Eastleigh District Chief Scouts Challenge
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T
his Museum was opened in 1982 with exhibits showing over 70 years of military aviation in Sussex. It gave a special emphasis on the RAF at Tangmere and the air war over southern England from 1939 to 1945. The museum is run by volunteers - many of whom were wartime RAF pilots, navigators and ground crew as you will see further on in this project. During our visit to Tangmere we made many notes which were used in the write up which follows.
Introduction
This day log goes through every day of the Chief Scouts Challenge hike on 1st- 3rd May 1999. Those in the group were Chris Hatton, Kiera Moynihan, David Tubb, Graham Hill (also known as Billy), and myself.
After waking up and having breakfast I gathered up the remainder of things to go in my bag such as sandwiches for that day. I made my way up to the 7th HQ in Fair Oak in the car, which was driven by my mum. We arrived at the hut early and we waited for the others to arrive. When everybody turned up we checked we had everything. We left at 10.25; Kiera's mum took us. We arrived at Tangmere around 11 AM.
We all paid our entrance fees and put our bags behind the counter. After looking around a couple of old men started to talk to us about crashing spitfires in sandstorms. They had both done the same thing - over run the runway and nose-dived into the sand in the dessert. It was now very sunny and hot so we proceeded to eat lunch on a bench outside. After lunch we went back in and took many photographs. Chris accidentally broke one of the exhibits and quickly moved away. They had 5 different engines, which they had edited so they would turnover by an electric motor. I had good fun testing all of them out.
We eventually started our walk to the first campsite at approximately 2.30p.m. It was amazingly sunny. About half way through the walk to the campsite we came across a small river, which had lots of minnows in it. Tubb and Billy started to try and catch them, this is when Tubb sliced his finger. He quickly got a plaster and sealed it up, making lots of fuss. Walking on we came across a large greenhouse and field, which were full of growing seeds. When we thought we had reached the campsite, we had to walk even further as it was in the middle of a large lake on an island. This was a public site and had enough Pitches for thousands of caravans and tents. It was called
Southern Leisure Lakeside Village. It was very busy. According to David (leader) all the facilities were "whaaaaaay down there."
After relaxing for a couple of minutes we put up our tents. Kiera, Chris and me then went for a walk around and the facilities, which were really "whaaaaaay down there." The facilities consisted of Swimming Pool, amusement Park and shop. After investigating these we walked all the way back to the tent. We started to cook our Paella. It came out super and we ate all of it. Unfortunately the custard went slightly wrong and after an hour on the boil it was still too sloppy. It tasted as bad as it looked! Chris and me went down to the lake to take some photographs. It came over very foggy and we could not see across the site. We hung around leaning on the land rover and then went into the tent and went to sleep.
ay 2We were woken up really early by Kiera. I looked at my watch and it said 5.30am! I said to Chris "Do we really want to get up this early?" There was no reply so I turned over and got out of my sleeping bag. As we were still half-asleep we just sat in silence for a couple of moments. We then ventured out of the tent to find Kiera waiting outside. Unfortunately Billie and Tubb were still asleep. As we were now up we put the trangia on to cook breakfast, which was going to be muesli with dried milk (until you added water). The sun was rising and looked very nice so I took another photograph. Chris and I went for another wander around the site to see the lake. By the time we got back the others had got up. Before we could go the tents had to dry. We left at 9am. We walked for a long time. It was very sunny and we eventually stopped for lunch by a farm. We continued across many fields and lanes until...we got to the campsite. After finding the leaders we just lay on the grass and relaxed. After our enjoyable rest we erected the tents. David Patrick told us that the beach was a nice place to go if we wanted. So we went on down and had a very long walk along the beach. The sea was very cold and we could only paddle for a little while. The best part was still to come, the food. We had boil in the bag sausage casserole. It was outstanding and tasted amazing. After that we had boil in the bag sweet dumplings and sauce. Totally tasteful. Then we washed up and went fore another walk with everybody. Half way round we took a detour and went through the village of Wittering. We walked for over 2 hours. I took some good pictures of the sunset. As we returned the leaders were just leaving the campsite to go to the pub, or something like that!Luckily this morning we were not woken up early. Chris, Kiera and I all got up at 7am. Again we got the breakfast ready, which was muesli. Unfortunately Billie and Tubb were still in bed and would not get up. After Chris, Kiera and I had successfully washed up and packed all our stuff we sat around and made sure our tents were drying in the sun. At 8.30 Billie and Tubb came out of their tent and started to cook their breakfast. By the speed they were working at, you could tell that they didn't want to leave early. After they had washed up their breakfast things we got ready to leave...No. Tubb and Billie wanted to stay on the site and play football! We overcome this problem. It was a very sneaky plan. What we were going to do was to change Billy and Tubbs watches. After a couple of minutes Kiera found their watches and proceeded to change them. So instead of it being 9.15 it was 9.45 and oh no it was time to go. The walk we had this morning was very short and half of it took the path of the walk we did the night before. There was one good thing about this little part of the walk and that was that is was very sunny. The final destination was a car park and when we go there it was very busy. There was also an ice cream shop, this was where we all bought ice lollies. As our watches were still set forward 30 minutes we were very early so we lay on the grass for a time, until our transport home arrived. re Sheet
| Item | Amount |
| Food | £11 |
| Entrance to Museum | £2 |
| Booklet on Museum | £0.50 |
| Methylated Spirits | £0.80 |
| Camp Fees | £10 |
| Photograph Developing | £7 |
| Total spent | £31.30 |
The Beginning and World War I
Begg
In November 1916, a pilot flying in fog was thankful to make a safe landing in a clear area at Tangmere. His report concluded that the area would be ideal for an aerodrome. The War Office, then seeking suitable sites, was interested, as the USA needed to re-train its airmen to fly British Handley Page bombers. The two governments agreed to construct five sites along the south coast. Tangmere was one of them.
