BRITISH
AVIATION
ARCHAEOLOGICAL
COUNCIL
British Aviation Archaeological Council Code of Conduct
The BAAC voluntary Code of Conduct is a guide to best practice for aviation archaeology.
1. Legal requirements
1.1
1.2
1.3
1.4
1.5
It is a legal requirement that groups apply for a licence to recover remains of each aircraft lost while
in military service, under the provisions of the Protection of Military Remains Act. It is not necessary
to complete the MoD land owner pro-forma.
The permission of the owner of the land is essential, both for entry on to the land and for excavation
and/ or salvage work. A BAAC pro-forma or a letter from the land owner may be used to provide
evidence of permission for obtaining an MoD licence.
Consent from other interested bodies will be obtained where applicable. These include, but are not
limited to the Receiver of Wreck, Environment Agency, Harbour authorities, The National Trust,
English Nature, Scottish Natural Heritage, Commoners Associations.
The instructions in the MoD “Notes of Guidance” will be followed, with respect to any human remains
and/ or ordnance that may be found during the course of recovery work.
Necessary precautions will be taken to ensure the safety of people working on crash sites.
Prevailing best practice and guidelines for health and safety will be observed, particularly with
respect to shoring of excavations.
2. Requirements for investigation of aircraft crash sites
2.1
2.2
2.3
2.4
2.5
Research will be undertaken to try to establish the identity of an aircraft and the circumstances of its
loss, before recovery work commences.
An attempt will be made to learn from a crash site as much as reasonably possible in the time
available, prior to excavation or the removal of evidence. This will typically include observations of
visible damage to trees, hedges, buildings and surface contours as a result of the crash. Where time
permits and the direction of impact is not otherwise known, the distribution of any fragments buried
or hidden in vegetation around the impact point will be recorded, for example by noting the number
of metal detector readings per quadrant. Plotting the distribution of readings in a grid may provide
further information in some circumstances. Easily visible surface wreckage will often have been
significantly disturbed since the crash, particularly on high ground sites. Where significant
disturbance is known to have occurred, a photographic record of the wreckage may be more useful
than the distribution of the wreckage.
An attempt will be made to learn from a crash site as much as reasonably possible in the time
available, during the course of excavations. Sufficient photographs will be taken to create a record
of the relative positions and depths of artefacts that are buried in the ground. Information that can be
inferred, such as the direction of impact and inclination to the surface, will be recorded.
Adequate provision on site will be made for the stabilisation of very delicate objects, including
documents, fabric, leather, wood and paintwork after recovery from water or waterlogged ground.
This may include the use of preservatives and will at least limit damage due to rapid drying or
accelerated corrosion
3. Requirements following an excavation or salvage of aircraft remains from a crash site
The following information can be learned from crash sites, depending on the disturbance of the site since the
crash, the survival of material and its condition:
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Heading of the aircraft and its inclination to the ground prior to crashing.
Speed of the aircraft on impact, or the height from which it fell.
Circumstances of the loss, from gauges and indicators.
Camouflage scheme/ colours of the aircraft.
Stencilling and markings of the aircraft.
Equipment carried by the aircraft, including radio, bombing and navigational equipment, balloon cable
cutting devices, survival equipment etc.
Type of guns and ammunition carried by the aircraft and dates of ammunition.
Construction and modification standard of the airframe and implied date of loss.
Modification standard of the cockpit, such as instruments fitted.
Location(s) where the aircraft was built and inspected.
Equipment carried or worn by the crew of the aircraft.
Documentary evidence relevant to the aircraft, crew, mission or unit.
Information to create or complement period construction drawings, using surviving parts as patterns.
3. Recording
3.1
3.2
3.3
3.4
A record of items recovered will be submitted to the BAAC database within one year of recovery. A
copy of the form submitted to the PMA is suitable for this purpose.
The specific items recovered from crash sites which may provide evidence of any of the above
aspects will be conserved. Sufficient information will be reported to the BAAC to allow others to
learn of the existence of evidence, which may be relevant to their area of interest.
Items recovered from crash sites that are to be kept for an extended period will be adequately
conserved and labelled, so that the identity of the aircraft is properly recorded. As a minimum, parts
will be kept in boxes or bags, which are labelled with the identity of the aircraft. It is recommended
that a labelling system that incorporates the aircraft serial number is adopted.
