The view from Stow Maries

Word has come in from the outposts of S&G territory – in this case, Essex – of some wonderful goings-on. In this instance it is the restoration of a First World War Airfield to full working order at Stow Maries.

This little patch of farmland, located between the seaside town of Malden and the county town of Chelmsford, is home to some buildings that were erected a century ago for a very particular purpose. These fields were once a hive of activity during the defence of London in the First World War, after marauding Zeppelins became a regular menace during 1915 and the massed daylight bombing raids of Gotha aircraft swept Britain into a state of hysteria.

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The attacking Gotha bombers photographed over London

In September 1916, the hastily-built airfield at Stow Maries received the Royal Aircraft Factory B.E.2s of ‘B’ Flight of 37 (Home Defence) Squadron. The favoured route for German raiders was to make landfall on the Essex coast and then cruise down towards Epping Forest in the knowledge that within minutes their bombs would fall near something valuable.

The first commanding officer at the aerodrome was Lieutenant Claude Ridley, who was only 19 years of age. On the evening of 23/24 May 1917 Ridley, promoted to Captain, and Lieutenant G. Keddie made the first recorded operational flight from the aerodrome in response to a large Zeppelin raid targeting London.

Air defence was in its infancy and for every Zeppelin brought down in a sea of falling flame there were hundreds of hours spent by pilots tootling around in the dark. Often they had to light flares on the end of their wings to see the runway on final approach. It was dark and dangerous work but ultimately something of a footnote in the history of the conflict.

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Alone in the great big sky: the solitary life of Home Defence flying re-created

Not that this precluded the growth of Stow Maries, which soon saw ‘A’ Flight of 37 Squadron arrive alongside the rest of the unit. It was a busy time for London and, during the early hours of 17 June 1917, 2nd Lieutenant L. P. Watkins was credited with the downing of Zeppelin L48 at Theberton in Suffolk – the last Zeppelin brought down on British soil before the arrival of the fixed-wing Gotha bombers.

It was these massed daylight raids that caused pandemonium in the capital, and 37 Squadron was in the thick of the action on 7 July 1917 when 22 Gotha bombers made one of the heaviest raids on London. The combination of unreliable engines, numerous landing accidents and increasingly effective Home Defence – not only from the aircraft of the Royal Flying Corps and Royal Naval Air Service but also the anti-aircraft batteries ringing London – took a heavy toll on the daylight raiders. Soon they were compelled to fly at night and in smaller groups.

At its peak, Stow Maries was home to 219 staff and 16 aircraft – centred around all three flights of 37 (Home Defence) Squadron, ‘A’, ‘B’ and ‘C’. It’s original B.E.2 aircraft were replaced first with the B.E.12 and, much later, with the Sopwith Camel.

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Both inside and out, Stow Maries is returning to former glories

Unlike other Home Defence stations which were further developed and would win fame in the later Battle of Britain in 1940 – Biggin Hill, Manston and Hornchurch in particular – Stow Maries reverted to peacetime farming soon after the Armistice of 1918. After 37 Squafton’s departure in March 1919, its buildings were abandoned and forgotten about until a group of enthusiasts happened upon them and discovered what amounted to the only preserved World War 1 airfield in existence.

In the space of four years between 2007 and 2011, six of these buildings were fully conserved and one partially conserved. The decades of neglect were brushed aside and the structures were restored with appropriate materials in accordance with their original construction and architectural detailing.

Now, after venturing down a rather rustic farm track, it is possible to walk into the world of 1917 where the volunteers have now restored the Ambulance Shed and Mortuary, the Blacksmith’s Shed, the Workshop and Dope Shop and the NCO Mess. The Squadron Offices have now been rebuilt and house the museum, while the Workshop and Dope Shop have been conserved to comply with modern workshop environment conditions, but behind the modern internal wall finish is the original fabric untouched.

