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SPECIAL SALUTE
DE HAVILLAND CENTENARY
BEST of
BRITISH
HISTORY IN THE AIR SINCE 1911
Ahhh, de Havilland…
Finest stories of the
classic company
Issue No 570, Vol 48, No 10
OCTOBER 2020
£4.99
DRAMATIC
DOUBLE DELTA
Saab’s mighty
Viggen in depth
‘HEINKEL’ RESTORATION
Spanish He 111 transformed
Contents
October 2020
See pages
26-27
for a g
reat
subscription
o er
46
38
88
80
NEWS AND
COMMENT
4
6
FROM THE EDITOR
NEWS
• Dunsfold VC10 set to fly again
• Flying Legends no more at Duxford
• Biggin’s fourth two-seat ‘Spit’ flies
…and the month’s other top aircraft
preservation news
14
WORKSHOP
An exclusive report on the
rejuvenation of the Kent Battle of
Britain Museum’s CASA 2.111
18
HANGAR TALK
Steve Slater’s comment on the historic
aircraft world
20
FLIGHT LINE
Reflections on aviation history with
Matthew Willis
124
EVENTS
We report on Shuttleworth’s second
Drive-In show
130
NEXT MONTH
80
1910 LONDON MANCHESTER RACE
First-hand accounts of a pioneering
aerial contest
88
AIRLINK
Inside story of the short-lived Gatwick-
Heathrow helicopter shuttle
94
AEROPLANE
MEETS… TED INMAN
Duxford’s former director on how the
museum came about — and grew,
and grew…
DATAB
ASE
TA
T
SK 37E serial 37809 served
latterly with the
Försökscentralen test
unit,
is now with the Swedish as shown, and
Air Force Historic
Flight.
CHRIS SANDHAM BAILEY
94
FEATURES
28
MAKING OF THE MOTH
How de Havilland’s DH53 paved the
way to the world-beating DH60
38
MACROBERTSON RACE RAPIDE
The DH89 radio operator’s diary
from 1934’s Mildenhall to Melbourne
spectacular
46
MOSQUITO’S EARLY DAYS
Why the Air Ministry didn’t really want
de Havilland’s outstanding twin — and
how it was won round
54
DH AERONAUTICAL TECHNICAL
SCHOOL
History of a veritable ‘centre of
excellence’
58
HORNETS OVER MALAYA
The belated baptism of fire for this
outstanding fighter was actually as a
fighter-bomber
69
GOBLIN ENGINE
Gestation of a great gas turbine
powerplant
76
COMET 4 ON TOUR
Ensuring the revised jetliner was up
to speed
105
DATABASE:
SAAB 37
VIGGEN
SAAB 37 VIGGEN
Jet fighters come little more
dramatic than the hugely
capable Viggen. Jan Forsgren
examines its history and service
IN DE
PT
Technical Details
Details
Details
TECHNICA
DETAILS L
Development
WORDS:
JAN FORSGREN with
ALF INGESSON THOOR
A JA 37 belonging to F
16
and armed with three
AMRAAMs (Advanced
Medium-Range Air-to-Air
Missiles).
FLYGVAPNET
AEROPLANE
OCTOBER
2020
105-121_AM_Database
Saab Viggen_Oct2020_cc
C.indd 105
17
With nosecone
removed,
Ericsson
the
PS-46/A
pulse-Doppler
radar on
a prototype
revealed.
www.aeroplanemonthly.com
JA 37 is
105
KEY COLLECTION
112
www.aeropla
nemonthly.co
27/08/2020 15:01
aking the
elta
JA
exemplar,
37 as the
it was almost
e wings
entirely constructed
foreplanes, consisted of canard
with trailing-edge
metal, with
of
mainwheel
aps, and
using
heat-resistan some areas
a delta main
inwards intounits, retracting
t plastic
e latter had
bonding.
wing.
the wings
this also
a compound
fuselage.
and
sweep on
being used
some other e engine rewall
Goodyear
rear
the
and
being shot
to
provided
wheels and
hydraulically leading edge. Two
titanium. areas were built from
down by avoid
the
aircraft
friendly
e fuselage
the anti-skidbrakes, and Dunlop
were to be powered elevons
re. Two UHF/VHF anti-
space for
included
system.
found on
a nose-mounte
systems,
Ericsson’s
edge of each
radio
the trailing
developed
nose landing
d radar,
PS-46/A
by AGA,
were used
main
could discern
radar
control surfaces, wing. e
cockpit, and gear, a pressurised
for communicat
a moving
well as a
from static
ion
main undercarriagaps and
object
datalink
compartmenengine
re
to and from as
STRIL 60
t. e nosecone
Centralkalky ections. e
e doors were
constructed
ground
the
could be
lator
pulled forward
A computerise control system.
