Flypast 2013-07

IN FRE SI E DE

GIANT DOUBLE-SIDED SPITFIRE POSTER Britain’s Top-Selling Aviation Monthly

Flying Legend WARBIRDS Unique Focke-Wulf Fw 190 from the cockpit

HIDDEN TREASURES

A workshop special from Duxford PRESERVATION

Spotlight AERIAL ARMADA

Mass flypast for the Royal Review 60 YEARS ON

DRAGON LADY

Curtiss Warhawk Combat sorties in a P-40 HISTORY www.flypast.com JULY 2013

£4.25

CAN $9.75

COLD WAR

U-2 spyplanes over Cuba and Vietnam

01_July fcA_fp.indd 1

16/05/2013 16:46

Welcome

H

ello and welcome to this month’s extra-value issue, which comes complete with a special largescale, double-sided Spitfire poster. The latter features a fine John Dibbs warbird photo on one side, and a technical drawing of the famous fighter’s evolution on the other. Our cover story this month looks at one of the world’s most amazing airworthy warbirds – the Flying Heritage Collection’s Focke-Wulf Fw 190. This ground-attack version of the famous fighter crashlanded in Russia during 1943 and was restored to flight at incredible cost in the 2000s, re-flying in late 2010. It’s not flown a huge amount since then – the FHC team is being cautious with such a rare machine, as it’s the first of its type to return to flight status with an original engine by a private owner. I’m pleased to say, however, that the collection was happy to put it up in the air so it could be photographed for FlyPast’s cover! Spotlight this month looks at the Curtiss P-40, a type with a very distinguished combat history. It wasn’t the fastest or most heavily armed fighter in World War Two, but it certainly gave a good account of itself in battle – a tribute to the fighting skills of the men who flew it. A good example of this is the Spotlight-In Combat feature. The P-40 pilot in the article intercepted a formation of 60 or so Japanese aircraft – many of them fighters – on his own! See how he fared against such overwhelming odds on pages 80 to 87. The team and I hope you find his story interesting, and that you enjoy reading the rest of this issue. This is the month that was...

July 15, 1953, Her Majesty Queen Elizabeth II reviewed the RAF at Odiham, and 959 aircraft from the service were on display, or formed part of the official flypast. (See page 114)

Nigel Price Editor

Assistant Editor Steve Beebee

Contributing Editor Ken Ellis

Advertising Manager Alison Sanders

Today, all of the UK’s military air assets combined barely reaches the RAF’s 1953 Royal Review figure. Illustrated: A fraction of the static display at Odiham, with Gloster Meteors in the foreground.

MANAGING DIRECTOR/PUBLISHER: Adrian Cox EXECUTIVE CHAIRMAN: Richard Cox

General enquiries to: Editor’s Secretary: Julie Lawson FlyPast, PO Box 100, Stamford, Lincs, PE9 1XQ, UK Tel: 01780 755131 Fax: 01780 757261 E-mail: [email protected] www.flypast.com

SUBSCRIPTIONS / MAIL ORDER: Manager – Roz Condé PO Box 300, Stamford, Lincs, PE9 1NA, UK Tel/answerline: 01780 480404 Fax: 01780 757812 E-mail: Subscriptions: [email protected] E-mail: Mail Order: [email protected] Readers in USA can place subscriptions by visiting www.flypast.com or by calling toll free 800 676 4049 or fax 757 428 6253 or by writing to FlyPast, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828.

DESIGN: Art Editor – Mike Carr

ADVERTISING AND COMMERCIAL: Commercial Director – Ann Saundry Group Advertisement Manager – Brodie Baxter Advertisement Manager – Alison Sanders E-mail: [email protected] Ad Production Manager – Debi McGowan Ad Production Controller - Angela Greaves E-mail: [email protected] Marketing Manager – Martin Steele Marketing Executive – Shaun Binnington Marketing Assistant – Jessica Jagger EDITOR-IN-CHIEF: Paul Hamblin

SMALL PRINT: While every care is taken with submissions, the Publisher cannot be held responsible for any loss or damage incurred. All items submitted for publication are subject to our terms and conditions. These are regularly updated without prior notice and are downloadable from www.keypublishing.com We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. The entire contents of FlyPast is © Copyright 2013. No part of it can be reproduced in any form or stored on any form of retrieval system without the prior permission of the publisher.

Follow us on facebook at www.facebook.com/flypastofficial

3_editorial_fp.SBB-du.indd 3

FlyPast (ISSN: 0262-6950), July, is published monthly by Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9 1XQ, UK and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854.

EDITORIAL: Editor – Nigel Price Assistant Editor – Steve Beebee Contributing Editor - Ken Ellis

PRODUCTION: Production Editor – Sue Blunt Deputy Production Editor – Carol Randall Sub Editor - Norman Wells Production Manager – Janet Watkins

Art Editor Mike Carr

This is the month that is...

Periodicals Postage Paid at Piscataway, NJ and additional mailing offices. POSTMASTER: Send address changes to FlyPast, Key Publishing Ltd., C/o Mail Right International Inc., 1637 Stelton Road B4, Piscataway, NJ 08854. DISTRIBUTED BY: Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PP Tel: 020 7429 4000 Fax: 020 7429 4001 PRINTED BY: Warners (Midland) plc, The Maltings, Bourne, Lincs. PE10 9PH PUBLISHED MONTHLY BY: Key Publishing Ltd, address as Editorial

Printed in England ISSN 0262-6950

Britain’s top-selling aviation monthly

17/05/2013 15:29

Features 22

Biplanes to jets

48

Barry M Marsden charts Frank Woolley’s four decade career in the RAF.

34

German fighter reborn Flying Heritage Collection has achieved the remarkable feat of returning an original Focke-Wulf Fw 190 to the air. Rachel Morris reports.

‘Racing’ Harrier Bryan Baker talks to Hugh Trevor about his time flying Tangmere’s ‘air racing’ Harrier.

100 Dragon Lady Lt Col Anthony Martinez reveals what it was like to fly the fabled ‘Cold War’ spyplane.

114 RAF show of force Doug Moore and Jonathan Garraway profile 1953’s spectacular Royal Review at RAF Odiham.

Contents July 2013

No.384

Front Cover

FHC’s Focke-Wulf Fw 190A-5 N19027. Feature starts on page 48. JOHN DIBBS-THE PLANE PICTURE COMPANY This page, main image: Steve Hinton flying The Fighter Collection’s Curtiss P-40C Tomahawk at the Planes of Fame Airshow near Chino, California (see ‘Airshow’). Our ‘Spotlight’ section on the P-40 starts on page 65. FRANK B MORMILLO

22 Biplanes to jets

4-5_contents_fp.SBB.indd 4

48 German fighter reborn

100 Dragon Lady

20/05/2013 12:28

News

Regulars 32

What’s New The latest books, prints and other aviation collectibles receive the FlyPast verdict.

40 • Gladiator flies at Duxford • US Lightning fires up • Andover arrives in Africa • Bentwaters’ Harrier • Boulton Paul museum moves • Last flight for BAC 1-11

From The Workshop In Florida a team is preparing to mark the centenary of the first-ever scheduled airline service. Mike Shreeve reports.

47

For Valour Air Cdre Graham Pitchfork profiles VC recipient Robert Palmer.

56

Museums – Heringsdorf Richard Paver visits Volker Schülke’s expanding collection on Germany’s Baltic coast.

90

Airshow Reports and images from shows in the US, and the latest from the UK.

96

FlyPost and ‘Ops’ Board Readers’ letters and dates for your diary.

106 From The Workshop In the second of our From The Workshop reports, Ben Dunnell details the changes afoot at IWM London.

122 Finals A pair of Lockheed P-38 Lightnings.

Spotlight Curtiss

P-40 Warhawk 66

Origin and History

78

A look at the history of the World War Two fighter.

FREE DVD! Take out a two-year subscription to Britain’s top selling aviation monthly and you will receive a FREE copy of Vulcan – Spirit Of Great Britain, a DVD that takes you inside the cockpit of XH558, the world’s last flying Vulcan. With multiple on-board cameras, it includes a commentary from pilot Martin Withers. See pages 98 and 99 for subscription details or visit www.flypast.com to find out more about our digital packages.

4-5_contents_fp.SBB.indd 5

68

Contemporaries Compared We see how the Warhawk matches up to two other fighters of the era.

70

Men Behind the Kittyhawk Graham Pitchfork profiles three pilots who perfected the Kittyhawk as a deadly ground-attack instrument.

P-40 in Profile Andrew Thomas outlines Sqn Ldr Urbanowicz’s role with the ‘Flying Tigers’ in China, with Pete West artwork.

80

In Combat Colonel Philip R Adair recounts an incredible air combat to James P Busha.

88

Warriors Mike Shreeve reviews the current airworthy population of the Curtiss Hawk family.

20/05/2013 12:29

NEWS THE LATEST IN AVIATION HERITAGE

Editorcomment ial

May 3 proved to be a big day for the RAF Museum, with the announcement that its contractors had started work that will, all being well, result in a Dornier Do 17 being recovered from the depths of the English Channel. It’s an extinct type and a Battle of Britain veteran, so will make a most interesting addition to the RAFM’s world-renowned collection. Staff at Hendon and Cosford have been preparing to receive the aircraft for several years, and the teams are confident they will be able to stabilise and conserve the Dornier, which has been underwater for over seven decades. This will be a massive, and expensive, task. But, of course, the battle-damaged wreckage has to be recovered first! Raising the fragile Do 17 will be tricky to say the least, with the weather and tide conditions adding to the already difficult process. Television cameras will be on hand to capture the moment when the Dornier comes to the surface, and footage is expected to be relayed live on mainstream channels. The latter is, I feel, a brave move – if anything goes wrong, it will be there for all to see. I do, however, wish the team well and I’m keeping my fingers crossed that all goes to plan and that we see this important historic artefact on dry land soon. You may have already noticed that other Battle of Britain era aircraft grace our news section this month, with a roll-out of two early Hurricanes at Hawker Restorations in Suffolk. Both are due to re-fly within the next 12 months, and an additional example is in an advanced state of rebuild in the same workshop. Two more are being worked on at Thruxton in Hampshire – so five examples could well be back in the UK skies in the next couple of years. This will take us to around 16 airworthy Hurricanes around the world – a fitting tribute to an often overlooked fighter.

Hurricanes are nearly ready Hawker Hurricane Mk.I P3717 (above) and P2902 at Hawker Restorations in Suffolk.

Engineers at Suffolk-based Hawker Restorations are making excellent progress in returning three early Hurricanes to flight status.

The two closest to flying, Mk.Is P3717 (G-HITT) ‘SW-P’ and P2902 (G-ROBT) ‘DX-R’, were rolled out of the workshop in April prior to final assembly and finishing work. Both fighters have combat history, and

are expected to fly later this year. Hawker Restorations is also busy working on its own Mk.I, which company spokesman Tony Ditheridge told FlyPast was also moving towards the end of its rebuild. www.hawker-restorations-ltd.co.uk

Tigercat progress in California At Fighter Rebuilders in Chino, California, major components are now being assembled as Grumman F7F-3 Tigercat N7629C nears the end of a complete restoration. Fighter Rebuilders’ president Steve Hinton ferried the aircraft to Chino from Thermal, California, in 2010, and work began almost immediately. The aircraft is a former fire-bomber and showed evidence of decades of hard service. “To put this aircraft back into safe flying condition required that we completely break down the airframe,”

The nose section of F7F-3 N7629C at Fighter Rebuilders. MICHAEL O’LEARY

stated Steve. Owned by Jim Slattery of San Diego, the Tigercat is one of a pair being restored for the collector. The other is F7F-3N 80375 which was never

civilianized and has just completed engine runs prior to a first flight at WestPac Restorations, Colorado Springs, Colorado. MICHAEL O’LEARY

6 FLYPAST July 2013

6-7_News_fp.SBB.indd 6

17/05/2013 16:55

www.flypast.com

Andover arrives in Africa Britain’s last operational Hawker Siddeley Andover C.1, XS606, which was retired from service last year, recently embarked on a lengthy ferry flight to Kenya to begin a new career as a cargo carrier. XS606 was built in 1966 as the 13th of 31 tactical transports for the RAF. In 1972 it joined the Royal Aircraft Establishment at Farnborough and in 1975 transferred to Boscombe Down to begin a long period of service with the Empire Test Pilots School. XS606’s final operational flight with the ETPS took place on August 31, 2012, and on December 19 it was ferried to Bournemouth Airport to be prepared for delivery to Westwind Aviation.

HS Andover C.1 XS606 preparing to depart the UK on April 16. KEITH GASKELL

By mid-April 2013 the Andover’s military markings had been replaced with the Central African Republic registration TL-AEW and its cabin was loaded with two long-range fuel tanks, a Rolls-Royce Dart engine, spare wheels and other assorted Andover parts. On April 16 it headed south from Bournemouth

Work to raise Dornier starts As FlyPast closed for press, the RAF Museum was beginning its operation to raise the remains of Dornier Do 17Z 5K+AR from the water at Goodwin Sands, off the coast of Kent. The III/KG 3 bomber was forced to ditch when attacked by Boulton Paul Defiants of 264 Squadron in 1940. It was discovered by divers in

surprisingly good condition in 2008. When the recovery and subsequent work is completed, it will be only the Do 17 on display anywhere in the world. We hope to publish a report on this in the future, but in the meantime keep an eye on our Facebook page for any breaking news. www.facebook.com/flypastofficial

to Algiers and during the next few days continued across the Sahara to Tamanrasset, Ndjamena in Chad, Juba in South Sudan and finally arrived at its new base in Nairobi on the 19th. Echo-Whiskey will shortly enter service, transporting cargo to remote destinations across East and Central Africa where its STOL,

rough field capabilities, rear loading ramp and kneeling undercarriage will be put to full use. Although it is currently the world’s only operational Andover, a second example, which has been out of service for some years in East Africa, may soon be restored to fly again. KEITH GASKELL

Yorkshire Dakota fires up The Yorkshire Air Museum’s Douglas DC-3 G-AMYJ (originally C-47 KN353) successfully ran both of its Pratt & Whitney Wasp engines on May 5, albeit not simultaneously. The engines had previously been fired up on April 7. The return of the DC-3 to ground running condition is the culmination of 12 years of painstaking work from YAM’s aircraft engineering

section. The Dakota arrived at the museum in December 2001 after a 54-year career, having most recently been used for spares by Coventry’s Air Atlantique. The Elvington-based museum now has a ‘fleet’ of six aircraft capable of live engine running – these will be started up regularly for visitors to observe during YAM’s seasonal events. For more information see its website: www.yorkshireairmuseum.org

Mosquito flies in the US The Military Aviation Museum’s de Havilland Mosquito FB.26 KA114 made its first flight from its new Virginia Beach, US, home on April 7. Currently the world’s only flying Mosquito, the aircraft was restored to airworthy status in New Zealand and transported by sea to its new owner earlier this year. www.militaryaviationmuseum.org WITH THANKS TO JERRY YAGEN

July 2013 FLYPAST 7

6-7_News_fp.SBB.indd 7

17/05/2013 17:21

NEWS THE LATEST IN AVIATION HERITAGE

Roaring return for US Sea Fury Following a comprehensive restoration by Ione, California-based Sanders Aeronautics, Hawker Sea Fury T.20 VX300 (N924G) made a triumphant return to Chino on May 3 for the Planes of Fame Airshow. Currently flying in a bare metal finish,

the machine was flown by Korey Wells accompanied by Dennis Sanders flying Sea Fury FB.11 TG114 (N232J) Argonaut. Following its appearance, the T.20 flew to Arizona where it is to be returned to its former Royal Navy colour scheme. “VX300 was always sort of our

‘family’ Sea Fury,” said Dennis. “My dad Frank, my brother Brian and I originally restored the plane during the late 1970s when my dad had his business at Chino. Over the years, it performed at many airshows and air races, and was a regular participant in the syllabus at the

Naval Test Pilot School. “A few years back, Brian and I decided it was time to pull the old bird down and carry out a nose-to-tail rebuild, and that included putting in a fresh Bristol Centaurus radial.” MICHAEL O’LEARY www.sandersaircraft.com

Korey Wells flying T.20 VX300 (nearest camera) with Dennis Sanders in ‘Argonaut’ over Chino. MICHAEL O’LEARY

Classic arrivals at Newquay BAC 1-11 ZH763 on the ground at Newquay following its final flight. CLASSIC AIR FORCE

On April 26, the last flyable BAC 1-11 jetliner in Europe landed at Newquay Cornwall Airport at the end of its final flight. The aircraft, which has been acquired by the Classic Air Force from QinetiQ and the Ministry of Defence, took-off from Boscombe Down, Wilts, at 11.30am and performed a circuit and flypast before departing for the final time. It landed at 12.15pm, marking the end of almost 50 years of ‘One Eleven’ operations in Britain. It was accepted by Classic Air Force CEO Gp Capt Davie Paton and Director Trevor Bailey. For Trevor it was an emotional moment that drew to a conclusion more than two years of negotiations. “My father worked on

Duxford Gladiator back in the sky The Fighter Collection’s Gloster Gladiator II N5903 (G-GLAD) made a welcome return to the air on May 1. The rare fighter had flown following its restoration several years ago, but has spent the past few years in the hangar at Duxford, Cambs. The return of the 1939-built biplane doubles the number of airworthy Gladiators in the UK, the other being based at Old Warden, Beds. www.fighter-collection.com DARREN HARBAR

the One Eleven project at Weybridge as a flight test engineer,” he said. “As a child I was often taken to sit in the cockpits of aeroplanes on the production line, so this is a very special moment for me.” Gloster Meteor T.7 WA591, the oldest British-built jet aeroplane flying anywhere in the world, joined the jetliner at Newquay on April 30, having departed from Coventry, Warks, earlier that day. Expected shortly is latest acquisition, de Havilland Vampire T.55 F-AZGU, which arrived in Coventry from France on May 2. The jet is currently painted in Swiss markings as U-1229. www.classicairforce.com

Spitfire’s new colours

Comanche Warbirds LLC’s Supermarine Spitfire Ia AR213 (G-AIST) has been repainted to represent P7308 ‘XR-D’, the fighter flown by US pilot Plt Off William R Dunn during the Battle of Britain. Flying with 71 (Eagle) Squadron, Bill became his unit’s first ‘ace’ of World War Two. The Spitfire will fly as part of the new Eagle Squadron Team this year (see ‘American Salute’, last issue). DARREN HARBAR

8 FLYPAST July 2013

8-9_News_fp.SBB.indd 8

17/05/2013 14:01

www.flypast.com

‘Janie’ gets

ready for busy summer Maurice Hammond’s North American P-51D Mustang 45-11518 (G-MSTG) Janie had a newly-overhauled Packard-built Rolls-Royce Merlin V1650-7 installed earlier this year. It recently commenced ground runs in preparation for another busy airshow season. “The engine we removed had done nearly 500 hours with very few problems over the 12 years in service,” Maurice told FlyPast. “It was running fine but I felt another season would have taken it over the 500-hour mark. It was the first Merlin I built. All the usual stuff forward of the firewall has been changed, mounts and hoses etc.” Maurice also confirmed that the popular Our Little Friends Wartime Weekend at Airfield Farm, Topcroft, Norfolk, would take place again this year on July 20 and 21, with all proceeds going to local charities. For more information see: www.hardwickwarbirds.com

Spielberg takes on the Mighty Eighth Hollywood luminaries Steven Spielberg and Tom Hanks are to follow their critically-acclaimed Band of Brothers and The Pacific TV series with a third – this time featuring the exploits of the wartime US Eighth Air Force operating from Britain. The ten-hour ‘miniseries’ for the HBO network is said to be the most expensive production in the history of television, costing around $500 million. It will be based on the book Masters of the Air by Donald L Miller, a history professor at Lafayette College, Pennsylvania, who worked with Spielberg and Hanks on The Pacific. Miller’s research for the book included studying archives and listening to oral histories at the National Museum of the Mighty Eighth Air Force near Savannah, Georgia – where some of the filming for the series will be taking place in October. The museum’s UK representative, Norman Wells, said the production team plans to film interviews with veterans of the Thorpe Abbotts, Norfolk-based 100th Bomb

Group who will be in Savannah for their annual reunion, adding: “While Donald Miller frequently refers to crews of the ‘Bloody Hundredth’ in his book, it’s probably too early to confirm it will be the ‘focus group’ of the TV series – but he has said the master script ‘will most likely’ highlight one group and one station.” The museum has been told the series will include portrayals of Lt Gen ‘Jimmy’ Doolittle, the Eighth’s commander from early 1944, and Curtis LeMay, who led the 305th Bomb Group before commanding the 3rd Bombardment Division. “The cast is also to include a flight surgeon,” said Norman, “which would fit in with Miller’s emphasis in the book on the psychological as well as physical effects of combat on aircrews.” Miller, who has written several other books about World War Two, recently remarked: “Going up there, these guys were playing Russian roulette – it was all luck. Freud said that was the worst kind of trauma a human could experience, having absolutely no

control over your fate.” England and Germany are among the planned film locations for the series, which is expected to include the experience of being a prisoner of war, another focus of Miller’s book. But so far there are no indications as to whether, or how, real aircraft might be used in the production – although the use of computer-generated imagery (CGI) has, not surprisingly, been confirmed, according to Henry Skipper, CEO of the National Museum of the Mighty Eighth Air Force. Skipper is confident that Masters of the Air – should that be the final title of the series – will massively boost public interest in the subject, and that the museum can “also tell the story behind the scenes, so to speak, of the Eighth Air Force after it is screened”. The UK’s USAAF-themed museums and tributes are similarly bound to benefit if previous Spielberg-Hanks offerings are anything to go by. The series is understood to be scheduled for a 2015 premiere. DOUG ARMSTRONG

Before the US entered the war, Beeson flew with the RAF’s 71 (Eagle) Squadron, transferring to the USAAF’s 4th Fighter Group in October 1942. Flying Republic P-47 Thunderbolts and then Mustangs, he went on to destroy 17 enemy

aircraft before being shot down and becoming a PoW on April 5, 1944. After release, he remained in the military but sadly died from a brain tumour in 1947, aged just 26. www.warhawkairmuseum.org

Mustang honours Eagle Squadron ace NA P-51C Mustang ‘Boise Bee’ flying at the recent Planes of Fame Airshow in California. MICHAEL O’LEARY

The product of a multi-year restoration, the Warhawk Air Museum’s North American P-51C Mustang 43-25057 (N4651C) has been accurately finished to represent Boise Bee, the fighter flown by Lt Col Duane W Beeson.

“Duane was a native of Boise, Idaho, local to us, so when the time came to paint our P-51C, it was only natural that we honour this famous ace,” said John-Curtiss Paul of the Nampa, Idaho-based museum.

MICHAEL O’LEARY

July 2013 FLYPAST 9

8-9_News_fp.SBB.indd 9

17/05/2013 14:01

NEWS THE LATEST IN AVIATION HERITAGE

Vega project nears completion Rick Barter at Skyword Aviation, in Marana, Arizona, is in the final stages of restoring John Magoffin’s Lockheed Vega DL-1B Special NC12288. The machine is one of only nine Vegas built with a metal fuselage, and NC12288 will be painted to represent a US Army Air Corps Y1C-12. The USAAC acquired only a single example for evaluation as a high-speed command transport. Assigned the military serial 31-405, this machine accumulated 999 hours before being scrapped in May 1935. With a first flight expected this summer, the Vega will eventually be joined by Kermit Weeks’ example, which is also currently under restoration. MICHAEL O’LEARY Lockheed Vega NC12288 at Skyword Aviation in Arizona. MICHAEL O’LEARY

Morane replica to fly next year Andrew King’s Morane Type N reproduction is taking shape in Virginia. MIKE SHREEVE

briefings

In his workshop in Culpepper, Virginia, US, aircraft builder Andrew King is constructing a replica of a MoraneSaulnier Type N, with the aim of flying it in 2014 to mark the centenary of the outbreak of the Great War. A monoplane developed from a pre-war racer and powered by an 80hp (60kW) Le Rhone rotary engine, the Type N was armed with a single

machine gun firing through the propeller arc using a rudimentary interrupter gear. It was produced in moderate numbers – of the 49 examples completed in 1915-16, around half went to the Royal Flying Corps with which the type was known as the Morane Bullet. Andrew is retaining the wingwarping control system of the

Hispano HA-200D Saeta EC-DXR crashed during a display at Cuatro Vientos, Spain, on May 5. The jet hit the top of a nearby police hangar, and an investigation into the cause of the accident is taking place. Sadly, pilot Ladislao Tejedor died as a result of his injuries, and three police personnel were hurt. ROBERTO YÁÑEZ

original, along with the all-flying elevator. The finished aircraft is likely be powered by an Australian Rotec radial, but he has designed it to have interchangeable engine mounts, allowing the possibility of fitting a Le Rhone. Initially the machine will be finished as French ‘ace’ Eugene Gilbert’s distinctively marked Le Vengeur, but

later Andrew intends to paint it in the markings of A166 of 60 squadron, flown by US pilot Frank Gooderich, and in which Canadian pilot Alan Bell-Irving scored a victory. Andrew has also expressed an interest in bringing the Morane to Europe in 2016 to commemorate the centenary of 60 Squadron’s foundation and its use of the type. MIKE SHREEVE

Members of the Spitfire Society and the K5054 build project officially gifted their replica of Supermarine Spitfire prototype K5054 to the Tangmere Military Aviation Museum on April 27. The model had hitherto been on long-term loan. During her speech, Sarah Quill, daughter of Supermarine test pilot Jeffrey Quill, told those present of her father’s vision to have a replica of the prototype built and how, on the unveiling of the completed aircraft in 1993, he described it as being “99% accurate to the original”. The choice of Tangmere is appropriate as Jeffrey landed the real K5054 at the West Sussex airfield in December 1936 when short of fuel. www.tangmere-museum.org.uk

10 FLYPAST July 2013

10_News_fp.SBB.indd 10

20/05/2013 11:53

NEWS THE LATEST IN AVIATION HERITAGE

US-based Lightning to fire up soon English Electric Lightning T.5 XS422 (N422XS) at Stennis, Mississippi. VIA PHIL WALLIS

The Anglo American Lightning Organisation is close to completing its goal of running the engines on Stennis, Mississippi-based English

Electric Lightning T.5 XS422 this year. Having fitted both Rolls-Royce Avon engines in late 2012, the team

– led by former RAF engineer Phil Wallis – is hoping to start and taxi the aircraft in the next few months. Phil has been able to diagnose

all current issues and was happy to report that the jet, registered N422XS in the US, is in prime condition. “It has a good electrical system and it’s now just a case of getting a few components changed and the fires will then be lit,” he said. “All systems are working as per the handbook, so the sight of N422XS doing some fast taxi work along the Stennis runway is only a few months away.” The team’s ultimate aim is to return the ‘Cold War’ jet to the skies. Undertaking such a venture is unsurprisingly a costly as well as time-consuming process, so all financial donations to help them reach this tantalising target will be gratefully received. For more information see: www. lightning422supporters.co.uk WITH THANKS TO MAX WALDRON

Bulgarian MiGs on the move Mikoyan MiG-21UM ‘21’ is transported to Sofia on April 16.

