Shuttleworth, Festival of Flight Air Show

Part 1

Text:	Michael E. Fader
Pictures:	Urs Schnyder & Michael E. Fader

(Picture courtesy Michael E. Fader)

Intro

Following last year’s spectacular air show, the authors’ team couldn’t resist paying another visit to Old Warden. Once again, it was very sunny in England, but nowhere near as hot as in continental Europe. The rather gusty wind was a downside, however. This wasn’t really a problem for most of the aircraft that had flown in, but unfortunately it posed a huge problem for the delicate ‘Edwardians’.

Once again, it is not possible to provide a chronology of the air show, as the programme differed on the two days. We shall therefore limit ourselves to the main highlights of the programme. The flight programme was once again divided into an afternoon session (2.00 pm to 6.30 pm) and an evening session (8.00 pm to approx. 9.30 pm). As the weather conditions were ideal, taking photographs in the evening was no great problem. There were some atmospheric shots (see Part 2 of the report).

The Cars

Traditionally, historic vehicles were also on display before the actual air show. One steam-powered vehicle in particular was very impressive. As aviation experts, we cannot name the exact types of vehicles, but the exhibition was certainly a real feast for the eyes.

(Picture courtesy Michael E. Fader)

Sailplane

The launch of a historic DFS Zögling SG 38 via aerotow – in this case behind a Piper PA-18 – is rather unusual, but is a regular occurrence at Old Warden. Gliders of this type are usually launched using a winch and a long tow rope.

In conversation with a tow pilot, we learnt more about the specifics of aerotow. During the tow, the glider already generates considerable lift. The glider pilot must therefore deliberately keep his aircraft below the tow plane and push it downwards accordingly. Otherwise, the glider would climb above the tow plane and pull its tail upwards – a situation that can be dangerous for the tow pilot.

The necessary downward pressure on the glider demands considerable muscular strength from the glider pilot, particularly in the case of a light, open-cockpit training glider such as the DFS Zögling SG 38. The pilot from the Gliding Heritage Centre once again mastered this demanding task with flying colours in 2026.

DFS Zöglin SG-38 (Picture courtesy Michael E. Fader)

The second glider was a DFS Habicht E, originally from Germany. The aircraft was designed by Hans Jacobs, whilst the key calculations were carried out by the German Research Institute for Gliding (DFS). Just in time for the 1936 Summer Olympics, four examples of the single-seater, constructed from wood, were completed. The DFS Habicht E (D-1901) on display is a replica built by Christoph Zahn, who also flew the aircraft himself.

DFS Habicht E. (Picture courtesy Michael E. Fader)

DFS Habicht E. (Picture courtesy Urs Schnyder)

DFS Habicht E. (Picture courtesy Michael E. Fader)

The great war

The First World War is often referred to as ‘The Great War’ in Anglo-Saxon countries. This period was represented at Old Warden by several aircraft. Unfortunately, not all the aircraft, such as the Bristol M.1, were able to take to the air. Three aircraft were displayed during this part of the programme. The Bristol F.2b Fighter was built in 1918 and has been owned and operated by the Shuttleworth Collection since 1952.

The G-BZSC is a faithful replica of a Sopwith F.1 Camel, built by Northern Aeroplane Workshops. It impresses with its exceptional attention to detail and conveys an authentic impression of the famous First World War fighter aircraft.

The Bristol Scout Type C, registered as G-FDHB, is also a replica. It has several interesting features. Its markings correspond to the colours of the French Armée de l’Air. The reason for this is that the Union Jack, originally used on British military aircraft, was reportedly confused with German national emblems. Consequently, the French circular emblem was introduced. Although the colours were soon changed to the order we recognise today, this change was not implemented until later in the Royal Navy. Consequently, the ‘Scout’ was still in service with this early livery in 1916 during the Dardanelles Campaign.

Also noteworthy is the fitting of an unsynchronised machine gun. This meant there was always a danger of hitting the aircraft’s own propeller – a risk that pilots at the time had to consciously accept.

Sopwith F.1 Camel G-BZSC (Picture courtesy Urs Schnyder)

Sopwith F.1 Camel G-BZSC (Picture courtesy Michael E. Fader)

Sopwith F.1 Camel G-BZSC (Picture courtesy Urs Schnyder)

Sopwith F.1 Camel G-BZSC (Picture courtesy Michael E. Fader)

Bristol Scout Type C G-FDHB (Picture courtesy Urs Schnyder)

Bristol Scout Type C G-FDHB (Picture courtesy Michael E. Fader)

Bristol F.2b Fighter
G-AEPH (Picture courtesy Urs Schnyder)

Bristol F.2b Fighter
G-AEPH (Picture courtesy Michael E. Fader)

Between the wars

The period between the two world wars ranks among the most exciting eras in aviation. In the 1920s, aeroplanes made enormous technical strides: they became more powerful, more reliable and safer. Thanks to more powerful engines, greater ranges and higher speeds became possible. At the same time, wealthy private individuals were able to afford their own aeroplanes for the first time, leading to a boom in recreational and private flying. Overall, the 1920s laid the foundations for modern aviation and established the aeroplane as a major means of transport.

