Brooklands Bulletin Issue 70 July/Aug 2021

Celebrating the 95th anniversary of the first

British GP at Relived

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Clutch & Gearbox

Cooling & Fuelling

Electrical

Engine & Mechanical

Steering & Suspension

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Welcome

It’s a measure of how busy Brooklands was when the Track and the businesses surrounding it were open originally that so many anniversaries come up now. Few are more important than the first ever British Grand Prix, held at Brooklands on 7 August, 1926. It marked a turning point for motorsport in the UK as Brooklands joined an elite of venues hosting these coveted events. Fortuitously, the very same date this year falls for the Brooklands Relived celebration to mark 95 years since that momentous GP was run.

Another significant anniversary was noted in May when 24 Bentley 3 Litre cars took to the Banking to mark 100 years since the company’s first ever race win. It was an honour to have the winning car, EXP2, at Brooklands as part of this private gathering that made for an impressive sight.

As well as anniversaries, Brooklands still manages to reveal unusual aspects of its history. The story of a hydroplane built at the track seemed fantastic, but Christopher Harris brings the tale to life in this issue. It’s a great example of the more you know about Brooklands, the more you realise there is a great deal to learn. This is what I find endlessly fascinating and makes putting together each issue of the Bulletin so enjoyable.

It has also been a pleasure to witness the Museum’s reopening recently. I hope you have been able to make it along and feel as inspired as I do on every visit.

Alisdair Suttie Editor Brooklands Bulletin

Become a Member

Brooklands Members is the official support organisation for Brooklands Museum and is dedicated to raising funds for the preservation of the historic Brooklands site.

Members receive the Bulletin six times per year and enjoy free admission to the Museum, except when major events are taking place, in which case additional charges may apply. Club Level Members have access to the Clubhouse Bar on Thursday, Friday and Sunday lunchtimes.

For full details of membership benefits, contact the Members Administrator, Sarah Dover 01932 857381 ext 226; or wwwbrooklandsmembers.co.uk where you can find the latest news on Brooklands.

Front Cover photo: Brooklands Museum Collection

Bentley celebrates first win centenary

speeches afterwards and cutting a celebration EXP2 cake back in the Paddock.

Nine of the cars present competed at Brooklands in period, six of which had also run at Le Mans. Notable was Ian Andrews’ 4½-Litre, which won the BRDC 500 Miles race in 1929 and the very first Bentley to be supercharged, and the 3-Litre raced by May Cunliffe.

On 16 May, 1921 the 3-Litre Bentley prototype EXP2, driven by Frank Clement, won the Whitsun Junior Sprint Handicap at Brooklands and became the first Bentley ever to win a race. Exactly 100 years later on 16 May, 2021, 24 Bentleys of all ages gathered to celebrate the centenary of the company’s first ever race win.

EXP2, the second Bentley ever built and oldest surviving example, led the group under the Brooklands Paddock Scoreboard with the results of the Whitsun race on it. They then drove along the Finishing Straight before lining up on the Banking, with

Second TV series commissioned

Special thanks go to Phillip Hine of the Bentley Drivers Club, Bentley Motors who brought EXP2 and helped with transporting a couple of other cars, and Steve Castle and the Museum marshalling team. Andy Lambert’s excellent video of the event is on YouTube at: www.andysvideo. com/index.html#after2000

New entrance

A second series of Secrets of the Transport Museum (SOTTM) has been commissioned. Filming will begin in July and the new series is likely to air early in 2022.

The new series follows the huge success of the first 10 episodes of SOTTM produced by Middlechild and shown on the Yesterday channel. Viewing figures for the first series exceeded all expectations and the programme has proved to be one of Yesterday’s biggest hits.

If you missed any of the first series, the programme is available to watch again on the UKTV Play online hub.

Tamalie Newbery, Museum Director, said: ‘Filming the first series of SOTTM with Middlechild was an absolute delight. I’d like to thank all of the Members, Volunteers and staff for their help creating a brilliant first series.’

A new surface has been laid at the visitor entrance to Brooklands with the shape of the Track depicted in contrasting shades. The improved surface has been installed with funding from Surrey County Council as part of the Weybridge cycle path scheme. The entrance provides a new access ramp for disabled visitors and creates a larger space for Members arriving on events days. Fast Track entry for Members will remain.

As the new surface was still being completed, the black tarmac shown will be finished in the same lighter colour as the middle of the Track design.

Tamalie Newbery

Which? magazine made full use of Brooklands as a test track to put some e-scooters through their paces. They used the Test Hill and Return Road, Finishing Straight, and even the Members Banking where some of the scooters involved proved surprisingly quick.

Duncan Hedley

It is with great sadness that we learned, as the Bulletin was going to press, that Brooklands Member and Motorcycle Team stalwart Duncan Hedley had passed away. Duncan, an ex-racer, was much respected for his knowledge and commitment to the Motorcycle Team and to the Brooklands Section of the VMCC. Our thoughts are with his family at this difficult time.

Martin Gegg

Allan Winn

Baroness O’Cathain 1938-2021

We are saddened to announce that former Brooklands Museum Trustee Baroness O’Cathain passed away recently.

Baroness Detta O’Cathain was a member of the Fundraising Committee from 2006 until 2009. She was a strong supporter of the allocation of Concorde G-BBDG to the Brooklands Museum in 2003, and she was also instrumental in securing one of the largest individual donations the Museum had received at that time.

A Non-Executive Director of British Airways from 2000 to 2005, Baroness O’Cathain was also a Conservative peer in the House of Lords. She was made a life peer in 1991 and was a regular guest on the BBC’s Question Time

Relived gears up

Brooklands Relived on 7 August will celebrate the 95th anniversary of the very first British Grand Prix exactly 100 years to the day. Some restrictions may be in place, so pre-booking tickets is essential for Brooklands Relived, including for Members, and full details are on the website. Relived will be followed by the Summer Classic Gathering on 22 August, American Day on 5 September, and the unique Stirling Moss Tribute on 12 September.

Peter Grimsdale Talk

Author Peter Grimsdale will give a talk about his new book Racing in the Dark on Thursday 8 July. It will be held in the Napier Room at 7.30pm, subject to government restrictions. Peter is an entertaining speaker and has also written High Performance – When Britain Ruled the Roads. You can see Peter’s previous Talk on BM.tv Members can book their place by phone on: 07955 462392; or by email: talks@ brooklandsmembers.co.uk. The price is £2 for Members and £7 for guests.

Julian Grimwade

Autojumble Marketplace launched

The Association of Heritage Engineers (AoHE) has launched its new Autojumble Marketplace website. The not-for-profit www.autojumblemarketplace.com will help fund education and training in the heritage sector. Brooklands is an official partner of the AoHE and former Brooklands Director Allan Winn is an Honorary Vice President of the association. The AoHE’s Dominic Taylor-Lane said: ‘We will use the money generated to support UK-based enthusiasts, owners and engineers. The website offers free standard adverts, while feature listings are free to AoHE members.’

Laura Barclay

Message from Members’ Chairman

As Brooklands has gradually started to come back to life over the past few weeks, it has been really enjoyable to meet so many Members returning for their first visit in many months. Everybody that has visited us on the Outreach Stand has demonstrated that the ‘Spirit of Brooklands’ is still very present, and everyone is looking forward to a safe return to normal life. There is an acceptance that this will inevitably be a staged process, but good humour and a positive approach have both been much in evidence. Our Outreach Team is attending on a regular basis to welcome visiting Members who drop in for a chat. They can often resolve queries about memberships and events and, if they can’t manage it there and then, they can usually recommend someone who is able to, so I would encourage you to stop by on your next visit. They are always looking out for new recruits to the team. If you are interested in finding out more, please don’t be shy, just ask as I did more than 10 years ago!

Behind the scenes, all on the Committee have been busy over the period of closure trying to keep all Members informed about developments and future plans through a wide range of media, and responding to Members questions, complaints and even sometimes compliments. All our digital output, whether through BM.tv, Zoom talks or social media has increasingly supplemented the Bulletin and e-Newsletter, and has proved to be very popular and will continue post Covid.

100mph motorcycle recreation

The moment a motorcycle set the 100mph record at Brooklands was commemorated by bringing together two bikes of the same type that battled it out for this honour in April 1921.

One hundred years to the day, Andrew Howe-Davies with his Harley-Davidson and John Warr with an Indian recreated the sights, sounds and smells on the Brooklands Banking. Motorcycle Team Volunteer Perry Barwick was on hand to help and also rode a demonstration on his 1939 Replica Freddie Clarke Triumph.

The Harley-Davidson proved victorious in 1921 and on 29 April Douglas H Davidson became the first person to reach 100mph on a motorcycle in Britain. A full account of the events leading up to this momentous feat can be read in the May-June 2021 issue of the Bulletin.

Martin Gegg

Plans are now under way for our AGM in September, and we owe a special vote of thanks to our Secretary, Kevin Lee, for all the planning that has been required. You can read details of the arrangements in this issue of the Bulletin, but I would like to take this opportunity to encourage you to participate, both by voting before the AGM and participating on the night. It provides you with the opportunity to find out about current plans, to question Committee members and the Director, and importantly to influence the future. We are a members’ organisation, run by members for the benefit of fellow members, whatever their particular interests, working to support the Museum and ensure it thrives long into the future. Understanding what you think we are doing right (or wrong), and understanding what you would like us to be considering for the future is really helpful, and all contributions are genuinely welcomed. The new e-voting system, and the ability to attend the AGM via your computer, smartphone or tablet, means that however far away you live from the Museum you can make your views known. It is a great opportunity, so please take full advantage of it.

I leave you simply with the wish that the weather this summer allows us all to enjoy Brooklands again, and I look forward to meeting you when you visit.

Neil Bailey

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MUSEUM updates

Director’s Message

If you’ve been able to visit since we’ve reopened, you will have seen how good the Museum is looking at the moment. We have had a surge in first -time visitors since Secrets of the Transport Museum aired and many new people joining as Members, particularly after episodes were shown on Tuesday evenings. If you have joined because of seeing the show, welcome and we hope you will really enjoy being part of the Brooklands Museum community. The series was such a success that a second series has been commissioned and filming starts in July.

We are expecting that by then our events programme will be up and running again at some point this summer with opportunities to see a different facet of Brooklands and the heritage vehicle world almost every weekend. Please check the website though, as we are at the mercy of government decisions about what is possible and when. In the meantime, we are bringing the Museum to life with a range of smaller activities from autosolos to car club visits. Motoball (football on motorcycles) is due to return the first weekend in July –definitely not to be missed.

It has been a challenging time balancing reopening the Museum and planning events with delays to the easing of government Covid rules. We truly appreciate your support throughout this period. There is still good news as the Bus Museum is due to reopen after its refit, so there is lots to come and see.

The new McLaren exhibition is taking shape and we are delighted to be working so closely with them to showcase how the Brooklands legacy lives on in automotive design today. Look out for announcements about the opening of this exhibition soon, which will be included in the cost of admission.

Motoring Volunteers

We were slightly apprehensive about returning the cars back to running order after lockdown. The majority of vehicles had sat for five months, some for longer. The winter was not particularly wet and the lack of dampness helped. Each car’s cooling system was drained and refilled with suitable antifreeze, and batteries were recharged.

We prioritised vehicles to be used in demonstration runs, keeping the stars of Secrets of the Transport Museum under wraps to create a desire to see them in full flow when the Museum reopened more fully on 17 May. However, we did push out the two MG M Types, MG PA, Austin 7 Knight, Lagonda, and Railton Terraplane.

