I suppose I have been lucky in being able to fly aircraft designed by Sir Sydney and his team at Kingston for so many years, particularly so since I joined Hawkers as a test pilot in 1954.
This delightful aeroplane made its first flight in November 1929. Slightly larger than the Tiger Moth, it was designed a two-seat ab initio trainer.
It was, as all Camm aircraft, a robust airframe and powered by the Mongoose or Wolsesley AR9 engine.
The Tomtit was pleasant to fly with a spacious and comfortable cockpit. The flying controls were well balanced and aerobatics were straightforward.
The Hart formed the basis of a large variety of aeroplanes built for the R.A.F. and exported overseas. Hawker retained the 13th aircraft on the production line, built in 1930, flying on the civil register as G-ABMR. This is shown, at right,at Brooklands, with the banked motor racing circuit visible behind it. It was this aircraft that I was privileged to fly for eighteen years, and now has a place in the RAF Museum at Hendon, resplendent in the colours of No. 57 Squadron. This is shown below at Dunsfold. A full report on flying the Hart was published in the Aeroplane Monthly in November 1988.
The Hart, powered by the Rolls-Royce Kestrel engine, handled well for a relatively large 'two-seat day bomber'. Aerobatics were straightforward, with roll control being its weakest feature. Low wing loading gave excellent slow flying characteristics, but care was necessary on landing to achieve a three pointer. Brakes were not its greatest feature.
The Italic texts have been added by Tim Hammond
The photo on the left shows G-ABMR in 57 squadron markings at Duxford in 1972 before delivery to the RAF Museum at Hendon. The photo on the right shows the same aircraft and also a Harrier.
The Hawker Hurricane first flew in 1935 and was put into large scale production in 1937 just in time. Fourteen and a half thousand were built and it saw service in every theatre between 1939 and 1945.
My flying in the Hurricane was restricted to two aeroplanes:
1)PZ865 The Last of the Many was retained by Hawker and eventually transferred to the Battle of Britain Memorial Flight in 1972.
2)The 'Strathallan' Hurricane was built in Canada (RCAF 5337) and restored to flying condition by Strathallan engineers.
The photo at the left shows Hurricane Mk. 2C serial PZ865, with "The Last of the Many!" painted behind the cockpit, flown by George Bullman in 1944.
Now for flying the Hurricane. PZ865 handled well, although relatively heavy on the controls. It was docile and had an excellent turning performance. Lateral control became heavy at the higher speeds. A spacious comfortable cockpit with conventional controls and standard instruments.
Starting the engine was simple; the Rolls Royce Merlin fired up easily and soon settled down to a regular beat. After a brief run up to check the magnetos supervised by Messrs Scott and Bailey taxying was straightforward with reasonable brakes and a wide track undercarriage. Line up for take-off with little tendency to swing.
In the air the Hurricane was docile and easy to handle. The ailerons were heavy at the higher speeds, the elevators and rudder reasonably balanced by contemporary standards. Longitudinal trim was adequate but sensitive to correct ballast in the tail.
Turning performance was good and the vision from the cockpit only fair due to the metalwork of the hood. The Hurricane was very strong, a good stable gun platform, and was cleared for a remarkable array of 20 mm cannon, rockets and bombs. The standard initial fit was for eight .303 Browning guns in the wings. PZ 865 was a Mk 2c and was originally fitted with four 20 mm cannon.
Landing the Hurricane was straightforward. With the hood open down wind and finals vision was good; little tendency to swing after touchdown.
As I sat in the Chief Test Pilot's office at Dunsfold in 1972, a message came through from Kingston that the Hawker historic aircraft had been promised to the Royal Air Force Museum at Hendon.
These aircraft had been retained by the Company as examples of their proud heritage for some fifty years. They were looked after by Messrs Scott and Bailey, engineers in the Experimental Shop and supervised by Bert Hayward, Senior Foreman who had joined Harry Hawker in 1918 (to look after his motor car!) They were flown at UK air displays by the Hawker Test Pilots, giving pleasure to thousands.
