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News
2007
Entering a new year always provokes a mixture of
enthusiasm and mild panic - the latter as a result of wondering where the last
few months have gone and a winter jobs’ list that hasn’t shrunk by much! Having
said that, through a period of both very cold and exceptionally mild weather a
full team of volunteers has been attending. The doors of the blister hangar
have been stripped, primed and painted, most of the internal wiring in this and
the seven display buildings has been replaced - over a hundred light fittings
had been modernised earlier on - a 25ft run of new shelving has been made,
installed and painted in the hangar sales area (an important fundraiser), the
rebuild of the incomplete Bygraves-Taylor G-BABY completed, and several metal
stands made for large exhibits. The badly damaged fuselage of the incomplete
Luton Major (G-APUG), a fairly new acquisition, has been expertly rebuilt. We
plan to display the aircraft with wings, tailplane, etc., devoid of fabric to
illustrate the method of construction. A very mixed bag which illustrates the
skills and versatility of our members. Running an aviation museum isn’t just
about aircraft!
The most important project, however, was to
replace the road bridge over a stream at the entrance to our site. A member,
who is a qualified structural engineer, provided the design, specifications and
drawings for the builder. He also led a small team to construct handrails,
gates, and the decorative infill panels; our paint team finished them off. We
now have a greatly improved “front of house” image and a bridge much wider and
stronger than before. Our Forward Plan identifies the next major project as
erecting a display building, measuring around 50 feet square to our own design,
between the two hangars so grant-chasing is on the horizon. In years to come,
this building will display the aviation collection presently at Reymerston Hall
of our long-serving President, Wing Commander Ken Wallis, and it will bear his
name.
The recent gales did little damage fortunately -
having a wooded area on our southerly border helps - but a section of tail
fabric was stripped from the Canberra T.4, and some fencing went down. The
latter was damaged earlier when a herd of cattle grazing next door managed to
pick the lock and escape onto the main road. Following the scent to the
adjacent pub, a few then decided to explore our front aircraft park and didn’t
let a fence deter them. The farmer immediately delivered a quantity of wood and
top soil - the latter to fill in the divots, which should please the resident
moles - and we took the opportunity to replace some sections and add new runs
around aircraft.
The restored Sycamore HR.14 (XG518) resides back
in RAF Air-Sea Rescue yellow, and the missing tail- rotors and stabiliser were
expertly replicated by members. One main rotor blade had been cut down to six
feet but the missing section was fabricated and easily passes inspection from
the visitors’ walkway. New nose glazing was produced off site but the remainder
of the cockpit Perspex was cut and fixed in place by members. Most of the
missing instrumentation has been fitted but no luck so far in locating a winch,
a pair of H aerials, and Perspex casevac doors. A surprised visitor, living
only a few miles away, found he had been a member of her ground crew for two
years in Aden and provided several fascinating photographs. These include one
of him changing the nosewheel the easy way - with the aircraft hovering just off
the ground! We had to fit a new leg the hard way.
The other Sycamore exhibit (XG523), purchased as
a derelict cockpit, has received similar treatment and may provide visitors with
the chance to operate controls. In the meantime, the cut-down main rotor blades
turn noisily for 20 seconds or so when young visitors press a button, as the
rotor head is now connected to a geared electric motor. A photo of the aircraft
in Army camouflage enabled an accurate paint scheme to be applied, and it has
been made as complete as possible by using up the components left over from the
rebuild of 518. A Leonides engine will be displayed nearby once a frame is
made.
The Boulton & Paul hangar erected in 2003/4 is
home to the Anson C.19/2, Felixstowe F5 Flying Boat nose section, Fairchild
F.24, Flying Flea, Fokker DVIII scale replica, Wallbro Monoplane, Gowland Jenny
Wren, Bygraves-Taylor Titch, Tiger Cub microlight, four gliders: Rooster I/Grunau
Baby III/Pegasus II/Colditz Cock replica, and three and a half helicopters:
Widgeon, the two Sycamore HR.14s and Whirlwind 7. Unfortunately, there was no
space for our Whirlwind 10. The Rooster, Grunau Baby, Pegasus and Tiger Cub are
suspended in the roof area, and some of the other aircraft have been raised off
the ground to enhance viewing and maximise the floor display space. A work area
has been left in the middle of the hangar and this has been a useful space for
wing repairs and fabric/dope application. Two damaged wings from a Stearman are
next and we hope more spare components will come our way.