MiG-21BIS 75094088 is unloaded at Krumovo, Bulgaria. BOTH CHAVDAR GARCHEV

briefings

Three retired Mikoyan MiG-21 jets were moved by road to new homes in Bulgaria during mid-April. MiG-21UM ‘21’ was the first of the three to leave

Graf Ignatievo, the air force base at which the trio had been stored, for its final destination, the National Museum of Military History in Sofia, on April 16.

After almost six years of restoration work, the Fundación Infante de Orleáns’ Pitts S-2A EC-DHU made its public return at the Spanish organisation’s March display held at Cuatro Vientos airfield, near Madrid. The aircraft flew a lively aerobatic routine in the capable hands of Luis Cabré. WITH THANKS TO PACO RIVAS

The second, MiG-21UM 516999266, departed two days later, arriving at the Museum of Aviation in Krumovo, near Plovdiv. MiG-21BIS 75094088 left

the base, also bound for the Krumovo attraction, on April 19. It is the first BIS version to enter the museum’s collection. CHAVDAR GARCHEV

Newark Air Museum hosted a dedication service on April 21 in memory of two airmen killed when Avro Tutor K4814 from 2 CFS crashed nearby on April 24, 1941. The aftermath of the incident was witnessed by a relative of museum trustee Colin Savill, who has co-ordinated research into the tragedy. HOWARD HEELEY

12 FLYPAST July 2013

12-13_News_fp.SBB.indd 12

17/05/2013 13:54

www.flypast.com

Test pilot Sea Hawk ready

Hawker Harrier GR.3 ZD667 at Bentwaters in Suffolk.

Harrier arrives at Bentwaters Hawker Harrier GR.3 ZD667 is the latest acquisition at the Bentwaters Cold War Museum near Woodbridge, Suffolk, a former USAF base. ZD667 was the first of a batch of four GR.3s built for the RAF as a stop-gap while the second generation of Harriers (GR.5 models later converted to GR.7 and GR.9s) were entering service in the late 1980s. The Bentwaters machine spent eight years in frontline service with the RAF, including a stint in Germany, before being retired. Transferred to the Royal Navy at Culdrose in Cornwall, it was used for training Fleet Air Arm (FAA) ground crews to handle aircraft on carrier decks. With the loss of the FAA’s fixed-wing component on the retirement of the Sea Harrier, ZD667 was moved to Culdrose’s satellite airfield at Predannack in May 2007

where it was used for fire and crash rescue training. Purchased by Everett Aero in December 2012, it was then bought by the Bentwaters team in February 2013 following a generous donation by Brian Smee, a member of the museum’s aviation society. The Harrier has been repainted in the colourful markings it wore while assigned to IV(AC) Squadron at Gütersloh, West Germany, during the late 1980s. Also at Bentwaters, Gloster Meteor F.8 WH453 was re-assembled on April 13 following eight years of extensive restoration work on the airframe. The next stage will see some of its electrical and hydraulic systems brought back to life. It will be painted in 72 Squadron markings. www.bcwm. org.uk WITH THANKS TO GRAHAM HAYNES

Gloster Meteor F.8 WH453. DARREN HARBAR

Germany’s Quax-Flieger group’s latest acquisition is Dornier 27 D-EMEJ. The machine was formerly in storage at Wunstorf airfield and is now due to be restored. With its six seats it will serve as a much-needed transport aircraft for the group. It is hoped the Dornier will be airworthy in 2014. www.quax-flieger.de QUAX

Boscombe Down Aviation Collection’s latest restoration, the cockpit of Sea Hawk FGA.6 WV910, made its public debut at the first, very successful, aerojumble at the organisation’s Old Sarum, Wiltshire, base on March 23. The cockpit is finished in the colours of the Empire Test Pilots’ School with which WV910 served from 1956 to 1958. Attention will now turn to two of the collection’s complete airframes, Hunting Jet Provost T.4 XR650 and Hawker Hunter F.6A XF375. The latter will be transformed in a striking ‘gate guardian’. STEVE YOUNG

Boeing biplanes near completion

Øyvind Ellingsen’s Boeing P-12 at the Willow Aircraft workshop in March this year. ØYVIND MUNCH ELLINGSEN

After 19 years of work, completion is in sight for the Boeing P-12 and F4B projects at Roy Rehm’s Willow Aircraft in a workshop in Nevada. The ventures started when well-known warbird operator Kermit Weeks asked Roy to rebuild the Fantasy of Flight Boeing 100 after it had been damaged in Hurricane Andrew in August 1992. The Model 100 was a civilian version of the single-seat biplane fighter P-12 (for the US Army Air Corps) and F4B (US Navy) which first appeared in 1929. After Kermit’s Model 100 arrived in 1994 the task expanded to the manufacture of a batch of six P-12s/F4Bs and the

restoration of the former Howard Hughes owned Boeing 100A. All of the biplanes are highly detailed and each will represent more than 10,000 work hours when finished. The Model 100, N873H, and four of the fighters are now around 90%-finished. Kermit Weeks will be the first to be airborne with his Model 100, probably in the summer of 2014. The F4B-1, belonging to Bill Allen of San Diego, will be second and Jerry Yagen’s F4B-1 in ‘Red Ripper’ squadron colours will be third. The only European customer is Øyvind Munch Ellingsen, chairman of Warbirds of Norway, whose P-12 should fly in 2015.

A full-size model of a Wright Flyer has been placed on the main roundabout leading to the city of Etten Leur, in the south of the Netherlands. It was from here that the first powered flights in the country took place in June 1909. To protect it from the elements, the reproduction has been made out of metal. ROGER SOUPART July 2013 FLYPAST 13

12-13_News_fp.SBB.indd 13

17/05/2013 13:55

NEWS THE LATEST IN AVIATION HERITAGE

Meteor

‘flies’ to new home After hitching a lift from an RAF Chinook helicopter, Gloster Meteor T.7 VW453 ‘flew’ to the Gloucestershire Jet Age Museum at Staverton Airport on April 22. The jet trainer had been on gate guard and display duties at the former RAF Innsworth, (now called Imjin Barracks), near Gloucester, for close on 20 years. The aerial move was watched by hundreds of spectators, both at Imjin Barracks as well as at Staverton. Meteor T.7 VW453, built in 1949 at Hucclecote, Gloucestershire, had something of a chequered operational

career and was involved in a number of minor flying accidents, some of which required it to be returned to the manufacturer for repair. It served primarily with 604 ‘County of Middlesex’ Squadron at North Weald, Essex, and was once flown by Norman Tebbit when he joined the squadron in January 1952. The airman went on to be senior cabinet minister in Margaret Thatcher’s conservative government, and is now Lord Tebbit. In 1957, VW453 was delivered to the Aeroplane and Armament Experimental

Establishment at Boscombe Down, Wiltshire, where it served in a variety of air and ground test roles before its flying life came to an end in 1968. Officially ‘struck off charge’ in 1977, the aircraft was transported to RAF Innsworth in 1981, where it underwent a long restoration. It was unveiled as the HQ Personnel and Training Command ‘gate guardian’ in 1994. RAF Innsworth closed in 2008 and the site was transferred to the British Army, reopening as Imjin Barracks in 2010. At this point the Meteor was moved to a

new location next to the Allied Rapid Reaction Corps’ briefing centre within the base. VW453 was recently purchased by the Gloucestershire Jet Age Museum, which plans to stabilise the airframe, and return it to factory-fresh condition. When the work has been completed, the Meteor will join the museum’s other exhibits, which focus on the region’s extensive aircraft production history and affiliation with the aviation industry. With thanks to MAJOR CHRIS HYDE

Main picture

Gloster Meteor T.7 VW453 departing the former RAF Innsworth on April 22. VIA IMJIN BARRACKS

Bottom left

The Meteor safely on the ground at Staverton. MALCOLM BRADBURY

Bottom right

The jet trainer during the move, as seen from the Chinook. VIA IMJIN BARRACKS

14 FLYPAST July 2013

14_News_fp.SBB.indd 14

20/05/2013 11:59

NEWS THE LATEST IN AVIATION HERITAGE

Starfighter joins Warhawk Air Museum

Lockheed Starfighter F-104A 56-778 at Warhawk Air Museum on May 1. TONY SPEAR-WARHAWK AIR MUSEUM

Nampa, Idaho’s Warhawk Air Museum took delivery of Lockheed Starfighter F-104A 56-778 for static display within its Cold War Wing on April 26. The aircraft arrived on a flatbed truck and was lifted off in a sling by a

crane. The museum plans to re-paint it in the markings it wore when first delivered to the 83rd Fighter Interceptor Squadron. Built in 1958, the F-104A was assigned to this unit, then serving at Hamilton Air Force Base in California.

Classics come out to play at Shobdon

In 1960 it was sent to Taiwan as part of a military assistance programme. The Taiwanese received newer Starfighters in 1966, and after an overhaul in the US, 56-778 was sent to Jordan in 1969. Taken out of service in 1977, it was

eventually brought back to the US in 1990 by a private organisation. It subsequently passed through the hands of several aircraft dealers until Merle Maine bought it in 1995. It was acquired by the Warhawk Air Museum in 2013. www.warhawkairmuseum.org

Thunderchiefs on the move Two more Republic F-105 Thunderchiefs have been moved from storage at Lackland Air Force Base in San Antonio, Texas. Thunderchief 61-199 has been transported to Tupelo, Mississippi, where it is to become a tribute to two distinguished pilots, Col Carlyle ‘Smitty’ Harris and Lt Col Gene Smith Jr, who both flew the ‘Thud’, later becoming PoWs, in the

Vietnam War. Both men endured several years of brutal captivity before being released in 1973. The second F-105, 62-228, has now arrived at Haralson County, Georgia, following a short delay. It will be painted to honour another Thunderchief pilot, Lt Col Wayne Waddell, who also spent time as a PoW in Vietnam having flown with the 355th TFW at Takhli. ROLF STIBBE

DH Moth Minor G-AFPN. GEOFF JONES

briefings

After approximately 15 years on the ground, British Aircraft Swallow G-AFGD is likely to fly again soon, following taxi trials at Shobdon, Herefordshire, on April 6. Emerging from restoration at Newport, Wales, in 1980, it was sent to Shobdon for final assembly and made its first post-restoration flight in May 1981. Once the relevant paperwork has

been finalised, the Swallow is expected to return to the air. Also resident at Shobdon is de Havilland Moth Minor G-AFPN. This rare machine was pulled out of its hangar for an airing on April 6. Papa-November moved from Mid-Wales airport at Trehelig, Welshpool, a year ago, and is now owned by Antony Maitland.

Republic F-105 Thunderchief 61-199 is prepared for transportation to Mississippi. ROLF STIBBE

GEOFF JONES

Although it is unlikely to be placed on public display for many years, the National Defence Museum at Soesterberg in the Netherlands has received former USAF Cessna T-37 65-825. The new museum is due to open in 2014, but the Cessna may not appear until some time later. For decades, future Royal Netherlands Air Force pilots received their training on these small jets, nicknamed ‘Tweet’ or ‘Tweety’, in the United States. The machine at Soesterberg was flown in via Germany. Only one other USAF T-37 is currently on display in Europe, that being based at Bodø in Norway. ROGER SOUPART

The Biggin Hill Heritage Hangar, home to numerous historic aircraft (see last issue), will host a concert by the RAF Central Band on August 17 to commemorate what became known as the Battle of Britain’s ‘Hardest Day’, August 18, 1940. Many of its aircraft will be flying on the day. Tickets and information are available from: www.synergyeventsuk.com

On March 27, the Argentine Air Force approved the donation of IAI Dagger C-411 to Museo Nacional de Malvinas in Oliva, Córdoba, for long-term preservation. The Dagger will be joining an extensive collection that already includes EE Canberra B-102, a composite IA-58 Pucará and Douglas A-4C Skyhawk C-302. ÁLVARO ROMERO

16 FLYPAST July 2013

16-17_News_fp.SBB.indd 16

17/05/2013 13:41

www.flypast.com

Hurricane-damaged Stinson ready to fly

Fantasy of Flight boss Kermit Weeks will soon be flying Stinson L-1 Vigilant 40-3102 in Florida skies following a total rebuild to stock configuration. Obtained in the 1980s from the Tallmantz Movieland of the Air Museum, the L-1 was a regular flyer

until damaged by Hurricane Andrew in 1992. Restoration work began four years later. The latter proved to be time consuming and challenging due to difficulties with the spot-welded stainless steel control surfaces and the lack of an illustrated parts

manual, which was never published for the L-1. Now completed with all details, including its unique windscreen and rear flare gun, 40-3102 is painted in the same colours and markings it wore when originally delivered in

Stinson L-1 Vigilant 40-3102 will fly soon in Florida. MOOSE PETERSON

1941. When it takes to the air, the Vigilant will be the only airworthy example of the seven airframes known to exist. MOOSE PETERSON

Stearman being assembled at Flixton A complete Boeing Stearman PT-27 Kaydet, based around the fuselage of RAF/RCAF FJ801 (USAAF 4215662/N62842), is gradually being assembled in the restoration area at the Norfolk & Suffolk Aviation Museum in Flixton. The wings – now fully restored by museum members – come from two other examples that have been worked on by restorers Paul Bennett and Bob Sage of Black Barn Aviation at nearby Tibenham. Paul and Bob generously donated the components needed to enable the museum to create a complete static example. This followed the similar donation of Fairchild F-24 C8F N16676, a Civil Air Patrol veteran, supplied to the museum in a dismantled state around a decade ago. Restoration of the Kaydet is expected to take some time due to space restrictions. www.aviationmuseum.net

Boeing Stearman PT-27 Kaydet FJ801 taking shape at Flixton. WITH THANKS TO IAN HANCOCK

The Spanish Air Force has confirmed that it is to withdraw its Fokker F-27 Maritimes from service later this year. The F-27-200MARs are presently operated by 802 Squadron at Gando in Gran Canaria, Canary Islands. The aircraft are likely to be succeeded in the search and rescue role by three recently delivered CASA CN235MPA-100s. BOB FISCHER

RAF personnel from Wittering have laid a wreath beneath the waves during a dive off the Gibraltar coast in memory of those killed in the crash of a Consolidated B-24 Liberator on July 4, 1943. The bomber was returning General Wladyslaw Sikorski, the Polish Prime Minister, to the UK after a visit to troops in the Middle East.

The Air Force Museum Foundation, which supports the work of Dayton, Ohio’s National Museum of the USAF, has announced the appointment of Col Mona Vollmer as its chief development officer. She will lead the campaign for a new 224,000ft2 building to house several of the museum’s collections. www.afmuseum.com July 2013 FLYPAST 17

16-17_News_fp.SBB.indd 17

17/05/2013 15:38

NEWS THE LATEST IN AVIATION HERITAGE

Closing the gates at Boulton Paul

Awaiting the move, the P.6 replica and the Balliol, with the Defiant replica in the background, in what was the final assembly hall at Wolverhampton in the 1940s. LES WHITEHOUSE

Two years short of the centenary of Boulton Paul starting aircraft manufacture, the former factory in Wolverhampton, West Midlands, was emptied in April 2013. Having staged a very successful – though poignant – open day in October last year, the Boulton Paul Aircraft Heritage Project moved out, bringing to an end 22 years of running a visitor centre at the site. Early in 2012 the project was informed that the Moog Aviation Group was

moving to a new facility nearby and that the volunteers would have to relocate. Thanks to an offer by the RAF Museum, the operation’s extensive archives have been consigned to the museum’s reserve collection store at Stafford. The airframes have been placed into deep store at Cosford and are not available for public inspection. It is hoped that in due course accommodation for the project’s extensive tribute to all aspects of

Boulton Paul’s aviation activities, including the pioneering of powered flying control units, will be achieved at Cosford. A faithful replica of the P.6 biplane of 1918 made the trek to Cosford on April 23. Following on the 28th was ‘L7005’, the project’s incredible re-creation of a Defiant turret fighter of World War Two and Balliol T.2 WN149 advanced trainer, which was built at Wolverhampton in 1954.

Boulton Paul Association archivist Les Whitehouse noted that the Defiant was a tight squeeze coming out of the gate of the former Boulton Paul factory on a low-loader. The transfer to Cosford is very apt, as Les noted: “The move was much easier than in 1941 when engineless Defiant II airframes were towed through country lanes to Cosford for storage pending availability of Merlin XX powerplants which were in great demand for many types at the time.”

Defiant replica ‘L7005’ and Balliol T.2 WN149 loaded up ready to leave the former Boulton Paul factory at Wolverhampton. MAUREEN WHITEHOUSE

18 FLYPAST July 2013

18_News_fpSBB.indd 18

20/05/2013 12:01

:RUOG:DU,,,UYLQJ)O\LQJ-DFNHWV 3URYLGLQJWKHKLJKHVWTXDOLW\UHSDLU UHVWRUDWLRQDQGVDOHVVHUYLFHIRU HQWKXVLDVWV

 ZZZLUYLQVDOHVDQGUHSDLUVFRXN

NEWS THE LATEST IN AVIATION HERITAGE

Breighton’s Halifax memorial A memorial featuring one of the engines from Handley Page Halifax III LV905 has been erected at Breighton in memory of the bomber’s crew along with all personnel who lost their lives flying from the Yorkshire airfield during World War Two. Operating with 78 Squadron, LV905 departed Breighton on May 24, 1944, tasked with bombing the railway marshalling yards at Aachen, Germany. Following the raid the returning bomber was shot down by a Messerschmitt Bf 110 night-fighter flown by Karl-Heinz Scherfling. All seven crew members died in the subsequent crash.

The new memorial at Breighton. ANDY WOOD

Salute to the Dambusters FlyPast is pleased to announce the launch of RAF Salute: Dambusters, a special magazine commemorating the 70th anniversary of the legendary 617 Squadron raid. This 100-page publication pays homage to the crews, engineers and tacticians who made the daring operation possible, and examines the key personalities, the Upkeep ‘bouncing bomb’, the Avro Lancaster

aircraft and the mission itself. It also traces the post-1943 history of 617 Squadron, including its many other World War Two raids through to its ‘Cold War’ Avro Vulcan-era and the present day, when it continues to play an essential role. RAF Salute: Dambusters is available now for just £4.99 from WHSmith, Sainsbury’s and leading newsagents. Alternatively, order your copy from www.keypublishing.com/shop Key magazine subscriber? Call 01780 480404 to claim your £1 special discount.

Short Brothers’ tribute unveiled

briefings

The new Short Brothers statues on the Isle of Sheppey. ROBIN J BROOKS

Three life-size statues of Horace, Oswald and Eustace Short were unveiled on May 4 at Muswell Manor on the Isle of Sheppey, the historical home of their, the Short Brothers’, first aircraft factory. The event was attended by parish council representatives, invited guests and local residents. The statues, created

Polish RAF veteran Leon Filary celebrated his 100th birthday at the Tangmere Military Aviation Museum recently. Owing to an oversight, Leon – who served as an engine fitter – did not receive the medals he was due after the war. These were presented to him at Tangmere, marking an emotional day for him and his family.

In 2003 a group of Dutch aviation archaeologists, with the help of the municipality of Werkendam, established the Salvage Halifax 1944 Foundation with the intention of laying to rest the remains of the crew and removing the surviving wreckage. The airmen – Plt Off E B Wilson, Sgt W J White, Fg Off S C Peterson, Fg Off N A Marston DFC, F/Sgt J Henderson, Sgt G H Butler, and Sgt J T L Leblanc – were subsequently buried in Jonkerbos War Cemetery, Nijmegen. One of the Halifax’s salvaged engines was then returned to Breighton where it forms the centrepiece of the memorial. WITH THANKS TO ANDY WOOD

We salute you Flt Lt Lennard Barber – radar scientist whose ‘Barber’s Box’ in 1945 was the crucial link in the first blind landing – died on February 5, aged 91; Arthur Lee ‘Bill’ Googe Jr – RCAF airman who flew on 35 Avro Lancaster operations – on April 19, aged 94; Gp Capt Mark Hobden OBE – RAF Regt officer who drew the ‘Green Line’ (UN buffer zone) in Cyprus and was awarded three MiDs – on April 7, aged 91; Arthur Hollis OBE DFC flew Lancasters with 50 Squadron – on April 20, aged 90; Sqn Ldr Bert Houtheusen DFC – landed his 88 Squadron Short Sunderland in enemy waters off North Korea in 1951 to rescue a ditched Corsair pilot –salute on April 28, aged 97; Sqn Ldr Robert A Kings – Hawker Hurricane pilot We you in the Battle of Britain with 238 Squadron who later served in North Africa where he survived being shot down for a third time – on May 1, aged 98; Peter McKinney DFC – 640 Squadron HP Halifax pilot – on May 6, aged 90; Col Gustave Rens – Belgian World War Two pilot who escaped as a PoW in 1942 to fly Hawker Tempests with 2 TAF – on May 6, aged 96; Cdr Vic Sirett OBE – search and rescue helicopter pilot who saved a DH Sea Vixen crew in the Indian Ocean and three USAF pilots in the Gulf of Mexico – on March 31, aged 79; Sqn Ldr Gordon Smith MBE – flew fighters and bombers during World War Two before becoming a test pilot flying early helicopters, including the Belvedere – on April 23, aged 93.

by Barbara Street, were revealed by Elizabeth Walker, a relative of the brothers. Speaking at the unveiling, she expressed her gratitude to the owners of Muswell Manor, Terry and Sharon Munns, for maintaining the nationally important heritage site as a shrine to the early British aviators.

She said: “I am immensely proud of my ancestors whose determination, innovations and achievements made unique and important contributions to the British aviation industry.” The event was concluded by a magnificent display from Peter Teichman in Supermarine Spitfire XI PL965. ROBIN J BROOKS

Air Cdre Paul Hughesdon, representing the RAF Benevolent Fund, recently visited The Royal Star & Garter home in Richmond to present a cheque for £10,000. While at the home, Paul met up with resident Anthony ‘Bugs’ Bendell, a former ‘Cold War’ jet pilot and author of Never In Anger, published with RAFBF support.

20 FLYPAST July 2013

20-21_News_fp.SBB.indd 20

17/05/2013 17:05

www.flypast.com

Revamp for airworthy Privateer Consolidated P4Y-2G Privateer 66302 flying over Chino. MICHAEL O’LEARY

Consolidated PB4Y-2 Privateer N2871G, currently the world’s only flying example of its type, is now being regularly operated from its home base at Casa Grande, Arizona, after a period of maintenance. Originally flying with the US Navy as 66302, the 1945-built aircraft later went on to serve with the US Coast Guard as

a P4Y-2G, the designation reflecting the fact it was no longer a bomber. Sold as surplus in 1959, it was modified for work as a fire-bomber and later upgraded with Wright R-2600s when owned by long-time Privateer operator Hawkins & Powers. The machine is now owned by 4Y LLC, a private company.

Pilot Bruce Brockhagen said: “B&G Industries in Greybull, Wyoming, laboured for almost two years to correct a wing spar issue and obtain the airworthiness certificate. GossHawk Unlimited at Casa Grande is now doing the required inspections and periodic maintenance. Currently we’re deciding on how to paint the aircraft and are

actually favouring a US Coast Guard scheme.” This impressive machine has already been stripped of the colours it wore in its final incarnation, and was recently seen in bare metal and US stars-andbars markings at the Planes of Fame Airshow in Chino, California (also see Airshow). MICHAEL O’LEARY

Newark Lightning takes centre stage

Newark Air Museum’s recently restored English Electric Lightning T.5 XS417 was positioned in front of the museum’s main display hangar in preparation for a Tribute to the Lightning event on May 18 and 19. The jet also received new Lightning Training Flight markings for the occasion. www.newarkairmuseum.org HOWARD HEELEY-DOWN TO EARTH PROMOTIONS

Australia-based North American P-51D Mustang 45-11526 (VH-FST) has been sold by Platinum Fighter Sales and is destined to remain in Antipodean skies. Named The Flying Undertaker, the Mustang was completely overhauled and rebuilt by Panama Jack’s Restoration Company in Perth from 1999 to 2001 for then-owner Bill Wyllie. After Bill sadly passed away, the fighter was owned and operated by Mike Aitchison and Peter Croser until the recent sale. A popular attraction on the Australian airshow circuit, the aircraft will now take up residence with the Pay Collection at Scone in New South Wales. www.platinumfighters.com July 2013 FLYPAST 21

20-21_News_fp.SBB.indd 21

17/05/2013 17:05

DUTY

F UR DECADES OF

AIRCREW AIR CDRE FRANK WOOLLEY

BARRY M MARSDEN CHARTS FRANK WOOLLEY’S LONG CAREER IN THE RAF, FROM THE GREAT WAR TO THE JET AGE

Right

Fg Off Frank Woolley DFC, a studio portrait taken in 1919. Note the horizontally-striped earlystyle DFC ribbon below the ‘wings’ on his tunic. Below

Frank and his mechanic pose in front of Sopwith Dolphin F7065 at St Marie Cappel, France, 1918.

A

career as a schoolmaster was intended for Ilkeston-born Frank Woolley. He was a gifted pupil and, with teaching in mind, stayed on at school until his 17th birthday in June 1917. But he then had a change of heart and volunteered for the army, gaining a commission in the Territorial Force. A newly-promulgated regulation deferred all officer commissions until the age of 18 years, three months. Frank kicked his heels at the 7th Training Reserve Battalion at Rugeley, Staffordshire, until his CO suggested he apply to join the Royal Flying Corps. This would prove to be a pivotal moment for the Woolley family of Derbyshire. On August 13, Frank was posted

to the Cadet Wing, No.5 School of Aeronautics at Denham, Buckinghamshire, where he received his initial tutoring. On November 7 he was commissioned as a 2nd Lieutenant in the RFC. Ten days later he reported to the Central Flying School (CFS) at Upavon in Wiltshire for six months. While on home leave in January 1918, Frank was interviewed for the Ilkeston Advertiser, which reported that a couple of days before coming home he had been flying on a dusk exercise over Salisbury Plain at 8,000ft when his engine ‘conked’ and he had to descend through fog. He picked out distant airfield lights which turned out to be those at Old Sarum, 25 miles away from

home base. He made a successful ‘deadstick’ landing and found out that the cause of his engine failure was a lack of petrol! Frank also revealed the CFS pilots’ love of ‘stunting’ and that he had recently gained his ‘wings’ and had practised air-to-ground firing. The interview noted: “He declares that after his new experiences he can never content himself with the humdrum school life which had been mapped out for him.”

UNPOPULAR DOLPHIN After a short period during April and May when he was busy on instructor duties, Woolley was posted to the School of Aerial Gunnery at Turnberry in Scotland.

