route, organise challenges in recreating the Scout permissions to to original condition. Written in enter the an engaging and highly readable airspace of style this is must-read. some countries Tim Badham and avoid the

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 21 50 Years on – A Bulldog Celebration! By Anne Hughes Tim Badham t was no surprise to aviation enthusiasts in 1969 that IBeagle had decided to design a military trainer. As far back as 1966 at Farnborough Air Show when the Beagle Pup mock-up was put on display plans were being discussed, designs had been sketched on the drawing board, and in 1969 the prototype Pup G-AVDF had been modified to test fly the more powerful 200hp engine in an adapted Pup design. It was time too for the RAF to consider how to replace the now ageing Chipmunk with another British-designed trainer. In Shoreham on Monday 19th Retired examples are appearing in museums as seen here in Malaysia May 1969 the weather was set Beagle Archive Archive Bob Leslie fair. In the afternoon the QFE was Pup prototype testing a 180hp 1017.5 and in the Beagle hangar engine for the Bulldog preparations were being made for the first flight of Ltd.’s latest aircraft, the long awaited military Beagle Bulldog. J.W.C. “Pee Wee” Judge, Beagle’s chief test pilot, and David Cummings prepared for the flight and the day must have brought Tim Badham Many ex RAF Bulldogs are now in back memories of the first flight private hands in G- AVDF two years previously. From the report of the flight “Pee Wee” noted that although the engine started easily the oil pressure was slow to build up. The alternate air intake gave a drop of 60 R.P.M. but there was no 1970 meant that the Bulldogs Bulldog 002 on its first flight change to manifold pressure, would be built by Scottish followed by an aborted maximum Aviation in Prestwick. They were power run when the aircraft regarding the positioning of much loved training aircraft for ‘moved remorselessly forward various gauges for visual checking the RAF pilots and in against full brake (on concrete).’ during flight. where they were bought by the Ground idling was at 740 R.P.M. The following day there was a Royal . Those All went well with the take off, photographic sortie with Beagle that remain as airworthy are still made with 10° flap and elevator Pup G-AVLN. The Pup was cherished by their owners, many and rudder trimmers at zero tab. crewed by Charles Masefield and of whom had trained in them in However, all was not well with the P.F.Brown and “Pee Wee” the University Air Squadrons. flap selector which ‘snapped off commented, ‘This is probably the We are looking forward to flush with the console and from first occasion when a new type gathering as many S.A.Bulldogs that point the flight continued has done formation aerobatics on together as we can at Turweston flapless’! Returning to Shoreham its first [aerobatic] flight!’ on 19th May this year for a after a 55 minute flight a few Despite a full order book, the celebration of a British icon! You minor comments were made demise of Beagle Aircraft Ltd in are very welcome to join us! I

P AGE 22 V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 Reminder that the VAC has a new bank account… Please check with your bank that your standing order for membership (£25.00 due on 1st April each year) is now set up with the bank details below. Bank: Lloyds Bank plc, Ashford (309028) Branch Account name: Vintage Aircraft Club Account number: 73453760 Sort Code: 30-90-28

Advertisements If you wish to place an advertisement for your company or organisation 1 Book Review the rate is £30 per edition for ⁄6 page. Contact the Editor for details. Scottish Aviation Bulldog – Trainer for the World ir-Britain’s latest softback OLD book, ‘Scottish Aviation CROWE’S TRADING ABulldog – Trainer for the COMPANY World’, covers the story of the 34 Moor Lane Bulldog from its inception at Bolehall Beagle, the move to and production For all your aviation related books Tamworth by Scottish Aviation and its service Staffs in air forces around the world. B77 3LJ Subsequent use by private owners Tel: 01827 67955 is also detailed. It gives the reader everything he or she needs to know about this aircraft. The book is by Tom Wenham (author of False Dawn, Air-Britain’s book on Beagle). It is profusely illustrated with colour and black and white photos. There are new and highly accurate three-view line drawings by Paul Jackson, excellent colour side views by Juanita Franzi, and of course a full production history. The book will be launched on 19th May at an event organised jointly by the Beagle Pup and Bulldog Club, Light Aircraft Association and Vintage Aircraft Club to mark the 50th anniversary of the first flight of the prototype, to be held at Turweston aerodrome in Northants. The book will then be available from Air-Britain Sales at www.air-britain.co.uk”. I Anne Hughes

V INTAGE & CLASSIC | ISSUE 65 | SPRING 2019 P AGE 23 Dates for the diary 2019 Saturday 13th April – VAC Daffodil Fly-In, Fenland Saturday 27th April – VAC information stand at Duxford Safety Day Sunday 28th April – VAC Spring Fly-In, Turweston, with Guild of Aviation Artists’ painting day. Monday 6th May – Vintage Fly In – East Kirkby. VAC invited.Lancaster and Mosquito taxy. Air display and talks. £10.00 landing fee includes event. Sunday 19th May – Bulldog 50th Birthday Event – Turweston Aerodrome. Celebrating the first flight of the prototype Beagle Bulldog. Saturday 8th June – VAC Duxford Bonus Day 13th-15th June – VAC at Aero Expo Sunday 23rd June – Bicester Super Scramble – VAC Aircraft for ground display. 29th – 30th June – VAC 55th Birthday Celebration Weekend at Breighton. Camping, BBQ, transport to accommodation and a tour of the hangars all on the cards! 22nd-25th July – Husbands Bosworth VAC invite from VGC. Sunday 27th October – AGM VAC All Hallows Fly-In, Turweston. Start collecting your spooky stories now!

Further details about the Club, contacts and events can be found on the Vintage Aircraft Club website www.vintageaircraftclub.org.uk

Vintage Aircraft Club c/o Light Aircraft Association Turweston Aerodrome, near Brackley, Northants., NN13 5YD

Refueling at Breighton Via Charles Sunter