G-AEXF Mew Gull - Some Questions
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G-AEXF Mew Gull - Some Questions
I wanted to put a short Aircraft History under a scan (not very good due Age of the original) of a picture I had taken at the Croydon Airshow Show of 1980. that will be posted on one of my Web Sites. However I have got extremely involved as even outside its time with Alex Henshaw the Aircraft has led a fascinating life.
Question 1: Ernie Crabtree (corrected from Eric Grabtree) Force Landed G-AEXF at RAF Cetterick on the 6 Aug 1965 - He is always shown as owner, yet John Appleyard is still shown as registered owner until the 1st August and then registered to Northern Air Taxis on the 10th August 1965. So was Eric the owner?
Question 2: North Air Taxis were registered owners of the Aircraft from August 65
until 11 October 1968when they notified the CAA that the Aircraft was PWfU.
But when did they sell/give to a Museum?
Question 3 - Which Museum?
I know it was at Squires Gate in 1970 when vandalised
Question 4 - John Batt Registered the Aircraft in 1970 - Was this a rescue attempt that didn't get off the ground?
Question 5 and Last - Before buying G-AEXF John Penrose did a trial flight with the Aircraft and had the bad luck to break it on landing (all sources agree it wasn't his fault), but none state the date. Any ideas?
I think I have got most of the rest of the history straight (including its time in France during the War, although if anyone knows how M. Victor Vermoral was killed it would satisfy my morbid curiosity).
Whilst discovering the 'facts' has been an interesting journey, it has shown the limitation of many Interent Sources as there are too many contraditions between them.
Oh and here is a 640x480 Pix of the Scan:
Question 1: Ernie Crabtree (corrected from Eric Grabtree) Force Landed G-AEXF at RAF Cetterick on the 6 Aug 1965 - He is always shown as owner, yet John Appleyard is still shown as registered owner until the 1st August and then registered to Northern Air Taxis on the 10th August 1965. So was Eric the owner?
Question 2: North Air Taxis were registered owners of the Aircraft from August 65
until 11 October 1968when they notified the CAA that the Aircraft was PWfU.
But when did they sell/give to a Museum?
Question 3 - Which Museum?
I know it was at Squires Gate in 1970 when vandalised
Question 4 - John Batt Registered the Aircraft in 1970 - Was this a rescue attempt that didn't get off the ground?
Question 5 and Last - Before buying G-AEXF John Penrose did a trial flight with the Aircraft and had the bad luck to break it on landing (all sources agree it wasn't his fault), but none state the date. Any ideas?
I think I have got most of the rest of the history straight (including its time in France during the War, although if anyone knows how M. Victor Vermoral was killed it would satisfy my morbid curiosity).
Whilst discovering the 'facts' has been an interesting journey, it has shown the limitation of many Interent Sources as there are too many contraditions between them.
Oh and here is a 640x480 Pix of the Scan:
Last edited by Opssys; 16th Dec 2008 at 09:04.
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Q5 - from memory the accident at Redhill was early 1986 which would tie in with the aircraft being registered to Desmond Penrose later that year. It was also damaged by an Auster running amok at Redhill a year or so previously.
Aeroplane Monthly published a two part account of the restoration by Tom Storey and Martin Barraclough several years ago - included a potted history I'll see if I can locate tonight.
PS, think it was Ernie Crabtree...
Aeroplane Monthly published a two part account of the restoration by Tom Storey and Martin Barraclough several years ago - included a potted history I'll see if I can locate tonight.
PS, think it was Ernie Crabtree...
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You may have seen this site before. If not lots of links for AEXF.
Browse Flight's archive of Historic Aviation
Sorry I don't have time to read through them all myself. Let me know if it any help.
Browse Flight's archive of Historic Aviation
Sorry I don't have time to read through them all myself. Let me know if it any help.
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Treadigraph and Ken.
Thank you for your replies
The Accidents at Rehill:
The Auster was in 1983 and after that Tom Storey became the sole registered owner.
The 1986 Incident - Desmond Penrose - More formally John Desmond Penrose. He owned the Aircraft as of May 1986, so I am currently guessing his accident was April.
But if I guess and publish, then someone somewhere is going to pick me up on it.
As for the Aeroplane Article I would appreciate any information:. What I have written so far on this part of the History is as concise as anything I do, but is a rough Draft:
Note the Date John Batt Ceased to be registered owner and Martin and Tom became owners is 3 Months apart but that appears to be explained in the Registration Notes.