After charging the battery, the MG PA wasn’t keen to run. New plugs and leads made little difference, so the carburettors were removed and cleaned, ensuring the vacuum pistons moved smoothly as the tend to stick if left for long periods. We then found compression on number four cylinder was low due to a non-existent exhaust gap. This was adjusted and the engine performed satisfactorily.

We are expecting a really busy summer, if May half-term was any indication, and we look forward to seeing you when you next visit.

Tamalie Newbery

The two MG M Types, Austin 7 Knight, Lagonda, and Railton Terraplane started after a few attempts. Two bolts holding the Austin’s petrol flow chamber were loose and couldn’t be tightened. It was decided to insert helicoils for the original bolts to grip, while a flat tyre was solved by reseating the valve.

Daisy, the 1904 Siddeley, the Napier Colonial, Salmson, Bentley and Hillman Aero Minx all ran well. The Bentley’s front seats and shock absorbers had been removed for replacement, so we couldn’t take it for a spin. By mid-May, we’d ran the Land Rover Ambulance, Bedford CA Crew Bus, and Bedford HA van, but the Alvis FWD and BMC Bowser were yet to be tackled. Although these vehicles do not to require an MoT test, we think it’s important. Our regular test centre closed in 2019 and we are evaluating an alternative, which advised of oil leaking from the Railton Terraplane’s rear axle. The hub seals had failed and contaminated the rear brake shoes. The Railton Owners Club told us a special puller

is needed to remove the hub. The old-style seals are difficult to obtain, but the club can supply modern neoprene versions, though any damage to the axle casing would need to be rectified first by machining and fitting a hardened steel sleeve. The quickest option seems to be to remove the axle and outsource the work to a specialist.

It’s been a busy time, but not as difficult as we feared after lockdown, and now we can look forward to a summer of demo runs. You can also see some videos of our work here: https://vimeopro.com/ brooklandsmembers/the-brooklandsvolunteer-teams

Debbie Crawt

THE FUTURE OF BROOKLANDS

In March 2020, we appointed renowned architects, Purcell, and museum interpretation experts, Real Studios, to help us think about how Brooklands Museum should be developed over the next 10 to 20 years. They started work in November 2020 thanks to a grant for the work from Arts Council England and donations from two supporters.

The aims of this masterplan are to grow visitor numbers by 50% over time, tell the Brooklands story in new ways, create a clear and enjoyable visitor experience, ensure the preservation of the site and collection, and enhance Brooklands’ historic character.

Purcell’s team spent the first two months getting to know Brooklands, its history and the significance of our

Interpretation Themes

buildings, collection and the Race Track which is a Scheduled Monument. We are fortunate to have eight nationally listed buildings on site and many others that are locally listed or historically important, and the whole site sits within a conservation area. It is also within the flood plain of the River Wey, so this also needs to be taken into account.

They looked at the challenges we have in managing the site and making its history understandable to visitors. We want to make it even easier for people to understand the things that happened at Brooklands during the different decades, as well as making it simple to navigate the Museum and provide better facilities for all visitors, including schools and disabled people. Most importantly, future developments must

retain and enhance the special feel of the site and its historic character.

Once Purcell’s team had a thorough understanding of the site, their attention turned to exploring future opportunities and challenges. A huge range of issues and ideas were considered, including things that have been raised by staff, Volunteers, Members, Trustees and visitors over several years, as well as new things identified during the process.

Three key areas of consultation

When a range of ideas had been developed, we sought the views of those involved with Brooklands. During lockdown, we took our consultation online and staff, Volunteers and the Members Committee were all able to give feedback

The path to Brooklands’ future has started. Museum Director Tamalie Newbery outlines the masterplan for the development of Brooklands over the next 20 years.

Each “chapter” of the master narrative will be supported by five interpretation themes to ensure continuity and connection to our vision when new content is developed, such as exhibitions.

The masterplan will help visitors to the Museum understand the historical context of the Museum and its relevance to the present and future.

and suggestions in three key areas. The first of these is Vision, which is about inspiring people to shape the future through Brooklands history of innovation and endeavour.

The second is themes for telling the Brooklands Story. These five themes are designed to bring out Brooklands’ history, its relevance to the past, present and future, and how people connect with it and are inspired by it today. The five themes are:

• People: the great endeavours of Brooklands people, who were visionaries and trailblazers.

• Social history: Brooklands as a microcosm of how society changed in the 20th century.

• Innovation: Brooklands as a place where competition and innovation flourished.

• Influence: Brooklands at the forefront of world developments and events.

• Future: inspiring people to shape the future using Brooklands’ legacy.

Lastly, there were two main changes in approach which we consulted on that received almost universal support. The first is to move the visitor entrance to the middle of the site, using the bridge by Concorde from the car park and create a new admissions centre in an existing

building, with retail beyond and new doorways to the south into the motoring village and north into the aircraft side. This will bring visitors into the heart of the site from the beginning of their visit. A new café would be created in the Fire Test Chamber and adjacent buildings, opening out onto a lawn and playground by the river. Moving the café will free up the Clubhouse for telling Brooklands’ story in its most iconic building.

The second change is to split by approximate chronological periods, rather than by aviation and motoring at present. The period up to the beginning of the Second World War would tell both the motoring and aviation history of the site in the south part (the Clubhouse and Motoring Village), bringing these two strands together as they were at the time. The ground floor of the Clubhouse will tell the story of the Track and Brooklands up to the First World War.

The wartime and post-war history will be told in the north part of the site, where period buildings survive. Crucially, this will include a cover for the aircraft. It will ensure the future preservation of the aircraft with protection from the weather and enable us to tell their story better.

Alongside these key developments, we will also make other changes. These include a land train to take visitors up the Banking and explain the founding

reasons for Brooklands’ development. New workshops will give staff and Volunteers better facilities to maintain the collection and better public viewing.

What next?

We have a long way to go to turn these ideas into a reality. The architects are reviewing all the ideas that have been considered and the feedback on them before they present the Trustees with recommendations for the final masterplan, including the feasibility of different ideas, budget requirements, and the likelihood of securing funds.

When everything is agreed, work can begin on the first phase of taking the outline ideas and turning them into deliverable proposals. At the same time, we will be seeking funding and support for the plans. It is likely the overall masterplan will be delivered in three phases over several years, but there will continue to be improvements to access and the visitor experience all along the way.

A great many of you have given generously of your time and experience during this consultation, and we are extremely grateful. Brooklands is what it is today because of you and this next phase of the Museum’s development needs your support so it can continue to tell the story of this unique place.

A permanent cover for Concorde is part of the masterplan. It will protect the aircraft from the elements to preserve it and help the Museum better tell its story.

Bentley S2 Continental 1960 H.J. Mulliner 2 door Coupé Restored and maintained by P & A Wood. Top concours condition. The best of the best.

Bentley 6 ½ Litre 1928 Gurney Nutting Semi Weymann Limousine Beautifully restored and totally original with all matching numbers. One owner since 1966.

Rolls-Royce Phantom I 1925 S. Penny Open Tourer Interesting experimental car in excellent condition. Delightful to drive and ready for rallying and events.

Bentley 3 ½ Litre 1934 Barker Drophead Coupé Well maintained. Good touring car.

Bentley 4 ¼ 1939 MX Series Thrupp & Maberly Sedanca Coupé Elegant car in concours condition.

CHAIRMAN’S MESSAGE

Sir Gerald Acher, Chairman of the Brooklands Museum Trustees, on why Brooklands must move forward while retaining all that is great about this historic site.

The last 18 months have been an absolute roller coaster for us all and, in the Spring of 2020, there were real questions as to whether we would survive on our dwindling funds. Thankfully, that is all now behind us and, thanks to the generosity of our supporters and of Government, Arts Council England, and the Heritage Lottery Fund, we can once again look forward to a very bright future.

It is great seeing visitors back to the Museum and many new visitors for their very first visit. Not being able to allow full access to everyone is really frustrating and totally against the ethos of Brooklands. However, as the country opens up again, it’s tremendous to see the look of excitement, interest and fascination on the faces of new guests. Many of these visits have been triggered by Secrets of the Transport Museum, so may I extend my personal gratitude to all who were involved, not only at Brooklands but especially with the production company, Middlechild.

Without a doubt the TV series has given the Museum a real fillip. Apart from being wonderful entertainment for the public, which will benefit us in future visitor numbers, it has reinforced that we are different to other museums. We demonstrate our exhibits to encourage visitors to experience them, and

the site that houses them is itself a unique part of our country’s own 20th century industrial heritage. As we move forward with our development plans, we ignore these tenets and values at our peril.

While the television series has been a great success, one or two afficionados have found some parts tentative. That is life. It’s an example of the tension which will always exist between a museum meeting the needs of visitors who provide the financial muscle to maintain the museum and its exhibits and, on the other hand, those members (all of whom are also vital to our future) who see little need for change as existing facilities meet their own needs.

Museums must change to be relevant in the decades to come and we cannot buck this trend. While concentrating on the past, the achievements, the ingenuity and the can-do approach, we must tell the stories much better by providing links to the present and the future. We must use the stories to inspire those who visit us so they return home not just entertained but enriched and empowered.

Our plans are still embryonic and there have been major consultations involving staff, Volunteers and Trustees as Tamalie mentions in her article (see page 8). Three themes are emerging, but final details will depend on attractive packages appealing to funders.

The displays in the Motoring Village must be brought up to the same standard as in the Aircraft Factory and Flight Shed. We must have a major rethink about the Clubhouse which, after the track itself, is the most iconic construction at Brooklands. It should reflect the exciting Edwardian period of embryonic motor racing and aircraft development.

This then leads us to think how much better it would be to bring in the visiting public over the Vickers Bridge and straight into the heart of the Museum with aircraft on one side and cars on the other, with a new café near this entrance. Lastly and certainly not least, we must cover some of the critical aircraft and particularly Concorde if we do not want to manage its gradual decline over the next 50 years at the mercy of our weather. These developments will be a challenge, but in those immortal words of Sir Barnes Wallis which are as true today as they were more than 50 years ago: ‘There is no greater joy in life than finding something impossible and then showing how it can be done.’

There’s much to do and think about. In the meantime, enjoy the freedoms gradually coming back into our lives as summer finds a new normal. Thank you for your support, you have been most loyal and wonderful during these difficult times, and I hope our paths cross when we are both at the Museum.

A sketch of how the new entrance over the Vickers Bridge will look with entrance hall directly ahead and a new café with play park between it and the river.

Farnborough Air Show memories 1

Dear Sir,

I read with interest John Burch’s article Apprentice for Life, having worked at British Aerospace for 10 years in the Design Office, although at some time later than John’s period.

I was also interested in his letter in the May-June edition of the Bulletin regarding the tragic accident at the 1952 Farnborough Air Show. I was there that day when I was 10-years old with my parents, and I still remember vividly the chain of events. It still sticks in my mind the sight of the two engines flying overhead after separating from the main aircraft fuselage. If I remember, John Derry had managed to break the sound barrier before circling round to approach the crowd at 90-degrees to the runway when the aircraft started to disintegrate.

Regards, David Thomas

Farnborough Air Show memories 2

Dear Sir, I’d like to correct one detail in John Burch’s letter in the May-June Bulletin about John Derry and the 1952 Farnborough tragedy, which mistakenly says that he ‘lost control and crashed into the crowd.’ The DH110 broke apart due to a stress miscalculation in the design of the wing rib structure which caused an in-flight break-up. Derry’s flying display tragically revealed the design flaw.

