WEBSITE http://www.npht.org N APIER 1 HERITAGE NEWS THE QUARTERLY JOURNAL OF THE NAPIER POWER HERITAGE TRUST

NUMBER 96 SUMMER 2017

60 YEARS SINCE SCORPION RECORD This August 28th commemorates 60 reached a height of 70,310 ft., beating the years since a Napier product help achieve the previous record, also held by a Canberra, by more world aeroplane height record in 1957. Fitted than 4,000 ft. with a Napier Double Scorpion aircraft rocket Randrup was accompanied by Walter engine, Canberra WK163 flew Shirley, Deputy Chief Engineer of Napier’s Flight to a height of 70,310 feet (21,350 metres) Development Establishment, which was around 20 miles south of Shoreham-on-Sea. responsible for the design and development of The following is an edited article extracted from Scorpion rocket engines. They took off from This Is Napier Vol.1, No. 2 1958. Luton, home of the F.D.E., late in the afternoon and headed for Portland Bill, on the South Coast. Up 70,310 feet by SCORPION They then turned east where, at 44,000 ft., a few For the third time in four years, Great miles south of the Isle of Wight they turned north- Britain has set up a new world altitude record east, at the same time bringing the “Double for aeroplanes. On 28th August 1957, Napier’s Scorpion” into action. Three minutes later they Chief Test Pilot, Mike Randrup, flying an had gained another 26,000 feet, and captured the English Electric Canberra fitted with a Napier record. They were then about twenty miles south “Double Scorpion” aircraft rocket engine, of Shoreham-on-Sea. Continued Page 8

New President for Up 70,310 feet by RedBull NPHT SCORPION SoapBox Race 2017! Page 3 Page 1, 7-9 Page 10

N APIER ENGINEERING EXCELLENCE ON LAND, SEA AND IN THE AIR HERITAGE NEWS CHAIRMAN’S MESSAGE Well time does fly (or is it an age thing?), and our 22nd AGM has been and gone. it was held in the I. Mech E. “Energy Room” on the lower ground floor which will become the new Napier Room. The reason for the move is that the whole of the 4th floor has been hired out. The Committee remains unchanged other than the unanimous approval if the Committee’s recommendation that Alan Vessey be our new President. Alan will gently hand over the Archivist post Nigel Paine so any Company archive questions should now be directed to him. The meeting also voted in favour of Trevor Brockington being made a life member for all the hard work he puts into the Trust. Can I remind you that John Street has moved downstairs and has changed house number. We are still receiving regular e-mails from relatives of ex-employees and adding new names to our “Roll of Honour”. There is a link on the first page of our website which will enable you to see the list. If you get a chance, please take a look and see if you can fill in any details. Please do not forget that we are still accepting paperwork, photos, etc as originals, scans or photocopies for the archives. If you have any unique records or memories from your time at the Company then we would welcome any contributions to the archive and Journal. There has not been much happening on the Typhoon projects but you will be the first to hear when we know anything new. John Street and I need to know how many of the Acton workers would like to have a reunion next year at an hotel in or around the London area, please contact either of us as it will be 50 years since Joyce started the reunions. Roy To contact us please write to - NPHT Secretary Trevor Brockington C/o unit 12, Furmston Court, Icknield Way, Letchworth, Herts, SG6 1UJ E-Mail: [email protected] OR [email protected]

Membership – Hon. Membership Secretary John Street 97 Oakhurst Gardens, Station Road, Rustington, West Sussex, BN16 3AN Tel: (01903) 366954 E-Mail [email protected] NPHT Officers: Roy L Gasson Chairman (Aero) 01273 512161 Trevor Brockington Secretary (Sales) 01462 670683 Alastair Ure-Reid Treasurer (Napier Powered Motor Boats)

Executive Committee: Ian Arlidge Sales Support Clive Boothman Napier Vehicles Matthew Killner Nigel Paine Archives, Journal, Website (Deltic Research) 07967 445829 John Street Membership Secretary, Apprentice Lists 01903 366954 Clen Tomlinson Engine Models Alan Vessey President 01296 688438 David Williams Minutes Secretary

Napier Heritage News Submissions Articles and photographs are always welcome and should be sent to : Nigel Paine, 55 Manor Close, Harpole, Northants, NN7 4BX Telephone : (07967) 445829 E-mail : [email protected] COPY DATES : Spring 1st Feb, Summer 1st May, Autumn 1st Aug, Winter 1st Nov The opinions expressed by contributors to this Newsletter are not necessarily those of the Editors or of the Napier Power Heritage Trust (NPHT). Copyright of the contents of this Newsletter is held by the NPHT and individual contributors. 2

