Edward Dixon ABBOTT
Né en 1898, il fait une formation chez Wolseley Motor Company, constructeur d'automobiles, de 1920 à 1923,  puis est employé au bureau d'études des chassis de cette compagnie, jusqu'en 1925. En 1926, il rejoint la firme Page and Hunt, autre constructeur automobile, en tant que directeur des ventes  à Londres. Quand cette société est mise en faillite en 1929, Abbott reprend les activités de l'atelier de Farnham en créant une compagnie à son nom, la E.D. Abbott Ltd. pour faire de la sous-traitance de pièces pour l'industrie automobile (en particulier des carrosseries d'automobiles). Mais Abbott s'intéresse aussi à l'aviation et en 1930, il construit, pour deux clients, Messieurs L.H. ELLIS et RUSSELL-TAYLOR, un planeur connu sous le nom de Farnham "Alert". Cet appareil, d'un peu plus de 18 mètres d'envergure, dessiné par Thomas Cecil LETCHER [1888-1950], volera pour la première fois en août 1930. [22]
On doit aussi à la E.D. Abbott Ltd., au début de 1931, un autre projet : le Whitlet Hoverplane, simulateur de vol, construit pour le W.L. Hoverplane Syndicate, de Farnham. Ce simulateur a été dessiné par T. C. LETCHER, avec John Ronald STURGE WHITING [1887-1962], ce dernier étant co-signataire du brevet d'invention déposé. [15] [24] [25]
[la E.D. Abbott Ltd cessera ses activités en 1972]

Leslie Everett BAYNES
[45] [46]
A partir de 1916, il travaille dans différentes sociétés, en particulier chez Short Bros Ltd de 1924 à 1929, Leslie Everett BAYNES dessine le planeur Scud et crée en partenariat avec F.W.J. GRANT la firme Brant Aircraft Ltd. [Brant étant la contraction de leurs deux noms Baynes et Grant], afin d'en construire un prototype. Le premier vol du prototype a lieu  le 11 janvier 1931 à Totternhoe, Bedshire. [26]
Cette même année 1931, L. E. BAYNES s'associe avec E. D. ABBOTT, créant la Abbott-Baynes Sailplanes Ltd, filiale de la E.D. Abbott Ltd. chargée de produire le Scud.

Voulant expérimenter son idée de moteur rétractable, Carden recherche un appareil sur lequel il puisse l'installer. Leslie BAYNES est intéressé par le projet de Carden. Carden et Abbott et Baynes collaboraient déjà sur la version britannique du Pou du Ciel, Carden ayant étudié la motorisation (moteur Carden-Ford).

Baynes dessine spécialement une machine qui puisse répondre à la demande de Carden, mais qui puisse aussi être proposée comme planeur. Les publicités ci-dessous indiquent que la version "planeur" est appelée Scud III, alors que la version "motoplaneur" est désignée par "Carden-Baynes Auxiliary". La construction d'un prototype [de l'Auxiliary] est faite dans les ateliers de la société Abbott-Baynes Sailplanes Ltd., installée à Wrecclesham [3 km au sud-ouest de Farnham], dans le Surrey [Flight du 9 mai 1935 parle des "ateliers de la compagnie Abbott Motor Works". Je n'ai pas trouvé trace d'une firme portant ce nom]
Les journalistes de la revue Flight ont pu voir l'Auxiliary dans les tous premiers jours du mois de mai 1935, donc quelques jours avant le premier vol, et le reportage et les photos de l'article du 9 mai 1935 donnent de très intéressants renseignements sur l'appareil tel qu'il était initialement [9]
Le 15 mai 1935, la revue allemande Flugsport publie une photo tout à fait similaire à la photo ci-dessous, mais avec le moteur déployé, confirmant si besoin était que l'Auxiliary était terminé, moteur installé, au début du mois de mai 1935. [36]
Voir infra la description technique de l'appareil

Le premier vol du prototype de l'Auxiliary en planeur (sans utiliser le moteur) a lieu en mai 1935. [Date précise et lieu ? Aucune information sur ce premier vol]

