We seem to have spent the whole of today talking to the press, which was very pleasant, but would have been even nicer if the weather had been less dull, windy and cold.
First of all was the team from BBC Midlands, with presenter Joanne Writtle and cameraman Andy, who were there until about 2, and who recorded a live interview for the 1330 news, and a recorded piece for the 1830 item.
Hot on the heels of the 1330 broadcast I had the chaps from the BBC website, who wanted to include it on the Shropshire section.
And finally there was a news agency who spotted it on the 1330 broadcast and were keen to get it out to the newspapers for the following day. Their photographer had to travel from the far side of Birmingham to be here, but made it in sufficient time to get some pictures before the light faded. We shall see if it makes it into the National papers tomorrow…
The three of us are back together for a week or two, working on the Scout.
We need to reassemble the whole aircraft in order to finalise the last links in the aileron circuit, and we are planning to get the fabric covering for the rear fuselage cut and sewn ready for doping, though it won’t get actually finished of until we have the petrol tank and side shields in place, and the ply top covered in fabric.
And tomorrow, Thursday, a team from BBC Midlands are planning to make a short news item about the project for their early evening news slot. If you can get BBC Midlands, keep an eye out for it. I’ll take the camera along anyway and try to get some more film – just in case they don’t find room for it.
We have a cunning plan for storing and moving the aircraft when it’s finished. Unlike most WWI aircraft, it’s small enough with the wings and elevators removed to fit in a road-legal trailer, and while rigging and de-rigging isn’t completely straightforwards, it’s very far from impossible either.
The base of the trailer was used to get the fuselage to the LAA Rally, and Keith, our trailer-builder, is incorporating a couple of changes in that before starting on the box on the top.
The plan is that the fuselage will be towed tail-first, enabling the trailer to have a fairly low front, sloping upwards towards the rear where the cabane and propeller will be. The rear door will swing down and form a ramp for getting the fuselage in and out, and bottom-hinged side doors will carry the wings in racks, ready to be lifted out and mounted on the aircraft when the doors are opened.
I started work on the racks last week, and what was originally planned to take about a day actually took nearly a week. Still, it’s done now, and you can see more or less how they work from these pictures.
We’ve had a couple of days of beautiful weather and I wanted to use them to get the final coats of dope applied to the wings.
But first I needed to get the inspection hatches fitted next to the aileron pulleys. These are little sliding aluminium doors on the undersides of the wings and we needed to make the frame for them. There are no detailed drawings, but we’ve been to see the Bristol fighter at Hendon and that gave us a good idea together with the general arrangement drawing of the wing. But they are fitted in a rather crowded area; they sit on top of the compression strut and end up overlapping the slightly angled rib alongside. Then the aileron cables on the lower wings want to get into the picture as well. Still, eventually they went in okay and we can now check the pulleys and get an endoscope in to check some of the wing structure at least.
And I was in time to catch the good weather to slap a couple of coats of non-tautening dope on the wings, tailplane and elevators.
You may remember that the wing fabric had been giving us a good deal of concern, owing to the tautening dope’s apparent inability to tauten the fabric – indeed, it seemed often to leave it slacker than it had been before it was applied.
We’ve been watching the condition of the wings ever since. At the LAA Rally it was amazing how much the tension varied, depending on the humidity and temperature. But overall, it does seem to be gradually tightening up, and I’d come to the conclusion that we should pick a good warm day and go for it, on the basis that there might not be too many good warm days to come.
So we lined all the wings up on trestles on the tarmac outside the hangar and I set to with a 4in brush. It took all day, but by the end of it, many of the remaining wrinkles seemed to have worked themselves out, and I was pleased with the outcome. It will take a day or two for the dope to fully dry out, but I’m coming to the tentative conclusion that the tautening dope doesn’t do any tautening, but that the non-tautening does.
If this seems a little confusing, let me explain. Dope comes in tautening and non-tautening varieties. Both of them will do some tautening, but the tautening dope does more tautening than the non-tautening dope. But I have come up with an alternative suggestion; that the tautening done by the tautening dope is actually less than the tautening done by the non-tautening dope, and that although both tautening and non-tautening both do a bit of tautening, the labels have got muddled up. Is that perfectly clear now?
It’s amazing what can suddenly come to light. Rick and his partner Marian were clearing out the old milking parlour at Dad’s place prior to installation of a new boiler, and among all the detritus they came across was a box of family memorabilia. Dad and I spent a very enjoyable day going through it all, but the things that were of particular import to this blog were some photographs.
When the Scout is finished, we plan during 2016 to make two very special trips. One is to Imbros and or Thasos, where the airfields Granddad operated from are still usable, in order to commemorate his centenary. It will be quite amazing to be able to look down on the Gallipoli peninsula again from a Bristol Scout.
The other will be to fly over the Beaumont Hamel on 1 July 2016.
The reason for this trip is that Grandad’s first cousin, David, (after whom I am named) was injured on the first assault on the first day of the Battle of the Somme, and died a month later. He was a Second Lieutenant in the First Battalion, the Border Regiment and on that fateful morning he was in the second trench. At 0630 he watched the first trench go over the top and saw that none of them got beyond their own barbed wire. An hour later he had to order his men over the top. They had to file over bridges laid cross the first trench and line up ready for the advance at walking pace. Of 23 officers, only 3 survived unscathed, and of 850 men, 690 were killed or injured.
The contrast between Granddad and his brother, both of whom had adventurous wars but survived unscathed, and their first cousins, David and James, both of whom were killed, has always struck me as a particularly brutal example of the fortunes of war.