An entry will be made into the National Monument Record database within one year of the
completion of site work. This should include the national grid reference of the site, aircraft identity
(where known) and location where artefacts and documentary evidence may be made available for
research. The location may be a museum or the name of the group if the items have not been
deposited with a museum.
4. Site reporting
4.1
4.2
4.3
A report will be produced within three years of completion of work on a site, which includes all
information discovered during the course of site work and information gleaned from witnesses and
records.
The site report will include a list of items recovered and, where those items may provide any of the
information listed in section 3, they will be included in photographs or adequate descriptions in the
report.
The recommended headings to be included in a site report are shown in appendix 1.
5. Disposal of items from crash sites
5.1
5.2
5.3
5.4
Parts that are contributed to rebuild projects, or otherwise disposed of for display outside the context
of the crash site, should be photographed and adequately recorded. The photographs and/ or
records should be included in the site report.
Useful stamps (such as inspection stamps), labels and modification plates that are disposed of, other
than for display in the context of the crash, should be adequately photographed and/ or recorded.
The photographs and/ or records should be included in the site report.
All parts recovered from crash sites will be offered to other BAAC groups through the BAAC
exchange system for at least three months prior to being discarded, sold as scrap, smelted or
otherwise destroyed.
Recommended best practice is that parts from crash sites should not be disposed of in a way that
may encourage others to salvage parts for monetary gain.
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6. Winding up BAAC groups
6.1
6.2
In the event of a group folding or being wound up, parts recovered from crash sites will be deposited
with a recognised museum or BAAC group, or offered to other BAAC groups through the BAAC
exchange system, with a clear note that their survival is under threat.
In the event of a group folding or being wound up, copies of documents relating to crash sites and
the history of flying units will be deposited with local public archives and/ or interested BAAC
group(s).
Appendix 1 - recommended format for site reports
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Site report
Hurricane L2021 at Village-on-the-Heath, Warwickshire
Midland Aircraft Recovery Group
Report by
Fred Smith, 10th July 2000
1. Information known prior to site investigation
1.1 Aircraft type investigated
Hawker Hurricane Mk X (built by the Canadian Car & Foundry Corporation): BUT see below,
this was later found to be incorrect.
1.2 Aircraft serial number(s)
AG327; possibly ex 1369 RCAF. BUT see below, this was later found to be incorrect.
1.3 Engine(s) fitted at time of loss
Rolls Royce Merlin III – 166965 (reference 4).
1.4 Unit at time of loss
63 Operational Training Unit.
1.5 Base at time of loss
Honiley, Warwickshire.
1.6 Coding at time of loss
63 OTU either used a single letter only to distinguish its aircraft (reference 1) or the code HI
(reference 2). The aircraft’s individual letter is not known.
1.7 Camouflage at time of loss
Not known prior to excavation.
1.8 Date and time of loss
The aircraft is recorded as crashing at 02.30 hours on 29th February 1944 (reference 3) and
after midnight on 28th February 1944 (reference 4).
1.9 Location of loss
The aircraft is recorded as crashing near Village-on-the-Heath, Warwickshire (reference 3)
and near Town-in-Marsh, Gloucs (reference 4).
1.10 Crew and fate
Pilot - Flight Sergeant G. M. Crouch 414655 (Australian), killed.
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1.11 Known background
F/Sgt Crouch took off from Honiley to practice night VHF homings and vectors in “AG327”
(sic). Nothing is known of the flight except that at 02.30 hours on 29th February 1944 the
Hurricane dived into the ground and exploded. The pilot was killed. (Reference 3).
The accident card shows that the pilot had 249 hours flying behind him when he was killed.
The subsequent investigation found little evidence of a cause but was satisfied that no AIB
inspection was necessary. The engine was under power prior to the impact and the aircraft
appeared to have dived vertically from a great height. 'Loss of control while instrument
flying' was the final verdict, with the possibility that the pilot fell asleep not ruled out. A
decision was taken to give pilots on night conversion training more time in a static 'Link'
trainer. (Reference 4).
Stratford fire service sent a mobile unit, a light '500', a foam tender and a despatch rider.
(Reference 5).
