(above) A range of classic types were on hand for the Charity Flying Day on 13 September.[© Lee Howard] (left) A healthy queue for tickets was in evidence for most of the day, no doubt helped greatly by the weather. [© Lee Howard] (below) One of several Chipmunks that braved the early morning fog. [© Lee Howard]

The 2008 season is now quite definitely over and the aircraft into the winter maintenance regime. Unfortunately the Sea Hawk was found to have a crack in the exhaust section so missed its last show, but overall has had a good year. These cracks, I’m afraid, are common and we get one every year or so. Simple to fix, but the engine has to come out to gain access. Meanwhile, Swordfish LS326 steadfastly refused to work properly after passing the test flight, taxiing in the wind at Yeovilton Air Day and displaying at RAF Shawbury. Initially she seemed to have an ignition problem, but changing mags and ignition harnesses didn’t cure the fault and we eventually discovered an oil leak into the throat of the carburetter which was almost certainly the culprit. It allowed us to run the engine quite normally for about 20 minutes before manifesting itself and was masked to some extent by proven poor magneto performance at the start of the problem.

The Charity Flying Day, held on 13 September, was a great success and hopefully enjoyed by all who came along for a classic aeroplane ride. We enjoyed doing it and the financial input to our charity was well worth the effort. The display was a little less warbird-oriented than in the past, consisting of delightful 1929 DH.60 Gipsy Moth, 1946 Seafire 17 and 1955 Provost T.1. However, the appearance of Europe's only flying OV-10 Bronco must have made up for that in some part. Thank you Tony De Bruyn for bringing it along for its first outing since certification on the civil register.

Also on the fundraising front I have to report that Swordfish, Sea Fury and Harrier pilot Cdr Adrian Orchard's book "Joint Force Harrier" is exceptional and very much a recommended read. It charts the newly re-formed 800 NAS operational deployment to Afghanistan and is a very good depiction of life in a combat Squadron today. Adrian has very generously split his royalties between ‘Combat Stress’ and the Royal Navy Historic Flight.

Val and Les Sayer have very kindly donated another picture to the Flight. Having bought the Philip West original ‘Operation Cerberus’ and presented it to hang near the Swordfish, they have now purchased a very high quality Philip West print ‘Channel Dash Heroes’. It depicts Edgar Lee pulling his pilot out of the cockpit of their floating Swordfish, having been shot down in the Channel Dash action. Thank you Val & Les.

I would like to thank all of those associations and groups who so generously send in cheques from their fundraising activities. We are ever grateful and do assure you every little really does help, though to be fair some aren’t too small; only today a cheque for £376 came in the post, collected by whip round over lunch!

Katie Campbell is very busy gearing up for her Christmas card sales. Unfortunately, after the sad loss of Clive Abbott, hopes of finding a suitably-gifted cartoonist came to nought and we were left with insufficient time in which to organise another new card. As a result we have decided to stick with present stock and hope to have at least one new design next year. Do please consider us when ordering your cards, copies available to view on the merchandise page.

	(above) Brian Keene of Loders Motor Group hands over the keys to the new Toyota Landcruiser to Lt Cdr Phil Thornton.[© Lee Howard] (left) Don Robertson, Les Cornford and Dave Skiddy remove the starboard undercarriage of W5856 on 4 August in order to lower the fuselage to the ground ready for the mainplanes to be removed. [© Lee Howard]

The dreadful weather hasn't been the only factor conspiring against us this summer. Swordfish LS326 flew beautifully for 4 1/2 hours until, during a local sortie, the engine started to misfire. A weak magneto was diagnosed and both were removed and taken to Vintech for analysis and repair. Refitted to LS326, however, and heat soaked after 20 minutes of test flying they began to misbehave again. It seems that the coils are original and the thousands upon thousands of varnished copper windings do break down with age and heat. The magnetos were therefore sent back again, this time for rewind - a somewhat specialised task these days, still done laboriously on an old machine and taking some time to complete. There are few people left in the country who can do this. We expect the magnetos to be rebuilt and running on the test bed as I write this and LS326 to be well on the way to being in a position to finish off her booked display programme. It is also worth noting that yesterday (17 August) marked the 65th anniversary of LS326 entering Fleet Air Arm service - happy "birthday" LS326!