Derry was awarded the Segrave Trophy for breaking the 100km closed circuit aeroplane record at Hatfield in a DH108 in 1948. He reached a speed of 605.23mph (973.8km/h).

Coincidentally, I visited John Derry’s grave last month. He’s buried with his observer Tony Richards at the Church of St Mary and St Thomas, Knebworth, not far from his home in Rabley Heath, Hertfordshire.

Regards

Max Kingsley-Jones

Adventurous spirit

Dear Sir,

Readers of my Sir Henry Segrave article may remember that I mentioned the Segrave Trophy which is awarded by the RAC Club ‘to those with the Spirit of Adventure for the outstanding demonstration of skill, courage and initiative in transportation on land, water or in the air.’

In April, the RAC announced its latest winner, James Ketchell, who has circumnavigated the globe in a gyroplane. A remarkable achievement that reminds us the spirit of adventure still exists. Information can be found on the Royal Automobile Club’s website.

Regards,

Gareth Tarr

Segrave and Weymann’s

Dear Sir,

I have read with great interest Gareth Tarr’s articles on Sir Henry Segrave’s achievements. Some readers may recall I wrote an article on the history of the Weymann Story for JanuaryFebruary 2015 edition of the Bulletin. This was as the result of a talk I gave on Charles Terres Weymann (CTW) who set up Weymann’s Motor Bodies of which Sir Henry was a director.

Subsequently, Steve Clarke and myself, being a former Weymann’s employee, organised a Bus Museum presentation to mark the 50th anniversary of the closure of the Weymann’s factory in Station Road, Addlestone.

Earlier research for the two books on Weymann’s written and published by John Senior, with some research carried out by myself, identified the very close links between CTW and Louis Coatalen and, it was probably he who introduced Sir Henry to CTW, hence him becoming a director.

We interviewed a former member of staff whose father was a Weymann employee and chauffeur at Lake Windermere when Sir Henry died. It is thought his death created subsequent financial issues for Weymann’s.

Weymann’s were excellent coachbuilders specialising in their patent fabric and metal construction for both car and commercial vehicle body construction in the 1920s and early ’30s before turning to steel and alloy bodywork. As far as we can tell, they never bodied any of Sir Henry’s specialist vehicles. If anybody has further information relating to this aspect of Sir Henry’s life, or indeed Weymann’s, I would be very pleased to hear from you.

Kind regards,

John H Davies

Mysterious marks

Dear Sir,

Over the lockdowns, my regular walk has been along the Byfleet Banking. There are several marks in the concrete making a specific pattern and I wonder if anyone can give me some insight? I thought they might be foundations for a gun or possibly a stayed mast, but looking at the old maps in the Brooklands Conservation Management Plan, I could see nothing like these in the area, just a few buildings, T98 to T101, but they are further west.

The main tarmac diamond is about 2.5-metres along one side. There may be other associated scars beyond those I have highlighted that are hidden in the weeds.

Best regards,

Paul Stainsby

SUNDAY 22nd AUGUST

SUMMER CLASSIC GATHERING

Everybody – whether you’re driving a “Classic” or not – is welcome to join us at our Summer celebration of everything on two, three and four wheels.

For parking directions and to pre-book tickets online, visit

BROOKLANDSMUSEUM.COM

Brooklands Museum, Brooklands Drive, Weybridge, Surrey KT13 0SL

forthcoming events

2021 Museum Events

The Events List is subject to change, so please check the website: www. brooklandsmuseum.com. Email events@ brooklandsmuseum.com or telephone the Museum on: 01932 857381 for information. Test Hill, car rides and engine runs are subject to operational conditions. Due to the Coronavirus situation, please check the website for the most up-to-date information on events. Some events may have limited capacity. Thank you for all of your support.

June

27 London Bus Museum Summer Gathering. On the Buses is a fun event for family and enthusiasts.

July

4 Motorcycle Day. Two-wheel action of all ages, shapes and sizes.

22 Summer Classic Gathering. Cars, motorcycles and plenty more to enjoy.

September

5 American Day. All things US descend on Brooklands.

12 Stirling Moss Tribute. A celebration of the former Brooklands Members’ President.

November

August

1 Brooklands Members RetroJumble and Classic Car Show. One of the Brooklands summer highlights.

7 Brooklands Relived Celebrating the 95th Anniversary of the British Grand Prix Marking the first ever British Grand Prix that was held at Brooklands.

26 Emergency Services Day. Enjoy the history of the blue light services.

October

3 Mini Day. A day for all things great and small.

10 Italian Car Day. From Abarth to Zagato, admire all things automotive from Italy.

21 Military Vehicles Day. From bicycles to tanks for the family and enthusiast to enjoy.

2021 Members’ Events

For Members’ Tours and Trips information, please contact Angela Hume on: angelahume@brooklandsmembers.co.uk

August

16 Go Goodwood Touring Assembly. Brooklands to the Weald and Downland Museum. Food, rally plate and entrance included. £80.

September

4-5 Bournemouth Air Festival and SS Shieldhall. Rescheduled from 2020, everyone should have an email confirming their new booking.

5 Shere Hill Climb. A great event that gives a donation to Brooklands Museum. Spectator tickets are now available online at: www.sherehillclimb.co.uk

9-13 Jersey International Motoring Festival with Scenic Car Tours. A chance to spectate or compete in the hillclimb and sprint, plus scenic driving routes. Some places still available.

31

Brooklands Members Talks: update

The Talks team is very excited to let you know we have our first live event of the year on 24 June when Steve Parrish is in conversation with Maria Costello, renowned road racing motorcyclist. This will be held in the Napier Room.

We have a busy July and Tony Hutchings will relive his epic drive in 1982 through Peru in a Volkswagen Beetle on 1 July. Following that on 8 July, author Peter Grimsdale talks about his book Racing in the Dark and the story of Bentley conquering Le Mans. Former F1 driver Derek Daly talks to Harry Sherrard in an online webinar on 15 July, while commentator Simon Taylor is in discussion with John Watson 19 August

On 16 September, Air Marshal GA ‘Black’ Robertson talks about his father and his book Fighters in the Blood. The Story of a Spitfire Pilot and the son who followed in his footsteps

You can also view previous talks on our BM.tv channel. You can find a link on the BM.tv section of the Museum website. Please note the new number for the Talks Booking Line is: 07955 462392. The email address is: talks@brooklandsmembers.co.uk

Steve Clarke and The Talks Team

28 Shelsley Walsh. Visit the oldest continuous motorsport venue in the world and drive up this famous hillclimb. Excellent local food and accommodation included. Check website for more details.

30-3 Oct Llanerchindda Weekend. This ever-popular weekend in the heart of Wales takes in the Brecon Beacons and Cambrian mountains for some excellent driving roads. Now fully booked but check with Angela Hume for late availability.

24 Transportfest (London Bus Museum). All aboard for a great day out.

Vintage Sports Car Club Driving Tests.

P99 TO STAR AT STIRLING MOSS TRIBUTE

A unique four-wheel drive Ferguson racing car is one of the stars of the Sir Stirling Moss Tribute in September. Here, we look at the car’s amazing racing career with former Brooklands Members’ President Moss at the wheel.

Words: Harry Sherrard Photos: Jeff Bloxham, Harry Sherrard

Among his many accomplishments, Sir Stirling Moss is the only driver to have won a Formula 1 race in a four-wheel drive car. Given there is no prospect of the ban on four-wheel drive in Formula 1 being lifted, it is likely to be a record that he holds in perpetuity.

The race in question was the nonchampionship but still prestigious 1961 Gold Cup at Oulton Park. Unlike today, Formula 1 teams and drivers competed in important races that were not points scoring Grands Prix, and Moss’ competitors on 23 September, 1961 included all of the major teams of the day apart from Ferrari.

Entered by long-term supporter Rob Walker, the car used by Moss was the unique Ferguson P99. Ulsterman Harry Ferguson was a brilliant engineer, innovator and visionary, whose inventions and developments still influence the world today. Best known for his revolutionary tractor designs, where his name lives on in the Massey Ferguson brand, in the 1950s he established Ferguson Research to develop four-wheel drive systems for cars. Headed by retired racing driver Tony Rolt, with former Aston Martin designer Claude Hill on board, the Ferguson Project 99 car emerged in 1960. Despite the trend towards mounting the engine behind the driver, Rolt and Hill

Sir Stirling Moss reunited with the Ferguson P99 at the Goodwood Festival of Speed. He always rated the car for its four-wheel drive grip and performance.

designed a front-engined car to obtain equal weight distribution over the two driven axles. The driver was offset to the right, with the gearbox and drive shafts on the left. Power came from a Coventry Climax four-cylinder 1.5-litre engine, which was also used by several other competitors.

Moss tested the P99 several times, got on well with it, and agreed to race it in the Gold Cup. Weather throughout practice and the race was mixed, with a wet track playing to the car’s main strength of greater grip provided by the four-wheel drive system. After a poor start, Moss took the lead on the fourth of 60 laps and went on to win by 45 seconds. His race-winning time was 1hr 51mins, at an average speed of 88.8mph. On a drying track, he also broke the Oulton Park lap record, leaving it at 1min 46.4secs.

After the race, Moss said: ‘To me, the advent of four-wheel drive in the Ferguson was as momentous, and as great a change from anything I had been used to, as the rear-engined revolution, which for me was marked by the move from Vanwall to Cooper.’ Despite this enthusiasm for the four-wheel drive system, the 1961 Gold Cup turned out to be the last victory for a front-engined Formula 1 car. The advantages of the lighter rear-engined cars, with the driver placed centrally, proved to be overwhelming. It is nonetheless

probable that Moss would have raced the car again, but before that opportunity arose his career ended with the April 1962 crash at Goodwood, seven months after the Oulton Park victory.

The P99 did not appear in contemporary Formula 1 racing again. Having been mothballed for some years, it now makes regular, competitive appearances in the Goodwood Revival’s Richmond Trophy race. The Ferguson four-wheel drive system was adopted by Jensen for its Interceptor FF (Ferguson Formula) model and other manufacturers followed suit. The system is still in use

Brooklands Members are delighted the original and unique Ferguson P99 will be one of the cars present at the Stirling Moss Tribute event on 12 September 2021. Other cars attending include his father’s BMW 328 that Stirling cut his teeth on during 1947 competing in club and speed trials.

Also set to attend are the Formula 2 HWM Alta Stirling raced extensively across Europe in 1950-51, gaining valuable experience in single-seaters. That led to drives in cars such as the Cooper T45 and Lotus 18 Climax that will be present, along with a superb Vanwall replica.

Sports cars will be on prominent display with the Frazer Nash Le Mans Replica that Moss scored a major victory with in the 1951 British Empire Trophy. You will also see a Connaught ASLR from 1955, the Aston Martin DBR1/300 raced to some iconic victories, and Moss’s 1960 TT-winning Ferrari 250 GT in which he famously listened to the race commentary on the car’s radio. A Lotus 19 Monte Carlo will be there too, an ex-UDT car of the type Moss drove in 1960 and track tested at Goodwood in 1963 after his crash.

in multiple four-wheel drive applications around the world, including the World Rally Championship.

Sir

The Ferguson P99’s driver was offset to the right, with the gearbox and drive shafts on the left to allow for packaging of the four-wheel drive system.

In full flow at the 1961 Gold Cup at Oulton Park. Moss remains the only driver ever to have won a Formula 1 race in a four-wheel drive car.

Moss drove the Lotus 18 Climax, chassis 912, to victory in the 1961 Monaco Grand Prix, which he rated as his best Formula 1 win.