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Fixtures, fittings and the occasional bit of hardware can now be seen by visitors

Work is indeed undertaken on aircraft at Stow Maries – aircraft of 1914-18 vintage. In the only modern construction to be found at the site you will find hangared an assortment of tool-room copies of WW1 aircraft built by Sir Peter Jackson’s brilliant operation in New Zealand, The Vintage Aviator Ltd.

Recently, Stow Maries hosted its first fly-in for these magnificent aircraft, from where these photos have been provided. Complete with a supporting cast of re-enactors buzzing around the partially-restored Pilots’ Ready Room (the S&G collectively remains a little unsure about the value of re-enactors), the sights and sounds of aviation were laid out for the assembled hordes.

The Bristol Scout, Albatros D.V, and Sopwith Snipe encapsulated the progress made in aircraft design in 1916-18, while the B.E.2 was utterly at home on the field from which 37 Squadron campaigned the type so vigorously against the bombers. It is an amazing sight to see the facilities and the machines in an environment all-but unchanged in a century, and long may the good folk who have brought Stow Maries back to life continue to offer the world such a unique insight into the war.

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There is still much work to be done, the roll-call of buildings requiring or undergoing conservation includes:

  • Office and Communications Room
  • Motor Transport Shed
  • Royal Engineers’ Workshop
  • Generator Hut
  • Reception/Headquarters Building

If there is the will, the energy and the funding available, a further 14 buildings may yet also be saved to complete the restoration, these being:

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  • Officers’ Mess
  • Officers’ Quarters (four buildings)
  • Men’s Accommodation Block
  • NCO Accommodation
  • WRAF Accommodation (three buildings)
  • Water Tower and Reservoir (two buildings)
  • Fuel Store
  • Ammunition Store

To find out more about the airfield, the aircraft, when and how to visit and for news on forthcoming events please visit the website of this remarkable undertaking.

The centenary of air power

In 2016 there will be many anniversaries to be marked in what is the centenary of one of the busiest and most tragic years of the First World War. One consistent theme through the year is the fact that it marks 100 years since military aviation came of age and was organised along clear lines of aircraft design, production and front-line tactical use.

When Europe descended into war in the summer of 1914, the sole purpose of aircraft was to act as a forward scout, observing the enemy’s movements and reporting back to their masters, whether on land or sea. From this limited brief, individual enterprise was then primarily responsible for increasing that scope of services to the bombing of selected targets and the interception and destruction of enemy aircraft.

Until 1916, the primary aircraft were observation machines designed for the purpose of reconnaissance, with a few faster ‘scout’ type aircraft being fitted with machine guns in an effort to shoot the enemy’s machines down. But then in 1916 a diverse array of specialised aircraft types was conceived, designed and built at an utterly phenomenal pace, identifying and fulfilling the same roles that air forces have performed from that day to this.

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The Nieuport 17 was one of the first of a new breed of aircraft to emerge in 1916

Between New Year and the summer of 1916, ‘scout’ aircraft evolved into the thoroughbred fighter and this was deployed in dedicated squadrons whose existence was purely to attack enemy aircraft. Despite the rise of the fighter, the standard two-seat military aircraft design remained the most numerous of all the types in service, but was sub-divided into pure reconnaissance machinery, light bombers and the first generation of multi-role strike aircraft.

Fighters made for good propaganda – with the scores of individual units and, more importantly, their leading pilots – becoming an obsession on both sides of the lines. Germany had already enshrined its first ‘aces’ Max Immelman and Oswald Bölcke as heroes of the age, and their achievements inspired other young men to follow them.

Soon Britain would be cheering Albert Ball to the echo and France would fall under the spell of Georges Guynemer, but there was of course the thorny problem of how to bring news of the death of these supposed supermen. Georges Boillot, the lion of Peugeot’s pre-war Grand Prix team and one of the early French aces would be killed in May, his compatriot Jean Navarre would be invalided out of the front line a month later. Max Immelman would die in June, followed by Bölcke in October.