MEMBERSHIP MATTERS Please note that I have changed address and you should now write to me at 97 Oakhurst Gardens, Station Road, Rustington, West Sussex, BN16 3AN Subscriptions for membership of the Napier Power Heritage Trust fall due on 1st January each year. Please remember to enclose a Stamped Addressed Envelope with your subscription. If you are a UNITED KINGDOM TAXPAYER please help us to raise extra funds by signing the Gift Aid on the renewal form. Quite a few members still owe their membership for 2016; can you please ensure your subscription is up to date. Many Thanks John Street NAPIER HERITAGE NEWS Annual General Meeting The Trust’s 22nd Annual General Meeting was held on Wednesday 12th April at the I.Mech.E in Westminster. Regrettably fewer than 20 members attended this year. The AGM was downstairs in the Energy Room, which will be renamed and become the new Napier Room in due course. Our thanks once again go to Karyn French and the I.Mech.E. for making us so welcome.

Alan Vessey Elected as the Trust’s new president CURRENT NEWS During the Trust’s annual general meeting Alan Vessey was elected as the third President of Bronington sinks the Napier Power Heritage Trust. He writes: Neglected Ton Class minesweeper M1115 HMS Bronington has sunk while moored at Vittoria As your 3rd President, I must refer back to our two past Presidents who were also Napier Dock in Birkenhead where it has been laid up for years. It partially sank next to the dock in an upright Apprentices, namely Eric Carlisle, Head of Engine Test Administration during WW2, and Geoffrey position at some point between the 17th and 18th March and was starting to roll onto its side. McGarry of Turbocharger fame who was with Napier for fully 50 years. M1115 HMS Bronington was launched for the Royal Navy by Cook, Welton and Gemmel I was given clear direction in 1992 by letter from Lord Nelson of Stafford, who had been the shipbuilders in Beverley, East Yorkshire in 1953 and remained in active service until 1988. PPrince Napier Managing Director from 1943 under the Chairmanship of his father Sir George Nelson of Charles was captain of HMS Bronington for a time. In 1989 “old quarter past eleven” was purchased EECo. - later to become Lord Nelson of Stafford - before passing the title and job to his son. by the Bronington Trust, a charity dedicated to her preservation and display to the public. The He, the son, wished us Napierians success in preserving the great engineering heritage of D. minesweeper was brought to Salford Quays in Manchester and later opened to the public in 1992. Napier & Son Ltd. mainly through official bodies such as Institutions, Museums, Colleges and Ownership eventually transferred to Mersey Docks and Harbour Company and the ship has Libraries. This NPHT has done now for 25 years. We must now continue that process via the been been laid up at Vittoria Docks since 2011. Internet and social media, as well as at exhibitions and by giving illustrated presentations around the Other than HMS Wilton all the Tons had wooden hulls. With no money being spent on the UK. More younger generation members are needed to be sought, while live displays of Napier Power vessel it has come into disrepair and some form of structural failure has resulted in it sinking. Anti on Land, Water and in the Air are given." pollution fenders have been put in place and we would assume preparations will be made for its disposal. The vessel has two Napier Deltic 18-7A engines and is reported to also carry a Deltic 9-5A Napier Archives Update pulse engine. During the Trust AGM President Alan Vessey also announced that he would be stepping back Photo Credit: Phil Owen from the “archivist’ front line”. Alan has been continually searching for and receiving archive material for the Trust since its formation. This is something for which the Trust is eternally grateful to Alan for. The flow of information has now slowed to a trickle. Furthermore, most of the original material collected has been passed on to the Institute of Mechanical Engineers leaving a fairly large collection of secondary information. It is now felt that the archivist’ aims should be to concentrate on improving the way we help people understand the Company, its employees, products and achievements. The Trust needs to be better able to assist with research requests and the interpretation and presentation of Napier information. Much of this can be achieved quickly and efficiently through e-mail and better use of the Trust’s website. Nigel is currently working with Karyn French at the I.Mech.E. to ensure that our remaining original archival material is correctly catalogued and conserved to ensure a smooth transfer from the Trust into the Institute’s Napier archive at their HQ in Westminster. This collection mainly 3