Stirling Moss was reunited with the Ferguson at the 2005 Goodwood Festival of Speed and he drove it with typical aplomb up the famous hillclimb.

Hawker Siddeley Hawk Mk50 G-HAWK (ZA101) arrived at the Brooklands Museum on 23 January, 2019. This demonstrator aircraft has been donated by BAE Systems and was delivered by road from Samlesbury, Lancashire.

The Hawk was conceived and designed as the Hawker Siddeley HS.1182 at Kingston-on-Thames in the late 1960s and

early 1970s. Although this was the eighth Hawk built, it was the fifth aircraft in the flight test programme and also the first and only Hawk Mk50. Registered with the Civil Aviation Authority as G-HAWK and allocated the military serial number ZA101, it was first flown by chief test pilot Duncan Simpson from Dunsfold Aerodrome, Surrey on 17 May, 1976. It was put to use as Hawker Siddeley’s privately funded Hawk demonstrator and development aircraft.

The equipment fitted in G-HAWK was either loaned free of charge or provided free of charge by the suppliers to support the Hawk sales effort.

It should be noted that Hawker Siddeley Aviation, Kingston was the only UK company to have built and operated three private military jet aircraft demonstrators, one for each major type: Harrier, Hawk, and Hunter. G-HAWK’s role was similar to that of its Dunsfold stable-

It’s 50 years since the Royal Air Force selected the Hawker Siddeley Hawk as its fast jet trainer. We trace the story of the G-HAWK sales demonstrator that is now on longterm display at Brooklands.

Words: Mick Mansell

Photos: BAE Systems, Stefan Lange, Ian Nightingale, Dimitris Triadafillou

HAWK AND SOLD

mate, the two-seat Harrier Mk52 G-VTOL/ ZA250, already being used to promote Harrier export sales to potential customers. The third Hawker demonstrator was the two-seat Hunter G-APUX.

Tours and development

Besides appearing regularly at Farnborough and other major air shows, G-HAWK made extensive overseas sales tours, including three to the USA that led to the US Navy’s

Seen here in a light grey livery, the pointed nose of G-HAWK can clearly be seen. The aircraft was one of three factory demonstrators operated by Hawker Siddeley.

Now on long-term display at Brooklands, G-HAWK was the only Hawk Mk50 and the fifth aircraft in the Hawk test programme. It was later updated to Mk60 and then Mk100 specifications.

significant order for the T-45 Goshawk, and several times to Europe, the Middle East, the Far East, and Australia.

This aircraft played a key development role in the Hawk becoming the world’s most successful military jet trainer with more than 1000 aircraft delivered to 18 countries, and more than four million hours flown. At Dunsfold, it was the main development aircraft used to clear a wide variety of weapons and external stores for export Hawks with the original TMk1/Mk50 series standard wing and the improved MK60 series standard. At Warton, it was used with the wing tip-mounted AIM-9L Sidewinder 7 station wing. G-HAWK was also used in exploring the T-45’s low-speed handling and spinning characteristics, and by the research and development department at Warton as both a ground test and flight test vehicle for development of survivability technologies. The activities that G-HAWK carried out at Warton commenced soon after its arrival and it was always referred to as ZA101 while there, after a decision was made to delete it from the civil register.

ZA101, flown by Graham Tomlinson, and ZH200 that was the second singleseat development Hawk flown by Phil Dye, arrived on 14 November, 1988 at Warton directly from the Summer 1988 Far East Tour. During this tour to Australia, the aircraft visited some exotic places including Brunei, Singapore, Malaysia, Thailand, Indonesia, and the Philippines.

At Warton, the aircraft continued its flight development activities and went straight into a flight test programme for stability and control checks with BL755 bombs and inboard tanks with and without AIM 9L Sidewinder configurations in support of Hawk 100/200 series contracts. All the heavy weight clearances for the Mk50 and Mk60 series aircraft had been done at Dunsfold, but further flight tests were carried out to resolve issues raised by some customers including requirements for higher store release speeds and different dive angles. As a result, some of the clearances were revisited and expanded.

The aircraft then went into the first of a series of spinning and stalling trials for various export aircraft customers, which continued the initial spinning and stalling trials in the long nose Mk100 shape at Dunsfold. These trials were interspersed with further wing development work for the T-45 programme. Initial flights assessed the effects on approach speeds of various combinations of wing fence and vortex generator arrays, eventually reaching the maximum lift coefficient previously achieved at Dunsfold, but handling characteristics were marginal. While achieving very low stall speeds, these marginal post-stall characteristics led to the introduction of the T-45 slats following US Navy trials at the Naval Air Test Station, Patuxent River, Maryland.

Typically, during the trials, there would be a change of wing dressing followed by stall testing and then, for the more successful dressings, some spinning. As part of these investigations, a US test pilot

A total of 2407 flights and 2217 flying hours were accrued by pilots in G-HAWK during its long career around the globe. It was flown by test pilots and many more customer pilots.

Another distinctive paint scheme for G-HAWK and the aircraft has additional tanks and Sidewinder missiles fitted in this trim. It appears the rear seat is occupied by test equipment.

G-HAWK, or ZA101 as it was always referred to when working as a demo and development aircraft, is seen here in the foreground in the configuration it arrived at Warton.

from McDonnell Douglas, BAe’s partner in the T-45 programme, flew the aircraft to compare standard Hawk characteristics to those of the T-45, which back in the US was exhibiting adverse yaw in the approach configuration. He was amazed at the difference and really loved flying the Hawk. He went home convinced that whatever was going wrong was not intrinsic to the Hawk but was a feature of the T-45 itself.

A return to demos

During this period of testing, the opportunity was taken to revert the aircraft to its demonstrator role in support of export Hawk marketing activities. It performed a block of 24 flights in 1989 for the Swiss Air Force’s 75th Anniversary at Payerne and the Baghdad Arms Exhibition. In this period, the aircraft was also used for flight assessment by the Brazilian and Korean Air Forces. In July that year, following these trials and demonstrations, the aircraft was laid up to fit the sevenstation wing with wing tip AIM-9L Sidewinders and a new fin with a revised RWR (radar warning receiver) housing. The shakedown flight in this new configuration took place on 27 April, 1990.

G-HAWK then embarked on a series of extensive flight test clearance programmes, air shows, and flight demonstrations in support of a lucrative and expanding export market for the latest series of Hawk variants, primarily the 100 series. It completed all of the handling trials for the configurations and weapons specified by the customers, and all of the flutter clearance work. Handling trials included stalling and spinning with symmetric and asymmetric wing tip Sidewinder, and Sidewinder firings at up to 6g and 40,000 feet altitude. No problems were experienced during any of these firing trials, which confirmed the

revisions to the wing tips for the missiles had not adversely affected the hung weapon capability. At the end of the handling trials, the aircraft successfully carried out a take-off from Warton with five 1000lb bombs and two tip-mounted Sidewinders. Again, no problems were encountered.

During this flight test period up to 8 April, 1991, the trials had been conducted with the Rolls-Royce Adour Mk861A engine. Then in support of the Mk103 and Mk203 aircraft for Oman, the Adour Mk871 engine was installed and the clearance trials for flutter, handling and spinning were carried out with handling and release clearances for CRV7 rocket pods and SAMP 400kg bombs.

Interspersed with clearance trials were more air shows and overseas trips. In September 1990, the aircraft flew a block of 40 flights at the Farnborough air shows, with displays and demonstrations for

representatives from Indonesia, Venezuela, Chile, Malaysia, and UK VIP’s.

In February and March 1992, the aircraft embarked on a Far East tour covering three major events. It was ferried to Singapore for the Association of Southeast Asian Nations air show and a Singaporean evaluation. Paul Hopkins carried out the demonstrations and Phil Dye flew the Singaporean Senior Air Force Officers. The aircraft was then ferried to the Royal Malaysian Air Force base at Simpang, Kuala Lumpur to give the Malaysian Chief of the Air Staff a flight in advance of their purchase of the Mk108. The next major stop was Delhi for the Indian Air Force and Navy evaluation. This included a demonstration of the Adour 871 engine performance achieved on ZA101 by RollsRoyce adjusting the 861 engine installed in the aircraft. Shortly after the return home, the Hawk was selected by the Indian Air Force. From when the aircraft was fitted with

G-HAWK as the aircraft was delivered to Brooklands on 23 January, 2019 after it spent the latter part of its career at BAE Systems Academy for Skills and Knowledge, Samlesbury.

The two-seat G-HAWK can be seen here in the foreground with a single-seat Hawk behind. The differences in canopy length and shape are obvious with the two aircraft alongside each

LOW FEES

ALL CLASSICS INVITED

• Starter, modern and relatable classics welcome. We consider any cherished classic to be precious regardless of value.

FULLY HANDS ON

• We are passionate about classics and always available to offer advice and guidance - especially if you are new to buying & sellin g.

the new wing in April 1990 to the time it had completed the flight development programmes and overseas tours in support of the 60 and 100 series Hawks in January 1995, it had flown some 400 hours, most of this by Paul Hopkins and Phil Dye. Having successfully fulfilled its flight development roles for Hawk exports, in mid-1995 ZA101 became surplus to requirements and was transferred to the Advanced Technology Department at Warton and operated out of 31 Hangar on the south side of the airfield. It was used by the research and development group as both a ground test and flight test trials aircraft on research activities in survivability and camouflage technologies. These were classified programmes jointly funded by the UK’s Ministry of Defence and by BAe. Between June and September 1995, the aircraft initially underwent ground-based radar signature measurements on the Warton stealth test range, followed by modifications to install the electronics equipment and instrumentation for the infra-red (IR) flight trials. The first shakedown flight was on 18 September, 1998.

There were two major programmes at this time. The first was an infra-red camouflage system which sensed the background IR radiation behind the aircraft and operated IR radiators mounted around the fuselage and wing to hide the aircraft’s IR signature. Some 12 or so flights were achieved in the September 1998 to June 1999 time period, most

of which were in the winter with clear skies to give favourable conditions for the measurements. ZA101 flew behind the BAE Systems-owned Jetstream which conducted the in-flight IR measurements. The ground-based trials were carried out on ZA01 to assess the effectiveness of various radar absorbent materials for radar signature reduction. The results of these two programmes were made available for application to the Advanced Studies Department’s new aircraft programmes. The modifications to ZA101 were removed at the end of the trial and the aircraft returned to flight test in July 1999.

G-HAWK finally retired from flying duties on completion of its last recorded flight on 9 February, 2001. Its final flight from Warton was made by Archie Neill on 3 February, 2005. The aircraft was transferred to the Apprentice Training School at Warton and then to the new BAE Systems Academy for Skills and Knowledge, which opened at Samlesbury in late 2016. It

became surplus to requirements in October 2018 and was offered to the Brooklands Museum. It arrived at the Museum on 23 January, 2019.

During its flying career, G-HAWK/ZA101 accrued a total of 2407 flights and 2217 flying hours. Of these, 1903 flights and 1752 flight hours were when the aircraft was based at Dunsfold, and 504 flights and 465 hours when it was based at Warton. While at Warton, it was flown by 19 different test pilots and an even greater number when at Dunsfold, and by an unknown number of customer pilots from many countries all over the world. This important aircraft was also flown by NASA astronaut, Pete Conrad, Commander of Apollo 12, who was one of the 12 that walked on the moon. G-HAWK’s work helped to make the Hawk the most widely used and successful military jet trainer in the world to date.

This article was written in collaboration with Dave Ward, Phil Dye, Chris Farara and Chris Roberts. Without their help I could not have completed it.