Meanwhile, Swordfish I W5856 has been brought back from storage to Hangar 17 and taken apart ready for a complete airframe survey, aiming to be repaired and refurbished to accept re-built wings in 2009. This survey includes visual and x-ray inspections of the most critical parts of the fuselage, tailplane and fin. During the course of the next few months a dual VHF radio modification will be fitted and work is on-going to prepare the Bristol Pegasus engine for fitting when the airframe is ready. This alone is no mean feat; considerable work has to be done down inside inaccesible cylinders to repair the alloy heads, replace valve seats, chrome line and hone cylinders and have many new parts manufactured.

Lt Cdr Chris Gotke, fresh from Harrier test flying at Boscombe Down, flew the Sea Hawk again on 12 August to help Lt Cdr Matt Whitfield out for the rest of the season. Chris of course flew the type in 2004 and 2005, before converting to the Sea Fury. Matt has taken the brunt of the Flight tasking just lately after Lt Pat Barnes left for civilian life at the end of June. Lt Cdr Glenn Allison and Lt David-John Gibbs have been waiting patiently for their Swordfish conversion, keeping their hand in flying piston engine aeroplanes ready for the day.

Earlier in the year we were very pleased indeed to welcome two new local sponsors: Fiona and Tim Leacock who run Leacock aircraft sales, importing new Cessna aircraft to the UK who have pledged a substantial financial package to the Flight. Brian Keene runs Loders vehicle dealership and has supported the Flight by providing a Toyota Landcruiser. We are ever grateful for this kind of support which is vital to our survival. Should you wish to buy a new Cessna, 4 X 4 or car, please support the Flight indirectly by taking your business to these lovely people! Both Tim and Brian are keen pilots in their own right and enjoy flying for both business and pleasure

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(l-r) Kathie Jamieson, Katie Campbell, Derek Bond and John Phillips with the sales trailer at Yeovilton Air Day. [© Lee Howard]

It is with great sadness that we have to report that friend of the flight, Clive Abbott, died recently. Clive, a member of the de Havilland Moth Club, was a gifted cartoonist and had produced several excellent Christmas cards for us. He took no payment for his work and even allowed us to auction off the card originals. He will be sadly missed.

Swordfish LS326 carried out her test flight programme and display authorisation on 1st July, but was sadly precluded from flying at Yeovilton Air Day because of too much wind generally and a particularly strong cross wind. Although not an easy aeroplane to taxi in a strong wind, Lt Cdr Dave Mackay was able to taxi out in front of the crowd, with White Ensign flying and the rear cockpit filled with maintenance personnel saluting, but also doubling as ballast in the conditions. Luckily things eased down the following day and Dave was able to transit to RAF Shawbury for the aircraft's first display since 1999. Lt Cdr Mike Abbey was next in the pilot's seat, but during his first training flight the engine misfired and ran a little rough so he landed for investigation. Both magnetos are currently being overhauled by Vintech. It now remains to convert Lt Cdr Glenn Allison and Lt David-John Gibbs to the 'Fish.

Singing in the Rain? Dave Skiddy tries to keep LS326's cockpit dry during a heavy downpour prior to her departure for RAF Shawbury. [© Lee Howard]

The Sea Hawk has been giving sterling service, although it too was unable to display to the home crowd at Yeovilton because of an out of limit crosswind. Lt Pat Barnes gave his last display at Cosford in June and was 'dined out' of the flight at our annual Barbecue on 29 June, an event at which we were graced with the presence of RNHF Legend Pete Sheppard. Lt Cdr Matt Whitfield has been the only Sea Hawk pilot on type for a while but will soon be joined by newly-promoted Lt Cdr Chris Gotke (well done Chris!) to share the remainder of the season.

Meanwhile Sea Fury VR930's Bristol Centaurus has arrived at Vintage V12 in America and started the assessment phase of its rebuild. New piston rings are in the course of manufacture here in England and pistons have been sourced. The estimated four month turn round will, ofcourse, depend on many factors including timely spares supply. It is hoped we will get it back in serviceable condition in time to fit and fly in the 2009 season.

And finally, our sales trailer has been clocking up a fair few miles this season and in the process swelling the coffers thanks to the concerted efforts of Al Cole and his team of volunteers, for which we are extremely grateful. The team work very hard to help raise funds for the Flight, so if you see the trailer at an airshow please do stop and say hello, find out more about us and, of course, purchase some of our merchandise!

