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G-AZSC one of the best known UK based Harvard’s – A short history of both aircraft and owner…Luke Turner , November 17th, 2009
I gave up flying because I’d lost so many close friends – I haven’t done flying for a few years now. The big thing was that I was an air display pilot, and I used to teach aerobatics and formation flying in World War Two aeroplanes. And then, one by one all my friends were killed in crashes. In a very quick period I was fine fine fine fine, then all of a sudden it just went. One particular person died, and my brother had a big crash and was lucky to get away with it. Where before my wife didn’t mind me doing it, but when this one particular person died, the first person she’d known who’d been killed in a crash, then all of a sudden she was done with it. She didn’t want me to fly at all. There was a different atmosphere at home. That coincided with my own feelings that I felt like I’d pushed my luck. Everyone I knew apart from two or three people who I was distantly connected to had died. I don’t have a photograph in my house of my flying friends where everyone is still alive. I’m the only one still alive out of six or seven people. I started to wonder if it was down to luck.
G-AZSC – HISTORY G-AZSC was built by the Noorduyn factory, rolling off the production line on the 2nd November 1943 and was allocated the USAAF serial 43-13064. After the factory test flight she was selected for shipment to the RAF and was ferried to Newark, New Jersey. Shipped aboard the SS Morgenue, she departed dock on the 24th December 1943, arriving in Liverpool docks on the 6th January 1944.
During 1943, 46 MU had been tasked with the mass assembly of USAAF aircraft arriving in the UK in preparation for D-DAY, SC of course was one of these and following assembly stayed at Speke as a communications aircraft. Rootes Securities, also based at RAF Speke, had in 1941 been awarded a contract for building Halifax aircraft. In November 1944 with the war progressing and demand for increased aircraft production, SC transferred to Rootes to be their communications aircraft. Evidently SC was not a popular aircraft for this task as by the 6th February 1945, she had been transferred back to 46 MU and was put in storage.
G-AZSC Dutch Airforce
Here we see G-AZSC in her Dutch Airforce colours as B-19 and previous to that FT323 of the RAF
On the 29th October 1946 SC was removed from storage and put back in the air in preparation for a new life in continental Europe. In November 1946 SC was transferred to the Royal Netherlands Air Force, being accepted by them on 26th December 1946 and given the serial B-19.
Seen here in Holland when operated by “Skylight” is Harvard MKIIB PH-SKK, ex Dutch Airforce B-19 and previous to that FT323 of the RAF
G-AZSC Sylight harvard The Royal Netherlands Air Force had been almost completely wiped out during the German invasion in 1940. A few crews had escaped to England and served with the RAF throughout the war, however following cessation of hostilities, the RAF showed its appreciation of the Dutch by donating aircraft to rebuild its armed forces. It seems however that, this somewhat dated technology by then wasn’t so well received and SC was subsequently shipped to Sweden in 1947.
Another photograph of G-AZSC when first imported in to the UK wearing a rather fetching blue and gold colour scheme… Below is a picture in colour that shows off the stunning colours…
Used very little, it next appears on the register in 1969 in private hands based at Veen, in the Netherlands. Here, with its new registration of PH-SKK she was used by a Skywriting company, and was fitted with an oil smoke system. It appears though, that love for her was not high, as there were two attempts to sell her, firstly to the USA in November 1971, and then again to Switzerland in January 1972, both times the sale fell through. However in April 1972 she was bought by Doug Arnold at Fairoaks to be part of his expanding collection of aircraft. His Warbirds of Great Britain Collection is responsible for saving many of the historic aircraft we enjoy seeing today, this Harvard being one of them.
When Doug bought her she was in a blue and gold paint scheme, and he chose to paint her in what he thought to be her original RAF scheme. Confusion led to her being painted as RAF Harvard FT830, before her proper identity of FT323 was discovered.
Sold to Michael Stowe, she moved to Blackbushe airport from November 1977, a move only temporary, as Doug Arnold bought her back again in January 1981. Here enters 80s pop star, Gary Numan.