The Cygnet, Sir Sydney's first Hawker design was hardly a candidate for the RAF Museum.
The Hart had been flying for forty years seemed worthy of a place at Hendon (The Shuttleworth Collection had a Hind flying).
The Sea Fury, which we had obtained from the Royal Navy, was destined for the RN Historic Flight.
But the Hurricane was fully serviceable and we hoped it would continue to fly.
Something had to be done! But with care - - - -. Several of our Air Marshal friends went into action (I wonder how they found out!) to ensure that PZ 865 would go to the Battle of Britain Memorial Flight. I received a telephone call from the General Manager at Kingston, saying that a decision had been reached to divert our Hurricane to the Memorial Flight at Coltishall. I asked him to repeat the message, and without more ado I rang Bert Hayward in 'Experimental'.
"Is the Hurricane serviceable? I asked.
The answer "Yes", so I continued "Please prepare it to fly to RAF Coltishall with the log book made up to date this afternoon." (I wanted it there quick).
So we took some photographs of the Hart, Cygnet, and our Hurricane for the last time, and I set course for Coltishall. I was met by the Flight Sergeant who was delighted and surprised at the arrival of his new charge. "Don't worry, Sir, we shall look after it!
I signed off the log book and met the Station Commander, Group Captain Joe Gilbert who had just been informed of my arrival.
It was a privilege to fly PZ 865 for some eighteen years at various displays around the country until I delivered it to the Battle of Britain Memorial Flight at Coltishall on 29th March 1972. It remains in the care of the BBMF to this day, magnificently maintained and restored. I trust they will keep it flying for many years to come.
The photo on the left shows the Strathallan Hurricane Mk. 2B serial RCAF 5337, which Duncan Simpson flew between 1973 and 1983. It was painted as 605 squadron aircraft 'A' and serial number P3308. The badge of Squadron Leader Archie McKellar is visible under the cockpit canopy.
In June 1973 I was asked to go up to Strathallan (near Perth) to do the initial flights on their Hurricane Mk 2 B for a Certificate of Airworthiness.
This aircraft was built in Canada and had been acquired by the Strathallan Collection following the filming of 'The Battle of Britain'.
It was reported that the handling on this aeroplane was 'poor' and it displayed an array of tabs on the ailerons. We decided to revert to what we thought was standard for the flight.
Sure enough, after take off I found the ailerons to be massively overbalanced and my first thoughts were to put the aeroplane back on the ground! It was there discovered that the ailerons had been rebuilt with a non-standard 'wedge' trailing edge. A new set were exchanged from a static aeroplane and the problem was cured.
The Hurricane was finished in the colours of Squadron Leader Archie McKellar DFC and Bar of 605 squadron (whose 1940 portrait by Cuthbert Orde is shown at the right) who had been shot down in the Battle of Britain. Archie accounted for some twenty two enemy fighters, six in one day.
I was lucky enough to be able to extend my flying, post Dunsfold, in this 'Scottish' Hurricane until it was returned to Canada some ten years later. Sadly it was lost in a fire at the Canadian Warplane Heritage. The Strathallan engineers had done a magnificent job in restoring this Hurricane; to lose it in this way was sad.
The photo at left shows Sea Fury FB11 serial WF619. It was delivered to the Royal Navy in 1951 and served until 1956, it was later sold to the Cuban Air Force. The photo at the right shows TF956, which served with 805 Squadron RNAS, at the time of handover to the Royal Navy.
This magnificent Naval Fighter could be described as the ultimate piston engined fighter. It looked right, being descended from the Typhoon and the Tempest.
The Sea Fury was a delight to fly; it handled so well with its spring tab controls which were well harmonised. The Centaurus engine gave an impressive performance, it ran with the aircraft inverted and was smooth.