The Story Continues (in Draft - So its rough):
Ernie Crabtree - You are correct - totally my 'bad'. He who posts to PPRuNe should check his own writing before guessing any name! Note I have NOW edited my original post to correct this!
I think I have been through most of them. Just when I was starting to get a Life too!
But on a general note, the Flight Archive is an invaluable resource and repays the time spent searching, Just be aware it does take time and if you spot Articles that interest you, but are not related to the search, then hours and hours will pass!
Thank you for your replies
The Accidents at Rehill:
The Auster was in 1983 and after that Tom Storey became the sole registered owner.
The 1986 Incident - Desmond Penrose - More formally John Desmond Penrose. He owned the Aircraft as of May 1986, so I am currently guessing his accident was April.
But if I guess and publish, then someone somewhere is going to pick me up on it.
As for the Aeroplane Article I would appreciate any information:. What I have written so far on this part of the History is as concise as anything I do, but is a rough Draft:
In early 1972 two members of the Tiger Club Tom Storey and Martin Barraclough acquired G-AEXF from Mr Batt and became joint registered owners on the 11 April that year.
The Aircraft Transported to Redhill Aerodrome and there then followed a total rebuild, in many cases requiring major re-manufacturing of parts to bring the Aircraft back to near the original factory configuration. A ground up rebuild restoration was going to take years and also technical knowledge of the Aircraft, re-enter Jack Cross formerly of Essex Aero, who collaborated on the restoration and the specialist skills of Speedwell Sailplanes of Marple who rebuilt the Wings.
In early April 1978 the rebuild was complete and the lives of Alex Henshaw and G-AEXF once more began to converge.
Between 1954 and the early 1970's Alex Henshaw had been running his business and looking after wife and son Alexander Junior. As the rebirth of G-AEXF approached, so the newly retired Alex Henshaw was starting his first book: 'Sigh for a Merlin'.
On 24th June 1978 Alex was reunited with G-AEXF and Jack Cross at Old Warden home of the Shuttleworth Collection . Alex presented Tom Storey and Martin Barraclough with his Capetown Journey Logbook.
In 1979 with G-AEXF operating from Redhill, Alex Henshaw's 'Sigh for a Merlin' was published and work on a second book 'The Flight of the Mew Gull' about his adventures with G-AEXF was underway. This was published in 1980. Surely this was the last time there would be a direct link between Alex Henshaw and the Mew Gull?
The Aircraft Transported to Redhill Aerodrome and there then followed a total rebuild, in many cases requiring major re-manufacturing of parts to bring the Aircraft back to near the original factory configuration. A ground up rebuild restoration was going to take years and also technical knowledge of the Aircraft, re-enter Jack Cross formerly of Essex Aero, who collaborated on the restoration and the specialist skills of Speedwell Sailplanes of Marple who rebuilt the Wings.
In early April 1978 the rebuild was complete and the lives of Alex Henshaw and G-AEXF once more began to converge.
Between 1954 and the early 1970's Alex Henshaw had been running his business and looking after wife and son Alexander Junior. As the rebirth of G-AEXF approached, so the newly retired Alex Henshaw was starting his first book: 'Sigh for a Merlin'.
On 24th June 1978 Alex was reunited with G-AEXF and Jack Cross at Old Warden home of the Shuttleworth Collection . Alex presented Tom Storey and Martin Barraclough with his Capetown Journey Logbook.
In 1979 with G-AEXF operating from Redhill, Alex Henshaw's 'Sigh for a Merlin' was published and work on a second book 'The Flight of the Mew Gull' about his adventures with G-AEXF was underway. This was published in 1980. Surely this was the last time there would be a direct link between Alex Henshaw and the Mew Gull?
The Story Continues (in Draft - So its rough):
As for G-AEXF, she continued operating from Redhill and even an accident in 1983 when an Auster collided with with her only resulted in a short repair interlude. In the same year Tom Storey became the sole registered owner.
On 21st January 1984 the creator of the Mew Gull and the other Percival Gull Aircraft types, Edgar Wikner Percival passed away aged 88.
As for G-AEXF, by early 1986 Tom Storey had been involved with the Mew Gull for 14 Years and put G-AEXF up for sale
On 21st January 1984 the creator of the Mew Gull and the other Percival Gull Aircraft types, Edgar Wikner Percival passed away aged 88.
As for G-AEXF, by early 1986 Tom Storey had been involved with the Mew Gull for 14 Years and put G-AEXF up for sale
You may have seen this site before. If not lots of links for AEXF.
