Text: Patrick Brouckaert & Serge Van Heertum
Pictures: Patrick Brouckaert, Guillaume D' Hoore, Amaury D' Hoore & Olivier "Pappy" Van Gorp
© sbap 2019
 

In May 2012 a few Chipmunk & Bulldog pilots had a free " long weekend " in their agenda. A few emails and phone calls later, the BullChipMeet was born : 4 days of " Nice People... Nice Flying... Nice Food. "
The event and its name are Xavier Méal's ideas and date back to 2001.
BullChipMeet is an informal gathering of Chipmunk & Bulldog pilots.
It's a private event organised by pilots for pilots just for the fun of meeting and flying together. The main goal of the get-together is formation flying and enjoying those historical flying machines. This event is also an unique occasion for former French, Belgian, British and other military pilots to flying together and remember their glorious years.
Note that the current formula is mainly due to the passion of Gerard Caubergh, who with his wife took over the organization of the event few years ago.

 
(Google Earth)
 

History of Abbeville Airfield
In 1922 on the entity of Drucat-Le Plessiel, an emergency airfield was built on a relief ground of thirty-five hectares on the route of the first commercial airline Paris-London, opened in 1919. This aerodrome will be marked out , equipped with a radio station, phone line, a fuel station, a workshop with sufficient tools for troubleshooting and a little later light beacons defining the landing surface at night. In 1930, the Aéroclub of the Somme at its creation, will install and build sheds.
In 1936, its surface passing from 35 hectares to 86 hectares for operations interesting the Defense Ministry. Thanks to this enlarged airfield the activity was growing, mostly with the Aeroclub and the Section of Popular Aviation created in 1937.
At begin of the second World War Abbeville airfield was in use with the British Expeditionary Forces. Detachments of No. 607 Squadron RAF with Gloster Gladiator biplanes were based here along with No. 151 Squadron RAF Hawker Hurricanes before they were withdrawn to English bases in June 1940 during the Battle of France.
It was seized by the Luftwaffe and became a German Fliegerhorst. The Luftwaffe immediately began preparing for the Battle of Britain and the airfield became home to Zerstörergeschwader 76 (ZG 76) "Schlageter" with Bf 110Cs onto the airfield along with Fw 190As of Jagdgeschwader 26 (JG 26) in mid-1941. Judging from the layout of the airfield, it was the Luftwaffe that upgraded the airfield with three concrete runways in the familiar triangle configuration. The airfield was a major German fighter base between 1940 and 1943 with over 50 aircraft based here. JG 26 gained a considerable reputation with Allied pilots, who referred to the yellow nosed Bf109s as the "Abbeville Boys", although they were never permanently at the base. Instead the Gruppen and Staffeln of the Geschwader moved from base to base throughout occupied Europe and used Abbeville only as their home base. From 1943 the first two Gruppen of JG 26 converted to the Fw190D. III./JG 26 began conversion, but converted back and remained with the Bf 109 until the end of the war.

 
Allied pilots referred to the yellow nosed Bf.109s as the "Abbeville Boys"
(Dr Web)
JG 26 converted to the Fw190D
(Coll Denis Eusicom)
 

Abbeville was liberated by Polish troops around 3 September 1944. Soon after repairs to the battle damage to the airfield was begun. The airfield was only sparsely used however.
Only by March 1945 did a new unit arrive: 61st Troop Carrier Group (USAAF), who remained at the airfield until May. They never brought their C-47 Skytrain squadrons to the airfield though, as those were needed in England in preparation for Operation Varsity. It did provide services in the European theatre, hauling fuel, ammunition, food, medicine and other supplies, as well as performing Medevac flights. After the war the airfield was abandoned.
Today most of the airfield has been converted for other uses. Its former three runways are still recognizable from the air, but only one remains partially in use. While the east-west runways has almost completely been overgrown (or even removed), the former 13/31 concrete runway is still largely intact, although several buildings have been placed on it. Only the 02/20 runway is still fully visible, although a newer but smaller asphalt runway has been laid out on its surface. Two smaller grass runways compensate for the loss of the larger concrete runways. One building at the airfield appears to have been from World War II and remains in use.

 
 The airfield entry point
(Dr via Somme Airfield Internet)
Aerial view of the runways and installations
(Dr via Somme Airfield Internet)
 Welcome to Abbeville Dassault Mystère IVA, a gate guardian a little bit deteriorate...sad!
 