Publicité Scud III et Auxiliary d'août 1935 [10]

L'Auxiliary très probaablement le jour de son premier vol en autonomie [38][14]

Le 10 décembre 1935, Sir John CARDEN est tué lors du crash d'un avion de ligne de la Sabena. [28]
Baynes pour poursuivre les activités et les projets en cours avec Carden [poursuite du développement du Bee], crée dans les premiers mois de 1936 la Carden-Baynes Ltd. dont les ateliers sont à Heston :

Flight (28 mai 1936 p 588)
A Carden-Baynes Development
A CONTROLLIN G interest in Carden Aero Engines , Ltd. , has now been acquired by Carden-Baynes Aircraft , Ltd. , the managing director of which is Mr . L . E . Baynes.

Also in 1935, the Mignet HM.14 Pou du Ciel "Flying Flea" built and flown by Stephen Appleby, was rebuilt by Abbott-Baynes Sailplanes, incorporating modifications designed by Baynes, who had witnessed its forced landing at Heston Aerodrome. The success of the Flying Flea family of homebuilt aircraft arose from an English translation of Mignet's book, The Flying Flea (1935), showing readers how to build their own aircraft at home. Abbott-Baynes Sailplanes Ltd went into limited production of a developed version named the Baynes Cantilever Pou.[2][3] Following the death of John Carden in December 1935, in April 1936, Baynes set up Carden-Baynes Aircraft at Heston Aerodrome, and designed the Carden-Baynes Bee, a two-seat wooden aircraft with two Carden-Ford engines in pusher configuration. [wikipedia]

[13]
Mike Garnett of Orchard Cottage, Hempton Lane, Almodsbury, Bristol BS12 4AP has written (1973) with the news that he has the Scud 3 almost ready for fabric covering. A C. of A. will be applied for next year.
The aircraft (n° 2) was later built by Carden Baynes Ltd. of Heston, Middx. when fitted with an engine, the type was known as the Carden BaynesAuxiliary. This Scud 3 will be flown without its engine, which was originally a retractable 249cc 2-stroke Villiers of 9 b.h.p. pusher)

Dans la revue Flight du 29 juillet 1937, L. E. Baynes donne quelques précisions sur le Scud III [pour illustrer une discussion relative au vol à propulsion musculaire]
"... More recently there was Scud III, which may be classed among the highly efficient modern sailplanes. It has a span of 45 ft., weighs 260 lb., has a gliding angle of 1 in 22, and sinking speed of about 12o ft./min.
... It may also be of interest to mention that Scud III was also fitted with a retractable auxiliary engine unit when it was known as the Carden-Baynes Auxiliary. The engine was a 250 c.c. Villiers, which gave 8-9 h.p. at best at 3,500 r.p.m. with an airscrew efficiency of not more than about 50 per cent. ; that is, we had perhaps 4 thrust h.p. I believe this is actually the lowest-powered machine which has been made to leave the ground under its own power and fly successfully. The purpose of the auxiliary engine was to enable the machine to take off without launching gear or hill-side upcurrent being necessary and climb to a sufficient height for thermal or cloud soaring to be possible. The engine was then stopped and the engine unit retracted into the neck of the fuselage. The engine unit with gear added about 50 lb. to the all-up weight, or about 10 per cent., which is about 5 per cent, increase in sinking speed or power required for level flight. The thrust h.p. available for climb was about 1.5 and the power required for level flight about 2.5 t.h.p. or 5 b.h.p. " [48]