Browse Flight's archive of Historic Aviation
Sorry I don't have time to read through them all myself. Let me know if it any help.
Browse Flight's archive of Historic Aviation
Sorry I don't have time to read through them all myself. Let me know if it any help.
But on a general note, the Flight Archive is an invaluable resource and repays the time spent searching, Just be aware it does take time and if you spot Articles that interest you, but are not related to the search, then hours and hours will pass!
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I've run both copies of Aeroplane to ground - blimey! May and June 2003...
No mention of the ditch accident at Redhill BUT in Michael Jones's book "Tiger Club - the Redhill Saga" it is mentioned as having occurred in the spring of 1985. Presumably the delay in purchase of the wreck by Penrose was pending legal/insurance wrangles?
Regarding Q1, according to the Aeroplane article (by Martin Barraclough) implies is that Crabtree owned it and following the forced landing, he donated it to the Historic Aircraft Preservation Society (HAPS) at Booker, and resold to a "museum" at Blackpool (was this Reflectair?) who cut through the main spar in 1970...
British Civil Aircraft Volume 3 says that the aircraft was re-engined with a Gipsy Queen 2 in 1962 by Appleyard at Yeadon and flown by Ernie Crabtree... Crabtree was Northern Air Taxis wasn't he?
Finally, after acquiring the Mew in '72, Storey and Barraclough recovered the vandalised airframe from Blackpool, but also sundry parts from Bob Batt presumably from Southend and also Roger Steele a BEA engineer.
Plate of spaghetti.... Do you want a PDF of any of this?
Cheers
Treadders
PS, probably sacrilege to say this, but I prefer the Storey restoration - it's a far more elegant aircraft to look at than Henshaw's modified aircraft, though I know the mods were necessary to make it the record breaker it became! I can still remember visiting the Tiger Club hangar in early July 1978 and beholding a beautiful shape lurking inside...!
No mention of the ditch accident at Redhill BUT in Michael Jones's book "Tiger Club - the Redhill Saga" it is mentioned as having occurred in the spring of 1985. Presumably the delay in purchase of the wreck by Penrose was pending legal/insurance wrangles?
Regarding Q1, according to the Aeroplane article (by Martin Barraclough) implies is that Crabtree owned it and following the forced landing, he donated it to the Historic Aircraft Preservation Society (HAPS) at Booker, and resold to a "museum" at Blackpool (was this Reflectair?) who cut through the main spar in 1970...
British Civil Aircraft Volume 3 says that the aircraft was re-engined with a Gipsy Queen 2 in 1962 by Appleyard at Yeadon and flown by Ernie Crabtree... Crabtree was Northern Air Taxis wasn't he?
Finally, after acquiring the Mew in '72, Storey and Barraclough recovered the vandalised airframe from Blackpool, but also sundry parts from Bob Batt presumably from Southend and also Roger Steele a BEA engineer.
Plate of spaghetti.... Do you want a PDF of any of this?
Cheers
Treadders
PS, probably sacrilege to say this, but I prefer the Storey restoration - it's a far more elegant aircraft to look at than Henshaw's modified aircraft, though I know the mods were necessary to make it the record breaker it became! I can still remember visiting the Tiger Club hangar in early July 1978 and beholding a beautiful shape lurking inside...!
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There is a replica of the aircraft at the RAF Museum
Percival Mew Gull airplane pictures & aircraft photos - RAF Museums
Dave
Percival Mew Gull airplane pictures & aircraft photos - RAF Museums
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a far more elegant aircraft to look at than Henshaw's modified aircraft, though I know the mods were necessary to make it the record breaker it became
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This pic (on the pilotfriend website) shows the aircraft as she looks today, rebuilt after a second accident with Des Penrose (engine failure and a forced landing in standing crop near Old Warden), which shows the visual differences between the Percival design in Opssys's pic and the mods for Henshaw by Jack Cross. How was she rebuilt after the Redhill accident, I can't recall?
if you want to know the nuts and bolts differences, I do recommend you read Alex Henshaw's "Flight of the Mew Gull" - an excellent book!
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Gentlemen.
Thanks in order.
Treadigraph Wow! The confusion is now lifting. If Ernie Crabtree and Northern Air Taxis were linked then that explains why the CAA never had him as registered owner. Also I have noted Registration Dates and actual Ownership change don't always match
(not just researching this. but other Aircraft)
The Museum Info you provided is a great help.
British Civil Aircraft Volume 3 has been a Great help as it covered the Proctor Undercarriage and most of the Canopy Mods as well as the Queen 2 Change.