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(Top) LS326 gets airborne from Runway 22 for the first time in nine years. (Right) With Pegasus purring away beautifully, LS326 climbs out for her 15 minute shake-down flight. (Below) A well-deserved champagne toast to mark the occasion. [© Lee Howard]

Tuesday 1 July was a day RN Historic Flight have been eagerly awaiting for a very long time now. I think it also fair to say a good number of supporters and veterans feel the same way....time a Swordfish was back in the air! However, when LS326 was started up by pilot Lt Cdr Dave Mackay at 1125 this morning, during the run up she had a magneto drop outside limits. This was easily explained by the need to hot oil prime the engine prior to start which invariably leads to the lower plugs getting a little more oil on them than is necessary. After an hour's cooling down the plugs were removed and cleaned and this time all was well. She passed the ground checks with ease and sounded beautiful. Five minutes later Dave was taxiing to Runway 22 and after the customary short take off roll she leapt into the air to the cheers of the watching crowd.

Thank you Kevin, Ian, Phil, Spike and all the others at BAES Brough whose names I don't know but who put so much of their skill into completing the wings. Thank you Deltair for a sweet sounding engine, and thank you Gordon and all at DE&S Yeovilton, and of course Howard and all of the RNHF engineering team for putting the whole shebang together and making it work. There were also many others involved and we thank you all for your input and enthusiasm for the project.

Completing the paperwork alone took forever. Dave flew a 20 minute 'shakedown' flight in the overhead at Yeovilton and the only fault he found was a slightly 'heavy' left wing. The full test flight is yet to come, followed by a little display practice and then display qualification for Dave before appearing, rather fittingly for the first display, at Yeoviltons International Air Day this coming Saturday.

For those who are unaware of the import of this event, LS326 last flew in 1999 and sister Swordfish W5856 last flew in 2003, but now also needs re-sparred wings. In the intervening years LS326 has been completely re-wired, the engine overhauled to zero-hours and most other parts of her structure rigorously examined and/or tested. We are very proud of her and feel quite strongly that the vital part the Swordfish played in winning World War II is passed on to the youth of today through seeing her display and hearing of the exploits of the brave men who flew the type. The event was celebrated with a cool glass of Champagne and huge smiles all round, ably passed on to the nation through the auspices of BBC Points West, whose reporter Clinton Rogers and camera crew happened to be at the station to record the event. We now look forward very much to honouring the bookings you will find on the website.

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With undercarriage travelling, VX281 roars off the North Weald runway on 31 May. [© Lee Howard]

We have been going through a somewhat frustrating period over the past few months or so, though light does seem to be appearing at the end of the tunnel. Swordfish LS326, although now serviceable, has yet to fly and is the subject of an on-going airworthiness audit; something of a paperwork trail but necessary in these days of safety management and risk assessments. One can only imagine things were quite different in 1943 when she first took to the skies! Sea Fury T.20 VX281 has also been jumping through similar hoops to get her CAA 'Permit to Test' issued, but finally all of the pieces slipped into place on 29 May. That had John Beattie racing up to North Weald two days later to give her the inaugural 'shake down' flight. This merely proves that the aircraft and systems work, and was flown in close proximity to the airfield in case they didn't.

The engine started crisply at the first attempt, followed by the wing spread. Ground checks took 10 minutes, taking readings from the various guages. Run up came next, advancing the engine to static boost in fine pitch setting, then selecting 'auto' pitch and observing the RPM dropping smoothly from 2,400 RPM to 1,475 RPM and back again. Magnetos are checked at static boost and both gave a minimal drop. Taxiing proved simple with the hydraulic brakes, the tailwheel lock/unlock being tested on the move and proving faultless. Once lined up the tailwheel is locked to help directional control and static boost again selected with the stick hard back, but this time holding the power on while the brakes are released. She surged forward impatiently and power slowly added as speed was gained. At 60 knots the tail could be raised and she kept straight beautifully, accelerating smartly, lifting off at about 100 knots. Gear travelled up smoothly and it was soon very evident that handling was 'normal' and the aircraft easy to trim and very responsive to power changes. During a couple of circuits of the airfield power was reduced and run back up to maximum, RPM lever exercised from Fine to Auto and back again, flaps and gear lowered and raised, cooling doors opened and closed. Finally it was time to land and see that all was well and as it turned out that was a good idea. An oil leak had unfortunately started at the back of the engine but that, of course, is the very reason why the initial flight was short and close in to the field. There was also a very weak radio, making communication difficult, but North Weald ATC were excellent and very tolerant. Whilst disappointing to have a snag, it nonetheless didn't diminish the grin on John Beattie's face to have flown a Sea Fury again after nearly 18 years.

