Dates for the Diary 2014 Club Events Sun 23rd March Spring Rally ‐ Turweston
Sat 12th April Daffodil Rally ‐ Fenland www.vintageaircraftclub.org.ukwww.vintageaircraftclub.org.uk IssueIssue 4545 SpringSpring 20142014
Sat 14th June VACVAC Northern Rally Sherburn inin ElmetElmet
SatSat 26th26th ‐‐ SunSun 27th27th JulyJuly VACVAC 50th50th BirthdayBirthday CelebraCelebra onon ‐‐ PophamPopham
Fri Aug 29th ‐ Sun Aug 31st LAA Rally Sywell VAC stand – volunteers required!
October 4th (5th) Sackville. Members Only Event V A C
Sat 11th October VAC AGM
Sun 26th October All Hallows Fly In The Journal of the Vintage Aircraft Club The Vintage Aircraft Club Ltd (A Company Limited by Guarantee) Registered Address: Winter Hills Farm, Silverstone, Northants, NN12 8UG Registered in England No 2492432 VAC Honorary President D.F.Ogilvy. OBE FRAeS Vintage & Classic Chairman’s Notes
Spring 2014 VAC Commi ee lready, as you’ll see from the ordina ng advance bookings, helping lt from the horizontal posi on and Contents A packed pages of the magazine, put up the marquees or helping then only gently. Beware of over‐ Chairman Steve Slater 01494‐776831 we have got our 50th Anniversary judge the spot landing compe on, icing and warm‐up very slowly.” year off to a flying start, with some WE CAN USE YOU! If you are [email protected] Page Title great early year ground events. Now interested in assis ng, please drop “All of which” the Flight 2 Who’s Who Vice Chairman Paul Loveday 01327‐351556 I hope we can look forward to some me a line to [email protected] correspondent wrote, “goes to show spring weather and excellent fly‐ins. how apt is the tle of the Vintage Newsle er Editor & e‐mail p.loveday@ scali.co.uk 3 Chairman’s Notes Liz Inwood trophy At the VAC Annual Dinner we were Aeroplane Club, which saw a score of Booking in By the me you read this, the VAC delighted to host Alan Chalkley as enthusiasts decant themselves from 4 Members’ notice Spring Rally at Turweston on Sunday our guest of honour, who regaled us an assortment of Old and Crusted Secretary & Sandy Fage 01327‐858138 board March 23 may have come and gone. with tales of the earliest days of the cars and aeroplanes”. He concluded Treasurer e‐mail [email protected] New Members If it hasn’t, go get your aeroplane VAC, of which in 1964, he was a “The success of the event clearly ready and come and see us now! founder member. Look out for more proves that the love of old string‐ Cover pictures Likewise we can hope I think, for a on this, I hope illustrated by some bags has not died and even in this Membership John Broad 01869‐324008 5 “VAC 50” con nua on of the ever‐excellent period photography, in the next supersonic age most of us have a Secretary e‐mail [email protected] 6 Trenchard Museum RAF turn‐out at Fenland on Saturday 12th magazine. Meanwhile at both the warm place in our hearts for those April. There’s always a friendly dinner and our White Waltham worthy veterans.” LAA Representa ve Halton welcome as we head east, although social, we were delighted to see 9 Mewsings - What is a personally speaking, I’ve always Mike Dible, whose links with the Given those words were wri en Flight Standards Dave Norris 01525‐261111 Gypsy Queen 1 struggled to find a place in an open vintage flying movement date back more than 60 years ago, when e‐mail fl[email protected] 12 British Airways Heritage cockpit for the proffered bunch of even further to the original, if short‐ Mike’s Aeronca was less than 20 daffs! lived Vintage Aeroplane Club of the years old, it seems amazing that the Press & Public Alan Buckley 01908‐503691 Collection 1950s. self‐same aeroplane, now based at Rela ons e‐mail alan@flying‐aeroba cs.freeserve.co.uk 13 Sywell Social Looking further ahead, we have two Breighton, is likely to be at our 15 My Flying Year events this summer, with which we can proudly celebrate the Club’s 50 Turweston Graham Churchill 01327‐858138 First Flight years. You will read inside these Liaison e‐mail via [email protected] 16 Awards Night and Annual pages about the story of Sherburn Dinner airfield, which will host our new Northern Rally in June. In addi on to Ground Visits Steve Slater as above 18 From the Hangar Troll three grass runways plus an all‐ Co‐ordinator 19 Behind the Scenes weather tarmac runway and a 20 A Pilot’s Tale welcoming clubhouse with excellent Flying Events To be allocated for overall control by event 22 A Century at Sherburn catering, our choice of Saturday 14th June, close to midsummer, means Co‐ordinator. 24 From Concorde to that there is plenty of daylight for an Croydon via White ‘out and back’ trip on the day. Webmaster Gary Loveday 07530‐217783 Waltham Although I understand quite a few are already planning an overnight VAC Sales Cathy Silk & Veronica Tanner 26 The Pietenpol Aircamper stop and a more leisurely Sunday 28 Book Review - Percival return. Trophies Steward Rob Stobo 01993‐891226 Aircraft Mike gleefully pointed out pictures in Northern Rally in June. Fi y years is You’ll also see inside the magazine, “Flight” magazine which illustrated only part of the story for some of our 29 Book Review - Buccaneer e‐mail robstobo@stonesfield.f9.co.uk the latest news on our plans to make his Aeronca G‐AEVS or ‘Geeves’ at a aeroplanes and pilots, so let’s raise a Boys “VAC 50” at Popham a party worthy VAC gathering at White Waltham ‐ in “vintage” glass to start our birthday Type Club Liaison Peter Wright 30 Book Review - Hurricane of the Club and its birthday. We have February 1952! celebra ons! [email protected] Manual 1940 had great support from Popham and the LAA Andover Strut, with whom The accompanying words were HAPPY LANDINGS we will be sharing the fun, but if you perhaps as appropriate then as now. can spare any me, we are looking Under the tle “White Waltham Steve The aim of the Vintage Aircraft Club is to provide a focal body for owners, pilots and enthusiasts of vintage and classic light for volunteers to join our team to Wine Tas ng”, it quotes a wine‐ Photograph Paul Morton aircraft by arranging fly-ins and other events for the benefit of its members. make it happen. Whether it is co‐ taster’s handbook as saying: “Do not The Vintage Aircraft Club is affiliated to the Light Aircraft Association and supports the General Aviation Awareness LIZ INWOOD TROPHY Council. new Club award which we will Those who knew Liz will be well at the VAC 50 Rally. Some members A present at Popham this year is a aware that she loved the aesthe cs of the Inwood family are planning to Vintage and Classic is the quarterly newsle er of the Vintage Aircra Club and as such is a privately produced magazine. The new club trophy, donated in and style of old aeroplanes as much join us at Popham in July to help views contained within its pages do not necessarily reflect those of the Editor or the Vintage Aircra Club. The magazine is free memory of Tiger Moth, Hornet Moth as how they flew. It is therefore with the judging – so start polishing to members, but £5.00 when purchased separately. and Chipmunk flyer, and instructor most appropriate that the new Liz your aeroplanes and planning your Liz Inwood, who passed away late Inwood Trophy will be awarded to ou its now! last year. the most stylish aeroplane and crew 2 3 “VAC 50”, POPHAM, 26th and 27th July. MEMBERS NOTICES lans are now falling into place B&Bs are available and, thanks to the money by arranging a minibus P for our 50th Anniversary efforts of Ron and Valerie Gammons, service to and from the airfield. Invita ons to Members birthday party and fly in at Popham a special deal has been arranged with airfield in Hampshire on the weekend the Hilton Hotel in nearby Of course some may wish to only of 25th and 26th July. Popham’s Basingstoke. It offers spend a single day at Popham. Many Members are invited to the following events:‐ grass runways are ideal for ‘our’ sort accommoda on at £ 69 per single of our main ac vi es will be on of aircra and already feedback from standard room, or £79 per Double/ Saturday, although we are also Sunday April 20th ‐ Monday 21st April Rotors, Wings and Wheels at Halfpenny Green both VAC members and members of Twin standard room, inclusive of full hoping to have a lot of fun and other vintage type clubs and LAA English breakfast. games Sunday too. Lots of plans s ll Saturday 3rd ‐ Sunday 4th May Cornwall Flying Club’s ‘Bonjour Bodmin’ French Aircra Fly‐In struts who we are also invi ng to our have to be made, so watch out for ‘birthday bash’, hint at a likely Deluxe rooms are also available for a updates in next month’s Vintage and bumper turnout. small supplement on top of the Classic magazine, on our Facebook Saturday 24 ‐ Sunday 25th May. Shropshire Aero Club and Military Vehicle Trust fly in. Sleap. agreed VAC rate and if the weather page and on the website at DON’T MISS IT! were to preclude your a ending on www.vintageaircra club.org.uk Sunday 29th June, Baxterley Air Show the Saturday, the rooms can be Make a note in your diary today and cancelled up to 4pm on the day of Among the ideas being mooted may Saturday 3rd ‐ Sunday 4th August Stoke Golding Stake‐out. fill in the applica on form in the arrival. To book, between 8am and be a chance to have a go at some magazine. This is an event which you 6pm, Monday to Friday call the aircra fabric work or even metal Sunday 17th August. Sywell Air Show. don’t want to miss! shaping if you haven’t tried it before (any Sunday 31st August, Wings and Wheels, Halfpenny Green We already owe a big thank volunteers for the you to Popham Airfield and demonstra ons?). its general manager, Gerry Popham are also keen on Membership Renewal Smith for their excellent some flying ac vi es. support. Gerry is a VAC Certainly a spot landing his is short reminder that your membership subscrip on is due on the 1st April. Those of you paying by Standing Order member and is (slowly) compe on might be on the cards each day and please ensure that you have submi ed a new form for the correct amount of £25.00. Membership cards will be restoring a Percival Vega T Gull, so he is most definitely how about a ‘breakfast forwarded as soon as possible a er your renewal has been received. Please ensure that your renewals for 2014/15 are sent ‘one of us’. In addi on we Popham in the past patrol’ on Sunday to John Broad, whose le er is included with this issue. will be sharing the weekend morning, with overnight with the LAA Andover Strut, stoppers and local pilots, Reply Forms for whom ‘VAC 50’ will also be their “Hilton Groups Cluster Office” on trying to spot the incoming annual fly in weekend, so we can 01256 316 928, quo ng reference registra ons – otherwise the arrivals here are two forthcoming events for which there are return reply slips with this issue, these being the fly‐in at Sherburn look forward to some excellent and code: AMGPA, and the hotel: Hilton get a free breakfast? T and the club’s 50th Anniversary party at Popham. Please either send them back to me or send me an appropriate email varied arrivals. Basingstoke. You will also need to have a Credit/Debit card to hand to HELP! with the required informa on in order that I can keep the host airfields up to date. Thanks to Gerry and the Andover guarantee your room (payment is to It should be a great weekend, but we Strut, we will have a fine marquee for be made on departure). do need VOLUNTEERS to help our base, while an ‘all‐day barbeque’ make things happen. In par cular on and the Spi ire Flying Club will be Alterna vely, you can e‐mail your Friday 25th July we will need half a New Members. providing food and drink on both proposed reserva on to dozen hardy souls (at least!) to help days of the event. For Saturday night jenna.stouff[email protected], again put up the marquee. If you can assist, We welcome the following new members to