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Georges Guynemer was one of the ‘superstar’ pilots to emerge in 1916

While the headlines and newsreels were dominated by the dashing single-seater pilots, still greater significance was the appearance of the first strategic bombers – heavyweights designed to carry the maximum destructive payload for the furthest distance. From the start of the year when bombs were being dropped by hand onto enemy troop emplacements and aircraft sheds, both sides on the Western Front had the fundamental capability to reach the capital cities of their respective enemies and reduce areas of them to rubble.

Designing individual aircraft types and then producing them in volume was one half of the equation. So too was the production line of young men to fly and fight in these machines, resulting in a giant leap forward in aircrew training in order to fulfil the new roles and to plug the gaps in front-line squadrons that would inevitably occur as the air war grew more effective at killing these magnificent men in their flying machines.

The first records of how many men were to be required to fly these aircraft began in July 1916, and over the course of the next six months it was shown that the inclusive total of killed and missing was 419 men, which represented one casualty per 206 hours flown by the RFC. The number of men in the air would increase, as would the number and frequency of losses, in line with the growth of the combatants’ air services.

A thumbnail sketch of what happened in each month of 1916 now follows. In the course of the next 11 months or so, the S&G will be returning to some of the aircraft, airmen and stories of the time to commemorate this most remarkable year in the history of mankind.

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The perspective of war on the land and in the air changed forever in 1916

January

  • Requirement for large scale night flying instruction recognised by British Air Ministry to counter the threat of Zeppelin raids on London and other UK targets
  • Nieuport 17 fighter prototype flies
  • Junkers J.I all-metal monoplane fighter prototype flies
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In Britain, early 1916 was spent worrying about Zeppelin raids on the home front

February (Battle of Verdun begins)

  • Germany commissions squadrons consisting purely of single-seat scouts tasked with shooting down enemy aircraft – the first fighter squadrons
  • Airco DH.2 fighter enters service with the Royal Flying Corps – Britain’s first dedicated interceptor
  • Sopwith 1½ Strutter light bomber reaches Royal Naval Air Service squadrons in France
  • Sopwith Pup fighter prototype flies

March

  • Royal Flying Corps establishes the first Home Defence squadrons around London
  • Nieuport 17 fighter reaches Armée de l’Air squadrons in France
  • Fokker D.II fighter reaches German Air Service squadrons in France

April

  • Royal Flying Corps aircraft fly supplies to the besieged city of Kut in eastern Iraq – the first airlift in military history
  • Spad S.VII fighter prototype flies
  • Gotha G.II heavy bomber prototype flies
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Gotha’s new series of heavy bombers would bring terror from afar

May (Battle of Jutland)

  • Sopwith Pup fighter reaches Royal Naval Air Service squadrons in France
  • Sopwith Triplane fighter prototype flies

June (Battle of Mecca)

  • Royal Flying Corps conducts intensive reconnaissance of the Somme valley in France and targets German observation balloons and aircraft which might be able to capture information about preparations for the coming assault
  • Royal Aircraft Factory RE8 reconnaissance prototype flies

July (Battle of the Somme begins)

  • Royal Flying Corps provides 105 aircraft in the front line supporting the July 1 assault with artillery observation, reconnaissance and ground attack missions
  • Royal Flying Corps begins detailed measurement of the casualties suffered to measure training requirements and tactics
  • Fokker D.I fighter reaches German Air Service squadrons in France
  • Albatros D.II fighter approved for service use and begins equipping fighter squadrons
  • Fokker D.III fighter prototype flies
  • Felixtowe F2 flying boat prototype flies
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The Albatros D.II placed attacking speed over dogfighting manoeuvrability

August (Battle of Doberdò)