"Constructional Materials
The Carden-Baynes sailplane itself is a very interesting machine of the modern high-efficiency type, with very large span and heavily tapered wings. It is, of course, of all-wood construction, the wing having a plywood-covered nose and fabric-covered trailing portion, while the fuselage is planked with plywood and spruce. A portion of the wing section which Mr. Baynes has used is of the highly cambered type, but at the root, where the wing joins the fuselage, the lower surface is flat. Two objects are achieved by this arrangement: first, the spars can be made a good deal deeper at the root, where extra strength is required (the wings being pure cantilever), and, also, a better shape of joint is secured, thereby probably reducing interference drag between root and fuselage. Towards the tip the wing section begins to change, and at the tips it becomes one of small chord and thickness and of reflex curvature. The aerodynamic reasons for this progressive change of section and, incidentally, also angle of incidence, is to ensure that the centre portion of the wing shall stall first. A gentle dropping of the nose is further ensured by the fact that the trailing edge is nearly straight and the leading edge swept back to it so that a certain measure of the stability of the tailless aeroplane is achieved. The ailerons, by the way, are differentially operated, so as to avoid adverse yawing moments. For transport the wings can be quickly removed from the fuselage and stacked alongside it on a trailer. The two halves of the tailplane are also easily removable, and the whole machine can be dismantled in a few minutes. The undercarriage has been reduced to the simplest possible form and consists of a single wheel mounted partly inside the floor of the fuselage. When the machine is at rest it tilts over with one wing tip on the ground, but the weight on the wing tip is very small, and as soon as the machine begins to gather speed the wing can be lifted by using the ailerons. " [1]

Profil des ailes
"The tapered wing was similar to the Scud 2 but of slightly more span. The root section was simplified but changed rapidly to the Gö 652 profile, then to a symmetrical tip. The fuselage frames were rectangular with rounded corners, a good compromise between simplicity and the fully rounded form. Le wing was mounted high on a streamlined pylon behind the cockpit. " [12]

Suite de [1]
"Cruising at 35 m.p.h.
A very good aerodynamic form has been chosen for the fuselage and considerable trouble has been taken to keep air drag as low as possible. For a height of some 10 to 12 inches the fuselage sides are flat, but the top and bottom are curved. Over the rear portion the covering is of plywood, but in the nose, where double curvatures occur, it would not be possible to use sheet material, and a built-up structure has been employed, consisting of two layers of narrow spruce strips laid on diagonally, the strips of the two thicknesses crossing each other at approximately right-angles. The whole of the woodwork is left in its varnished state without paint, a finish which looks very attractive and is somehow reminiscent of small boat building. The workmanship and finish are of a very high order, and the price will not be remarkably low. Until the Carden-Vihiers auxiliary unit is ready (the present being merely an experimental unit produced to try out the principle) it is difficult to estimate production costs, but Flight understands that it is hoped to market the machine at £250. The direct-drive airscrew looks almost ridiculously small, but the fact that the engine is of low power (it develops 9 h.p. at 3,500 r.p.m.) has made it possible to use a small diameter, and consequently the ratio V/nD at low forward speeds is such that quite reasonable airscrew efficiency can be obtained ; the static thrust and thrust at low forward speeds are quite high, the pitch angle being so small that even at very low forward speeds the blades are not stalled. The machine has been designed for a cruising speed ot approximately 35 m.p.h., and this will also be the speed at which the best rate of climb is attained. The very tiny petrol tank of the engine unit contains sufficient fuel for a flight of a little more than haif an hour's duration, and it is thought that this will be sufficient for reaching with a margin to spare, a height where soaring is possible. Having reached this height the pilot will stop his engine, pull the starting handle slowly until the airscrew is vertical, and then wind-in his engine. He then has a pure sailplane with an L / D ratio of about 24. Should he get out ot the up-current he will raise his engine into the operating position, start it, and proceed until he has found another up-current. "

Carden avait fait étudier l'adaptation d'un moteur de moto Villiers monocylindre deux temps de 249 cc par la firme Villiers Engineering [35] de Wolverhampton, West Midlands : en particulier modification pour qu'il puisse fonctionner à l'envers. Puissance développée 9 CV (à 3500 tours/minute ?)
Réservoir de X litres, permettant 30 minutes de fonctionnement du moteur.
[14]
"The engine was a 250 c.c.Villiers 2-stroke, specially modified for the purpose by Messrs. Villiers of Wolverhampton, the makers of 2-stroke motorcyle engines. On the bench the engine gave a max. 9 b.h.p. at 3,500 r.p.m., but we were able to use at best only about 7 b.b.p. because of airscrew speed limitations. However, in practice with sustained running we were able to maintain r.p.m. equivalent to no more than about 5 to 6 b.h.p. which in terms of thrust h.p. due to low propellor efficiency was about 2 to 3 h.p. The all up weight was approximately 500 lbs. The power loading was therefore about 100 lbs/b.h.p. or about 200 lbs/t.h.p."