As for the Penrose Crash being in 1985 a Insurance/Legal delay makes sense.
The Parts recovery also useful.
As for a PDF hmm I think I'll be OK with your Post Information
D*mn it Treadigraph you should be writing the history not me!
Note to self: Why did I get rid of all those Aeroplane/Flypast and Flight Mags!
Capt Airclues: The Replica was entirely Funded by Alex Henshaw and was built by the same people who did the Penrose/Henshaw funded work on the 'real thing' Its not many Aircraft that have their own Doppelganger.
Brian.
On the Specification front some Guys in South Africa put this together:
Kings Cup Specification:
Cape Record Specification
Treaders, once again many thanks
Thanks in order.
Treadigraph Wow! The confusion is now lifting. If Ernie Crabtree and Northern Air Taxis were linked then that explains why the CAA never had him as registered owner. Also I have noted Registration Dates and actual Ownership change don't always match
(not just researching this. but other Aircraft)
The Museum Info you provided is a great help.
British Civil Aircraft Volume 3 has been a Great help as it covered the Proctor Undercarriage and most of the Canopy Mods as well as the Queen 2 Change.
As for the Penrose Crash being in 1985 a Insurance/Legal delay makes sense.
The Parts recovery also useful.
As for a PDF hmm I think I'll be OK with your Post Information
D*mn it Treadigraph you should be writing the history not me!
Note to self: Why did I get rid of all those Aeroplane/Flypast and Flight Mags!
Capt Airclues: The Replica was entirely Funded by Alex Henshaw and was built by the same people who did the Penrose/Henshaw funded work on the 'real thing' Its not many Aircraft that have their own Doppelganger.
Brian.
On the Specification front some Guys in South Africa put this together:
Kings Cup Specification:
Cape Record Specification
Treaders, once again many thanks
Gnome de PPRuNe
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Pleasure Opssys. No problem to PDF anything you might want.
Presumably Northern Air Taxis became Northair Aviation in due course? Have they folded or been absorbed? I remember them as a major Cessna dealer...
Presumably Northern Air Taxis became Northair Aviation in due course? Have they folded or been absorbed? I remember them as a major Cessna dealer...
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Mew Gull
Sorry, I only saw this thread rather late in the day. If it is of interest, Lesley Hunt's book 'Veteran and Vintage Aircraft - Enlarged Edition' of about 1968 (I think - no publication date is shown) records XF at Wycombe Air Park (sic) as follows, in a list including a Monospar, 2 x Rapides, 2 x MS 230, Stampe, Fokker E3 replica, Antoinette replica, Piper Cub, Proctor and Nipper (Dixon):
"Douglas Bianchi's Personal Plane Services offer: ........Mew Gull G-AEXF ex ZS-ASM, winner 1938 and 1955 King's Cup races and holder UK-Cape and back solo records 1939 - now HAPS machine....)" There is also a small photo of XF airborne but with no attribution or further details.
Kenneth Munson's book 'British Aircraft' (Ian Allan) of 1963 lists XF as owned by JEG Appleyard. No photos or other info.
"Douglas Bianchi's Personal Plane Services offer: ........Mew Gull G-AEXF ex ZS-ASM, winner 1938 and 1955 King's Cup races and holder UK-Cape and back solo records 1939 - now HAPS machine....)" There is also a small photo of XF airborne but with no attribution or further details.
Kenneth Munson's book 'British Aircraft' (Ian Allan) of 1963 lists XF as owned by JEG Appleyard. No photos or other info.
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As for the Penrose Crash being in 1985 a Insurance/Legal delay makes sense.
General consensus was that the drainage ditch was inadequately warned and inadequately marked but Desmond was pilot in command when the accident occurred - during a trial flight with a view to purchasing. The Mew Gull was badly damaged and needed major restoration. He had to decide whether to repair or buy. He bought.
I discussed the matter with Desmond, but only informally - everything being settled amicably between them. If I'd acted in a professional capacity, I'd have a record somewhere and be able to give a precise date. Sorry not to be able to help.
If I recall correctly - this was more than 20 years ago:
Desmond's initial intention was to restore it back to its standard Percival mode, not to the Cape configuration because of the extra expense involved. However, after discussion with Alex Henshaw - the only person then still living who had knowledge of the modifications for the Cape configuration - they reached an agreement whereby Desmond would fund the rebuild up to the amount it would cost to restore to the standard Percival spec and Alex would meet the costs beyond that. Alex agreed to oversee the project and guarantee the accuracy of the completed aircraft.