Tangmere was ready in April 1918, but the Americans were not, so the RAF's 91, 92 and 93 Squadrons moved in for three months, after which the Air Service, American Expeditionary Force, used Tangmere until November 1918. The station closed in 1919, after the end of the First World War, following brief stays by 14 and 40 Squadrons.
World War 1
The First World War display was in the Tangmere Hall contained many fascinating exhibits illustrating the style and equipment of the period.
Pieces of propellers, a Roold helmet, souvenirs, letters from the `front', photographs and an RFC Lieutenant's tunic also feature, as does a photograph of a Zeppelin destroyed at night over Woodford in north-east London in 1916.
The photographs of a BE2c firing rockets, and early bombing techniques, illustrate the rudimentary tactics of the time and are a foretaste of things to come. Pictures of the German airship shot down by Lt W Leefe Robinson during the night of 2 September 1916, for which he received the Victoria Cross, are displayed next to rare aerial reconnaissance photographs taken in France in 1918, graphically illustrating an early function of military aviation.
The Squadron Commander's office includes an old coke stove, a small table desk, maps, squadron orders and a field message book. His helmet is of the fur-lined type. On the outside of his office are depicted the first attempted take-off from a ship and a complete section of the cross motif from a German LVG CII light bomber shot down in April 1916.
The aircraft and pilots of No. I Squadron are shown at Clairmarais in France in 1918. This squadron was to spend many years at Tangmere.
The personal effects of the late Wilfred N Jackson give a fascinating insight into the early days of the RFC. They include medals, documents, cigarettes, leather flying trousers and a flight log book.
Models of British, French and German aircraft of the First World War are displayed below a map showing airfields of the period. Next to them is a Second Lieutenant s tunic complete with RFC wings and wound stripes.
Further documents and a fabric section of a German aircraft bring us to a panel showing an RFC tie, next to the rare examples of Christmas and greetings cards sent to and from Services personnel at the front. Finally, a picture of RFC Sopwith Camels escorting DH4s during the battle of Cambrai in 1917 is signed by T.O.M. Sopwith and by Camel pilot G.R. Riley, MC.
er World War 1
Tangmere’s duty did not stop there; it was still in action during the Battle of Britain and Second World War, of which No. 1 Squadrons hurricanes were at. On 16th August, Tangmere suffered a heavy air raid. The Germans were attacking but Tangmere’s fighter’s shot them down. The station received severe damage. By the end of 1944, Tangmere had recorded 866 enemy aircraft destroyed, 252 probable kills and 440 aircraft damaged. The price of this achievement - just how many of the pilots that flew from Tangmere were lost - this is not known.
Some of the Aircraft at RAF Tangmere
Spitfire, High Speed Hunter MK. 3 and the Hawker Hurricane
Some general information on The Spitfire
The prototype Spitfire in its original form at Eastleigh airport near Southampton. In this view the tail skid is visible and was later replaced with a castoring tail wheel.
Deliveries of production Spitfire 1 began in June 1938, two years after the first production contract had been placed . In those two years Supermarine laid out their Woolston factory for large-scale production and organised one of the largest subcontract schemes ever envisaged in Britain. Until that time, as it was becoming increasingly obvious that there was no limit to the likely demand for the Spitfire. It was also obvious that one factory alone was not going to be able to meet the demand even with sub-contracting. The Nuffield Group laid large-scale plans during 1937 for the construction of another factory at Castle Bromwich near Birmingham, which was for Spitfire production. On April 12,1938 a contract was signed for 1,000 Spitfires to be built at this new factory, of which the actual construction had not then even begun. In the following year, on April 29 further contracts were placed with Supermarine for 200 Spitfires and on August 9th for 450. When Britain went to war on September 3,1939 a total of 2,160 Spitfires were already on order.
The Spitfire 1 weighed 5,280 lb. had a wing loading of 24 lb./s. ft. and a fuel capacity of 85 Imperial gallons. Its maximum speed was 362 mph its maximum diving speed was 450 mph its initial climb rate was 2,500 ft./min. and it took 9.4 minutes to climb to 20,000 feet. Its combat range was 395 miles and its roll rate was 140 deg./sec. Standard armament in what was subsequently to become known as the A wing was eight 0.303-in. Browning machine-guns with 300 rounds of ammunition. The speed of the Spitfire I was marginally higher than that of its principal opponent the Luftwaffes Messerschmitt Bf 109E </messerschmitt/bf109.htm> and it was infinitely more manaeuvrable than the German fighter although the Bf 109E </messerschmitt/bf109.htm> could out
climb and out dive the British fighter and its shell-firing cannon had a longer range than the Spitfire's machine-guns.