Among the early examples of recreational aviation are the Klemm L 25 and the British Aircraft Swallow II, both on display here. Although the name of one of these aircraft suggests British origins, the reality is exactly the opposite: the British Aircraft Swallow II is a version of the German Klemm L 25 built under licence.

De Havilland D.H. 82A Tiger Moth G-ANKT (Picture courtesy Michael E. Fader)

De Havilland D.H. 82A Tiger Moth G-ANKT (Picture courtesy Urs Schnyder)

De Havilland D.H. 82A Tiger Moth G-ANKT (Picture courtesy Michael E. Fader)

Southern Martlet G-AAYX (Picture courtesy Urs Schnyder)

Desoutter & Parnall (Picture courtesy Urs Schnyder)

Parnall Elf II G-AAIN (Picture courtesy Michael E. Fader)

Southern Martlet, Desoutter & Parnall (Picture courtesy Michael E. Fader)

Desoutter & Parnall (Picture courtesy Michael E. Fader)

Southern Martlet, Desoutter & Parnall (Picture courtesy Urs Schnyder)

Desoutter Mk.1 G-AAPZ (Picture courtesy Michael E. Fader)

Klemm L-25 G-AAUP (Picture courtesy Michael E. Fader)

Klemm L-25 & British Aircraft Swallow II (Picture courtesy Michael E. Fader)

Klemm L-25 G-AAUP (Picture courtesy Michael E. Fader)

British Aircraft Swallow II G-ADPS (Picture courtesy Michael E. Fader)

British Aircraft Swallow II G-ADPS (Picture courtesy Urs Schnyder)

Barnstorming

We had already introduced the British Turbulent Display Team and its four small Druine D.31 Turbulents in our report from La Ferté-Alais. The pilots Dave Hall, Alex Reynier, Adam Parnell and Richard Meredith were also present at Old Warden and put on a spectacular display with their small aircraft. They flew through a gate set up on the ground, dropped sacks of flour onto targets on the ground and burst balloons with their propellers. The aerobatic manoeuvres on display were quite common at air shows in the 1920s.

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

The organisers tried to repeat this display with other aircraft on Sunday. The gate that was set up was larger, but so were the aircraft. Among others, Blackburn B2, Piper PA-18 Super Cub und zwei Miles M.14A Magister were used. However, the larger aircraft presented too large a surface area to the rather gusty wind, and none of them managed to fly through the gate. It just goes to show – bigger isn’t always better.

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

Piper PA-18 Super Cub G-SVAS (Picture courtesy Urs Schnyder)

Blackburn B2 G-AEBJ (Picture courtesy Urs Schnyder)

Miles M.14A Magister G-AJRS (Picture courtesy Urs Schnyder)

Miles M.14A Magister G-AKPF (Picture courtesy Urs Schnyder)

Blackburn B2 G-AEBJ (Picture courtesy Michael E. Fader)

The Target (Picture courtesy Michael E. Fader)

Blackburn B2 G-AEBJ(Picture courtesy Michael E. Fader)

Miles M.14A Magister G-AKPF (Picture courtesy Michael E. Fader)

Ravens

Team Raven, founded in 2014, confidently describes itself as “one of the world’s largest civilian aerobatic teams”. A six-aircraft formation was introduced for the first time in the 2026 season. At Old Warden, however, this formation could only be demonstrated during a flypast. Subsequently, only five aircraft took part in the programme, as pilot Mark Southern (Raven 6) was unable to fly due to illness.

The team flies the Van’s RV-8, a high-performance amateur-built aircraft characterised by outstanding aerobatic capabilities and a high cruising speed. This combination makes the RV-8 a versatile aircraft that excels in both competitive aerobatics and longer cross-country flights.

The team was made up as follows: Raven 1 Simon “Sid” Shirley, Raven 2 Patrick Willson, Raven 3 Pete Wells, Raven 4 Gerald Williams, Raven 5 Russ Eatwell and Raven 7 Bruce Buglass.

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

Messerschmitt Bf-109E4 & Hawker Hurricane

The Messerschmitt Bf.109E4 (D-FEML) at Old Warden was a ‘genuine’ Messerschmitt – that is, one fitted with an original Daimler-Benz DB.601N engine producing 1,175 PS – the only engine of this type still running anywhere in the world. The aircraft was once again flown by the experienced pilot Charlie Brown, who is well known at Old Warden. Over the two days, formation flights were carried out with various other aircraft. The most interesting was the formation with the Hawker Hurricane, as it was one of these aircraft that shot down the Bf.109 on 24 January 1942 in the Murmansk area. At that time, it was serving with the 5th Squadron of Jagdgeschwader 5 “Eismeer”.

On Saturday, there was a formation involving a Supermarine Spitfire and a Gloster Gladiator.

