Hurricane flight: Both sides of the storm

Operating out of White Waltham in Berkshire, UK, the Hurricane Heritage warbird fleet comprises the two-seat Hurricane "Pegs", Battle of Britain veteran Hurricane Mk.I R4118 / G-HUPW, and Harvard FE511 / G-CIUW.  Along with the two-seat Hurricane flights, they offer a variety of fly alongside experiences which includes having the Hurricane Mk.I join you in formation, or a friend can go up in the Harvard and fly alongside you. The Harvard itself can be booked for experience flights and conversion training. The fleet spends the summer months based at White Waltham, and they have partnered with the Duxford-based Aircraft Restoration Company (ARCo) for engineering and maintenance support. This partnership extends further to ARCo's warbird experience division, Aerial Collective, with whom the Hurricane Heritage experience flights are flown under the approval of.

White Waltham is believed to be the largest grass airfield in Britain and is home to the West London Flying Club. The airfield's history goes back to 1928 when the site was first established by the de Havilland family for the de Havilland Flying School. During the war the airfield was relinquished by the Ministry of Defence and became headquarters for the Air Transport Auxiliary. Post-war, the airfield was used by Fairey and Westland, and rather surprisingly, Fairey Gannets were once built there! The Ministry of Defense sold the site to the current civilian owners in 1982 and today a friendly atmosphere, great clubhouse facilities, and wonderful views of the airfield make for the perfect venue for warbird flying.

Hurricane Heritage have their own dedicated office and this provides the perfect place for your pre-flight briefing and suit up. Operations Manager Abigail Clark can be found here, and she provides the all important ground support and briefing for Hurricane Heritage passengers. From your initial inquiries, through to booking, pre-flight briefing and boarding the aircraft, Abigail takes excellent care of you and this dedicated customer service is one of the things that  makes Hurricane Heritage stand out. 

With my Hurricane flight confirmed, I took the opportunity to add the Harvard fly alongside to my experience. Some people take a photographer up with them to get air-to-air shots of their flight, but it also presents a unique chance for someone else to share the experience and witness the Hurricane in-flight. I invited my friend Tom to join me, and whilst he was rather excited about the opportunity of flying alongside the Hurricane, the prospect of close formation flying with a friend was just as exciting for us both.

My pilot for the flight was Mike Collett, an aerobatic instructor and competition pilot. He is also an active display pilot who has become a firm fixture on the warbird scene, flying the Hurricane, and more recently, the Spitfire. Ahead of my flight we had a chat about what it was I wanted out of my sortie, we agreed that we could include three aspects; formation flying with the Harvard, time at the stick for me, and then aerobatics - literally everything a passenger could want. We talked about my previous warbird experiences with the Buchon and Mustang and Mike stressed how the Hurricane was an earlier generation aircraft with less performance than what I had previously flown in. The Hurricane is the only fighter of 1930s era design that passengers can experience, as unlike the all metal Spitfire, it is of mixed construction.

"Pegs" was initially restored as a single seat Hurricane, and when converted into a two-seater the intention was always to cause minimal alterations to the lines of the aircraft. Unlike the two-seat Spitfire which was specifically built as a dedicated training aircraft, this conversion does not require the rear position to have an elevated seat and a bulbous canopy to provide an instructor with unrestricted view. Rather, the passenger is positioned directly behind the pilot with a longer canopy simply extending back into the existing structure of the fuselage. Essentially, the aircraft just looks like it has some additional cockpit window frames.

The nature of the sliding double canopy means the passenger boards first, via a custom-made staircase that makes entry far easier than using the traditional method of climbing up and into the aircraft. The rear cockpit has been fitted with a fold down door / hatch similar to that of a Spitfire, so you don't even need to lift your leg over and then lower yourself in. I found boarding the Hurricane one of the easiest fighters to get in to, and the "floor" panels provide a comfortable and easy position for your feet, although there is no complete solid floor around these panels, and you are just looking down into the aircraft. When climbing in, I took a moment to look back into the aircraft fuselage, as directly behind your seat you can look straight through to the tail and see the metal fuselage frames, wooden structure and fabric covering. The contrast to this is whilst facing forward, you can see the metal framework, panels and instruments. In the Mustang and Buchon this is mostly hidden from your view, so you really do feel like you are climbing into a machine and not just a cockpit. At just under 6 feet and slim, I had ample space for my arms and legs. There is no flying panel in the back and only minimal controls, but importantly, there is a control column which allows you to take command. Rudder pedals are present, but they are locked off for passenger experiences, so unlike other dual control fighter warbirds, you can stretch your feet out and not worry about keeping clear of the pedals. The one thing that struck me the most was once strapped in and unable to move my torso, I had no view behind me. You can cannot twist your body, and my proximity to the fuselage meant I couldn't see behind me once I turned my neck. "Pegs" is fitted with a rearview mirror above the windscreen, so this really emphasized the threat of the enemy and how hard it would be to keep tabs on what was behind you in combat.