comprises the 2,500 glass plate negatives from Napier Luton and a large amount of paperwork recovered from the former office of P.J. Wallace. All of the slides have been scanned, catalogued and indexed, they now need to be protected in archival envelopes, at some expense to the Trust. A start has been made on cataloguing the P.J. Wallace papers, however, this will take some time due to its location in relation to the cataloguer! The Institute has spent a huge amount of time and money sorting and digitizing much of the information they hold; this will all be viewable on the I.Mech.E. website. However it is intended that we will use our own website to create a comprehensive register of where source material can be found. This will help ensure that the Trust remains the first ‘port of call’ regarding all matters to do with D. Napier & Son Ltd. As you can see this is a challenging opportunity for the Trust.

A REQUEST Canberra WK163 and the Double Scorpion As has been covered elsewhere in Napier Heritage News, 28th August sees 60 years since English Electric Canberra WK163 attaining the world altitude record. We have been approached by the current owners of WK163 who wish to commemorate this anniversary. They would like to reunite people involved in the programme, who worked on the aircraft or were involved in the Napier Scorpion rocket engine development with this historic aircraft currently located at Doncaster Robin Hood Airport. If you would be interested in attending please contact the Editor on 07967 445829 or E-mail [email protected] .

SALES NEWS Napier Lions At Large A reminder that Alan Vessey’s latest book, “Napier Lions at Large”, is available from Trevor Brockington (contact details are given on Page 2). This has been self published and financed by the Napier Power Heritage Trust so we ask every member to play their part in helping to purchase, promote and sell this book. The cover price is normally £19.95 plus P&P but is available to members at a special discounted rate of £17.00 with an added £3.50 UK inland postage and packing.

OBITUARY Montague J H Titcomb (Monty to everybody) It is with great sadness we have to announce the passing of Montague Titcomb in late April at the age of 90. Known by everybody as Monty, he was the type of individual that every department needed when the going got tough. We certainly had some tough times during the early days of development of the Deltic and Nomad engines, so you could always rely on Monty to produce a funny sketch or quip of the situation and cause a laugh. I first met Monty in 1950 on the test beds at Acton, working as Technical Assistant and this association / friendship carried on right up to the end. If my memory is correct our first meeting was on the Axial Compressor Rig at DTH Park Royal. We then worked in the same department until the early 1960s, covering test work at Acton, DTH, Coronation Road, and the wind tunnels at Hatfield. On leaving Napiers Monty worked in the construction industry until retiring to Somerset with all his family. Monty died almost on the door step of his home in Templecombe, Somerset with his son John at his side. We shall all miss Monty and send our condolences to his son John and his family. John Phipps 4

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LETTERS Napier Heritage News Issue 95 Two items in the Spring issue of Napier Heritage News was of more than usual interest to me. First was the restoration of a Napier Sabre IIa with the view to installation in a veteran . This engine was displayed prominently at our 200th. celebration at Quainton. I served a five year apprenticeship at Acton on all aspects of the Sabre including fabrication, assembly and finally engine testing at Acton and Park Royal. The fine workmanship for which the Acton Works were renowned was reflected in this engine. On the very first day of my apprenticeship at the age of sixteen I was presented with twenty four connecting rods, plain and forked, and told to hone the big end bores. On handling each connecting rod I marvelled at the polished finish, not being aware at that time how important it was to avoid rough finish, even scratches, that might cause stress concentrations in such a powerful engine. And later, at the test house, to be able to lay one’s hand on the flank of a Sabre at full power, whilst producing over 2,000 bhp is a memory that will always remain. However, when a Sabre was first started up, I did not relish being told to climb up on top and operate the Coffman Starter, the operating cable having broken. The engine sometimes caught fire after several attempts to start! Patrick Campbell, a fellow apprentice, says he remembers seeing me at the honing machine. Patrick, incidentally, at 93 is still active in restoration at the Montreal Aviation Museum. The second item is the picture of an early Napier turbocharger. On completion of my apprenticeship, now in the main drawing office, I was transferred to the newly created turbocharger section in Mr Penn's department. We formed a group of five under the leadership of Simonis from the disbanded Power Jets company of Frank Whittle. Ken Little was the senior design draughtsman. We set to work and in 1947 produced drawings for the manufacture of the very first Napier turbocharger, the TS200, my contribution being drawings of the two inlet and exhaust castings in Meehanite. As the blowers for big marine engines used seawater for cooling the turbine casings, the large rectangular inspection plates on these casings, seen in the picture, also held zinc rods to prevent corrosion. The turbocharger section went on to produce a range of turboblowers consisting of TS90, TS100, TS300, TS400 with TS500 and TS600 following on. The name of Napier still heads the present range of turbochargers for large Diesel engines. Some years ago, on a visit by the NPHT to the Siemens group, who were responsible for the manufacture of Napier blowers at that time, I happened to mention my part in the creation of the first Napier turbocharger. I was told that Siemens had just sold a second hand TS200 to a third world country! Ken Finding