Our rare 1936 Fairchild F.24 C8F (c/n 3101-
NC16676 - and the second of its type and oldest surviving) has been transformed
from a skeletal frame to a recognisable aeroplane, resplendent in a red and
yellow trim paint scheme. It bears the fuselage emblem of the Civil Air Patrol
- minus the central red propeller design as was customary for Coastal Patrol
aircraft to avoid the possibility of friendly fire. The nose carries the
correct badge for Base 17 where she served, which was at Riverhead, Long Island,
and the tailfin also bears the Fairchild logo of its age. Both made possible as
a result of the skills of our “resident artist” John Constable Reeve - a
long-time member. One wing has been rebuilt, and the other repaired and now
receiving fabric. A bombsight was manufactured per a CAP Museum drawing
(looking something like a sextant and of similar size) and it is fitted on the
outside of the Observer’s door. An authentic bomb shackle mounting was also
constructed from a contemporary drawing and fitted in place. The bomb shackle
itself and 100lb bomb (inert!) are authentic, having been left behind by the 446th
Bomb Group USAAF when they vacated Bungay airfield, adjacent to the museum, in
1943.
We have examined a number of different mountings
employed to take the footplates, which were attached to the undercarriage legs,
but it is clear that our aircraft has an unconventional undercarriage. We also
need photographs of a C8F cabin interior for the period, especially for the rear
seat arrangement, fittings, lining, etc., but the metal front seats have been
rebuilt and are now leather covered. Information is also needed on the design
of the 90-seconds’ flare chute unit that was fitted so that suitable apertures
can be made in the fuselage behind the Observer’s door.
We have traced the full history of ownership and
from July 1942 the aircraft was owned by CAP 2nd Lt Frederick Stacy
Gilley of Madison Avenue; we have a poor print of him wearing his protective
“zoot” suit. We would like to trace family members to see if his Log Book still
survives as this might identify the number of missions flown - in the early days
of CAP such detail was left to be recorded by pilots. We could then reflect
these by way of chevrons painted on the port side of the fuselage just behind
the door, as was the fashion. In April 1943, the ownership of the aircraft
passed to Dr Harvey Lee Casebeer, and he may have left it on the base for CAP
pilots to fly on coastal patrols. The history of the CAP in its early days,
formed with crystal ball vision just six days before Pearl Harbor was attacked,
is quite fascinating and worth reading up on. A copy of From Maine To Mexico
by Louis E Keefer is very reasonably priced from the CAP Historical Foundation.
To the best of our knowledge, our C8F is the only CAP exhibit outside of the US
and we are pleased for it to commemorate the determination and bravery of the
CAP Coastal Patrol Pilots and Observers in WWII.
Late in 2005 we were given a damaged example of
a 1970s Kiceniuk Icarus II sweptwing, biplane, tail-less hang-glider. We
repaired the tubular frame and replaced the fabric following inconsiderate (or
possibly amorous) treatment from other residents in the barn where it was kept!
We are grateful to Taras Kiceniuk, the US designer, for providing a full set of
plans to help us with the restoration. The identity of our small section of a
Shackleton “tail-dragger” fuselage, housing the Ward Room bunks and galley, has
been traced to WR971. It is gradually being tidied up, including the mass of
“black boxes” beneath the lower of the three bunks. The rest of the fuselage
resides with collectors in the region.
The Air Ministry Airfield Identification Beacon
(Pundit Light) has left the Restoration Centre following restoration and is
almost in full working order, whereas the wood-framed 1950s Civil Defence
(Small) Signal Office has been completely restored. In the absence of the
Fordson ET6 chassis, it is now trailer-mounted for mobility and we plan to use
it as a base for amateur radio activities once an aerial is erected. We have
added some internal signal equipment and telephones but need more items. We
also have to manage without a contemporary door handle and lock for the “stable”
door arrangement.
Our large ejector seat collection has been
sorted out and arranged for better viewing with explanatory captions but we
could do with a member who has knowledge of their operation to work on them.
Now that the fuselage of the Short SB.4 Sherpa is with us on loan, a number of
exhibits have been moved to create space. We hope to create walk-in partial
cockpit displays for a Canberra PR3 (we have the complete cockpit interior of
WE168) and a Vulcan - we have the nose of an RAF wooden simulator.