The season has started of course with the Sea Hawk giving a good account of itself so far. It has appeared with the Kennet Aviation Seafire in front of the Queen at BRNC Dartmouth, at the inaugural Duxford show in mid May and on its own at RAF Cosford on 1 June. Meanwhile VR930's Bristol Centaurus engine has been removed from the airframe, crated up and awaits transportation to the USA for rebuild. There are on-going attempts to find and buy a spare Centaurus for VR930. All pilots have been through the annual standards check with quizzes, ground and flying tests. Everyone is now ready to get going with a three aircraft season,....we just have to get the aircraft teething problems behind us.

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Looking rather psychadelic with various panels and the outer wings still in primer, VX281 is taxied for the first time on 1 April. [© Lee Howard]

After considerable work and many setbacks, Sea Fury T.20 VX281 finally ran this week. The aeroplane has a quite special feel about it, despite the Americanised white-painted cockpit. One of the modifications made during her time in the US was to remove the injector priming switch, so the start routine is a bit different. With fuel on and booster pump running, the throttle is held fully open for two seconds then closed. The primer is then run for 5 secs if cold and the prop turned through 5 blades with the mags off. As the 5th blade comes into view, flick the mags on and she starts beautifully. All the ground runs were made and systems checked. One of the other modifications made at some stage was the fitting of F-102 hydraulic brakes......but sadly this didn't include a parking brake! Good for strengthening the ankles. Everything was perfect for a fast taxi test, roaring down the runway up to about 70 knots, sounding absolutely fabulous and feeling like the thoroughbred she is. Next step is to gain a Permit to Test from the CAA. Once that is done she will position to Yeovilton to be re-painted and join the fleet on the airshow circuit.

Another milestone was also passed this week with Swordfish LS326 finally physically complete and standing on her undercarriage sporting her gleaming new set of wings. An RAF team turned up from St Athan to weigh her and Fraz Fraser has been busy fitting the radio rack. One or two more little tidying jobs need to be done and of course engine ground running before she can test fly.

Sea Hawk WV908, meanwhile, was flown this week by Lt Pat Barnes on her post winter shake-down flight. Everything worked perfectly and the team were well pleased. She will fly past for Her Majesty the Queen and HRH the Duke of Edinburgh at Dartmouth on April 10th in company with the Kennet Seafire. Unfortunately we lose our lead Sea Hawk Pilot this year as Pat is off to join civvy street with Netjets, departing for conversion course to a 'pocket rocket' executive jet around the middle of July.

Tony Smith decided to retire a little early and left the Flight at the end of February; we wish Ann and Tony well. Tony's place as an airframe and engine fitter has been taken by Les Cornford, who is no stranger to the flight having served on it in the early '80's whilst in the Navy. More recently employed by AgustaWestland, you will be able to read all about Les when we get round to writing his profile in due course.

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Port upper and lower mainplanes assembled as a 'box' ready for flying wires to be attached, 15 February 2008. [© Lee Howard]

Spring is a frenetic time of year at RNHF. Engineers promises of providing serviceable aircraft in March, made in October when distance protected them from having to deliver, are being called in. This year is very important as Swordfish LS326 is going back together to fly for the first time since 1999. Not the sort of thing we do every day so softly softly is the necessary approach both to get it right and to preserve the beautiful finish on the refurbished wings. Don Robertson and Dave Skiddy have finished re-assembling the engine, having put the old girl back on her undercarriage to gain access. The wings are put together standing on their leading edges on ‘egg boxes’, whilst interplane struts are added, then landing and flying wires until we have a firm box. The wing set is then mandraulically laid into the correct position, offered up to the stub wings and the attachment bolts fitted. Same procedure then applies to the other side. Next we have to get the incidence and dihedral checked and adjusted and ensure the tension in the flying, landing and bracing wires is correct. As each little bridge is crossed we enjoy a feeling of immense satisfaction and take some pride in being part of the team that brought her to life again. Quite a few other folk were in that chain of course; the craftsmen at Brough who manufactured spars and smaller parts and put the whole lot carefully back together, Pat and Dave Fenton who recovered and doped the fabric, the inspectors who cleared the components during build and signed off the end product, and Marcus Brakes who painted the final finish. Still a few issues to go before we have a flying aeroplane, but it IS getting there.

The Sea Hawk, meanwhile, has had only a minor servicing this winter and is just about ready to fly. The ejection seat has to come out annually for servicing, but we avoided taking out the engine this year because only very few hours were flown last year. She has been ground run already and all seems to work as advertised, including the new parametric data gathering equipment.