Our thanks go to Ken for sharing his really interesting recollections. If you have any such stories ,please do share them with us. Many thanks, your Editor

MUSEUM VISIT Robertsbridge Aviation Society On 18th March, Clen Tomlinson and I visited the Robertsbridge Aviation Society. We were made very welcome by Roy Chrismas (Chairman) and Trevor Woodgate (Secretary) of the Society and given a guided tour of their displays. Many items are from English and German bombers and fighters recovered from crash sites. There is a vast collection of aircraft remains but emphasis is based very strongly on the recovered remains of WW2 aircraft excavated within the local area and the history of those aircraft. There are other exhibits, which "arrive" as donations and given a new home as "too interesting to throw away". 5

The entire collection is housed in a row of very small converted broiler chicken rearing sheds. They are semi-circular in section so visitors can only stand upright near the centre and then proceed through in single file, in one end and out the other. The exhibits are crammed very tightly together with further items scattered around these buildings generally comprising of aircraft fuselage sections, large propellers, under-carriages etc. Among the exhibits are two crash damaged Napier Sabre engines with no way of identifying either of them. One is badly damaged but what’s left of the internals can be seen in all their glory on one side. The other engine is in a more complete condition but is still unidentifiable. Further engine components are displayed on several boards. There are also quite a number of Typhoon bits including main wheels panels etc. Whilst the site is not particularly inviting or impressive; however if you are in the area with some time to spare, why not pay them a visit? They are normally open on the last Sunday in the month (closed November – February). Refer to their website for details https://sites.google.com/site/robertsbridgeaviation/ Robertsbridge Aviation Society & Museum, Bush Barn, Silver Hill, Robertsbridge, East Sussex, TN32 5PA. Roy Gasson

PEOPLE Apprentices par Excellence Continuity in engineering skills is, and has been an essential part of Industry. Engineering excellence depends upon the passing on to others the design and manufacturing abilities of well- established engineers. This was always recognised by Napier management. Eric Carlisle's reminiscences of his apprenticeship show that, whilst the training of young engineers was recognised as being of significance, it was not always methodically organised. Arthur Townley Parker (ATP) joined D. Napier & Son Ltd as a draughtsman in 1940. Those of us who have experienced life in a Drawing Office know only too well that much of its activity was mundane and routine. Arthur found himself in a dead-end job, and said so. He asked the Assistant Works Manager, an acquaintance of his, if there were not some more useful and more interesting work in which he could be engaged. Nothing happened until one day he was called to the office. “We want you to take responsibility for the training of Napier apprentices”, was the proposition put to him. A young man himself and a scoutmaster, Arthur was well suited to guide young men in their engineering training. But where was he to begin? Arthur was handed a ledger containing the names of apprentices scattered across the Napier Acton works and offices. Within the space of 5 years ATP had turned a haphazard system of apprentice training into a well organized Apprentice Training Scheme. Its standards were second to none and the scheme became the envy of many a Company. Engineers trained under Arthur's direction were highly regarded throughout industry. By 1945, the year I began my training, Arthur had introduced the Napier Annual Apprentice Award system. The first of these took place in the autumn of 1945 and he was to oversee seven consecutive annual events. There were two 'streams' in the apprentice scheme. For those with 6