the Vintage Aircra Club. we will be organising some fun and quo ng the Vintage Aircra Club, please drop Steve Slater a line at entertainment, plus more food and Hilton Basingstoke and the reference [email protected] or give Gerry drink. This fly‐in could be a real code: AMGPA; as well your Credit/ Smith a call at Popham on 01256 challenge to your weight and Debit card number and expiry date to M. Brigden‐Gwinnu Bicester W. Hinchcliffe Weldon 397733. balance!! guarantee the rooms (payment to be made on departure). Don’t forget M. Miklos Buckingham J. Munro Henley Again, Popham’s friendly and relaxed you will also need to state the BUT MOST OF ALL. COME AND atmosphere comes to the fore. If you number of adults and children and C. Royle Kew S. Watson Tonbridge Wells HELP MAKE VAC 50 A PARTY TO would like to camp by your the type of bedroom required REMEMBER. (double, twin, deluxe). G. Williamson Wimborne aeroplane – that’s fine. If you’d prefer to bring a camper van or AFTER ALL, THERE WON’T BE caravan ‐ no problem, ‘pitches’ will Please note that any enquiries are to ANOTHER ONE FOR HALF A be available, as will toilets and be made to Hilton hotels, not to Ron CENTURY!! washing facili es. and Valerie, they are busy enough Front Cover :‐ The immaculate Percival Mew Gull of David Beale. ‐ Photograph David Beale already! Our inten on is that if If you prefer greater creature sufficient reserva ons are received Steve Slater Rear Cover :‐ Pietenpols at Bicester ‐ Photograph Paul Shenton comforts a number of hotels and we can save everybody yet more 4 5 Walking around the museum in an Trenchard Museum RAF Halton an clockwise direc on, the next exhibit was of a typical appren ce’s he last "Ground Visit" of 2013 room with a mannequin occupant T took place a week before going about such chores as making a Christmas at RAF Halton, near bed‐pack and polishing his best‐ Aylesbury, Bucks. Francis Hanford, uniform brass bu ons with Dura‐Glit Chief Curator of the Trenchard and the correct tools of the trade. Museum and our host for the visit This lad was fortunate, as in front of was wai ng at the Sta on Guard him lay the chits signed by his Room to welcome us and hand out parents giving him permission to car passes; a challenging task with smoke tobacco and fraternise with such banter as "don't tell him your young ladies, whilst under the name Pike". The last me I visited a guardianship of RAF Halton. Guard Room to be faced by such a suspicious looking crowd was as Orderly Officer taking Defaulters Bristol Parade many years ago. One of our Hercules group did manage to fly‐in; I looked for but couldn't see his Sunderland winter. On entering the building, if such as the Henry Farman, BE4 and flying boat, but hear he was directed you can stop yourself walking Bleriot, which had been flown‐in Displayed towards the far end of the aircra represented a flying to a dry area on which to land, straight towards the Folland Gnat, (mostly without incident) to the museum are various appren ce and example, whilst the other half had between the seagulls. the first exhibits illustrate the early has ly prepared landing ground, aeronau cal memorabilia including been opened‐up, allowing visitors to now the Maitland Parade Square. sec oned jet engines and peer into every orifice. A long mirror components, as well as a sec oned and a light had been placed At the outbreak of WW1, Arthur Bristol Hercules radial and several underneath the squat li le Rothschild offered the use of his 30mm Aden cannons. Display boards aeroplane so that the exposed en re estate to Lord Kitchener for on the wall commemorate the rise to underside plumbing and workings military training and it quickly the highest Air ranks of some of the could be easily viewed. accommodated 12,000 men. As the ex "Halton Brats", and along the wall war con nued, the Royal Flying facing the parade ground, displays Following on from the Trenchard showed the other aspects of training Museum, a short walk took us to the Corps (RFC) moved to Halton in great The Dreaded Test Piece numbers, establishing a centre for at Halton, including the Princess new Air Power Centre, be er known training air mechanics, later named Mary Royal Air Force Hospital, to genera ons of appren ces as 2 The School of Technical Training. The next sec ons of the museum den stry, catering and steward Wing Cookhouse. Upon entering, the 1918 saw the founding of the Royal were en tled Workshop Training, training. A glimpse through the building one is immediately Air Force but also the death of and Electrical and Instrument windows allowed a view of today’s confronted by Project Mayfly, a RAF Halton, complete with seagulls Arthur Rothschild, upon which, the Training. On display here were Parade Square, in use by present‐day replica of the all‐wooden two‐seater War Office purchased Halton estate examples of the appren ces test recruits undergoing their nine weeks biplane, designed and built by We parked in front of the Parade Halton days when the house was s ll from his nephew and heir, Lionel, for pieces and the tools and measuring basic training square‐bashing. The appren ces in the mid 1920s, and Square adjacent to a Tornado GR1, under the ownership of Mr Alfred the bargain price of £112,000. The equipment with which to make "elephant in the room" here was the first flying in 1927 as G‐EBOO. This firmly bolted to the ground ‐ by an ex Rothschild of the famous banking first Entry of Trenchard’s RAF them. Knowledgeable staff were diminu ve Folland Gnat which took non‐flying replica is being Halton Appren ce no doubt ‐ and family. He inherited the estate in Appren ce Scheme arrived in always close‐by to offer advice and more than its fair share of a en on constructed as close to the original a er a quick group photo were 1873 and by September 1913 the January 1922 and by the me the explain the pieces. One of the most from the visitors. One side of the design as possible but with only a marched off towards the Trenchard grounds were being used for Army school closed in 1993, some 40,000 difficult, and therefore dreaded, test Museum. It was opened in June 1999 manoeuvres. This included an Airship boys (Halton Brats) had been pieces to complete to the required by the Viscount Trenchard, grandson "a ack" to be repelled by aircra trained. standard was a brass cube that fi ed of Marshal of the Royal Air Force inside another piece of the same Lord Trenchard, the father of the thickness, and with a very close‐ Royal Air Force and founder of the tolerance square cut‐out. However, Appren ce Scheme, in honour of that is only half the story as the brass whom it was named. The aim of the components had to be cast by the museum being to preserve and appren ces from wooden pa erns display items that relate to the also made by them, and the finished history of RAF Halton right up to the cube had to be a sliding‐fit inside the present day. The museum has many cut‐out whichever way it was slo ed glass roof‐lights so it is bright and in. This test‐piece became the airy inside but apparently difficult to symbol of the School and a granite keep cool and shade the exhibits sculpture of it was created as a tribute when marking the School’s from sunlight in the summer, and Group Photo Folland Gnat. T.1 (XR574) difficult to keep warm during the closing in 1993. 6 7 wan ng to try their hand at this
electronic flat‐screen version, but Mewsings. ‐ What is a Gipsy Queen 1? retaining the “pole” and mechanical appears my engine was one of the elevator trim wheel. early ones from a single order for
Q1s and was made from late 1936‐ The remainder of the museum, s ll early 1937. I have been unable to work in progress, was mostly taken track down DH engine and build up with such training aids as wind number dates but piecing together tunnel test equipment and sec oned informa on the best guess is this jet engines, the internal walls of the was build late in 1936 or early 1937. building being adorned with
enlargements of aircra pain ngs The air ministry order 541153/36 for copied from an appren ce’s 75 "Gipsy VI Six II" was placed in late watercolour sketchbook. 1936 and I assume DH as most
HAC1 Mayfly Replica manufacturers would if you have an Unable to resist the call of a late MOD order at that me is consider it lunch, it was off to the Shoulder of like cash in the bank so get on with few period photographs and A few paces further into the building Mu on in Wendover to repay with a them, put them in the schedule to sketches available for reference. A is the uncovered woodwork of a pie and a pint, our host for the visit, build at the earliest opportunity. At successor to the HAC1 Mayfly was Slingsby Grasshopper primary glider Francis Hanford. Much aeroplane this point these were intended for the tailless Halton HAC3 Meteor and a cockpit sec on from a de related chat and banter con nued the Miles Night Hawk Air Ministry flying wing, another aircra designed Havilland Chipmunk awai ng over lunch, whether it was talk of spec. no. 24/36 but delays and at the school and built by the restora on. A “Chippie” flight replicas, models, movies, his is the engine fi ed to my Gipsy Six‐1 with Major type heads, problems meant this became the appren ces. simulator is also available for those restora ons or relics. There seems to Percival Mew Gull reproduc on and other interchangeable Major Mentor AM spec no. 38/37 which be a theme developing here! T and being a DH engine the history parts capable of running on the did not fly un l 1938. So it may be
and details may be of interest to lowest octane fuel, leaving the Q2 as the AM said hold fire on produc on
readers who like me are interested the higher performance heavier or DH felt they could divert
in unusual or vintage engines. engine where a VP prop was to be produc on to meet demand for the Report and Photographs used and higher octane fuel could be six cylinder engines and finish the Trevor Jarvis. The engine has a name plate on the used. Thus there was no place for a order when the me came as it was side that describes it as a Gipsy Q1 but it was a simple task to add a effec vely a fixed pitch version of HAC3 Meteor model Queen 1. Most have heard of the fixed pitch hub to a Q2 should one the Q2. Queen 2 and Queen 3 but not the be required in future. Queen 1 and those in the know So what date is my engine? There It was powered by two Bristol usually reply with much sucking in But what of my engine? Why was it seems to be no defini ve DH engine Cherub engines, one pusher and one between teeth when asked. Ini al not used? Step in Mark Miller of DH number list or engine numbering puller, at either end of the fuselage research indicated that these support and the guys at RR heritage system (unless anyone out there tub. The Meteor had an early form of engines were intended for the Miles centre. knows anything different). The Air slo ed wing allowing a predicted Night Hawk that became the Mentor Ministry register (see a ached) speed range between 25 and 120 and were first ordered in 1936 Looking at the dates on the Air shows contract no 541153/36 an mph; a predicted speed because though they did not build the full Ministry info on the Mentor delivery order for 75 "Gipsy VI Six II" given A‐ higher authority stopped the build batch of Mentors and did build more dates, and the engine numbers it numbers 115989 to 116062 when 90% complete (just another engines than were required. So what 90% to go!). Another of its features was a Q1 and why were they was a steerable front wheel, which, dropped, what age was my engine with its spat, acted as an addi onal and more importantly how come my rudder in flight. A model of this engine only had 6 hours of bench aircra is displayed in the Trenchard Wind Tunnel Aids running only from new? Museum.