I assume, but don't know for certain, it was then restored to Cape configuration under that arrangement.
Desmond's first post-restoration flight from Old Warden was satisfactory apart from a few minor problems. However, during a subsequent test flight he had an engine failure and had no option but to force land in the best of a choice of fields all with standing crops.
Alex's view was that if you had an engine failure in the Mew Gull you shouldn't expect to survive. However, Desmond was an exceptionally able and experienced former test pilot and landed safely. Unfortunately, the crops clogged the spats and the aircraft flipped over.
The Mew Gull was rebuilt yet again, but this time not in Cape configuration.
FL
Last edited by Flying Lawyer; 22nd Dec 2008 at 00:49.
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Let the CAA give you all the answers you want here: GINFO Registration History | Aircraft Register | Safety Regulation
Open the .pdf files and discover some excellent info regarding the history of this aeroplane.
I took the liberty of levelling your photo.
Open the .pdf files and discover some excellent info regarding the history of this aeroplane.
I took the liberty of levelling your photo.
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I will cover the most recent posts in response to my questions, but perversely in reverse order.:
Tiger_Mate: G-INFO proved useful when building a 'skeleton' of the History and for most of the life of G-AEXF was accurate (by cross checking) for pinning down changes of ownership, but for a period during the 60's, like Car Registration Documents of the same period was accurate, but only for a relative value of accuracy!
As for straightening the picture, that has presented a interesting conundrum as for the what is becoming in internet terms a 1980 Croydon Air Show Feature (Amateur Video courtesy of .Steve Burdon, Eight Pictures from myself, plus a Scan of the Progamme for the show) keeping the pictures n their raw state has as a certain merit. However if the History of G-AEXF becomes as comprehensive at it appears likely, then a PDF Version would be logical, in which case cleaning up my Pictures and obtaining permission to publish other pictures covering the life of XF would be a necessity.
Flying Lawyer
Thank you for removing possible legal wrangles from the equation, whilst all sources I have able to find follow the same pattern: The accident wasn't Desmond Penrose fault,and it happened in the spring, the Year is never stated an therefore it could be 1985, or 1986 (Change of ownership was delayed but by how much).
Aside: When Desmond Penrose approached Alex Henshaw. It must be remembered that Jack Cross had died in early October 1981 (Whilst involved with the restoration of G-ACSS), Although not party to the Essex Aero Modifications, Edgar Percival had died in Januarry 1984 and Arthur Bage (main designer of the E.2/E.2H) was in the last year of his life. So Alex Henshaw was indeed the 'last man standing' as regards an intimate knowledge of the Pre-War period of XF.
Back of FL's Post: The agreement between Penrose and Henshaw agrees with all other sources. The date of the Accident at Old Warden I have yet to discover.
DeepestSouth:
If the publication date was 1988 then probably HAPS had the Aircraft in 1987, or my current guess March 1986.
I now know the wings were sawn off to permit transport from Booker to Squires Gate and from 1970-1972 was in open storage with little or no protection (sigh)!
Now that is interesting. I would be grateful if you could tell me where that appeared and a date?
They were quick off the mark as James Appleyard only acquired XF from Fred Dunkerley in October 1962.
Tiger_Mate: G-INFO proved useful when building a 'skeleton' of the History and for most of the life of G-AEXF was accurate (by cross checking) for pinning down changes of ownership, but for a period during the 60's, like Car Registration Documents of the same period was accurate, but only for a relative value of accuracy!
As for straightening the picture, that has presented a interesting conundrum as for the what is becoming in internet terms a 1980 Croydon Air Show Feature (Amateur Video courtesy of .Steve Burdon, Eight Pictures from myself, plus a Scan of the Progamme for the show) keeping the pictures n their raw state has as a certain merit. However if the History of G-AEXF becomes as comprehensive at it appears likely, then a PDF Version would be logical, in which case cleaning up my Pictures and obtaining permission to publish other pictures covering the life of XF would be a necessity.
Flying Lawyer
Thank you for removing possible legal wrangles from the equation, whilst all sources I have able to find follow the same pattern: The accident wasn't Desmond Penrose fault,and it happened in the spring, the Year is never stated an therefore it could be 1985, or 1986 (Change of ownership was delayed but by how much).
Aside: When Desmond Penrose approached Alex Henshaw. It must be remembered that Jack Cross had died in early October 1981 (Whilst involved with the restoration of G-ACSS), Although not party to the Essex Aero Modifications, Edgar Percival had died in Januarry 1984 and Arthur Bage (main designer of the E.2/E.2H) was in the last year of his life. So Alex Henshaw was indeed the 'last man standing' as regards an intimate knowledge of the Pre-War period of XF.