The de Havilland Canada DHC-1 Chipmunk is a tandem, two-seat, single-engine primary trainer aircraft developed and manufactured by Canadian aircraft manufacturer de Havilland Canada. It was developed shortly after the Second World War and sold heavily throughout the immediate post-war years, being typically employed as a replacement for the de Havilland Tiger Moth biplane.
The Chipmunk was the first postwar aviation project conducted by de Havilland Canada. It performed its maiden flight on May 22nd, 1946 and was introduced to operational service that same year. During the late 1940s and 1950s, the Chipmunk was procured in large numbers by military air services such as the Royal Canadian Air Force (RCAF - 113 aircraft)), Royal Air Force (RAF - 735 aircraft), and several other nations' air forces, where it was often used as standard primary trainer aircraft. The type was also produced under license by de Havilland in the United Kingdom, who would produce the vast majority of Chipmunks, as well as by OGMA (Oficinas Gerais de Material Aeronáutico) in Portugal.
The type was slowly phased out of service from the late 1950s onwards, although in the ab initio basic training role, this did not occur within the Royal Air Force until 1996, having finally been replaced by the Scottish Aviation Bulldog. However, many of the Chipmunks that had been formerly in military use were sold on to civilians, either to private owners or to companies, where they were typically used for a variety of purposes, often involving the type's excellent flying characteristics and its capability for aerobatic maneuvers. More than 70 years after the type having first entered service, hundreds of Chipmunks remain airworthy around the world. The Portuguese Air Force still operates six Chipmunks more powerful Lycoming O-360

The de Havilland Canada DHC-1 Chipmunk is a two-seat, single-engine aircraft that has been heavily used as a primary trainer aircraft. The basic configuration of the aircraft included a low-mounted wing and a two-place tandem cockpit, which was fitted with a clear perspex canopy covers the pilot/student (front) and instructor/passenger (rear) positions and provided all-round visibility. The Chipmunk uses a conventional tail wheel landing gear arrangement and is fitted with fabric-covered flight control surfaces; the wing is also fabric-covered aft of the spar. In terms of handling, the Chipmunk exhibited a gentle and responsive flight attitude. Early production aircraft were only semi-aerobatic, while later production models were almost all fully aerobatic.
The structure of the Chipmunk makes heavy use of metal, the majority of the airframe being composed of a stress-skinned alloy; this allowed the adoption of thinner wings and consequently provided for increased performance as well as a greater degree of durability. Numerous features were incorporated in order for the type to better perform in its trainer role, including hand-operated single-slotted wing flaps, anti-spin strakes, disc brakes on the wheeled undercarriage, a thin propeller composed of a solid lightweight alloy, the adoption of an engine-driven vacuum pump in place of external venturi tubes to power cockpit instrumentation, electric and Coffman cartridge engine starters as alternative options, cockpit lighting, onboard radio system, and an external identification light underneath the starboard wing.
In civilian service, individual aircraft would often be modified. Examples of these adaptations include extensive modification programs in order to perform competitive aerobatics, for which aircraft are often re-engined and fitted with constant speed propellers and inverted fuel systems; larger numbers of Chipmunks have been tasked as dedicated glider tows. It has become commonplace for Chipmunks to be re-engined, typically using the 180 hp Lycoming O-360.

  
Technical Data's
 
General characteristics:
Crew: 2, student & instructor
Length: 7.75 m
Wingspan: 10.47 m
Height: 2.1 m
Wing area: 16.0 m²
Empty weight: 646 kg
Loaded weight: 953 kg
Max. takeoff weight: 998 kg
Standard Powerplant: de Havilland Gipsy Major 1C, 145 hp
Performances:
Maximum speed: 222 Km/h at sea level
Cruise speed: 166 Km/h
Range: 445 km
Service ceiling: 5200 m
Rate of climb: 274 m/min
Wing loading: 57.82 kg/m²


 
Military operators:
 

Belgian Air Force
Burma Air Force
Royal Canadian Air Force
Royal Ceylon Air Force
Royal Danish Air Force
Egyptian Air Force
Ghana Air Force
Irish Air Corps
Iraqi Air Force
Israeli Air Force
Royal Jordanian Air Force
Kenya Air Force
Lebanese Air Force

Royal Malaysian Air Force
Portuguese Air Force
Royal Saudi Air Force
Spanish Air Force
Syrian Air Force
Rhodesian Air Force
Royal Thai Air Force
Army Air Corps
Royal Air Force
Fleet Air Arm
Uruguayan Air Force
Zambian Air Force