An aptitude for a technical career - design, development, analysis, etc. - there was the Student Apprentice stream. The alternative Trade Apprentice stream was for those whose interests lay in acquiring production and manufacturing skills. Arthur ensured that all apprentices were progressed through as wide a variety of departments as possible. He set out to match each individual's needs to the experience available throughout the Works. Every apprentice, without exception, was progressed through the Apprentice Training School. By the time I my apprenticeship started, Arthur had his Training School up and running in North Acton at the 'model factory of the Elizabeth Arden American cosmetics company. Ted Shaylor gave instruction in hand fitting skills, whilst Frank Bonney passed on machining skills. Frank Bonney was to succeed ATP in due time. Later in 1945, the school moved to the rear of the Ultra Radio factory in Park Royal. ATP left Napier's in 1952 to become the training Officer at Central Electricity Generating Board. He remained there until 1959 when he entered Theological College. Arthur was ordained into the Church of England Priesthood in 1962 in which capacity he served a varied and valuable ministry. In his earlier days, as an accomplished organist and campanologist, he served as organist at the Church of Saint John the Evangelist at Hammersmith. Despite some adversity in his life, many of us owe a great debt of gratitude to Arthur T. Parker today. Archive letter from Rev Dennis G.J. Caddy

NAPIER PRODUCTS Napier Ambulance for FANY This photograph was taken in 1918 and shows a Commandant in the First Aid Nursing Yeomanry (FANY) watching a mechanic working on her Napier ambulance. Although some cars were converted after the outbreak of war, Napier production from 1915 was substantially given over to war work so it is likely this chassis was built specifically for the war effort. The FANY was a pioneering women’s unit formed in 1907 by Sergeant Major (later Captain) Edward Baker who believed there needed to be a quicker and easier link between care on the battlefield and military hospitals. Its original purpose was to improve the care of wounded soldiers as they were moved from the front line to the military field hospitals. However the First Aid Nursing Yeomanry also performed a wide range of front line duties including driving, transporting blood, nursing and cooking. It had an official working base in Calais where they kept equipment, ambulances, spare uniforms and also had a canteen for soldiers. By 1916 FANY nurses had helped an incredible 4,000 soldiers however some died whilst working near the front line. When WW1 finally ended soldiers reflected on the work these women undertook. The FANY played a major part in changing the perception of women in the 20th Century leading to major changes in society. Clive Boothman

NAPIER PRODUCTS Up 70,310 feet by SCORPION – New World Record - Continued from Page 1 When it reached 70,000 ft., the Canberra was still climbing at a rate of some 8,000 ft. a minute, but the aircraft’s flying characteristics made it inadvisable for the pilot to go higher. He therefore levelled off, shut down the rocket engine and began his descent. The Canberra is a “sub- sonic” aircraft and has a comparatively low maximum safe flying speed. At 70,000 ft. its stalling speed and its maximum safe flying speed are separated by a mere 20 m.p.h. The pilot had to 7

keep within this slender margin, or the adventure might have ended in disaster. Every foot of additional height would have made his position more perilous. During the final stages of the climb, practically all the Canberra’s thrust came from the “Double Scorpion”. In that rarefied atmosphere, the two Rolls-Royce Avon turbojets could do little more that maintain the aircraft’s electrical and hydraulic services and cockpit pressurisation system. Randrup reached his maximum height over the sea for two reasons. Height records are measured from sea level, and the Canberra carried a radio altimeter which converts the time taken for an electrical impulse transmitted from an aircraft to reach the surface and for its echo to return into distance. Previously, records were made from the evidence of standard altimeters, which convert pressure into height, and which take no account of the height above sea level of the earth’s surface beneath the aircraft. The radio altimeter gives the height as a continuous reading on an oscillograph, which the pilot can see and which is photographed by cine-camera to provide proof of the achievement when the claim is submitted for official confirmation. Atmospheric pressure does not fall at a constant rate with height, so the reading of a standard altimeter has to be corrected for pressure variation before the true height can be found. The radio altimeter’s accuracy can be determined beforehand, or subsequently, by calibration with a special type of theodolite. Being a branch of the Ministry of Supply whose contract the Scorpion is being developed, the RAE, Farnborough lent and installed the radio altimeter. Randrup and Shirley wore special clothing consisting of a partly pressurised helmet, and an inflatable jerkin to safeguard themselves against the hazards of a cockpit pressurisation failure. If a pressurisation failure occurs, the jerkin is inflated automatically. This clothing was designed in collaboration with the Royal Air Force Institute of Aviation Medicine, Farnborough, which has made a special study of high altitude flying problems, and from which Randrup and Shirley received valuable assistance and advice.