22 FLYPAST July 2013

22-29_Marsden_fpNP.indd 22

17/05/2013 09:24

By this time, the RFC had become the Royal Air Force. In early July he was sent to 1 Aero Supply Depot in France, and on the 14th finally reported to an active service unit, 79 Squadron, stationed at St Marie Cappel, east of St Omer. He was introduced to the Sopwith Dolphin scout, a relatively new machine that had made its appearance that January and was only ever issued to four frontline RAF squadrons. The biplane featured backward-staggered wings to give the best possible forward view. The upper wing was aligned just above the cockpit, with the pilot sitting with his head poking through the open centre section above the wing.

July 2013 FLYPAST 23

22-29_Marsden_fpNP.indd 23

17/05/2013 09:25

AIRCREW AIR CDRE FRANK WOOLLEY ground-attack duties, strafing advancing German troops during their April offensive. This kind of operation, plus a spate of engine failures, inflicted severe casualties on 79 Squadron. Frank flew his first sortie on July 14 and was doubtless heavily engaged with the enemy throughout the summer and autumn. Unfortunately, records of 79’s sojourn in France, and its combat reports, no longer exist. This is regrettable, but more tragic is that, on Frank’s death in

The motor was a 200hp watercooled French Hispano-Suiza, which suffered from gearing problems, resulting in broken crankshafts. Armament was two fixed Vickers machine-guns synchronised to fire through the propeller. There was also provision for up to two flexible drum-fed Lewis guns mounted on the front centre section and angled at 45 degrees, though 79 Squadron eschewed this extra firepower. Initially the new scouts were not received with any great enthusiasm despite their impressive speed, especially at altitude, their manoeuvrability and ease of landing. Pilots feared breaking their necks if the aeroplane turned over during take-off or landing, and some units fitted crash pylons over the centre sections of the top wing to protect themselves. John Leacroft, Derbyshire’s World War One ‘top gun’ (22 victories), who flew Dolphins with 19 Squadron in the spring of 1918, held a very positive view of the fighter. He referred to it as “a very good fighting machine” and could not remember “the Hispano engine being unreliable”. Furthermore he had “no recollection of having had any forced landings on account of engine failure”.

GREAT WAR VICTORIES

Frank’s unit, commanded by Major A R Arnold, was thrown into

flying. He told his grandsons he had destroyed nine enemy aircraft. Perhaps four or five of Frank’s victims were claimed as ‘out-ofcontrol’ [enemy aircraft in a fatal dive but the crash hadn’t been seen - ED] and 79 Squadron does not seem to have counted them in his final score. There are bare details of his definite ‘kills’ to report, together with one account of his first victory via the Ilkeston Advertiser. On September 27, 2nd Lt Woolley was at readiness on his base in northern France when word

Above

RFC Cadet Woolley, third from left, at training school in late 1917. Note the white bands on the cadets’ forage caps, and the ‘maternity jacket’style tunics in vogue at the time. Right

Frank, left, and a colleague interrogating a member of the ‘skeleton staff’ at St Marie Cappel.

Local Ilkeston newspapers credited him with eight victories and recorded that he had been shot, or forced, down three times; evidence of an exciting four months’ combat flying 1981, his wife burnt his 1918 diary and other documents. Although his second logbook survives, the first, covering the period 1917 to 1932, is missing. So Frank’s combat career cannot be reconstructed. Local Ilkeston newspapers credited him with eight victories and recorded that he had been shot, or forced, down three times; evidence of an exciting four months’ combat

came that an enemy two-seater was busy on a reconnaissance over the British front line. Frank was ordered to intercept and, piloting Dolphin C8121, sighted it below him somewhere north-west of Armentieries. The initial burst from his twin Vickers killed the observer and the running battle took both warplanes over the town, where the observation machine suddenly

24 FLYPAST July 2013

22-29_Marsden_fpNP.indd 24

17/05/2013 09:25

Frank in front of a Fokker D.VII, probably at Bickendorf. A Bristol F.2b Fighter stands on the right.

dived away to crash into a building. Frank’s delighted CO praised his “splendid effort” and promised “the facts would be reported to the proper quarter”. The next day Frank scored a second ‘kill’, his victim being a Fokker D.VII, his own aircraft again C8121. On October 26, piloting E4712, he dispatched an LVG two-seater. Frank’s final recorded quarry was a Halberstadt two-seater shot down on November 4, again in his regular mount, C8121. No traces remain of his four or five out-of-control victims, or details of the three occasions when he was forced down.

PEACETIME VARIETY

After the Armistice, Frank took up adjutant duties and became a flight commander. On October 22 the unit had moved to Reckem, then in late November to Nivelles, both in France. In December, 79 Squadron became part of the allied occupation force and took up their headquarters at Bickendorf, outside Cologne on the Rhine. Here Frank took the opportunity to try out examples of German warplanes handed over at the surrender, including Fokker D.VIIs, Rumplers and Halberstadts. He remained with the occupation army until July 1919, and while

there learned that the award of the Distinguished Flying Cross had been gazetted for his wartime services. He also received the Belgian Croix de Guerre, pinned on his tunic by King Albert himself. Despite these honours the local Ilkeston press noted that “he remains the same light-hearted and unaffected young officer as ever”. Frank left active service in October but was recalled to a shortservice commission the following July, and was posted to Lee-onSolent and Calshot, then RAF stations. He fell in love with the Solent and wrote to tell his fiancée, Gladys Willgoose:

Two sergeants of 79 Squadron with a captured Fokker D.VII.

July 2013 FLYPAST 25

22-29_Marsden_fpNP.indd 25

17/05/2013 09:25

AIRCREW AIR CDRE FRANK WOOLLEY

RICHLY-DESERVED NAME

A ‘Beau Geste’ style mud-brick fort at Busaiyah in the Shamiya Desert.

During his time in Iraq, Frank developed a lifelong aversion to camels. He wrote to his family in 1929: “The camel has a bad name, and richly he deserves it. He has the combined malice and stupidity of the worst type of army mule. He is as ugly as sin and does not belie his appearance.” Though Frank professed a loathing for camels, even he must have been touched by this young representative of the species!

“For more than three years he lived rough and often under canvas among the Bedouins, sharing the hardships of their primitive, nomadic lifestyle...” “I am sure you will love this place and if I live long enough to retire, this is where we shall live.” In due course the couple celebrated their golden wedding anniversary there! Fg Off Woolley married his fiancée in Ilkeston in August 1921. Over Solent waters he flew seaplanes and multi-engined flying-boats, and completed courses in naval co-operation and air navigation. These rare qualifications, combined with his landplane experiences, led to a posting to the Isle of Grain in Kent for experimental flying duties. This was the only establishment in Britain with facilities for both land and marine aircraft and was an ideal location for the testing of newly-designed machines, including amphibian prototypes. Following this tour of duty he returned to the CFS at Upavon, qualifying as an instructor before resuming test flying at Henlow in Bedfordshire. It was at Henlow in late 1923 that Frank sustained a serious injury that nearly ended his flying career. In a bout of mess high spirits, some nameless buffoon pulled a carpet from under his feet and Woolley fractured his skull in the fall. He remained ‘non-effective sick’ in hospital for ten months and one brain specialist felt that his flying career was over. His head was shaved in preparation for an operation, but he was spared the experience and eventually made what seemed to be a miraculous recovery. In due course he resumed duty as an experimental pilot, and gained a well-deserved reputation in advanced aerobatics. No mean achievement for a man who had recovered from a cracked skull.

Frank with Farhan Ibn Mashur, “one of the naughtiest of the Akhwan sheikhs”, who had been captured during a raid in 1929.

Frank was responsible for intelligence gathering in the vast, unmapped, roadless and often waterless wastes of the Shamiya Desert, west of Basra. For more than three years he lived rough and often under canvas among the Bedouins, sharing the hardships of their primitive, nomadic lifestyle, enduring searing heat, frequent dust and sandstorms, plagues of flies, revolting food and foul water. He was separated by hundreds of miles of wilderness from any form of civilisation, with no contact to HQ other than wireless telegraph (W/T) Morse code. With the aid of camel-mounted Bedouin agents his task was to obtain information on impending raids by hostile tribes, mainly the Akhwan, operating from Saudi Arabia. Travel was mostly in a Model-T Ford, and occasionally by camel, aeroplane or armoured car. During his Iraqi sojourn, Frank became friendly with Major John Glubb (later General Sir John), or

DESERT INTELLIGENCE

In July 1927 Frank was appointed to a permanent commission in the General Duties branch of the RAF and promoted to flight lieutenant the following January. A regulation stipulated that any officer wishing for advancement had to specialise in a non-flying subject, and he decided to complete a six-month course in Arabic at the School of Oriental Studies in London. He passed out successfully in March 1928 and was almost immediately posted to HQ Iraq as a Special Service Officer.

26 FLYPAST July 2013

22-29_Marsden_fpNP.indd 26

17/05/2013 09:26

commander in 1939 and in 1941 was transferred to Ceylon, with the acting rank of group captain, to form and command 22 Group. This embraced the construction of airfields and other facilities for operating bombers, fighters and reconnaissance aircraft to combat any possible future attacks by the Japanese.

A Vickers Victoria transport at Nugrat Sulman.

Frank, second from left, with fellow pilots in front of a flight of Westland Wapiti general-purpose aircraft in the Shamiya Desert.

‘Glubb Pasha’, founder of the Arab Legion, who had been seconded from the Royal Engineers to the Iraqi Government as Administrative Inspector. In recognition of his sterling service under arduous conditions, Woolley was awarded the Order of the British Empire in June 1931.

ANOTHER WAR

After Iraq, Frank returned to flying duties in England, including a spell with 100 Squadron, torpedo The Iraqi desert police deployed cars and camels in their patrols across the unfriendly sands of the western areas of their country.

dropping in co-operation with the Royal Navy, and experimental duties at RAF Gosport. With the Italian attack on Abyssinia in late 1934 he was speedily posted to the Sudan by air to reorganise the rudimentary intelligence facilities in the locality, then perceived to be an area of importance in any future war. In the mid-1930s Frank, by now a squadron leader, was sent to Singapore as Senior Air Staff Officer to Air Commodore Arthur Tedder, AOC Far East Command. He was promoted to wing

The Imperial Japanese Navy mounted a series of fierce carrierborne attacks on the island in April 1942, but at least by that time the RAF was prepared. For his services in the Far East, Frank was Mentioned in Despatches.

July 2013 FLYPAST 27

22-29_Marsden_fpNP.indd 27

17/05/2013 09:26

AIRCREW AIR CDRE FRANK WOOLLEY

Bureau. He served the remainder of his time with the RAF in this post, retiring in August 1954. During his notable 37 years of duty, Air Commodore Woolley CBE OBE DFC, Legion of Merit, Belgian Croix de Guerre, had flown 54 different types, from Avro 504Ks through fighters, bombers and flying-boats to the Vampire jet. One of only two Derbyshireborn fighter pilots to achieve air

“In the summer of 1942 Woolley was back home, enjoying an extended spell of leave after his strenuous duties abroad”

Top

Frank dropping a ‘tin fish’ from Hawker Horsley S1243 in March 1933. Above

As a Special Service Officer, Frank spent much time interrogating captured members of the Akhwan tribe, which frequently raided western Iraq.

In the summer of 1942 Woolley was back home, enjoying an extended spell of leave after his strenuous duties abroad. In early 1943, with the acting rank of air commodore, he was flown out to Algiers at short notice, once again to join the staff of now Air Chief Marshal Sir Arthur Tedder, this time at Supreme HQ as Chief Intelligence Officer. Frank retained this post at HQ Mediterranean Air Force until the end of the war. On his return to England he was placed in command of RAF Lyneham with the substantive rank of group captain when it became the main base for the British contribution to the Berlin Airlift in 1948. After two years in the post he returned to staff duties as Assistant Director of the Joint Intelligence

OUTSTANDING SERVICE As well as his other awards, Frank Woolley received the Companion of the Bath from the British Government and the prestigious Legion of Merit from President Truman. The American medal – presented to him in Cairo by Major General Benjamin Giles, commander of US forces Middle East, in January 1946 – was awarded for “extraordinary fidelity and exceptionally meritorious conduct in the performance of outstanding service”. Frank accepting the Legion of Merit from Major General Miles.

28 FLYPAST July 2013

22-29_Marsden_fpNP.indd 28

17/05/2013 09:26

Frank running up the engine of Vickers Vildebeest K2821 at Singapore in 1936.

rank in the service, he retired to his beloved Lee-on-Solent and lived to see his son, Frank Geoffrey, rise to the rank of wing commander. This distinguished fighting man died at the age of 82, his career exemplifying the finest traditions of the military family par excellence.

Air Cdre Woolley in front of a USAAF B-26 Marauder bearing a somewhat ambiguous name! P-38 Lightning in the background.

Concludes in the September issue with the story of his son, World War Two fighter pilot Frank Godfrey Woolley. All photographs courtesy of the Woolley family. Frank, seated immediately under the nose of the central aircraft (a Vildebeest II), during a formal gathering of personnel at Gosport, December 1934.

July 2013 FLYPAST 29

22-29_Marsden_fpNP.indd 29

17/05/2013 09:26

WW2 DESERTER OR PATRIOT? A DV ERTOR I A L

Perfection in bronze Incanite, a Birmingham-based company, is paying tribute to the famous Spitfire with a stunning new limited edition work of art

F

ew would argue that the Supermarine Spitfire is one of the finest looking machines ever made – its sleek lines, elliptical wing and graceful curves encapsulate the high style of a bygone era. Its iconic outline also makes a perfect subject for sculptured works of art – and a highly impressive large-scale casting in bronze of a Spitfire XIVc is just about to be released by a Birmingham-based company called Incanite. The firm’s Managing Director, Mark Beresford, told FlyPast: “The project started in the mid-2000s, and has evolved over the years, adding detail to the sculpture and developing the idea. Everyone who sees the finished product wants to touch it – people are drawn to it. It’s just such an iconic shape.”

Attention to detail

The 1/5th scale sculptures contain an incredible amount of fine detail, which includes retracted undercarriage, cockpit instrumentation, and even outlines

of the countless rivets that held the famous fighter together. Thousands of hours must have gone into getting the details just right, but it’s been time well spent. To add to its striking looks, Incanite’s Spitfires are set on special translucent acrylic stands that give them an in-flight appearance. Mark added: “We spent a lot of time discussing how it would be displayed, as we wanted it to be banking, as if in action, hence it doesn’t have a propeller – you don’t see the ‘prop’ when a Spitfire is flying.” Several artists have been involved with the project, and the final version is by Stephen Allen – a prototype has been cast and commissions can be taken. The cost for this superb limited edition work of art is around £85,000, which reflects the very high level of detail and large scale, plus the topquality material used. If museums, businesses or individuals want an historic aviation work of art that will get people’s attention, Incanite’s Spitfire fits the bill perfectly.

30 FLYPAST July 2013

30-31_Incanite_fp.indd 30

17/05/2013 15:16

More details For more information on Incanite’s exciting new Spitfire sculptures, please contact the company by writing to: Incanite Foundries Ltd, Cornwall Road, Smethwick, West Midlands, B66 2JR, or call 0121 5652882, e-mail: [email protected]. Alternatively, visit the company’s website: www.incanite.co.uk

Local connection Incanite Foundry has been in business for around 90 years and specialises in iron and aluminium engineering casting for industry. It’s an expanding company and currently employs around 150 people. It is based in the Smethwick area of Birmingham, around 10 miles from the famous Castle Bromwich Aircraft Factory, where thousands of Spitfires were built during World War Two. Incanite – ever proud of the area’s industrial heritage – is currently investing in training local people and developing its Smethwick works. It is also looking to expand its range of high-quality aircraft sculptures, and may commission a limited number of North American P-51 Mustangs in the future.

July 2013 FLYPAST 31

30-31_Incanite_fp.indd 31

17/05/2013 15:16

WHAT’S NEW PRODUCT REVIEWS

Covering the Dambusters

A series of three dramatic and highly collectible Dambusters Commemorative Covers have been issued by the British Forces Philatelic Service. Some versions have been flown in the RAF Battle of Britain Memorial Flight’s Avro Lancaster PA474 to mark the 70th anniversary of the famous Dams raid. The first of these strictly-limited edition covers illustrates the formation of 617 Squadron on March 21, 1943, with an evocative painting by Mark Postlethwaite of three Lancasters flying at low level over the countryside. The second profiles Barnes Wallis, and explains how his innovative ‘bouncing bomb’ worked, while the final cover is a painting of Operation Chastise – a Lancaster flying at low level having just released a bomb while flak lights up the sky around it. Collectors of commemorative covers will certainly want to acquire these timely reminders of a legendary World War Two raid. Proceeds will be used to raise funds for service charities. Each cover costs £5. For more information see: www.bfps.org.uk

Famous photo recreated Marking the 70th anniversary of the Dambusters raid in 1943, renowned toy soldier company W. Britain has unveiled an unusual and collectible limited edition piece. Listed as item B25017 in the company’s catalogue, it contains a set of scale figures based around the famous photograph of Wg Cdr Guy Gibson and his crew boarding their Avro Lancaster, ED932. Each of the 750 sets contains seven figures and a display base along with the rear section of the Lanc, offering a fine, three-dimensional interpretation of the famous photograph. Each figure is hand sculpted and cast before being individually painted to ensure attention to detail of the highest level. The Dambusters set forms the cornerstone of a new range of RAF figures due to be released by the company this year and next. They will include a 1943 fighter pilot with his dog, and a tribute to Sir Arthur ‘Bomber’ Harris, both of which will be available in August. The Dambusters set is priced at £249.99. For further details and a complete list of stockists please visit www.wbritain.com

Typhoon rises www.airfix.com The latest 1:72-scale model kit from Airfix is a fine rendition of one of World War Two’s most potent and powerful fighters, the Hawker Typhoon IB. The ‘Tiffy’ found fame as a low altitude ground-attack aircraft, spearheading the airborne assault through occupied Europe after D-Day. Designed around the fearsome 24-cylinder Napier Sabre engine, the Typhoon matured as a capable fighter-bomber, devastating German armour in Normandy and beyond. The kit enables modellers to build either the 247 Squadron Typhoon flown by Sqn Ldr Basil ‘Stapme’ Stapleton DFC when he was based at Eindhoven in June 1944, or the 439 Squadron, 143 Wing (RCAF) machine used by Fg Off A H Fraser, also based at Eindhoven in 1945. Recommendations on paint selections can be found (and purchased) on the Airfix website with this product. The kit is priced at £7.99.

Vintage Jackets www.irvinsalesandrepairs.co.uk The term ‘iconic’ is much overused these days, but one item that it might justly be applied to is the much-copied and equally coveted Irvin flying jacket, beloved by World War Two aircrew and highly prized today. Obtaining such a garment is rarely inexpensive, but a good place to start is Irvin Sales And Repairs, which not only sell the items but specialises in keeping them in top condition. From its fully equipped workshop nestling near the Malvern Hills, the company aims to provide the highest quality repair, restoration and sales service for enthusiasts of these increasingly rare jackets. The one pictured was made in 1939 by Wareings of Northampton – to find an Irvin in this condition is increasingly rare. For more information on Irvin Sales and Repairs see the website or telephone: 07581 202245.

New Corgi fighters www.corgi.co.uk The latest two subjects to join Corgi’s popular range of detailed, diecast models occupy both ends of the historic fighter spectrum. New this month is a 1:48-scale rendition of the Fokker D.VII flown by Oblt Erich Lowenhardt in August 1918. The third highest ranked German ‘ace’ of World War One, he amassed a total of 54 ‘kills’ before his death that month during a battle with RAF SE.5As. The Fokker itself was regarded as a fearsome opponent. Also available in 1:72 scale is Panavia Tornado F.3 ZG757, representing a machine that flew with 43 Squadron from Leuchars, Scotland, in 2006. Disbanded in July 2009, the F.3 was the final aircraft operated by the unit, seeing use as an interceptor fighter, protecting UK airspace off the coast of both Scotland, and with 1435 Flight, over the Falkland Islands. The model is painted in the striking gloss black scheme that the real ZG757 wore to mark the squadron’s 90th anniversary in 2006. The Fokker model is priced £44.99, with the Tornado at £56.99.

Mossie in close-up

www.flyingzonedirect.com

Kent-based Flyingzone Publications has launched The Mosquito Explored, a PC CD-ROM offering an in-depth reference guide to the de Havilland Mosquito. Five years in development, this easy-to- use software covers every part of the classic aircraft and its systems, based on information contained within 22 wartime Air Ministry manuals. The depth of information is immense and includes 1,800 full-screen internal and external colour photographs, more than 350 drawings based on wartime literature and reworked in colour, and over 2,600 transcribed Air Ministry equipment descriptions. The CD ROM also covers four currently UK-based Mosquitos in detail (three from the de Havilland Aircraft Heritage Centre, and Tony Agar’s Yorkshire Air Museum-based example), along with archive images and an animation showing the engine start-up sequence. The Mosquito Explored retails at £24.95 plus p&p. Tel: 01622 726007. E-mail: [email protected]

32 FLYPAST July 2013

32-33_Whats new_fp.SBB.indd 32

17/05/2013 13:59

page turners Arctic Rescue www.pen-and-sword.co.uk

Remembering ‘The Growler’ www.collectair.co.uk The latest aviation print from acclaimed artist Michael Rondot is available now from Collectair. Avro Shackleton – The Growler depicts Shackleton AEW.2 WR963 (currently being restored at Coventry) flying through stormy skies over the North Sea alongside a pair of McDonnell Douglas Phantoms from 111 Squadron. The ‘Shack’ was an enduring image of the ‘Cold War’ years from 1951 until 1991. Designed for anti-submarine warfare and maritime patrol duties, they were adapted for the airborne early warning (AEW) role in 1971. As part of the UK Air Defence Force, 8 Squadron (including WR963) flew in this capacity for nearly 20 years. The unmistakeable growl of its four Rolls-Royce Griffon engines earned the aircraft its nickname and became a familiar sound at airshows. This edition is limited to 200 signed and numbered copies, each priced at £95. Artist’s proofs, Remarque copies and double Remarque copies are also available, priced £150, £235 and £300 respectively. Canvas prints replicating the look and feel of the original oil painting are available for £350. The image size is 30 x 20in.

Lancaster in profile www.theaviationdesignstudio.co.uk Tying in with the recent commemorations for the 70th anniversary of the Dambusters raid are these highly detailed profile illustrations, each focusing on an Avro Lancaster, including that flown by Wg Cdr Guy Gibson. Also available are several profiles showing the BBMF’s Lancaster PA474 in the various schemes and markings she has worn over the years, and East Kirkbybased NX611 Just Jane, an aircraft that is currently being restored to fly. Images of an assortment of World War Two vehicles can also be purchased. Every piece of artwork produced by the Aviation Design Studio incorporates a high level of detail. Intricate features display the many rivets used, the correct style of turrets, and include the aircrew who are all pictured wearing the appropriate uniform. Artist Garry R Fenton constructs his work out of many individual squares (or pixels). Prints can be produced in different sizes, with or without mounts and frames. See the website for more details.

Catalina Over Arctic Oceans – Anti-Submarine and Rescue Flying In World War II, John French and Anthony Dyer, Pen & Sword, 180pp, illus, hbk, ISBN 178159053-2, £19.99 This fascinating memoir has been pieced together by Anthony Dyer, based on the copious notes and photos left by his late grandfather, John French. The resulting book details the long, arduous and often dangerous Consolidated Catalina operations over the Arctic during World War Two. Thanks to John’s excellent notes, it features unique, first-hand descriptions of what it was really like to fly the Catalina in such hazardous circumstances, and it also documents the often forgotten Atlantic war that proved crucial to the final defeat of Hitler. John’s diary entries have been woven together to create a complete narrative spanning a career of diversity and achievement. It also covers the pilot’s earlier experiences, learning to fly with the University of London Air Squadron and then instructing new recruits on Airspeed Oxfords and Avro Ansons, before being posted to Gibraltar and flying sorties in support of the North African landings during Operation Torch. An unusual and very worthy read.

Crusader’s early days www.pen-and-sword.co.uk Winged Promises, The exploits of 14 Squadron RFC & RAF 1915-1945, Michael Napier, Penn & Sword, 208 pp, hbk, ISBN 978 1 78159 059 1, £25 No.14 Squadron, one of the oldest and most distinguished in the RAF, currently flies the Shadow R1 in the intelligence gathering role in support of ground forces in Afghanistan. Its latest incarnation has a remarkable parallel to its original formation in 1915 when it flew in support of the army on operations in Arabia, most notably the irregular Arab forces led by T E Lawrence, ‘Lawrence of Arabia’. Remaining in the area after World War One, this association is reflected in its badge of a Crusader’s head and its motto, unique in being in Arabic, which is a quotation from the Koran – ‘I spread my wings and keep my promise’. Michael Napier’s book is a model of what a squadron history should be. In nine well-illustrated chapters he fully describes the unit’s activities, not only through the Great War and World War Two, but also the interwar years when it flew operations in Palestine. This excellent book will appeal to former squadron members, historians and modellers alike. ANDY THOMAS

Essential Airfield Guide www.ianallanpublishing.com

RAF Airfields Of World War Two, Jonathan Falconer, Ian Allan Publishing, 320pp, illus, hbk, ISBN 978-1-85780-349-5, £35 Many books claim to be ‘comprehensive’, but this impressive volume truly is, providing detailed coverage of the airfields, bases and squadrons of the RAF’s three main frontline commands in Britain during World War Two. With numerous accompanying illustrations and many personal memoirs, all the main bases used by Fighter, Bomber and Coastal Command are covered. The background to the RAF’s airfield construction programme is described in detail, supported by tabular listings of nearly 400 RAF frontline bases, including full details of their locations, user squadrons and units, buildings and present-day use. Full orders of battle for each Command at notable points of the war are included as appendices. Amply illustrated with more than 200 photographs and maps, rare first-hand accounts by veterans add a compelling personal testimony, making this much more than just a reference book. July 2013 FLYPAST 33

32-33_Whats new_fp.SBB.indd 33

17/05/2013 13:59

COLD WAR WARRIORS HS HARRIER

Life in

the Fas No.1 Squadron at Tangmere Date

Type

1927 - 1928

Armstrong Whitworth Siskin III Hawker Hurricane I Hawker Hurricane II Supermarine Spitfire F.21, Gloster Meteor F.3, F.4, F.8 Hawker Hunter F.5

1940 1941 - 1942 1946 to 1953

1956 to 1958

34 FLYPAST July 2013

34-37_Harrier_fp.SBB.indd 34

17/05/2013 09:19

ast Lane Bryan Baker talks to Hugh Trevor about his time on 1 Squadron flying Tangmere’s ‘air racing’ Harrier

T

he anticipation was mounting as a group of Tangmere Military Aviation Museum volunteers awaited the arrival of their latest exhibit – but one of their number, Wg Cdr Bryan Baker AFC, was more excited at the prospect than most. HS Harrier GR.3 XV744 was on its way from static duties at the Joint Services Command & Staff College at Shrivenham, Oxfordshire, on March 14. Bryan, who served as Flight Commander/Officer Commanding 1 Squadron and was the boss of 233 Operational Conversion Unit, had regularly flown XV744.