  
De Havilland Canada DHC-1 versions
 
Canadian-built
DHC-1A-1 : Powered by de Havilland Gipsy Major 1C engine (Chipmunk T.1).
DHC-1A-2 : Powered by de Havilland Gipsy Major 10 engine.
DHC-1B-1 : Powered by de Havilland Gipsy Major 1C engine. (aerobatic)
DHC-1B-2 : Powered by de Havilland Gipsy Major 10 engine. (aerobatic)
DHC-1B-2-S1 : Powered by de Havilland Gipsy Major 10 for Royal Egyptian Air Force.
DHC-1B-2-S2 : Powered by de Havilland Gipsy Major 10 for Royal Thai Air Force.
DHC-1B-2-S3 : Powered by de Havilland Gipsy Major 10 for RCAF (Chipmunk T.2).
DHC-1B-2-S4 : Version for Chile.
DHC-1B-2-S5 : Additional units built for Royal Canadian Air Force (Chipmunk T.2)

British-built
Chipmunk T.10 (Mk 10) : de Havilland Gipsy Major 8 engine version for the Royal Air Force.
Chipmunk T.20 (Mk 20) : Military export version of T.10 powered by de Havilland Gipsy Major 10 Series 2 engine.
Chipmunk Mk 21 : Mk 20 but fitted to civil standards
Chipmunk Mk 22 : T.10 converted for civilian use. Gipsy Major 8 (which is military) to a model 10-2 (which is civil).
Chipmunk Mk 22A : Mk 22 with fuel tank increased to 12 Imperial gallons per side.
Chipmunk Mk 23 : Five converted T.10s powered by de Havilland Gipsy Major 10 Series 2 engine and with agricultural spray equipment.

Portuguese-built
Chipmunk Mk 20 : de Havilland DHC-1 Chipmunk T.20 under license - Military version powered by de Havilland Gipsy Major 10 Series 2 (145 hp) engine, 10 built in UK followed by 66 built by OGMA. From 1989 onward, seven aircraft where updated and modified at OGMA and Indústrias Aeronáuticas de Coimbra to be used by the 802 Sqn. "Águias" (Eagles) Air Force Academy squadron. The main modification was the installation of a more powerful 180 hp Lycoming O-360 engine. Their main tasks are related to supporting the Air Force cadets aerial activities, mainly initial aptitude screening, glider tow and initial flight proficiency.

Civil conversions
Masefield Variant : Modifications or conversions by Bristol Aircraft Ltd. Modifications could be made on Chipmunk Mk 20, Mk 21, Mk 22 and 22A aircraft. The Chipmunks could be fitted with luggage compartments in the wings, a blown canopy, landing gear fairings and enlarged fuel tanks.

Super Chipmunk : Single-seat aerobatic aircraft, powered by a 194 kW (260 hp) Avco Lycoming GO-435 piston engine, equipped with revised flying surfaces and retractable landing gear.

Turbo Chipmunk : In 1967-1968 a Chipmunk Mk 22A was converted, tested and flown by Hants and Sussex Aviation. The Chipmunk was fitted with an 86.42-kW (116-shp) Rover 90 turboprop engine and extra fuel capacity.

Aerostructures Sundowner : One Australian Chipmunk was fitted with a 180 hp (134 kW) Lycoming O-360 flat-four piston engine, wingtip tanks, clear-view canopy and metal wing skinning as the Sundowner touring aircraft.

Sasin Spraymaster : Three Australian Chipmunks were converted into single-seat agricultural spraying aircraft.

Supermunk : Designed and produced by officers of the British Gliding Association (BGA), Supermunk aircraft were converted from Chipmunks by fitting 180hp Avco Lycoming O-360-A4A engines for use as glider tugs. Operated mainly by the Royal Air Force Gliding & Soaring Association (RAFGSA), the Supermunks are still in service and used at major gliding competitions in the United Kingdom. It is also used by the Portuguese Air Force Academy as basic training aircraft and as glider tug.

 
 
