The Fokker Dr I is nothing to do with the film; it is the reproduction built by John Lanham and Stuart Tantrum at Levin, New Zealand. Contrary to our previous report, Lanham maintains that the aircraft's lozenge camouflage is “not at all non-authentic".

Ex-Swiss Air Force de Havilland Venom II J-1614 approaches its new home at Glasgow Airport. It has recently been acquired by ex-43 and 54 Sqn RAF Hunter Pilot Geoff Rosenbloom, managing director of Air Charter Scotland Ltd and of its subsidiary Computaplane, to which the Venom has been delivered.

The fuselage of the RAF Museum’s Airspeed Oxford, G-AITB, at Cardington. Commitments to other projects will prevent work beginning on the fuselage in the foreseeable future.

Will the real N5180 please come forward? Shuttleworth Veteran Aeroplane Society member Graham Case poses in genuine World War One flying gear in front of the Shuttleworth Pup and the Sky sport crash mockup. The real one is on the right.

One of the Biggles film aircraft was Stampe G-BXNW, complete with "Scarff ring”

One of the Biggles film aircraft was Stearman G-AROY

Not an experiment in catapult launching, but D.H.88 Comet G-ACSS Grosvenor House aboard its special transporter at Melbourne Airport in February.

On March 19, 1985 Hawker Tomtit K1786 of the Shuttleworth Collection took to the air again for the first time since August 29, 1982. It had been grounded for a thorough overhaul of its Armstrong Siddeley Mongoose engine and for re-covering of its wings. Shuttleworth engineer Chris Morris reports that the engine has been fitted with “better” pistons - as distinct from new pistons which are somewhat scarce - and new piston rings. During two hours of ground running the engine speed was built up from 800 to 1,400 r.p.m., at which point Dicky Martin (seen in the cockpit of K1786) “tickled the aircraft off the ground” (usual take-off r.p.m. is 1,650) and took it for a 30min flight around the Old Warden circuit. A further flight was due to be made as soon as suitable weather arrived.