Back of FL's Post: The agreement between Penrose and Henshaw agrees with all other sources. The date of the Accident at Old Warden I have yet to discover.
DeepestSouth:
If the publication date was 1988 then probably HAPS had the Aircraft in 1987, or my current guess March 1986.
I now know the wings were sawn off to permit transport from Booker to Squires Gate and from 1970-1972 was in open storage with little or no protection (sigh)!
Douglas Bianchi's Personal Plane Services offer: ........Mew Gull G-AEXF ex ZS-ASM, winner 1938 and 1955 King's Cup races and holder UK-Cape and back solo records 1939 - now HAPS machine.
Kenneth Munson's book 'British Aircraft' (Ian Allan) of 1963 lists XF as owned by JEG Appleyard. No photos or other info.
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G-AEXF Mew Gull - Some Questions UPDATE
This updates what I think I now know since the questions waere originally poseted:
Question 1: Ernie Crabtree Force Landed G-AEXF at RAF Cetterick on the 6 Aug 1965 - He is always shown as owner, yet John Appleyard is still shown as registered owner until the 1st August and then registered to Northern Air Taxis on the 10th August 1965. So was Ernie the owner?
J.E.G Appleyard stopped advertising XF in April 1965. I suspect title of the
passed to Ernie Crabtree immediately after, but no one bothered to register the change, until after the accident at Catterick on the 9th August 65. Thanks to Treadigraph I now know that Ernie Crabtree and Northern Air Taxis are effectively one and the same.
Question 2: North Air Taxis were registered owners of the Aircraft from August 65
until 11 October 1968when they notified the CAA that the Aircraft was PWfU.
But when did they sell/give to a Museum?
Ernie Crabtree advertised XF in Flight in February 1966. I suspect he donated to HAPS shortly after, but this is still unclear as the Aircraft was not advised as Permanently Withdrawn from Use until Oct 68.
Question 3 - Which Museum?
I know it was at Squires Gate in 1970 when vandalised
Historic Aircraft Preservation Society (HAPS) at Booker and thence to Reflectaire Ltd first at Booker, then Squires Gate. Wings Sawn off at Booker, further vandalised at Squires Gate
Question 4 - John Batt Registered the Aircraft in 1970 - Was this a rescue attempt that didn't get off the ground?
The short Answer is YES. John Robert (Bob) Batt did acquire XF as a restoration, but it appears discovered attempting it was beyond him and passed the Airframe to Barraclough and Storey, plus sundry items he had transferred to Sothend. Obviously a Percival fan, Bob Batt owned a Proctor and a Prentice.
Question 5 and Last - Before buying G-AEXF John Penrose did a trial flight with the Aircraft and had the bad luck to break it on landing (all sources agree it wasn't his fault), but none state the date. Any ideas?
Currently either Spring 85, or 86.
Add to that the crash at old Warden Date
Finally for this post:
Up until the transfer of XF to HAPS I am as 'happy' as I am ever going to be, that I have traced the History of XF. Although the circumstances of the killing of Victor Vermoral are still a mystery. One trivial item passed to me in another place was that Hugh Scrope whilst in France recovering XF was told by a Clairvoyant that anyone who owned XF would suffer ill fortune!
Question 1: Ernie Crabtree Force Landed G-AEXF at RAF Cetterick on the 6 Aug 1965 - He is always shown as owner, yet John Appleyard is still shown as registered owner until the 1st August and then registered to Northern Air Taxis on the 10th August 1965. So was Ernie the owner?
J.E.G Appleyard stopped advertising XF in April 1965. I suspect title of the
passed to Ernie Crabtree immediately after, but no one bothered to register the change, until after the accident at Catterick on the 9th August 65. Thanks to Treadigraph I now know that Ernie Crabtree and Northern Air Taxis are effectively one and the same.
Question 2: North Air Taxis were registered owners of the Aircraft from August 65
until 11 October 1968when they notified the CAA that the Aircraft was PWfU.
But when did they sell/give to a Museum?
Ernie Crabtree advertised XF in Flight in February 1966. I suspect he donated to HAPS shortly after, but this is still unclear as the Aircraft was not advised as Permanently Withdrawn from Use until Oct 68.
Question 3 - Which Museum?