  • Royal Aircraft Factory BE12 reconnaissance aircraft reaches Royal Flying Corps squadrons in France
  • Spad S.VII fighter reaches Armée de l’Air squadrons in France
  • Gotha G.II heavy bomber reaches German Air Service squadrons in the Balkans
  • Airco DH.4 bomber prototype flies

September

  • Manfred von Richthofen, the future ‘Red Baron’, scores his first victory in air combat
  • Gotha G.III heavy bomber reaches German Air Service squadrons in the Balkans
  • Fokker D.III fighter reaches German Air Service squadrons in France
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Manfred von Richthofen (right) inspects a captured Airco DH.2

October

  • Bristol F.2B multi-role fighter prototype flies

November (Battle of the Somme ends)

  • German Air Service forms ‘England Squadron’ of Gotha heavy bombers for the purpose of attacking London with large-scale bombing raids
  • Royal Aircraft Factory S.E.5 fighter prototype flies
  • Albatros D.I fighter enters service with German Air Service squadrons in France
  • Royal Aircraft Factory RE8 reconnaissance aircraft enters service with Royal Flying Corps squadrons in France

December (Battle of Verdun ends)

  • Sopwith Triplane fighter reaches Royal Naval Air Service squadrons in France
  • Handley Page 0/100 heavy bomber enters service with Royal Naval Air Service squadrons in France
  • Sopwith Camel fighter prototype flies
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The first of the mighty S.E.5 fighters

Many anniversaries are to be planned, commemorations made and aircraft flown – including a Scottish-built Sopwith 1½ Strutter recreation and the return of the Sopwith Triplane to flying duties for the Shuttleworth Collection after its 2014 landing accident. Much to see and do, particularly at Old Warden in the UK and, doubtless, Peter Jackson’s brilliant facilities in New Zealand. And of course at all the commemorations planned this year. We will do our best to keep you up-to-date on what’s happening.

More World War 1 aviation for the 2015 season

An exciting airshow season is ahead with much to savour for fans of World War 1 aviation. Last year the national home of airworthy vintage aircraft, the Shuttleworth Collection, was quite rightly focused on the return of its De Havilland DH.88 Comet Grosvenor House to the skies after more than two decades, marking the 80th anniversary of her win in the Macrobertson Air Race but in 2015 it looks like biplanes are in pole position.

This year the Collection’s unique selection of First World War aircraft at its Old Warden home will be bolstered with a reproduction Sopwith Camel, complete with a period Clerget 130hp rotary engine. Originally built in 2001 by Northern Aeroplane Workshops, the Shuttleworth Collection engineers have been beavering away getting it ready for display appearances later in 2015 wearing the markings of the Ruston Proctor-built D1851 when flown in 1918 by 70 Squadron, RAF.

'Ikanopit' is sure to be a hit - and a handful to fly!

‘Ikanopit’ is sure to be a hit – and a handful to fly!

Carrying the legend ‘Ikanopit’ (I can hop it!), the original D1851, in the hands of Lieutenant W. Gowan, survived a mid-air collision with its squadron mate D1796 flown by Lieutenant S. Rochford. Its reproduction will make an extremely welcome addition to the Shuttleworth shows this year, where it will doubtless fly alongside the collection’s original Sopwith Pup – although a three-ship formation with the reproduction Sopwith Triplane is still some time off as the damage from the latter’s landing accident last year is repaired.

Two beautiful Sopwith scouts will star in 2015

Two beautiful Sopwith scouts will star in 2015

Also currently at Old Warden is a Royal Aircraft Factory S.E.5a, which is ultimately going to join the WW1 Aviation Heritage Trust (WAHT), based at Bicester Heritage in Oxfordshire. Last year the Bicester group took the WW1 scene by storm with a pair of Royal Aircraft Factory B.E.2e aircraft and is following up with three new additions, of which the S.E.5a is the first arrival.