Flying wires fitted, the 'box' is fixed in place. 19 February 2008. [© Lee Howard]

Sea Fury T.20 VX281 is nearing completion at North Weald and her propeller nearly out of overhaul with Skycraft. The engineers found a good deal to put right during the re-build, but she will be in excellent condition once flying. Meanwhile, we have been given clearance to put our "spares ship" T.20, VZ345, up for sale by tender. This will hopefully release much needed funds to help buy a spare Centaurus for VR930 in due course. Anyone interested in the sale of VZ345 can visit the Disposal Services Authority website HERE.

Back at Yeovilton, the pilots are being chased to get into meaningful aeroplanes to get their skills honed ready for the annual test flights. Chipmunk and Provost T.1 are in regular demand and we make use of the days when the weather is good enough to get up to a sensible height and practice stalling, spinning and aerobatics. When the weather isn't so sharp we fly circuits, forced landings and crosswind work. Quite often we pop across to Westlands airfield in Yeovil where one end is very awkward, requiring either a steep approach or steep climbout and the circuit has to be modified to suit the rising terrain and proximity of houses. All excellent training and we are very grateful to be welcomed back to the Judwin airfield so often. Next in line for the pilots is the annual pre-season symposium, this year being held at Yeovilton and followed by our own teach-in, being one chance to get all the pilots together. Before the next update they will have performed in front of Commodore Jeremy Stanford prior to public display.

The new RNHF brochure has just been delivered and we are quite pleased with the way it has turned out. Flying overalls for the flight and ground crew are next on the list of things to chase up and Al Cole has work to do readying the merchandise trailer to be more user friendly. All the time the season gets closer and the programme is going together, balancing flying hours against distances and trying to group together those shows that we can to make efficiencies. We do hope it is worthwhile and that you all enjoy the sight and sound of our beautiful aeroplanes in the skies this summer.

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Dave Skiddy and Mick Jennings reveal the lower mainplanes on arrival from BAES Brough, 7 January. [© Lee Howard]

We are very proud and delighted to report that Sea Fury pilot Cdr Adrian Orchard was awarded an OBE in the New Years honours list. In his last day job Adrian was the Commanding Officer of 800 NAS with the Harrier GR.7, which he formed, worked up to operational status and led through the early stages of the Afghanistan campaign, achieving quite outstanding results. In his modesty he insists it was an award for all members of the Squadron, who did achieve operational readiness in double quick time, but I doubt anyone worked harder than Adrian! He has now left that post and is presently employed as the Deputy Force Commander, Joint Force Harrier based at RAF Cottesmore.

The New Year got off to the best of starts with the arrival of LS326's lower wings. BAE Systems Brough have done a quite exceptional job, despite the timeframe slipping a couple of times. It is very difficult to predict the problems that would be encountered and the 'fixes' required on a project of this nature. Indeed, incorporated in the wings are the first Swordfish spars to have been manufactured for over 65 years, so learning as you go along was the order of the day. It has to be said that the way in the job was approached, conducted and the various inspections and checks made during the course of construction will ensure these wings are sound for another 60 years. The linen covering was completed to the usual extremely high standard by husband and wife team Pat and Dave Fenton of Hornet Aviation using traditional materials easily matching the finish of any of the much easier to apply modern coverings. We are indebted to all who contributed to the project for producing such an excellent job. The aircraft is once again on her undercarriage and when the lower wings have been received their top coat of paint the re-build will get underway.

The immaculate port lower mainplane showing the metal skinned underside. [© Lee Howard]

We continue to seek approval to get the Centaurus engine from VR930 across to America for Vintage V12 to overhaul. Chief Engineer Howard Read visited them in November and came away very impressed with their facilities. We almost certainly will need pistons and rings to be manufactured to effect the overhaul. In the meantime, plans are afoot to fit data gathering equipment to the aircraft.This will give an early indication of any future airframe or engine problems. Similar equipment was fitted to the Sea Hawk last year and appears to give good results.

A big Thank You must go out to all who bought our Flight cards and merchandise before Christmas. We sold 11,000 cards and generated good sales through the website, despite a few teething problems, and Katie running a stall or two, all adding to the pot nicely. She did enjoy the break over Christmas having worked flat out since September!

The Sea Hawk, meanwhile, sits serenely in the hangar awaiting the season in a fairly serviceable state. The Maincheck due this winter, which would normally see the aircraft well stripped down, has been deferred because she only flew 12 hours at the end of last year.

And last, but by no means least, our long serving storeman Ben Clay has decided to retire slightly early, after 10 years in the Flight. He will be sorely missed but we all wish him a long and happy retirement.

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