I know it was at Squires Gate in 1970 when vandalised
Historic Aircraft Preservation Society (HAPS) at Booker and thence to Reflectaire Ltd first at Booker, then Squires Gate. Wings Sawn off at Booker, further vandalised at Squires Gate
Question 4 - John Batt Registered the Aircraft in 1970 - Was this a rescue attempt that didn't get off the ground?
The short Answer is YES. John Robert (Bob) Batt did acquire XF as a restoration, but it appears discovered attempting it was beyond him and passed the Airframe to Barraclough and Storey, plus sundry items he had transferred to Sothend. Obviously a Percival fan, Bob Batt owned a Proctor and a Prentice.
Question 5 and Last - Before buying G-AEXF John Penrose did a trial flight with the Aircraft and had the bad luck to break it on landing (all sources agree it wasn't his fault), but none state the date. Any ideas?
Currently either Spring 85, or 86.
Add to that the crash at old Warden Date
Finally for this post:
Up until the transfer of XF to HAPS I am as 'happy' as I am ever going to be, that I have traced the History of XF. Although the circumstances of the killing of Victor Vermoral are still a mystery. One trivial item passed to me in another place was that Hugh Scrope whilst in France recovering XF was told by a Clairvoyant that anyone who owned XF would suffer ill fortune!
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The date of the Accident at Old Warden I have yet to discover.
If that is correct, they should know the date of the forced landing.
The company is called either AJD Engineering or Hawker Restorations - sister companies - and based in or near Ipswich.
You refer in your most recent post to 'John Penrose'.
I don't doubt John is one of his Christian names but he has always been known in the industry as Desmond Penrose.
Another snippet -
Forward visibility with the Cape config cockpit was very poor when the aircraft was on the ground. Henshaw taxiied it by walking beside the aircraft with his hand on the throttle!
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Douglas Bianchi's Personal Plane Services offer: ........Mew Gull G-AEXF ex ZS-ASM, winner 1938 and 1955 King's Cup races and holder UK-Cape and back solo records 1939 - now HAPS machine. Now that is interesting. I would be grateful if you could tell me where that appeared and a date?
It is in "Veteran and Vintage Aircraft (Enlarged Edition)" published by Leslie Hunt of 90, Woodside, Leigh on Sea, Essex and printed by the Essex Chronicle Series Ltd, Westway, Chelmsford, Essex. This is the 2nd Edition - the first, and much smaller, was almost entirely military aircraft and has no mention of XF. There is no publication date but the Foreword mentions planned publication in Autumn 1967, and 'now' as November 1967. This ties in with my memory of buying the book, new, before I left school, which was in 1969. My best guess is that it was finally published in early 1968 but the information was from a point in 1967 at the latest.The photo shows XF from the port side, airborne over the sea with what looks like a stretch of coastline in the background. I'm happy to scan the text and photo to you if that would help either on to this site or via a PM.
Leslie Hunt published both editions to raise money for Truelove's School and his books were 'bible's' for the fledgling aircraft preservation movement in the 1960s - he really was an important figure. I don't know if Leslie is still with us, but perhaps his papers might shed further light.
My sincere respect to you for taking on this task!
It is in "Veteran and Vintage Aircraft (Enlarged Edition)" published by Leslie Hunt of 90, Woodside, Leigh on Sea, Essex and printed by the Essex Chronicle Series Ltd, Westway, Chelmsford, Essex. This is the 2nd Edition - the first, and much smaller, was almost entirely military aircraft and has no mention of XF. There is no publication date but the Foreword mentions planned publication in Autumn 1967, and 'now' as November 1967. This ties in with my memory of buying the book, new, before I left school, which was in 1969. My best guess is that it was finally published in early 1968 but the information was from a point in 1967 at the latest.The photo shows XF from the port side, airborne over the sea with what looks like a stretch of coastline in the background. I'm happy to scan the text and photo to you if that would help either on to this site or via a PM.
Leslie Hunt published both editions to raise money for Truelove's School and his books were 'bible's' for the fledgling aircraft preservation movement in the 1960s - he really was an important figure. I don't know if Leslie is still with us, but perhaps his papers might shed further light.
My sincere respect to you for taking on this task!
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I reached a point just before Christmas when researching XF was interfering with every other project and indeed preparations for the Christmas Break - So decided to stop work on it for a Week.