central calculator, (CK) 107
honeycomb of metal-bonded
of access
d tape recorder
panels.
to the PS-46/A for ease
registered
developed
US company
section consisted
e tail
Doppler
data
by
pulse-
radar.
speed, altitude such as position,
was ve timesSinger-Kearfott,
of a vertical
and rudder,
e cockpit
included
and course,
a single, fully
well as all
tted to the as powerful as that
small ventralsupplemented by n
as
radar images
ejection seat,
adjustable
a
sortie.
n. e n
from the
conceived AJ 37. Honeywell
be folded
is made it
IN
rearward-hinged
clamshell
DEPTH
could
the
to the
possible
replay the
canopy
in association digital autopilot
to
windscreen.
mission in
PAGES
and bird-proof aircraft was on left when the
with Saab.
debrie ngs.
the ground.
target indicator
e JA 37
A
tted, two Four airbrakes were
e nose undercarriag
presented
one xed was armed with
on each side
information
featured
30mm Oerlikon
fuselage
e
of the
a power-steera
to the
and two on
cannon with
his own position pilot: both
twin-wheel
ble
section.
the lower
were nine 150 rounds. ere
and that
enemy. An
retracting single leg,
underwing
identi cation of the
forwards.
hardpoints.
external
relayed by
undercarriag
signal
e main
the
e had two
air missiles A variety of air-to-
SPECIFI
di erentiated target indicator
tandem
CATION
including could be carried,
aeroplanes Flygvapnet
S: AJ 37
the RB 24B,
from enemy
RB 74 (all
AND JA
aircraft,
variants of RB 24J and
37
Sidewinder),
POWERPLAN
the AIM-9
AJ 37
T
as well
Sky ash.
For ground as the RB 71
One Volvo
purposes,
JA 37
attack
Flygmotor
the ghter
turbofan,
RM8B
was able
16,203lb
One Volvo
DIMENSIONS
to tote four version
static thrust,
28,108lb
Flygmotor
containing
rocket pods
with afterburner
16,203lb
RM8B turbofan,
24
Wingspan
static thrust,
Countermea 135mm rockets.
afterburner
28,108lb
sures included
with
and are
Wing area
10.6m (34.8ft)
ECM
pods.
(including
canards)
e AJ 37
Length (including
52.2 sq m
armament, attack variant’s
10.6m (34.8ft)
(main wing
probe)
46.0 sq m)
Height
of RB 24B/J meanwhile, consisted
16.3m (53.5ft)
52.2 sq m
(main wing
air, RB 75 and RB 74 air-to-
PERFORMAN
5.8m (19.0ft)
(AGM-65
46.0 sq m)
16.4m (53.8ft)
CE
Maverick)
air-to-air
and air-to-ground
Maximum
RB 04E anti-shipping
speed
5.9m (19.4ft)
,
(also SK
Service ceiling
multi-purpos
and RB 05A
37)
Mach 2
armament e missiles. Further
WEIGHTS
18,300m
options included
Mach 2
(60,039ft)
gun pod
a
containing
Empty
a 30mm
Aden cannon,
18,300m
(60,039ft)
bombs, 120kg 80kg (176lb) ash
Maximum
11,800kg
take-o
(26,015lb)
(265lb)
explosive
The SK 37,
bombs and high-
20,450kg
SF 37 and
bomb pod.
12,200kg
the BK 90
(45,084lb)
SH 37 are
(26,896lb)
basically
e AJS 37
similar to
22,500kg
the AJ 37,
(49,604lb)
weaponry could carry all the
except as
of
noted.
the RB 15F the AJ 37, as well
as
anti-shipping
and the DWS
39 Mjölner missile
pod. e
bomb
AJSF
were armed 37 and AJSH 37
or two RB with two RB 24Bs
24Js.
former lacked However, as the
radar, ring
to be performed
had
under visual
conditions.
Design and
the stunning construction of
double-d
17
In Service
Insights
m
105-121_AM_Data
base Saab
Viggen_Oct2020_
cc C.indd
112
AEROPLANE
OCTOBER
2020
27/08/2020
15:26
128
AEROPLANE
ARCHIVE:
NEWS FROM 1940
H
PAGES
REGULARS
22
24
SKYWRITERS
Q&A
Your questions asked and answered
102
PERSONAL ALBUM
Images of Croydon Airport in its 1930s’
heyday
122
REVIEWS
The latest aviation books and products
in the spotlight
COVER IMAGE:
Celebrating the de Havilland centenary,
a specially commissioned artwork depicts Hornet F3
WB898 from No 45 Squadron engaged in a rocket
attack against terrorists in Malaya.