Technical Data
Length: 29 ft
Wingspan: 36 ft
Height: 11 ft
Top speed: 308 kts
Serv.Ceiling: 407000 ft
Max. Weight: 1095 lbs
Range: 434 nautical miles
Crew: 1
Engines: V piston engine 1030 hp
Armament: 8* MG 7,7mm
Some general information on The High Speed Hunter MK. 3
The Hunter was designed as a daylight jet
fighter. It
is called the Spitfire of the jet age because of its
elegance. Most countries using them phased them out in the late 60's, but some where on
duty up to the 80's.
Technical Data
Length: 45 ft
Wingspan: 33 ft
Height: 13 ft
Top speed: 616 kts
Serv.Ceiling: 618000 ft
Max. Weight: 3651 lbs
Range: 1665 nautical miles
Crew: 1
Armament: 4 MK 907 kg Bomb.
Some general information on The Hawker Hurricane
The Hawker Hurricane was the first fighter monoplane to join the Royal Air Force and the first combat aircraft adopted by that arm capable of exceeding 300 M.P.H. in level flight.
Often underrated in favour of the Spitfire
, the Hurricane was the main victor of the Battle of Britain. The Royal Air Force had at
that time 32 Hurricane squadrons, compared with 19 Spitfire This meant that 620
Hurricane and Spitfire fighters (with another 84 assorted fighters like the Gloster
Gladiator) had to face the German air threat of 3,500 bombers and fighters. During the
"Battle of Britain", along with the Spitfire , it helped to force the Luftwaffe
to use the Bf 109 to protect the poor performing twin engine Bf 110 escort fighter.
The synthesis of many years' intimate experience of fighter biplane design translated into
the modern formula; a compromise between tradition and requirements born of a new era in
air warfare--such was the Hawker Hurricane. The first fighter monoplane to join the Royal
Air Force and the first combat aircraft adopted by that arm capable of exceeding 300
m.p.h. in level flight, the Hurricane shouldered the lion's share of Britain's defence
during the " Battle of Britain", and was largely responsible for the successful
outcome of this conflict for the defending forces, equipping more than three-fifths of
R.A.F. Fighter Command's squadrons. The Hurricane also proved to possess an astounding
ability for adaptation, and the many roles that it undertook earned for it the distinction
of being the most versatile of single seat warplane to emerge from the Second World War.
The Hurricane was the work of Sydney Camm, who began its design in 1934. The prototype
first took to the air on November 6,1935, at Brooklands, and the initial production
Hurricane 1 entered RAF service
in December 1937, with No 111 Squadron. Powered by the famous Rolls-Royce Merlin
engine, it became the first RAF monoplane fighter with an enclosed cockpit and retractable
undercarriage, its first fighter capable of a level speed in excess of 483 km/h (300 mph),
and its first eight-gun fighter.
Under the command of Sqn. Ldr. J. W. Gillan, No. 111 Squadron quickly settled down with
its new monoplanes, and on February 10, 1938, the commander personally demonstrated the
prowess of the Hurricane by flying from Edinburgh to Northolt at an average speed of 408
m.p.h. Even with a stiff tail-wind this was a remarkable performance. Squadrons were
rapidly equipped with the Hurricane--thanks to the foresight of the Hawker Aircraft
directors--and at the time war was declared, on September 3, 1939, just short of 500
Hurricanes had been delivered and eighteen squadrons had been equipped. These were all of
the Mark I type, armed with eight 0.303-in. machine-guns but having alternative propeller
installations: a Merlin II engine driving a Watts two-blade fixed-pitch wooden propeller,
or a Merlin III of similar power having a standardized shaft for de Havilland or Rotol
three-blade metal propellers. The Hurricane I, at 7,127 Ib. all-up weight, possessed a
maximum speed of 325 m.p.h. at 17,500 feet, a range of 700 miles at 200 m.p.h. at 15,000
feet, a service ceiling of 36,000 feet, and the ability to climb to 20,000 feet in 9
minutes.
During the Battle of Britain, which began in earnest on August 8,1940, Hurricanes concentrated mainly on the destruction of the German Heinkel He 111 and Dornier Do 17 bombers. These were the aircraft that would cause the most damage if allowed to get through. The only Victoria Cross ever awarded to a Fighter Command pilot was won by Ft Lt James Nicolson, a Hurricane pilot of No 249 Squadron who, on August 16,1940, while attacking a German aircraft in front of him, was pounced on from above and behind by other German aircraft. Nicolson's aircraft caught fire, but he continued his attack until he had shot down his original target, then parachuted to safety. The highest scoring Allied pilot of the battle - a Czech named Sergeant Josef Frantisek, who claimed 17 victories - was also a Hurricane pilot.
click to enlarge...