Voici ce qu'écrivent à propos du groupe motopropulseur les journalistes de Flight, qui ont eu le privilège de voir l'Auxiliary quelques jours avant ses premiers vols [1] :
"Engine Reliability
The engine which Sir John Carden is using is a single-cylinder Villiers two-stroke of 249 c.c. capacity. In its normal form this engine is, of course, an ordinary motor cycle engine with its cylinder pointing upwards. For the sailplane it was desired to invert the engine, since by doing this the centre of the crankshaft would be raised, thus giving the necessary airscrew clearance with very small overall height. The Villiers Company very sportingly undertook the work of converting that engine, and the tests which Sir John has had carried out at Wrecclesham have been extremely satisfactory; the engine has run for many hours on end at full throttle without any trouble and without any signs of overheating, the cowling being so arranged that it forms a venturi, while the airscrew blades passing close behind the cylinder help to produce a very strong air current. The mounting of the engine is very simple. Two tubes having a diagonal bracing member run to the crank case and vee tubes to the cylinder head, so that the whole system is perfectly triangulated and a very rigid mounting provided.
The engine is raised into operating position or retracted into the fuselage very simply by a tube joined to the nut of a large threaded shaft or worm. This worm is rotated by a handle in the cockpit driving a chain and sprockets. Rotation is one direction makes the nut advance along the worm and lowers the engine, while rotation in the opposite direction causes the nut to travel backwards and raises the unit into the operating position. A very ingenious " lid " has been produced for the fairing. When the engine is in the operating position this lid is held open by a spring, but as the engine is lowered the airscrew presses on a lever which overcomes the tension of the spring and, by a system of cranks and levers, causes the lid to close. When the engine is retracted the surface is very smooth and offers no extra drag. It is necessary to stop the airscrew in a vertical position, since otherwise it will not go into the narrow space provided for it in the fuselage. This is done by a stop worked in conjunction with the lever of the starting gear. The latter consists of a ratchet wheel between two pulleys. When the starting lever in the cockpit is pulled back the cables pass over the pulleys until the chain engages with the ratchet wheel, which is. of course, on the forward end of the crankshaft. Continuing the pull causes the ratchet wheel and the crankshaft to rotate, and the engine starts. The stop provided for ensuring that the airscrew is vertical is operated by a lever on the starting handle, so arranged that the latter can only be pulled back to a predetermined position, in which the airscrew is vertical. The cowling in front of the engine and the petrol tank above the engine are finished in a gold paint which harmonises extremely well with the varnished wood finish of the machine, and is a great improvement on the plain aluminium finish usually found.. " [1]

Nous avons déjà vu que le Duc de Grafton [Jean Charles Guillaume FitzRoy, 9e duc de Grafton (1914-1936)] avait commandé un Auxiliary dont la construction s'était achevée en janvier 1936. Mais le Duc se tue au volant de sa Bugatti, lors de la célèbre course automobile Limerick International Grand Prix (Limerick, Irlande) à laquelle il participait, le 4 août 1936 [18] [9] [29]
Baynes enlève le moteur de l'Auxiliary orphelin, en faisant un Scud III, et le vend à Llewellyn "Bill" BARKER, qui est donc le premier propriétaire du planeur. Le premier vol a eu lieu le 26 décembre 1936, piloté par son propriétaire. [9]
Bill BARKER vole régulièrement à Sutton Bank, réalisant de nombreux vols en campagne avec le Scud III, jusqu'au déclenchement de la deuxième guerre mondiale (date du dernier vol enregistré :12 août 1939).
Le Scud III passa la guerre stocké sur sa remorque à Stanley Park, Blackpool, et ne fut pas réquisitionné par l'Armée de l'Air.
Après la guerre, Bill BARKER vend son planeur à John CLARKE. Barker devient "CFI" (?) du Yorkshire Gliding Club. Il décède brutalement en octobre 1950 [Gliding Magazine hiver 1950/51]
CLARKE fait réviser le Scud III par Martin Hearne Ltd. et le carnet de vol mentionne en août 1947 le premier vol depuis 1939. C'est John Clarke qui fait enregistrer le Scud BGA 283 G-ALJR, le 16 mars 1949, puis le vend à G. RATCLIFFE le 14 mai 1949. Ce dernier volera le plus souvent à Dunstable.
26 juillet 1949 : nouveau changement de propriétaire au profit de Bob SWINN, de Blackpool, qui n'a commencé à piloter des planeurs que depuis quelques mois ! Progression étonnante, car le 1 janvier 1950 on le retrouve CFI de l'Army Gliding Club à Odiham.