ANTONIS KARIDIS
Your Aviation Destination
See
Key.Aero
for
details
SUBSCRIBER EXCLUSIVE
AEROPLANE
OCTOBER 2020
www.aeroplanemonthly.com
3
o more Flying Legends
And that was just the start.
at Duxford, then. It
Remember, back then, Flying
seems hard to credit.
Legends was very new. It needed
e agship, the
time to build its pro le, to
standard-setter for all historic
expand its audience. at sort of
aircraft events, having to leave its
recognition came later, and with it
spiritual home. e decision has
a notably international crowd, all
been taken, the public statements
wanting to experience the magic
mulled over and made. Where it
for themselves. As a museum,
will rise again is not yet known,
Duxford had long attracted visitors
though Nick Grey of e Fighter
from afar, but the appeal of Flying
Collection has stated that it will.
Legends was something else.
Certainly, it deserves to.
Above any event Duxford had
In re ecting on the stature of
staged before, this one put the
Flying Legends, on why this news
venue’s airshows on the global
has caused such a fervent reaction, map. at really is an achievement.
it’s worth re ecting on how the
e voices from afar that could be
show grew. From
heard every year,
a small one-day
Flying Legends 1994
come what may,
a air in 1993, for
remains one of the most
attested to that.
the 1994 season
But nothing
exciting air displays I’ve
can stay the
Legends took
ever witnessed
over the main
same forever.
July warbird
Inevitably,
event slot at Duxford, replacing the circumstances and priorities
defunct Classic Fighter show. I’ve
change — and, as demonstrated
said it before in these pages, but
by its recent Battle of Britain
that 1994 edition remains one of
Air Shows, Duxford will not
the most downright exciting and
lack warbird-focused displays
memorable air displays I’ve ever
bestowed with exactly the passion
witnessed, anywhere. It illustrated, and charisma that have been in
more than had any other show,
evidence every July for the past
just what the European warbird
26 years. e added bonus for
scene had to o er — and, my word, all a cionados, of course, would
the ying… If one recollection
be the resurrection elsewhere of
is indelible, it’s that of eight
Flying Legends. e memories are
Mustangs, most of them never seen exceptional, but, in both cases,
in Britain before, tailchasing in the there are new ones to be forged.
midst of three Mitchells. is, with
hindsight, set the tone.
Ben Dunnell
Aeroplane
traces its lineage back to the weekly
The Aeroplane,
founded by C. G. Grey in 1911 and published until 1968. It was
relaunched as a monthly in 1973 by Richard T. Riding, editor for 25
years until 1998.
N
Editor
From the
CONNECT WITH
AEROPLANE…
www.facebook.com/AeroplaneMonthly
@HistoryInTheAir
CONTRIBUTORS THIS MONTH
ROGER DE MERCADO
Roger began a five-year
apprenticeship at de
Havilland’s Hatfield plant in
1957. On completion he
joined the Flight
Development Department
and became a flight test
engineer on the Trident and
HS125. Later he was
fortunate in being on the first flight of the BAe 146.
In 1988 he was appointed chief flight test engineer
at BAe’s new civil flight test centre at Woodford,
which encompassed development of the ATP, 125,
146/RJ and Jetstream 41. He took early retirement
in 1995 and is secretary of the de Havilland
Aeronautical Technical School Association.
JAN FORSGREN
An aviation enthusiast since
the age of five, Jan — who
contributes this month’s
Database on the Saab
Viggen — has written a
dozen books and about
400 articles for various
magazines. His main
interests are Swedish and
south-east Asian aviation history, and he is an
unpaid volunteer at the Arlanda Flygsamlingar
(Arlanda Civil Aviation Collection). Jan holds an MA
in history, having previously worked as an archivist
for the Swedish government as well as a stint as
an English teacher in Bangkok.
ARTHUR W. J. G. ORD HUME
Arthur Ord-Hume was a
founding member of the
Ultra Light Aircraft
Association, later to
become the Popular Flying
Association and now the
Light Aircraft Association, in
1946. A former aircraft
designer and founder of
Phoenix Aircraft, he produced the post-war Luton
Minor and Major as well as the British version of
the Minicab before joining Britten-Norman as chief
of design. Since retirement, he has contributed a
large number of books on aviation and aircraft in
Britain, including
The Lympne Trials,
which helps
inform his feature this month.
JAKOB WHITFIELD
ESTABLISHED 1911
Growing up on the former
site of Croydon Airport,
Jakob’s interest in aviation
was sparked at an early
age. After gaining a
degree in aeronautical
engineering from Imperial
College, he decided he was
as interested in the history
of flight as in the technical detail. He then studied
for a doctorate in the history of technology at the
University of Manchester, writing his PhD thesis on
Metropolitan-Vickers’ gas turbine projects. He now
lives with his family in the West Midlands, where he
writes on aviation history and technology.
4
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AEROPLANE
OCTOBER 2020

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