A demonstration of the Rolls-Royce Adour 871 engine performance for the Indian Air Force and Navy was achieved on ZA101 by Rolls-Royce adjusting the 861 engine installed in the aircraft.

The sleek lines of the Hawker Siddeley Hawk are complemented by its superb abilities, which made it the most successful military fast jet trainer in the world to date with more than 1000 built.

MEMBERS AGM

As the Annual General Meeting of the Brooklands Members approaches, Secretary Kevin Lee outlines the arrangements for this year.

Th is year we are introducing electronic voting in advance of the 12th Members Annual General Meeting in September. This is your opportunity to vote on the Minutes of the last meeting, the Treasurer’s Report, and the four Members Committee posts that are up for renewal.

You can read the biographies of the four prospective nominees below. The biographies are listed in alphabetical order. All other

Chris Bass

information, including the Minutes and Treasurer’s Report, are available online here: www.mi-vote.com/brooklands

The poll is open from 1 July until 8 August, 2021. Please be sure to have your say before the poll closes as we value every Member’s input and comments.

Details on how to attend the Zoom-style AGM will appear in the next edition of the Bulletin. Please note there will be no inperson voting at the AGM on 15 September.

I first went to Brooklands as a teenager in the 1960s. I scrambled up the outside of the Members’ Banking and the vista I saw has stayed with me ever since.

I went to a number of Reunions and Vintage Sports-Car Club sprints and fly-ins held on the runway. Of course, I joined the Brooklands Society and enjoyed its film shows and dinners.

In 2006, I became Editor of the Society Gazette and continued in that post until the magazine’s closure in 2013. I was closely involved with the efforts to merge the Society with what became the Brooklands Trust Members (BTM) and was the first Editor of the Brooklands Bulletin in 2010, while still editing the Gazette. I was made an Honorary Life Member of the BTM for my efforts in this regard and continued editing the Bulletin until 2019. My ‘day job’ is the editorship of the Mercedes-Benz Club Gazette.

David Brockington-Hill

If you’ve ever been through the Brooklands Member’s Fastrack Entrance on event days, you’ll probably recognise me, and I hope that you will remember the warm welcome that we endeavour to give to you all.

I’ve been actively involved with Brooklands since 2014, when I joined the fabulous Outreach Team and where I first got to meet so many of our Members. In 2018, I took on the leadership of Fastrack and proudly became an elected member of the Brooklands Members Committee.

I bring a strong, and sometimes challenging and controversial, voice to the Committee in the pursuit of ensuring the best for our Members and for the Museum. I am always mindful of the need to maintain the traditional Spirit of Brooklands, while embracing the opportunities that the future can bring. With your support at the Committee elections this year, I will be delighted to continue this work.

Martin Gegg

After 42 years working in public service, I have been researching and writing about motorcycle-related history, in particular the development and use of motorcycles for military use up to and during the First World War.

My varied career involved roles including Criminal Case Management, Facilities Management, and Information and Communication Technology (ICT) Project Management, as well as carrying out peer reviews across government on ICT, Infrastructure and Change Projects. Most recently, I was involved at the centre of government developing and advising on HR, Learning, Inclusion, and Industrial Relations Policy.

A long-standing passion for motorsport and local history led me to Brooklands, where I have been a Volunteer on the Motorcycle Team for 11 years and a Member for 10 years. More recently, I’ve been a Committee member with responsibility for launching and overseeing the new format Bulletin and Newsletter. I will be delighted to continue this work.

SHERE HILL CLIMB 2021

BACK IN ACTION

After an enforced year-out we’re delighted to say the eighth Shere Hill Climb is all set to go this summer. This well-established glorious day out in the Surrey hills is a must for any enthusiast. We have increased our entries to 240 amazing cars and bikes for this year’s event, including a 1959 Ex-Works Triumph TRS that competed in the 1960 & 61 Le Mans race. Other highlights include watching Ex Indy 500 and Le Mans winner Kenny Brack demonstrating his skills in a McLaren road car that he helped develop.

To round off the day we’ll have live music, local food, beer and of course Silent Pool Gin.

ADVANCE TICKETS NOW ON SALE

sherehillclimb.co.uk

Mark Jarman

I come from a career in property marketing and, after 35 years, decided to be led by my heart rather than my pocket and set up Nonesuchemedia in 2010, a video production company working with charities and not-for-profit organisations. This has led to filming extensively in India, China and throughout Southeast Asia in addition to arts and culture-based assignments.

I’m founder and producer of Brooklands Members Television, known for ease as BM.tv, which was set up in 2017. It has been a great success and we now have more than 400 videos on our BM.tv Vimeo channel and more than 100 audio podcasts on our Soundcloud channel.

BM.tv launched its YouTube channel in October 2018. To date, it has had over 690,000 views of our selected 105 videos posted on the channel. There is no doubt that video will play a major part in the Museum’s marketing and brand strength in the future.

A GRAND PRIX AND A GREAT RACE

Aquarter of a century before Silverstone inau gurated the Formula 1 Drivers’ Championship, Brooklands played host to a World Championship Grand Prix and what turned out to be the most competitive race of the year, with the result in doubt right until the end. The winning driver at the first British Grand Prix in 1926 was a man at the end of a career which, two decades earlier, had been entwined with the very creation of the Brooklands circuit.

The first British Grand Prix could have taken place a year earlier than it did. Thanks largely to Henry Segrave’s victory in a Sunbeam at the French Grand Prix in 1923, by 1924 Britain was considered worthy of the hitherto rare honour of hosting an international Grand Prix de Vitesse. The international calendar announced in November 1924 by the Association Internationale des AutomobileClubs Reconnus (AIACR), forerunner of the FIA, included a 500-mile Brooklands Grand Prix. This would be one of only four European Grands Prix which would, along with the Indianapolis 500, count towards the newly-created World Championship for Manufacturers. Alas, Brooklands’ ongoing dispute with residents over noise led to cancellation of its race, and Alfa Romeo emerged from a reduced four-race series as the first World Champion constructor.

The local dispute had consequences that would seal Brooklands’ place in motorsport history. New silencing regulations were introduced at the Track for 1926, from which not even a World Championship Grand Prix would be exempt. The two British Grands Prix held at Brooklands are consequently unique, being the only major Grands Prix at which local laws required competing cars to run with additional, performance-diminishing silencers.

A New Formula

Alarmed by rising speeds and fatalities, the AIACR introduced a new 1.5-litre Grand Prix formula for 1926. Cars were to have a 700kg minimum dry weight and bodies wide enough to accommodate a passenger, who would never actually sit in the car as riding mechanics had been banned in 1925. The Delage and Talbot teams took advantage of this quirk to off-set the drivetrain of their new designs to run alongside the driver, who could be seated much lower, resulting in a smaller frontal area and a low-slung, purposeful appearance to their cars.

Although greeted with enthusiasm, the new formula was not a competitive

Brooklands hosted the first ever British Grand Prix 95 years ago in 1926. Here’s the story of that thrilling race.

Words: James Thorne Photos: Brookland Museum Collection

The start of the 1926 British Grand Prix at Brooklands gets under way, with Divo already out of shot. The noses of Segrave’s Talbot and Wagner’s Delage can be seen on the left of the image.

success. Delage and Talbot were the only significant constructors to design entirely new cars for 1926 and even these were delayed. This led to a farcical French Grand Prix at the end of June, at which only Bugatti turned up as it had chosen the simpler and cheaper option of adapting an existing model. Just three Type 39As took the start, with Jules Goux duly taking the chequered flag after an

exceedingly dull four-and-a-half -hour demonstration.

Talbot’s Paris factory was beset by strike action, but Delage had three new 15 S 8 cars ready for the San Sebastián Grand Prix in mid-July, doubling the field at a stroke. Faster than the Bugattis, the race revealed a design flaw in the Delage.

Side-mounted superchargers required the engine’s exhaust to be directed along the driver’s side, passing inches from his pedals and similarly close to his right elbow. In the race, the Delage drivers suffered choking by noxious fumes while having their feet burned, a situation exacerbated by the exceptionally hot weather. Goux won again, while the Delages required a relay of drivers to take turns at the wheel, one of them finishing second nevertheless.

GP comes to Brooklands

The entry for Brooklands was easily the best for any European Grand Prix in 1926. Talbot finally overcame their labour difficulties to bring three of their new cars for Segrave, Albert Divo and Jules Moriceau, painted green to recognise their part-British ownership. Delage also had three cars, for Robert Benoist, Robert Sénéchal, and veteran Louis Wagner, but the works Bugattis stayed away to leave

Moriceau’s stricken Talbot, the cause of its retirement clearly evident with its collapsed front axle that had caused it to wobble and steer out of line before coming to a safe halt.

its chances left in the hands of popular local privateer Malcolm Campbell, who was one of no fewer than five past, present or future holders of the World Land Speed record originally entered in this race. Unable to start were two Thomas Specials and the front-wheel drive Alvis, all being withdrawn after practice. The field was completed by George Eyston’s Aston Martin and aircraft engineer Frank Halford’s AM-based Halford Special.

The Grand Prix course ran anticlockwise around the Outer Circuit but cut out the banking behind the Members’ Hill, instead using the Finishing Straight on which chicanes formed by three parallel sandbanks across the Track were constructed at each end. Making use of the Finishing Straight meant spectators could not cross from the Members’ Hill to the paddock and Clubhouse, so a footbridge was constructed over the Track. From 1927, this became a permanent single-span

structure, but for 1926 a temporary bridge was erected with two supports resting on the Track itself. After the first sandbanks, competitors passed through the right-hand span of the bridge, the hazard mitigated by sand around the base of the supports and the relatively low speed of cars exiting the chicane. The course measured 2.616 miles

and, to allow the cars to line up on an unobstructed stretch of concrete, the race would start and finish at different points. The total distance of 287 miles was slightly less than 110 complete laps.

After several unsettled days, the clouds over Brooklands broke up on the morning of 7 August, 1926, leaving the Track bathed in sunshine for the scheduled 2pm start. A large crowd was drawn to

Benoist’s Delage (2) harries Segrave’s Talbot (9) through the first sandbank chicane. Engine capacity was reduced for the 1926 GP season, yet spectator safety was clearly not such a primary concern.

Divo’s Talbot begins another lap. The bridge supports on the Track are clearly visible and the bridge was necessary to allow spectator access from the Members’ Hill to the paddock and Clubhouse.

witness the first Grand Prix on British soil and, although the Brooklands Automobile Racing Club members had the luxury of space to spread out across the Members’ Hill, spectators were packed into the grandstands and public areas.

Eight cars lined up side-by-side at the top of the Finishing Straight with the ninth, Sénéchal’s Delage, behind. Massed starts in Grands Prix were a recent innovation, but starting positions were determined by race numbers drawn by lot, with timed qualification not introduced until 1933. Shortly after 2pm, AV Ebblewhite stood on the inside of the Track and raised his starter’s red flag. A crescendo of sound preceded the flag dropping before Divo’s Talbot streaked away from the line, followed in a haze of blue smoke by Campbell’s Bugatti, Moriceau’s Talbot and the rest.

Down the Railway Straight sped Divo at approaching 125mph, the superior top speed of the Talbot enabling Segrave to join his team-mates at the front, followed by Benoist and with Wagner bringing up the rear. Around the long sweep of the Byfleet Banking the cars curved, Sénéchal taking a noticeably higher line than the others. They then came howling line astern towards the spectators jammed against the railings alongside the Finishing Straight.

