Flying Legends, the Duxford Airfield and resident Imperial War Museum, (IWM), are well known to lovers of the “Warbird” scene throughout the world, and indeed it is the proud boast of The Fighter Collection, (TFC), that the collaboration which is The Flying Legends show culminates in the Greatest Warbird Event in Europe. Anyone who attended this year’s event would find it difficult to disagree, and many would wholeheartedly add their accolades for the impressive displays, helped by excellent weather, (by British standards), on both days. Whilst it was clear that perhaps the 2010 line up might not be able to match that some previous years, due in part to the ongoing progress with permit paperwork for some aircraft, this year’s event was notable for the attendance and contribution of visitors from Europe, with sizeable and most welcome displays from both French and German owned aeroplanes.

Duxford’s aviation history began in 1917, when work commenced on constructing a complex for the rapidly expanding Royal Flying Corps. Service activity began in February of 1918, and the airfield was soon the home of three RFC squadrons and various US Aero squadrons. The end of WWI signalled the return home for the Americans, and by this time the RAF had come into existence – Duxford remained operational despite the scaling down of the RAF’s operations at this time and for the next 43 years was the home of various training and then fighter squadrons. In 1961 the airfield entered its next phase, when the age of its buildings and changing defence requirements bought about the cessation of operations from the airfield. In 1977 the IWM purchased the runway and the steady progress that has preserved and created a unique collection of buildings and exhibits from the earliest days of aviation through to the present day are clear for all visitors to see.

Expectation of the sight of interesting and unusual subjects with a backdrop of the fantastic IWM Museum are a major part of the attraction of Flying Legends, along with the chance to see some of the perennial exhibits that can sometimes be taken for granted. The sight of multiple aircraft formations and chases are also part of the “required” repertoire, all flown with élan by their respective pilots, and would Flying Legends be complete for most of us without the large Balbo formation near the end of the show? Therefore the cosmopolitan audience attended to their morning meanderings amongst the stalls, museum exhibits, and various dining establishments with growing anticipation of what was to come – helped by the glorious sight of so many beautiful aeroplanes in various states of preparation along the flight line, and the constant movement of Dragon Rapides giving pleasure-flight gratification to their clientele.

The sound of the people’s favourite – the Supermarine Spitfire – warming up, Merlins and Griffons belching fire, first popping and crackling, and then resonating with power, focussed the throng in no time at all, and the subsequent take off of eight Spitfires, a Hurricane and a Hispano Buchón from the grass and hard runway heralded our first action of the day. The Spitfire is regarded by many as the most beautiful aircraft ever to have flown – the elliptical wing, the flowing curves, the camouflage and the glint of light along the shapely fuselage and canopy – all of these can captivate one’s imagination. However easy on the eye and sweet sounding its engine may be, its design purpose was the interception and destruction of enemy aircraft, an air superiority machine, predominantly to defend rather than attack. The Spitfire prototype was produced to Air Ministry Spec. F. 37/34, itself an addendum of an earlier requirement, taking into account the utilisation of Rolls-Royces’ new engine, the PV XII, which was later to become the incredible Merlin. At the time it was also becoming clear that the four gun armament called for might be inadequate against the heavier, faster adversaries that the Spitfire might face – the April 1935 requirement F.10/35 called for no less than 6 guns, 8 being desirable, and this was eventually incorporated into the prototype’s design. Following handling trials of the prototype at Martlesham Heath in September of 1936 it was clear that the aircraft was a winner, with the only suggestions being that there be an alteration to the gearing for elevator control, the cockpit hood be easier to open at high speeds, and the incorporation of a higher drag setting for the flaps above 60 degrees to aid with landing on shorter strips or with less experienced pilots.