Pictured behind Shuttleworth's genuine ex-Savage S.E.5 a is WAHT's new replica

Pictured behind Shuttleworth’s genuine ex-Savage S.E.5 a is WAHT’s new replica

Still to arrive in the UK are WAHT’s other two new attractions: a reproduction Albatros D.Va and a muscular little Sopwith Snipe reproduction, both of which hail from Peter Jackson’s Vintage Aviator company in New Zealand. The Albatros,  was recently air tested by the legendary Kermit Weeks prior to disassembly and freighting halfway around the world. The flying schedule for the year includes a display at the Shuttleworth Collection and an appearance at the Goodwood Revival.

WAHT's Albatros gets an air test from Kermit Weeks

WAHT’s Albatros gets an air test from Kermit Weeks

WAHT has now opened a funding campaign to raise the £11,200 it needs to reassemble the newcomers when they arrive in Britain – details of which can be found at the trust’s website.

Home of the Camel, Heart of the Hurricane

In a sleepy corner of Kingston lies an aviation icon…

If one ventures to Canbury Park Road in Kingston these days it is hard to find anything to write home about. Just a slightly grimy offshoot of Richmond Road, opposite the railway station and nestling on the edge of Kingston’s dreaded one-way system.

Yet by wandering up past the tattoo shop and continuing into suburbia for just a few hundred yards, one is actually in the presence of greatness. The buildings become a little outsized – and they echo of some of the greatest British engineering of all time.

In December 1912, the 24-year-old aviator Thomas Octave Murdoch Sopwith purchased the Victorian roller skating rink which sat on Canbury Park Road. The fad for skating had passed and his needs were pressing – a smooth, clear floor was needed upon which to chalk out the lines of Sopwith’s home-made flying machines.

Even then Kingston was a busy town and very much part of London’s south-western sprawl. Ordinarily it would be an inconvenient place for building aircraft but as Sopwith specialised in fitting floats to his machines to take off and land on water he could – together with his mechanic, Fred Sigrist – easily hump his creations down to the River Thames and take off where it straightened out just north of Kingston Bridge.

Although it was an age far removed from modern ‘elf and safety’ concerns, the influential River Thames Conservancy group took umbrage at such use of the river – and so too did the local constabulary. As a result, Sopwith tended to fly off at the first light of dawn – but later invested in a Daimler lorry for transporting new aircraft down to Brooklands, equipped with wheels rather than floats for undercarriage.

Nevertheless, Sopwith’s seafaring aircraft were a hit. In 1913 the company’s most ambitious project to date was undertaken in partnership with the S. E. Saunders boatyard of East Cowes on the Isle of Wight, building the wood-hulled ‘Bat Boat’ which brought truly amphibious aviation to life.

Sopwith's 'Bat Boat' became a roaring success

Sopwith’s ‘Bat Boat’ became a roaring success

The success of these early models – the ‘Bat Boat’ was sold not only to the Royal Navy but also its Greek and German counterparts – saw the building of a factory in Woolston, Hampshire.  Yet Sopwith retained Kingston as his centre of operations and soon there would be far more to the premises than the old ice rink.

The First World War brought about a massive expansion to Sopwith’s factory. His delicate little Tabloid seaplane made the early running, but in 1916 he employed Yorkshireman, Herbert Smith, as chief designer – and Sopwith became a fabled name almost immediately.

The Sopwith 1½ Strutter by Herbert Smith launched a famous line of fighting aircraft

Smith’s first design was the two-seat 1½ Strutter, which finally gave reconnaissance crews flying over the Western Front sufficient performance to survive against Germany’s new breed of single-seat fighters. Then came his brilliant line of single-seat fighting scouts the Pup, Triplane, Camel, Dolphin and Snipe… all of which were born in the heart of Kingston.

The original ice rink was supplemented by a saw mill and carpenters’ shop on Elm Road in 1914-15, doubling the size of the property, which doubled once again in 1916-17 with the addition of woodworking, paint and tinsmith’s shops.