Hawker Siddeley test pilot John Farley took XV744, the seventh production Harrier, on its maiden flight from Dunsfold, Surrey, on March 5, 1969. Just two months later it and XV741, flown by test pilots from the Aeroplane & Armament Experimental Establishment at Boscombe Down, Wiltshire, took part in the Daily Mail-sponsored air race between the tops of the Post Office Tower in London and the Empire State Building in New York. Sqn Ldr Tom Lecky-Thompson took off vertically in XV741 from a coal yard next to London’s St Pancras railway station and

achieved the winning east-west time of 6 hours 11 minutes. Sqn Ldr Graham Williams in XV744 clocked up an even faster time of 5 hours 49 minutes flying west-east, but was beaten by Lt Cdr Peter Goddard, the observer in Royal Navy Phantom FG.1 XT858, who was the first entrant to physically set foot across the Post Office Tower finishing line.

Above

Surreal image of XV744 landing at St Pancras. VIA TMAM

Left

Bryan Baker and Harrier XV744 at Tangmere. AUTHOR

Off-base ops

Bryan remembered his time pioneering the Harrier into operational service: “In 1969 I was the last squadron leader to command 1 Squadron, then

July 2013 FLYPAST 35

34-37_Harrier_fp.SBB.indd 35

17/05/2013 09:19

COLD WAR WARRIORS HS HARRIER

Sqn Ldr Graham Williams in XV744 approaches the St Pancras coal yard, having completed the transatlantic race crossing from west to east. VIA AUTHOR

flying Hunters and based at RAF West Raynham [Norfolk]. For Harrier conversion we moved to RAF Wittering [Cambridgeshire]. “Harrier squadrons were to be commanded by wing commanders and so Wg Cdr Ken Hayr eventually took over from me, but I stayed on as senior Flight Commander with special responsibility for off-base operations. “For our first taste of independent operational training we deployed the whole squadron, plus support, for five days to disused airfields in Leicestershire; initially to Wymeswold then, after two days, to Bruntingthorpe. “On day one at Wymeswold I needed a weather forecast before I could authorise flying, but our radio comms with Wittering was down. So I sent the ‘Adj’ to a ’phone box with my loose change and he ’phoned the Wittering forecaster – we were in business. “While at Wymeswold I invited 1 (City of Leicester) Squadron Air Training Corps [ATC], with whom I had set up a special relationship, to witness the first Harrier squadron ‘in the field’ working up their V/STOL [vertical/short take-off and landing] skills in an ‘operational’ environment

Left to right

Re-assembling XV744 after arrival from Shrivenham. AUTHOR

36 FLYPAST July 2013

34-37_Harrier_fp.SBB.indd 36

17/05/2013 09:19

for the first time. Then still a GR.1, XV744 was the aircraft chosen for my V/STOL demonstration to our ATC guests on May 18, 1970.”

Shot down

Bryan also holds the dubious distinction of having shot himself down! “On June 20, 1972, I was strafing the Holbeach range on The Wash [in Harrier XV762] using one 30mm cannon. I finished a ‘squirt’, pulled, rotated and got to my climbaway angle, then after a couple of seconds there was a ruddy great bang. “One of my shells had probably hit a piece of metal buried deep in the range, was kicked upwards to perhaps 1,500ft and then plummeted straight down the air intake into the engine. “It hit the front of the fan, centrifuged out and stuck in the side of the intake. The engine was making a terrible noise as much of the first stage had broken away, but it was still going and I daren’t move the throttle in case it stopped. “My No.2 checked externally to make sure I wasn’t on fire and I eventually managed to land safely, using just the nozzle lever,

on Wittering’s 3,000-yard long northern perimeter track, which I chose in case the nozzles didn’t work and so I wouldn’t block the main runway.”

‘Autumn Leaves’ record

Into preservation

Tangmere’s curator, David Coxon JP, is understandably enthusiastic about the Harrier’s arrival: “It’s an ideal match with two major themes of the museum, the first being ‘Record Breakers’ — the museum houses both Teddy Donaldson’s Gloster Meteor F.4 EE549 and Neville Duke’s red Hunter F.3 WB188. “The second strand is 1 Squadron, which was based at Tangmere from 1927, when it flew the Armstrong Whitworth Siskin, to 1958 with the Hawker Hunter. Bryan sums up XV744’s importance: “...one of the first five to be delivered to the RAF, it achieved the fastest Harrier crossing of the air race, was the first Harrier to fly from ‘supported sites’ and on a personal note I flew it many times both as a GR.1 with 1 Squadron and as a GR.3 with 233 OCU. She was withdrawn from service in 1992 and to see her arriving for preservation at Tangmere is just fantastic.”

“One of my shells had probably hit a piece of metal buried deep in the range, was kicked upwards to perhaps 1,500ft and then plummeted straight down the air intake into the engine”

Ten Harriers of 4 Squadron kicking up the dirt at Sennelager. VIA AUTHOR

When Bryan Baker was Officer Commanding 4 Squadron, he led a World Record ten-ship line-abreast take-off of Harrier GR.3s from a grass field at Bad Lippspringe in the Sennelager British Army Training Area, West Germany, on October 18, 1973. The aircraft were returning to Wildenrath at the end of Harrier Force Exercise ‘Autumn Leaves’. Left

Job done, XV744 ready for display at Tangmere. AUTHOR

July 2013 FLYPAST 37

34-37_Harrier_fp.SBB.indd 37

17/05/2013 09:19

$9,$7,21 3$,17,1*6 2)7+( <($5

)5(( $'0,66,21 QGWK-8/< 0$//*$//(5,(6 7+(0$///21'21

Shoreham-by-Sea Royal Air Forces Association presents

Celebrating 70 Years since the Dambusters raid and a Salute to the US Mighty 8th Air Force

3Ist August - Ist September 20I3 SHOREHAM AIRPORT • WEST SUSSEX

A GREAT DAY OUT FOR THE WHOLE FAMILY

2SHQ0RQGD\E\LQYLWDWLRQRQO\ 7XHVGD\WR6DWXUGD\DP²SP ZLWK7KXUVGD\WRSP )LQDO6XQGD\DP²SP ,QFOXGLQJZDONDERXWWRXUV DQGSDLQWLQJ GHPRQVWUDWLRQV

Messier-Bugatti-Dowty

7KHGH+DYLOODQG $LUFUDIW+HULWDJH &HQWUH

ZZZJDYDRUJXN

7KH*XLOGRI$YLDWLRQ$UWLVWV (DGPLQ#JDYDRUJXN7

www.shorehamairshow.co.uk Book tickets online or call: 0I903 282382 or 0I903 7I4I35 shorehamairshow @shorehamairshow Charity Number: 1071257

FROM THE WORKSHOP BENOIST XIV

First Airliner In Florida a team is getting ready to commemorate the centenary of the first-ever scheduled service. Mike Shreeve reports

O

n New Year’s Day 1914, a crowd of 3,000 gathered by the water’s edge in St Petersburg, Florida, to witness the departure of a small, two-seater flying-boat on its way across the bay to nearby Tampa. What took place that day is now generally recognised as the world’s first scheduled heavier-than-air airline service. The original idea of running a regular airline came from Percival Fansler, a local salesman, who read about pioneering pilot Tony Jannus flying 1,900 miles along the length of the Mississippi River in a Benoist flying-boat. Fansler began corresponding with the builder of the aircraft, Thomas Benoist, who agreed in principle to support such a venture. Fansler approached the City of Tampa with his scheme, but was rebuffed. Representatives of nearby St Petersburg

were more receptive and, after convincing them that an aircraft capable of operating a service did exist, they agreed to the idea. A group of local businessmen agreed to support the venture and the Board of Trade provided a subsidy. Benoist came to St Petersburg to start the Airboat Line and a 90-day contract was signed, providing for a subsidy of up to $2,400, in return for which two scheduled daily flights, six days per week would be made. Benoist Model XIV The Lark of Duluth was shipped to St Petersburg and modified by increasing the wingspan from 35ft to 45ft to inaugurate the service. Later, a Model XIII for pilot training, and a second Model XIV (No.45) were added. A hangar was constructed beside the St Petersburg waterfront to house the Airboat Line’s fleet. A regular fare of $5 ($10 for

reborn a return ticket) was charged for the 23-mile (37km) flight to Tampa. By air, the journey took 23 minutes, against around 2 1/2 hours by ferry and 12 hours by train. For the inaugural flight on January 1, the first seat was put up for auction with former mayor of St Petersburg, Abram C Pheil, winning with a bid of $400. The first flight left on time at 10am and arrived in Tampa to a reception from around 2,000 onlookers. After arriving back in St Petersburg, Tony Jannus dropped and broke his goggles. He handed them, along with one of the coloured pennants fixed to the inter-plane struts, to tenyear-old bystander Judy Bryan, who had ducked under the ropes to greet him. These artefacts were later donated to the St Petersburg Historical Society, and are displayed in the city.

The contract ran out at the end of March 1914, by which time 1,200 passengers had been carried, including some charters in addition to the twice-daily schedules. Unsubsidised, operations continued at a reduced pace for a short time but ceased by May 5.

Maybe I’ll build one To commemorate the 70th anniversary of the event, a replica of the Benoist XIV powered by a modern engine was built by the Florida Aviation Historical Society (FAHS), and flown from the bay in St Petersburg on January 1, 1984. Afterwards, it was hung in the Museum of History, where it remains on display. Our story now moves to 2008, when Fantasy of Flight founder Kermit Weeks was inducted

40 FLYPAST July 2013

40-44_Workshop_fp.SBB.indd 40

17/05/2013 17:29

The Benoist XIV replica under construction in Florida. ALL MIKE SHREEVE UNLESS NOTED

July 2013 FLYPAST 41

40-44_Workshop_fp.SBB.indd 41

17/05/2013 17:30

FROM THE WORKSHOP BENOIST XIV

Tragic legacy Sadly, two of the main protagonists of this historic service did not survive long afterwards. Thomas Benoist moved his operation to Sandusky, Ohio, merging it with that of the Roberts Motor Company. En route to the factory one day in 1917, the streetcar in which he was travelling made a sharp turn, and, leaning out too far, Benoist struck a post and was killed. Tony Jannus became a test pilot for the Curtiss Aeroplane Company and was sent to Russia to train pilots in two H-7 flying-boats ordered by Imperial Russia. He was killed, along with two Russian pilots on October 12, 1916 when the H-7 he was flying in crashed into the Black Sea near Sevastopol. Above

Percival Fansler, Abram Pheil and Tony Jannus, by the Benoist before the first flight of the St Petersburg-Tampa Airboat Line, on January 1914. COURTESY ST PETERSBURG MUSEUM OF HISTORY ARCHIVES

“There are 13 wing panels in the Benoist with a total of 100 ribs, each one made up of six layers of Sitka spruce. Each of these 600 individual rib pieces had to be cut to size, steamed, and bent to shape, then glued together”

into the Florida Aviation Hall of Fame. Sharing a table at the event with several members of FAHS discussion turned to the upcoming centenary of the flight and a plan to build and fly a one-third scale radiocontrolled replica. When Kermit asked why they were not using the replica flown for the 70th anniversary, they explained that it would be difficult to get airworthy again, so they had decided on the scale version. Kermit says that he made a throwaway comment, along the lines of: “Maybe I’ll build one then.” The notion stuck, and Kermit did some research – he spoke to his

staff about the feasibility of building a Benoist and the decision was taken to start the project. Kermit: “If you’re collecting pioneer-era airplanes, there are only so many left, so sooner or later you’re going to have to start building them. By that logic I reasoned that we should build up the necessary skills in-house, which fits with the Fantasy of Flight ethos of individual self-discovery and pushing the boundaries.” Kermit began researching and making visits to gather the necessary data. Helping him in this

42 FLYPAST July 2013

40-44_Workshop_fp.SBB.indd 42

17/05/2013 17:30

was Ken Kellett, who works in the aviation department at Fantasy of

Flight and has completed numerous replicas of early aeroplanes. Ken was also one of the pilots for the filming of Flyboys in the UK during 2005. In the archives of the Smithsonian Institute’s National Air and Space Museum (NASM) in Washington DC , a three-page typed document was discovered, providing a written description of the Benoist XIV and much of the source data for the build. In addition, a single side profile drawing of the type was found. Although this was useful, the dimensions marked on it proved to be inaccurate. Because of the high profile of the original event in 1914, there was considerable press coverage and many photographs exist. NASM also has the only surviving original Benoist, a Model XII landplane from 1912, on display

in the Udvar-Hazy Center at Washington’s Dulles Airport. This had been documented in detail during its restoration by NASM staff in the early 1980s, and has a very similar wing structure to the XIV. A chance to view it and copy the restoration report proved of great benefit. They also examined other early flying-boats that had been built in a similar way. Among them was the 1984 replica, which was lowered from its position in the St Petersburg museum for the team to inspect.

Cutting wood Ken began cutting wood in May 2010, starting with struts, spars and fuselage longerons. The wings were the first major structures to be built. The originals were constructed in short lengths, which were bolted together to ease overland transportation. There are 13 wing panels in the Benoist with a total of 100 ribs, each one made up of six layers of Sitka spruce. Each of these 600 individual rib pieces had to be cut to size, steamed, and bent to shape, then glued together. In one departure from the original, a more

modern glue – Resorcinol – was used to meet modern airworthiness requirements and ensure longevity. Metal fittings, including hinge panels, attachment brackets and sockets for locating the struts and bracing wires, were manufactured from mild steel, as per the original. Ken designed each and made drawings, and they were contracted out for laser cutting. Jigs were made for assembly where required and the parts tungsten arc welded. Ken estimates that around six weeks was spent on these fittings alone. Next stage of the wing construction will be to varnish the wood then apply a covering of Grade A cotton which will be protected, probably using clear dope. The original Benoist would most likely have used rubberised balloon fabric. The covering is fitted using thin wooden strips on the underside of each rib with nails every 1in. Some 8,000 nails will be required for the fabric covering alone. A full-sized mock-up of the centre section has been built in order to assist the construction process by visualising in three dimensions the layout of the major components.

Top left

Ken Kellett, in amongst the woodwork at the Fantasy of Flight. Top

The fuselage layout in the Florida workshop. Above left

A four-cylinder Roberts powerplant used by the project team for reference. VIA KERMIT WEEKS

Left

The Benoist during the first flight of the St Petersburg-Tampa Airboat Line on New Year’s Day, 1914. Tony Jannus is waving to the camera. COURTESY ST PETERSBURG MUSEUM OF HISTORY ARCHIVES

July 2013 FLYPAST 43

40-44_Workshop_fp.SBB.indd 43

17/05/2013 17:37

FROM THE WORKSHOP BENOIST XIV

A single side profile drawing of the Benoist XIV was found, and has assisted the project tremendously.

Benoist origins American-born Thomas Benoist founded the Aeronautic Supply Company (Aerosco) in St Louis in 1907, making components for aircraft. Two years later he began building his own designs and founded a flying school in 1910, hiring Tony Jannus as chief pilot. In 1913, Benoist began manufacturing dedicated seaplanes. The Model XIV serial number 43, The Lark of Duluth, was used for sightseeing flights around Duluth, Minnesota, during the summer of 1913 before being modified for the first-ever airline service. Pilot and passenger sit side-by-side in a hull that is only 32in wide at that point, so it will be a challenge fitting in two modern-sized adults. The current major task is the hull, planked in two layers of spruce on the sides and three on the bottom. This has had to be designed from scratch, as no drawings, photographs or original reference show the internal structure. A table has been constructed in the wood shop and a mock-up of the hull profile laid out on it, allowing Ken to conceptualise and design the layout. The frame of the hull was built earlier this year, and planking was due to commence by the time these words are read. Another three-dimensional mockup has been made of the centresection. This houses the engine, fuel tank, radiator, and drivetrain to the pusher propeller.

Reverse engineering The most ambitious, and costly, aspect of the project is the engine. Kermit decided that the original type – a 75hp (56kW) six-cylinder two-cycle powerplant manufactured by the Roberts Motor Company of Sandusky, Ohio – would be used in the replica. Although Kermit was able to acquire a couple of examples of four-cylinder Roberts engines, the six-cylinder unit proved much more elusive. Only around half a dozen survive, none were available for purchase. Eventually, a Roberts 6X on

period parts. Steve Littin has started constructing the required parts for the Roberts 6X, including the carburettors and magneto. As an indication of the amount of work required, Steve notes that the crankshaft started off as a 900lb billet of steel but the finished product weighs only 28lb. The horizontal brass tubular fuel tank, which sits directly above the engine, is being built by the

investment of over $500,000 will have been made by the time it is ready for flight. The plan is to complete the aircraft by late summer, in order to allow for Federal Aviation Administration sign-off and test flying to be carried out from Kermit’s seaplane base at Lake Agnes, located on the Fantasy of Flight estate. To be as authentic to the original Benoist design as

Only one original Benoist Model XII landplane survives, and it is on display in the Udvar-Hazy Center at Washington’s Dulles Airport.

“NASM also has the only surviving original Benoist, a Model XII landplane from 1912, on display in the Udvar-Hazy Center at Washington’s Dulles Airport” display in St Petersburg, owned by Old Rhinebeck Aerodrome, was acquired on loan. Kermit decided to reverse engineer an example to original specification, by dismantling it and copying it piece-by-piece. A fortuitous occurrence was the discovery of a considerable cache of records and drawings relating to the Roberts Motor Company in the Rutherford B Hayes Presidential Center in Fremont, Ohio. On the recommendation of New Zealand World War One aircraft operator and Oscar-winning film director Peter Jackson, Kermit contracted Steve Littin of Vintage and Auto Rebuilds Inc in Chardon, Ohio, to build the engine. Vintage and Auto specialises in Rolls-Royce Silver Ghost restorations and has great experience in reverse-engineering

powerplant manufacturer, and the vertical brass-cored radiator is being fabricated by Replicore in New Zealand. Sensenich in Plant City, Florida, has made a custom-built laminated mahogany propeller copied from an original Benoist propeller which was loaned to the project. Also made of mahogany are the wingtip floats. The Diamond Chain Company of Indianapolis, which started up in 1890, made the original chains for the Benoist. It still manufactures the same type of chain over a century later.

Deadline 2014 With the deadline of New Year’s Day 2014 fast approaching, work continues apace on this ambitious project. It is estimated that an

possible, the FAA has already given approval to the replica being flown without instruments. Once test flown, the flying-boat will be moved by road to St Petersburg and reassembled for the centenary flight to take place from the bay. After the commemoration, it will be returned to Fantasy of Flight, where Kermit says it will be kept as part of the collection, making occasional flights from Lake Agnes. The author would like to thank Kermit Weeks, Ken Kellett and other members of staff at Fantasy of Flight for giving of their time during the preparation of this feature and for providing many of the photos used here. www.fantasyofflight.com www.benoist2014.com

44 FLYPAST July 2013

40-44_Workshop_fp.SBB.indd 44

17/05/2013 17:31

N EW

' $ 0 % 8 6 7 ( 5 6   $ 3 3 5 2 $ & + , 1 * 7 + (  ( ' ( 5

2YHUDOO /LPLWHG HGLWLRQ RI 

,PDJH VL]H FP [ FP  [  2YHUDOO VL]H FP [ FP  [

!

by

MARK POSTLETHWAITE

6TXDGURQ/HDGHU+HQU\0DXGVOD\À\LQJ/DQFDVWHU('PDNHVKLV¿UVWDSSURDFKWRWKH(GHU'DPGXULQJ2SHUDWLRQ&KDVWLVHWK0D\

ORIGINAL PAINTING FOR SALE

42" X 20" ACRYLIC ON FRENCH LINEN - £9000 A RARE CHANCE TO PURCHASE A LARGE POSTLETHWAITE ORIGINAL, OFFERS INVITED, NEGOTIATE DIRECTLY WITH THE ARTIST VIA THE CONTACT DETAILS BELOW.

1XPEHUV $UWLVW¶VSURRIV 5HPDUTXHV

VLJQHGE\WKHDUWLVW VLJQHGE\WKHDUWLVW VLJQHGE\WKHDUWLVW

  

… … …

SEE OUR FULL RANGE OF DAMBUSTER PRINTS ON THE WEBSITE.

MARK POSTLETHWAITE, SIDEWINDER PUBLISHING LTD, 11 SHERIDAN CLOSE, ENDERBY, LEICESTER, LE19 4QW ENGLAND.

Tel. 0845 095 0344

email. [email protected]

www.posart.com

www.facebook.com/markpostlethwaitegava

5HG .LWH DUH SURXG WR DQQRXQFH WKH SXEOLFDWLRQ RI 9ROXPH 7ZR RI 1LJHO 3DUNHU¶V /XIWZDIIH &UDVK $UFKLYH 5HVHDUFKHG RYHU WZHQW\ \HDUV WKLV LQFUHGLEOH ERG\ RI ZRUN EULQJV WRJHWKHU GHWDLOV IURP WKH RI¿FLDO 5$) LQWHOOLJHQFH DQG LQWHUURJDWLRQ UHSRUWV DQG FRPELQHV WKHP LQWR D GH¿QLWLYH JXLGH WR HYHU\ HQHP\ DLUFUDIW WKDW FDPH GRZQ RYHU WKH 8. GXULQJ ::,, :LWK RYHU  SKRWRV LQ HDFK YROXPH GUDZQ IURP GR]HQV RI H[SHUW VRXUFHV WKLV ODYLVKO\ LOOXVWUDWHG VHULHV LV D PXVW IRU DQ\ /XIWZDIIH HQWKXVLDVW RU LQGHHG DQ\RQH ZLWK DQ LQWHUHVW LQ WKH $LU:DU  297mm x 210mm Softback 128 pages. Illustrated throughout with over 200 original wartime photos. RRP. £25 each. Volume 1, September 1939 - 14th August 1940, out now. Volume 2, 15th August 1940 - 29th August 1940 due 10th June.

ADVANCED ORDERS NOW BEING TAKEN FOR VOLUME TWO AT THE SPECIAL INTRODUCTORY WING LEADER PRICE OF JUST £20.

WING LEADER Tel. 0845 095 0346 ORDER SECURELY ONLINE AT

Post. PO Box 223, Walton on Thames, Surrey. KT12 3YQ

www.wingleader.co.uk

EMAIL.

[email protected]

Postage charges apply. Postage and packing is calculated automatically per order based upon the weight.

VICTORIA CROSS ROBERT PALMER

For Valour Air Cdre Graham Pitchfork profiles VC recipient Robert Palmer

B

y the end of 1944, Kentborn Sqn Ldr Robert Palmer had completed 110 operations over north-west Europe. He had taken part in the first ‘Thousand Bomber’ raid to Cologne and was one of the first pilots to drop the 4,000lb ‘Blockbuster’ bomb. He soon developed a reputation for pressing on to the target despite intense opposition, and his tenacity and courage earned him the DFC and a first Bar. Over half of Palmer’s operations had been with the Pathfinder Force flying the Mosquito with 109 Squadron. This unit had pioneered the use of the ‘Oboe’ precision bombing aid, and Palmer had flown many sorties with the navigation and attack radar. Approaching the end of his second tour, he was tasked as the Master Bomber for a precision raid on the Greenberg marshalling yards near Cologne. The small force of 27 Lancasters and three Mosquitos took off during the morning of December 23, 1944 with Palmer electing to fly ‘Oboe’-equipped Lancaster III PB371 of 582 Squadron, which shared Little Staughton with 109’s Mosquitos. All bombs were to be released as a salvo on seeing Palmer’s aircraft dropping its warload.

Leading from the front The leader’s duties during the final run were exacting and demanded coolness and resolution. To achieve accuracy with ‘Oboe’, Palmer had to fly at an exact height and airspeed on a steady course, regardless of opposition. Minutes before reaching the target, the formation came under heavy attack by flak. Two engines of Palmer’s aircraft were set on fire – flames and smoke filled the nose of the Lancaster but he pressed on to the target. Enemy fighters appeared on the scene but Palmer chose not to take avoiding action as he entered the critical phase of the attack. Ignoring the risk of fire and explosion, he was determined to complete the run and provide an accurate aiming point. With the engines developing unequal power he struggled to keep the heavy Lancaster steady. Nevertheless, knowing that the rest of the formation was awaiting the release of his bombs as their signal to unleash simultaneously, he continued his run in his blazing Lancaster. He made a perfect approach and his weapons hit the target. Almost immediately, the Lancaster entered a spiral dive and crashed in flames. There was only one survivor from the crew of seven. Eight of the 30 aircraft on the raid failed to return. On March 23, 1945 it was announced that Robert Palmer had been posthumously awarded the Victoria Cross. The citation concluded: “Sqn Ldr Palmer was an outstanding pilot. He displayed conspicuous bravery. His record of prolonged and heroic endeavour is beyond praise.”

January 2011 FLYPAST 47

47_Valour_fp.SBB.indd 47

17/05/2013 13:57

WARBIRDS FOCKE-WULF FW 190

Luftwaffe

Rachel Morris profiles the Flying Heritage Collectionƒs uniqu

I

n 1989, the forests east of Leningrad revealed a ghostly relic of the fierce fighting that scarred the Russian landscape in the latter years of World War Two. A Focke-Wulf 190A-5/U3 was found, having been forced to land in 1943 amongst once tiny saplings that grew up around the airframe protecting it from view. Aside from its bent propeller, Fw 190 ‘White A’ remained remarkably intact. The Balkenkreuz [cross insignia] on the fuselage and black swastika on its tail stood out defiantly against the march of time and surrounding greenery. The pilot’s leather flying helmet still rested on the seat, where he had placed it before setting off on foot.

Even the fighter’s tyres still contained their wartime air. Only the decayed fabric surfaces and a sapling growing through the wing confirmed that this aircraft had lain undisturbed on the marshy forest floor for decades. During the year following its discovery, the Iron Curtain crumbled and Leningrad became St Petersburg once again. In 1991 the Fw 190 was removed from the former Soviet Bloc and taken to England for restoration. Purchased by collector Paul G Allen in 1999, this incredibly rare aircraft has now been returned to airworthy condition in the USA and is a star exhibit at the Washington statebased Flying Heritage Collection.

In combat

The Allies first observed the unfamiliar silhouette of the Fw 190 over France in August 1941. It soon proved itself superior in all but turn radius to the RAF’s frontline fighter, the Spitfire V. Kurt Tank, Technical Director at Focke-Wulf, abandoned the accepted norms of single-seat fighter design in Europe to develop a radial engine machine that would become his most famous creation. Tank wanted to build a rugged dependable aircraft that decreased the pilot’s workload. He regarded the Spitfire and Messerschmitt Bf 109 as delicate racehorses; high-performance machines that needed much attention and correct conditions to ensure good

48 FLYPAST July 2013

48-54_Fw 190_fpNP.indd 48

17/05/2013 13:44

fe Legend

s unique Focke-Wulf Fw 190 warbird performance. The Fw 190 would be a ‘dienstpferd’ – a cavalry horse; a tough all-rounder, well-suited to the hard environs of the battlefield. His fighter would be christened Würger (which in English means shrike) after a species of bird with murderous feeding habits, and this nickname stuck. A small number of the 20,000 Fw 190s manufactured survive in museums today. Only one has returned to the skies powered by its original engine.

