P.F.A. visits the Experimental Group

Important events in the history of the Experimental Group have always occurred under the influence of Taurus. The Group was formed in Muy, 1947 as a kind of 'Headquarters' Group (flree flying for the boys) where aircraft given to the Ultra Light Aircraft Association could be operated and made available to U.L.A.A. for demonstration flights and social visits.

During a recent visit, records going back to 1947 were studied. The pioneering influences of M. O. and I. G. Imray and R. W. Clegg were clearly indicated and as they were also the leading lights of U.L.A.A., it is hardly surprising that the changing fortunes of the Association were reflected in the Group. These officers eventually managed to obtain a disused blister hangar at Elstree Aerdrome and the Group and its equipment-recorded as consisting of a work bench with two vices and some knocked down Horsa glider spars-moved in.

Group funds were then approaching f,50 and with security behind them, a series of cheap but usually uneconomic or incomplete aircraft were stabled at Elstree for varying lengths of time. Keen spotters may have noted a Comper Swiflt, Dingbat, Motor Tutor, Martlet, Heath Parasol, Zaun,koenig and Bibi. The current British Air Racing Champion was not the first to recognise the handicappers' horror of surface imperfections.

G/C Edward Mole flew the Bibi into second place in the 1949 Grosvenor Trophy Race with the aircraft resplendent in a mottled coat of filler and stopper-and having collected mud from a ploughed fleld en route.

In spite of an encouraging start, the period at Elstree provided plenty of growing pains and the Group could only manage 2$ flying hours with the flrst half dozen aircraft. Jean Bird then joined the Group and her professional approach to flying allied to a dislike of needless beaurocracy and headstrong pilots, gave the Group the leadership it needed.

Flying instruction was then being given on an Auster at 38s. per hour and whilst most members would have been content to continue hiring this aircraft, Jean was planning for additional expansion and she realised that maintenance and flying requirements often claimed the aircralt at the same time and that the successful Group must operate at least two of a kind.

With financial assistance from Jean Bird, the Group purchased what many people consider to be the most beautiful light aircraft-a DH Moth Minor, G-AFPR. Unfortunately it became apparent that this atcraft did not like the Elstree runway and a series of ground loops of increasing violence ended tL a cracked main spar. De Havilland's were atthat time engaged in work on the Comet and were not interested in Moth Minors. There was only one thing to be done A Rice Trailer was borrowed and G-AFPR was squeezed in and taken to Hatfleld where it was parked in front of a Comet l. De Havilland's then became very interested in Moth Minors and were able to locate the required drawings and stress calculations.

The blister hangar at Elstree was scheduled to be dismantled as one corner was overlapping the limits of the local reservoir watershed area, and G-AFPR never renewed acquaintanceship with the Elstree runway as the Group moved to Redhill early in 1950 before repairs were flnished. The aircraft was towed to Redhill behind another Minor-this time a Morris, and took about the same time for the journey as the Zaunkoenig, which was flown over by Jasper Glew.

Mr. Graham Douglas, the owner of the aerodrome and flying club, very kindly allowed the

Group to use a Nissen hut at a nominal rent and flying instruction on the Moth Minor commenced in May of that yeat at a charge of 35s. per hour'

From many points of view Redhill was an ideal aerodrome. It had good hangarage and maintenance facilities and sleeping accommodation and canteens were available-and it was already being used by No. 15 R.F.S., R.A.F.V.R., a gliding club, private owners and a flying cluband it was of sufficient size to allow all interests to operate without undue friction.

A second Moth Minor, G-AFOZ, was soon purchased and these two aircraft (plus the Heath Parasol for a short period) kept the Group busy for two years until both had to be sold due to maintenance problems. Ken Sirett became an assistant Instructor and his help reduced the backlog of pupil pilots to such an extent that the first full year's operation at Redhill produced nine P.P.L.'s, the total Group flying hours exceeded the 1,000 mark and daily flying times of individual aircraft sometimes went into double figures.

Other Redhill achievements were the award of the Masefield Trophy in Muy, 1952, and a series of Nissen hut parties which attracted greater attention each year until, finally, they became part of the Aeronautical Calendar.