En mars 1950, la revue Sailplane and Glider publie un article nous donnant des détails sur la remotorisation du Scud III que Bob Swinn a réalisée avec un moteur Villiers de 350 cc, plus puissant que le 250 cc du premier appareil, l'appareil redevenant ainsi l'Auxiliary n° 2. L'installation du moteur s'est donc faite entre fin juillet 1949 et février 1950. Voici le texte intégral de cet article :

"Mr. Swinn's Auxiliary-Powered Sailplane
Some time ago we mentioned a project by Mr. R. Swinn, now C.F.I. at the Army Gliding Club, to install a 350 c.c. motorcycle engine as a retractable, pusher power plant unit to his "Scud III" sailplane. We have now heard from him that the installation has been successfully completed. Mr. Swinn says he has flown the glider (without the engine) for about 100 hours up to a maximum height of 5,200 ft., and that it is delightfully simple to fly. His longest flight so far has been of 7 1/2 hours, when he only had to land because of darkness. The addition of the engine apparently makes no difference to the fore and aft trim.
The original "Scud III," which was fitted with a specially converted 250 c.c. Villiers engine, was intended to provide a means of launching a sailplane and climbing to the height required for soaring without the expense and complication of a towing aircraft or a launching winch. Once at height the engine was to be stopped and retracted into the fuselage, so that the sailplane could achieve its maximum soaring performance. When desired, the engine could be wound out again and started up from the cockpit, so enabling the pilot to return to his base.
Such an aircraft offers the enjoyment of the sport of soaring without suffering the inconvenience due to a sailplane's immobility on the ground. Engine failure is not so serious as with other aircraft as the machine merely reverts to its normal sailplane role.
Mr. Swinn has altered the original installation design considerably, besides fitting a more powerful engine, and we congratulate him on his enterprise and enthusiasm. We would, however, strongly recommend him to discuss the installation with a professional design consultant to ensure the safety of the aircraft (our Design Team could help him), and we will be glad to sponsor an application for a special experimental Permit-to-Fly from M.C.A. for the operation of this interesting aircraft.
Details of this interesting conversion are given by Mr. Swinn as follows :-
Engine
349 c.c. two-stroke Villiers, inverted, and lubricated by means of crankcase compression fed into the oil tank air space, forcing oil through a regulating sight feed to the main bearings, piston, etc. The system is simple and fairly fool-proof. Thrust is taken care of by a thrust race mounted immediately in front of the propeller. Flywhell ignition is employed as it serves both for ignition and to reduce the vibration of the single cylinder engine.
Propeller
This is made by Airscrews Ltd. of Weybridge, is 3 ft. 6 ins, in diameter and 1.24 ft. in pitch, and has brass leading edge sheathing. It cost £36.5s 0d. but the jigs are being retained by the firm so that another one would be less than half this figure.
Fuel tank
This is a cylindrical mild steel tank divides into two parts - one part for oil (1 pint) and the other for fuel (3 pints). The fuel is fed by gravity, the tank being situates immediately above the engine.
Installation
The unit is mounted in the neck fairing behind the wing and is fully retractable. The attachment is made by means of three bolts, and the whole unit can be taken off or replaced in eight minutes by one man. The retracting gear consists of a simple screwed rod along which travels the actuating arm to the unit. The rod is driven by chain around a sprocket at the side of the fuselage, and forward to a simple 45 degrees bevel drive and handle. On starting up, the unit vibrates at low speeds, but this rapidly passes away when it settles down to a healthy roar and runs most smoothly - so much so, that one can forget there is an engine at all. Controls These consist of a simple motorcycle combined throttle and mixture lever, plus twin flex ignition lead connected to a simple switch.
Fuels
So far he has experimented with commercial petrol, methanol and Benzole. With petrol, he can only obtain 3/4 throttle. Methanol let him down again and again, the revs. dropping unaccountably every few seconds. Benzole enables him to operate the engine at full throttle and has given by far the best results so far, the only snag being that the engine kicked back violently on starting - retarding the ignition has cured this, but causes loss of power. Mr. Swinn would welcome any advice from members on fuels.
(Note : the Design Sub-Committee recommend him to use straight 73 octane aviation fuel, and to consult the manufacturer about the most suitable carburettor jet settings to use). " [31]

