The Little Gransden Airshow has been running for 15 years and has built on the success of each year to do even better the following year. The show raises money for charities, both local and national, last year the Little Gransden Team handed over a cheque to one national charity “Children In Need” for over £10,121.46.- giving them a running total of donations to that charity alone of over £50,000.-. The event organiser Mr Dave Poile was awarded an MBE in 2000 for his work in fundraising at Little Gransden. The airfield is located about 7 miles South East of St Neots in the county of Cambridgeshire and is very close to the old RAF Bomber Command station RAF Gransden Lodge. One of the units that was active at Gransden Lodge during WWII 405 (The City Of Vancouver) Sqn Royal Canadian Air Force were to participate in the display with their current mount the CP-140 Aurora. Also in attendance was one of 405 Sqn’s air crew who was a rear gunner on the Lancaster bomber that 405 Sqn were flying during their time at Gransden Lodge with the Pathfinder Group.

Although the show is a running success the burden of new regulations and raising cost of event insurances is threatening the future of the Little Gransden Air Show. The event is looking for sponsors to help keep it going into 2008 and beyond. In the UK this year we have had very poor weather and numerous airshows and other outdoor events have suffered. Perhaps the worst blow to the Air Show fan was the terrible disruption of the RAF’s home show at RAF Waddington where the Saturday was poor and the Sunday was abandoned before anything could get off the ground. But for Little Gransden the sun shone and the crowds took advantage of it. The car park was full, the overspill car park was full, the emergency car park was full and still people arrived. The visiting aircraft parking area was full and it looked like a sell out from this correspondent’s view. So we had the weather, we had the crowd but could Little Gransden put on a show to meet the expectations of the day?

The first part of the show was for the “big radials” and opened with the take off of 2 Yak-11’s and as they pulled away from the airfield the T-28 Fennec (Trojan) flown by Roy Costain dived into the display. North American T-28 Fennec (Trojan) of Radial Revelations is a firm favourite on the UK Warbird scene, this big airplane coupled with the real growling sound of the big piston engine is quite awesome. The display itself is impressive with Roy Costain showing the abilities of this trainer very well and offering good views of all surfaces. We last saw the T-28 Fennec earlier this year at Duxford and this display was as good today as it was then. Designed to replace the USAF T6 Texan trainers the Trojan proved to be a very successful design and was adopted by Navy and Marines. With the addition of hard points on the wings the Trojan went to war in the counter insurgency and close air support role in South East Asia and North Africa. The French company Sud Aviation converted some Trojans, they were then known as Fennecs. The display we saw today showed clearly why this trainer became a capable warbird. The 425-hp Wright Cyclone R-1820-86 radial piston engine pulls the Fennec around like a fighter giving it a max speed of 343 miles per hour and that terrific rumbling sound, a great display all round.

As the T-28 departed the display the two Yak-11s returned to perform a couple of passes before one landed and left the display sky for the other to perform a solo display. The planes were flown by Angie Soper and Mark Jefferies, Angie landed her Yak-11 and left Mark to the solo display, Mark would later be seen displaying the Extra-300. Another growling piston trainer the Yak-11 was developed from the Yak-3 fighter that defended the Soviet Union in WWII. The Yak-11 was derived from the Yak-3 UTI, the new plane the Yak-11 had a lot of commonality of parts with the Yak-3. The performance of the Yak-11 was not comparable to the Yak-3 but it did perform very well as a trainer and can be compared with the Harvard T-6 trainer of the US in its importance in the training role. The type was widely used by the Warsaw Pact countries and other Communist states. Over 700 were built under licence by LET in Czechoslovakia and designated as C.11s. The type was replaced in the Soviet Union in 1958 by the Yak-11U, this version had a tricycle undercarriage and was intended as a lead in trainer for jet fighter pilots. Today the type is still popular as a “Warbird” due to it’s links to the Yak-3 and WWII.