At the time of the site investigation, it was not clear that the accident card and the Operations
Record Book both recorded the aircraft’s serial incorrectly. This led the group to research
the background to AG327's career. Its movement card (reference 6) states that it was stored
with the Canadian Car & Foundry Corporation for some type of gunfire tests or modifications
(the card is almost illegible). On 11/2/42 it was issued to the Royal Canadian Air Force.
The RCAF gave it the number '1369' (reference 7). The last entry on the movement card
indicates a flying accident as a result of which the aircraft was written off on 31/8/43, but this
has 'CANCELLED' written over it. The conclusion was drawn that the Hurricane was
repaired and reverted to its original serial before being shipped to Britain and eventually
finding itself at Honiley.
2. LOCAL INVESTIGATIONS PRIOR TO SITE WORK
2.1 Witnesses statements
A small aeroplane crashed on Smith’s farm, Village; fate of crew not known. (Witness 1).
The wreck of something was seen burning next to the second pole in “Marsh Field”, Smith’s
Farm, but police stopped everyone getting to see it. (Witness 2).
The only Hurricane remembered in the Town district was one at Village-on-the-Heath in
1944. It crashed at night and the pilot was killed. (Witness 3).
2.2 Site evidence
A hedge on Smith’s Farm still has a gap in it and a shallow crater was visible in the field. A
metal detector scan showed readings in the crater, but it was not possible to determine the
heading of the aircraft as there was no scatter. The hole in the hedge was probably caused
by rescue/ salvage work.
2.3 Site location
National Grid Reference: SP 278996. This is a cultivated field near the bottom of a hill on
the northern edge of the Cotswolds.
(Sketch map or scanned portion of 1:25,000 OS map should be inserted here or in appendix)
2.4 Site landowner
The landowner is Mr Smith, Smith’s Farm, (can be in separate appendix, for restricted
circulation if required).
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3. SITE WORK
3.1 Work done
Following a pin-point position from locals the impact position was found on the first search on
7/9/86. A few handfuls of fragments littered the surface over a small area. After slit trenches
had been dug over the site, pieces were found going deeper into the ground. Digging
stopped at about three feet by which time Brian and Ed Smith, Jim Jones and the author had
found a couple of plates, a lot of perspex and bits of the windscreen, the top of the rudder,
an aerial and the shattered battery. The site was excavated by the same team and a JCB on
14/9/86. The rest of the windscreen was an early find. Four feet had been dug away before
the centre of the impact was found. Here an armour plated bulkhead appeared with many
pieces of broken supercharger casing (the plate of which was found). Two engine driven
pumps were retrieved before the propellor boss was found at a depth of about seven feet.
The oil and fuel present in the clay had preserved the deeper wreckage well. No guns were
found in spite of a thorough search.
3.2 Items found
....(list and possibly photographs should be included here or in appendix).
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4. INFORMATION LEARNT FROM SITE INVESTIGATION
4.1 Aircraft type and serial number(s)
The remains of the tail confirmed that the Village crash was a Hurricane, but there was no
evidence to confirm the serial number.
4.2 Engine(s) fitted at time of loss
Ancilliaries confirmed that a Rolls Royce Merlin was destroyed in the crash, but there was no
evidence to confirm its type. Reference to pump types and serial numbers may provide
more information.
4.3 Unit and base at time of loss
Nothing was found to confirm the unit or base.
4.4 Coding and stencilling at time of loss
No evidence of coding was found. Stencils were found from the fuel filling panel behind the
engine. These read ....
4.5 Camouflage at time of loss
Dark green and mid grey were found on pieces of the canopy frame and engine panels. The
glycol filler cap cover was matt black painted over the same mid grey. Underneath the grey
was a layer of dark brown. This indicates that the camouflage had been changed (perhaps
at Honiley because the same grey was found on the remains of Hurricane V6680 of 63 OTU
which crashed on 25/2/44- reference 8) and that a black anti-glare panel had probably been
painted on in front of the windscreen for night flying. The spinner was found to be cream.
4.6 Date and time of loss
Nothing was found to confirm the date. A clock face was found, with an impression of the
hands indicating the time 02.17 hours.