In 1917 the government also built a new ‘national’ factory at Ham, between Kingston and Richmond, which was also leased to Sopwith for the duration of the war. In total, Sopwith employed 5,000 staff and 16,000 aircraft were built – although many were sub-contracted to firms such as the Lincolnshire farm equipment manufacturers Clayton & Shuttleworth and Ruston Procter.

The Sopwith Camel was called the ‘king of air fighters’

If the armistice of 1918 declared time on ‘the war to end all wars’ then clearly, society had no need of fighter aircraft – and Sopwith was immediately in trouble. The Ham plant was reclaimed by the government and sold to Leyland to convert ex-military trucks to civilian use.

By now Sopwith was a crippled firm which was also being pursued for Excess War Profits Duty. After a final, flailing effort to turn its wartime products into civilian aircraft and a doomed partnership with ABC Motorcycles, Sopwith went bust in 1920.

From the ashes of one fighter firm came another, however, fronted by Sopwith’s chief test pilot Harry Hawker together with Thomas Sopwith, Fred Sigrist and Bill Eyre. The new firm, H.G. Hawker Engineering, started afresh – albeit from the Canbury Park Road premises – to build a string of world-class biplane fighters such as the Fury, Demon, Hart and Hind designed by Sydney Camm.

Hawker aircraft like the Demon filled RAF squadrons between the wars

Hawker aircraft like the Demon filled RAF squadrons between the wars

In 1934 the renamed Hawker Aircraft Limited bought out Gloster aircraft and a year later merged with Armstrong-Siddeley to create an aviation conglomerate comprising Hawker, Gloster, Armstrong-Whitworth and Avro under the banner of the Hawker-Siddeley Group.

Meanwhile life in Kingston carried on as normal. By January 1935, Sydney Camm had completed his initial design work on a new single-seat monoplane fighter with an enclosed cockpit, retractable undercarriage and eight machine guns: the Hurricane. When it flew from Hawker’s shed at Brooklands that November, the Hurricane laid the foundations of British air defence for World War 2.

In readiness for the Hurricane – and doubtless with a weather eye on the increasing belligerence of Nazi Germany and the other fascist states – the site in Kingston was effectively levelled and a new factory complex erected in its place. The original administration building was retained – albeit in extended form – a while a nest of red brick sheds with slate roofs standing 2 or 3 storeys above Canbury Park Road.

All focus was fixed on the Hurricane as WW2 approached

It was from here that the war work was carried out, with the various iterations of the Hurricane and Sea Hurricane being followed by the Typhoon and, by the end of the war, the Tempest and Sea Tempest.

With peace and the arrival of the jet age it was clear that the Kingston plant could no longer cope with the demands being made upon it. So it was that Hawker left its home in 1948, moving back to the factory up the road at Ham which it had vacated 30 years earlier.

The story of Hawker and the Hawker-Siddeley Group in Britain’s golden era of jet production can be told another day. For the Canbury Park site there was little sentiment – even if it was unique as the birthplace of more war-winning weaponry than any other factory in the world.

The only overt sign of the Sopwith building’s true purpose…

Today the most obvious link between the past and present is in the form of a wrought iron fence which features four-bladed propellers as a motif. This fence rings the original nerve centre of the factory, the design office and administration building, which dates back to 1914 and updated in 1935.

From here the great Sopwith and Hawker designs of two world wars first emerged and it is an impressive edifice, blending a little bit of all styles from Georgian to Art Deco – which doubtless made it a mouth-watering prospect for the developers. Today this is one of the Ritzier residential plots in Kingston and a highly desirable address.

Gateway to the heavens: the main entrance to Sopwith and Hawker’s HQ

Around it one or two of the 1935-era industrial buildings remain, red bricked and metal trussed, such as the Experimental Shop. Some are a little careworn, but they do at least remain, and will continue to do so under Grade II listed status – the surviving parts of the oldest purpose-built aeroplane factory in England.