The Q1 is essen ally and early Gipsy Six‐2. It seems the air ministry or DH specified the Q1 as iden cal to the ini al Q2 a Six‐2 with new top cover but minus the ancillary, drives, starter and fi ed with a fixed pitch hub on the Q2 VP sha . A er the first batch of these engines, with the higher compression Q2 heads it seems these were dropped in favour No.1 School Technical Training June 1981 of the Q3 derived from the earlier
8 9 my engine was therefore no 10 of the much later development of the Q2 as revised components and instruc ons of clean oil coa ng everything, no but where to find a Fairey Reed been so helpful and a source of batch, with AM no. A115998 Sn 4059. fi ed now to G‐AEXF, though only on how to machine the plug inserts corrosion on any part oil side of the suitable for the speed range or a VP much of the engine informa on Lumsden (ref?) says Queen 1 and the most cri cal would have issues to take conven onal plugs. As this pistons the bo om end was le and prop. persuaded me that this was a rare Queen 2 produc on only started in with this as XF has historical was essen al and I wanted to the top end put back together. This opportunity and I would regret not 1936 and this was the only batch of provenance and by the me it did the incorporate the later H&S ring strip confirmed the engine had Word got out and soon a rare zero buying it. The only other op ons Q1 produced indica ng 1936‐early Cape flight it had gone through Six‐1, modifica on to cut oil consump on hardly run and was as the log book med DH PD30 VP prop., complete were to try and find a serviceable 1937 manufacture. R and Six‐2 engines and post war a from the rated 3pts/hr to something said an as new engine. with spinner was offered to me at fixed pitch Fairey Reed or the even Q2 so a Q2 for XF today is as correct a li le less eye watering I reluctantly rarer Ra er prop or have something The engine is 1936 as far as I can as any but to KL to be correct for stripped the heads and barrels. made. So my wife had to forgo her tell. I have a 1936 Six‐2 manual 1937 it needs to be a Six‐2 or as near Ini ally all looked fine, the cylinders new car and I had an immaculate DH which refers to the face seal plugs as to it as possible. heads and valves all sealed fine a er prop sat behind the sofa in our per my engine, which are as rare as removal of the thick coa ng of wax summer room. hens teeth and were a short term fix So at the beginning of the project I but a er the second head was to the problem of the high lead had an engine that was exactly removed it was clear the engine at This now confirmed I would build a content that was being used in the period for a Mew Gull, the correct some stage early on had been turned replica of G‐AEKL and as I had a lot of new fuels deposi ng on the bronze specifica on and effec vely should about 10‐15 deg and this has scraped details about the 1937 Kings Cup air thread inserts and plugs effec vely be brand new. This made me aware I the wax off part of the barrels and race I decided to register the project welding the plugs to the inserts. A should not waste this unique engine the 4 with valves open had suffered G‐HEKL and build it as it was in good idea but it meant the plug p on just making something that corrosion on the combus on side September 1937. was down the end of an 8mm long looked like a Mew Gull but had to where bare steel was exposed. What 6mm dia tube which would not make what was to all intents and looked like patches of surface rust scavenge well and if a plug fouled purposed a proper Percival E2H Mew turned out to be local very deep So now I had a new Gipsy Six2 from would not self‐clean. My heads had Gull as if it had been manufactured in corrosion pits scrapping 4 as new 1936, an as new PD30 prop as per face seal plug inserts when I acquired 1936. cylinders. So a er much fran c 1937 and drawings plus a lot or it and looking at other Six‐2 and Q2 searching I managed to obtain seven research info to allow me to make an manuals as far as I can tell these So what state was the engine in? more cylinders all within first wear exact replica of G‐AEKL as it was in were dropped by 1937 going to limits but most of which also had 1937. conven onal plugs and pinned The original MOD log book showed 6 corrosion pits but 4 could be honed inserts (there was a mod for this hours total me but not fi ed to any out to clean up within the first wear G‐HEKL flew a few days short of the th though my mod sheets are all re‐ aircra . This would be about right as limit dimensions. 76 anniversary of the race. issue post war dates). engines were bench run prior to delivery and inhibi ng. It had passed A blow but lucky I checked. Had oil Report and Pictures If produc on was delayed and re‐ through various hands and in the 70s been used instead of the MOD This s ll le me with an engine the cost of a new small car. started in line with Mentor was completely stripped re‐ specified grease or the engine had suitable for a fixed pitch prop as per Discussions with various people and David Beale produc on the later engines may assembled with new rings and seals, not been turned (seems packing the E2 and first version of G‐AEKL in par cular Mark Miller, who has have had some mods (like bench run carbs and jets wire locked would do this to align prop flange conven onal spark plugs), Q2 rather and then inhibited by Hants and holes in crates then the cylinders than the Six‐2 cylinders etc.and any Sussex. So someone must have been might not have corroded. A friend in other mods that improved the Q2 able to find 12 plugs that could use a New Zealand thought he had 4 brand over the Six‐2 so it is likely Miles face seal but sadly these were new cylinders on the shelf but on would have used the later engines up removed, along with the main and inspec on he found moisture had got first and not bothered with stripping power jets and replaced with plas c under the preserva ve wax and heads to re‐machine plug inserts bungs. It was s ll in the AM shipping these too were corroded beyond which could explain why mine was crate and whilst dirty on the outside recovery. never used but sat inhibited in a had no corrosion and removal of the crate to be purchased at the wars prop hub revealed clean new oil as I machined the pistons as per the end (the details of that are another was the occasional drip from the drawings and fi ed the medium type story). engine oil feed pipe. As it was scraper rings that should reduce oil inhibited I le well alone un l the consump on but not cause severe Now for the Percival link. Edgar me came to fit and a er an external cylinder wear that some could, not Percival’s Mew was tested by clean stood it on a display stand in that I am ever likely to see the TBO Martlesham Heath with a Six 2 no my factory recep on, prop hub for this engine in what is le of my 4139 on 10th September 1937 so he locked so could not be turned (too me flying. For some reason the would have had that delivered at late see later). cylinders on DH engines are a steel least 3 months prior to the not ideally suited to use as cylinders Cer fica on or it could have been an The log books did not specify any and using modern type high pressure older engine from his previous Mew modifica ons at the re‐build. oil control rings cuts oil consump on or a Vega which also puts my engine Checking the mod sheets there were to a minimum but causes high an earlier number no 4059 late 1936 actually very few that were cylinder wear on what are hard to or early 1937 and exactly the correct applicable other than at major find replacements. As the rest of the specifica on for a Mew Gull, not the overhaul replacing worn parts with engine appeared perfect with plenty
10 11 VAC Visit to The Bri sh Airways Heritage Collec on Sywell Social th Wednesday 15 January 2014 lenty of rainwater and gusty winds (right across the only deck and the other ends handed to a P available hard runway), but no snow front‐row passenger, instructed to for this year, so at least members give a gentle tug should she feel the could drive to the VAC Snowball aircra nose begin to drop whilst he Meet rela vely unhindered. The was occupied in the toilet. It was blustery crosswind didn’t stop Bob probably the same Captain standing Willies’ Tiger Moth G‐AOJK and Ron at the bo om of the aircra steps & Valery Gammons immaculate DH during passenger boarding, large Leopard Moth G‐AIYS either. The rest cigar in one hand and the aircra of us arrived by surface transport to opera ng handbook in the other – enjoy the hospitality of the Aviator opened at page one! Restaurant.