The first retirement

Suddenly, one of Talbots wobbled alarmingly and steered out of the line, its nose sagging as the front axle had collapsed. Thankfully, Moriceau, who in earlier years was Segrave’s riding mechanic, brought his car safely to a halt. With barely two miles completed, the field was already down to eight. Those eight cars swarmed past the stricken Talbot, braked and changed down for the first chicane, flames spouting from exhausts as they passed within a few feet of a crowd separated only by the iron railings at the Track’s edge. Threading through the sandbanks and under the bridge for the first time, Divo led Segrave and Benoist across the line and towards the second chicane. These three were already pulling away from the rest, the superior speed of the works team cars evident.

For the next few laps, the acceleration of the Talbots out of the chicanes kept them ahead of Benoist’s Delage, which closed up under braking. Sénéchal moved into fourth, although Wagner was already making frequent pitstops as his car suffered a recurrence of the problems encountered in San Sebastián and withdrew shortly after.

Divo’s car began to misfire and he pitted on lap seven, leaving a Briton in a green-painted car leading the British Grand Prix. The crowd’s excitement rose but

was short-lived, as Segrave’s car threw a tread just six laps later and pitted for new tyres. After the initial excitement, the race settled down, the Delages in first and third seemingly not hindered by the overheating that had already caused Wagner’s withdrawal. By lap 25, the Boy Scout-operated scoreboard showed Benoist leading comfortably, several laps ahead of Segrave and Sénéchal, the latter entertaining the crowd with his spectacular opposite-lock style through the chicanes. Halford and Campbell were circulating consistently, if less spectacularly, a further

two laps behind, while further back were Eyston and Divo, whose stop had left him around 10 laps adrift of the leader.

However, the inferior and now very worn brakes of the Talbots required their drivers to slow ever earlier on the flat-out run into the first chicane, and both were suffering from an intermittent misfire. Divo had easily picked off Eyston and was continuing his lonely chase, but on lap 45 Segrave made the first of several pitstops, one involving a brief fire under the car, and eventually retired. This left the Delages apparently unchallenged up front.

Sénéchal slides through the first chicane and his driving style made him popular with the large crowd. Contrast the space reserved for BARC Members on the left with the packed public enclosure next to it.

Wagner brings home the winning Delage that he shared with Robert Sénéchal. The French pair finished ahead of Malcolm Campbell in his Bugatti, denying the crowd a British winner.

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Turning up the heat

By this stage in the race, the Delage’s familiar problems were beginning to tell. The exhaust of Benoist’s car was glowing white hot and had fractured, the fumes adding to the severe pain as his feet roasted. He stopped on lap 81 to wrap the exhaust with asbestos sheets, resuming in the lead. Seven laps later, he stopped again and the engine was so hot it caught fire. Sénéchal took the lead briefly during this time but was suffering similar problems with his Delage.

Remarkably, Divo had by now hauled his misfiring Talbot up into third place, but he was forced to retire when just a lap or so behind Sénéchal, who promptly pitted to be replaced by Wagner. With the Talbots out and the Delages slowing and making increasingly frequent stops, excitement rose as the spectators realised that Halford or Campbell might have a chance to win the race. Sadly, soon after Wagner had relieved Sénéchal, the third-placed Halford Special, which was lapping comfortably in front of the Delage on track though almost three laps behind, coasted to a halt under the bridge, forcing Wagner to swerve and take the middle span.

Campbell’s Bugatti had run without incident and was catching the Delages. Benoist finally gave up on lap 93, his place in the hot seat taken by wealthy

amateur and drinks heir André Dubonnet. Remarkably, Dubonnet, who may not have been an official substitute driver, took the wheel in a dark blue lounge suit, but he had driven neither car nor circuit before and in the heated circumstances was unable to resist Campbell, who passed on lap 102.

Despite the leader stopping almost every lap to cool his feet in a trough of water, which Segrave claimed later ‘You could hear the boots hissing as they entered the water’, Campbell was too far behind Wagner. The Frenchman finally brought Sénéchal’s car home first, followed by the Bugatti of Campbell, and finally Dubonnet, who had to be lifted out of Benoist’s Delage.

Unsurprisingly after their troubles, neither Talbot nor Delage took part in the last race of 1926, the Italian Grand Prix, and Bugatti was duly crowned World Champion. Delage solved its problems by effectively reversing the engine block and fitting a single supercharger that allowed the exhaust to be directed away from the driver’s feet and down the opposite side of the car. Benoist swept all before him in the reconfigured car in 1927, winning all four European rounds of the World Championship, including a return to Brooklands, and securing the title of Champion du Monde for Delage.

Louis Wagner

Born in Paris in 1882, Louis Wagner’s long career had taken in the fateful Paris-Madrid race of 1903, the first-ever Grand Prix in 1906, and most major Grands Prix since then. Controversially for many of his countrymen, this also included second place for Mercedes in the 1914 French GP as war loomed with Germany.

Early success included winning the 1906 Vanderbilt Cup, the first race to have a chequered flag shown at the finish, and the first US Grand Prix in 1908. Wagner even managed a career break to become a test pilot for Hanriot, winning prizes at air shows across Europe throughout the summer of 1910. After the First World War, as well as many Grands Prix, Wagner competed in the Indianapolis 500 and at Le Mans, and was second for Peugeot in the 1925 Targa Florio.

His joint victory with Sénéchal at Brooklands made Wagner the oldest winner of a major Grand Prix at the age of 44. At 52, he helped set endurance records at Montlhéry, where he later became circuit manager, although from 1944 he had a wooden leg following an amputation necessitated by bone tuberculosis.

With such a long and varied career, why was France’s Wagner such an appropriate victor for the milestone first British Grand Prix at Brooklands? Well, way back in 1905 he was a participant in the Coppa Florio, the race that famously inspired Hugh Locke King to build Brooklands. Wagner also competed at the Track’s opening meeting in 1907. Uniquely, he had been present at the birth of the circuit and been a winner at Brooklands’ coming of age.

Robert Sénéchal, on the left, and a clearly drained Louis Wagner receive the winner’s bouquet. Note the Brooklands silencer and how close the exhaust passes beneath the cockpit’s edge.

Louis Wagner was a seasoned racing driver by the time he arrived at Brooklands for the 1926 British Grand Prix. He used all of that experience to give Delage victory in the race.

BOAT BUILDING AT BROOKLANDS

Brooklands’ motoring and aviation history is well known, but it also has a place in the world of racing hydroplane boats as we find out about the Forbes Special.

Words: Christopher Harris Photos: Mike Petty, Ely Standard, Geoff Summerton

The Forbes Special with Viscount Forbes in the cockpit ready for a run in the 1935 Spreckels Trophy that was held on the River Seine, Paris on 6 July 1935.

Not that long ago, together with my mother I attended a commemoration of the passing of her dear friend Molly Summerton. As is often the case with these bitter-sweet gatherings, we learn more about the life of our departed friend than we did when they were with us. Molly’s family had put together a photographic remembrance showing on a projector, full of nostalgia and poignant episodes in Molly’s life. To my surprise, a photo appeared of a hydroplane racing boat with an outboard motor I recognised, a six-cylinder Italian Soriano.

On asking Molly’s son Geoff Summerton and his sister Kate, it transpired their maternal grandfather, Cecil Picot, was a boatbuilder of some repute on the River Hamble in Southampton. Geoff kindly supplied me with more photos on the hydroplane under construction in a shed at Brooklands. I knew of Brooklands Aviation’s post-war boatbuilding at Sywell Aerodrome in Northamptonshire, but not pre-war at Weybridge.

The Spreckels Trophy

Viscount Arthur Forbes, 9th Earl of Granard campaigned with several types of racing boats from his family estate in Ireland, then raced in Europe with his French-built Dupuy hydroplane, which he transported on top of his Mercedes SS. The double overhead camshaft Soriano outboard was stored on the back seat.

In 1934, Forbes commissioned Fred Cooper, chief designer at the British Powerboat Company, to design a boat to campaign for the Spreckels Trophy the following year. This lovely little hydro, to be built by Cecil Picot, would be known as the Forbes Special. It was similar in construction and appearance to British Powerboat Company owner Hubert Scott-Paine’s famous Harmsworth Trophy challenger Miss Britain III, and industrialist Percy Pritchard’s racing boats Berylla II and Doretta.

To encourage international participation in motorboat racing, Mrs Dupuy, daughter of American sugar magnate Adolph B Spreckels II, put up a trophy and prize money.

This is an extract from a contemporary report: ‘Also determined to win the Spreckels Trophy was Viscount Forbes, who had now replaced his Dupuy hull with a Special designed by Fred Cooper to incorporate alloy parts supplied by Birmal Boats of Southampton. Uniquely, the assembly of the challenger was carried out by an imported boatbuilder and mechanic Jack Sopp, in a shed beside Thomson and Taylors Ltd at Brooklands.’ Cecil Picot was the boat’s builder and Jack Sopp was a Brooklands mechanic.

Birmal Boats

Birmal Boats in Belvedere Road, Northam, Southampton was owned by Percy Pritchard, himself an active powerboat racer of the day and president of the British Hydroplane Racing Club. Keen to promote the use of Birmabright aluminium from his Birmetals Company in Quinton, Birmingham, he was a supplier to the British Powerboat Company, which was just across the water from Southampton at Hythe. No doubt Pritchard worked closely with Scott-Paine and Fred Cooper. The construction of Miss Britain III and the Forbes Special were similar

in that aluminium sheet was fastened to a wooden frame, making a strong, lightweight hull. The Special was powered by the same Soriano outboard motor from Forbes’ Dupuy hull, which Jack Sopp had now fitted with a supercharger taken from a Delage racing car.

A report in the August 1935 issue of Motor Boating detailed that year’s Spreckels Trophy on the River Seine, Paris on 6 July, in which Forbes’ attempt was plagued with engine trouble. It said: ‘Percy Pritchard of England dropped out next, leaving only the three Frenchmen and the other English contestant, Lord Forbes, the plucky 19-year-old baby of the race. And Lord Forbes was almost constantly in trouble. He was in the running long enough, and often enough, to show that he is a superb racer, but his engine caused him frequent trouble and he spent much time working over it while his hydroplane drifted on the river. When the race ended, he was still crouched over his engine at the opposite end of the course from the finish line.

Viscount Forbes, on the right, with the French-built Dupuy hydroplane that he transported on the roof of his Mercedes SS. The engine was stowed in the back seat during travel to races.

The distinctive Italian-built Soriano flat-six ‘boxer’ engine with double overhead camshaft design and tandem propeller drive. It was fitted with the supercharger from a Delage for the Forbes Special.

Cecil Picot was a renowned boatbuilder based on the River Hamble near Southampton. He was brought in to build the Forbes Special at Brooklands.

‘For the last half hour of the race, he and Dupuy were the only active contestants, Lord Forbes being steadily at work on his balky engine.

‘Viscount Forbes, the young Englishman, captured fourth place with a boat driven by an engine he bought from Dupuy more than a year ago. It is an older model but the specifications of this engine are practically the same as those Dupuy used in the race. Forbes himself had built a special supercharger and several other attachments for the engine but these seemed to help its performance very little. Although his hull was of wood, he barely

made the weight specified. Before being forced to abandon by spark plug trouble, he covered the course 17 times for a distance of 51 kilometres.

Another Englishman, Percy Prichard (in Berylla II) gained fifth place and was the only driver in the race who sank his boat. He had a well-designed aluminum hull with a 75-horse power engine. This was fitted with side instead of overhead valves and had a cubic capacity of 91 cubic inches. Prichard sprung a leak early in the race and sank when he shipped water on a sharp turn. He covered 39 kilometres but in very poor time.’

The end of the Forbes Special?

