This thread covers it, http://forum.keypublishing.com/showthread.php?t=121174&highlight=filton
Collection at Kemble relocating to Filton.

As a collection of information on airfields, their current status, and level of preservation the Airfield Information Exchange and it’s related Airfield Research Group (with a considerable archive) is definitely the main body concerned with preservation and auditing.
They also work with English Heritage, The National Archives, and other national collections to try and keep a handle on all the information out there.
They can of course only advise English Heritage, but this does seem to be bearing fruit in the case of some buildings and sites such as the recent Thor launch site (RAF Harrington?) that gained listing status.

Re St Mawgan, I don’t quite understand how St Mawgan becoming Newquay Airport protects things, the process saw considerable landscaping changes and the loss of some old buildings air side of the fence.
The RAF side of the camp still has a handful of WWII era buildings left, but I know one of these was scheduled to come down.
The original RAF Trebelzue airfield area still houses some unusual original buildings, but I fear for the future of that site.
For my part I collect and research any information pertaining to the airfield and did have it presented on a website, unfortunately that has folded but I will reinstate it eventually.

St Athan is another site I have interest in, and is a good example of despite still being an operational station, classic Expansion Era buildings are continually being lost, of course reality dictates that there is very little that can be done about this, but to archive and record these sites and buildings does at least help tp preserve the memory.

As shown in the posts above, many airfields have thankfully got dedicated groups and individuals commited to perpetuating the memory.

BTW, if you want to visit a deserted airfield, in my own opinion Davidstow Moor in North Cornwall is hard to beat, it’s remoteness, and lonely watch office makes for an atmosphere all of its own.

Yep, they are all grounded – again!

I didn’t realise this until I just asked in the tower, but the windsock is odered by the knots wind speed that it becomes fully extended, 20 – 30 knots seems usual in a military tower.

We also found reference to a Federal Standard (I’m assuming U.S.?) that the sock should be fully extended at 17 knots, and becomes limp at below 3 knots.

I must admit I thought that black paint was used on engines for its heat dissipation properties, but that wouldn’t explain why some radial engines appear to be painted grey!

James – Any idea how many Mk’s of Spitfire had Malcolm canopies?

One for Mk12 I fancy, I’m kind of with Jayce in that the only non Malcom canopy were the very first examples (pre 1939?), and the later low back teardrop canopy variants.

My understanding of the Malcolm canopy is that it done away with the restrictive flat section, plan, and profile of the existing Spitfire canopy, and the heavy framework affair of other types (ie ‘birdcage’ Mustang & Corsair), with a single ‘blown’ piece of perspex which is bulged in section, plan, and profile. This allowed more head room, movement and all round vision.
Interesting in Antonis’ link, I hadn’t realised that the Mustang didn’t use any framing at all, ie the front and rear arch.

My understanding is that R Malcolm & Co, a British canopy maker came up with the idea of bulging the canopy/hood, the first example being on the Spitfire.
Believe the Corsair had a Malcolm hood, and certainly in design the Fairey Gannet.
Considering how succesful it became I wonder if the design was copywrited and licenced by other companies?

Superb resource Alanp, thanks for pointing it out.