A er the guided tour, lunch was Steve Slater did open up the Biggles he VAC ground visit to the Bri sh beginning in August 1919 with available from the Speedbird Centre Biplane hangar and, a er pulling out Airways Heritage Collec on was Aircra Transport and Travel Limited outlets; alterna vely, a more T the three sailing dinghies (!?), slightly unusual in that the only flying an Airco DH.16 to Paris le leisurely, unguided stroll around the extracted the BE2 into the daylight. aircra available for viewing were Bourget. Kept in row upon row of Collec on could be taken. This Michael Miklos managed to insert the Aeronau cal Company of tea indicated a return to that fine art models. No sawdust or glue, not a drawers and cabinets underneath the allowed me to see such gems as the himself into the rear cockpit to America, which should mean the UK deco building. A few of us tucked rivet or washer on the floor, and immaculate display models is more radio and pilot’s log from the C4 experience something of what it version of the US C3 called the ‘100’ into some excellent food as that not certainly not a drop of oil in sight, memorabilia such as logbooks, flight carrying HM The Queen back to might have been like to have flown perhaps would be ‘Aeroncuk’. But only saved cooking later but also although undoubtedly used in technical manuals, documents and England from Mombasa on the 6th one of these machines in the Great that would be silly! allowed convivial chats to the abundance on this well‐oiled BA photographs, available for more in‐ February 1952, having le the UK as War. It was a somewhat sobering members. machine. depth research. a Princess. The transcript of the radio thought, that Michael at 18 years‐ In addi on to bringing some
old, is precisely the same age as fascina ng historic documents for us The special visit for the day was to Arriving at the BA Waterside security many of the pilots who flew the BE‐2 to view, VAC member and Sywell the award winning Sywell Avia on gate a car pass was swi ly issued in anger back in 1914. historian Chris Parker also opened up Museum. Normally closed un l allowing parking close to the Easter, it had been kindly opened Speedbird Centre housing the specially for the VAC by John Coley Collec on. Recep on issued us with and Dave Night. The informa on on ID passes and it wasn’t long before their website tells us the history of Jean Slater had cked off most of the the museum. names on her list and handed us over to Keith Hayward, one of the Following on from our introduc on message sent by The Queen Mother h p:www.sywellaerodrome.co.uk/ volunteers, who escorted us to the to the early years we were handed to The Queen during flight was also museum Heritage Collec on. back to Keith who brought us right on display. One of the few artefacts
up to date with the Company and its on show from a real aircra was the The Museum originally consisted of The tour began with Adrian aircra , punctua ng his commentary pitot probe from a Concorde, along three Nissen huts, dismantled at the Constable, another extremely well with many stories, some sad, some with other Concorde related items now‐closed RAF Bentwaters and informed and enthusias c volunteer, funny, and always flying the flag for such as glassware and crockery. erected on site at Sywell. The explaining the early days of air travel Bri sh avia on. I am sure you will buildings themselves are artefacts through to the crea on of Bri sh have heard the one about the Overall, this was a pris ne and well having been used as bomb fusing Airways. Fortunately, there were Captain leaving the flight deck for a put‐together collec on illustra ng sheds at Bentwaters by the USAAF plenty of model aircra paving the “comfort break” carrying a ball of the early days of Bri sh air travel during WW2. way of this enlightening canter string in each hand. One end of each right up to the present day. Helpful through the forma ve years, ball disappeared back into the flight volunteers are on hand to answer The Museum was expanded in 2010 any ques ons you may have and add and 2011 by the addi on of two new detail with recollec ons and real‐life his hangar for the li le VAC Group to Nissen huts, formerly POW Camp stories, or to find photographs and Down at the back of the hangar, view his Jodel D.150 Mascaret, Tiger Huts from Snape Farm, Derbyshire. documents stored in the rows of sheltering from the cold wind, the Moth and Miles Messenger, G‐AKIN, The first hut opened during Easter cabinets. For anyone with an interest deligh ul 1937 Aeronca 100, G‐AEXD which has been based at Sywell for 2011 and named ‘The Paul Morgan in the origins of Bri sh air travel, and sat wai ng for a nice fine day to take over 60 years. It is now operated by Hall’. This houses the Museum's especially Bri sh Airways, it is well to the air again. This machine is very a trust formed to ensure the cockpit collec on and a complete worth booking a visit. important to the VAC as it was aeroplane will fly from Sywell long WW2 Link Trainer. The second hall
owned by Roy Mills, the first into the future. opened in Easter 2012 includes an Report and pictures chairman of the Club and is s ll expanded USAAF Hall and a new
owned by the family. Technically, the As the cold seeped into everyone the POW/Lu waffe exhibi on. Trevor Jarvis. Company name ‘Aeronca’ stands for call of the warm restaurant and hot 13 12 Everyone donated to the museum My Flying Year, 2013. funds, a total which was topped up to £50 by the VAC with our thanks ow, I see from my logbook that I whilst I get my flying brain honed, my I, therefore, have a new check a er for making this special effort for the managed to accumulate 31 hours naviga on tested, my French circuit pro‐ ‘straps and doors’, it’s HELMET! Also it’s members. W this year! That’s a useful amount more nuncia ons misunderstood and, all in all, a damn good idea when approaching an
than the 15 to 20 that I usually do and a good me is had. Of course, you need airfield to have a look at your likely climb The fi een members who ventured the reasons are firstly, the be er weath‐ not go abroad for Chris and Kay Bradford out path before you are flying it. This out, either by road or air, definitely er, and secondly my six day trip to and I followed each other around Nor‐ knowledge may make you abandon that enjoyed the day at Sywell, especially France when I did 18 of those 31 hours. folk three years ago on a similar high idea of taking off from that convenient as there was no snow this year for hours trip. intersec on etc and thereby reduce your the Snowball Rally. There is no doubt in my mind that the view of all the upturned faces in the
best way to really get some hours under I did learn two important lessons this town square wondering why you have Report John L Broad your belt is to go away somewhere with year on my journey to RSA Rally in Vichy. your hand on your head.
an aeroplane if you can. As many of you Oh, another lesson was just how far Photographs John L Broad and know I have owned the rare Druine D5 away Vichy was! The lessons were learnt Apart from this trip my 2013 flights were Steve Slater Turbi tandem open cockpit plane for at Nevers from which we – my friend Compton Abbas, a favourite as I learnt many years – 22 in fact. It must be said Dave Stokes was alongside in the Jodel here 40 years ago, Henstridge, that some of the hours are due to the 112 – departed for our final leg to Vichy. Dunkeswell, Oaksey Park, Sywell, Brimp‐ fact that it is so slow but ask yourself, Imagine a very hot day, a climb out ton, East Pennard, and locally from my The Museum's first complete why are you flying? And for me it is to be which takes you right over a very big city strip at Coate, Devizes. I did my ‘biennial airframe, a Hawker Hunter, was alo enjoying a completely different en‐ centre and at 300 feet I feel there is hour’ with Clive Davison at Henstridge acquired in the summer of 2012, and vironment, revelling in full three dimen‐ something wrong with my helmet on one of Kevin Crumplin’s superbly re‐ work is con nuing to restore this sional mo on and being refreshed by straps. Yes, my helmet is definitely li ing stored Tiger Moths and I would recom‐ exci ng exhibit. concentra ng on using different skills and loose. I put my hand on the top of mend this as something a bit different,
from land‐bound life. So why the hurry? my helmet, hold the s ck between my especially if you have not experienced In other words, there was lots to see knees and try to pull the strap ghter the joy and exposure of open cockpit and for people to find extremely My annual trips to France demand a with my free hand. But my knee‐ flight. interes ng. For me, seeing the thorough pre‐trip aircra inspec on to controlled a tude is wayward, I’m mim‐ complete Link Trainer brought back a ensure reliability although I have never icking a sinusoidal wave and it’s unpleas‐ Roll on 2014 and another trip! By the few memories of trying to “fly” one experienced anything but with this aero‐ ant. FLY THE AEROPLANE comes to mind way, why not come with us – we are on an RAF visit during my me in the plane. Two days before departure I had and so it’s a return to land with hand on basic grass root flyers at heart, cruise at Air Training Corps. I do remember spo ed a different coloured area on the helmet and some bl‐‐‐y air traffic con‐ 70 – 80k on legs of only 120 – 140 nm not doing very well and seeing the exhaust pipe and it ‘gave’ slightly under troller asking in French how many emer‐ and usually manage to meet up at our route that I had “flown” reproduced hard pressure so it was rapidly removed gency services I need. A er a sinusoidal des na on even though we’re responsi‐ by that motorised crab device looked and a really wizard welder building rac‐ approach (I need to remove hand from ble for our own naviga on. Think about like a drunken spider had been in ing cars at Castle Combe track had it s ck to adjust thro le and Turbi has no it! charge! sorted in his lunch break. Yes, there are trim system) I land, taxy to the side, do
really helpful guys out there s ll, if you up helmet properly and zoom off quick Rupert Hibberd can find them. So on these trips the as it had previously taken us thirty plane benefits from an inspec on and minutes and five forms to pay our land‐ some solid 3 or 4 hours a day opera on, ing fee.
First Flight
Newly restored by owner Anthony Briers, Bücker Bü 181 Bestmann G‐CGEV hopefully will star at our Northern Rally in June.
Originally built in Egypt by the ‘Al Gomhuria’ (Republic) aircra factory it was once powered by a Con nental O‐ 300 flat six, but during the restora on a 105 hp Walter Minor in‐line four cylinder engine has been installed to allow a period cowling line to match the aircra ’s war me Lu waffe livery.