A little piece of history – the Experimental Shop today

Ruston’s Wings of Horus

Ruston Proctor was a Lincolnshire-based manufacturer of steam engines which rose to prominence through the late 19th Century – just like its near neighbour, Clayton & Shuttleworth. As the production of aircraft grew in importance and volume during World War 1, both of these industrial giants turned from producing traction engines and threshing machines to the new-fangled world of aviation – with a raft of government contracts, principally to build the famous Sopwith Camel scout.

The completion of Ruston’s 1000th Camel was felt to warrant some celebration, with the result that this aircraft, serial number B7380,  was delivered on 25 January 1918 wearing an astonishing and unique livery.

Wings of Horus: the famous Ruston Camel

Wings of Horus: the famous Ruston Camel

B7380 was christened Wings of Horus due to the British passion for Egyptology which had been embraced to the fullest by Colonel J.S. Ruston. Thanks in no small part to Colonel Ruston’s great knowledge of hieroglyphs, the representation of the Horus as Heru-Behutet fitted the character of the Camel perfectly: this being an ancient god who wrought ‘such violence that [his enemies] became dazed, and could neither see where they were going, nor hear, the result of this being that they slew each other, and in a very short time they were all dead.’

During early February of 1918, B7380 toured Britain while being used as a ‘flying advert’ to promote the sale of war bonds. By the end of the month, however, she was delivered to France – remarkably still wearing her exotic colour scheme! Rather than despoil such a work of art by overpainting it in the muddy ‘PC10’ camouflage that adorned front line machines, this very special Camel was sent back to Britain where it is believed she served out the war with a training unit.

Although no colour photographs were taken of the aircraft at the time, detailed records were kept by Ruston Proctor on the design and its colours. As a result these contemporary photographs have been tinted with the correct shades to show this magnificent creation to best effect:

Wings of Horus as she would have appeared in early 1918

Wings of Horus as she would have appeared in early 1918

After returning from France little is known of the Camel's ultimate fate

After returning from France little is known of the Camel’s ultimate fate

 

‘Mad Jack’ and the Shuttleworths

The Shuttleworth Collection is one of Britain’s best-loved transport museums: a haven where the exhibits really do come to life and the only place in the world where you can often see a real 1909 Bleriot monoplane take to the air. But while its living, breathing artefacts are well-known, perhaps its ‘founding father’ is a little less so.

Ivan Berryman captures 'Mad Jack' in action - available here

Ivan Berryman captures ‘Mad Jack’ in action – available here

The Shuttleworth family originally came from Dogdyke in Lincolnshire, where this corner of the industrial revolution saw Joseph Shuttleworth ally his boat-building business with his brother-in-law Nathaniel Clayton’s iron foundry. Together they began to build steam engines and the new agricultural machinery that began to mechanise the British landscape in the late 19th Century.

The Claytons and Shuttleworths bequeathed a thriving business to their children, with Joseph Shuttleworth’s younger son Frank enjoying a privileged upbringing and education in Germany and France and becoming an accomplished yachtsman. His chosen career was as an officer in the cavalry, while also becoming a successful steeplechase jockey; buying an estate at Old Warden in Bedfordshire from which to breed horses.

The Clayton and Shuttleworth factory today

The Clayton and Shuttleworth factory today

At the ripe old age of 57 he settled down and married Dorothy, the beautiful 23-year-old daughter of Old Warden’s vicar, in 1902. The couple were blissfully happy, despite the age gap, taking a round the world trip in 1906 before Dorothy gave birth to a son, Richard, who was born in 1909.

Frank died just four years later, but his legacy of adventure and adrenaline lived on in his young son. Richard developed an abiding passion for aviation, enhanced no doubt by the fact that the Clayton and Shuttleworth factories were given over to war production during World War 1. Clayton and Shuttleworth became a major aircraft constructor and, in so doing, built a wide range of machines from the nimble Sopwith Camel fighter to the gigantic Handley Page 0/400 bomber.