One thing is now clear that a PDF Version will be essential, and I shall be restarting work on the G-AEXF History in the next few days! However as I planned the period between XMAS and New Year as the time to update and expand the Gatwick-Heathrow Air Links into a corrected 2nd Edition and I am a little peeved I didn't realise how much I would become involved with the Mew Gull
Moving on to the latest posts:
Flying Lawyer:
Later this week I will contact Skyport Engineering who were involved in the first Penrose/Henshaw Restoration and then Hawker Restorations/AJD Engineering
for the second Penrose Restoration and the Henshaw Replica.
Also Thanks very much for the snippet on :
Deepsouth:
Thanks for the updated information on the Advertisement and the narrowing of relevant dates. I agree that HAPS must have had the Mew Gull in 1967 so 1966 is still possible. It is interesting that Personal Plane Services were the sales agents.
I guess I'll try Tony Bianchi's company to see if their PPS Archive has the advertisement date.
Also a thank you for the 'Heads Up' on Leslie Hunt.
As for:
Respect, or lack of it, will only be earned when the Gurus of PPRuNe have seen the finished article and decided on its merits (or otherwise). I am never happy with any project, Airline/Airport Computer System Design, or Training Manual, I have ever produced and I have no doubt I will feel the same about this, but having such a knowledgeable group waiting to review it, well obviously I'm under no pressure at all to ensure I do a good job .
One thing is now clear that a PDF Version will be essential, and I shall be restarting work on the G-AEXF History in the next few days! However as I planned the period between XMAS and New Year as the time to update and expand the Gatwick-Heathrow Air Links into a corrected 2nd Edition and I am a little peeved I didn't realise how much I would become involved with the Mew Gull
Moving on to the latest posts:
Flying Lawyer:
Later this week I will contact Skyport Engineering who were involved in the first Penrose/Henshaw Restoration and then Hawker Restorations/AJD Engineering
for the second Penrose Restoration and the Henshaw Replica.
Also Thanks very much for the snippet on :
Forward visibility with the Cape config cockpit was very poor when the aircraft was on the ground. Henshaw taxiied it by walking beside the aircraft with his hand on the throttle!
Deepsouth:
Thanks for the updated information on the Advertisement and the narrowing of relevant dates. I agree that HAPS must have had the Mew Gull in 1967 so 1966 is still possible. It is interesting that Personal Plane Services were the sales agents.
I guess I'll try Tony Bianchi's company to see if their PPS Archive has the advertisement date.
Also a thank you for the 'Heads Up' on Leslie Hunt.
As for:
My sincere respect to you for taking on this task!
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Opssys - it seems that Victor Vermorel (vs Vermoral) was killed at the battle of Vercors on 23 July 1944, not flying, but wielding a machine gun. Wikipedia will tell you in general about Vercors without mentioning M. Vermorel, other sites do, and I found most by entering 'Victor Vermorel Aviateur' in Google.
A detailed account of the battle of Vercors (in French) is here: www.beaucoudray.free.fr/vercors2.htm
There is also a plaque erected in his memory illustrated at
http://www.pagesperso-orange.fr/espa...lyon/drome.pdf
Mention is made of him too at www.geo.anse.com/geo/aero115.htm
He was obviously a very well-known industrialist, viticulturist, inventor (spray can, etc), an accomplished pilot, but also deeply involved in the French Resistance.
At one time he owned, amongst others, Farman F.231 F-ALGY
I hope this helps.
Good Luck
Alan
A detailed account of the battle of Vercors (in French) is here: www.beaucoudray.free.fr/vercors2.htm
There is also a plaque erected in his memory illustrated at
http://www.pagesperso-orange.fr/espa...lyon/drome.pdf
Mention is made of him too at www.geo.anse.com/geo/aero115.htm
He was obviously a very well-known industrialist, viticulturist, inventor (spray can, etc), an accomplished pilot, but also deeply involved in the French Resistance.
At one time he owned, amongst others, Farman F.231 F-ALGY
I hope this helps.
Good Luck
Alan
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atb1943
Your Information is musch appreciated and I will add your input to the ever expanding text, as the mystery of Victor Vermorel (vs Vermoral) was really getting too me (when I really should have been concerned with current pressing real world issues :-).
Some of the links you provide lead to 'dead pages', but I have found through Google there is a memorial to him in the unfortunately named (at least in English) town of Die.
Once again thanks for the information.
Douglas
Your Information is musch appreciated and I will add your input to the ever expanding text, as the mystery of Victor Vermorel (vs Vermoral) was really getting too me (when I really should have been concerned with current pressing real world issues :-).
Some of the links you provide lead to 'dead pages', but I have found through Google there is a memorial to him in the unfortunately named (at least in English) town of Die.
Once again thanks for the information.
Douglas