Hawker Hunter F2 at Sywell Photograph Steve Slater
14 15 Allen Clewley Trophy – Avro Plaque which Charles Gardner won the 1937 Kings Cup Air Race at Awards Night and Annual Dinner 2014 Peter Holloway Ha ield. As the donor of this trophy himself, owned and restored the Alex Henshaw Mew Gull and was a Ha ield test FIFTY NOT OUT AT VAC AWARDS DINNER Awarded for noteworthy and regular VAC support and pilot, I invite DESMOND PENROSE to join us to make the a endance at many of the VAC rallies. The award goes to this presenta on. year to PETER HOLLOWAY who has a ended events last year ne of those strange quirks of discovered a Piper Cub in a hangar. While a small number of Award in his Miles Magister, Mikes Falcon or Fieseler Storch! Sadly fate ensured that 50 guests sat That aeroplane, on 2nd March 1964, recipients were unable to a end the O Peter is on safari in Africa at the moment (some excuse!). down to dinner at the Li lebury was registered G‐ASPS ‐ and is s ll Dinner (and will receive their Hotel in Bicester, for the Awards owned by Alan and Beryl today. trophies in due course at VAC Fly‐Ins Dinner that marked the start of the and events in coming weeks) as Paul Club’s 50th Anniversary year. Not only Many of us best know Alan as “John Morton and John Broad’s pictures that, we were proud to host as our Beeswax”, writer of the ever‐popular below show, the event showed off a guests of honour. Alan Chalkley and “Over the Hedge column in the LAA, dazzling array of silverware and some his wife Beryl, who were also Light Avia on magazine. Alan was smartly spruced up recipients. Many celebra ng a golden anniversary. also, in 1964 a founder member and thanks are due to Alan Chalkley for sat on the inaugural commi ee of presen ng the awards, to Peter and I am not too sure about their what became the VAC. A er the Ann Smoothy, John Broad and wedding anniversary , this was much award presenta on and dinner, Alan Trophies Steward Rob Stobo, for all more important. Back in the early told us of some of the fun and games their hard work. 1960s Alan, a former BOAC pilots was at some of the early VAC events. on a long‐haul to the USA, when he Steve Slater
John Edwards Trophy – Comper Swi Model Carol Loveday Tony Harold Memorial Trophy – Picture Rupert Hibberd Awarded for noteworthy contribu ons to airfield organisa on or flight safety. With a big thank you for more Graham England Trophy Awarded for aero‐ar s c or literary ability this award goes to than a decade of hard work and welcoming smiles as she Georgie Bird RUPERT HIBBERD. You might remember last year Rupert won managed the signing‐in at fly‐ins around the country, the the George Davidson Cup for his flying achievements. The award goes to CAROL LOVEDAY. Awarded for a young person’s involvement in vintage past year’s VAC magazine ar cles have shown he is as adept avia on. The trophy this year goes to GEORGIE BIRD, who with the pen as the control column! As you may know, Carol has recently stood down from decided to follow in her flying instructor father Dickie’s these du es and as Membership Secretary, presumably to slipstream, but done it in her own way. She has spent much of be er supervise husband Paul during his re rement. She the past year and a half at Bicester, helping restore vintage is also unable to be here tonight as she and Paul are gliders. Georgie has also worked hard on the airfield, a ending a best friend’s 50th wedding anniversary. becoming an accomplished winch and retrieve driver and George Davidson Cup she’s even managed to squeeze in some flying too! Hopefully David Beale tonight’s award might persuade Dad, it is me for her to Awarded to a VAC pilot or member for outstanding convert onto Chiltern Classic Flight’s Chipmunk! achievement or contribu on to vintage light avia on. The cup is this year awarded for a range of ac vi es. He is regarded as a leading expert in rebuilding and opera ng vintage engines.
His Tipsy Belfair G‐APIE is well‐known both at VAC rally and much further afield, due to his con nental touring exploits, which among other things included being part of a forma on of Bri sh and German vintage aircra over the Mohne, Eder and Sorpe dams. In addi on they even got to the dam that the Dambusters didn’t reach, the Eneppe Dam. VAC Photography Shield Paul Morton Dennis Fry Cup VAC Group Trophy – Auster Joys ck Francis Donaldson Carribean Flying Group Awarded for aeronau cal photography. The Shield is awarded to PAUL MORTON. Paul is of course well‐known for his Out Awarded to a VAC pilot for consistently good airmanship. Awarded to a flying group showing noteworthy Desmond Penrose Trophy and About column in Flyer magazine and in addi on a regular Well that is an understatement. As chief engineer for the achievement. This year the trophy is awarded to the David Beale contributor to our Vintage and Classic magazine. Very well Light Aircra Associa on and as a qualified test pilot, this CARIBBEAN FLYING GROUP, regular a endees of VAC deserved. year’s recipient has flown everything from WW1 veterans events in their Piper Caribbean and also at various mes in Awarded at the Commi ee’s discre on for the vintage to the latest hot ships, and has supported many of us in addi onal group owned aircra including a Nicolier aeroplane of the year. This year the trophy is awarded to this room with his engineering knowledge. A worthy Menestrel and a Piper Colt which they restored at White DAVID BEALE for his recrea on of the Percival Mew Gull in recipient. Waltham. 16 17
John Blake Rosebowl BEHIND THE SCENES ‐ There’s Been a Whole Lot of Lobbying Going On! Glynn Williams ne of the more onerous but represen ng the vintage sector. to mi gate noise effects on the Awarded for a vintage aircra restora on project. Well O absolutely vital jobs the VAC Together we went through the ground. there used to be a saying, if helicopters are safe, how come Commi ee performs, o en out of conten ous rules line by line and I there are no vintage helicopters? We can’t say that now, sight, is a lot of subtle lobbying to am delighted to say, the various The drawback in Gatwick’s proposal thanks to GLYN WILLIAMS and his immaculately restored ensure that our voice is heard by impediments to our being a Member is that NATS have merely drawn the US Army schemed Hiller UH12. avia on and airspace regulators. We Club of the LAA have now been proposed new airspace boundaries are well served by our affilia on to removed. There’s nowt like good as straight lines, totally disregarding One final trophy, not presented tonight is the Mo the Light Aircra Associa on, but teamwork I say! naviga onal features such as the Thompson, Spot Landing Trophy. some mes our specific interests M25, which would weave in and out need voicing too and I am pleased to AIRSPACE THREATS of the proposed new zone almost We hope we will have a recipient next year, as like the Liz say that the VAC, along with type guaranteeing airspace busts. The Inwood concours trophy, it will be contested at our ……... clubs such as the Auster Club, If you never fly south of Wa ord Gap VAC and LAA have already Vintage Piper Aircra Club and many or east of Brize Norton, then good responded to this consulta on and Ernie Lingard Trophy others, are delivering a shared luck, you can ignore this and enjoy objected to the dispropor onate Sandy Fage “VAC 50” event at Popham in July. message with an ever‐stronger, your empty airspace with impunity. scale of Southend’s proposal, but the unified voice. most pressing issue now is The rest of us though need to be Farnborough’s ‘grab’. Awarded to a VAC serving commi ee member for aware that the lower airspace in the par cular service or contribu on to the Club. Awarded to N.B Having read and no doubt enjoyed this we ask that THE VAC AND THE LAA. south of England is being threatened The proposals by airfield owner TAG SANDY FAGE who has worked relessly to keep our whilst you are at one of our or an event elsewhere please GOOD NEWS! by no less than three consulta ons, Avia on, would effec vely close the finances on the straight and level as Secretary and give some thought to possible recipients of these awards which each have the poten al to ‘gap’ between Heathrow and Treasurer. Many will not realise that late last year, the club at the 2015 Awards Night and Dinner. As you will be well aware, last year restrict all our flying. bank account was fraudulently hacked. We owe Sandy a the Light Aircra Associa on Gatwick to the big thank you for promptly no cing the discrepancy and a empted to introduce a new east of then for working with the bank to ensure we were not out cons tu on and regula ons aimed Farnborough of pocket. largely at improving control of, and and to the west reducing poten al liabili es from, would place ‘strut’ flying events and ac vi es. As height From the Hangar Troll you will have read in previous restric ons on edi ons of this magazine, to comply opera ons with these proposals we would have around Lasham, s I put the finishing touches to courtesy and who ruin it for others. We in this club are had to completely change the way Britain’s busiest this first issue of 2014 and write These morons we can well do fortunate that we A the VAC is structured as a Limited gliding site, as this final item the sun is shining and without. In my younger days you do have a Company, and any VAC members well as forcing all’s well with the world, but it could would normally ask if a look round reputa on of who were not LAA members, would other traffic out be be er at mes for the enthusiast. was possible, and 99% of the me it knowing how to have been denied vo ng rights. into the vicinity was, accompanied with a ‘don’t behave around of the already Reading the item on the visit to RAF touch anything’ warning, and we aeroplanes, and it is up to us to This was of course unacceptable to busy airspace Halton it brought back memories of didn’t. maintain that enviable reputa on us, and indeed to many other LAA around Popham. an open day some 30 plus years ago every me we visit an airfield. This ‘struts’ who like us regre ully The LAA is co‐ when the airfield was home to I can remember taking the train to fact is readily apparent when we hold suggested they would take our own ordina ng numerous types ranging from the Gatwick, and walking around the events at airfields such as Turweston, route in the future. One of the most responses to diminu ve Folland Gnat right up to outside of the perimeter fence and Fenland and many others. tangible disadvantages to us was we this, check out Armstrong Whitworth Argosy with a visi ng the hangar area with its needed to organise our own third‐ their website at few English Electric Canberra and the Morton Air Services Herons, and their So keep up the good work and should party liability insurance for events. www.laa.uk.com odd de Havilland Sea Vixen thrown in DC‐3s. It was there I had my first look you see any person doing something Over the winter we went some way to see the for god measure. Although I normally inside an execu ve jet, an HS 125. that could either endanger the safety in organising this and we would also details and the shot in colour I had been given some Also to be seen there was the of an aircra or the opera ons of have been able to assist if necessary, arguments, but black and white film to use up and so Airspeed Ambassador operated by that airfield always report it to a the other type clubs and struts who Both Farnborough and Stansted have what we need are A LOT of individual I lost out on the various schemes Decca. member of staff if available or were in a similar predicament. for commercial reasons, made responses to Farnborough’s portrayed by the aircra . anyone available, a call to the local a empts for huge ‘grabs’ of consulta on before it closes on 2nd In this present day and age the police is also advisable. The good news is that in late controlled airspace, which if May. You can find the proposals and That started me thinking on the way owners/operators of an airfield have January, Phil Hall the new CEO and successful, could effec vely deny consulta on at those of us with an interest in the added problems of security, Let us do what we can to help us to Graham Newby, chairman of the much of the south of England to avia on are treated at various events health and safety, and ambulance enjoy our hobby. Na onal Council and LAA Board uncontrolled VFR traffic. Gatwick’s www.consulta on.tagfarnboroughai or airfields up and down the country. chasing legal teams looking for a member James Tannock met with expansion is ironically much more rport.com, There are some amongst our number good profit. This as the result of the Paul Loveday strut and club representa ves, modest, and is quite sensible as they who fail to obey even the most introduc on of the US ‘No Win ‐ No including myself and Charles Sunter wish to alternate inbound and please take a look. simple of the rules of common Fee’ system. of the Interna onal Auster Club, depar ng traffic over a broader area Steve Slater