On ne sait pas où ont eu lieu les premiers vols de l'Auxiliary, probablement sur sur l'aérodrome de Wing (Wing Airfield) [9], Bob Swinn n'ayant pas demandé d'autorisation de vol pour son appareil !
Les photos ci-dessous proviennent de la collection de Laurie Woodage (+), via Johan van Dijk [21]

On ne trouve rien dans le carnet de vol du G-ALJR depuis son achat par Bob SWINN (le 26 juillet 1949) jusqu'en octobre 1951, mise à part une mention à une importante réparation suite à un accident qui se serait produit au London Gliding Club, réparation déclarée comme achevée le 20 janvier 1950. [39]
Le rapport de réparation fait état du remontage du dispositif de rétraction du moteur ce qui laisse à penser que l'accident s'est produit après que l'appareil ait été remotorisé (?).

Début 1950, le club de vol à voile de l'Armée [Army Gliding Club] démarre une campagne de prospection de pentes susceptibles de permettre des vols en planeur et le 26 février 1950, l'Auxiliary (ou Scud III ?) est lancé au sandow depuis Inkpen Hill et réalise un vol d'un peu plus d'une heure..

"La fin d'une expérience" - G-ALJR, accidenté à Lasham [37]

L'Auxiliary sera de nouveau accidenté, cette fois à Lasham. La date précise n'est pas connue, mais il est probable qu'elle se situe dans la seconde moitié de l'année 1950 peut-être même durant l'été. On sait en effet que l'Army GC a volé à Lasham en plusieurs occasions durant l'été 1950 (rappelons que Bob SWINN était CFI à l'Army GC).
En janvier 1967, dans une lettre publiée dans la revue Flight[37], un témoin, G.A. CHAMBERLAIN, se remémore les circonstances de l'accident :
"
The unhappy story of the Baynes "Hoodoo" in your Flight December 22 issue 1966 would appear to warrant the following postscript. I think it must have been about 15 years ago when I discovered that Bob Swinn had acquired the Villiers engined Scud sailplane and was operating it at Lasham. I understood from the new owner that he had reengined the machine with a 350 c.c. engine in lieu of the original 250 c.c. installation. Having persuaded Swinn to demonstrate its capabilities I managed to secure the enclosed snapshots [one of which is reproduced above—<Ed] of its subsequent takeoff and (so far as I know, last) flight.
The engine was not giving its best on that occasion with the result that the take-off became very prolonged and the altitude so limited that Swinn had to stay within the airfield boundary and turn downwind. Inevitably the aircraft stalled, dropped a wing, and struck the ground, performing a complete cartwheel and finishing up with a resounding crunch as it struck a runway sideways on. I was the first to arrive on the scene and found Swinn sitting dazed in his shattered cockpit, the instrument panel adrift on his knees and the whole aircraft gyrating wildly on the deck, with the poor little Villiers screaming its head off. I cut the ignition and helped the unfortunate owner to disinter himself from the splintered mess. The Baynes "hoodoo" would appear to have persisted, and I am quite sure that the unfortunate Mr Swinn took a very dim view of my having been instrumental in the demise of his unique possession.
G. A. CHAMBERLAIN, Ashford, Middx
" [37]