After this stunning blue and gold colour scheme she adopted the colours of a Japanese Zero…
Gary had always wanted to be a pilot, and although having attended Brooklands Technical college, lacked the academic qualifications for the airlines. He had however enjoyed some time in the Air Training Corps, and with a Private Pilots License and a love for old aeroplanes. He bought SC from Doug in February 1984. He painted her to look like a Japanese “Zero” fighter and for many years he flew her on the display circuit, appearing at shows across the UK and Europe. Gary formed the Radial Pair, a Harvard aerobatic display team with his friend Norman Lees, this eventually grew to become a group display with up to 5 Harvards taking part.
Here is G-AZSC when owned by Gary Numan. Photo taken at a Great Warbirds Air Display at West Malling – where BUKY was rebuilt and then was the last aeroplane to take off from this airfield, before the bulldozers moved in.
The Harvard here had to wear its civil registration as the Japanese authorities did not approve of the scheme.
During the 80s and 90s as Gary moved around so did SC, being based successively at Fairoaks, White Waltham, and North Weald. With increasing hours being logged, her paint was fading and it was decided by Gary to paint her in her current scheme in 1996, before a move to Duxford in Cambridgeshire. Here Gary kept her until October 2005 when she was sold to Goodwood Road Racing Company, moving to her current home at Goodwood shortly after.
SC now earns her keep introducing people to the technicalities of heavier tail wheel aircraft. Ideal both for training and pleasure flying, SC was an aircraft that Plane Heritage has long wanted to offer flights in.
GARY NUMAN TALKING ABOUT HARVARD FLYING
You have to have an arrogance and confidence to do it at all
You’ve got to think you know what you’re doing. You have to. Because if you don’t think that you hesitate, and it’s all split second stuff.
Flying made me feel alive more than being Gary Numan the pop star
I had a lot of hairy moments. Yeah, close calls. But it’s exciting you know. Jesus Christ, your heart’s going and I loved it. It was that that made me feel like I was living, more than I’d ever done from anything else, including being on stage. If you make a mistake now, then you are going to die. You’re not going to be embarrassed, you’re probably going to die in a great big fiery ball on the ground.
You make mistakes when you no longer want to do it
I remember the a long time a time ago, there was a man called Brian Lecomber, he writes books and he’s also a brilliant aerobatic pilot, and he said the day you start to hope you get around a maneuver, rather than know, get out. I remembered that, and I think it was brilliant advice. I remember diving in for a maneuver, the ground was coming up, and looking at all the dials and thinking, have I got that right? So I needed to take a break. I still miss it. The sound of it, the smell, the people…Air shows went from something I was proud to be in, to depressing
I loved going to air shows, you’d bond really tightly with your team mates – it’s an extreme thing to be doing, and you trust our life to them. And then it ended. I’d turn up and not know anyone. It got depressing. I’d sit down in the pilot’s tent and there’d be all these people I’d not recognise. You’d look forward to someone turning up to have a chat with them, and they’d be dead.
Once you’ve been a stunt pilot, normal flying seems really tame (Gary Newman and Martin Pengelly)
The safety aspect comes from being an air display pilot. You’re flying at low level, and the margins for error are so small, that you only need to have one tiny problem with the aeroplane then that’s it. So there was a luck element. The thing about flying around in a Cessna is you have to be really unlucky to have a bad accident. Even if the engine stops you come down so slowly… To an aerobatics pilot, who’s used to fast, furious upside-down stuff, if you’re in a Cessna and have a problem you just stick it in a field somewhere.
So many planes were wasted at the end of the war
They were pushing them cliffs or off the side of ships because it was cheaper to do that than scrap them. I’ve got a friend who makes Spitfires. I don’t think the two-seater Spitfires work with the double bubble cockpit, but a Mustang does. I had a go on a Mustang once. Absolutely brilliant.