18 19 A Pilot’s Tale 201b), no ng RPM indica ng close to response, quiet and at l,700rpm I got adjusted and I checked we had 1,700, so rumbly feedback from the llOmph, back to 1,500 gave 90mph. reduced the rudder load by 50% and undercarriage and we break ground Further reduc on in rpm close to idle so to acceptable limits. he first DH aircra to feature the being entrusted to my care and substan al windscreen that, in the (about 58mph) into a very posi ve gave 65mph, the lowest speed I was T graceful curving fin and rudder sought knowledge and advice from event, meant one could fly without climb at 80mph. Take off run less prepared to go at the low height. The slack in the aileron circuit was that became a characteris c of both Al and Glenn before I flew. goggles and, as 1 did on one than 600 . Posi oning for finals was as per Al’s checked and acknowledged, a fix future de Havilland designs was the occasion, without a helmet. instruc ons, where to turn (the road discussed; Glenn will make the DH3. The first impression is of size. It is To avoid crossmg the concrete junc on was clear) with an approach necessary re‐bushings and, lucky not small, 45 wingspan with the Star ng is straigh orward; Master runway a right turn was made at speed of 80mph (reasoning I had a chap, fly the test. Only two were built but the cockpit some 16.5 from an 8 ‘on’, Fuel pump ‘on’, Thro le a 400 agl con nuing into a right down safe 5mph less than 65 and 60 x 1.3 = succeeding design, the DH4, was diameter Fahlin propeller and si ng quarter of an inch open, Spark ‘fully wind posi on at 800 agl (1,300 78, hence 80), the flare required an The other two flights were solely to built in large numbers, nearly 1,500 over 5 from the ground on 36 x 8 retarded’, Le igni on ‘on’, Starter QNH) keeping well below Lambert’s ini al pull force of about 251b to savour the joy of flying such a unique by the Bri sh and over 4,800 by the tyres. Entry to the cockpit is a climb engage and a er 2‐3 blades, when Zone. I stayed at this height, over the achieve an almost three pointer (no aircra . We owe a debt to A1 S x for Americans. via a metal step and a small wooden the 400hp Liberty fires second field (conscious of possible engine bounce, no blush with all watching), inves ng so much to preserve this, pla orm, taking care to avoid the igni on switch ‘on’ and spark to failure) and explored the controls. stopping some 700 into the runway. the first mass produced DH design Recently I was given the rare exhaust pipe, and a leg over on to ‘3/4’. The motor is smooth running The taxi back was an ear spli ng grin and to master cra sman Glenn Peck opportunity to fly an American DH‐4 the leather seat cushion. with veiy li le ‘popping’ and idles The non‐differen al ailerons are to many new friends and a pa ent for his skills in restoring the DH‐4 M2 (i.e. steel comfortably at heavy but not for their era, however I wife. M2,1 thank them both. fuselage tubing around 400 rpm. detected slack in the aileron circuitry; and Atlan c Co. the rudder was very effec ve and the Subsequently I flew the aircra on This pilot’s tale is done. The other tail built) that had Taxying is easy, prime control for turning (using the three more occasions. The second ‐ long may it grace America’s skies as been restored by the steerable ailerons for balancing) thogh a li le flight was pure test. A er discussion a living memorial to a brilliant Al S x in St. tailskid (with a ring with a constant right 501b foot Glenn and I agreed that, to avoid a designer. Captain, 1 salute you. Louis, Missouri. non‐intrusive load, with a moderate elevator non‐representa ve rudder trim tab, a rubber wheel backed by an effec ve but low geared l‐1.5deg incidence change to the Desmond Penrose. Al is a successful slo ed into the trim. Together a safe set of controls. starboard tailplane might ease the businessman skid) plus very The motor was a joy. Perfect right foot load. One degree was with an abiding effec ve rudder love of American from the prop civil aircra of ‐ wash the twen es and making thir es, he has a manoeuvring collec on of easier than a some 30 aircra DH82A. Wheel (one or two brakes are fi ed unique.) His base but were used is Creve Coeur Airport, just 10 miles The cockpit is spacious with all only for run‐up; they were effec ve from Lambert (St. Louis) controls readily to hand, tailplane with excellent ‘feel’, ie. no snatch. Interna onal Airport, where with his trim wheel to the le of the seat partner John Coumoyer, he below the thro le and mixture Creve Coeur has a hard runway established the Historic Aircra controls with the distributor (07/25) with a grass strip to one side Restora on Museum. switches, fuel pump and ba ery and two smaller grass strips at nearly switches, tachometer, al meter, right angles. The wind favoured one Al bought the DH‐4 a er seeing an water and oil pressure gauges plus of the la er for my first flight where advert in Trade‐A‐Plane ‘For Sale, A compass on the instrument panel all I was pleased to see com cobs Large An que Biplane’. Glenn Peck, ergonomically placed and readable growing either side of the strip. Director of Maintenance at H.A.R.M. whilst to the right of the seat are the Why? Because it would give me was tasked with its restora on to fuel control and radiator shu er some extra height percep on when I what I can only describe as superb ‐ lever (disconnected whilst I was came to land this large aircra . not concours shiny but totally flying for construc on of new brass correct and func onal. A jewel. He shu ers.) The ride from the undercarriage was did both the airframe and engine, a excellent and the 180deg turn into rare demonstra on of engineering The fuselage steel tubing is most wind as easy as any Moth. Fired up skill. evident when seated but it is the 2 with spark to full I was impressed 4in s ck that commands a en on. with good peripheral view (be er I was very fortunate to be invited to At least, I thought, I will have a good than the Mew Gull.) I slowly opened fly this unique de Havilland design moment arm to move those, not the thro le of this 400hp V‐12 and though I had experience of early small, four ailerons. Liberty motor. Response was DH types, e.g.. DH51, DH53 and immediate with a small right foot DH60 onwards, I was conscious of Although seated far back from the load to counter torque, easing the the responsibility of Al’s aircra propeller the view was good with a s ck forward to raise the tail (about
20 21 the organisa on of events and the troops on D Day and at Arnham. In formed the Sherburn Aero Club. In A Century (and More) at Sherburn day to day life of the club. Many addi on, even stranger experiments the early days most of the flying was incidents that later featured in his were conducted such as the flying in shared or privately owned Tiger books can be traced back to events Jeep and the gliding tank! Moths and Miles Messengers, but herburn in Elmet airfield, home at Sherburn in the late 1920's and the club in its present form began to to VAC Northern Rally in June, is S early 1930's. a great place for a VAC event. In addi on to three grass runways plus A er the abandonment of airship an all‐weather tarmac runway and a development, Shute went on to form welcoming clubhouse with excellent the Airspeed company, with its catering, Sherburn and flying in original factory in York, using Yorkshire has a fascina ng history. Sherburn as their aircra tes ng Sherburn Aero Club secretary ground. Although the Yorkshire Aero Richard Maxted, who will be our Club moved to the new Leeds and host on 14th June tells us some of Bradford municipal aerodrome at the “Sherburn story”. Yeadon, flying training con nued
with Blackburn Bluebirds bought new It all began on the 24th September Lennerton Lodge from the works at Brough by the York 1909, when the Yorkshire Aeroplane County Avia on Club and Sherburn Club was formed. Their first mee ng con nued as a flying and social hub take shape in the late 1960's with the was held in Leeds and well over 100 ground in the neighbourhood” Lady Mayor of Leeds took delivery of a rac ng the cream of Bri sh On January 1st 1946 the war me arrival of a fleet of Rollason Condor flying enthusiasts a ended. Sherburn including three hangars “constructed G‐EBLS at Sherburn Airfield, the new avia on. restric ons on civil flying were aircra for training and private hire. was certainly in use before the First at a cost of several thousand home of the Yorkshire Aero Club. removed and by June of that year the World War, when it became a busy pounds.” On the 3rd September 1939 all civil Yorkshire Aero Club had returned to By the 1970's the club had taken over “aircra pool”, before becoming For the next decade Sherburn hosted flying was suspended and the airfield Sherburn airfield. The clubhouse was the maintenance of the buildings and home to the bustling flying club in In 1924 the Yorkshire Aeroplane Club numerous Air Pageants and Air taken under government control. the old ATA building, Lennerton airfield, which has resulted in some the 1920s and 1930s, and during reformed to take advantage of a Races. These events were hugely Sherburn was almost immediately Lodge, but the airfield itself of the best facili es of any private World War Two, the loca on of Government scheme to create "Air popular with vast crowds a ending. used by Blackburns. By early 1940 con nued to be owned by the Air airfield in the UK. In recent decades Blackburns factory where 17,000 Mindedness" across the land. Each In 1926 eight special trains were laid their factory had been set up and Ministry. The Yorkshire Aero Club the club has grown into one of the Swordfish torpedo bombers were Club was to charge a standard fee for on from Leeds and there were 1000 over the next four years some 17,000 had returned to Sherburn because largest in the country with 600 built. It was also home to a war me learning to fly and in return would be cars parked at the event. Pres gious Swordfish were manufactured. The Yeadon airfield was s ll being used members, new runways and a fleet Air Transport Auxiliary Ferry Pool and provided with a subsidy and a events such as the famous Kings Cup Air Transport Auxiliary No 7 Ferry by Avro to build its new civil airliners. of new aircra , while locally based the Airborne Forces Experimental government approved aeroplane. Air Race and local inter‐club Pool was based at Lennerton Lodge, vintage and classic machines take Establishment. This aeroplane, a er some ini al compe ons all took place, while the just behind the current clubhouse, Between 1946 and 1958 the advantage of its grass runways (and misgivings, turned out to be the displays included races, wing walking, whose members ferried a huge Yorkshire Aero Club pre y much cheap fuel!) to remind members of In its earliest years, it is thought that iconic De Havilland DH60 Moth ‐ the parachute jumps, stunt flying, flour variety of aircra direct to RAF returned to the kinds of pre war Sherburn’s past. Sherburn was used by the type later made famous by Amy bombing and even car chases! sta ons. flying ac vi es with flying training, monoplanes built by Robert Johnson's flight to Australia. It was during this period that Neville air races and its annual Interna onal I’m sure you’ll agree that the Blackburn in Leeds. During 1912 & In August 1925, the Club received its Shute Norway, the future author of A combina on of current facili es and 1913 Mr Harold Blackburn (no past history make Sherburn the rela on to the builder) was making ideal des na on for VAC members ‘long distance’ test flights between fancying a trip ‘up North’. The Leeds, Filey and Wakefield, and the choice of Saturday 14th June, close present site of Sherburn Aerodrome to midsummer, means that there is was almost certainly an en‐route plenty of daylight for an ‘out and landing ground. Today one of the back’ trip on the day. monoplanes s ll flies, at the