The mighty Handley Page 0/400

The mighty Handley Page 0/400 was built by Clayton and Shuttleworth

Perhaps in anticipation of an inherited reckless streak, Richard’s father had ensured that his inheritance was to be held in trust until he turned 23. This prompted some inventiveness from the young scion to ensure maximum thrills on a tight budget – he chose to buy and tun old cars, taking part in the London to Brighton Run from the age of 19 at the wheel – or tiller – of a variety of pioneering pre-1906 machinery.

This was often done in the company of boisterous friends and peers, while Shuttleworth’s ebullience at the controls gave nim the nickname ‘Mad Jack’ which was to become very much part of his persona. Once he turned 23, however, Richard’s massive resources allowed him to indulge all his passions, and he immediately learned to fly, buying the Bleriot and Deperdussin monoplanes which remain at the heart of his collection today.

Aircraft were one passion but motoring was another. As his contribution to the family business, Richard invested heavily in Noel Macklin’s new Railton sports car marque. For his own motoring ambitions, meanwhile, he bought a Bugatti Type 51 Grand Prix car and won the Brighton Speed Trials.

Shuttleworth at the 1934 Mannin Moar (pic The Bugatti Trust)

He upgraded the Bugatti to a brand new Alfa Romeo P3 in 1935. The green-painted Alfa won the Brooklands Mountain Championship and ran competitively alongside the works cars of Scuderia Ferrari in Europe, but Shuttleworth’s finest hour came in the inaugural Grand Prix held at Donington Park circuit in Leicestershire at the end of the season.

It was a weekend of foul weather and the ‘crack’ Ferrari-entered Alfas of Giuseppe Farina and Raymond Sommer held sway through the early stages of the race. Shuttleworth ran in fourth but spun while attempting to remain on the lead lap and appeared to be out of the running completely.

In desperation he ditched the blue and white cork crash helmet and visor, opting instead to race bare-headed in just a pair of goggles as he attempted to fight his way back into contention. ‘Mad Jack’ was to the fore, powering the Alfa through the many bends of the parkland circuit in a string of lurid slides with his hair blowing in the wind… meanwhile the works Alfas hit trouble, leaving the British drivers a clear field.

The two Bugattis of Earl Howe and Charlie Martin looked to have the race sewn up, but Shuttleworth kept charging and when the more experienced men spun in the aqwful conditions he was able to pounce, In the end he finished 45 seconds clear of Howe’s Bugatti to claim a memorable victory – and his finest racing achievement, taking home the Donington Park Challenge Trophy and £400 for his efforts.

Early in 1936, Shuttleworth took his Alfa to South Africa and entered the East London Grand Prix. He lost control of the car at speed and suffered career-ending injuries – preferring to dedicate himself to aviation, except for his outings on the annual London to Brighton jaunt.

Fairey Battles on a training flight over England

Fairey Battle bombers on a training flight over England

At the outbreak of World War 2, Richard joined the Royal Air Force. For all his enormous experience, however, he was killed in an accident while piloting a Fairey Battle bomber over Oxfordshire while practicing night flying.

His mother, although devastated by the loss of her son, set up the mansion as a Red Cross Convalescent Home for injured airmen and created a small chapel, dedicated to Richard. In 1944 she decided to place the estate in a charitable Trust in memory of her son; she wanted to ensure that it would continue as one entity to be used for the purpose of agricultural and aviation education, two interests that Richard was especially keen on.

Shuttleworth College first opened its doors to students in 1946 and remains as part of the modern Bedford College. Richard’s collection of historic aircraft and cars were also preserved in working order, opening to the public in 1963. The Collection has since grown in scale and stature, while the family home at Old Warden Park is now also a renowned conference venue and is also home to the English School of Falconry.

Shuttleworth's 1912 Deperdussin in action today

Shuttleworth’s 1912 Deperdussin in action today