As the Yak-11 solo finished the Turbulant Display team of the Tiger Club taxied out. The Tiger Club are based at Headcorn Airfield Lashenden Kent and the Turbulent Team are one of several displays that are offered by the Tiger Club. The 4 D31 Turbulents take of in formation and perform several formation manoeuvres before breaking into a line astern for a barnstorming routine. The performance included a balloon bursting section showing the fighting ability of the type, useful if you are attacked by balloons and very entertaining for the crowed. The Druine D31 Turbulent was designed in the 1950’s by the French designer Roger Druine as a home build aircraft, there later followed a 2 seat version the Condor. In the UK Rollason Aircraft built some of the type with modifications in 1958 and a number of these were given to the Tiger Club. The Turbulents were put to use in formation flying without delay. The first Turbulent Team display was in 1959 and they have been displaying ever since with numbers varying from 9 to 3 aircraft . This light aircraft (very light) weighs in at around 400lbs and even in the light wind at Little Gransden could be seen to be bounced around a little. A very entertaining display from the brightly coloured D-31 Turbulents. 

The show was well supported by Peter Holloway based at Old Warden Aerodrome near Biggleswade. His collection provided 4 aircraft for the display and was being referred to as the Shuttlewaffe because of the number of German aircraft he has based at the airfield that is also the home of the Shuttleworth collection. After the takeoff and first pass the Bucker Bestmann landed while the rest of the flight continued the display. The Buecker Bestmann in prototype flew in 1939 and went on to become the primary trainer for the Lufftwaffe. Variants and special role aircraft were designated A to D and all were powered by the Hirth inverted in-line four cylinder engine. The Bestmann was built under licence by Fokker as demand rose and later by AB Haegglund och Soner in Sweden and Zlin in Czechoslovakia who continued to build the type after the war. This aircraft was produced for the Luftwaffe but as the war ended was redirected to Sweden then saw service with the Swedish Air Force. The plane, along with a number of others was returned to Germany in May 1956, when the wartime ban on Germany was lifted. It was purchased from the Swedish Air Force by the German Aero Club. The aircraft came to the UK in 1989 when it was purchased by Glen Lacey and eventually came into the possession of Peter Holloway in 2006 who based it at Old Warden.

The prototype of the Focke Wulf FW-44 Stieglitz flew in 1931 but was not a success, after a series of test flights undertaken by the designer Kurt Waldemar Tank. These flights led a numerous redesigns and at the end of the process the FW-44 was a success and this became Focke-Wulf’s first real commercial success and gave the company a solid business base from which to develop. The type was and excellent aerobatic aircraft and became popular with display pilots including the WWI Ace Ernst Udet who claimed to have introduced the concept of dive bombing to the Luftwaffe and was a senior officer in the German Air Ministry’s development department during WWII. Demand was so great that a new factory was built just for FW-44 production. The type was exported to Chile, China, Czechoslovakia, Finland, Romania, Switzerland and Turkey. Production licences were granted to Austria, Argentina, Bulgaria, Brazil and Sweden. This aircraft was built at Bremen in Germany in 1937 as one of an export order to Argentina where it stayed until 1989. It returned to Germany and then to Belgium where it was damaged during a heavy landing in 1996. Glen Lacey purchased the damaged aircraft and restored it in 2004. It was purchased by Peter Holloway and is based at Old Warden.

The Miles Magister was a development of the civilian Miles Hawk Trainer built by Philips & Powis Aircraft Company later to become the Miles Aircraft Ltd F.G.Miles Ltd. The first low wing trainer to be adopted by the RAF was of wooden construction with a plywood skin. This was contrary to the Air Ministry policy of all metal aircraft. The low wing proving very useful for fighter pilot training, there were problem with spin recovery on the test aircraft and modifications were required when the test aircraft was lost during spinning trials. Production of the Magister ran from 1937 to 1941 with the British Air Ministry taking over 1200 examples plus export sales of 63 aircraft to Egypt, New Zealand, Eire and Turkey, Turkey also had licence to build 100 Magisters. The Magister proved itself a great success in the service of the RAF and during Britain’s darkest hours of WWII in June 1940 15 Magisters were modified to carry bombs on racks. This was to allow the Magister to be used in the defence of Britain against the expected German invasion. Having seen the Magister in display one can only assume this was a measure made from sheer desperation as the aircraft would not last long in any combat scenario. The Magister was used by 16 Elementary Flying Schools and the Central Flying School. Both the British Army and the Fleet Air Arm used Magisters and 40 Squadrons of Fighter command had 1 Magister as the Squadron hack. After WWII ended many RAF Magisters were disposed of onto the civil market as Hawk Trainer IIIs. The RAF continued to use the Magister until 1948.