The other thing that struck me as odd was that despite my great grandfather’s keen interest in family history in the 1930s, we had no photographs of his nephews David and James beyond the age of about 8 and 10. I had wondered if their parents had found the recollection of them so painful that they had destroyed all the pictures.
And so when we found these pictures in the cardboard box I found a real lump in my throat.
Even the mouse who took a fancy to one had left the face and uniform cap intact. The first picture is of David, presumably when he first joined up in 1914.
The next one is of the two boys. It’s dated 31 Mar 1916, only about a month before David’s death. He had matured in those two years, and looks like a leader of men. James is shorter and a very different build, and in the third photograph of him with his father he seems relaxed and happy. James was killed at Arras in June 1917 when a shell exploded in his trench. Hampy was 6ft 7in tall, and while James is not quite so tall, David must have been much the same. It’s a family trait. Hampy’s brother (my great grandfather) was 6ft 5in, and my grandfather, father and myself are all well over 6ft.
Let’s hope we can take the Scout to France in time to commemorate them both.
There have been a number of consequences of our attendance at the LAA Rally.
The first is the Justin Adams and Lynn Williams have taken an interest in the project. Lynn Williams, as I said, is the designer of the Flitzer biplane series, and is very well-read about aviation history. He’s also a considerable aviation artist, so his input has been very enlightening.
Justin Adams works with Lynn to produce models of the Flitzer range in X-Plane. If you haven’t come across it, X-Plane is a serious flight simulator program which, unlike others, calculates the characteristics of an aircraft from first principles, and is thus a pretty good predictor of how an aircraft will actually behave in the air.
Justin has taken the Scout under his wing and produced the first accurate modelling of the Scout in X-Plane, and says he is absolutely delighted with its performance and handling. I’m hoping to have a go at it shortly. It certainly looks the part!
I’ve also had a CD full of images from historian Vic Flintham relating to RNAS pilots J Starke Brown and Horace Buss, who were flying at Imbros. The pictures are mostly ones I haven’t seen before, and although there aren’t any of 1264, they most definitely add to the overall picture of life at Imbros at the time.
And we’ve received the replica Lewis gun. It’s mostly made of wood, but the overall impression is absolutely excellent, and it’s going to look great mounted on the side of the fuselage. It was made by Relics, who specialise in film replicas of weapons, and this certainly fits the bill.
Despite getting to Sywell before the gates were open, we spent the entire day talking to interested people. It’s hard now to remember all the wonderfully interesting people we came across, but Vic Flintham, a historian, said he might have pictures taken at Imbros during Granddad’s time there, and a lovely Lithuanian couple spent a long time going through the details of construction as they were going through the same process with a Sopwith Camel.
And Geoffrey New, an ex-Vulcan and commercial pilot, has a stand with the bits from the very first airliner – an Avro 504L which was a three-seat conversion of the wartime training aircraft. The machine was found absolutely intact, including the pilot’s goggles and helmet, and he is restoring to flying condition. On the stand he had the 110hp le Rhone engine and a number of parts being restored or rebuilt as necessary.
And there were the plane spotters. We had a large publicity display detailing the origins of the project and you might have thought that the unusual engine and spectacular propeller might have elicited some sort of reaction, but these guys were only interested in one thing; G-FDHB. Once it was recorded in their little notebook, they wandered off, oblivious to everything else. Sue was cruel; she made them read the whole of the display before she would tell them the registration!
About midday Rick and Marian joined us on the stand so that we could take turns to look round the rest of the stands and meet other people we knew.
The day flew by; Sue went to the Pilot’s Lounge at regular intervals for tea and burgers, and sometimes we got a couple of minutes free to eat them.
The film crew from the Rally did an interview and were filmed in their turn by Jack Morrow.
In no time at all, the day was over, and we headed over to one of the hangars done out for the evening do. There had been a certain amount of hinting about prizes during the day (‘Will anyone be at the prizegiving this evening?’) but we were absolutely delighted to be awarded the Albert Codling Trophy for the best part-built project.
After that we retired to the hotel bar where Geoffrey New regaled us with stories of flying the Vulcan, and of being hijacked when he was captain of a Boeing 727 on an internal flight in the Yemen. Wonderful stuff!
The Sunday was more of the same; more wonderful people, more telling of the story and demonstrating the primitive safety belt. Robin Morton, another expert in veteran aircraft, said that apparently Avros decided that a seat belt was a good idea, after so many pilots were thrown out of the aircraft by turbulence, but pilots were averse to being fully restrained, so they introduced an elasticated one!
Just as the show was coming to an end, we were approached by Lynn Williams, designer of the fabulous Flitzer range of aircraft, and one of the unsung heroes of the homebuilt aircraft movement in the UK. He’s also the brother of the legendary Neil Williams, who was the best aerobatic pilot of his day, and once saved his own life during a practice for an aerobatic competition when the wing spar of his Zlin cracked, and the wing started to fold up. Neil turned the aircraft upside down so that the wing snapped back into place, He glided down, and – flipped it upright again just as he landed. He did this so precisely that his wingtip gouged a 30 yard mark in the grass, but he landed the aircraft on its belly and it was able to be repaired!
Lynn was very complimentary about the Scout, and introduced us to Justin Adams, an expatriate X-Plane enthusiast, who promised to model the Scout in X-Plane, which should give us a reasonable estimate of an acceptable range for the centre of gravity – something we have no information about so far. And of course we should be able to try flying it ourselves on a computer to get used to it before we do the real thing…
We were concerned that dismantling and getting it home would take forever, and we weren’t allowed to start until the show closed at 1615, but in the event it all went very smoothly.
We were interrupted once by an ear-shattering noise, which proved to be caused by the four Merlin engines of the BBMF Lancaster doing a low fly-by at high power. Awesome!