A month after the Spreckels Trophy race in Paris, Forbes was attempting a new speed record, as reported in the Ely Standard in September 1935. Incidentally, the 29 September, 1935 was in fact a Sunday, not a Wednesday as reported, so the incident may have happened on the 25 September. Also, the mention of The Southampton Launch Company I do not believe is correct as I can find no reference to it. As we know, Cecil Picot built the boat at Brooklands.

The report read: ‘The incident famously happened on September 29 1935 and the Ely Standard was the first on the scene to cover it. After covering a mile course along the River Ouse, the new racing hydroplane was set to secure the world’s outboard motor boat record. But disaster struck and Viscount Forbes, an undergraduate of Trinity College, had the misfortune to see his craft severely damaged.

This photo clearly shows the timber frame construction of Viscount Forbes’ hydroplane, which was sheathed with Birmabright aluminium that was light and resistant to corrosion.

Viscount Arthur Forbes, on the right, inspecting the Soriano engine with mechanic Jack Sopp, who went on to work with WO Bentley at Lagonda.

The rivetted construction of the Birmabright aluminium sheets can be seen in this photo, which was taken inside the shed at Brooklands. It also shows the flattened underside of the boat.

‘The trials were carried out at Adelaide over a specially picked mile course to see if the machine was capable of beating the present record of 65mph held by a man from France. The machine, which looked like a glittering torpedo, was built by the Southampton Launch Company to the plans of Fred Cooper.

‘It had a six-cylinder super-charged engine, capable of developing 110hp. Viscount Forbes drove the speedboat both up and down the river and his best time was when he covered the mile in one minute.

‘Just as he was completing the last run, near Adelaide Bridge, the whole of the bottom including propellers broke away and sank to the bottom of the river. The boat, rendered out of control, spun round in the stream but did not capsize. It is thought it hit some obstruction in the water.

‘The craft was severely damaged. Efforts were immediately made by some of the watermen employed by the Ely Beet Sugar Factory to salvage the unit.’

I have written to relatives of Viscount Forbes seeking further family history on the boat, but regretfully received no response. If anyone knows whether or not the boat and its engine survived and were subsequently restored, do please get in touch.

I visited Brooklands Museum armed with the photos and was kindly shown around by members of staff, who were fascinated to learn that a boat was built at the famous racetrack. We tried to identify the shed from the remaining buildings, but alas discovered that Thomson and Taylors Ltd was at the southern end of the site, which disappeared as the Vickers-Armstrongs factory expanded.

Thanks to: Powerboat Speed, Racing and Record Breaking: 1897 to the present by Kevin Desmond, ISBN 978-0-85177427-5. Photo and articles from the Ely Standard kindly supplied by historian Mike Petty of Facebook group Fenland History.

The Forbes Special racing for the Spreckels Trophy on the Seine in Paris. Despite recurring engine problems, the 19-year old Viscount Forbes finished fourth in the race.

The short exhaust pipes of the Soriano engine are clear to see in this photo, which also shows how the entire engine pivoted as the hydroplane was steered.

Cecil Picot, seated in the Forbes Special, with two assistants in the building shed. The location of this shed is not exactly known now as it was lost when the Vickers-Armstrongs factory expanded.

members’ matters

All wood things

When Mosquito RR299, operated by BAe, crashed at an air show near Manchester in 1996, there has not been an example of this type seen flying in UK airspace since. Over the years, we have been blessed with the sight and sounds of the Spitfire, Hurricane and Lancaster, but there is one more aircraft that is conspicuously absent from this quartet of historic Second World War aircraft and that is the De Havilland DH98 Mosquito.

This glaring omission was noted by John Lilley, who has set up The People’s Mosquito trust (TPM). This was established as a registered charity in 2014 and is now raising funds to build a new aircraft from scratch. TPM is targeting industry, the general public and air show visitors. Schools and air cadets have been approached with a view to encourage an interest in engineering just as Brooklands Museum does and TPM membership and the sale of merchandise helps generate funds.

Many people associated with Brooklands will be very familiar with the ‘Mossie’. It must rank as one of the greatest aviation achievements at the time for the De Havilland company to come up with the idea of a wooden aircraft in 1938 and then pursue the design as a private venture despite Air Ministry opposition. Wood was a natural choice as the availability of steel and aluminium was going to be in short supply. De Havilland had a great deal of experience with wood and, when the Air Ministry saw the light, production was increased with furniture makers and wood working shops around the UK drafted in to assist with the manufacture of the aircraft

The radical design of using balsa wood sandwiched between Canadian birch ply produced a very strong and light structure. It was glued together with Casein, a milkbased adhesive that was easily adapted for high volume production. Later, this

was replaced by Beetle Glue that was better suited to the high temperatures and humidity found in the Far East.

Following the success of the Vulcan to the Sky restoration and several years of display flying, the Civil Aviation Authority (CAA) was consulted about the certification and compliance requirements necessary for a Mosquito project. Quite correctly, they refused to sanction a museum aircraft to be restored to a flyable condition. Who could be sure of the structural integrity of 75-year old wood and adhesive? The only way for the project to get off the ground was to build a new one from scratch. It was decided the new one would be based on RL249, a night fighter variant that crashed at RAF Coltishall in 1949. TPM has some recovered parts from this aircraft and these will be built into the new one to keep continuity and retain the tail number RL249.

There is a company called Avspecs in New Zealand that has already made three

new airframes and a fourth is underway. There is a great YouTube video of the first one, KA114 flying around Auckland which is well worth watching, and these aircraft are now in the US. Avspecs started by making both moulds for the fuselage mounted horizontally on fixed bases. The wood sandwich was then assembled, glued together and strapped down to each mould, which is the same method that De Havilland used in 1940. After curing, both halves were then unstrapped, lifted off the moulds, turned through 90-degrees, and glued together to create a complete fuselage. Similar to an Airfix kit, but if only it was that simple.

TPM was very fortunate to engage the services of Guy Black, the founder of

Combe again

Retrotec and no stranger to Brooklands. This company has an enviable record of building and restoring wooden aircraft. It also has full authority from the CAA to produce and certify their work. Compliance issues are as difficult as building the aircraft and a paperwork trail that encircles the Earth will have to be established. TPM has again been fortunate in obtaining more than 22,000 original microfilm drawings that are a goldmine of data and a vital aspect of certification for flight. Some of these drawings have already been used to manufacture the fuselage moulds shown in the photographs.

Of course, there is more to the aircraft than just the fuselage. TPM has various jigs and fixtures for the wing,

tailplane and fin. Some small wing ribs have been donated from New Zealand. Engines are available in the US and will be the Packard-built Merlin 60 series with Bendix fuel injection. This is a more reliable fuel system than the original SU carburettor set-up on earlier Merlins which caused problems for pilots during negative G manoeuvres. Beatrice Shilling’s contribution in resolving this issue will be well known to many Brooklands Members. The hunt is now on for the myriad other parts required, so if anyone has any Mossie bits in their sheds please let TPM know. For further details of TPM, please visit the website: www.peoplesmosquito. org.uk

Bruce Bennett

A total of 32 cars visited Castle Combe Circuit for another Brooklands Members Driving Group track day. Everyone arrived under their own steam, or on a trailer, in time for an 8am sound test and drivers’ briefing. Not bad for a Monday morning, especially as participants had come from as far as Kent, Surrey, Buckinghamshire, Worcestershire, and Devon to join locals from Wiltshire and Bristol. The rain put in an appearance during the indoor briefing by the Castle Combe team and Malcolm Grubb, which made the familiarisation laps interesting and challenging.

Having been split into four groups depending on track experience, each completed two familiarisation laps behind a Castle Combe lead car before continuing around the circuit at their own pace. Overtaking was on the right, as the Castle Combe joining and exit lanes are to the left. Once each group had completed its first session, an ‘open pit lane’ was declared, meaning a maximum of 12 cars on track was permitted at any one time,

with drivers able to join and leave the track as they pleased. This system is very popular as it allows both driver and car to take a breather as and when necessary, rather than watching the clock or lap counter.

The sun came out, the track dried, and it stayed that way until around 4pm. The Café Bar H served food and drink all day, the atmosphere of camaraderie flourished, cars were admired and even repaired with one puncture and one set of new rear brake pads. Some lucky cars had more than one driver, and some even more than that, so changeovers in the early group stages were quite swift. The participating cars included Porsches, Caterhams and Jaguars as well an MGB, Austin-Healey, Lister Jaguar Mk1 3.4, and Morris Minor from an earlier era. Many drivers took advantage of the instructors on site, who included two of our own Brooklands Members, and provided first class guidance to all ages and levels of driver.

Keep your eyes peeled for the date of the next Members’ Castle Combe Track Day as all levels of driver are welcome. We really

appreciate the feedback we received, such as ‘A well-run, safe, friendly and relaxed atmosphere’, ‘A really, really enjoyable day’, ‘We’ve had a super day, thank you’, and ‘I thoroughly enjoyed it.’ Thanks go to Malcolm Grubb and Angela Hume for all of their organisation, and to Madeleine Grubb and Bob Pigott for their assistance on the day, and we even found time to sign up some new Members.

Bob Pigott

Remember Brooklands in your Will

Since 1907 extraordinary people have been making their mark at Brooklands in the fields of Motorsport, Aviation and Engineering, leaving legacies that still resonate today.

Brooklands Museum depends solely upon income from our visitors and the generosity of our supporters and sponsors to fund the restoration and interpretation of our objects and site.

If you have been inspired by the pioneers of Brooklands, please help us ensure the enjoyment of future generations at the museum by including a gift to Brooklands Museum in your Will.

If you would like to receive further information about making a charitable gift in your Will or other ways you can help support Brooklands Museum, please contact the Chief Executive’s Office: email tnewbery@brooklandsmuseum.com, call 01932 857381, or visit our website www.brooklandsmuseum.com

Racing MG returns

I felt fortunate to enjoy a great day at Brooklands recently with Steve Clarke and my 1931 MG Midget. Being able to drive the car on the Banking really was very special, 90 years to the day after the car first arrived at the circuit.

Chassis C0253 was the third of the 44 Montlhéry Midgets built by MG in 1931. The Earl of March bought the first three cars and ran them as a team throughout the 1931 season. Along with the remainder of the initial 14 cars, this one was delivered by the works directly to Brooklands for the Double-Twelve race of the 8-9 May. The

Earl of March won the race in his car and his team of Montlhéry Midgets took the Team Prize. Driven by HD Parker and GK Cox, C0253 finished in fourth place.

The Earl of March then entered his cars for the Irish International Grand Prix the following month. Norman Black, who had finished fifth in the Double-Twelve in another Midget, was given C0253 to drive and responded by winning the Saorstat Cup for cars under 1500cc and, more significantly, the Grand Prix outright. With a race duration of more than three hours, C0253 came in ahead of Sir Henry Birkin’s

Alfa Romeo by the slim margin of 11 seconds. It was the first and only time an MG won a Grand Prix.

Following the Light Car Club’s relay race at Brooklands 25 July, and now supercharged, C0253 was entered for the RAC Ulster TT in Belfast in August. The car was again entrusted to Norman Black, who repeated his Grand Prix success by winning the race. As a consequence, the car became the first MG to win the Tourist Trophy, a feat repeated by Tazio Nuvolari in 1933 in a K3 model.

The final major race of the season was the British Racing Drivers Club 500-Mile race at Brooklands where the cars again took to the famous banked circuit. The Earl of March subsequently sold the team cars after the 1931 season, C0253 then being raced as part of Goldie Gardner’s team throughout the 1932 season and beyond. A truly historic MG and perhaps the most successful of all the pre-war racing MGs.