Top, Above and Right Luton Slides: 27629, 27442*, 27503* (*cropped) 8

Airborne testing of the “Double Scorpion” in the Canberra began on 20th May 1956. In the following 12 months, firings took place at steadily increasing heights, and when the development programme brought the Canberra within striking distance of the existing height record the decision was taken to make an official attempt to break it. The Royal Aero Club, as representatives in the UK of the Federation Aeronautique Internationale (the body which homologates records) was asked to send a team of observers to Luton and, if the record were broken, to submit the figure to the F.A.I. for confirmation. To be continued

ARMCHAIR ARCHIVES “Testing Times for the Sabre” - from Alan Vessey. In 2004 our first President the late Eric Carlisle of Acton and of Sabre fame wrote, "Imagine my surprise when I read out of the book, London at War by Philip Ziegler, that "The mystery noise”, a vibrating hum, must have penetrated far afield because the local people knew that when Napier's were testing engines, there would be no risk of an air raid in their vicinity!" He went on, "One indignant victim pursued the matter with the police, the Home Office and the Ministry of Health, but got no satisfaction. Eventually he decided that he had identified the culprit, a factory in West London, but was met with a bland assertion that, though they might be making a little too much noise, this was unavoidable in view of the essential war work on which they were engaged. So far as it could be established, the testing of aero engines was responsible"

In another letter in 2002 Eric had written of the Test Cells at Aldenham / Elstree. "Prior to 1939 it was proposed to extend the Northern Line of the London Underground Railway out to Elstree, and a large Terminus and Repair Depot was completed there. The advent of war prevented the extension of the railway, and it was never built. When the Napier Sabre engine was approved for the Hawker Typhoon aircraft, it was necessary to find a factory for the overhaul and repair of the engines in addition to the Shadow Factory at Liverpool used for new production. The new empty railway Terminus was thus chosen. Following repair and overhaul, engines had to be tested to prove their airworthiness, thus the Aldenham Engine Test Establishment came into being about 1/2 mile west of the Factory, comprising some 4 to 6 Test Cells. Due to the complexity and expense, and also urgency of building a dynamometer installation in each test cell testing with a propeller was permitted. This was strictly for repair / overhaul Sabres as brand new engines had to be tested on a dynamometer. A Test Cell was a tunnel-like structure, open at both ends, with a control cabin at the side. To obviate using an expensive flight propeller, a large fixed pitch wooden one called a Test Fan was to be used for Sabre testing.

Any Complaints about the noise of engines running at night (Merlins were also involved the nearby Handley Page establishment at Radlett) had their gossip silenced with the usual remark, "He should have known better, there is a war on!”

Napier Sabre under test on tilting test stand. Luton Slide No. 1924 9

AND FINALLY . . . . "Tyron Story still alive after 110 years" A “scale replica” of the 1933 "Napier-Railton" racing car has been built by team “Brooklands Special” who are participants in the RedBull Soapbox Race 2017 at Alexandra Palace, London on 9th July. One member of the team, Phil Densham, is great grandson of Napier's own Henry Tryon, who won the very first car race at Brooklands in July 1907 in a 6 cylinder Napier. Phil was put in touch with your NPHT President through our member Jim Tryon (son of Henry Tryon) to gather details of Henry's work at Napier and his leadership character there until 1960. As I had known him as an apprentice in the 1950's as the former Head of Research at Acton, I could assure Phil of the outstanding work Henry had done in connection with the Schneider Cup "Lion" engine successes of 1922 / 27 in floatplanes, and with John Cobb's world famous Napier- Railton "Lion" engined car. On 24th May the RedBull film unit visited Brooklands to record the team with their Napier Railton scale replica plus the real car in action as a prelude to this summer downhill event at "Ally Pally". We expect this event will have plenty of TV coverage of the Napier involvement there, still inspired by the career of Henry Tryon. We wish them great success! You can peruse their application film (available through Pathe News!!) https://www.youtube.com/watch?v=shavhmuL9so Or follow on FaceBook https://www.facebook.com/NapierRedBullSoapbox

DIARY DATES Shuttleworth Flying Days It is likely that a NPHT Display and sales stand will be present at Old Warden on the following dates. 2nd July, 6th August, 3rd September and 1st October Please contact us about our attendance at these event [email protected]

Sunday 9th July – RedBull SoapBox Race 2017 Alexandra Palace, London, See Above

Sunday 13th August – Brooklands Reunion

Saturday 7th October – Luton Reunion Further details available from Trevor Brockington [email protected]

Thursday 26th October Acton Reunion

Napier Power Heritage News No.96 very kindly printed and distributed by Trevor Brockington

NPHT is a Registered Educational Charity No. 1053078 President : Mr Alan Vessey Visit the Trust website

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