The Fury required some care due to its all-round performance. It was essential to lock the tailwheel on take-off and landing to prevent a swing. Due to the power and torque, opening the throttle on take-off needed caution until experience was gained with full port trim set before rolling.
The cockpit was spacious and the vision from the clear hood was excellent but forward vision was limited on the ground due to the bulk of the closely cowled engine.
In March 1958 I was dispatched, at short notice, to our Hawker factory at Squires Gate, Blackpool, to fly re-conditioned Sea Furies which we were still delivering to Cuba and Burma.
I had never flown a Fury before, but I trusted that my upbringing on Harvards would stand me in good stead.
All I had to help me in this task was a set of Pilot's Notes in one hand and the Flight Test Schedule in the other.
I briefed myself as thoroughly as possible and climbed aboard the formidable machine, settled in and went through all the pre-start checks three times over.
Starting the Centaurus by cartridge very much depended on the correct priming. Normally they went well, but occasionally they backfired and ran down after a loud report.
Taxying out was straightforward no cooling problems vision from the clear canopy very good.
Line up on the runway and open up but carefully and progressively. This brute was powerful with a tendency to swing with the torque effect. 2600 horsepower from the magnificent Bristol engine. Full throttle just before lift off, and a lively acceleration into the climb. Pull the pitch lever back and thence the automatic pitch control was dependant on boost.
What a machine! The ultimate in piston engined fighters. Fast, manoeuvrable with spring tab controls all round. A Hawker masterpiece.
On a first flight with a new engine, it is essential to 'run-in' at various r.p.m and boost settings for specified times From Blackpool this gave a leisurely tour of the Lake District on a clear day and a chance to sit back and appreciate this wonderful aeroplane.
Then a climb to over 20,000 ft with various aerobatics and inverted flight the engine ran smoothly upside down! The aircraft was flown to all the limits in terms of g and IAS of some 435 Knots (501 mph) below 10,000 feet. Check all round instruments and systems and eventually a cruise back to Blackpool for landing.
An essential check downwind was to lock the tailwheel in fact a double check on finals, otherwise a swing on landing could prove disastrous.
Fury production testing continued at Dunsfold until July 1963. These were reconditioned RN aircraft, several of which we delivered from RNAS Lossiemouth in the North of Scotland. These aircraft had not flown for some years but all the ferry flights went well. They were subsequently tested before delivery to Germany for target towing duties.
My last flight in a Sea Fury took place much later in January 1972. Hawkers had obtained TF956, the first production FB 11, from the Navy to restore it to flying condition for onward delivery to the RN Historic Flight.
In fact it was transferred to RNAS Yeovilton for the finishing touches before flight, and I was asked by Admiral Fell if I could go down and make the initial flights. This I eventually did and handed it over to the Navy Historic Flight after two sorties.
The occasion was celebrated in traditional Naval fashion, and witnessed by pilots who had flown this aircraft in the Korean conflict.
It was indeed a privilege to fly this naval fighter, one of Sir Sydney's favourite designs.
The photo at the top is the P1067 first protoype Hunter serial number WB188, which first flew on 20 July 1951, photographed by Cyril Peckham in 1951 or 1952. The photo at the left, published in July 1955, shows WT622 a Mark F1 Hunter of the first production batch, with its airbrake extended. It was aircraft 'G' of 43 Squadron, the first to be equipped with the Hunter, and was painted with their black and white checks. The shell links collection fairings had not yet been fitted. The photo at the right, taken more than fifty years later, shows an ex Swiss Air Force Hunter F58 at Duxford in May 2006. The starboard shell link collection fairing can be clearly seen and the gun port blast deflectors were also fitted.
I first flew the Hunter Mk 1 on the first delivery to the RAF, and immediately started the Service Trials at the Central Fighter Establishment (CFE). The Mk 1 had a Rolls-Royce Avon engine and was closely followed by the Mk 2 with an Armstrong Siddeley Sapphire.