The car retired from active service in 1961 and had not been running until the Potter family bought and restored the car. This culminated in its re-emergence at Brooklands 90 years to the day since it first appeared there for the 1931 Double-Twelve race.

Duncan Potter

In Memory of…

Sadly, each issue we lose some of our Members and we would like to pass the condolences of the Brooklands Members, Chairman and Committee to the families of the following who we have been notified have recently passed away.

Bruce Ripley, who was a Member for six years with his wife Christine. Bruce sadly passed away in February.

Tim Tomlinson, who held a Double Membership with us and has sadly passed away.

Trevor Ansell, a long-standing Member

since 1997, who sadly passed away in February. Trevor was a great supporter of the Museum, enjoying many events, talks and dinners.

Peter Solomons, who derived much pleasure from the Museum and its events for nine years with his wife Patricia, who continues the membership.

Ken Temperton, who was a Member with his wife, Veronica, for seven years and who enjoyed visiting the Museum with his grandchildren. Ken admired the Museum’s projects, especially the passing on of skills to the younger generation. Veronica continues the membership.

Christopher Walters, a Double Level Member with his wife Jennifer for 15 years. Jennifer continues the membership with their daughter.

William Charles, a long-standing Club Level Member for 24 years with his wife Pamela, who continues the membership.

Trevor Smithson, who had been a Member for four years and sadly passed in the spring.

John Dine, a long-standing Individual Member for 17 years, who sadly passed in December 2020.

Paul Bosonnet, a Family Member for 15 years, who passed away recently.

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2019 / 20 Club Tour Packages

If you are interested in selling your car or motorcycle and are looking for a prompt, hassle-free cash buyer! I am always very keen to add to my current stock, so please feel free to contact me for a no obligation discussion about your vehicle.

Looking for a venue for your club or friends in 2019 or 2020 contact us to discuss packages and dates. We already have 18 clubs booked in 2019 & 7 for 2020

Tours include dinner, bed & breakfast, drinks reception on 1st night, a welcome pack containing a memento of the weekend, rally plate, window sticker, Ordnance Survey Mid & South Wales road map, road books containing the route for each day & entry to a local attraction. Prices from £252.50 per person for 3 night tour.

I am particularly interested in purchasing prestige, sports, classic, vintage, racing and competition cars and motorcycles, as well as any interesting or unusual models. Complete collections purchased and all conditions considered, from barn-finds to concours. I will travel any distance for the right vehicle/s and discretion is always assured. I am a cash buyer not an agent.

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If you are looking for a specific vehicle then please also get in contact as I may have or could source what you are looking for?

The Boy comes good

If you collect motor racing books, you probably have one or two Stirling Moss titles (at least six in my case) and there are plenty to choose from. What could The Boy: Stirling Moss - A Life in 60 Laps have to say that hasn’t been covered elsewhere? Well, it’s written by Richard Williams, former chief sportswriter for The Guardian and the author of acclaimed titles such as The Death of Ayrton Senna, so it’s off to a promising start.

Williams’ approach to the Moss story is to divide the book into 60 short chapters, or the ‘laps’ of the title. While the text follows a generally chronological order of the driver’s career, it allows the author to divert into side topics such as Nassau, Drifting (the driving technique of deliberately sliding the car sideways through corners) and Katie, Moss’s first wife. Some of these chapters give the reader an insight into the challenges of living and racing in the era.

Individual racing seasons are covered by ‘laps’ of six to ten pages, giving essential detail without over-elaborating the subject. Williams provides insight into how the patriotic Moss weighed up the desire to drive British when the Continental manufacturers often offered more competitive possibilities. At the end of 1955, Moss invited a group of motor racing journalists to dinner to debate his options for the coming season, and in the end his choice of Maserati was probably swayed by those guests whose opinions he valued most.

Richard Williams brings personal experiences to his tale of a man who was a boyhood hero. The book opens with a poignant story of the author representing Sir Stirling at a 60-year celebration

A rattling good yarn

As a long-term enthusiast for WO Bentley motor cars, I readily agreed when asked to review this new book from Peter Grimsdale. Being the owner of a 4½ Litre Bentley, I have accumulated a collection of more than 30 Bentley books over the years, inevitably many of them written by the characters th at appear in this latest book.

Unsurprisingly, the story starts with the formative years of Walter Owen Bentley, his early involvement with railway engineering, cars and then aeroplanes during the First World War. It moves on to introduce the major players in the formation of Bentley Motors in 1919. All the names I knew but this book fleshes out those involved with personal backgrounds and lifestyles. After years of reading Bentley books, even I learnt more about the world inhabited by these amazing characters. None more so than personal hero Dr Dudley Benjafield, an early mover in the world of immunology as well as being a Bentley Boy.

The story cracks along at a great pace, telling succinctly the early days of Bentley Motors and its eventual involvement with Le Mans. It is a story of British success in the heady days of vintage racing in the 1920s. A captivating tale, written in a w ay that engages the imagination like a good novel. A story of high s, lows and the sheer determination of WO Bentley to engineer cars that could take on the world.

Racing in the Dark includes ‘The Other Bentley Boys’, the mechanics whose dedication played a major part in the success

of the maestro’s win at the 1957 Pescara Grand Prix, the driver too ill to attend by that stage. On his return to London, Williams arranged to visit Moss and present him with a commemorative trophy only to be met by a nurse who explained that he would be unable to have a personal meeting that day.

Richard Williams’ reputation for writing some of the most entertaining motor racing books is continued here. He has created a distinctive take on a well-trodden story. There is no list of victories and the photos are low resolution images to illustrate the text, other publications already adequately covering these aspects of the former Brooklands Society and Brooklands Members President’s career. For those new to the topic, this is an easy and enjoyable read. For the more serious Moss tifosi, it’s an opportunity to wallow again in nostalgia, possibly learn something new, or be reminded of a story they had forgotten.

Gareth Tarr

of Bentley. There is even a chapter on ‘The Other Bentley Girl’, the amazing Mildred Mary Petre who in 1929 managed to persuade WO to lend her a car in which she set the 24-hour single-handed record.

I consider Racing in the Dark a welcome addition to any enthusiasts’ bookshelf. Yet it would also be an excellent introduction to Bentley for the complete beginner. Many Bentley books become simply a list of events but Racing in the Dark doesn’t fall into this trap. It is, in schoolboy terms, a rattling good yarn.

Julian Grimwade

The Boy: Stirling Moss - A Life in 60 Laps by Richard Williams is priced £20. Published by Simon and Schuster: ISBN 978-1-471198-45-8

Racing in the Dark by Peter Grimsdale is priced £20. Published by Simon and Schuster: ISBN 978-1-471198-26-7

AROUND THE COLLECTION

Brooklands Members

Members’ Administrator

Sarah Dover 01932 857381 ext 226 Mon-Fri members@brooklandsmuseum.com

Chairman

Neil Bailey 07970 206778 chairman@brooklandsmembers.co.uk

Secretary

Kevin Lee 01932 562246 kevin@abbeywalls.com

Tours and Trips

Angela Hume 07884 184882 Angelahume@brooklandsmembers.co.uk

Outreach

David Norfolk 01372 373929 david@davidnorfolk.wanadoo.co.uk

Talks

Steve Clarke 07860 355525 steveclarke@brooklandsmembers.co.uk

BM.tv

Mark Jarman 07710 783536 nonesuche@gmail.com

Bulletin Editor

Alisdair Suttie 07768 372440 brooklandsbulletineditor@gmail.com

Contributors

Katherine Allen, Steve Castle, Steve Clarke, Debbie Crawt, Sarah Dover, Martin Gegg, Julian Grimwade, Christopher Harris, Angela Hume, Anna Jackson, Mark Jarman, Stefan Lange, Andrew Lewis, Mick Mansell, Ian Nightingale, Harry Sherrard, Gareth Tarr, James Thorne, Dimitris Triadafillou, Mike Venables, Allan Winn

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Address change and Bulletin distribution

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Email addresses are available on the Museum website www.brooklandsmuseum.com/about/ contact-us

Motor racing and record setting lie at the heart of Brooklands, and at the bottom of a display cabinet in the ERA Shed are examples of recording apparatus that were instrumental to handicapping races and accurately recording official times.

Although electronic timing was in place when the track opened in 1907, it was not until later that year it was officially approved for use by Ernest de Rodakowski, the Clerk of the Course. The first contact breaker switch strips were set on wood, which was placed in a small trench across the track at the start and finishing lines of the race or, in the case of record setting, at the recorded distance.

The line for the start of the kilometre and mile can still be seen today at the beginning of the Railway Straight as a continuous line of concrete that was laid after the wood had rotted away. A similar line marking the finish of the measured mile remains on the Byfleet Banking opposite the roundabout leading to the supermarket car park.

Signals from the strips were carried by telegraph to the Judge’s Box housed on the

Parking arrangements

Finishing Straight opposite the Clubhouse, which held the recording equipment designed by Henry Holden, the track designer, and K Elphinstone.

The earlier contact strips were replaced by a photo-electric cell. The recording equipment in the ERA Shed was developed by LeRoy Brillie of Paris. It dates from 1930 and was used until the track closed in 1939. The equipment was donated to the Museum in 1990 in a poor state, having been stored in a garage for many years. In 2003, Volunteer and clock restorer Roger Bird painstakingly cleaned and repaired the equipment with the emphasis on conservation rather than restoration.

Please note that for all events marked ‘Parking in The Heights’, designated vehicles only can enter via the Campbell Gate, off Brookland’s Road. All other Members including Club level and visitors please park in The Heights or main public car park unless otherwise specified.

Parking arrnagements for other weekend events are:

Club level Members: entry via Campbell Gate and parking outside the Paddock. Period and classic vehicles only inside the Paddock by invitation. Please abide by staff directions.

All other Members and visitors: entry via main public entrance off Brooklands Drive.

This issue of the Brooklands Bulletin (incorporating The Spirit) is published on behalf of Brooklands Members, supporters of Brooklands Museum Trust Ltd, by Hine Marketing, Hill Farm Studios, Wainlodes Lane, Bishops Norton, Gloucestershire GL2 9LN.

The statements and opinions expressed in the Bulletin are not necessarily those of the Brooklands Members’ Committee or Brooklands Museum Trust Ltd.

While every effort has been made by the Publishers to include correct information, they are unable to accept responsibility for errors or omissions. The Publishers, Brooklands Members and Brooklands Museum Trust Limited cannot accept responsibility in the event of misinformation or lack of source relating to images supplied by a third party by electronic or other means.

Charity number 296661. Please quote this if making donations or requesting them via a funeral director.

VETERAN. VINTAGE. CLASSIC. RESTORATION, ENGINEERING & SALES.

Fiennes Classics is born out of Fiennes Restoration and the same coachworks craftsmen and mechanical engineers continue to apply their specialist skills and expertise to vehicles from veteran to vintage to classics.

Whether working on marques such as Lagonda, early Ford, Talbot, Rolls-Royce or modern classics we can support owners with partial or full restorations, maintenance and servicing.

Fiennes Engineering is one of the few companies still using rare and traditional techniques such as white metalling and can reverse engineer, reclaim, restore or make new parts as well as carrying out reconditioning and general engineering on all engines.

If you should want to sell or buy then Fiennes Showroom is our car sales brokerage division and we would be pleased to act on your behalf with a competitive and personal service.

Performance is a division of Lockton Private Clients, both trading styles of Lockton Companies LLP. Lockton Companies LLP is authorised and regulated by the