- What is The People’s Mosquito?
- Why a Mosquito and why now?
- What remains of RL249?
- Is the goal a restoration, or a replica?
- In engineering terms, what are the main hurdles to be overcome in restoring a Mosquito?
- What challenges do you envisage in terms of getting official permission to fly the completed Mosquito?
- Do you have charitable status?
- Is The People’s Mosquito linked with the BBMF?
- Is there any connection between The People’s Mosquito and the De Havilland Aviation Museum?
- Where will the aircraft be based?
- How long will the restoration take?
- Since the loss of the last flying Mosquito in 1996, why do you think there’s not been another restored to flight sooner?
- Do you intend to make use of the services available in New Zealand?
- What is the likely cost of the restoration going to be?
- Where is the money coming from and who is controlling it?
- Given the Vulcan’s perennial shortage of funds, how confident are you that The People’s Mosquito would be able to fund itself?
- What will happen to any donated funds remaining with The People’s Mosquito Ltd should the project fail?
- What happened to the idea of a VirginMoneyGiving or JustGiving page?
The People’s Mosquito is a project set up with the sole purpose of returning a de Havilland DH.98 Mosquito aircraft to flight status, here in the UK. The project is a non-profit making, charitable organisation and will be funded by private donations and corporate sponsorship.
The de Havilland DH.98 Mosquito was designed and first built in Britain, and there is currently a gap in flyable classic WW2 and post-WW2/Cold War types. Against all conventional wisdom of the day, the Mosquito captured the spirit of great British aviation design and demonstrates a legacy of British entrepreneurial enterprise. It went on to became the first truly great multi-role combat aircraft in the world. From its first delivery in 1941 to the end of hostilities in 1945 it remained one of the fastest allied aircraft and we want to see this great piece of aviation history back in British hearts and skies.
The remains of RL249, as you would expect after being buried and left to the elements for sixty years, are in a somewhat decayed and decrepit state. We estimate we have around 10% of the original aircraft and very little of that is usable. Remaining parts will be used as templates or models for re-manufacture or re-engineering. Naturally the construction will require a good deal of new build, not only because many sections of the aircraft were lost in the crash but also to adhere to one of our main priorities which is flight safety. Once built, the aircraft will also have to undergo strenuous tests to comply with CAA regulations.
It will be a restoration. Our engineering plan has been shared and reviewed with the UK CAA, meeting their approval. We have in our possession the ‘mortal remains’ of RL249. This, according to our conversations with the CAA, will allow us to restore the aircraft using that identity. The airframe will be newly built but it will be, from an official standpoint, a restoration of the identity.
Many restorations on the UK warbird scene today are not flying with 80-90% original content. Spitfires in the 1940’s were riveted with magnesium rivets and over time they crumble to dust. So you have to replace all of these for a start. A recent restoration of a Spitfire MK.I was started from the remains dug up from a beach in Calais in the 1980’s after sitting in salt water for over 40 years. How much left was airworthy? Many worldwide warbird restorations must have newly manufactured parts, structures, spars, engines & instruments adding up to 80-90% of the restoration.
Clearly there are not a lot of spare parts around. This will mean a good deal of searching in the right places and certainly there will be elements that will need to be re-manufactured, and this will inevitably bring its own issues. So this is not going to be a quick or easy job. If anyone has any Mosquito parts hidden away in their garage or attic, we would love to hear from them, as we may be able to use those items as patterns or templates to manufacture new parts from.
The CAA rules and regulations are rightly very strict, and for good reason: SAFETY, and we have much work to do in that area. This is something that has already been started. At the end of the day we must ensure that RL249 is both restored to the highest possible quality and operated safely.
Yes. The People’s Mosquito was entered on to the Register of Charities on 7th March of this year, so we are now a Registered Charity with the Registration No. 1165903.
From July 2012 The Peoples’ Mosquito operated as an Incorporated Charity. This is technically a company Limited by Guarantee – which means it has no shareholders and issues no dividends.
The Articles of Association state that the company is set up as a charity with the sole purpose, referred to in the Articles as its Object, being the acquisition and restoration to flight of a de Havilland DH.98 Mosquito aircraft for heritage, conservation and educational purposes. The ongoing maintenance and operation of the aircraft in an airworthy condition and the display of the aircraft to the public. Further, the Articles ensure that the income and property of the charity will be applied solely towards that end.
No, there is no link with the BBMF. We had hoped to donate the aircraft, once restored, to the BBMF and entrust it to their care. However, for operational reasons, that plan has now been dropped.
No, we are entirely separate organisations.
The UK home of RL249 is dependant on a number of factors yet to be determined: funding, engineering support, availability of hanger space, etc.. The decision is a long way off at present, but all the above factors will play a part.
That depends a great deal on how much money is raised and how quickly. Also upon the availability of original parts versus what has to be re-engineered or re-manufactured. Currently we estimate a period of five to eight years, but this could change. The single most important thing that will affect the speed of the restoration is funding. Without it we will grind to a halt, with it in good supply, we will make good speed.
Quite simply the de Havilland ‘clamshell’ moulds and jigs no longer existed and no-one had yet discovered how to re-build them. Through the genius and perseverance of Glyn Powell and his team in New Zealand, those jigs and moulds have now been recreated and are being used to bring the Mosquito back.
We are in touch with the engineering team who brought back to life de Havilland’s lost airframe construction technology. Combined with modern resins and new CAD technologies we are very confident the results seen on KA114, a Canadian-built FB.26, recently returned to flight status in New Zealand, can be reproduced for RL249.
After speaking to our planned suppliers for the airframe, detailed research on the engine/propeller options, plus all the ancillary equipment and specialist engineering, we estimate construction, shipping and associated air certification costs at around £5.5m Sterling. As ever inflation, scarcity of parts and the fact that new tooling may be required for some components means that this figure may fluctuate.
From public donations, corporate sponsorship, donations in kind from companies, grants, sales of branded goods and other items. We have appointed a Director of Finance, whose main responsibility is the project’s funds. We are overseen by the Charity Commission, and are subject to the same strict legal framework as all British charities.
This is a high-risk project requiring the public to get behind it. What has motivated us is the success of the Vulcan project and its ‘brand’ ability to generate that public loyalty and consistently raise the funding. Our project is based on this model with one exception: cost. We are cheaper by a long way and in these harsh economic times where every penny counts, we can offer some of that ‘aviation magic’ for a much smaller financial requirement.
We truly believe the Mosquito story can capture the British public’s heart.
In the event that The People’s Mosquito project should fail, and donated monies be remaining with the company, we are bound by our rules of governance to distribute those monies to a charity, preferably with similar objectives.
We chose to use Make-a-Donation as an alternative system of allowing donors to make single one-off or recurring occasional payments. Using this service allows us to keep more of the money given, as it has reduced running costs.