Hurricane XII G-HURI (Picture courtesy Michael E. Fader)

Gladiator, Hurricane & Messerschmitt (Picture courtesy Urs Schnyder)

Gladiator, Hurricane & Messerschmitt (Picture courtesy Urs Schnyder)

Hurricane & Messerschmitt (Picture courtesy Urs Schnyder)

Gladiator, Hurricane & Messerschmitt (Picture courtesy Michael E. Fader)

Gloster Gladiator I G-AMRK (Picture courtesy Michael E. Fader)

Messerschmitt Bf.109E4 D-FEML (Picture courtesy Michael E. Fader)

Messerschmitt Bf.109E4 D-FEML (Picture courtesy Michael E. Fader)

Messerschmitt Bf.109E4 D-FEML (Picture courtesy Urs Schnyder)

Boeing B-17G Flying Fortress "Sally B"

The Boeing B-17G Flying Fortress ‘Sally B’ is the only airworthy B-17 in Europe and has been one of the highlights of numerous air shows in the UK for decades. The four-engine bomber was built in the USA during the Second World War and delivered in 1945 as a B-17G. As the war had already ended by that time, the aircraft never saw combat.

After passing through the hands of several private owners, it arrived in the UK in the 1970s, where it underwent extensive restoration. It was given the name ‘Sally B’ in honour of Elly Sallingboe, the partner of the then owner, Ted White. For many years now, the aircraft has been operated by B-17 Preservation Ltd. and is based at the IWM Duxford.

The “Sally B” is also particularly well known for its distinctive livery. The starboard side features the livery of the B-17 “Memphis Belle”, which became world-famous thanks to the film of the same name. The port side, by contrast, bears the inscription “Sally B”, paying tribute to the numerous Flying Fortresses that flew their missions from Britain during the Second World War.
Today, the “Sally B” serves as a flying memorial. Through its displays, it honours the crews of the Second World War and helps to keep the history of the Boeing B-17 Flying Fortress alive for future generations.

Elly Sallingboe is the driving force behind the ‘Sally B’. Born in Denmark, she founded the organisation B-17 Preservation in 1979 together with her partner Ted White, with the aim of keeping Europe’s last airworthy B-17 flying indefinitely. Following White’s fatal flying accident in 1982, she took sole responsibility for the aircraft’s operation, funding and maintenance – a task to which she remains dedicated to this day with extraordinary commitment.

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

Football World Cup

The organisers had come up with an original idea and presented three aircraft from the host nations of the Football World Cup. Representing Canada was a de Havilland Canada Chipmunk, the USA was represented by a rare Ryan L-17A Navion, and Mexico by a French CAP 10 in the colours of the Mexican Air Force.
The pilot of the CAP 10 added a touch of humour to the Mexican display: instead of a helmet, he wore a sombrero on his head during the demonstration. Incidentally, the name ‘sombrero’ is derived from the Spanish word ‘sombra’ (shadow) and literally means ‘shade-giver’ – a fitting detail that attracted extra attention from the audience.

Mudry CAP-10B N4238C (Picture courtesy Michael E. Fader)

De Havilland Canada DHC-1 Chipmunk G-BNZC (Picture courtesy Michael E. Fader)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

Mudry CAP-10B N4238C (Picture courtesy Urs Schnyder)

(Picture courtesy Urs Schnyder)

(Picture courtesy Michael E. Fader)

De Havilland Canada DHC-1 Chipmunk G-BNZC (Picture courtesy Michael E. Fader)

Ryan L-17A Navion G-EYVZ (Picture courtesy Michael E. Fader)

Provost & Jet Provost

It could have been an impressive display, but it was not to be. The plan had been for a formation flight involving the Shuttleworth-based Percival P.56 Provost T.1 G-KAPW together with the BAC Jet Provost T.5 G-BWSG (XW324). However, the Shuttleworth Trust’s aircraft was not operational, so the Jet Provost had to fly its circuits over the airfield on its own.

The BAC Jet Provost, which later evolved into the Strikemaster, was developed from the propeller-driven Percival Provost. This family resemblance is particularly evident in the early versions of the Jet Provost: they still had very long landing gear and retained numerous other design features of their propeller-driven predecessor.

The BAC Jet Provost T.5 was the last training variant of this series to be procured for the Royal Air Force. It remained in service until 1993. Even today, a number of examples of this model are still airworthy and can regularly be seen at air shows.

Jet Provost T.5 G-BWSG (Picture courtesy Michael E. Fader)

Jet Provost T.5 G-BWSG (Picture courtesy Urs Schnyder)

Jet Provost T.5 G-BWSG (Picture courtesy Michael E. Fader)

Jet Provost T.5 G-BWSG (Picture courtesy Urs Schnyder)

Jet Provost T.5 G-BWSG (Picture courtesy Michael E. Fader)

-	Published: 9. August 2026	Written: 1. August 2026	Report No. 361	-
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