The Ryan PT-22 Recruit was the USAAC first monoplane trainer developed from the Ryan Sport Trainer A designed by T. Claude Ryan who also designed “the Spirit of St Louis” for Charles Lindbergh. After evaluation a small production order of 30 was issued in 1940 and the type was designated PT-20. The original in line engine was replaced by a more powerful Kinner radial engine and this version was designated PT-21. The PT-21 was well liked by instructors and students. An order was placed for 1023 PT-22s to deal with the rapidly expanding training requirements of the USAAF. THE PT-22 had minor amendments that distinguished it from the PT-21. The Ryan PT-22 and earlier versions of the aircraft were in use with the USAAF up to the end of WWII. With the end of the Shuttlewaffe segment of the show we moved on to Trainers through the ages. The first new aircraft to be produced by Fiat at Turin after the war was the G-46 trainer. This was also the first all metal Italian Air Force (IAF) trainer. Designed by Giuseppe Gabrielli the type first flew in 1947 as the G-46-1. The production designation was G.46-1B and 25 of these were built for the IAF. Small numbers were built for export to Syria and Argentina. The Argentinian version being powered by a de Haviland Gypsy Queen Srs30 engine. Further alterations saw Alpha Romeo power plants and in total 223 various marks were built. Although built after the war there are clear design lines derived from Gabrielli’s war time fighters and the Italian camouflage scheme adds to the warbird look of the aircraft. Flown today by Nick Richards the ability of this training aircraft were made clear, a good aggressive display by the Italian trainer.                                                 

Another post war trainer from the Swiss designer and manufacturer Pilatus. Powered by the Argus As 410 engine with a Messerschmitt undercarriage which was modified to open opposite to its original layout in the Bf-109. Some were armed for training with machine guns salvaged from Bf-109s these were designated P2-06. Today’s display P-2 is owned by Richard and Rosie Meredith and flown by Richard. Again this aircraft has the look and sound of a war bird. Never put into large production 26 P2-05s and 26 P2-06s were made bridging the training gap between the Jungermann and Mustangs. The type remained in service until 1981. Richard and Rosie’s aircraft U-110 was purchased by Steven Grey when the surviving aircraft were disposed of by the Swiss. The Slingsby T-67 Firefly, flown by Neil Whatling and presented rather nicely in the colour scheme of the Royal Hong Kong Auxiliary Air Force. Developed by Slingsby from the Fournier RF6B120 basic trainer when Slingsby bought the rights to that machine. Slingsby’s experience with glassfibre reinforced plastics allowed them to improve the aircraft’s drag, weight and fatigue resistance. Varients of the type are in use with military and civilian training establishments. The type’s aerobatic abilities are well known on the UK Airshow scene and Neil Whatling did not let the reputation of the type down today. 

Next on the scene was a RAF Grob 115E Tutor, flown by Flt Lt Andy Preece. The aircraft used by the RAF are all civil registered aircraft provided by Vosper Thornycroft Aviation. They are used in the 14 University Air Squadrons, the 12 Air Experience Flights and the Central Flying School. The control layout of the Tutor mimics the basic flight controls on the next aircraft the pupils will fly with a right hand stick and left hand throttle. Another aerobatic trainer the Tutor was given a good workout by its pilot to finish off the training section of the display. Cassutt Races (The Dukes of Cassutt) Richard Grace son of Caroline Grace was displaying his 3 Cassutt Races with a mock race to show off the minimalist lines of the Cassutt. Designed in 1954 by Tom Cassutt an airline pilot in the US as a cheaper option for air races who could not afford the big ex-military fighters that were becoming popular for racing. The type won the 1958 National Air Race Championships the following year. Cassutt completed a simlar aircraft knows as the Cassutt Special. Richard bought his first Cassutt in 2005 and soon acquired another and then rebuilt a third. Today the Dukes did not overstress their aircraft but did show us some of the capabilities of the type, a type designed to stand a gruelling 12gs.