Modern planes, you can’t get in unless you’re in the air force. That rules them out straight away, though I have been lucky enough to fly in three, a Tornado, a Hawk and a Phantom, before they retired. That was through air show connections, a pilot asked me if I wanted a go. In the Hawk we went up to a firing range and I was firing the gun, I’ve got it filmed on camcorder.
Some people at Chichester own my old Harvard. They use it all the time and it’s still in the same colours that I painted it. I’ve got a boat now, and I’ve been out in it a few times and my old aeroplane has come over. It’s like seeing your ex with another man. I might buy it back one day, though I’d need to sell a few more albums.
Even the most scary moments were what made flying special – I remember once at an air show I’d just come out of a loop on a really rally windy day. I’d come up, and was on my way back down. I’d been a little too lazy on the top and I was a little bit closer to the ground than I wanted to be. I’d still got enough in hand, but this is where you’ve got to get it right. But on the way back down there was a gust, and it was if a giant hand had got the wing. If you hang onto the stick, the amount of pressure you put on, means you’re going to die. You’ve got that fraction of that second to unload the wing, and get back on again, so you don’t hit the ground. But it’s moments like that where you’re absolutely on the edge of living and not living… can you imagine the excitement? I love it. Loved it, loved it. To be able to think in that situation, that quickly, all of it goes through your head, what’s going on, what do to about it, what the implications are. You get it right and you’re away with a grin on your face, you get it wrong and you’re dead. That decision-making in those kind of situations is as much the appeal of it as simply being in an aeroplane and flying around.
Long distance flying was terrifying, but in a less exciting way – We had an engine coming apart over the Arctic and had to divert into a place called Frobisher Bay. There’s an 80-odd per-cent VD rate because nobody can get out, and there’s all these Eskimos wandering around pissed and violent all the time. A bizarre place. Then we went from San Francisco to Hawaii, which is a long stretch over water. 2,500 miles in an aircraft designed to do 1,000. Both the engines quit about halfway over and it turned out to be water vapour that had clogged up a little inlet which is supplying ram air into one of the extra fuel tanks we’d put in. It wasn’t heated, and because we were above the cloud level the water particles had frozen in the intake tubes. We didn’t know that, we just knew they’d stopped. So we’re coming down, it was terrifying, but what can you do? You just think about surviving the crash, which is unlikely because you’re going to hit the water. You can’t put the lights on because then you’d have to lower the undercarriage, and if you have the wheels out when you hit the water it’ll rip you apart. It’s different from being at the bottom of the loop because you’ve got a long time to think about it. It’s much harder. It made me think I should have been a fighter pilot rather than a bomber pilot.
My pilot hero is Stanford Tuck – He was a World War Two fighter pilot. Also Chuck Yeager and Adolf Galland. I used to read endless biographies of pilots. I had some friends in the RAF and they brought me some amazing books about the art of dogfighting. I had a friend who was a test pilot at Boscombe Down, and we’d have these conversations where you learn so much that a normal civilian pilot would never have the chance to hear, all these brilliant tips.
These things are hard to do when kids come along – When the weekend comes along you want to see your children. You can’t drag them off to airfields, living out dad’s dream. Maybe when they’re older, but then I’m 60-plus – I’ve got my last few years of doing all this young man’s stuff. My life before was full of macho, exciting things, one thing after another. Then children come along and you have to cut back, your life has to be about what they need and they want. I try really hard to find ways of dovetailing all of it together; children, career, hobbies, plus having a time as a couple. It’s a weird thing; it’s no less challenging, but it is different rewards. I’d like to somehow tap into what I had before and satisfy that part of me which is still there, and wanting to get out. I really want to do paramotoring.
And I do want to get back into flying – But I’ve been away for it now for about three years. And I’m talking about getting back into it now. Not display flying necessarily. I’m going do go down to my local field, and go up with an instructor, and see how I feel.
Thanks to Andrew Goodall over at www.t6harvard.com for shearing this article.
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