Abbeville Airfield May 31st, 2019
 
De Havilland Canada DHC.1 Chipmunk T.10 WB565 (c/n C.1-0017) 1950 Army Air Corps (G-PVET)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.20 P-123 (c/n C.1-0102) 1950 Danish Air Force (SE-XKU)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.20 P-128 (c/n C.1-0107) 1953 Danish Air Force (OY-AVL)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WB696 (c/n C.1-0144) 1950 Royal Air Force (G-APLO)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WB756 (c/n C.1-0205) 1950 Royal Air Force (G-AOJR)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WD359 (c/n C.1-0300) 1952 Royal Air Force (G-BBMN)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WG469 (c/n C.1-0519) 1951 Royal Air Force (F-AZKE)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WK514 (c/n C.1-0550) 1952 Royal Air Force (G-BBMO)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WK565 (c/n C.1-0584) 1952 Royal Air Force (D-ELLY)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WK590 (c/n C.1-0614) 1952 Royal Air Force (G-BWVZ)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP803 (c/n C.1-0697) 1952 Royal Air Force (G-HAPY)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP847 (c/n C.1-0731) 1952 Royal Air Force (HB-TUG)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP851 (c/n C.1-0736) 1952 Royal Air Force (F-AZUU)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP903 (c/n C.1-0776) 1952 Royal Air Force (G-BCGC)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP964 (c/n C.1-0826) 1952 Army Air Corps (G-HDAE)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WP971 (c/n C.1-0837) 1953 Royal Air Force (G-ATHD)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WZ877 (c/n C.1-0915) 1953 Royal Air Force (F-AZLI)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.10 WZ879 (c/n C.1-0918) 1953 Royal Air Force (G-BWUT)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.20 1655 (c/n C.1-0942) 1953 Egyptian Air Force (F-AZNS)
(Patrick Brouckaert©)
 
De Havilland Canada DHC.1 Chipmunk T.20 1333 (c/n OGMA-23) 1956 Portugal Air Force (F-AZGP)
(Patrick Brouckaert©)
 
 De Havilland Canada DHC.1 Chipmunk T.20 1350 (c/n OGMA-40) 1958 Portugal Air Force (G-CGAO)
(Patrick Brouckaert©)
 
 Some other interesting visitors: Tatra T-131PA Jungmann  OE-CFG
(Patrick Brouckaert©)
Piper J-3C-90 Cub  OO-YOL
(Patrick Brouckaert©)
 Piper L-4H Cub  F-BFYI
(Patrick Brouckaert©)
Piper PA-19 Super Cub  F-GFPJ
(Patrick Brouckaert©)
 Scotish Aviation Bulldog-T1  XX629  G-BZXZ
(Patrick Brouckaert©)

So British... 
(Patrick Brouckaert©)
This was the 8th edition of this event
(Patrick Brouckaert©)
 As at the parade
(Patrick Brouckaert©)
 A really old elegant flying machine
(Patrick Brouckaert©)
The rear dashboard of the trainer
(Patrick Brouckaert©)
 Fine lines at will
(Patrick Brouckaert©)
No comments!
(Patrick Brouckaert©)
vThe world famous Gipsy engine
(Patrick Brouckaert©)
Load and clear
(Patrick Brouckaert©)

All angles offer beautiful perspectives
(Patrick Brouckaert©)
Royal Chipmunk, Prince Charles learned to fly on this aircraft,
reason of the extra beacon light at the top of the canopy
(Patrick Brouckaert©)
 Every formation flight starts with a briefing
(Patrick Brouckaert©)
In this case take off 3 aircraft together in VIC formation
(Patrick Brouckaert©)
Important...the refueling
(Patrick Brouckaert©)
Last engine check
(Patrick Brouckaert©)
 Turn around
(Patrick Brouckaert©)
Turn the screw to get gasoline in the four cylinders
(Patrick Brouckaert©)
"Papy Chipmunk"! 
(Patrick Brouckaert©)
Guillaume and Sylvain ready for a A2A pictures session
(Patrick Brouckaert©)
The D ’Hoore brothers got bitten by the aviation sickness
(Patrick Brouckaert©)
Taxi back in the golden Chipmunk years
(Patrick Brouckaert©)
 Take off for some fun
(Patrick Brouckaert©)
Back to home, tactical break
(Patrick Brouckaert©)
 Guillaume D'hoore with Olivier Van Gorp ex F-16 OCU instructor
just returned from a formation flight
(Patrick Brouckaert©)
Gilles Vallée is a former demo Jaguar pilot of the Armée de l'Air
(Patrick Brouckaert©)
 To conclude some A2A pictures: Above Dover
(Guillaume D’ Hoore©)
On the way to Abbeville
(Guillaume D’ Hoore©)
Some "Chipfun"...
(Olivier "Pappy" Van Gorp©)
Royal Air Force and Portugal Air Force squadron exchange
like it was in the good old time
(Olivier "Pappy" Van Gorp©)
Above Somme department
(Olivier "Pappy" Van Gorp©)
All the splendor of the flight
(Olivier "Pappy" Van Gorp©)
 In good Jungmann company
(Amaury D' Hoore©)
Somewhere in Danemark?
(Amaury D' Hoore©)
 Dancing with the clouds
(Amaury D' Hoore©)
When we put Chipmunk in the wadding
(Amaury D' Hoore©)
 Simply magical ...
(Amaury D' Hoore©)
 

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