As with all aircraft destined to live a long service life modifications and improvements to the airframe were continuous. Early examples were; flush exhaust ports gave way to ejector type ports, the two-bladed wooden airscrew was replaced by a three bladed constant speed unit, the tail skid replaced by a wheel, and wing stiffness was increased. The subsequent career of the Spitfire is wide ranging and all encompassing, the type finding fame in nearly all theatres during WWII. Perhaps the biggest modification came with the introduction of the engine that was Griffon. The Griffon was developed from the concept of earlier engine designs associated with Schneider Trophy racing seaplanes, specifically the “R” type. The Fleet Air Arm, Royal Navy, had requested an engine of increased output in comparison with the Merlin, performance at low altitudes being of considerable importance.  This was due in the main because of the generally higher operating weights of carrier borne aircraft in comparison with their land-based equivalents. Griffon showed the potential to meet the requirement, and it soon became apparent that there was the possibility for fitting the new engine to the airframe of a Spitfire, especially when the camshaft and magneto drives were designed to run off the propeller reduction gear at the front of the engine as was the case with Merlin. This resulted in an engine of similar length to the Merlin helping to reduce centre of gravity issues.  We were lucky to see both types of engine in action at Flying Legends, and not just attached to Spitfires.

Once the Buchón had seen off the Hurricane and a Spitfire IX returned the compliment in measure, we were treated to aerobatics from the Seafire F.XVII SX336, interspersed with a fantastic three ship Douglas Skyraider display. The “Spads” on display were all AD-4N’s, F-AZDP, based at La Ferté Alais, G-RADR, from Kennet Aviation, and finally, F-AZHK, from L’Association VEGA in Avignon. Whilst two aircraft were resplendent in the markings of  VA-176, “Thunderbolts”, the third was more sympathetic to the group’s  later provenance by wearing markings of Escadre de Chasse 01.020, “Aures Nementcha". All three aircraft served with the French Air Force before continuing their activities in the service of the Gabon Air Force, albeit still in the hands of French pilots. The Skyraider’s origins stemmed from a United States Navy requirement for a replacement for the SBD Dauntless, and resulted in an aeroplane that proved remarkably capable in many roles over a long period of time, serving with distinction well into the realm where the jet engine supposedly reigned supreme.

The first flight of the prototype took place in March 1945, with LaVerne Brown in charge, and went on to prove itself during successful flight trials at the Navy Proving Ground in Patuxent River, a measure of the potential of the aircraft being that it completed the tests in a record five weeks - far in advance of any previous dive-bomber. The first powerplant used by the Skyraider in its AD-1 guise was the Wright R-3350-24W, which developed 2,500hp (1865kW), the AD-4N’s used the later 26WA engine which developed 2,700hp (2013kW). During its career the “Able Dog” fulfilled many differing roles including Airborne Early Warning, Electronic Countermeasures, close air support, target tug, counter insurgency, and perhaps most famously, as rescue support during the Vietnam conflict, where its long loiter time and impressive load carrying capability aided the rescue of many downed airmen. The Skyraider finally hung up its combat gloves during the Chadian-Libyan conflict during mid-1980’s, almost forty years after it had made its maiden flight.

In true Flying Legends fashion we were into our next display slot without any respite, and it was a continuation of the naval theme that was presented. The Hawker Sea Fury and Grumman Bearcat are true examples of how human conflict can increase the advancement of technology, in this case in an aeronautical sense. The Bearcat first flew in August 1944, the Sea Fury in September of the same year, and in terms of pure fighter vs. fighter performance there are few aircraft that could hold their own against them, (and of course some may argue that a Focke-Wulf Ta-152 might embarrass them both severely at high altitudes). It is worth considering that both of these aircraft were designed from the outset for deployment from aircraft carriers, a situation that in previous years would have straddled the designs with weight and performance penalties, and yet these were aircraft that were in ways superior to their land based counterparts. Over four years separated the first flight, (29th May 1940), of the Vought Corsair and its flying companions, and MeierMotors’ Vought Corsair F4U-7 showed us that the design team lead by chief engineer Rex B. Biesel created a one of a kind fighting machine. The beautiful example in Aéronavale markings began its life as an F4U-5, and was lovingly converted to represent the final production version the F4U-7 in Le Castellet, France. The true merit of the Corsair design was such that its production did not end until December of 1952, this fittingly being a true F4U-7, destined for active service with the French in Algeria during the independence conflict.