The next part of the show was a memorial to the men and woman who served in WWII. A short service of remembrance was held followed by the display of the BBMF Lancaster Bomber, P-51D Mustang, Spitfire and the CP-140 Aurora of No 405 (The City Of Vancouver) Sqn Royal Canadian Air Force (RCAF). This Squadron was formed in 1941 in Yorkshire England, It was the first Canadian Bomber Squadron to be formed overseas. It flew Wellingtons then Halifaxes. In March 1943 the Squadron became the only RCAF Pathfinder Squadron with No 8 Group and the first Squadron to fly Canadian built Lancasters. The Squadron operated from Gransden Lodge as Pathfinders Great Gransden church has a memorial window dedicated to the 801 crewmen that failed to return from operations during the war. Today 405Sqn flies the CP-140 Aurora and the CP-140 Arcturus maritime patrol aircraft out of 14 Wing Greenwood Nova Scotia. The Lockheed Martin CP-140 Aurora is a development of the P-3 Orion that was itself a development of the Electra airliner. The type has been a success with over 600 built for the domestic and export market. The aircraft has a crew of 10, 2 pilots, 2 crew and 6 mission specialists. The fly pasts were intended to salute the fallen of No 405 Sqn and the people of the area who lived with the bombers of the Pathfinder Force. During the fly past the pilot showed the weapons bay that can hold bombs, mines or torpedoes. At the rear we could clearly see the sonobuoy launch tubes. As the Aurora carried out it’s fly pasts one 405 Sqn veteran was in the crowd paying his own personal respects to friends lost in action and lost since. 

The BBMF Lancaster PA474 is one of only 2 Lancasters still flying of 7,377 built, the other being in Canada. Regular readers of Checksix airshow reports will be familiar with the story of PA474 and its new incarnation as the “Phantom of the Ruhr” so we wont repeat ourselves here. Its enough to say that the Lancaster returned to the skies above Little Gransden and Grandsden Lodge and performed its graceful display. One can only imagine how the sky sounded when the Pathfinder Lancasters of 405Sqn took off on operations. After the 2 big birds left the airspace it was time for 2 of the conflicts outstanding fighters to take to the skies. Spitfire IX TA805 (The Kent Spitfire) is piloted by Clive Denny. Although the display was a little distant the participation of a Spitfire and the sound of the Merlin is always welcome. TA805 was built in June 1944 at Castle Bromwich and joined 183Sqn at Chilbolton in June 1945. In July 1945 TA805 transferred to 234Sqn at Bentwaters. Later the same year TA805 was struck off charge. TA805 was transferred to the South African Air Force in 1949. The North American P-51D Mustang “Janie” is owned and operated by Maurice Hammond and restored over a 10 year period. Maurice put on a first rate display with excellent views of top and underside surfaces. We don’t need to recall the Mustangs development but we can point out that possibly the best fighter of WWII was handled beautifully today and an outstanding display was delivered.