The E.E. P1.B/DB Lightning (XG329) has gained a
pilot’s ladder for an RAF Lightning following conversion to fit, and a
ground-running intake. The aircraft is raised on specially-made axle stands to
protect the tyres, and the nose on the starboard side has been painted in its
original English Electric F.1 marketing colours of the early 1960s. Whilst an
instructional airframe at RAF College Cranwell some of the instruments were
removed for a classroom rig and then later discarded instead of being returned
to the cockpit so we are looking at finding an early column and pedals, to
remaking panels and fitting contemporary instruments. Problem is deciding
exactly what era to pick as she went through upgrades from a development
aeroplane to F.1 and then F.3 so was likely a hybrid internally. We hope that
interior photographs might still exist at Cranwell and await a response to
enquiries.
The B&P hangar is 90ft wide and the
hardwood/Perspex display cabinet built by members, extending the full length of
the building, is now full. It is compartmentalised to provide an interesting
range of subjects for visitors to view and artefacts include: aircraft radios
dating from WWI, radar and airborne electronic counter-measure equipment, ground
radio, Women In Uniform, Beccles Heliport, RAFA, ATC, Glider Pilot Regiment/Army
Air Corps, RAF Coltishall, RAF Marham, RAF Fire Service, Naval Aviation, several
squadrons with whom we have links, a ‘50s model-maker’s den and WWII Home Front
1940s cottage room. Several glass cabinets have come in from other museums and
hold a variety of things including aircraft models. The Bungay/Flixton airfield
was home to the 446th Bomb Group USAAF, then the Fleet Air Arm and
finally RAF Maintenance Units, so our Collection Policy is very broad.
The blister hangar, erected in the 1980s, now
provides a permanent home to the Vampire T11, Lightning P1.B/DB, Sea Harrier
FA2, Spitfire II Battle of Britain film replica, 695 Squadron Spitfire
XVI fuselage, Piston Provost T.1, EoN Primary and Grasshopper gliders, a Bensen
B.7, Flexiform Striker microlight, three hang-gliders: Wasp Falcon 4/Antonov
C.14/Kiceniuk Icarus II, the Greenpeace Thunder Balloon, and Short SB.4
Sherpa experimental aircraft. The Bensen, the Primary, two hang-gliders and the
microlight have been suspended from the hangar roof to provide maximum ground
space for our engine and ejector seat collections, assorted ground equipment,
and vehicles including a heli-transportable over-snow, Royal Marines vehicle,
and FAA aircraft tugs. Our rare FAA torpedo carrier/loader has now gained a
torpedo to demonstrate purpose - albeit that it is a WWI German type.
Suspending aircraft and calculating structure
loadings are not tasks to be attempted by amateurs, and professionals are
expensive. Fortunately, we have members with many different skills and
qualifications, including structural engineering, and foundations/building
design. Other sizeable displays here include items of wreckology from numerous
Luftwaffe aircraft, PI.A/HP88/Victor wind tunnel models and a civil commercial
aviation section; there are also several large-scale aircraft models. The front
of the hangar includes our “NAAFI” refreshment and bric-a-brac sections
(important revenue earners), and retains a stage and open area for seating
and/or display stalls to cater for our numerous special events each year. Our
small shop (and web shop) has a wide range of items for sale.
The two hangars are linked by building made up
from unused, post-war metalwork when re-erecting the B&P hangar - this houses
our working Link Trainers and has an RAF training theme. The early WWII ANT18,
and the later D4 (Piston Provost), offer exciting and rare “rides” to visitors
whenever we can provide supervision. There is also a D4/2 Jet Provost version,
presently floor mounted, and components are steadily being returned to life.
Another very wood-wormed ANT18 unit was used for spares but its cockpit has now
been restored and houses a computer simulator display, which is being finished
off. In between activities, the team restored Duxford’s Link table and it has
been returned. We would be happy to hear from others who are restoring or
operating Link trainers with a view to sharing knowledge and exchanging
components – see our separate website page. It is a pity that more of these
important training aids are not held in collections. The room also offers a
range of training aircraft models, cut-away exhibits and 9 Squadron
memorabilia. There is also an extensive collection of aircraft gun-sights,
which visitors can power up for a pilot’s eye view - another activity completed
over the winter months. A JP simulator may be coming our way.
In 2005, Richard Noble OBE placed on long-loan a
Rolls-Royce Spey 205 engine, which is reserved for the ThrustSSC World
Land-Speed Record Car. This remarkable vehicle (reminding me when head-on of a
Buccaneer minus wings) went supersonic in 1997 and Flt Lt Andy Green captured
the World Record for Great Britain at Mach1.2 (763mph), the average speed of two
runs over a I mile course. The R-R Spey 202 engines powering it each developed
22,000 lbs static thrust; the specially-tuned Spey 205 will generate 27,000 lbs
- fatigue life, however, is reduced to 60 minutes!