Shu leworth Trust at Old Warden, Alterna vely some excellent bed where it is the world’s oldest and breakfast accommoda on and airworthy original aeroplane. Horse under tow easy taxi hire (the chap who runs
Sherburn airfield was also home to Air Rally. A par cular high point of the clubhouse catering also has a During the First World War, Sherburn the Airborne Forces Experimental the period was the 1950 taxi business!) makes it ideal for a Aerodrome became the site of an Establishment. Numerous Interna onal Air Race. This featured weekend trip. There should be an aircra pool used to store aircra experimental flights were conducted the very latest in jet aircra , with the event booking form in this month’s manufactured in Leeds, most notably by the AFEE to find ways in which Supermarine A acker winning the magazine, if not please drop “VAC the Sopwith Cuckoo, one of the first airborne troops could be deployed in race at a speed of 533mph! Northern” co‐ordinator John Gibbon purpose‐designed torpedo bombers, sufficient numbers and with enough a line at [email protected] rightly named for something first aeroplane G‐EBLS. A er ini ally Town Like Alice and many other equipment. It was the work here on The Yorkshire Aero Club again moved to say you are interested. Look developed to drop large unwelcome flying the Moth from Roundhay Park books, combined his work as an parachu ng from aeroplanes and the to Yeadon in 1959, but flying forward to seeing you there!! ‘eggs’. At the end of the war in Leeds and at Brough near Hull, in engineer on the R‐100 airship at use of gliders that led directly to later con nued at Sherburn and in 1963 a Sherburn airfield was put up for sale January 1926, with snow lying on the Howden with the role of secretary of success by glider and parachute mee ng at the Swan public house Steve S. as the “best emergency landing ground and a crowd of hundreds, the the Aero Club, and closely involved in 22 23 stream of friends and visitors to the FROM CONCORDE TO CROYDON, VIA WHITE WALTHAM former war me headquarters building of the Air Transport GROUND VISITS AND SOCIALS A WINTER SUCCESS Auxilliary, while a few hardy souls braved the icy hangars to check out assembled Moths, Aeroncas and s John Broad has already A big thank you is certainly due to are guided through an important exo ca such as Great Lakes biplanes, wri en in his Sywell Social the team at Heathrow, all part of Britain’s avia on history. A Sopwith Triplanes, Nanchangs and the report, the inclement early year volunteers, who have made the BA Some of us were lucky enough to be magnificent Miles Hawk Speed Six weather certainly vindicated our Heritage Collec on a superb taken around by a very special guide. racer. decision to concentrate on some reflec on of their pride in Bri sh John Priest, a spry nonaganerian, is ground visits and social events in Airways. To Keith Hayward, Jim much more than a font of Cathy Silk and Veronica Tanner were January and February, rather than fly Davies, Adrian Constable and the knowledge on Croydon’s history. He so successful at clearing people’s ‐ins. I am delighted that we proved rest of the team, thank you! remembers it personally. wallets with their buzzing ourselves resolutely weatherproof! merchandise opera on that at least John must be one of the last people one member had to drive into who can tell you personally what it Maidenhead to top up from the was like to fly as a passenger on an impressed because the pilot in the Finally, as blustering winds ra led the nearest cashpoint, but for me the Imperial Airways HP42 from Croydon open cockpit raised his trilby hat in window panes, there were roaring highlight of the day was the surprise to Paris. His childhood memories thanks. Needless to say, we were fires and warm welcomes for our arrival of a gentleman who is a also extended to his father stopping impressed too! February ‘social’ in the historic West his bullnose Morris at Croydon’s ‘level crossing’ on the Brighton road, to allow an Armstrong‐Whitworth Argosy trimotor cross from the Imperial hangars to the airfield. John remembers being par cularly
Ironically it was a good flying day for the first of our 2014 winter visits, although for some reason the host airfield couldn’t fit us in. The visit was of course to the Bri sh Airways Heritage Collec on at Heathrow, with around two dozen VAC members and guests, including such luminaries as leading avia on ar st London Aero Club clubhouse at White Michael Turner, joining the Waltham. Despite the chill winds, gathering which took in the WARM WALTHAM WELCOME which meant that even the seagulls impressively displayed collec on of weren’t flying, there was a steady personal part of VAC history. Back in uniforms, models (aircra !) and the early 1950s a youthful Mike Dible memorabilia in Bri sh Airways a ended a mee ng at White spectacular ‘Waterside’ Waltham that led to the crea on of headquarters building. CROYDON EXPERIENCE the original Vintage Aeroplane Group,
the forerunner of the current VAC There were plenty of familiar faces Things were no less impressive at which was created a decade later. who gathered in the “Speedbird the beginning of February when Be er s ll, as (the s ll youthful) Mike Centre”. In addi on we were around two dozen of us headed to was leafing through the various pieces delighted to introduce some new London, and the world’s first‐ever of memorabilia which we had on ones to the VAC. Among them were purpose built airport. Croydon, to display, he found a picture of his old Bob Powell and Gordon Chris e, meet up with the ever‐enthusias c Aeronca C3, G‐EAVS at one of the who despite working as engineers volunteers of Croydon Airport events. It was a special moment that for Bri sh Airways at Heathrow, had Society, who have created a superb marked a great day. Now we hope, never had a chance to visit the visitor centre in the upper floors and with spring around the corner, we can collec on before. From further control tower of the former “Airport organise some events which we can afield, Yuri Maree from the United House” (today we would call it a fly into rather than drive! States came as a guest of Chris terminal) at London’s principal
Royle. As he is a United Airlines airport from the 1920s Report:‐ Steve Slater skipper, I guess he wanted to check Photographs:‐ Trevor Jarvis out the opposi on! The airport buildings are now Geoff Collins commercial offices through the John Broad week, but on every Sunday visitors
24 25 So what is a typical UK built Air THE PIETENPOL AIR CAMPER Camper? Currently there are 20 completed projects in the UK – 14 e hope this ar cle is the first have a Permit to Fly with the of a regular spot in the W remaining 6 out of Permit for magazine, so here’s a li le various reasons. background to the aircra type, and the UK Pietenpol Club. Whilst no two Air Campers are the
same, recent research shows a Properly known as the ‘Air Camper’, typical aircra with the following the type was originally designed and specifica on: flown in May 1929 by a self‐taught Span 29 American designer, Bernard H Length 17 6 in Pietenpol from Cherry Grove Power plant Con nental C‐90 Minnesota. Propeller 72 in dia x 45 in pitch
Empty weight 785 lb Pietenpol was convinced he could These types of inconsistencies and flyers, and was beginning to a ract MAUW 1200 lb use a modified automobile engine as ‘grey‐areas’ prompted the forma on members from interested overseas Fuel capacity 12 Imp gal a power plant for light aircra . In of the UK Pietenpol Club in January enthusiasts. Now in 2014 the Club Endurance ( ½ hr reserve) 2 ½ hrs 1920 his first self build effort, a small 2003. has 120 Members, almost a quarter ROC 600 fpm biplane design using a 20hp Model T from abroad. We have an extensive Vne 100 kts Ford automo ve engine, was not in the UK today. This design s ll to use large diameter cycle wheels Stall <36 kts par cularly successful. His later used the original solid spar single on their aircra , others favour the Cruise 65 kts design, known as the ‘Ace’ was a piece wing but by 1987 a UK ‘Cub’ style balloon tyres. Wing loading 8 lb/sq simple all‐wood construc on with a designer, Jim Wills, devised a
27 span parasol wing u lising a modifica on employing built‐up Whilst in the US all the type are built The LAA currently has 70‐plus modified 16‐valve Model T engine spars for detachable wing panels. under the ‘Experimental’ category, st Pietenpol projects registered but and first flew on 1 Sept 1927. These innova ons enabled PFA using the original plans to complete research by the Club shows less than Engineering to permit an MAUW their aircra as they wish, things are a third of these are ac ve projects. With the arrival of Ford’s new Model increase for the type from 1050lb, not as simple in the UK, with
A series engine, Pietenpol further to a more useful 1200lb. regula ons requiring more work to To complete a project today would refined his design using this 40hp obtain that all important Permit to probably cost under £10,000 (plus motor and the new model, ‘Air Aside from the Wills built up spars, Fly. selected engine type), and take Camper’, was born.. there are a number of other approx. 5‐6,000 man hours. In real significant differences between the A simple example is seat harnesses ‐ terms this equates to a 6 or 7 year the plans show no provision for build programme these but in 1998 new JARs required
seat harnesses fi ed to new aircra For more informa on, visit the Club to have an 11g capability, giving website – www.pietenpol.co.uk or builders significant engineering All ideas for Modifica ons, whether web site, including an in‐depth our Facebook page challenges. And the current UK as solu ons for the Mandatory Technical sec on, our own Facebook www.facebook.com/ approved plans‐set for the design – requirements or as desirable page for members’ social interac on ukpietenpolclub. LAA Type 047 – has no informa on enhancements were collated and the and members hold many flying and ‘firewall forward’ leaving the builder best of these solu ons put forward social events throughout the year. Ar cle Peter Wright to his own devices. The only to PFA Engineering for approval. It Photographs Paul Shenton informa on given on power plant was at the Club’s Annual Mee ng at installa on is a drawing for the Old Warden in May 2009 – construc on of an engine mount coincidentally the 80th Anniversary of frame for a Con nental C‐90. the first flight of the Air Camper ‐
that Chief Engineer Francis During the 1990s, with a handful of Donaldson of the now LAA released completed aircra but many the first major tranche of what embryonic projects in build, Air became Prototype or Repeat Type For the next 30 years, Pietenpol sold BHP original 1966 Air Camper built Camper flyers and builders got Modifica ons for the Air Camper. plans, kits and complete Air Campers in the US and those built in the UK. together to swap ideas and and con nued refining the design The most obvious are the power informa on on project comple on. The Club is extremely proud of the finally using a Chevrolet Corvair air‐ plants used and the undercarriage With the limited informa on in the strong links it has developed with cooled six cylinder auto engine in styles. Although s ll used in the US, plans‐set this would clearly lead to LAA Engineering Department staff. what became known as the ‘ 1966 the Model A Ford engine is not massive numbers of Modifica on In its early days the Club had a Improved Air Camper’. This robust permi ed in the UK so the most Applica ons to PFA Engineering. A modest membership of spruce and plywood design s ll popular engine is the Con nental uniform approach to comple ng an predominately UK builders and forms the basis for Air Campers built C90 or O‐200. Some builders prefer Air Camper was clearly needed.