Once I was comfortable, my cockpit was closed and Mike climbed in to the front cockpit. With our close proximity, I felt like I was in the same cockpit with him, rather than seated in a separate aera. Whilst Mike was strapping in, Tom was climbing into the Harvard next to me. It is quite a surreal moment to be strapped in a warbird and look over to see your friend being strapped into another. I was also joined by my wife and young son for the day, and just behind the aircraft are dedicated tables and chairs for your guests to watch your experience, so everyone is very involved and able to view the experience up close and personal.

Engine start is an exhilarating experience, the sudden burst of energy and exhaust smoke will get anyone's blood pumping. The Hurricane has a large radiator which sits in the propeller wash, and whilst this provides better cooling on the ground than a Spitfire, on exceptionally hot days a hose has been used to cool the radiator down before starting up. The Harvard started alongside us, and we were soon taxiing out across the White Waltham grass together. James Brown, the owner of the Harvard and Hurricane Mk.I R4118, was piloting Tom in the Harvard, and having seen him and Mike fly together, I knew we were in good hands and made me feel part of the team and a step closer to experiencing pilots preparing to display at an event. Tom and I could quite clearly see each others grins as we taxied across the field together.

The fun really begins as we undertake our power checks prior to take-off. The overwhelming sound of the engine as the power is applied makes you feel the engine throughout the aircraft. One would assume that upon take off you must apply more power to increase speed as you climb out - not so in the Hurricane. The pilot must keep the speed under 120mph to allow the gear to retract. The gear doors are designed so that in the event of a hydraulic failure where the gear won't lower, the pilot can still lower the gear by releasing them from the wheel well where an airspeed over 120mph will effectively push them down into the locked position. So, on take-off, the gear physically cannot retract over 120mph and pilots must master the art of taking off and retracting the gear appropriately - something Mike has mastered. Over the years, I have seen many Hurricane pilots take off and undertake a steep climb, and now I understand this is purely to keep the speed down to allow the gear to retract.

White Waltham is a beautiful airfield, and the great thing of taking off from the far side is you perform a lovely curve over the airfield facilities and your guests as you climb out - quite unusual to see your friends / family from this perspective.

As briefed, the flight was split into three distinct sections; firstly, I would get to take control, secondly, we would meet with the Harvard, and thirdly, we would undertake some aerobatics. Now this in itself sounds perfect, but then each experience just gave me that little bit extra than simply feeling like I was a passenger along for the ride.

Mike climbed to 2,500 ft and leveled off, after a quick exchange on how to use the stick it was over to me and my right hand reached for the iconic spade grip control column. Of all the period aircraft I have experienced, I found the Hurricane the easiest to keep level. I hadn't felt this at ease with controls since I had last flown in a Stearman. The weather was perfect and as we climbed I could see large formations of broken fluffy clouds and was given the brief of flying around them. This was an incredible, almost magical feeling; not only was I curving around the clouds, I was looking out over a Hurricane wing that I was in control of. The cage-like framework of the canopy did not affect my view from the back, the long canopy allows for great views to the sides, upwards, and diagonally forward. The view forward is restricted by the pilot, but one would expect this in any tandem layout. Unlike a shared cockpit of a standard P-51D Mustang (not TF-51 dual layout), I did not feel overly close to the pilot, but was aware I was sat right at back of the canopy where the aircraft fuselage begins. The lack of cockpit floor or rear bulkhead also makes the aircraft feel bigger than the P-51D jump seat, and seeing myself in the rearview mirror was a surreal feeling

The biggest difference I felt in the Hurricane compared to other warbirds with enclosed cockpits was the heat; it wasn't uncomfortable, but compared to the Mustang, Buchon, T6 and 108, I found myself noticing the temperature a lot more. This is because the rear seat is positioned above the Hurricane's quite sizable radiator. Mike commented on this before the flight and at any time I could have asked him to crack the canopy to let in some cool air. He also highlighted how veterans have often commented that they were cold flying Hurricane ops, having flown at 15,000! An interesting feature of the radiator is the small flap underneath, usually this is open for maximum airflow, but closing it provides less drag and a small increase in speed.