TFC’s presentation at IWM Duxford can be commended in many ways, however special mention is worthy of the change of pace at Flying Legends that is guaranteed to keep the crowd on its toes and paying full attention. After the impressive zoom climb characteristics of the Sea Fury and Bearcat had subsided we were allowed to indulge in the Germanic flavour of aircraft provided by Deutsche Lufthansa Berlin-Stiftung's historic fleet – “Tante Ju” - The Junkers Ju52/3m8ge and the original “Taifun” The Messerschmitt Bf108 B-1, a CASA 1-131E Jungmann, a Doflug Bü-133C Jungmeister, and a Bücker Bü-133 Jungmeister – more sedate than their fighter brethren but elegant and majestic all the same. Within this particular display slot it is perhaps worth acknowledging the skill of aeronautical engineers and designers who plied their trade more than eighty years ago – the Ju52 first flew in 1930, albeit in single engined mode, the most modern first flight of this group being the Bü133 whch first flew in 1935!

No apology is made in describing the “Taifun” as one of the most forward looking designs in light aircraft construction ever. The design that initially secured the reputation of the Bayerische Flugzeugwerke Werke, and from then on a certain Willi Messrschmitt, had repercussions that would be felt keenly in European skies for more than ten years hence at least. The Taifun displayed clearly its homage to Elly Beinhorn , who on the 13th August, 1935 flew a Bf108 from Gleiwitz to Istanbul/Constantinople and back to Berlin in a single day, in fact a recorded 13 hours and 15 minutes – a trip of 2,230 miles, (3,568km), as the crow flies – an astonishing feat for the time, though perhaps not deeply appreciated by the people accustomed  to jet aircraft commuting who were no doubt included in the weekend’s audience. Indeed, what could be more appropriate than this distinguished aviatrix having christened this particualr aircraft in 1993 following its restoration.

More was to come at Flying Legends as we were bombarded by Mustangs, Yaks, a simply stunnning Lysander, a flight of  three of  Sydney Camm’s Hawker biplanes and on and on, and yet specific mention should be made of special contributors – and the Polikarpov I-16 fitted this description to a T. The diminutive fighter was a development of experience gained with Nikolai Polikarpov’s earlier I-15 series of biplane fighters, which culminated in the classic I-153, and the incorporation of the monplane layout and structural advances. At the time of its first flight in 1933 the TsKB-12 prototype bought together the latest thinking of fighter aircraft design. The Rata quickly showed its promise, but it was also apparent that its handling characteristics  were very demanding of the pilot – no surprise when the length of fuselage is taken into account versus the weight and power of the engine. Nevertheless, this disposition gave the Rata excellent manoueverability, and added to its small size made it an excellent weapon in the hands of a skilled pilot. We were treated to a memorable display by the well known Lithuanian aerobatic pilot, Jurgis Kairys, and the ever present, hammering engine note simply added to our enjoyment.

VERDICT:   In all respects Flying Legends 2010 can be agreed to have delivered something for the avid enthusiast, the general paying public and everyone in between, a fantastic and well measured show. Of course there are many of us who want more – perhaps one day a Fw200 Condor, a Me262 or the return of the Fw190, and a Blenheim or a Swordfish would be welcomed with open arms for sure. But the beauty here is that the aeroplanes we long to see only create a yearning for next year’s event and perhaps the true yardstick with which to judge the show is that it was our favourite Warbird event of 2010 – well done TFC, IWM Duxford, and all of the pilots and owners who created such a memorable event!

Scott Fellows / CHK 6 UK