Old Warden Aerodrome is the home of the Shuttleworth Collection, which makes a unique and historically important contribution to the aviation scene. This contribution may be measured not just in terms of its importance to the UK, but should be seen in respect of its place amongst the most important collections of its type worldwide. To highlight important aircraft amongst the Collection is perhaps difficult, as they all possess a history and in some cases a certain uniqueness that is not found elsewhere. To state the importance of the skills practiced on a daily basis within the confines of the Collection is perhaps more pertinent, as the inanimate machines can only be bought to life through the careful upkeep of their mechanisms and structures, and through the rarely found talents of the pilots who take them to the air. The Collection’s various hangars are also home to privately owned aircraft on a long term basis, and to visiting aircraft benefiting from the skills of the craftsman and enthusiasts who ply their trades there – some of these crafts being quite rare in our modern mass-production society, and harking back to days when most mechanical items were constructed and finished by hand with the aid of tools.

All of the aircraft, their hangars, their maintenance, and the events that show them off in the place where they were designed to be – the air, are managed by the Richard Ormonde Shuttleworth Trust, which was created in 1945 by Richard’s mother, Dorothy as a memorial to him. The Trust ensures that two of Richard’s loves, farm and estate management and aviation are kept alive at Old Warden. Typical of the aircraft on display is the Comper CLA.7 Swift.  The Collection’s example was built in 1932, for a private customer, Alban Ali, and was registered as VT-ADO, spending its early years in India. The aircraft found its way back to the UK and was re-registered as G-ACTF in 1933. The designer, Nicholas Comper, founded the Comper Aircraft Company in 1929, and he had designed a number of light aircraft whilst on service in the RAF. The Swift was his first and only aircraft to go into production, and Comper Aircraft had its assets taken over by the Heston Aircraft Company in 1934. Of the 41 original Swifts only a handful remains, though there are replicas in existence which have been constructed faithfully in accordance with the manufacturer’s original blueprints. One of the notable areas of the design is the adaptability of its engine mount; so that various DH Gipsy’s and Pobjoy’s have been employed – the Collection’s example has a Pobjoy Niagara II fitted which develops around 90hp.

As part of the Edwardian section of the Collection, the Roe IV Triplane replica epitomises the thinking behind the work carried out at Old Warden. The original was dismantled in 1911, a commonplace end to airframes of the time whose descendants embodied the rapidly advancing science of aeronautical engineering. Built for the 1965 film, “Those Magnificent Men in Their Flying Machines”, the aeroplane has a more powerful engine than the original, but is otherwise faithful to the original design. The original was powered by a 35hp Green, whereas it is now fitted with a 105hp Cirrus Hermes – a factor in its relatively sprightly performance, especially when allied to its loaded weight of just 650lb, (195kg). Once the Triplane was acquired by the Trust it was completely restored and renovated, and is currently resplendent in the markings as worn during filming. The Roe IV was A. V. Roe’s last Triplane design, and in 1911 he moved forward with the Type D – a biplane which owed many of its features to its Triplane predecessor. Another of the Collection’s aircraft, the Bristol Boxkite has a similar lineage, having been constructed for the same film.

Another of Avro’s products, the 504 has its place at Old Warden, but its planned replacement, The Hawker Tomtit, is an example of the only surviving flying example of this type in the world. This particular machine was the last Tomtit built, G-AFTA, and was used extensively by the famous aviator, King’s Cup Air Race winner, and test pilot Alex Henshaw, throughout WWII. The Tomtit came into being due to a realization at the Air Ministry that whilst the 504N was a competent initial trainer, it made no account of the progress of manufacturing methods and materials or the more demanding aspects of training such as blind flying. To remedy these shortcomings, the Ministry sponsored a competition to find a replacement, with the engine being specified as the Armstrong Siddeley Mongoose IIIC, and the manufacturing specification was carefully worded so that wooden construction was to be avoided, with the obvious conclusion that the airframe was to be of all metal construction.

Hawker’s approach was to lean on their experience gained during the design and development of the Hart bomber, and in November of 1928 the prototype Tomtit took to the air for its maiden flight, albeit as a private venture. Small production orders followed, but Hawker’s focus remained around the development of the Hart airframe in its many guises, and the role for replacement of the Avro 504 eventually rested with the Avro type 621, the Tutor. Nevertheless, the Tomtit gained a deserved reputation as a delightful aircraft to fly, though it was never quite swift enough to do well in the many air races it entered under civilian ownership. In 1949, G-AFTA returned to Hawker Aircraft Ltd, and was at times displayed by another famous aviator, Sqn Ldr Neville Duke, and then found its way to the Collection in 1960.