A piece of history

In keeping with other aircraft in the collection, Fw 190 ‘White A’ (N19027) has been restored to

authentic wartime condition. Jason Muszala, Aircraft Maintenance Manager at FHC, explains the organisation’s impressive ethos: “We really try to stick with exactly how it was. That’s the allure, and that’s what Mr Allen wants; an actual artefact, a piece of history.” Whilst Jason finds working on the Focke-Wulf rewarding, the collection’s unique approach inevitably presents difficulties on such a rare type: “The biggest challenge is that there’s no place to gather information. We’re forging new territory and, as we put hours on the airplane, we document everything.” To create his ‘all-rounder’, Tank’s

design featured many radical developments, the most prominent being the BMW radial engine. Inline engines, perceived to create the least drag, had become the standard for fighter aircraft in Europe. Tank was inspired by the US Navy’s use of radials and believed any such issues could be surmounted with proper streamlining and installation. Not having to compete for already stretched supplies of the inline Daimler-Benz DB 601 (used on the Bf 109) was an additional benefit. Early on in development, BMW’s new 801 powerplant was incorporated into the Fw 190’s design. At FHC, Jason

Above

Fw 190A-5 1227 in a Russian forest just prior to its recovery in 1991. The trees surrounding it were saplings when the aircraft crash-landed in 1943. VIA JOHN DIBBS

July 2013 FLYPAST 49

48-54_Fw 190_fpNP.indd 49

17/05/2013 13:44

WARBIRDS FOCKE-WULF FW 190 explains how their large engine is tightly cowled: “No room was wasted. Everything is compact and fits perfectly. Every bit of space, whether it’s a component or the air system, is utilised.” Mike Nixon of Vintage V-12s in Tehachapi, California, refurbished FHC’s 801. The units were not expected to last more than a few hundred hours in combat conditions, and Jason explains that the Focke-Wulf manuals they have do not specify information such as the ‘time before overhaul’ data. To counter this, Mike has advised they treat the 801 like any other large radial, watching

Flying Heritage Collection The Flying Heritage Collection houses the aircraft and wartime artefacts owned by Paul G Allen. Best known as co-founder of Microsoft, Paul Allen began preserving important and iconic types in 1998, fuelled by his passion for aviation and history. The collection’s aircraft are restored to the highest degree of authenticity and returned to their rightful place in the sky. This mission for historical accuracy has created a unique airworthy stable, which includes historic types from the USA, UK, Germany, Russia and Japan. Alongside the aircraft are ‘home front’ exhibitions to illustrate the wartime stories of the five nations. The collection resides in a 51,000ft2 hangar on the south-eastern corner of Paine Field in Everett, Washington. Open to the public since 2004, FHC recommends one to two hours to enjoy a self-guided tour through the building, with staff and volunteers on hand to answer any questions. Please note that exhibits are sometimes absent from the collection for flying commitments or maintenance. For opening hours and more information please visit: http://Flyingheritage.com

Above

Steve Hinton and ‘White A’ photographed just north of Paine Field in Everett, Washington state, Flying Heritage Collection’s home airfield. JOHN DIBBS

Left

A JG 54 Fw 190 lands on an ice runway at Siwerskaya during the winter of 1943. VIA JOHN DIBBS

50 FLYPAST July 2013

48-54_Fw 190_fpNP.indd 50

17/05/2013 13:45

for internal wear and tear on cylinders and bearings. Jason says: “We take oil analysis every three or four hours and look for the different minerals or aspects that come up in the oil, to try to determine what’s going on inside. But it’s all kind of experimental right now.” The 801 incorporated a revolutionary engine management system called the Kommandogerät, or command unit. This inbuilt electro-mechanical computer automatically controls the mixture, propeller pitch, boost and magneto timing leaving the pilot to operate only the throttle. Troubleshooting the unit, and ensuring it’s correctly timed and indexed with the propeller is critical for the FHC team. The unit has its own separate oil system

and pump, and the oil reservoir is in the engine mount: “It runs its own brain so to speak, and then controls the fuel, propeller, boost, everything from there.” To Jason this is the Fw 190’s most interesting feature: “At that time pilots had four levers to get everything running right, but they put it all into one so the command unit did all the thinking for the pilot.”

Keeping things cool

Early prototypes of the Fw 190 suffered major over-heating issues, which nearly ended Tank’s project. Installation of a 12-bladed fan at the front of the engine to cool the twin rows of cylinder heads finally solved this problem. Another example of Tank’s clever use of space is the oil cooler, which sits behind armour plating in the forward ring of engine cylinders. An ingenious system was developed to return the air from the fan to the cooler: “The fan pressurises the engine compartment to force the air counter-intuitively through the oil cooler. The fan is geared with the engine and prop together, but turns at a greater speed than

the prop. It pushes the air in the same direction, forward to aft, but the cowl flaps limit the air that can escape, which in turn pressurises the air and forces it forward through the oil cooler. So the actual airflow pattern for the oil cooler is not forward to aft as you look at the aircraft, it’s aft to forward. It then slips out of a tiny ring right on the nose.” The FHC engineers came across one possible oversight in the engine’s design: “In the nose case where the pressure fan is, they don’t have an oil seal. So every time you shut the engine down you get oil that runs out the front. If you’re not familiar with the airplane it’s pretty alarming – you think you’ve got a full-on oil leak or something’s busted. That was surprising to me the first time it happened!” To simplify battlefield maintenance, the engine follows the Kraftei installation concept used on several Luftwaffe types. [The system combined all the major engine ancillaries with the powerplant itself, making a single interchangeable unit, which could quickly be changed in the field. ED] “Everything that makes the engine run is in a pod forward of the firewall known as the ‘power egg’. It was designed to run until it

July 2013 FLYPAST 51

48-54_Fw 190_fpNP.indd 51

17/05/2013 13:45

WARBIRDS FOCKE-WULF FW 190 wouldn’t work anymore. Then they just pulled the entire powerplant off and stuck a new one on.” Whilst saving time in combat conditions, the ‘power egg’ was not designed for modern engineers who lack replacement units. Jason and his team must work on the engines internal parts, so usually simple procedures can become difficult tasks on the BMW 801: “You can get all the panels off and in 15 minutes the entire engine is accessible. But to work on the different components is challenging. For example, the magneto is a two-day project. It’s a process of removing the spinner, then the propeller, then the forward ring, and then the oil cooler and oil tank, and then you’re finally able to get to the magneto.” Jason says the narrow cockpit is also challenging to work in, as a third or more of the aircraft’s components terminate there. The rest of the airframe poses no such difficulties: “You can have the entire airplane opened up for an annual or condition inspection in an hour.” In another departure from regular aircraft design, Tank installed electrically powered systems to operate the undercarriage and armaments. He believed electrics would be more reliable and less vulnerable to combat damage than traditional hydraulic systems. He also eliminated the wear and eventual lag associated with cables and pulleys by using pushrods and bearings to operate the flight controls.

Jason considers working on the collection’s Fw 190 an engineering dream come true: “Where else am I going to get to know the intricacies of an authentic Focke-Wulf 190 with a BMW 801? I’m extremely privileged to work on some of these airplanes.”

Flying the warbird

Another person in a unique position is Flying Heritage Collection pilot Steve Hinton who flew the aircraft for the photo sortie and later talked about its flying characteristics. Like Jason, Steve holds the aircraft’s design in high regard: “Technology has a lot to do with my impression of airplanes and this is a very well engineered design. It was a big jump as far as I was concerned and you can see why it sparked a lot of change.” Steve says he appreciates why the Allied pilots who flew captured Fw 190s were so impressed: “It was an airplane that made us aware of the developments the Germans were making. The [USA’s Grumman] Bearcat has been said to have come from it. When they looked at the 190, it opened their eyes to a few things on how to build the ultimate airplane.” To avoid the ground accidents that dogged the Bf 109, Tank gave the Fw 190 a wide set, inward-

retracting, undercarriage to provide better stability on rough battlefield airstrips. This configuration makes the aircraft seem large on the ground, but Steve points out it’s actually quite small: “It’s got a large wingspan and a lot of wing area, but it’s a narrow fuselage – narrower than a Spitfire’s. When you’re inside the cockpit, the layout is tighter than in a Pitts Special, and everything is right in front of you.” Tank used the latest technology to create a one-piece Perspex bubble canopy to improve allround visibility. Steve says the front windscreen is only six or seven inches tall when looking straight ahead, much like an air race aeroplane, but: “The view to the side is excellent and you’re protected by the airframe because you’re sitting down low.” Whilst obscuring the pilot’s view on the ground, the big radial up front also

52 FLYPAST July 2013

48-54_Fw 190_fpNP.indd 52

17/05/2013 13:45

gave an extra layer of protection in combat. Tales were told of aircraft limping home having had one or even two cylinders shot away by enemy fire.

Start-up

Thanks to the Kommandogerät, start-up is a simple process. Steve: “You prime the engine, hit the starter and it starts. You taxi out and warm it up. The only checks you make are the ignition system and the propeller pitch. Like all German airplanes it has a little clock that tells you what the propeller is doing. As you advance the throttle it governs one way; retard the throttle, it unwinds the other way – so you know the automatic function is working.” He mentions that the rudder is not very responsive on take-off until the aircraft gains speed: “Of course it’s heavy, it’s got all the guns in it too. But once the rudder becomes effective then it feels like a normal airplane.

It doesn’t accelerate very well. You could put the throttle up real quick and it just crawls along. Most of these fighters, when you power them up, accelerate really hard and push you back in the seat in a nice tail low take-off. This airplane uses a lot of runway. But you take off, put the gear and flaps up, and once you’ve got the speed to 300km/h [186mph] it climbs really well.” The undercarriage is operated electrically by pushing a button, taking about eight seconds to go up. Small indicator rods protruding from the top of the wing (which disappear as the wheels retract) and cockpit lights

provide visual confirmation of the undercarriage position to the pilot. To improve the pilot’s experience further, Tank’s design team

“...landing the Fw 190 is straightforward: “The undercarriage struts are real hard, so you get tyre bounce on landing, but it rolls out well”

simplified the cockpit layout, made the controls light to operate and installed a reclined seat to lessen the likelihood of blacking out in high-G manoeuvres. The ailerons and rudder had fixed tabs that were only adjusted on initial test flights, leaving the

pilot in control of the elevator trim only. Steve confirms the FHC aircraft requires some trim change after take-off, but barely any in flight. On the in-cockpit experience he says: “The engine vibrates a lot and the exhaust stacks are uneven, so it’s not got a smooth sound to it, unless the power is way back. But it’s real easy moving the flight controls, and the aeroplane is very responsive.” In contrast to the notoriously tricky Bf 109, landing the Fw 190 is straightforward: “The undercarriage struts are real hard, so you get tyre bounce on landing, but it rolls out well.” When photographed in late April 2013, the FHC Fw 190 had completed 7 hours 30 minutes of flight. Steve explains their primary mission was to build a safe aircraft: “So we haven’t explored its

Left

The Focke-Wulf about to undergo undercarriage retraction tests at JME Engineering in Norfolk. VIA JOHN DIBBS

July 2013 FLYPAST 53

48-54_Fw 190_fpNP.indd 53

17/05/2013 13:46

WARBIRDS FOCKE-WULF FW 190 performance and I haven’t had a chance to really push the airplane around. The history books describe the 190 as a breakthrough airplane. There’s no doubt about it; it’s a fighter, with beautiful ailerons, and the rudder is as light as a feather. It floats round the sky, instead of boring a hole through it like some airplanes.” Dogged by performance problems at high altitude, the Fw 190 would never remove the requirement for the Bf 109. Regardless, Tank had developed a truly versatile machine that became an excellent day fighter, fighter-bomber and ground attack aircraft. Used on every German front, many of the Luftwaffe’s highest scoring ‘aces’ had great success on the type. Steve can see the advantage afforded to them by Tank’s capable design, and to him that means: “Hats off to the [USAAF P-47] Thunderbolt guys who could do a good job against the Focke-Wulf ”. The author and photographer would like to thank Paul Allen, Adrian Hunt, Liz Davidson, Jason Muszala and Steve Hinton. Tim Ellison flew the camera ship.

“The history books describe the 190 as a breakthrough airplane. There’s no doubt about it; it’s a fighter, with beautiful ailerons, and the rudder is as light as a feather” Airframe History Manufactured in April 1943, this Fw 190 was the 415th A-5 variant constructed from batch 0150812 at the Bremen factory of Focke-Wulf Flugzeugbau GmbH. Given the build number 0151227, the airframe was modified in the factory to carry an ETC501 bomb rack in place of the usual wingmounted 20mm cannons, making its final designation A-5/ U3 (the U signifying a conversion kit, or Umrüst-Bausatz). The aircraft was delivered to the Eastern Front air base of Siwerskaya (Siversky) for use by Jagdgeschwader 54 (JG 54) Grünherz (Greenhearts). On July 19, 1943, 24-year-old Feldwebel Paul Rätz of 4/ JG 54 took off from the airfield with a 250kg (550lb) bomb strapped underneath his aircraft. The fighter now carried the unusual marking ‘White A’. Coloured numbers usually identified Luftwaffe squadrons. Research suggests that 4/JG 54 used letters during the summer months of 1943 whilst acting as a semi-autonomous specialist ground attack unit, later reverting back to the normal number system.

Rätz and his wingman headed north across enemy lines to the Voibakalo (Voybokalo) region east of Leningrad on a free-fire mission. The aircraft attacked an armoured train, and ‘White A’ reportedly suffered flak damage. No such damage was discovered on the airframe, and it seems the Fw 190 suffered a catastrophic engine failure that forced Rätz to land the aircraft wheels up on marshy ground. After coming to a stop, the young Feldwebel removed the clock from the aircraft, placed his flying helmet on the seat and took the first aid kit from the rear compartment before setting off on foot towards German territory. The Russians captured him and he remained their prisoner until his repatriation to West Germany in 1949. He passed away in 1989, the same year the aircraft was located. During the restoration, an abnormal blockage was found in the engine’s oil lines, that would have caused it to seize. German factories frequently used slave labour, and it seems that rather than falling to enemy fire, Rätz’s Fw 190 was brought down by an act of sabotage on the production line.

54 FLYPAST July 2013

48-54_Fw 190_fpNP.indd 54

17/05/2013 13:46

GUY GIBSON: DAMBUSTER GEOFF SIMPSON A new assessment of the life of one of the most famous and controversial airmen of the Second World War, this book covers Guy Gibson’s sometimes troubled upbringing and the story of his career in the RAF including his stunning leadership achievement in creating No 617 Squadron and leading its attack on the dams of western Germany. The much discussed circumstances of his unnecessary death and the theories which have grown up around it are examined, as well as his legacy. ISBN: 9781781590553 • Hardback • RRP: £19.99 • NOW: £15.00

VOICES IN FLIGHT: THE DAMBUSTER SQUADRON COLIN HIGGS & BRUCE VIGAR This is an evocative and beautifully crafted piece of work which serves as a memorial to the veterans whose exploits characterise this most daring and iconic of raids. Complete with a selection of black and white photographs the finished work presents itself as a scrapbook – voices, images, snippets of transcribed memoirs whose cumulative effect is to create a real sense of the times at hand, with authentic commentary from those who engaged at the forefront of the action. ISBN: 9781781593714 • Hardback • RRP: £19.99 • NOW: £15.00

Quote reference: * 0 = 4 % 7 8     PEN AND SWORD BOOKS LTD, 47 CHURCH STREET, BARNSLEY S70 2AS TEL: 01226 734222 • ONLINE: www.pen-and-sword.co.uk

Buy both & receive

FREE postage!

MUSEUMS HANGAR 10

Baltic

Fighter Base

Richard Paver visits Volker Schülke’s expanding collection at Heringsdorf

N

estled on Germany’s Baltic coast is Heringsdorf airfield, home of the Hangar 10 Collection. The brainchild of its owner, Volker Schülke, founder of the Air Fighter Academy, this new museum opened in July 2011. Located on the island of Usedom, close to the Polish border, Heringsdorf was an active Luftwaffe base during World War Two. In the ‘Cold War’ era it was used by the Soviets until 1960 and then the East German Air Force. After the unification of Germany in 1990, military flying stopped and Heringsdorf was opened as a regional airport in 1997. The area is steeped in German military aviation history. About

25 miles (40km) along the coast to the north west is Peenemünde, made famous during World War Two as the centre for the development of Hitler’s V-1 and V-2 rockets and for test flying the rocket-powered Messerschmitt Me 163 and pioneering jets such as the Arado Ar 234 and Heinkel He 162.

Ballistic weapon site Construction of the Peenemünde ballistic weapon test centre took place between 1936 and 1942. A team led by Werner von Braun, under the command of Major General Walter Dornberger, conducted the first-ever launch

of a missile into space in October 1942. Both von Braun and Dornberger later settled in the USA, playing a major part in guided missile development and NASA’s space programme. In May 1942 a lone photoreconnaissance Spitfire brought back images of the airfield and rocket centre and this led to a huge Allied intelligence effort to establish exactly what activities were taking place there. A decision was made to launch a major bombing offensive against Peenemünde with the primary objective to stop rocket production and eliminate many of the skilled people working on the V-weapons programme.

On the night of August 17/18 Bomber Command sent a force of 596 aircraft, Halifaxes, Lancasters and Stirlings, which dropped nearly 1,800 tons of bombs. While this raid marked the beginning of the end of Peenemünde’s importance, production had already been dispersed to underground sites in Germany and Poland so it was not the hoped for knock-out blow. Bomber Command and the USAAF Eighth Air Force continued to ‘visit’ the site until March 1945.

Luftwaffe classics Hangar 10 comprises airworthy and static aircraft, with the emphasis on the Luftwaffe’s heritage. Two

56 FLYPAST July 2013

56-60_Museum_fpNP.indd 56

17/05/2013 09:38

Volker Schülke (left) and Rob Davies, with the Mustang in the background.

A number of exhibits relate to the Luftwaffe in World War Two – including Messerschmitt Bf 109G 462707.

“Hangar 10 is the brainchild of its owner, Volker Schülke, founder of the Air Fighter Academy...”

classic famous fighter types from World War Two – the Messerschmitt Bf 109 and Focke-Wulf Fw 190 – are both represented, with combat veteran aircraft. On November 21, 1944 a Bf 109G-14 of JG300 crashed near Hanover, killing its pilot, KarlHeinz Schirmacher. The wreckage was recovered in 1997 and rebuilt to static exhibition standard by Austrian-based specialists Sandy Air Corp. In addition, the wreckage of a Bf 109E-3 that crashed into an Austrian mountainside on November 28, 1940 is also on show. Another restoration by Sandy is Focke-Wulf Fw 190D9 White 6. This impressive machine was forced down in 1944

after combat with USAAF P-47 Thunderbolts. It’s not just about aeroplanes; there are video presentations, historic vehicles, memorabilia and artefacts large and small. Adjoining the main hangar is a large exhibition space, which includes attractions specifically designed to interest younger visitors. Flight simulators and interactive exhibits have been carefully thought out to provide a visitor experience for all the family. Among the vehicles is an immaculate fully serviceable former Wehrmacht NSU Above

Mustang D-FUNN over the historic Peenemünde airfield. ALL RICHARD PAVER

July 2013 FLYPAST 57

56-60_Museum_fpNP.indd 57

17/05/2013 09:38

MUSEUMS HANGAR 10

Left to right

A nice touch is the combination of aircraft and military vehicles, in this case, Yakovlev Yak-9 D-FAFA and a Zündapp motorcycle and sidecar combination. The wreckage of a Bf 109E. The collection’s Focke-Wulf Fw 190D-9. Below

The Mustang over the ruined Karnin Lift Bridge, which was blown up by the retreating Germans during World War Two.

Sonderkraftfahrzeug Sd Kfz 2 ‘Kettenkrad’ half-track vehicle motorcycle. There is also a shop and a restaurant that is themed as the ‘Big Beautiful Doll’ lounge commemorating Volker’s wellknown first Mustang, D-FBBD, which he acquired from Rob Davies in 2010. Sadly, it was destroyed following a mid-air collision with a Skyraider at the Flying Legends 2011 show.

Fighter fleet All of the operational Hangar 10 aircraft are flown and maintained

by Volker Schülke and his family. Some, including the Spitfire, Mustang and Buchón have been comprehensively restored and overhauled by Meier Motors at Bremgarten. A wheels-up landing in May 2012 put two-seat Spitfire Tr.9 MJ772 (D-FMKN) back into the care of Meier Motors. Pete Kynsey carried out the post-repair flight test at Bremgarten in April this year and it has now returned to Hangar 10. A veteran of the film Battle of Britain, as G-AVAV, this machine was force-landed by ‘Connie’

Edwards at Little Staughton, Cambridgeshire, on July 9, 1968. It became well known with the Champlin Fighter Museum at Mesa, Arizona, and was converted to single-seater status in 1985. Taking the place of Big Beautiful Doll with the Air Fighter Academy, dual-control TF-51D Mustang 44-63473 (D-FUNN) is the sensational result of a ‘zero-time’ restoration by Meier Motors and was delivered to Heringsdorf in 2012. Painted in the colours of the 352nd Fighter Group, the famed ‘blue-nosed bastards from Bodney’

the aircraft was named Little-Ite in honour of Volker’s wife. An air-to-air sortie with the Mustang was arranged to provide photographs for this feature, and Peenemünde was an obvious backdrop for the pictures. With Volker Schülke piloting the photoship, well-known UK display pilot, Mustang expert and former owner of Big Beautiful Doll, Rob Davies flew TF-51D Little-Ite. The return journey flew past the ruin of the Karnin Lift Bridge. This took the railway over the Peenestrom estuary which

58 FLYPAST July 2013

56-60_Museum_fpNP.indd 58

17/05/2013 09:38

“This impressive machine was forced down in 1944 after combat with USAAF P-47 Thunderbolts”

July 2013 FLYPAST 59

56-60_Museum_fpNP.indd 59

17/05/2013 09:38

MUSEUMS HANGAR 10

Hangar 10 aircraft Boeing A75N-1 Kaydet

D-ERAX

Bücker Bü 131 Jungmann D-FMVS Bücker Bü 133 Jungmeister

D-EPAX

De Havilland Tiger Moth

D-EDAH

Focke-Wulf Fw 190D-9

400616

Hispano HA-1112 Buchón

D-FMVS

Messerschmitt Bf 109E-3

-

Messerschmitt Bf 109G-14

462707

North American AT-6A Texan

D-FITE

North American TF-51D Mustang

D-FUNN

Polikarpov Po-2 (CSS-13)

D-EEPO

Supermarine Spitfire Tr.9

D-FMKN

Yakovlev Yak-9UM

D-FAFA

during the war provided a vital link from the Island of Usedom (including Peenemünde) to the mainland. This bridge was destroyed by the retreating German armies on April 29, 1945 in order to hinder the Soviet advance. The Karnin Bridge was not rebuilt and is preserved as a war monument. A huge amount of effort and significant investment has been made by Volker Schülke, his family and support team to establish Heringsdorf as a very high quality aviation heritage centre. If this were not enough, there is a rocket museum at Peenemünde and this stretch of the Baltic coast also boasts spectacular beaches and wonderful countryside making an extended visit very worthwhile. Sincere thanks to Mr and Mrs Schülke and to Rob Davies for their considerable assistance in this feature. www.hangar10.de

“A huge amount of effort and significant investment has been made by Volker Schülke, his family and support team to establish Heringsdorf as a very high quality aviation heritage centre”

Top right

The ‘Big Beautiful Doll’ café. Right

Hispano HA-1112 Buchón D-FMVS gets ready for a sortie. Below

Hispano Buchón D-FMVS on the Hangar 10 ramp.

60 FLYPAST July 2013

56-60_Museum_fpNP.indd 60

17/05/2013 09:39

?PMVPQ[KW]V\ZaVMMLMLPQU »*]O[¼_I[\PMZM 8LI6S]EP7XEV +EVXIV,SQIWMWEGLEVMX]XLEXTVSZMHIWFVMPPMERX GEVIXSHMWEFPIHQIQFIVWSJXLIREXMSR´WQMPMXEV]JEQMP] [MXLLMKLGEVIRIIHW ;IEVIXLIVIJSVTISTPIPMOI%RXLSR]³&YKW´&IRHIPP3&)%*' [LSWIVZIHEWETMPSXMRXLI6%*JSV]IEVWSRP]VIXMVMRK[LIR LI[EWHMEKRSWIH[MXLQYPXMTPIWGPIVSWMW ;ILIPTLMQPMZIPMJIXSXLIJYPP %WEGLEVMX][IHSRSXVIGIMZIER]HMVIGXKSZIVRQIRXJYRHMRKERHVIP]SRXLI KIRIVSWMX]SJSYVWYTTSVXIVWXSJYRHXLILMKLPIZIPSJWTIGMEPMWXGEVIXLEX[ITVSZMHI =SYGERWLS[]SYVETTVIGMEXMSRJSV³&YKW´ERHSXLIVWPMOILMQ F]QEOMRKEHSREXMSRXS8LI6S]EP7XEV +EVXIV,SQIWXSHE] 4PIEWIGEPPIQEMPHSREXMSRW$WXEVERHKEVXIVSVK SVZMWMX[[[WXEVERHKEVXIVSVK

6IKMWXIVIH'LEVMX]2S

62-63_Centres_fpNP.indd 62

17/05/2013 09:53

Rob Davies flying North American TF-51D Mustang D-FUNN ‘Little Ite’ in a sortie from Heringsdorf in northern Germany, on April 14, 2013. RICHARD PAVER

62-63_Centres_fpNP.indd 63

17/05/2013 09:53

Spotlight Curtiss

P-40 Warhawk 22 Pages in detail 66 Origin and history 68 Contemporaries compared 70 Men Behind the Warhawk 78 Artwork A P-40 of the famous ‘Flying Tigers’ 80 In combat fighting in the Far East 88 Airworthy P-40s around the planet

Main picture

Archive photograph of P-40M ‘FR870’, which now flies from North Weald as G-KITT. KEY-DUNCAN CUBITT

65_Spotlight Opener_fpNP.indd 65

This month’s Spotlight zooms in on the highly versatile Curtiss P-40 – a type loved by its pilots, and much feared by its foes.

17/05/2013 09:42

Spotlight Curtiss P-40 Warhawk Scrutinizes the history of...