The early Hunters held much promise. They were fast 625 knots (720 mph) transonic and climbed to 50,000 feet in reasonable time but early troubles with the engine handling, particularly on the Avon, had to be overcome. Handling was generally good, but was later improved with extended leading edges to the wing on the Hunter 4 and subsequently. One of the serious problems on the early Mk 1 + 2 was longitudinal handling at high speed; this required extensive mods to the tailplane and elevator and the introduction of fully powered flying controls. Canopy misting on long descents was an early problem. Our F86 Sabres (in RAF service from April 1953 to June 1956) were held as an example as to how the problem could be overcome!
Then we came to the introduction of the 200 series Avon engine and the extensive development into the Marks FGA9 and FR10 Hunters. These were magnificent machines and everybody's favourites. Excellent all-round fighters which were exported to 20 countries, and continued to fly operationally for many years.
As some used to say, "It is not only what the Hunter did it was the way that it did it!" It was very strong and forgiving of the unwary.
I could write much more about this wonderful aeroplane; I was lucky enough to fly it for twenty two years, in the RAF and as a Test Pilot with the Hawker Company, including many overseas countries to which it was exported.
The photo above shows a Harrier at Dunsfold in 1972.
Now we enter a new era not just a new aeroplane, but one which offered the RAF and Navy a new concept of operations. One must not forget the United States Marine Corps.
In 1957 the Defence White Paper was issued full of gloom for the future of manned aircraft. Hawker's at that time were well ahead with a Mach 2.4 prototype the P1121 and the P1129, equivalent of the TSR2.
It was obvious to Sir Sydney Camm and the Hawker Board that these projects had little chance of survival. Something drastic had to be done.
Sir Sydney wrote to Stanley Hooker of Bristol Siddeley.
What are you doing about Vertical Take-off?
I don't want another Flying Test Bed we must build a fighter.
I don't like the Rolls-Royce idea of lift engines.
Hooker then visited him at Kingston and the rest is history. Prototype was designed, built and flown in eighteen months the P1127. Five more prototypes followed by nine Kestrels, based on the sixth aircraft, for the 3-nation evaluation squadron. A great success and the Americans took 6 aircraft back to the States. This was followed in 1968 by the US Marines deciding on the Harrier and in 1969 the RAF Harrier Conversion Team of four instructors arrived at Dunsfold. The first five aircraft were delivered to RAF Wittering in May 1969.
The conversion of No. 1 Squadron followed and the Harrier has taken a distinguished past in the Falklands and all other conflicts since that date .
The V/STOL and conventional handling on the Harrier has been dramatically improved since the early days and the addition of successive increases in weapon carriage and aiming make the Mk 9 aeroplane one of the best ground support operations in 2009 particularly in Afghanistan.
Although Sir Sydney died before he saw the Hawk fly, it was his team who were responsible for its design. It still has much left after thirty five years in service.
The number 100 squadron Hawk XX285 was photographed at Duxford in 2007 painted in their 90th anniversary colours.
Duncan Menzies Soutar Simpson was born in 1927 and joined the De Havilland Aeronautical Technical School in 1945 and was there until 1948. In 1949 he joined the Royal Air Force, and after training joined 222 Squadron and flew Gloster Meteors. He then served with the Central Fighter Establishment flying Vampires, Meteors, Venoms, Swifts, Sabres and Hunters. His last flying in the RAF was in the Hunter 1 and Hunter 2, on Service trials at the Central Fighter Establishment, West Raynham.
Duncan left the Royal Air Force at the end of October 1954 and drove his motor car with all his possessions, down to Dunsfold aerodrome to join Hawker Aircraft Ltd as a test pilot. He did test flying of the Sea Fury, Hunter, P1127, Kestrel, Harrier, Sea Harrier and Hawk.