Statistical records of the Group showed that high utilisation and handling by alarge number of pilots was proving too much for the Moth Minors and it became obvious that maintenance charges were draining Group resources. A decision was taken to change over to an aircraft that ihad been designed fot ab initio instruction and the first Hawk 3 trainer, G-AMBM, was purchased in November, 1952. An intensive series of tests showed that operating costs could be reduced to a figure approaching that of the Moth Minors if revs. could be kept down to about 1,600 on circuits, full throttle flying merely adding 30s. an hour to the fuel bill. Flying rates were accordingly set at 37s.6d. per hour and it says much for the flying discipline of members that the funds were not rapidly diminished.

Rex Nicholls was the next member to obtain an Assistant Instructor's Rating and his services were soon required as Jean Bird returned to her aviation career and handed over the C.F.I's responsibilities to Ken Sirett. The Group was now consolidating and expanding its flying training programme to such an extent that nearly 500 hours were flown in 1953 and the R.A.F.V.R. were becoming swamped with applications from Group members. Plans were in hand for a target of 1,000 hours during the following year, but the R.A.F.V.R. was disbanded and this in turn necessitated the closing down of Redhill Aerodrome. Attempts were made without success to operate from Kenley and from other aerodromes in the locality but finally the Manager of Croydon Airport agreed to accept additional aircraft and the Group moved there in May, 1954, in company with the Surrey Flying Club (re-f,ormed lrom the Redhill Flying Club) and a few private owners. The administrative buildings at Croydon are fairly large but all accommodation had previously been taken and Group business is to this day carried out in the airport Club or over a cup of canteen coffee. No move can be carried out without some upheaval and temporary loss of members, and flying hours in the first few months suffered accordinglY.

Ken Sirett left the Group in 1955 to take up a career in aviation and his position as C.F.I. was then fiIled by Rex Nicholls who has recently taken on Eddie Adams, ex C.F.S., as an Assistant Instructor.

Honorary memberships of the Group were recently given to Jean Bird and Ken Sirett as a mark of appreciation for their services. Ex C.F.I.'s are not the only members who are professionally engaged in aviation. Don Chubb, the present treasurer, who recently returned from a spot of Meteor flying, has gained his C.P.L. plus instrument rating and is flying Vikings of Eagle Airways Ltd. One member is flying whirleybirds for a Whaling Company and another is sampling American aircraft whilst hawking gasolene in Canada.

Petrol rationing and the additional petrol tax has caused the postponement of most of the competitions for the early part of this year and has also temporarily raised the flying rates to f,2 10s.

Popu lar Fl ying, Apri l, 1957 per hour; but a party called to celebrate the 3,000th hour of Group flying was recently held at the Surrey Flying Club Premises and Rex Nicholls announced provisional details of an April Navigation Competition and a flying camp to be held at Ipswich in the third week of July.

The Group now realises that Croydon Airport is due to be closed down when Gatwick becomes available and it willbe faced with a fourth change of address in ten years of operational history. The record of the Experimental Group shows over 3,000 hours of instructional flying on seven different types of aircraft at three aerodromes without casualty or major accident and this has been achieved by an insistence on good instruction and flying discipline. The maximum daily flying hours on one aircraft is 13 and in 1955 G-AITN flew a'total of 511 hours.

For the interest of spotters and type hunters the following list shows the aircraft flown by the Group, their registration numbers and the hours flown:-

Bibi G-AGSR, 7.15; Zaunkoenig G-ALUA, 46; Auster G-AIGT, 36; Heath Parasol G-AFZE, 1.15; Moth Minor G-AFOZ, 629; Moth Minor G-AFPR, 301; Hawk 3 G-AMBM,246; Hawk 3 G-ALIO, 820; Hawk 3 G-AITN, 782; Hawk 3 G-AKAS, 43; Hirtenberg G-AGAK, 155.

Airfields in use by the R.A.F. at end of War and since disposed of by Derequisition, Sale, Relinquishment of Lease, etc.

The publication of this list does not indicate that these airfields are availoble, or even that they exist. Private owners or Groups interested in a particular field are urged to find out locally the availability, condition and ownership. It is pointed out that many of these fields may no longer be recognisable as such. Please let us have any information ))ou may acquire; its publication will assist others.