We chart the rise of one of America’s most versatile World War Two fighters

W

ith its distinctive profile and bulbous nose often painted to resemble a gaping shark’s mouth, the P-40 series of fighters looked fast, aggressive and fit for purpose. Though the design never attained quite the same success (or status) as that enjoyed by the North American Mustang or Supermarine Spitfire, the type was certainly very potent in combat. The Warhawk was among the most widely used of American fighters during World War Two, serving in virtually every theatre. Nearly 14,000 examples of the Curtiss machine were built between 1939 and 1944 at Buffalo, New York, making it the third most produced US fighter of the conflict. Only the Mustang and the Republic P-47 Thunderbolt were made in greater numbers. Designed by Donovan Berlin, the P-40 was based on an earlier

The Curtiss

P-40 Warhawk Curtiss fighter, the P-36 Hawk. The latter, also designed by Donovan, had been developed as the Model 75 and made its first flight on May 6, 1935. One of the first of a new generation of monoplane fighters, it was a contemporary of the Hawker Hurricane and Messerschmitt Bf 109, but its success did not mirror that of either. It nevertheless soldiered on in Latin America until well after the war.

Hawk to Warhawk

The main difference between the Hawk and the P-40 was that the former was powered by either a Pratt & Whitney R-1830 Twin Wasp or a Wright R-1820 Cyclone, both of which were radial engines. The XP-40 discarded these in favour of a 12-cylinder, V-format liquid-cooled in-line Allison V-1710-19, which produced 1,150hp (857kW). Referred to by Curtiss as the

Model 81, it flew for the first time from Buffalo on October 14, 1938, in the hands of test pilot Edward Elliott. The change in engine meant that the nose of the aircraft in its previous P-36 incarnation had been significantly redesigned, the Warhawk (as it would be known) adopting its distinctive ‘shark-like’ appearance for the first time. Though it clearly had potential for development, the design was not an immediate success. Analysing the machine for its intended user, the United States Army Air Corps (USAAC), test-pilot Lt Benjamin Kelsey felt that it needed to be faster. Various adjustments to the engine achieved this, the most notable of which was bringing the glycol coolant radiator forward to the chin, a new air scoop also accommodating the oil cooler air intake. Not only did this contribute to the Warhawk’s unmistakeable appearance, but it also produced

66 FLYPAST July 2013

66-67_Spot history_fp.SBB.indd 66

17/05/2013 09:44

SPOT FACT Tomahawks remained in RAF service until 1943

Origin & history

Eye of the Tiger Although the Curtiss P-40 served in many different locations throughout World War Two, it is probably most famous for the exploits of the so-called ‘Flying Tigers’ in China. Officially known as the 1st American Volunteer Group (AVG), the Flying Tigers flew with the Chinese Air Force having trained in Burma before America entered the war. From late 1941, they flew the P-40B, regularly engaging Japanese fighters in combat. The group saw action for the first time on December 20, 1941, less than two weeks after the Japanese attack on the US fleet at Pearl Harbor. Although the early Warhawks lacked the manoeuvrability of their opponents, the AVG – led by Lt Gen Claire Chennault – developed tactics designed to outsmart the enemy. It was during these aerial battles that the Curtiss fighter’s excellent performance in the dive was realised. The Flying Tigers were widely reported on, boosting morale amongst the Allies, and claimed an astonishing 229 aircraft (the actual figure was 115) for the loss of just four of their own in air-to-air combat.

the required increase in speed. The USAAC consequently ordered 524 machines, the largest order it was ever to make for a single fighter. Early versions of the P-40 proved to be extremely agile. At low or medium altitude they could turn tightly, and were outperformed only by the Mitsubishi A6M ‘Zero’ and the Nakajima Ki-43 ‘Oscar’, and even then only at low speed. Although it was not the fastest machine in the air, the Warhawk was exemplary in the dive, with topscoring P-40 Royal Australian Air Force (RAAF) ‘ace’ Gp Capt Clive Caldwell declaring it to be “faster downhill than almost any other aeroplane with a propeller”.

New breed

Still ripe for development, the P-40D took to the air for the first time on May 22, 1941. Given that it incorporated many advances on the previous type, Curtiss called it

46

the Model 87. Using an improved V-1710-39 powerplant, it was also slightly shorter in length than its predecessor. With the radiator moved forward and the two enginemounted guns removed, the new Warhawk had a sleeker upper cowling, along with a bigger ‘chin’ radiator. It gave the aircraft a new profile, distinct from earlier models but still readily identifiable as a P-40. While the vast majority of the ‘breed’ were powered by versions of the same Allison engine, two later variants, the P-40F and the ’L used the more potent 1,300hp Packard V-1650-1 Merlin, entering service in 1942 and late 1943 respectively. The faired carburettor intake on top of the cowling was no longer required, leading to smoother lines. The final example of the ultimate Warhawk, the P-40N, took off from Buffalo on November 30, 1944. The aircraft was also a considerable

export success, its versatility enabling it to complement the air forces of many different nations. It equipped 18 RAF squadrons, as well as four with the Royal Canadian Air Force, three South African Air Force and two RAAF units, among many others. In RAF and British Commonwealth hands the Model 81 version of the P-40 was known as the Tomahawk, and the Model 87 – being significantly different – was re-christened the Kittyhawk. The latter was to honour the US township of Kitty Hawk, the location of the first powered flight made by the Wright brothers in 1903. The leading British P-40 ‘ace’ was Gp Capt Billy Drake, with 13 victories. The last operational use of the venerable P-40 design was in Brazilian hands in 1958, and around the world more than 20 examples are believed to remain airworthy today.

Above left

A pair of P-40 warbirds – pose for the camera in 1998 – nearest is ‘5’ (NL40PN), accompanied by ‘48’ (N1226N). KEY-DUNCAN CUBITT

Below

Wearing their fearsome shark’s mouth markings, these Kittyhawk IIIs of 112 Squadron prepare to take off from Zuara landing ground in Libya in May 1943. HQ STRIKE COMMAND

British and Commonwealth pilots became aces flying P-40s

66-67_Spot history_fp.SBB.indd 67

July 2013 FLYPAST 67

17/05/2013 09:45

Spotlight Curtiss P-40 Warhawk

Birds of

W

Prey

Despite being outperformed in some areas, the P-40 held its own throughout World War Two

ithout ever being regarded as a potential game-changer, the Curtiss P-40 Warhawk was one of the most widely used and effective fighters of World War Two. Built in very large numbers and in several versions, it operated in many different theatres of war. Although largely outperformed by the leading enemy fighters in the early 1940s, the Warhawk certainly displayed qualities that elevated it above the average. Due to its relative lack of speed and service ceiling, the British Air Ministry declared it ‘unsuitable’ for service in north-west Europe – Supermarine Spitfires and Hawker Hurricanes, and later in the war North American P-51 Mustangs, were deemed better able to cope with the distinct pressures of air combat in

this pivotal area. That said, the P-40 was used successfully in virtually every other theatre. Robust and well armoured, both pilot and machine stood a decent chance of surviving battle damage. It was also a stable gun platform, and lethal in the ground attack role. More manoeuvrable than it was sometimes given credit for, what it lacked in agility at high altitude it made up for in the dive. In the Pacific, P-40 pilots found themselves partly outclassed by rival Japanese aircraft, especially the Mitsubishi A6M ‘Zero’. The latter could fly higher, further, had a better rate of climb and was especially agile at low speed. The Warhawk units soon learned that the element of surprise was essential – diving into enemy formations in ‘hit and run’ strikes

proved a highly successful tactic. Pilots needed to avoid low-speed turning dogfights with Zeros at all costs. The Curtiss fighter performed well in the hands of the Russians, while over Africa, the Middle East and southern Europe, Warhawks frequently clashed with Bf 109s and with Italian fighters such as the Macchi C.202 Folgore. Australian P-40 ‘ace’ Clive Caldwell described the latter as “one of the most undervalued of fighters”. Faster in the climb and capable of operating at higher altitudes then the P-40, the C.202 was a useful weapon in the right hands. But it was only lightly armed and pilots encountered frequent communication difficulties. Tactics, experience and superior firepower generally won the day for the P-40 units.

Curtiss P-40E Warhawk

Above right

Construction: First Flight:

Curtiss P-40E Warhawk of the 79th Pursuit Squadron, 20th Pursuit Group. PETE WEST

AT A GLANCE: CEILING (ft) 0

10,000

20,000

30,000

40,000

Powerplant: Dimension: Weight: Performance:

29,000

33,000

Armament: Crew:

37,730

The Curtiss plant at Buffalo, New York, produced all 13,738 Warhawks. The XP-40 prototype made its first flight from Buffalo on October 14, 1938, in the hands of Curtiss test pilot Edward Elliott. One Allison V-1710-39 liquid-cooled V-12 engine producing 1,150hp (858kW). Span 37ft 3in (11.38m). Length 31ft 7in. Height 12ft 3in. Wing area 236ft2 (21.92m2). Empty 6,350lb (2,880kg). Loaded 8,280lb (3,756kg). Max speed 334mph* (537km/h). Range 716 miles* (1,152km). Service ceiling 29,000ft (8,800m). Rate of climb 2,500ft/min* (762m/min). Six 0.50in M2 Browning machine guns. A total of 2,000lb (907kg) bomb load on three hardpoints (one under fuselage and two underwing). One.

Note: performance and weights varied according to role and configuration *Curtiss figures

68 FLYPAST July 2013

68-69_Spot compared_fpNP.indd 68

17/05/2013 09:50

SPOT FACT All Warhawks were built by Curtiss-Wright at Buffalo, New York

Contemporaries compared

Mitsubushi A6M2 ‘Zero’

Construction:

Above right

Mitsubishi A6M2 Zero of the land-based Tainan Kokutai unit, circa 1942. PETE WEST

AT A GLANCE: SPEED (mph) 0

100

200

300

400

First Flight: Powerplant: Dimension: Weight: Performance:

334

Armament: 331

Crew: 372

10,939 were made, more than any other Japanese aircraft during World War Two. The Zero flew for the first time on April 1, 1939. One Nakajima Sakae 12 radial engine producing 950hp (709kW). Span 39ft 4in (12m). Length 29ft 9in. Height 10ft. Wing area 241.5ft2 (22.44m2). Empty 3,704lb (1,680kg). Loaded 5,313lb (2,409kg). Max speed 331mph (660km/h). Range 1,160 miles (1,866km). Service ceiling 33,000ft (10,000m). Rate of climb 3,100ft/min (944m/min). Two 7.7mm (0.303in) machine guns in the engine cowling, plus two 20mm cannon in the wings. Two 60kg bombs or one 250kg bomb for kamikaze attacks. One.

Note: performance and weights varied according to role and configuration

Macchi C.202CB Folgore

Above right

Construction:

Macchi C.202 Foglore of the 23 Gruppo. PETE WEST

First Flight: Powerplant:

AT A GLANCE: RANGE (miles) 0

400

800

1,200

Dimension: 716

Weight: Performance: 1,160

Armament: Crew:

1,106 were built, with Breda producing 649 of these and Aermacchi making around 390. The C.202 made its maiden flight on August 10, 1940. One Daimler-Benz DB601 liquid-cooled supercharged inverted V-12 producing 1,175hp (864kW). Span 34ft 9in (10,58m). Length 29ft 1in. Height 11ft 5in. Wing area 181ft2 (16.82m2). Empty 5,492lb (2,491kg). Loaded 6,460lb (2,930kg). Max speed 372mph (600km/h). Range 475 miles (745km). Service ceiling 37,730ft (11,500m). Rate of climb 3,563ft/min (1,086m/min). Two 12.7mm (0.50in) Breda-SAFAT machine guns in the engine cowling, plus two 7.7mm guns in the wings and up to 320kg of bombs. One.

475

Note: performance and weights varied according to role and configuration

19

‘kills’ scored by Stepan Novichkov, the highest scoring Soviet P-40 ‘ace’

68-69_Spot compared_fpNP.indd 69

July 2013 FLYPAST 69

17/05/2013 09:51

Spotlight Curtiss P-40 Warhawk

Close Sup Air Cdre Graham Pitchfork profiles three pilots who

S

outh Africa declared war against Germany on September 6, 1939; the very day that Stephanus du Toit was commissioned. Always known as ‘Rosy’, he joined 41 Squadron South African Air Force (SAAF), flying in direct support of his country’s ground forces. Equipped with Hawker Hartebeest biplanes, a development of the Audax, 41 Squadron No.4 Sqn SAAF’s P-40s The unit, known as the ‘Vampires’ flew Tomahawk IIs until June 1942. It converted to Kittyhawk Is and flew the type up to July 1943, when it switched to Supermarine Spitfire Vs. No.4 Squadron South African Air Force ended the war equipped with Spitfire IXs.

fought throughout the littleknown campaigns of the Italian East African Empire. Du Toit saw considerable action and was mentioned-in-despatches. No.41 moved to North Africa to become part of the Desert Air Force, which was fighting in Egypt and Libya. In July 1942 du Toit joined 4 (SAAF) Squadron, one of three Kittyhawk I fighter-bomber units in 7 (SAAF) Wing. In September he was promoted to Major following the tragic death of the CO in a landing accident. Sensing the bad effect on morale, the 23-yearold set an example by

70 FLYPAST July 2013

70-76_Spot Men_fpNP.indd 70

17/05/2013 11:56

SPOT FACT It first saw combat in the Middle East and North Africa in June 1941

Men behind the P-40 Warhawk

upport Masters

ho

perfected the Kittyhawk as a deadly ground-attack instrument

leading from the front, and for the next 12 months he was in constant action. During the fierce fighting around Alam el Halfa 4 Squadron was scrambled on September 7 to intercept a large force of Junkers Ju 87 ‘Stuka’ dive-bombers. Three Kittyhawk units were involved, but the interception failed. As the forces from both sides withdrew in a state of confusion, ten Messerschmitt Bf 109s dived. One fell to du Toit’s guns but his aircraft was hit by cannon fire and he was forced to break off. As the re-equipped Allied Eighth Army went on the offensive from El Alamein, Egypt, the Desert Air Force ground attack squadrons were heavily involved in bombing, strafing and tank busting. In

18

addition, they flew escort sorties and met enemy aircraft on many occasions. On October 13, du Toit and the unit achieved a notable victory when a large force of Stukas with a heavy fighter escort were intercepted. Two thirds of the Ju 87s were shot down, one by du Toit. As the German Army commander, Field Marshal Erwin Rommel, ordered his forces to commence a withdrawal from the El Alamein battle area at the beginning of November, the fighter-bombers harried his retreat, shooting up transports and airfields. Du Toit led his men against Luftwaffe landing grounds and during one attack he silenced two anti-tank positions as the rest of his 4 Squadron destroyed vehicles.

On November 4, he damaged an Italian Macchi MC.202 and, a week later during a raid on the enemy airfield at Gambut, Libya, he shot down a Bf 109G before being engaged in a 30-minute running fight with five enemy fighters. When they exhausted their ammunition, he escaped and landed with his Kittyhawk out of fuel and with several bullet holes. As the Eighth Army advanced on Tobruk, Libya, du Toit and his men moved forward. By now the Desert Air Force had largely gained air superiority and the Kittyhawk units were used predominantly in the ground-attack role. Occasionally du Toit and his pilots found themselves acting as escorts and on November 18,

Left

Stephanus ‘Rosy’ du Toit, SAAF. Below

Kittyhawks of 450 Squadron, RAAF, each with three 500lb bombs.

RAF units were equipped with P-40s

70-76_Spot Men_fpNP.indd 71

July 2013 FLYPAST 71

17/05/2013 11:56

SPOT FACT The P-40’s operational range was almost double that of early Spitfires

Right

Kittyhawk III FL305 ‘CV-V’ was Bobby Gibbes’ personal aircraft when he was the 3 (RAAF) Squadron’s CO. R GIBBES

“In the Western Desert he proved to be a most aggressive and determined pilot, attacking aircraft on the ground and in the air” his squadron intercepted a force of Junkers Ju 52s – seven of the enemy transports were shot down.

Inflicting heavy casualties

Below right

Kittyhawk I ‘KJ-O’ was Rosy du Toit’s personal aircraft and was the basis for a team photo taken in the desert. S F DU TOIT

The Kittyhawk units had played a major role in the bitter fighting of 1942, despite suffering heavy losses. As the Eighth Army approached Tripoli, Libya, in early 1943, German forces retreated to southern Tunisia to prepare a defensive line at Mareth. By this time, most of the Kittyhawk squadrons were equipped with the Mk.III. Sweeps and attacks against military encampments, supply depots and vehicles were maintained but the deadly flak continued to take a heavy toll. As the build-up to the assault on

the Mareth Line continued, the Kittyhawks flew at intensive rates, and on March 26 they attacked the 88mm guns that had been dug in to act as anti-tank defences. On one occasion du Toit attacked a half-track vehicle and saw it topple off a cliff. Following defeat at Mareth, Axis forces established an air bridge to reinforce their positions with men and equipment. From April 19, the aircraft of 7 Wing inflicted heavy casualties on the Luftwaffe transports. On April 22 a large formation of giant six-engined Messerschmitt Me 323s were attacked by 7 Wing. No.4 Squadron provided top cover as 24 German transporters were shot down into the sea in a last desperate

effort to re-supply Rommel’s army with fuel. Du Toit described the engagement as “carnage, as the aircraft crashed and burst into flames, it was as if the sea was on fire”. The war was over in North Africa when Axis forces surrendered at Tunis on May 13. Some of the Kittyhawk squadrons started to re-equip with Spitfires. The Curtiss fighter had proved itself to be a rugged workhorse throughout the long campaign and had given invaluable support to the Allied armies. In June 1943, du Toit, with 400

72 FLYPAST July 2013

70-76_Spot Men_fpNP.indd 72

17/05/2013 11:56

Men behind the P-40 Warhawk hours flying time on the Kittyhawk, was awarded the DFC and rested. He was soon back in action and in October was appointed deputy leader of 7 Wing equipped with three squadrons of RAF and SAAF Spitfires. Later he became the Wing Leader and fought throughout the Italian campaign, being awarded a Bar to his DFC for “his gallant leadership”. He also received a United States DFC and was appointed CBE by the British government, a unique distinction for such a young officer. He remained in the SAAF until he retired as a colonel in 1950. He died in February 2009. No.3 Sqn RAAF’s P-40s With the motto ‘Operta Aperta’ (Secret Things Revealed), 3 Squadron was initially equipped with Tomahawk IIs, taking on Kittyhawk Is from November to December 1942. It flew Mk.IIs until March 1944, graduating to Mk.IIIs until May 1944. Kittyhawk IVs followed until the unit converted to Mustang IIIs in November 1944 and it was still flying them when the war ended.

Determined and aggressive

One of Australia’s greatest and most colourful pilots was Wg Cdr Bobby Gibbes. In June 1941 Gibbes was flying Tomahawks with 3 (RAAF) Squadron during the Syrian campaign. He achieved the first of his successes a few days after joining when he shot down a Vichy French fighter over Aleppo. In the Western Desert he proved to be a most aggressive and determined pilot, attacking aircraft on the ground and in the air. By the time the unit had re-equipped with Kittyhawk Is in late 1941 he had shot down at least

146

Left

Bobby Gibbes, RAAF.

five of the enemy, and been credited with three ‘probables’ and a number damaged. He was promoted rapidly and in February 1942 was appointed as 3 Squadron’s commanding officer, a post he held longer than any other. Gibbes achieved more successes in

On May 26 he took off to intercept a raid on El Adem. He broke through the escort to attack a Ju 88, but his aircraft was hit by return fire and he was forced to bale out from 4,000ft. He hit the tailplane and his parachute was torn

the fierce fighting during the Eighth Army withdrawal to Gazala in February 1942. Two RAF Kittyhawk squadrons (112 and 250) and 3 (RAAF) came under the command of 239 Wing – the first wing to convert to the fighter-bomber role. After a period of rest, 3 (RAAF) returned to the front line at the end of April and Gibbes soon added to his score when he shot down an MC.202 near Bir Hacheim, Libya, on May 7. German reinforcements arrived in May, and Gibbes and his unit struck at the airfields at Barce, Maturba and Derna. On the 22nd he accounted for a Bf 109F over Bomba.

by the aerial wire, causing him to make a heavy landing during which he broke an ankle. Undaunted, six weeks later, with his leg in plaster, he was back in action. Shortly afterwards he was awarded the DFC.

Above

During the desert fighting Bobby Gibbes’ 3 Squadron RAAF flew many fighter bomber missions with its Kittyhawks. RAAF

Desert pick-up

With the Eighth Army holding a position at El Alamein, Gibbes and his Kittyhawks were kept busy attacking Rommel’s supply lines and depots. On September 1 he shot down a Bf 109F south of El Alamein while providing top cover for RAF and USAAF light bombers. The squadron re-equipped with the Kittyhawk III and gave valuable

Tomahawks were shipped from Britain to Russia

70-76_Spot Men_fpNP.indd 73

July 2013 FLYPAST 73

17/05/2013 11:57

SPOT FACT Well armoured, later P-40s were renowned for their ‘survivability’ in combat

Above

Bobby Gibbes standing in front of an Italian Macchi 202 that he shot down at Bir Hacheim on May 7, 1942. R GIBBES Right

Marsh Walters, RAAF.

support during the battle that commenced at the end of October. After the Allied armies advanced into the desert, 3 (RAAF) moved up to forward landing grounds. On December 21, 1942 Gibbes took off from the squadron’s landing ground at Marble Arch leading his Kittyhawk fighter-bombers to strafe an Italian airfield in the Western Desert. During the attack a number of aircraft were destroyed on the ground – two Savoia Marchetti SM.79 bombers being accounted for by Gibbes – but his formation came under heavy flak. One was shot down and a second was forced to crash-land a few miles from the target. Although his aircraft had been hit by shrapnel as well, Gibbes circled the downed pilot looking for a possible landing place. With the rest of his formation providing cover, he landed and taxied his single-seat Kittyhawk across the rocky desert for a mile until he was stopped by a dip in the landscape. Gibbes jettisoned the external fuel tank to reduce weight, before pacing out a take-off strip as his colleague evaded Italian troops and ran to meet him. By tossing away his parachute, Gibbes made more space for his comrade before climbing in

after him and sitting on his lap. As he took off, his undercarriage hit a small ridge and he watched in horror as the port wheel fell off. Escorted by his squadron pilots, Gibbes headed for home. Unable to bale out, and with fighters in short supply, he elected not to carry out a belly-landing but put the aircraft down on the remaining wheel. With great skill he brought the aircraft down and the Kittyhawk suffered minimal damage. During World War One, such exploits were recognised with the award of the Victoria Cross. Gibbes

was recommended for the supreme award, but was presented with an immediate DSO instead. Three weeks after the daring rescue, Gibbes was shot down for a second time after he had destroyed a Bf 109. He crash-landed 180 miles behind enemy lines and to fool the Germans he initially headed west. He managed to evade capture and three days later, after walking 50 miles, he was picked up by an Allied patrol greeting them with: “G’day mate, got any water?” After leading his squadron throughout the Alamein battle, the

74 FLYPAST July 2013

70-76_Spot Men_fpNP.indd 74

17/05/2013 11:57

Men behind the P-40 Warhawk advance to Mareth, and through most of the Tunisian campaign, Gibbes was rested in April 1943 having undertaken 274 operations. He was awarded a Bar to his DFC for “his exceptional leadership, skill and courage”. He was credited with ten enemy aircraft destroyed and shared in the destruction of two others, a further five ‘probables’ and damaging at least 16 more. In addition, he destroyed at least two on the ground. He returned to Australia to lead 80 Wing RAAF in the South-West Pacific campaign from October 1944 to April 1945. After the war he started a small airline in New Guinea. He died in April 2007.

Close support specialists

Marsh Walters joined the RAF in 1942 and trained as a pilot in South Africa. He travelled to Egypt and No.450 Sqn RAAF’s P-40s Until October 1941, 450 Squadron was equipped with Hurricane Is. After that the unit, with the very appropriate motto ‘Harass’, operated Kittyhawks all the way through to the end of the war. Mk.Is came on stream in September 1942, Mk.IIIs from November 1943 and Mk.IVs until August 1945. From May 1945 the squadron flew Mustang IIIs alongside its Curtiss fighters.

converted to the Kittyhawk with 73 Operational Training Unit. The majority of pilots on his course were Australians and, on completion, he remained with them, joining 450 (RAAF) Squadron at Perugia in Italy in December 1944. By this stage of the war, the four Kittyhawk squadrons of 239 Wing

22

Left

Kittyhawk IV FX540 ‘OK-N’ of 450 Squadron being prepared for its next sortie from Cutella, Italy, in 1944.

“...the four Kittyhawk squadrons of 239 Wing were used almost exclusively in ground-attack sorties in support of the Eighth Army” were used almost exclusively in ground-attack sorties in support of the Eighth Army. The main method was 60-degree dive-bombing with three 500lb bombs, one under each wing and one on the fuselage pylon, or one 1,000lb bomb on the centreline. Walters flew his first operation at the beginning of January 1945 when the war in Italy was a static affair with both armies established in winter positions. On most sorties, the squadron sent out 12 aircraft in three four-ships flying in loose formation. The majority of strikes were associated with the enemy’s transportation system, with railways and bridges being primary targets. As the Germans started a retreat to the Alps, severing their lines of communication became top priority. Flying two or three sorties a day,

and with the skies clear of the Luftwaffe, the main opposition was anti-aircraft fire and casualties were frequent. By March, Walters and his colleagues were flying at intensive rates, often controlled by an RAF forward controller on the ground. When providing close support, particularly to destroy 88mm guns, targets were sometimes a mere 200 to 300 yards ahead of friendly troops.

Taking care of Venice

Below

No.450 Squadron’s Kittyhawk IVs were extensively used on fighter bomber duties throughout the Italian campaign. F F SMITH

The steady destruction of rail communications and bridges resulted in the greater use of coastal traffic and barges to bring in supplies for the German Tenth Army. Intelligence analysis revealed that Venice harbour was the focal point for this traffic.

victories were scored by P-40 ‘top-gun’ Clive Caldwell (RAAF)

70-76_Spot Men_fpNP.indd 75

July 2013 FLYPAST 75

17/05/2013 11:57

SPOT FACT The RAAF retired its Kittyhawks in 1947

Right

Servicing a Kittyhawk of 450 Squadron.