Last year, we received on long-loan examples of
all three V-Bombers cockpits from a member but before delivery we had to
construct a wheeled frame for the Vulcan nose. The collection provides an
exciting expansion of our aircraft types but they need a lot of work and the
seats and instrumentation re-fitted before being opened up to visitors. We plan
to manufacture another two, wheeled support frames, and perhaps a roof structure
over them all. The same member delivered his fully restored cockpit of Sea
Vixen FAW.2 XN696 early this month to bring our total number of
airframes/cockpits to 52. Thanks to the generosity of the Newark Air Museum,
we received a Bloodhound Radar Tracking vehicle to compliment our example of
this missile and the array is now in place. Early last year we took delivery of
a number of components and rare artefacts to create a large display on the
history of in-flight refuelling from the 1930s. The display design is being
worked on at the moment.
In addition to the above, we have another six,
display buildings to maintain - details elsewhere on our website. Each has a
specific theme and changes are often made to the exhibits - usually to squeeze
in more objects as we are fortunate to receive a constant stream of donations.
An example being a extensive collection of WWII (and later) bomb
sights/computers/sighting heads now with us, for feeding into the Bomber Command
and 446th Bomb Group display buildings. All artefacts are displayed
with detailed captions and this is quite a demanding research task that keeps
several members occupied. A lot of varied work is required around our 8-acre
site, in addition to general maintenance demands, so there are opportunities for
volunteers with all manner of skills and levels of knowledge to join in. New
faces are always welcome, with the main working day being a Tuesday.
Aircraft still displayed outdoors are washed at
least annually and we try to repaint them every three years. The interiors of
all metal buildings have received an anti-condensation coating by Grafo Products
of Saxmundham as, with this country’s winter climate, this is essential for
single-skinned, metal buildings. In 2005 we acquired a 30 feet building and it
was refurbished and opened as our Museum Archive & Library. Our extensive
records are held there, and new acquisitions are also placed in a room for
initial examination and logging in. Our Archivists can now accommodate visiting
researchers in reasonable surroundings, and it has freed-up much needed space in
the office building for equipment and meetings, etc. We also research and
respond to a large number of queries from members of the public. As mentioned
earlier, the museum database has just exceeded 21,000 objects, and all but a few
are on display in the various buildings so we are always grateful for display
cases and mannequin models.
Recruitment has been steady for years and some
volunteer their services to actively support the museum in a practical way.
Consequently, we seem able to tackle most tasks that come along these days.
Gaining knowledge and skills as volunteers in our particular field, however, is
not always easy but this has now been greatly helped by the British Aviation
Preservation Council securing Lottery funding for the creation of courses under
the National Aviation Heritage Skills Initiative. A wide range of subjects is
available to members and these are also City & Guilds accredited - an extra
benefit. 25 members attended between one and four modules on a range of
subjects last year and new courses are planned. Members have also received
tuition from other bodies on subjects such as First Aid, protecting archive
material, and providing education facilities for schools. We must soon also
face the rigours of the new accreditation scheme designed for registered
museums.
With over 50 aircraft there is always a “wants”
list. Our income is regular from a number of sources but, with a “no admission
charge” policy from day one in 1972, we do not have a large budget for
purchases. We hope that people will donate items, or accept modest payment in
recognition of what we do and the public service we provide. In some instances
a desirable item appears on eBay but the final bid is often ridiculous and we
have to decline; no doubt we are not alone in this. The rebuilt Spitfire XVI
fuselage using original components of TD248, for example, required numerous
cockpit fittings. Some we have replicated, purchased others and a few original
items have come from the ever-helpful Ralph Hull of Hull Aero. With the
pilot’s door open, the main item seen to be missing by visitors is a control
column - this is now being replicated by a member following installation of
rudder pedals and linkage.
To complete the Sycamore HR.14, we need a rescue
winch, a pair of H aerials and the two Perspex rear doors. Some instrumentation
is required for the pupil stations in our Sea Prince, plus some contemporary
instruments for the Fokker Friendship 200 cockpit. Also needed are complete
lens units for the landing lights on the Piston Provost legs, plus wingtip
navigation light covers for both the Anson C.19/2 and Hunter FGA.9 to replace
mock-ups. “Sabrinas” for the latter would also be nice.
2006 turned out to be the busiest year to-date,
with the highest number of visitors - over 30,000 - and as we are in our 35th
anniversary year we hope to build on this.
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