Runways and Airfields ANDREAS, I.o.M.

ANGLE, Pembroke

ANNAN, Dumfries

ATCHAM, Salop.

BANFP BOREHAM_ Essex

BOULMER, Northumberland

BROADWELL, Oxon. BRUNTON, Northumberland

BURY ST. EDMUNDS, Suffolk.

CHARMY DOWN, Somerset

CHARTER HALL, Berwick

CHEDBURGH, Suffolk

CHEDWORTH, Glos.

CULMHEAD, Somerset

DALLACHY, Moray

DOWN AMPNEY, Glos.

DOWNHAM MARKET, Norfolk

ELSHAM WOLDS, Lincs.

FERSFIELD, Norfolk GLATTON, Hunts.

GRAFTON

UNDERWOOD, Northants. GRANGEMOUTH, Stirling GREATDUNMOW. Essex HARROWBEER, Devon HUNSDON, Herts. IBSLEY, Hants. KINNEL, Forfar. KNETTISHALL, Suffolk NORTH CREAKE, Norfolk OULTON, Norfolk POULTON, Cheshire RACKHEATH, Norfolk RAMSBURY, Wilts. SALTBY, Leics. SCATSTA, Shetlands SNETTERTON HEATH, Norfolk SNITTERFIELD, Warwicks.

STANTON HARCOURT, Oxon.

STONEY CROSS, Hants.

SWANNINGTON, Norfolk

TEALING, Angus

THORPE ABBOTTS, Norfolk

TURNBERRY, Ayr.

WIGTOWN

WINFIELD, Berwick

WRATTING COMMON, Cambs.

YORK

Grass Airfields

AKEMAN STREET, Oxon.

APPLEDRAM, Sussex

ASHFORD, Kent.

BARTON BENDISH

BATTLESTEAD HILL, Staffs.

BELLASIZE, Yorks.

BIRCOTES, Notts.

BIRDHAM, Sussex

BISTERNE, Hants.

BODORGAN, Anglesey BOLTHEAD, Devon

BOTTISHAM, Cambs. BRACKLA, Nairn

BRAUNSTONE, Leics. BRAY, Berks.

BRENZETT, Kent.

BRIDLEWAY GATE, Salop.

BURNFOOT, Cumb.

CASTLE COMBE, Wilts. CHAILEY, Sussex CHARLETON HORETHORNE, Somerset COOLHAM, Sussex DEANLAND, Sussex DENTON, Northants. EAST WRETHAM, Norfolk FINDO GASK, Perth FIRBECK, Yorks. FRISTON, Sussex. FROST HILL, Hants. GRAVESEND, Kent HEADCORN, Kent HENLEY, Berks. HIGH HALDON, Kent HORNE, Surrey KELMSCOTT, Oxon. KINGSNORTH, Kent KIRKPATRICK, Dumfries LASHENDEN, Kent LITTLE SUTTON, Cheshire LONG NEWNTON, Wilts. LYMINGTON, Hants. MACMERRY, E. Lothian MATLASK, Norfolk MERSTON, Sussex MILL ISLE, Co. Down NEEDS OAR POINT, Hants. NEWCHURCH, Kent NEW ROMNEY, Kent

NORTH LEACH, Glos. OATLANDS HILL, Wilts. ORSTON, Notts. OVERTON HEATH, Wilts.

PAPPLEWICK MOOR, Notts. PENKRIDGE, Staffs. PENSHURST, Kent SAWBRIDGEWORTH, Herts. SELSEY, Sussex SHREWTON, Wilts. SNAILWELL, Suffolk SOUTHAM, Warwick STAPLEHURST, Kent STOKE ORCHARD, Glos.

STORMY DOWN, Glam. SWINGFIELD, Kent TATTON PARK, Cheshire THEALE, Berks. WALTHAM ST. LAWRENCE, Berks. WANBOROUGH, Wilts. WESTHAMPNETT Sussex WESTLEY, Suffolk WHITEFIELD, Perth WINKFIELD, Berks. WINKTON, Hants. WOODCHURCH" Kent WORCESTER ZEALS, Wilts.