The second part of the flight saw us joining up with the Harvard for some formation flying. Whilst I had been dancing around the clouds, Tom had tried his hand at some Harvard flying. We sighted the Harvard and approached from the rear right, gently slotting into close formation at approximately 130mph. Looking across at a friend in formation is quite something, especially when you can see their face so clearly. Tom slid the canopy open and took a few photos and even selfies with a Hurricane air-to-air behind him - not many people can claim that! Mike then positioned the Hurricane below the Harvard and I could see so many details of the undersides including the tire treads (the image below from the onboard 360-degree camera does not do justice to our proximity). Mike and James have been flying the two Hurricanes together for some time, and their close relationship was apparent. They were in constant communication with our positioning and this provided a whole new experience and understanding of the skill needed for formation display flying. Next, we broke away from the Harvard with a wing over, what a rush! We then performed several intercepts and passes before rejoining in formation one last time. The Harvard is painted silver with large yellow recognition bands which are intended to make it easy to spot. However I still felt we needed to be reasonably close for me to spot her, which emphasized the challenges of dogfighting and identifying aircraft at very high closing speeds.

The third part saw us head to the airspace above the former RAF Upper Heyford, now a disused airfield that was last active in the mid 90s with the USAF. This is where Mike would demonstrate the Hurricanes' aerobatic qualities. Knowing I had previously flown aerobatics in warbirds, he asked me where I wanted to begin, and a loop was the first maneuver I could think of. Being at sufficient height, we entered a dive to increase speed and pulled up, the sight of the airfield soon coming into view as we reached the top. I'd never seen a large airfield from this perspective before! Assessing that I was OK with the aeros, Mike commenced somewhat of an aerial routine with a series of rolls, wing overs, and half Cubans. Looking down over the runway and infrastructure again made me reflect on the skills needed to be a display pilot, albeit we were flying higher than an air display routine would be flown. Our sequence of maneuvers was interrupted by a light aircraft which Mike had spotted, so we leveled off until we could ascertain its course and then regained height and carried on. My overall assessment is the Hurricane is an excellent aerobatic performer, something I don't think often springs to mind when thinking of the type. It may be slower than other types, but it has an excellent turning rate and, with the correct entry speeds and height, undertook the rolls and half Cubans with ease. Our grand finale was a 4 point hesitation roll, and in total we completed 8 maneuvers. Given Mike is a championship aerobatics pilot, I was in good hands! Throughout this sequence, Mike always ensured I was OK, and these flights are always tailored to the passenger's requirements, so if you would rather fly straight and level to just enjoy the Hurricane, that is of course what you'd do.

We levelled off, and I needed a few moments to regain my composure. I had never flown such back-to-back aeros before, and it was quite incredible that I experienced this in a Hurricane. Mike handed control to me as we made our way back to White Waltham. We were cruising at 1000 feet and Mike asked me if I wanted to climb, but I decided to stay low as its not every day you get to experience this. Alas, my desire for ground attack flying didn't last long, and we soon climbed. We flew over Danefield House, which is located at the former RAF Medmenham where the RAF Intelligence Branch was based in the war - I had no idea there was so much history in the area surrounding White Waltham. To my surprise, the Harvard had been holding at White Waltham, enabling us to enjoy a final piece of formation flying before we broke to land. 

In our downwind leg Mike opened the canopy and a sudden rush of cold air filled the rear cockpit. We slowed to 120mph to allow the landing gear to lower and then undertook a smooth three-point landing, rolling out along the White Waltham grass. Tom landed ahead of me, so he was already there as we taxied in, and waiting for me was my family, with a perfect view of my return. As we shut down, there was suddenly silence, and I had a moment to just take it all in as Mike climbed out the front and then slid my canopy forward. I shook his hand, waved to my family, and gave Tom a thumbs up at the Harvard. Abigail soon positioned the entry stairs so my family could come and see me in the cockpit and take photographs - a moment I will cherish forever is my young son looking into the cockpit and asking me how the controls work to make it fly.

An aspect of experience flights that is just as important as the flight itself is the level of customer service you receive, and the time you get to spend with the aircraft after your flight. This is an area where Hurricane Heritage shines, there was ample time to speak with Mike, discuss the formation flying with both Mike and James, pose for photographs and take a good look around the aircraft. Warbird experience flying is an expensive activity, so being treated as a guest, and not just a customer awaiting their turn, is where I feel some of the other operators are lacking.

With an ever-increasing number of two-seat Spitfires emerging every year, the Hurricane offers a unique opportunity to experience something different and just as iconic. This, combined with just how well you are treated, makes me highly recommend you book with Hurricane Heritage. This was something Tom just knew he had to do, but little did we know his flight would evolve into a dogfight.

Visit www.hurricaneheritage.com to book your flight.