Design classic and aeronautical beauty may seem to be emotive and very subjective views to attach to an airframe, however there will be many who agree with these sentiments when describing the de Havilland D.H.88 Comet. The history of G-ACSS is well documented, it being the winner of the 1934 MacRobertson Air Race, being one of three such aircraft entered into the race. The aircraft was designed to win the race from England to Australia, mainly based around the belief of the de Havilland board that a British design should win the race despite the main contenders at the time being the emerging commercial transports being built by Boeing and Douglas in America. As such, it can be seen that the second and third placed aircraft in the race, a DC-2 and Boeing 247, went on to formulate the basis of viable long range commercial travel. Nevertheless, the Comet’s design made full use of design features such as variable pitch propellers, split trailing edge flaps, retractable undercarriage, tuned engines, and aerodynamically efficient thin wings to help overcome the advantages displayed by its American competitors. The manually operated undercarriage was an ever present “Achilles Heel” in ‘CSS’s operational history and was the cause of a number of accidents on landing. After some years of storage and static display it was restored to flying condition after a lengthy process, taking to the air in May 1987.

Any visit to Old Warden during the “quieter” months when flying displays and events are not held might open the eyes – as a visit to Hangar 1 will testify. Within the confines of this hangar, (which is an original building harking back to Richard Shuttleworth’s days), various restoration and engineering works can be viewed at any one time. Indeed, it would be foolish to think that the glamour and showmanship shown by all of the pilots of aircraft, drivers of historic vehicles, ever present SVAS members, and seen by the public during the summer months were not attained by the hard work, craftsmanship and loving attention given to the airframes and machinery at the site during these cooler months.  Where else in one location would it be possible to see the construction of a Rolls-Royce Merlin engine, the complete overhaul of a Spitfire Mk.Vc, an SE5A with wings removed for recovering, a Fieseler Fi 156 Storch being re-built, and a Piper Cub undergoing extensive maintenance – a veritable feast for the aviation enthusiast!

An example of a restoration not owned by the Trust, but benefiting from the surroundings and associated engineering facilities is the Fieseler Fi 156 A-1 Storch, a famous design based on the need for an army cooperation aircraft for the Wehrmacht, but with a view to providing the civil market with an equally useful aircraft, and designed by Gerhard Fieseler and Reinhold Mewes. The design of the aircraft was essentially conventional – having a tubular steel, framed fuselage, with two spar wooden wing structure – both being fabric covered, and power was supplied by the inverted-vee of the proven Argus 10c eight cylinder engine. In true bureaucratic style the RLM issued a design requirement to the German aeronautical industry based upon the performance envelope of the Storch; none of its competitors from BFW, Siebel, or Focke-Wulf had a chance to compete in competitive trials as the Storch had already entered into production! During the period 1937 through to 1945, the Luftwaffe accepted delivery of almost 2,900 Stoerche, and after this date they continued to be made in France as the M.S. 500 Criquet, and Czechoslovakia as the K-65 Čáp. This Storch will be finished in the colours of the personal aircraft of Hitler, finished in RLM 02 Grau, callsign GM + AI, and the quality of work upon the progressing airframe was a pleasure to behold – almost a shame that most of it will covered by fabric and away from prying eyes upon completion!

Another famous aircraft is currently undergoing a major overhaul and restoration in hangar 1, the Collection’s example of R. J. Mitchell’s renowned Spitfire. This particular Spitfrie was constructed at Westlands in Yeovil, and enetered service with the RAF in 1942, with No. 310 (Czech) squadron. As part of the necessity involved in ensuring all of the parts of the airframe meet the rigorous standards required for certification, various methods of testing structural integrity are applied, including x-rays. Where possible original parts from the airframe are refurbished and re-fitted. In certain cases replacement parts, either sourced from other airframes or constructed using original drawings and literature are used – though it is difficult to know how long or arduous a task it would be to build the three chambered oil cooler from new for example – the original has been reworked and tested, and the process repeated until a correctly working example is produced in this case. An often asked question is when will such an aircraft take to the air again?  The answer is always the same – when it is ready!

Any visit to Old Warden Aerodrome and its associated attractions is more than a pleasure; it can be an education to those seeking historical information and an opportunity to appreciate the work of The Richard Ormonde Shuttleworth Trust, continuing an ethos of “living and working machinery”. Our special thanks to Tony Podmore for his valuable time during our visit, and to the resident aeronautical engineers and SVAS members who gave freely of their time and knowledge despite their busy schedules. Checksix can heartily recommend a visit to Old Warden – whether it be to take in the atmosphere of the static displays and restoration works, or to enjoy the relaxed and yet exciting events during our “warmer” months.

Scott Fellows, CHK6 / UK