En février 1951, Bob Swinn passe une annonce [dans la revue Sailplane and Glider] de mise en vente du Scud III, non réparé. [34]
Scud III et non Auxiliary : en effet on sait que le moteur a été donné au Science Museum (Londres ?) en février 1951, par Bob Swinn certainement, puisqu'il en était le propriétaire.
Le musée l'a longtemps laissé en exposition, puis à fini par le stocker dans ses réserves, sur l'aérodrome de Wroughton près de Swindon, où il serait encore [fin 2014][9]

On ne sait qui a réparé le planeur ni où a été faite la réparation.

On retrouve des informations dans le carnet de vol après le rachat par Charles DAVIDSON de l'Aberdeen Gliding Club, basé à Inverallochy, Ecosse.

Octobre 1951 : Après quelques vols, le planeur est encore un fois endommagé, après avoir heurté un rocher.
La réparation est longue et le planeur ne revole qu'en juin 1953.
Le 5 avril 1956, la machine est toujours à Aberdeen, mais son certificat de navigabilité expire, un seul vol d'essais étant inscrit dans le carnet de vol depuis 1953. Le carnet indique que l'appareil totalise 57 heures 36 minutes de vol en 138 lancers (sans compter ceux de Bob Swinn qui n'ont pas été inscrits).
En juin 1956, G-ALJR est vendu à K. EMSLIE de Lytham St Annes, Lancashire. Des vols sur l'aérodrome de Warton, puis de nombreux autres vols à Long Mynd entre le 26 juillet et le 26 août 1956, une trentaine d'heures de vols sont enregistrées pour cette période. [39].
Puis le planeur reste sur sa remorque et plus aucun vol n'est enregistré, jusqu'en 1961, année du rachat par un syndicat du Bristol G.C., Nympsfield, Gloucestershire, composé de P.R. PHILPOT et de six autres membres. A son arrivée à Nympsfield, l'un des membres du syndicat, M.A. GARNETT, qualifie le planeur d'épave !
Une grande restauration est entreprise, et elle durera... longtemps (jusqu'en 1976) !
P.R. Philpot dit de cette période :
"
The Scud Mr. Chamberlain saw at Lasham survived its mishap and that some 30 hours more flying were recorded, up to 1956. It then resided in a trailer until 1961, when it came into my possession—in a very dilapidated condition. It is now housed at the Bristol Gliding Club, Nympsfield, where I am carrying out its rejuvenation—a long and slow process single-handed, the enthusiasm of my syndicate colleagues having long since evaporated. The repair has involved almost complete reskinning, plus construction of a fresh tailplane. In its half-complete state it was on show at the World Gliding Championships, South Cerney.
" [39]

Finalement la restauration ne se termine qu'en juin 1976, lorsque le BGA 283 reprend l'air, toujours à Nympsfield.
Le planeur ayant une fâcheuse tendance à "flotter" à l'atterrissage, des aérofreins de type "Gull 1" sont installés courant juillet 1976, avant que le Scud III ne participe au 4e Rally international du VGC [Vintage Gliding Club] à Dunstable, au mois d'août (1976).

Le certificat de navigabilité de 1994 mentionne M. A. GARNETT comme propriétaire du planeur. [voir aussi Note VGC ou Flight ?]

Durant l'été 1997, C'est Laurence (Laurie) Paul WOODAGE, du London G. C., Dunstable, qui devient le nouveau propriétaire du Scud, avec lequel il vole pour la première fois le 6 septembre 1997, à Dunstable. Laurie participe à de nombreux rassemblements de planeurs anciens au Royaume Uni, puis, en octobre 2002, entame une grande restauration, qui s'achève le 9 mai 2009, lorsqu'il refait voler le Scud III, toujours à Dunstable.

Le Scud III participe à des rassemblements de planeurs anciens au Royaume Uni, par exemple au 38e VGC Rally à Tibenham, au début du mois d'août 2010.

G-ALJR - VGC Rally à Tibenham, août 2010 (photo "Biggles") [40]