“...as the Allies closed in, the Kittyhawks were used to attack retreating transport, tanks and the ever-present artillery”

Below

This Kittyhawk III, ET512, was the victim of the bitter fighting, and was crash landed with combat damage by Lt T A Milne after combat with Bf 109s. R G THOMAS

The need to prevent the use of Venice as a re-supply port became vital and permission was sought from Mediterranean Allied Air Forces to lift the ruling that had, up until that time, prevented bombing of the historic and ancient city. The request was approved but the reply stated that strikes must be within a very closely defined area around the docks and, as far as possible, no bombs must drop outside the target area. The operation was given the name ‘Bowler’ by AVM ‘Pussy’ Foster, AOC Desert Air Force. After the raid he explained that he had chosen the name because he expected pilots to be ‘bowler-hatted’ [thrown out of the military and back into civilian life] if the operation failed! No.239 Wing, with Kittyhawk IVs and Mustangs, specialists in close support dive-bombing, was detailed for the attack. The 79th Fighter Wing USAAF and 3 (SAAF) Wing were to provide defence

suppression sorties. Activity in the docks intensified and on March 18 the 3,500-ton SS Otto Leonhardt started unloading at the Western Quay. Photo-reconnaissance showed two torpedo boats, a coaster, a coastal tanker and some barges had assembled in the dock. Finally, the operation was authorised with the dive-bombers tasked to strike at 15:30 hours on the 21st. Wg Cdr George Westlake DFC, OC 239 Wing, was appointed to lead the attack with 250 Squadron. The force consisted of 48 Mustangs and Kittyhawks; while 16 Mustangs and 24 P-47 Thunderbolts of the 79th Fighter Group operated in the antiflak role. Twelve Spitfire VIIIs of 244 Wing provided cover over the target. After the anti-flak squadrons had completed their task, Westlake started the attack on the docks by rolling into a 60-degree dive at 7,000ft, releasing his 1,000lb bomb before pulling out at 1,500ft. The ten other Kittyhawks followed him down on to their primary target with two direct

hits registered on the Otto Leonhardt, as well as a very near miss, resulting in a serious fire. Direct hits were also achieved on nearby warehouses creating large columns of smoke. A near miss on one of the torpedo boats sent debris hurtling into the air. At first, the flak was light but it developed into an intense barrage, and one of the Kittyhawks was hit. As the last of the 250 Squadron pilots pulled clear, the dozen Kittyhawks of 450 (RAAF) Squadron attacked their primary target, a 700ton coastal tanker. Marsh Walters was flying his regular Kittyhawk IV, FT881 D-for-Doris with a 1,000-pounder on the fuselage pylon. It was his 27th bombing sortie; by far the biggest operation he had flown on and the only time the Wing of five squadrons had operated together. Diving from 9,000ft, he found smoke partly obscuring the target area but released his bomb and then pulled hard as he turned away. He cleared the target to join up with the others over the sea where the air-sea rescue aircraft were waiting with a Spitfire top cover. The squadron achieved two direct hits on the tanker moored in the western quay. Barges nearby were set on fire and more warehouses were hit. The raid was a success and no-one was bowler hatted! With the rapid German withdrawal north towards Austria, operations intensified and over the next few weeks Walters flew 30 more close support missions. Railways and roads remained a priority but as the Allies closed in, the Kittyhawks were used to attack retreating transport, tanks and the ever-present artillery. Walters and his colleagues continued these operations until the war in Italy ended on April 29. The sturdy Kittyhawk, which had begun its operational life with the RAF late in 1941, had given great service with the Desert Air Force for over three years.

76 FLYPAST July 2013

70-76_Spot Men_fpNP.indd 76

17/05/2013 11:57

Spotlight Curtiss P-40 Warhawk

Chinese Adventures

Andrew Thomas outlines Sqn Ldr Urbanowicz’s brief spell with the famous ‘Flying Tigers’ in China in 1942 Above and right

P-40K ‘169’ ‘The Deacon/ SAD SACK’, as flown by Witold Urbanowicz. PETE WEST

A

fter escaping from Poland following the German Blitzkrieg, Witold Urbanowicz served with great distinction during the Battle of Britain, with at least 13 victories to his name during 1940. His bravery made him a household name, and the following year he was sent to the USA for several months to help a recruiting campaign, and to share his experiences with American fighter pilots. In 1942 he was posted to the air attaché’s office at the Polish Embassy in Washington DC. Eager to get back into a war zone and have the chance to fly operationally, he gladly accepted an invitation by Gen Claire Chennault to visit the US 14th Air Force in China for a ‘familiarisation’ tour in 1943. (Gen Chennault famously led the 1st American Volunteer Group [AVG], the ‘Flying Tigers’, in China, and was commander of the 14th Air Force.) Urbanowicz arrived at the unit’s base in Kweilin, China, towards the end of that year and although

he wasn’t officially there to fight, soon got the chance to fly combat sorties. (Whether this was part of his observer role, was pre-arranged or due to a shortage of experienced pilots is unclear.) He flew his first mission in a P-40K with the 23rd Fighter Group, 14th Air Force, on October 23, 1943. He usually flew with the 75th Fighter Squadron whose aircraft were decorated with shark mouths painted on the nose, and white propeller spinners. Witold proved his worth quickly – he is credited with around nine enemy aircraft destroyed on the ground as his unit supported the Chinese Army. However, he did have occasional air combats, including one during a long reconnaissance to Hong Kong whilst flying as wingman to Maj Tex Hill. On this occasion Urbanowicz was able to get on the tail of a Japanese Mitsubishi ‘Zero’, but his guns jammed. He kept behind the enemy until its pilot panicked, causing the fighter to crash into the ground at

high speed and exploded. On December 11 he engaged a Japanese formation in the Nanchang area and in the resulting fight brought down two fighters, probably Nakajima Ki 44 ‘Tojos’, of the 85th Sentai, potentially those flown by Sgt Maj Saki Hade and Sgt Yoshio Sakagami. These were the Polish veteran’s final victories. He was well respected, as Donald Lopez of the 75th FS recalled: “I knew Major Urbanowicz fairly well in China and I flew on a number of

missions that he flew on. He was very highly regarded by the squadron members, both as a man and as an outstanding fighter pilot.” On December 15, Witold Urbanowicz ended his short ‘familiarisation’ tour in China and returned to Britain. He died in New York in 1996.

78 FLYPAST July 2013

78-79_Spot profile_fp.SBB.indd 78

17/05/2013 09:47

SPOT FACT The Japanese captured around ten P-40s and flew some operationally

27

P-40 Warhawk in profile

P-40Es were received by the Chinese in early 1943

78-79_Spot profile_fp.SBB.indd 79

July 2013 FLYPAST 79

17/05/2013 14:33

Spotlight Curtiss P-40 Warhawk

Banshee B I

had survived the Great Depression as a farm boy growing up in the dust fields of Oklahoma and later earned my wings on the windswept fields of Casper, Wyoming, flying a 50-horsepower Piper J-3 Cub with a tail skid and no brakes. By September of 1942 I was a newly-minted 2nd Lieutenant, hauling a behemoth of an airplane called the P-47 Thunderbolt around the skies of New York. I was a member of the 80th Fighter Group (FG), 89th Fighter Squadron (FS), stationed at Mitchell Field, New York, as we trained in our ‘Jugs’ [P-47s] for the war in Europe. In the air the P-47 was stable and solid and an all-round efficient gun platform. But once you pulled the power back, the ‘Jug’ was more like a homesick brick and came down fast. In February 1943, I had flown my P-47 for the last time in Stateside

training and I watched the ‘Jug’ I was to fly in combat being loaded aboard a ship bound for England. I looked forward to flying and slugging it out with the Luftwaffe as the rest of the 80th prepared to join the fight in Europe. Unfortunately, the ‘brass’ had other plans and I would not see my beloved P-47 until much later in the war. General ‘Hap’ Arnold [the USAAF’s commanding officer] gathered us together and informed our group that we would be embarking on a very important mission. He couldn’t disclose our final destination but assured us that where we were going would be vital to the war effort. The bad news just kept flowing from the general’s mouth when he told us that we would no longer be flying P-47s. Our ‘new’ plane was the Curtiss P-40 Warhawk; lighter, slower and with a lot less firepower than we had

80 FLYPAST July 2013

80-87_Spot Combat_fpNP.indd 80

17/05/2013 09:05

SPOT FACT Many pilots stripped down their Warhawks to improve performance

e Brawler! been used to in the Thunderbolt. In less than a week, we hurriedly trained for a total of 25 hours on our new fighters before we abandoned our cold weather gear and left for parts unknown.

Protecting the Hump

Instead of turning east with the rest of the convoy that was headed for England, our ship zig-zagged its way south. New York to England by boat took less than two weeks. But for us in the 80th, it seemed that General Arnold had transferred us to the navy as we sailed for 53 days on three different boats before we arrived at our final destination: Calcutta, India. It didn’t take us long to figure out why we left our cold weather gear behind. Hot, sticky, constant rain and humid conditions welcomed us as we made our way to our base in the Assam Valley.

By the time we arrived in 1943, the Japanese had been fighting, conquering and expanding their empire southward since 1937. They had set their sights on Northern India and were already in control of the Burma railroad by the time we arrived. It was tough going for the US, British and Chinese composite forces on the ground as they tried to halt the advancing Japanese. Most if not all of their supplies – including ammo, fuel and food – were sent up north by air over ‘The Hump’ (the eastern Himalayas) in Curtiss C-46 Commandos and Douglas C-47 Skytrains. Japanese fighters prowled over the thick green Burma jungles, looking for an overloaded, unarmed transport to shoot down. Our main job was to protect ‘The Hump’ air route. I was assigned to ‘D’ Flight as its commander with three other P-40s under my control. To signify the

P-40 Warhawk in combat Colonel Philip R Adair recounts an incredible air combat to James P Busha 89th FS, we painted our spinners blood red and had a large, whitecoloured skull painted on both sides of the nose as we knew the Japanese were superstitious and somewhat afraid of anything that resembled death. We added an extra surprise for them. Because we flew a lot of divebombing missions in support of the ground troops, we installed an 18-inch air raid siren on our bellies and turned it on when we went into our attacks. We called this the ‘Banshee Wail’ and it scared the hell out of the Japanese! I personalised my P-40 with the name LuLu Belle after a girl I had known back in the States. I was also an old car nut and loved the cars from the early 1930s. As a tribute to my passion, I had brought along a can of white wall paint and painted my main gear and tail wheel tyres. I now had something no other

Far left

Lt Philip Adair in front of ‘LuLu Belle’. Below

All of the 89th Fighter Squadron lined up at Nagaghuli for the long range mission into Burma.

A good, honest plane Philip Adair on flying the P-40 and evading ‘Zeros’: “Although I had some misgivings about the Warhawk, I found it to be a good, honest airplane. It was slow and short on range but it was reliable and an all-round hard-charging workhorse. “The P-40 was fairly manoeuvrable; that is, you had a better than fair chance of getting shot down by a Japanese ‘Zero’ if you tried to turn with one! There were two ways to outmanoeuvre a ‘Zero’. One was to duck into the nearest cloud and stay put and the other was to push your nose down, build up speed and dive away. This was a technique I became very proficient at when I entered the combat arena in late 1943.”

49

Japanese aircraft were claimed by P-40 pilots in the Dutch East Indies

80-87_Spot Combat_fpNP.indd 81

July 2013 FLYPAST 81

17/05/2013 09:05

SPOT FACT The Tuskegee Airmen flew Warhawks in combat before being assigned Mustangs

Curtis Wright engineer had bolted on to save weight. I walked to the alert tent 100ft away and waited for the rest of my flight to come in. I had just laid my head back on the couch and started

Above

Bombing Warehouses near Palmati rail yard on one of the first Banshee missions. This photo was taken by Lt Adair aboard P-40 ‘LuLu Belle’. Right

Philip Adair at Nagaghuli.

“Sgt Peake had hit the electric start and the Allison engine was already running by the time I climbed up on the wing” fighter pilot had – a customised P-40 Warhawk!

Front-row seat

Unfortunately, my artwork attracted more interest from the Japanese than I bargained for. I had just completed my 43rd combat mission of the war – a 3½-hour patrol over ‘The Hump’ with no Japanese aircraft encountered – on December 13, 1943. Our

four-plane flight had just landed at Nagaghuli and the place looked desolate with all other serviceable P-40s off on other missions. I had no sooner shut down LuLu Belle than my crew chief, Carol Peake, began servicing ‘his’ airplane. Carol was very proud of his P-40, especially the electric starter I had scrounged and installed to replace the hand-cranked one some eager

82 FLYPAST July 2013

80-87_Spot Combat_fpNP.indd 82

17/05/2013 09:06

P-40 Warhawk in combat to relax when all of a sudden the red alert sounded and I took-off running for the flight line. Sgt Peake had hit the electric start and the Allison engine was already running by the time I climbed up on the wing. He climbed out the right side and I jumped in from the left. I hit the throttle, not even bothering to buckle-up, and I was airborne in less than a minute as I hauled the P-40 skyward. SOP [standard operating procedure] was to climb to 20,000ft, rendezvous over the field, stay off the radio and keep our mouths shut. By the time I had reached 12,000, I had buckled myself in and searched for the other P-40s in my flight. I began to circle the field, spiralling upward and saw that none of the others had taken-off yet. As I was circling, I saw a flight of four aircraft off to the east, just above the haze. By the time I made my next circle, I was completely shocked at what I saw. This was no longer a flight of four, it was four flights of twin-engined Japanese bombers! They were in their typical ‘finger three’ flight with three in front and three in the back. I counted 24 of them heading north and stopped when I saw their escorts suddenly appear out of the haze. I had staggered up to 20,000ft all alone and had a front-row view of what was below me. I must have counted over 40 single-engined Japanese fighters flying around in loose formations with some of the

655

pilots performing aerobatics for the bomber crews. I had never seen so many airplanes in the sky at one time, not even friendly ones. Japanese planes were all over the sky with the bombers staying down low at 12,500ft. The fighters on the other hand ranged from right above the bomber formation upwards to 20,000ft. Because of the thick brown haze that hung in the air, the Japanese had not detected me as I neared the pack. I contacted control and reported the Japanese formation to them.

They responded back and said that what I was seeing was 40 miles [64km] to the east, not the 15 miles I was reporting. I tried to tell them they were wrong and felt that the formation was going to make a 180 turn and overfly the Tenth Air Force headquarters and bomb it. Control assured me that wasn’t going to happen because they had reliable reports from ground stations that the ‘unknowns’ were further east. That’s when the Japanese formation began a co-ordinated turn.

Above

Lt Adair and crew re-arm ‘LuLu Belle’. Below

A Burma Banshee of the 88th Fighter Squadron taking flight.

aerial victories were claimed by US P-40 pilots in the Pacific

80-87_Spot Combat_fpNP.indd 83

July 2013 FLYPAST 83

17/05/2013 09:06

SPOT FACT The ‘Flying Tigers’ flew P-40s until the end of the war

Right

The ‘Burma Banshee’ insignia on the P-40’s cowling.

Shaking things up

Below

A line-up of the unit’s aircraft, probably at Nagaghuli.

When they rolled out of their turn and took up a new course it was clear that I had guessed right about their intentions. I called control and gave them the bad news and the estimated time of arrival of the bomber formation over the HQ. I contacted control one last time and said: “I’m not going to let them get by for free!” I decided that I had to do something to mess up their attack but I didn’t hold out much hope for my success. I positioned myself above the bomber formation so

Worthy of the highest traditions

I could hit them just before they reached their release point. I flew out in front of the bombers, off to their left as I dove down into them. I started to fire at a long range out because I knew that the sight of my tracers would shake things up a bit. I hit the first flight and then swung around into the second with my finger on the trigger as I took some shots at them, too. Before I knew it, I was behind the fourth flight of bombers looking for a target. As soon as the shooting started, the bombers began to bounce around, moving up and down, out of formation. I tacked onto the ‘tailend Charlie’ and zeroed in on his left engine. I could see flashes on the fuselage and engine area as my bullets tore into him but I couldn’t stick around to watch anymore so I dove underneath him. I started to break and saw several ‘Zeros’ heading for me. I had figured this was going to happen so I pushed the stick full forward into the lefthand corner, pulling negative ‘g’ as I dove away doing outside rolls. I stayed in my dive with the throttle at

Philip Adair flew a total of 113 combat missions in P-40s before converting back onto his beloved P-47 Thunderbolt. Lt Adair was credited with one ‘Zero’ destroyed; and another, and one bomber, probably destroyed. For his actions and bravery on that mission, he was awarded the Silver Star. His recommendation read: “As pilot of a P-40N-1 type fighter [Adair] did singly attack a formation of 24 enemy bombers and 40 enemy fighters and did successfully destroy one fighter. His first attack was instrumental in breaking up the enemy formation sufficiently to affect their bombing accuracy and caused some of the formation to release their bombs before they arrived over the target. “Lt Adair repeated his attacks until his plane was so damaged that further combat was impossible. The gallantry and courage displayed by Lt Adair in combat and the determination that was required of him to successfully land his damaged plane is worthy of the highest traditions of the Army Air Force.”

84 FLYPAST July 2013

80-87_Spot Combat_fpNP.indd 84

17/05/2013 16:30

P-40 Warhawk in combat

“I could see flashes on the fuselage and engine area as my bullets tore into him but I couldn’t stick around to watch anymore so I dove underneath him” war emergency power until I figured I shook the ‘Zeros’. When I looked back, I saw empty skies with nobody chasing me. I climbed back up for another go at the bombers as they began to re-form.

Hornets’ nest

I don’t know if the Japanese couldn’t see me in the haze because no-one made a move to cut me off. I started to make another pass on the bombers, but before I could get near them it looked like every ‘Zero’ in the sky was turning into me and wanted a piece of my P-40. I knew I couldn’t get close to the bombers because it would have been like reaching into a hornets’ nest, so I settled for picking off a fighter or two. I climbed back up on top and figured if I stayed out of range of the bombers, which had already dropped their warload, I could work the edges against the ‘Zeros’. I picked out one and tried to get a shot off at him, but he was quick and knew I was gunning for him. He made a sharp turn and disappeared. So I picked out another one. This guy was a little more stupid as he waited too long to turn. I started to fire and he turned right into my bullets. His landing gear began to

64.8% 80-87_Spot Combat_fpNP.indd 85

drop and his engine was on fire as he went into a spiral and crashed in the jungle near Naga Hills. I climbed back up towards the formation as they neared their lines and went for broke. I thought: “What the hell, might as well take another whack at those bombers” – stupid jerk! I managed to get into position for another attack, but before I could get in range I had ‘Zeros’ on my right, ‘Zeros’ on my left and ‘Zeros’ above me. I was outnumbered almost 40 to 1, so I went into my escape manoeuvre once again. I rolled the P-40 over and all I could see was a ‘Zero’, mad as hell, coming straight up at me with his cannons and guns blazing away. I couldn’t get out of his way fast enough and it sounded like a shovelful of gravel hitting my fuselage. I heard a Wham! Wham! Wham! followed by an explosion with a ball of fire coming out from behind the armour plate in the back of my headrest. I grabbed the trim tab and turned it all the way forward to assist my escaping dive. As I pushed the P-40’s nose downhill, I kept taking hits as other tracers went whizzing by just over my head. The fire in the rear went out as the ground raced up towards me.

From bad to worse

I tried to pull back on the stick and it wouldn’t budge. I remembered the elevator trim and I started cranking nose up. The trim wheel was freewheeling and the trim cables shot out as I yanked off the power and pulled the stick back with both hands. I was finally able to get my nose out of the jungle and up into the sky where it belonged, but my troubles were far from over as I was 125 miles from base. I was alone, a long way from home over enemy territory in a P-40 with full nose-down trim – none of which was good! It was very hard to hold the nose above the horizon even with both hands as I turned back towards friendly lines. I tried to latch my seatbelt around the stick but it wasn’t long enough. I kept losing altitude and my luck turned from bad to worse as another aircraft appeared in front of me, headed in my direction. I was able to get a quarter-mile away from him and saw that it was a ‘Zero’, smoking like the devil, losing altitude faster than I was. I figured he was one of the ones I had hit earlier and we watched one another go by in the opposite direction. The ‘Zero’ showed no move in my direction, so I thought out loud:

Above

Philip Adair in P-40 2104590.

of ‘kills’ in the China-India-Burma theatre were by P-40 pilots July 2013 FLYPAST 85

17/05/2013 16:30

SPOT FACT The USS Langley was sunk by the Japanese while delivering P-40s to Java

Hawker Typhoon

Above

A Japanese ‘Betty’ bomber during the December 13 raid. Right

Film from Lt Adair’s P-40 as he attacked a Japanese Zero on December 13, 1943. Far right

‘Flak Attack Over Burma’ by Roy Grimal. ALL VIA AUTHOR

will save me two days of walking.” Then it hit me, and I came up with the best idea I had all day. I flipped LuLu Belle over on her back and, although the jungle was still in plain view below, I was now holding altitude, even gaining some. The P-40 ran pretty good inverted for a couple of minutes before the engine loaded up and wanted to quit. I rolled the P-40 back over, waited for the engine to clear, lost a little altitude and flipped LuLu Belle back over – and continued doing P-40 flips the rest of the way home until I reached Nagaghuli. At about a half-mile out of the airfield and at 1,000ft, I pointed the P-40 towards the south end of the field. I was still inverted as I pulled back on the power and flipped the

gear handle down. I squeezed the pump switch, saw ‘down and locked’ on the gear indicator and rolled LuLu Belle back over as I hit the flap switch and cut the throttle. It wasn’t my usual three-pointer, but I could not have cared less; we were down in one piece. When I finally rolled to a stop, I was so tired I had to be pulled out of my cockpit by some of the ground crew. At the briefing I found out the Japanese bomb pattern had fallen short of the HQ area with little damage done to the base. I had 16 bullet holes in LuLu Belle, including one that shattered my trim cable. But the P-40 was a tough old bird and three days later we had it flying again. There was just no stopping a Burma Banshee!

“Oh, what the hell!” I hauled the P-40 around and came screaming up his rear end with a bead on his tail. At 100 yards out, with the sight dead centre on his engine, I squeezed the trigger which only brought a Kerthunk! Kerthunk! Kerthunk! sound. The pneumatic system was recharging my empty guns! With so much forward speed, I of course went screaming by him, as I became the hunted. The ‘Zero’ simply pulled over and started shooting at me. I moved out of the way as his tracers zipped over my left wing. Luckily I wasn’t hit as I turned for home once and for all.

Out of breath, and out of options

I was about 90 miles away from home and my arms were so tired from holding the stick back that I could barely keep the nose above the horizon. As my adrenaline wore off, reality set in and I knew I would never make it back to base so I decided to bale out. I called control and gave them the grid map location. As I looked down at the dense jungle below, I said to myself: “Man, if I can just fly another 100 yards, it

“I hauled the P-40 around and came screaming up his rear end with a bead on his tail. At 100 yards out, with the sight dead centre on his engine, I squeezed the trigger...”

86 FLYPAST July 2013

80-87_Spot Combat_fpNP.indd 86

17/05/2013 09:07

P-40 Warhawk in combat

13,738 80-87_Spot Combat_fpNP.indd 87

P-40s of all types were built July 2013 FLYPAST 87

17/05/2013 09:07

Spotlight Curtiss P-40 Warhawk

P-40 Warhawk Photo File

Survivors Mike Shreeve reviews the current airworthy population of Curtiss Hawks

Over the past two decades the population of the type has steadily increased, thanks to such restorers as Pioneer Aero and Avspecs in New Zealand, Precision Aerospace of Wangaratta, Australia and Matt Nightingale in California, all of which have produced multiple airworthy examples. This has included examples of the radial-engined Hawk 75 and the Merlin-engined P-40F, which have not been seen in the air since the end of World War Two. Numerous projects are under restoration, several of which are nearing completion including a P-40M at Precision and P-40N 42-105120 in Ocala, Florida, so the outlook for aficionados of the type is indeed healthy.

Spotlight Next Month Boulton Paul Defiant Spotlight next month shines on an often overlooked fighter of World War Two – the Boulton Paul Defiant. We look at the type’s development, time in combat and its later service in the search and rescue role, and as a target tug. Don’t miss this issue – on sale in the UK on July 1.

The Planes of Fame’s Chino-based P-40N N85104. MIKE SHREEVE

Variant Hawk 75 P-40B P-40C P-40C Tomahawk IIb P-40E P-40E P-40E P-40E Kittyhawk I Kittyhawk I Kittyhawk I Kittyhawk I Kittyhawk I P-40F P-40F P-40K P-40K P-40M P-40M P-40M P-40N P-40N P-40N P-40N P-40N P-40N P-40N P-40N P-40N P-40N P-40N P-40N TP-40N

Serial 82 41-13297 41-13357 41-13390 AK295 41-5709 41-25109 41-25158 41-35918 AK752 AK753 AK905 AK933 AK940 41-14112 41-19841 42-10256 42-9733 43-5795 43-5802 43-5813 42-104687 42-104730 42-104827 42-104977 42-105192 42-105396 42-105526 42-105861 42-105867 42-105915 42-106396 44-7369 44-47923

Reg G-CCCH G-CDWH N80FR N2689 N295AK N2416 VH-KTY ZK-RMH N1941P N440PE N4420K N40PE N94466 N940AK VH-HWK G-CGZP N401WH N4436J N1232N G-KITT N5813 VH-ZOC ZK-CAG C-FVWC VH-MIK N85104 N540TP N942KH N49FG N1226N F-AZKU N1195N N40PN N923

Keeper The Fighter Collection, Duxford The Fighter Collection, Duxford Fighter Rebuilders, Chino, California Vulcan Warbirds, Seattle, Washington Rod Lewis, San Antonio, Texas Walt Bowe, Sonoma, California Dianne Pay, Scone, NSW, Australia James Slade, Masterton, New Zealand Jerry Yagen, Virginia Beach, Virginia Jim Smith, Fortine, Montana Ron Fagen, Granite Falls, Minnesota Rudy Frasca, Urbana, Illinois John Paul, Boise, Idaho Tony Banta, Livermore, California Judy Pay, Tyabb, Victoria, Australia The Fighter Collection, Duxford Texas Flying Legends, Houston, Texas Tom Duffy, Millville, New Jersey Jeff Clyman, Long Island, New York Peter Teichman, North Weald, Essex Tri-State Warbird Museum, Batavia, Ohio. Under repair Alan Arthur, Albury NSW, Australia Kittyhawk Partnership, Ardmore, New Zealand Vintage Wings of Canada, Gatineau, Canada Mike Spaulding, Queensland, Australia Planes of Fame, Chino, California Chris Prevost, Sonoma, California Craig Schulz, Santa Rosa, California. Not yet flown John Fallis, Lafayette, Louisiana CAF Airpower Museum, Addison, Texas Christian Amara, Melun, France John Paul, Boise, Idaho Cavanaugh Flight Museum, Addison, Texas Kermit Weeks, Polk City, Florida

88 FLYPAST July 2013

88_Spot Warriors_fpNP.indd 88

17/05/2013 09:16

AIRSHOW SUN ‘N FUN

Thrills and Spills B

illed as ‘The Thrill of Flight’, the Experimental Aircraft Association’s annual Sun ‘n Fun International Fly-in and Expo took place in Lakeland, Florida, from April 9 to 14. Although the formal airshow programme did not begin until 3pm each day, gates were open to the public at 8am and exhibits could be viewed from 9am. Each day’s air display concluded at 6pm, though there were also night shows beginning at dusk on both the Friday and Saturday. In addition to the flying element, visitors were able to get up close

to all of the participating aircraft which were grouped into specific areas. Many took advantage of flight experience rides that were available in aircraft such as the Cavanaugh Flight Museum’s NA P-51D Mustang, the Commemorative Air Force’s P-51C, Curtiss SB2C-5 Helldiver and NA B-25J Mitchell, and the UH-1H ‘Huey’ and AH-1F Cobra helicopters operated by Sky Soldiers.