We saw the Barnstorming troop led by Dennis Neville at the Sywell 2006 Airshow. This time around the team consisted of Dennis Neville flying a De Havilland Chipmunk, Tricia Neville in the Thruxton Jackaroo, Tom Stambach in a De Havilland Tiger Moth and John Flynn in a De Havilland Queen Bee. The barnstormers undertook balloon bursting powder bombing and a two stage limbo made all the more difficult by having a hedge row standing between the first and second limbo set. Even so all of the team got through both sets of poles at least once and hit numerous balloons. From my position I could not see the powder bombing target but the response from the crowd line would suggest some success or near misses. Overall a very entertaining display from Neville and friends showing that these classic aircraft can and do display with the best of the warbirds. The Yak-52 displayed by Nigel Wilson, developed by Alexander Yakovley’s son of legendary designer Sergei Yakovleys was designed for aerobatic training and introducing pilots to complex manoeuvres, Nigel’s display puts the aircraft through a full aerobatic routine with everything you would expect from a Yak aircraft. As a real contrast to the Warbirds and aerobatic aircraft we then watched 2 important aircraft performing at a more sedate pace.                        

Although the Piper Cup or Grasshopper was not armed it still struck fear into hearts of troops on the battlefield. Used as a artillery spotter aircraft it’s task was to report enemy positions to the artillery commanders who would then pound the reported positions. It’s display showed the short takeoff and landing ability of the type and its very tight turning circle. It probably never left the display line and runway boundary during its display and seemed to float rather than fly and at one point almost hover. Today’s example was built in 1944 and went into service with the USAAF the same year. It served with the 30th Infantry Division 12th Army Group. In 1946 it left military service in 1946 and spent time in Belgium, Switzerland and France before arriving in the UK IN 1976. It now displays the markings it wore originally with the 30th Infantry Division. The Cessna Birddog L-19 was developed from the Cessna 170 and was used in similar ways to the Grasshopper, observation and Forward Air Control in the Korean and Vietnam theatre of war. Built by Cessna between 1950 and 1962 over 3400 were produced and designated L-19 Bird Dog. Heavily re-designed for military use with the loss of 2 seats and with improved visibility behind and above with the insertion of transparent panels in the wing over the cabin. The cabin could accommodate a stretcher via a widened access door. Some of the types were modified to carry target marking rockets and today’s display aircraft is presented as one of these. 

The finale was an Airfield assault and defence performed by Peter Teichman in the P-40 and Robb Metcalf in the Me 108 Taifun. Regular Checksix readers will already know the background to both the P-40 and the Me 108(Nord 1001) so today we will move straight to the action. On the far side of the airfield is an anti aircraft gun (AA)emplacement (or a mock up of the same) including a crew tent sandbagged barrier and the AA Gun. The Me-108 piloted by Robb Metcalf an ex RAF Vulcan pilot flew in to attack the airfield and started with the anti aircraft defences. A team had already prepared the pyrotechnics to accompany the display. As the Me-108 made the first pass a fine explosion and mushroom cloud went up near the AA position. On the second pass another terrific explosion and sheet of flame, as the Me-108 made his turn out of the attack run it was noted that the sheet of flame was still to be seen and was spreading. As Peter Teichman returned in the P-40 to take up the defence of the airfield the gunnery crew were hastily dismantling the AA display as the fire team went into action. The fire was extinguished in a few moments but the event did enhance the display, with the AA out of commission it was up to Peter to see off the attacker. The two pilots put on a great show of manoeuvring into position before the P-40 could get a line on the Me-108. Robb Metcalf was forced to leave the show trailing smoke to mimic the battle damage inflicted by the P-40. We asked Robb if he ever get to wins one of these dog fights? Not surprisingly for a UK air show the answer was no. The victorious Peter Teichman then returned to perform his stunning solo routine with plenty of victory roles.

At the beginning of this report we told you that Little Gransden had the weather, had the crowds and asked if they could put on a show to match the expectation. The answer is of course yes. Not only did they meet the expectation they surpassed it with a display of greatly varying types from the Turbulent’s to the Aurora. Aerobatics with high energy and low with every level in between. At the time of concluding this report the financial results were not published but from the look of the car parks I think the event was a financial success as well as great entertainment. We hope the organisers can overcome the problems relating to the future and that sponsors can be found but for now Checksix would like to thank Dave Poile MBE for organising a great event and congratulate the whole team for a very well organised and controlled plus hugely entertaining show. Our special thanks also to Damien Burke the press officer for the show.

Will Moore / Chk6 UK

Release 4.0/2008

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