Having enjoyed his time with Hurricane Heritage, Tom was eager to get himself up in the aircraft. He had previously flown in a Spitfire and was seriously considering the Mustang as his next warbird, but this all changed when he caught the "Hurricane bug". With his flight booked, I planned to join him in the Harvard,  but instead a unique opportunity was presented to me that is not commercially available to purchase.

I arranged a private flight in Nord 1002 Pingouin 274 / G-ETME, a 1951 French-built version of the German Messerschmitt Bf 108, to coincide with Tom's flight, the added thrill being I would not only be flying alongside the Hurricane, but would have a dogfight with it!

The Bf 108 was a four-seat liaison and personnel transport used by the Luftwaffe in the war, and in the pre-war years as a sports and touring aircraft. Production of the 108 moved into occupied France, and post-war the French continued to build the aircraft as the Nord 1002. With a lack of the type's original Argus engine, the Nord 1002 switched to the locally produced Renault 6Q-11 engine, which gave the type a distinctly longer nose than the Argus powered original. However, G-ETME was re-engined with a Lycoming O-540-E4A5 engine in 1973 and has remained powered as such ever since. G-ETME is owned by Shoot Aviation, who are also based at White Waltham and is often utilized as a support aircraft by Hurricane Heritage. She has also appeared in multiple TV and film productions, often standing in for a 109. For ease, I will refer to the aircraft as a 108 throughout this piece.

So as not to interfere with Tom's own Hurricane experience, the 108 element would be added to the end of his flight. Tom was flown in the Hurricane by Mike Collett, and my pilot in the 108 was Alex Truman, an instructor with Ultimate Aerobatics. The Hurricane departed first, which gave me some time on the ground to acquaint myself with the 108. My first impression was just how small the aircraft is externally, despite having room for 4 onboard with reasonable comfort. Getting in the aircraft is fairly easy as you simply step up on the wing and then enter the cockpit from a very large opening as the whole side piece of the glazing swings forward. I have never flown in a side-by-side warbird before, but I still found I had sufficient space so as not to be in the way of Alex. I just had to keep my legs crossed at the ankles between the rudder pedals. With the large canopy closed, the 108 offers an excellent all-round view, aside from directly behind you, but with Alex in the left seat, I provided another set of eyes to keep watch on the right wing as we taxied out past several parked aircraft. We departed White Waltham with our plan to climb to 5,000 feet to enable us more of an opportunity to dive and gain speed as we were engaged by the Hurricane. With altitude restrictions in place in the local area, I was able to take control of the aircraft for a short period until we were in clear airspace and could complete our climb and await the Hurricane at our pre-agreed meeting point. Looking down at the ground below, it really dawned on me that we were higher than I had ever been in a warbird!

Mike and Alex remained in radio contact, and we spotted the Hurricane turning to get behind us, then the adventure began as we performed a wingover to evade. It was now that the additional height came into play as we were able to reach speeds up to 200mph and pull some light G. However, despite this additional speed, we never stood a chance and were most definitely "shot down" by the Hurricane, and the added bonus from Tom's point of view in the Hurricane was the 108 has a smoke machine fitted, so he could clearly see his victory! Back to reality, and the communication between Mike and Alex saw several more planned maneuvers, each time with the Hurricane intercepting us, giving chase and then Alex switching on the smoke. As with my previous formation flying, this really gave me an insight into how airshow sequences are put together. 

Looking over the wing of a German marked aircraft and being intercepted by a Hurricane over England does make one reflect on the realities of air combat from both sides. I had previously experienced this feeling when flying in the German marked Hispano Buchon "Red 11", but seeing a faster and more agile aircraft in pursuit of you just emphasizes how vulnerable slower moving transport and bomber aircraft were. The 108 can happily cruise at 180mph and this proved adequate for the Hurricane to form up on us as we leveled off and headed back to base. Initially, Mike was positioned to our rear left, and I could twist round and see the Hurricane through the rear cabin. Having seen me struggling with this angle through the 108's canopy, Mike then positioned to our right-hand side and I had an incredible view, all the easier to photograph through a sliding window in the front cockpit.  Seeing the Hurricane air-to-air illustrates the types graceful lines and just  how thick the wing is; it looks much larger and sturdier than a Spitfire in flight.

We stayed in formation for a pass over White Waltham before breaking to land. Coming in low with a Hurricane on my wing is a sight I will never forget! Upon landing, I was already feeling the high of the flight, but I think this was eclipsed by Tom, who climbed out of the Hurricane and was clearly overcome by the Hurricane effect!

As is a hallmark of Hurricane Heritage, we had ample time to talk to Mike and Alex about the flight and pose for photographs with the aircraft. Tom updated his log book with his Hurricane flight time - I wonder if her added his "kills" to it?