26 27 Book Review Book Review PERCIVAL AIRCRAFT EDGAR PERCIVAL Buccaneer Boys THE MAN & HIS LEGACY Air Commodore Graham Pitchfork MBE, FRAeS. FROM RACING GULLS TO JET TRAINER
Author ARTHUR W.J.G. ORD‐HUME Hardback pp 224.
Published by Stenlake Publishing Price £40.00 Illustrated in B&W + 16 pages in colour.
Published by Grub Street. ISBN 9781840336184 RRP: £20.00. his is yet another excellent book pioneers Harry Edgar Broadsmith. original design being somewhat T from the pen of Arthur W.J.G. 1924 saw him flying Broadsmith’s B4 modified to become the shape that ISBN: 979‐1‐909166‐11‐0 Ord‐Hume, on one of the most biplane in the Richmond Aerial Derby is most well known. respected aircra manufacturers of where he gained top marks. He the twen eth century. Suffice to say followed this success up again in The book describes all of the types I have dealt more on the early days 1926. both in which he played a greater or have to admit I love the A mix of some light hearted well as of the Buccaneer herself when Percival was more involved lesser role in the design and, or I Buccaneer, and always have, ever moments, day to day life stories and bringing the already alive stories into and before his resigna on from the In 1928 Percival returned to the construc on, and those which were since, as a young Air Cadet, I sat in those more interes ng moments as a more vivid focus. There are two company in 1940. United Kingdom for a short me produced by the progenitors of the the RAF’s recruitment cockpit of one well as the training where the first banks of 8 pages of mul ple colour taking part in the Kings Cup Race name. Reference is also made to the of these fine aircra . Added to this flight was also the first solo. Wri en photos too. A nice touch in the book The author having known and before returning home once again in rivalry between Percival and that winning my ATC Squadron’s aircra from the views of the pilots as well is the brief resume about all those worked with Edgar Percival is in a 1929. By October of that year he had other well known aircra company, posi on to give a factual account of returned to England where he Miles. recogni on trophy of a pain ng of as the GIB “Guy in Back” it gives an who contributed to the book as well the life and mes of this man and his became involved with the aircra two low level Buccaneers, insight into the teamwork required as the extensive index. impact on Bri sh light avia on. In designer Basil Henderson whose The Percival Proctor became one of consecu vely year on year, and by the crew. A nice touch is also doing so he is able to correct or Hendy 302 he successfully flew in the most readily recognised aircra when I heard of this book, a book having contribu ons from an The Buccaneer proved herself a confirm some of the myths and tales. the 1931 Kings Cup. Prior to that he and the Q6 in the opinion of this about those who flew this beau ful exchange crew from the USAF which more than adequate tool for the task Although some of these remain an had test flown the Hendy 281 Hobo, reviewer one of the most impressive aircra it was instantly put on my is not an area that you get to read and the love for the Buccaneer by enigma to this day. His treatment of a low wing single seater. looking twins of the period. those he worked with or employed Christmas list. (That plus the long about much in most books. her crews shines through. What also makes for interes ng comparisons The following years saw Percival The name is also inextricably linked held wish to some me have a go in a comes through in the book is the with todays industrial rela on involved with a number of to two of the RAF’s basic trainers, real one ‐ well I can dream!). I par cularly enjoyed the descrip on camaraderie between all those methods. companies within the industry the piston and Jet Provost, both of the last air display season involved with Britain’s last bomber, including Saunders Roe and Spartan described in detail. This book is a selec on of stories sequence which gives an insight into which proved to be so much more The story of Edgar Percival is one of aircra and their various designs. from those who flew the Buccaneer the hard work that goes on, on the than just a bomber, regardless of many facets, a number of which The tables of types both built or just with the Royal Navy, the Royal Air inside, to give us the public a service. A true bona fide “Warbird”. resulted in the stormy origins of a The first of his designs the Percival designs show the amount of company that was to become one of Gull prototype was produced in research having been undertaken. Force and the South African Air Force seamless, stylish and apparently this country’s producers of record 1932, the aircra bearing a too. It covers the transi on from the effortless act on the outside. This book takes pride of place on the breaking aircra . resemblance to the Hendy 302 and The photographs, in this book which introduc on into service with the shelf at home and no doubt will be the unbuilt 311. His Percival Aircra runs to over 300 pages, are well original Mark 1 powered by the An easy book to read in style and read again and again and not be le Born in 1897 in Australia Percival Company was formed at Gravesend reproduced with where the Gyron right through to the final days because of the nature of the on the shelf too o en ‐ served in the First World War which proved too small a loca on for informa on is available extremely with the Mark 2 powered by the collec on of stories plus how they Recommended. transferring to the Royal Flying Corps any expansion and so started the detailed cap ons. more powerful Spey via the well are presented it is easy to pick up before returning to Australia in 1920. associa on with the airfield His part in the early years of avia on synonymous with the name of For those with an interest in an known Red Flag exercises, the Cold and put down when called upon to The author himself is a well in Australia in both his flying, where Percival, and its deriva ves ‐ Luton. iconic name amongst constructors or War, Gulf War and, in SAAF service, do other things by your other half. respected member of the Vintage he set a number of records and his a history of this country’s avia on the conflict in Africa. It also covers Aircra Club and has been for a involvement in the import of some As revealed in the book it was at this book is a must. the first deliveries by air of the The book is also illustrated number of years. of the first aircra in that con nent Gravesend where one of the most Buccaneers to South Africa. throughout in black & white with is well documented. He became famous record breaking aircra , the Paul Loveday photos of the people and events as Gary Loveday involved with another of the early Mew Gull was first produced. The 28 29 Book Review TOTAL AVIATION OIL Hurricane Manual 1940
edited by Dilip Sarkar MBE, FRHistS All Grades from “Straight 80” to High Performance Multigrades
From 1 litre bottles to 208 litre drums So back pp256.
Illustrated in B&W. Approved by Continental and Lycoming
Published by Amberley Available from stock for immediate dispatch
RRP: £9.99 Free delivery to UK Mainland addresses
ISBN: 978‐1‐4456‐2120‐3 Great prices - we buy in bulk so that you save ££££s
his book covers another of my These are a refreshing change to see which were found stowed n the Contact Pete Smoothy on 01 296 714 900 T favourite military aircra and I printed and give an idea of the work undercarriage wheel wells? prefer the Hurricane over the Spi ire carried out by the unsung, in my eyes, Airworld UK Ltd, Winslow every me to be honest. An heroes, the ground crews. There are Overall, as I say this book is well worth assembled collec on of the AP (Air also two sec ons giving a view of space on your bookshelf if it is your www.airworlduk.com Publica ons) manuals for this something not really seen by the area of interest or you fancy remarkable and o en overlooked average enthusiast, copies of a something a li le different. My only aircra from the early days of the squadron’s diary, the ORB (Opera ons niggle, which I hasten to add is no Second World War, this book is Record Book). The two versions are reflec on on the quality of the book, different than most you find these presented. One is a list of du es the work gone into it, or the author/ days and compliments the author’s carried out such as opera onal patrols editor, is the reproduc on of the AP’s. Lancaster and Spi ire manuals from and results of combat, whilst the This is just due to how they were the same year. I admit I have not seen other is more individual aircra & produced back in the 1940’s by folks these personally but if they are as pilot related. These two sec ons are sat at a typewriter, which in many good as this book they will make a then brought more to life with a copy ways also highlights those on the great trilogy for any enthusiast/ of combat report. All three documents ground behind the scenes who sat and historian. are from 242 Squadron (Those typed these important guides up, and hurricanes coded LE and the squadron as a result some of the font is a bit There is an opening chapter wri en by of Douglas Bader) The final sec on is a blobby and can make the reading a the editor, well respected and prolific reproduc on of the aircra li le ring on the eyes a er a while. historian, which includes first hand recogni on playing cards for the “sound bites” of those who went to Hurricane (Queen of Hearts) For something different, informa ve war in the Hurricane. This covers the and giving a real me look at what history of the Hurricane at war and In reading such books you learn all “The Few” had to work with a er their provides a good opening to the detail sorts of things that you would not training which would be a first solo on in the pages that follow. normally know and make you wonder type too.
how many of the superb restora ons The reproduc ons of the AP’s make out there these days include the flying Recommended. Items for publica on should be sent to the editor by le er, e‐mail or on a CD or floppy disc. Photo‐ up the bulk of this book and cover the control locks, which were to be found graphs can be sent either on a CD (preferred) or by post for scanning. All photographs and ar cles are pilot’s notes in all their various “in a canvas bag stowed in a locker Gary Loveday sec ons followed with a break of behind the pilot’s head” and the copyright of the originator and the Vintage Aircra Club. The address to send items for publica on is various photographs before moving detachable e down rings; not to 16, Norton Crescent, Towcester, Northants, NN12 6DN on to some of the maintenance AP’s. men on the engine star ng handles
30 31