Duncan was promoted to Chief Test pilot in June 1970. The photo on the right shows him in March 1972 in the cockpit of Hurricane PZ865 on the occasion of his delivery of it to the Battle of Britain Memorial Flight. He was the first pilot to fly the Hawk in August 1974.
He left Hawkers in 1978 and became the Deputy Director of the Society of British Aircraft Manufacturers (SBAC).
On the 1st September 2009, I was fortunate to be an invited guest at the unveiling of a new 'Holly' Cross that was hand made and carved by a local resident of Staplehurst, Mr. Martin Franklin. The Memorial site to P/O. John Kenneth Grahame Clifton, RAF (shown at right), and late of 253 (F) Squadron, already had a marker in situ. But the passage of time had taken its toll, in respect to its state and appearance. So Edward Sergison and Martin Franklin put their heads together with the aim of manufacturing a new and more weather resilient marker for the Memorial site. Martin Franklin is a furniture maker by trade working only in the finest quality woods, using hand carved traditional methods of workmanship, the end result which is nothing short of amazing.
Supported by members of the Staplehurst Society and Staplehurst Parish Council, the date for the relocation and dedication of the new cross was set for 1st September 2009, exactly 69 years to the day when the Rolls Royce Merlin III engine was heard over Grave Lane off of Clapper Lane, Staplehurst. An eye witness at the time, local resident now deceased Mr. Bill Collin's saw a line of dots in the distance and watched as one of them grew bigger and bigger, at the same time living in fear that the object would hit his bungalow. The object turned out to be Hurricane P5157, flown by P/O. John Clifton, RAF of 253(F) Squadron, which was making its final descent with a mortally wounded or dead pilot at its controls. He could clearly see the pilot slumped over his controls as the Hurricane banked before smashing into the centre of 'Grave Lane', Staplehurst, another victim of the daily dog fights that were being fought over Essex and Kent. In a sky left stained by vapour trails and smoke hanging in the air as a momentary reminder that another victim of this air war had been dispatched from the fight. No parachute, oh Lord ., not a good sign, another letter to parents or wife .telling of the loss of a son or husband. In this case the Hurricane's pilot was Pilot Officer John Clifton aged just twenty one years of age - a boy in looks, a man with the action and life he had been experiencing in the past few weeks as an operational pilot.
As the small party of invited guests assembled in Grave Lane in the early morning of 1st September 2009, the simple white 'holly' cross was already in situ on site. It was adorned with the Royal Air Force Flag blowing gently in the breeze, the soft warm rays of sunshine shone through the tree enveloped Lane and the first leaves of autumn were beginning to fall earthwards.
A Police Officer left his post as traffic control for a few minutes to stand before the cross. He removed his cap saluted as a former member of the Royal Air Force himself and also representing the Police.
A Service of rededication was conducted by Cannon Gill Carver and Wing Commander Robart Foster, DFC, AE, RAF Retired, formerly of 605 (F) Squadron Battle of Britain unveiled the new cross.
The above two photographs are by courtesy of Edward Sergison. The left photograph shows the unveiled Memorial Cross with Wing Commander Bob Foster. The right photograph shows from left to right, the Memorial Cross veiled in the RAF flag, Wing Commander Bob Foster, Cannon Gill Carver, Group Captain Patrick Tootal and Edward Sergison.
Wing Commander Bob Foster, delivered his own personal address to the assembled party. Simply asking that, we who are left to enjoy our lives today,always spare a thought for his fallen comrades, and remember their sacrifice and loss that we may continue to enjoy living in a Country where Freedom of Speech is still treasured and respected.
Group Captain Tootal OBE represented the Battle of Britain Fighter Association.
The service conducted by Cannon Gill Carver was both well researched and moving, I felt very honoured to be part of this rededication service, proud of my heritage and birth right as an Englishman.
Camm Followers was represented by Rodney Aspinell, Edward Sergison and me, Trevor Williams.
Trevor Williams, September 2009.
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