4.7 Location of loss
The crash site of 63 OTU’s loss on 29th February 1944 is confirmed from circumstantial
evidence as being the Hurricane site found at Smith’s Farm, Village-on-the-Heath. One
witness suggested that this was a Hurricane lost in 1944 and that there were no others in the
same area. The time from the clock face is consistent with 63 OTU’s loss.
4.8 Crew and fate
No further evidence found.
4.9 Heading of the aircraft and its inclination to the ground prior to crashing
The heading was not determined, but the wreckage was vertical in the ground, suggesting a
vertical dive prior to impact.
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4.10 Speed of the aircraft on impact, or the height from which it fell
As the prop boss had penetrated seven feet of very hard ground the fighter had probably
dived from eight to ten thousand feet vertically.
4.11 Circumstances of the loss, from gauges and indicators
No evidence found.
4.12 Equipment carried by the aircraft
Remains of a ... radio were found.
4.13 Type of guns and ammunition carried by the aircraft and dates of ammunition
No ammunition was found on the site and there was no evidence of guns. Ammunition could
have been expected on the site, had there been any in the aircraft. The conclusion is drawn
that 63 OTU did not carry ammunition, which is consistent with another Hurricane and a
Beaufighter site of the same unit (reference 8 and 9).
4.14 Construction and modification standard of the airframe
One modification plate was found, which reads... (photograph could be included).
4.15 Modification standard of the cockpit
The only instrument found was a clock, type... The face of a radio altimeter, type unknown,
was found, see photograph … in the appendix. This is believed to have been a nonstandard modification.
4.16 Location(s) where the aircraft was built and inspected
An inspection stamp ... was found, suggesting the aircraft was built by Hawkers. This is
curious, as AG327 is believed to have been built in Canada (see below).
4.17 Equipment carried or worn by the crew of the aircraft
Some buckles were found, type unknown, shown in the accompanying photographs
(include).
4.18 Documentary evidence relevant to the aircraft, crew, mission or unit
None found.
4.19 Information to create or complement period construction drawings
Two brackets were found which could be useful for patterns, shown in the accompanying
photographs (include).
5. INFORMATION LEARNT AFTER THE SITE
INVESTIGATION
(Headings as appropriate)
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5.1 Aircraft type and serial
It was subsequently found that 63 OTU’s Operations Record Book and the accident card,
form 1180, recorded the wrong serial. The loss at Village-on-the-Heath was Hurricane Mk I,
serial L2021. This had had an interesting history, having been sent to Canada as a pattern
aircraft and subsequently went into service with the RCAF as serial “327”. It returned to the
UK with number 1 Squadron, subsequently 401 Squadron. Its movements were then...
(Reference 10 and 11).
On ... it joined 63 OTU, still coded “327”, with no RAF serial shown. Other old Hurricanes at
the unit included some in the AG... batch, including ... It seems probable that a diligent fitter
noticed that “327” was missing its prefix and painted “AG” in front of the digits. (Reference
10 and 11).
This is confirmed by the Hawker inspection stamps found on the items recovered from
Village-on-the-Heath.
The actual identity is....Built at... Engine & type...
5.2 Items found
(Photographs of cleaned remains may be included)
6. REFERENCES
1. Bowyer/ Rawlings' 'Squadron Codes 1937-56'
2. Ray Sturtivant's 'Aviation News' article on OTUs
3. Operations Record Book for 63 Operational Training Unit, Public Record Office reference
...
4. Accident card for Hurricane lost on 29/2/44, marked as “AG327” of 63 OTU., RAF
Museum.
5. Air Raid Precaution records, County Record Office, Warwick (reference CR1499).
6. Movement card, form 78, for Hurricane AG327, RAF Musuem.
7. Air Britain “RAF Serials AA100 to AZ999”
8. Midland Aircraft Recovery Group report on the site investigation of Hurricane V6680, of 63
OTU.
9. Midland Aircraft Recovery Group report on the site investigation of Beaufighter R2461, of
63 OTU.
10. Movement card for Hurricane L2021, RAF Museum.
11. Air Britain “Aeromilitaria” journal, article on ...
7. APPENDIX
Site map
Photographs
List of items recovered, if not in body of report
Magazine article(s) written by the group, or museum write-up if appropriate
Addendum: information found after issue of the report
Issue 1.0 July 2000. Copyright © 2000 BAAC. Page 9