On the ramp The warbird turnout at the event

has been diminishing in recent years, though there was still some great action with World War Two, Korean War and Vietnam War aerial re-enactments. Numbers at the nearby ‘Splash-in’ at Lake Agnes were also down, but the selection was varied, ranging from ultralights to production aircraft such as the float-equipped Barnstorm Aviation’s DHC-2 Beaver. Perhaps the most interesting seaplane this year was the Aerolyn Piaggio P-136-L1 amphibian, and Kermit Weeks flew a beautiful display in his Sikorsky S-39C. Friday, April 12, was a

particularly busy day. Among the warbirds on the ‘ramp’ were a Bell P-63C Kingcobra, Hawker Tempest II and Westland Lysander IIIA that Fantasy of Flight (FoF) had loaned for static display. Earlier in the week, Kermit had flown FoF’s Grumman FM-2 Wildcat to Lakeland, also for static display. All in all, despite some obvious cutbacks, the 2013 event was a very worthwhile experience, and even the weather gods co-operated this year. Everyone has high hopes for continued success when Sun ‘n Fun hosts its 40th event in 2014.

Right

Kermit Weeks displaying his Sikorsky S-39C over Lake Agnes. ALL FRANK B MORMILLO Below

The CAF’s Curtiss SB2C-5 Helldiver was available for warbird experience flights.

90 FLYPAST July 2013

90-91_Airshow_fp.SBB.indd 90

17/05/2013 10:09

Despite a reduced warbird count, Frank B Mormillo enjoyed another successful Sun ‘n Fun event in Florida

Top

Westland Lysander IIIA V9545 was on loan from Fantasy of Flight for static display. Above left

Republic RC-3 Seabee N6267K arriving at Lake Agnes for the ‘Splash-in’. Above

Harold Ewing’s Beechcraft C-45 Expediter 44-7696 seemed to be playing the part of a bomber during a World War Two re-enactment. ‘Red Tail’, the CAF’s NA P-51C was one of the star attractions at Sun ‘n Fun 2013.

July 2013 FLYPAST 91

90-91_Airshow_fp.SBB.indd 91

17/05/2013 10:10

AIRSHOW PLANES OF FAME

AT-12 Guardsman NX55539 being flown by John Maloney. Although built under the Republic name, the aircraft was actually a Seversky design and based upon his P-35 fighter.

A formation of five Lockheed P-38 Lightnings gracing the skies over Chino.

Lightning Stri T

Two aircraft belonging to Allied Fighters were flown in honour of chief pilot Jeff Harris who passed away recently. P-51D N7722C was flown by Mark Moodie and P-38 N7723C was piloted by John Maloney. ALL MICHAEL O’LEARY

he Planes of Fame museum’s annual May airshow has become known as a gathering point for some of the USA’s rarest ex-military aircraft. This year, as well as filling the Chino skies with multiple warbirds and other historic types, the May 3 to 5 event witnessed five Lockheed P-38 Lightnings in the air at the same time.

“Gathering the majority of any type of rare flying aircraft for an airshow appearance is always a challenge,” said museum president Steve Hinton. “For 2013, we decided to concentrate on the P-38 Lightning. There are six flying examples in the USA and one in Europe, and that’s all from the thousands that were built.”

92 FLYPAST July 2013

92-93_Airshow_fp.SBB.indd 92

17/05/2013 09:31

trikes Chino It took a tremendous amount of co-ordination and planning to get the aircraft to Chino and things did not always go smoothly. One aircraft suffered from an engine failure on the way and landed in Arizona where luckily a replacement Allison V1710 unit was procured and fitted in time. Two of the rare double-boom

fighters came from Texas, another from Oregon, while two were based at Chino itself. “Yanks Air Museum brought their immaculate F-5G reconnaissance Lightning from across the field for static display,” said Planes of Fame’s Jerry Wilkins. “Thus, we had six on the line to accompany a fantastic array of other rare aircraft.”

Michael O’Leary witnessed a stunning Planes of Fame Airshow in sunny California Perhaps the star attraction was P-38L 44-27083 Tangerine, which was making a relatively rare airshow appearance. Flown by Brent Conner, the fighter is based at the Tillamook Air Museum in Oregon. “It was a long trip, but I would not have missed it for anything,” said Brent, afterwards. As ever the airshow was not

restricted to celebrating one type, with a superb array of historic aircraft getting airborne. Among them were various types of North American Mustang, Hawker Sea Furys, Curtiss P-40 Warhawks and a Consolidated Privateer. The show was blessed with excellent weather and the almost non-stop flying programme was a delight to behold.

July 2013 FLYPAST 93

92-93_Airshow_fp.SBB.indd 93

17/05/2013 09:31

AIRSHOW ROUND-UP

Classic Fighters ‘down under’

Bristol F.2b ‘B112’ attempts to ‘fend off’ a German ‘attack’. ALL GAVIN CONROY

The airshow season in New Zealand produced a gem of an event over Easter, with the Classic Fighters gathering taking place at Omaka Aerodrome near Blenheim. Among the many superb warbirds in attendance

during the March 29 to 31 event was a Flug Werk-built FW 190, and our cover star from the October 2012 issue, Avro Anson I ‘K6183’. Also included were Great War re-enactments and Supermarine Spitfire IXc PV270.

FW 190 ‘Stahlgewitter’ with Avro Anson I ‘K6138’. Supermarine Spitfire IXc PV270 (ZK-SPI).

Old Warden Opener The first Shuttleworth Collection Flying Evening took place on May 4. Billed as a celebration to mark 50 years since the attraction at Old Warden, Beds, opened to the public, one of the highlights was the pairing of Auster AOP.2 (XP254/G-ASCC) with the Collection’s Polikarpov Po-2 G-BSSY. Both were used as army co-operation aircraft during their time in service, and they put on a commendable display in windy conditions. www.shuttleworth.org PAUL MORTON

94 FLYPAST July 2013

94-95_Airshow_fp.SBBindd.indd 94

17/05/2013 10:05

BBMF ‘ready for action Avro Lancaster B.1 PA474 in close formation with Supermarine Spitfire XVI TE311.

The RAF Battle of Britain Memorial Flight (BBMF) achieved its Public Display Authorisation (PDA) on April 24 at its Coningsby, Lincs, base, after a typically busy pre-season workup period. Aircraft serviceability and inclement weather have hampered much of the BBMF’s preparations for the 2013 display ‘season’, forcing the flight to undertake two full days of practice on April 19 and 20, prior to the following week’s PDA. The 2013 schedule for the flight

is as varied as ever, with Avro Lancaster PA474 kicking off the team’s official display itinerary on May 5 at Oxfordshire’s Abingdon Air and Country Show. The latest addition to the flight, Supermarine Spitfire XVI TE311 is set to make its display debut, while Hawker Hurricane Mk.IIc PZ865 has returned from a two-year major service by the Aircraft Restoration Company at Duxford, adorned in the colours of 34 Squadron, South East Asia Command. www.raf.mod.uk/bbmf

The BBMF Lancaster with Hawker Hurricane Mk.IIc LF363 (nearest camera) and Spitfire TE311. BOTH GLENN BEASLEY

GLENN BEASLEY

UK DATES June 01 OLD WARDEN, BEDS - Shuttleworth Collection Flying Evening – 01767 627927 www.shuttleworth.org 08 THROCKMORTON, WORCS - Throckmorton Airshow www.throckmortonairshow.com 09 RAF COSFORD, SHROPSHIRE - RAF Cosford Airshow – 01902 377922 www.cosfordairshow.co.uk 09 WELSHPOOL AIRPORT, POWYS - Bob Jones Memorial Airshow – 01938 555560 www.welshpoolairshow.co.uk 14-16 CHOLMONDELEY CASTLE, CHESHIRE - Cholmondeley Pageant of Power – 01829 772432 www.cpop.co.uk 15 THE MALL, LONDON - Queen’s Birthday Flypast 15-16 WICKENBY, LINCS - Wickenby Wings and Wheels Airshow – 01673 885000 www.wickenbyairfield.com/www 16 OLD WARDEN, BEDS - Shuttleworth Collection Flying Day – 01767 627927 www.shuttleworth.org 16 WELLESBOURNE MOUNTFORD, WARKS - Wellesbourne Wings and Wheels 2013 www.xm655.com/events.php 17-21 SALTBY, LINCS - Vintage Glider Club UK National Rally – 01476 860385 www.buckminstergc.co.uk 22 DURHAM TEES VALLEY AIRPORT, COUNTY DURHAM - Tees Valley Airshow www.teesvalleyairshow.co.uk 22 MANSTON AIRPORT, KENT - South-East Airshow – 0845 6526262 www.heritage-events.co.uk/event.php?eventid=17 22-23 NORTH WEALD, ESSEX - Air-Britain Classic Fly-in – 01992 524510 www.air-britain.com/flyin-about.html 22-23 OLD BUCKENHAM, NORFOLK - Old Buckenham Airshow – 01953 860806 www.oldbuckenhamairshow.co.uk 23 FENLAND, LINCS - Vintage Wings and Wheels - 01406 540330 www.fenlandairfield.co.uk 23 KIRKBRIDE, CUMBRIA - Open Day and Charity Fly-in – kirkbrideairfield.weebly.com/index.html

29 CHALKE VALLEY, WILTS - Chalke Valley History Festival Airshow - 01722 781133 www.cvhf.org.uk 29 PORTSMOUTH, HANTS - Armed Forces Day – 02380 760141 www.armedforcesday.org.uk 30 OLD WARDEN, BEDS - Shuttleworth Collection Military Pageant – 01767 627927 www.shuttleworth.org

July 06 OLD WARDEN, BEDS - Shuttleworth Collection Flying Evening – 01767 627927 www.shuttleworth.org 06-07 HEVENINGHAM HALL, SUFFOLK - Country Fair with Wings and Wheels – 01986 798151 www.countryfair.co.uk 06-07 LYMPNE, KENT - Lympne Aero Classic – 01303 265078 www.skylineaviation.co.uk/other/lympne.htm 06-07 RAF WADDINGTON, LINCS - RAF Waddington International Airshow – 01522 726102 www.waddingtonairshow.co.uk 12-14 GOODWOOD, W SUSSEX - Goodwood Festival of Speed – 01243 755055 www.goodwood.co.uk/festival-of-speed/welcome.aspx 13 PIRTON, HERTS – Pirton Summer Fair – www.pirton.org.uk 13 RNAS YEOVILTON, SOMERSET - RNAS Yeovilton Air Day 2013 – 08445 780780 www.royalnavy.mod.uk/Yeovilton-Airday 13-14 BREIGHTON, N YORKS - Wings and Wheels and International Bücker Fest – 01757 289065 www.realaero.com 13-14 IWM DUXFORD, CAMBS - Flying Legends Airshow – 01223 835000 www.fighter-collection.com and www.iwm.org.uk/visits/iwm-duxford 13-14 SWANSEA BAY, GLAMORGAN - Wales National Airshow – 01792 637300 www.walesnationalairshow.com All events are subject to operating conditions. Readers are strongly advised to contact venues wherever possible prior to departure to avoid a wasted journey – events can change venue, time or even be cancelled at short notice. Access and facilities for the public at fly-ins may be very limited.

July 2013 FLYPAST 95

94-95_Airshow_fp.SBBindd.indd 95

17/05/2013 10:06

FLYPOST

FlyPast, PO Box 100, Stamford, Lincs, PE9 1XQ, UK email: [email protected]

Contributions from readers are always welcome for this column. Views expressed in FlyPost are not necessarily those of the Editor, or publisher. Letters may be edited for style or length.

Note that letters sent by e-mail will not be published unless the contributor includes their full postal address for possible contact. Letters intended for FlyPost should be clearly marked as such.

Flying with the Dambusters

A Rolls-Royce Derwent-powered Meteor T.7 in October 1948. KEY COLLECTION

Your excellent magazine, the latest issue of which has just arrived with me in Australia, carries two items which have brought back memories of service flying in the 1950s. The first is the experience of John Colbert of ‘hitching’ flights at RAF Defford. I too had similar flights but in Hastings from RAF Topcliffe or RAF Dishforth in North Yorkshire, now the home of an army helicopter unit. During school holidays, a quick bike ride there from my home in Harrogate always got a trip in one of the HP Hastings of either 241 or 242 OCU.

The second item that caught my eye was your coverage of 617 Squadron. In the late 1940s and early 1950s, I was a member of the Harrogate Squadron of the ATC and each year we opted for RAF Binbrook as the base for our summer camp. Besides the attraction of nearby Cleethorpes, Binbrook was the home of 9, 12, 101 and 617 Squadrons, surely four of the most historic outfits in the history of the RAF. This visit meant that we always had good flying experience as the equipment was, in those days, Lincoln bombers. One trip was

Jim Wild in XN726’s cockpit at the museum. HUGH TREVOR

Lightning Strikes Twice EE Lightning aficionado Hugh Trevor has written in with news of a recent special reunion between a pilot and an aircraft now preserved at Old Sarum airfield, Wiltshire, as part of the Boscombe Down Aviation Collection (BDAC). Norfolk-based Sqn Ldr (retired) Jim Wild, on viewing the cockpit of Lightning F.2A XN726 recently, said: “I never expected to see her again, and after 36 years here she is. I last saw ‘my’ Lightning when I landed her at Farnborough [Hants] on April 4, 1977. After my squadron, No.92, had converted to the [McDonnell Douglas] Phantom, I delivered her from RAF

Gütersloh in Germany as she was earmarked for use as a target for weapons testing at Shoeburyness [Essex] – ie, having different designs of shrapnel fired at her to find which would cause greatest damage to enemy aircraft when exploded from a guided missile. I’m absolutely delighted that the cockpit section survived and is being restored inside the BDAC hangar after spending over 30 years outside in all weathers.” Museum volunteer Hugh said: “It’s wonderful to have the Lightning reunited with her former pilot. Jim’s name is still painted on the side and he’s kindly donated a control column and pitot probe to the project. Despite her ordeal the Lightning cockpit is in reasonable condition and hopefully the restoration will be completed by the late summer. The cockpit section will be a tribute to the RAF Germany Lightning Wing. The starboard side has been stripped to bare metal and had its original 19 Squadron markings applied while the port side will shortly be restored to its final 92 Squadron dark green finish.”

seven-and-a-half hours, taking in a bombing run over Heligoland – freezing in the nose, I remember. However, in 1952 we got there to be given the bad news that the Canberra was being introduced to 617 and this meant a restriction of the flying programme. Canberras could not take cadets, of course. However, it was hoped that a limited number might get a trip in the Meteor T.7 being used to convert pilots from Lincolns to the jets. Our CO held a draw to make a list of cadets who might, if luck was with them, get a Meteor ride. Luckily I was first out of the hat. During the week, I suddenly got a call asking me to get to the 617 flight office ASAP. There I was handed over to a Polish Flt Sgt who, with not very good grace, told me he was ‘lumbered’ with giving me 30 minutes of air time. Today I can visualise his lack of enthusiasm as flight sergeant must have been the lowest-ranking pilot in the squadron. I was strapped into, I think, the front seat – no flying suit,

Duxford Photo Collection Jean Freeman, widow of Mighty Eighth author Roger A Freeman, was invited to IWM Duxford in April to see the first exhibition of USAAFrelated wartime photographs from her late husband’s 15,000-strong collection, which was acquired by the museum last year. The initial display – in the mezzanine gallery of the AirSpace building – concentrates on the men and women involved in the myriad of other US Army Air Forces roles besides combat and ground crews. Former IWM London researcher Lucy

just my normal cadet uniform, and away we went. It was like nothing I had ever experienced before, just sheer power - it beat the Oxfords, Ansons, Tiger Moths and the Hastings I had previously flown in. After 15 minutes I heard the pilot ask me whether I had ever done any aerobatics. “No Sir”. “Sergeant to you,” came the reply. “Put your hands on your knees and leave them there.” “Yes Sir.” Up came the nose and all the bits on the floor then came down on my head. The loop then evolved into a roll and then back into a loop. At this point I passed out due to g-force. I can remember very little else but landing back at Binbrook with a stomach that felt full of lead. Even 61 years after that flight I still get a thrill. How many other ATC cadets flew with the Dambusters? MILTON HAINSWORTH MULLUMBIMBY, NSW AUSTRALIA

May Maxwell has been appointed to collate the thousands of prints and slides, and to establish proper identification wherever necessary. The museum aims eventually to place the images online, encouraging viewers worldwide to submit additional information, amendments or contemporary anecdotes. Jean said: “I think the team at IWM Duxford are doing a wonderful job in researching the background to the photos and illustrating the sacrifices of the young people who gave so much.” NORMAN WELLS VIA E-MAIL

Jean Freeman (right) and IWM Duxford’s Lucy May Maxwell. BRENDAN PARKE

96 FLYPAST July 2013

96-97_FlyPost_fpNP.indd 96

17/05/2013 09:34

While we endeavour to include as many contributions as we can, we apologise to all those readers who have taken the time to write in but didn’t get into print.

Dambusters relic I recently purchased the May issue of FlyPast, and as always it is an excellent read. The Dambusters article reminded me of an item

I have that belonged to my late grandfather. His name was Reginald Hedge and he was an ARP warden during World War Two, being too old for the regular forces. He lived in a small Norfolk village called Cromer with his wife and my mother. He passed away when I was about four, and whilst going through some of his personal items that had been sat in my parents’ loft for many years I came across the letter in the attached picture. The family of Sgt C W Roberts also lived in Cromer and may well have been good friends with my late grandfather who obtained the letter from them at some point. I thought you may like to see it as I find it an interesting item, although conveying the sad news of the loss of the airman. STEPHEN SQUIRES VIA E-MAIL

Jottings... Letters in Brief

Heinkel identified As a former resident of Worthing, West Sussex, I was most interested in the Beware the Tormented Lion article by Andy Saunders in February edition, and a photograph on page 83 in particular. During World War Two my late father served as a special constable and during that time somehow ‘acquired’ a Heinkel Werke name plate (No.1582), but how and when was never explained. Mystery solved! On pages 80/81 we have a description of the engagement and the demise of He 111 1582 ‘G1+FR’ at High Salvington, north Worthing. After being in my possession for more than 50 years, the name plate’s story has finally been revealed. ROGER HARWOOD JOHANNESBURG, SOUTH AFRICA

OPS BOARD

----------------------------------------------June 2, Elvington – Thunder Day at the Yorkshire Air Museum, Elvington, York, YO41 4AU – 01904 608595 www. yorkshireairmuseum.org June 2, Langham – 70th Anniversary of Boxted Airfield celebrations, including a special open day at the Boxted Airfield Museum, Langham Community Centre, Langham (near Colchester), Essex CO4 5PA – 01206 865275 www.boxtedairfield.com June 15-16, Newark – CockpitFest 2013, book signings and open cockpits, Newark Air Museum, Drove Lane, Winthorpe, Newark, Notts – 01636 707170 www.newarkairmuseum.org June 16, Wellesbourne Mountford – Wings & Wheels special open day, featuring a fast taxi demonstration by Vulcan B.2 XM655 and aircraft fly-in, plus BBMF Dakota flypast, Wellesbourne Mountford Airfield, Warwickshire – 07595 191576 www.xm655.com June 21, Hendon – ‘In Focus’,

a special photography evening at the RAF Museum. Advanced booking required. RAF Museum, Grahame Park Way, London, NW9 5LL – 0208 205 2266 www.rafmuseum.org.uk June 27, Yeovilton – ‘Flying the Hunter and Other Things’, a talk by Rod Dean, Society of Friends of the Fleet Air Arm Museum, Auditorium, Fleet Air Arm Museum, RNAS Yeovilton, Somerset, BA22 8HT – 01935 822143 or e-mail: sof@ fleetairarm.com June 29, East Kirkby – Special Avro Lancaster open day, including interior and exterior tours of NX611. Advanced booking required for interior tours. Lincolnshire Aviation Heritage Centre, East Kirkby, Spilsby, Lincolnshire – 01790 763207 www.lincsaviation.co.uk July 9, Milton Keynes – ‘Lightning Operations in the Cold War’, a talk by Wg Cdr Mike Streten at the Milton Keynes Aviation Society, Kents Hill Community Centre, Milton Keynes, Bucks – www.mkas.co.uk

Mystery airman

Reader John Barker has written in and asked if anyone can identify the mystery airman in this drawing, possibly by Ken Petts circa 1942. If anyone can help, please call John on 07817 211272 or e-mail: [email protected]

July 2013 FLYPAST 97

96-97_FlyPost_fpNP.indd 97

17/05/2013 09:34

VULCAN DVD take out a 2 YEAR or When you

DIRECT DEBIT SUBSCRIPTION to

ONLINE www.flypast.com

PHONE

UK 01780 480404 OVERSEAS +44 1780 480404

FAX UK 01780 757812 OVERSEAS +44 1780 757812

POST COMPLETE THE FORM AND POST TO:

FLYPAST, KEY PUBLISHING LTD, PO BOX 300, STAMFORD, LINCS, PE9 1NA, UNITED KINGDOM

3 EASY WAYS TO ORDER ...

THIS FANTASTIC SUBSCRIPTION OFFER!

326 FP Subs.indd 98

14/05/2013 15:44

Enter the cockpit of the iconic British Cold War Nuclear bomber, the Avro Vulcan. Operated by the Vulcan to the Sky Trust, Vulcan XH558 will go down in aviation history as the final V-Bomber to take to the skies. Flt Lt Martin Withers, who commanded Vulcan 607 on the first strike to take the Falklands in 1982, provides detailed commentary throughout this DVD, taking viewers through every aspect of the Vulcan’s cockpit and flight operations procedure.

REGION-FREE DVD, RUNNING TIME 70 MINS.

WORTH £12.49!

MAKE HUGE SAVINGS

when you pay by easy Direct Debit – just £9.50 every quarter

 YES, I would like to subscribe to PAYER’S DETAILS Title First name ......................... Surname .................................... Address .................................................................................................... ................................................................................................................... Postcode ......................... Country .......................................................... Email address .......................................................................................... Please complete to receive news updates and offers from us by email.

DELIVERY DETAILS

(IF DIFFERENT)

Title First name ......................... Surname .................................... Address .................................................................................................... ................................................................................................................... Postcode ......................... Country .......................................................... Email address .......................................................................................... Please send gift card tick here 

SPECIAL OFFER (PLEASE TICK) 12 FOR THE PRICE OF 10

24 ISSUES for the price of 19 PLUS Free VULCAN COCKPIT DVD

UK

12 issues

 £42.50

24 issues

 £80.75

Europe

12 issues

 €63.00

24 issues

 €116.00

USA

12 issues

 $70.50

24 issues

 $134.00

12 issues

 £52.50

24 issues

 £96.75

Rest of the World

PAYMENT DETAILS I enclose a cheque for £/$ ................................. made payable to Key Publishing Ltd Please debit my Mastercard  Visa  Maestro (UK Mainland only)  for £ / € / $ ........................

Issue number Expiry date

(Maestro Only)

3 or 4 digit security number (last digits on reverse of card)

OFFER CLOSE DATE: 31 July 2013 PLEASE QUOTE: FP0713

Signature ........................................................... Today’s date ............. ...................................................

INSTRUCTION TO YOUR BANK OR BUILDING SOCIETY TO PAY BY DIRECT DEBIT Please fill in the form in ballpoint pen and send to: Key Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA, United Kingdom

5 FREE * MAGAZINES with every

Name and full postal address of your Bank or Building Society To: The Manager

2 year subscription 2 FREE MAGAZINES* with every 1 year subscription

Bank/Building Society

Originator’s Identification Number

6 5

8

9

6

0

Reference Number

Address

Instruction to your Bank or Building Society Postcode Name(s) of the Account Holder(s)

Please pay Key Publishing Ltd Direct Debits from the account detailed in this instruction subject to the safeguards assured by the Direct Debit Guarantee. I understand that this Instruction may remain with Key Publishing Ltd and, if so, details will be passed electronically to my Bank/Building Society Signature(s)

Bank/Building Society account number Date Branch Sort Code

326/13

AMERICAN READERS Readers in the USA may place orders by telephone toll-free 800-676-4049 or fax 757-428-6253 or by writing to Flypast, 3330 Pacific Ave, Ste 500, Virginia Beach, VA 23451-9828 • Alternatively, order online at www.imsnews.com/flypast quoting/entering code FP0713

326 FP Subs.indd 99

Banks and Building Societies may not accept Direct Debit Instructions for some types of account

The Direct Debit Guarantee This guarantee should be detached and retained by the Payer • This guarantee is offered by all banks and building societies that accept instructions to pay Direct Debits. • If you receive a refund you are not entitled to, you must pay it back when Key Publishing Ltd asks you to. • If an error is made in the payment of your Direct Debit by Key Publishing Ltd or your bank or building society you are entitled to a full and immediate refund of the amount paid from your bank or building society.

✂

Image: Darren Harbar

• If there are any changes to the amount, date or frequency of your Direct Debit Key Publishing Ltd will notify you 10 working days in advance of your account being debited or as otherwise agreed. If you request Key Publishing Ltd to collect a payment, confirmation of the amount and date will be given to you at the time of the request.• If you receive a refund you are not entitled to, you must pay it back when Key Publishing Ltd asks you to. • You can cancel a Direct Debit at any time by simply contacting your bank or building society. Written confirmation may be required. Please also notify us.

Direct Debit UK only. If paying by Direct Debit please send in form. Please allow 28 days for gift delivery. Payments are accepted by Direct Debit, cheque, Postal Order, Credit Card and US Dollar check. Payments by credit or debit card will be shown on your statement as Key Publishing Ltd. Key Publishing will hold your details to process and fulfil your subscription order. Occasionally we may wish to contact you to notify you of special offers on products or events. If you do not wish to receive this information please tick here  or mention when calling. Gift subject to change. Any alternative gift will be of equal or higher value.*Free magazines refer to saving compared to individual shop price. Please note: Free gift is only available on Direct Debit with a minimum 2 year subscription. Should you cancel your subscription earlier then an invoice will be raised for the full price of the gift.

14/05/2013 15:46

COLD WAR WARRIORS LOCKHEED U-2

100 FLYPAST July 2013

100-104_U2_fp.SBB.indd 100

17/05/2013 09:58

DRAGON LADY PILOT In an excerpt from a new book on the Lockheed U-2, Lt Col Anthony Martinez describes life with the famous spyplane

I

was a member of the [Martin RB-57D-equipped] 4080th Strategic Reconnaissance Wing (SRW) assigned to the 4025th Strategic Reconnaissance Squadron (SRS) when it arrived at Laughlin Air Force Base (AFB), Texas, from Turner AFB, Georgia, in June 1957. A month later, the first Lockheed U-2s – a type nicknamed the Dragon Lady by its pilots as it was difficult to fly – arrived at Laughlin for the 4028th SRS. These advanced machines came straight

47 FLYPAST December 2010

100-104_U2_fp.SBB.indd 101

from ‘The Ranch’ [nickname for the ultra-secret facility at Groom Lake, Nevada, also known as ‘Area 51’]. The two squadrons – the 4025th and the 4028th – parked their aircraft at opposite ends of the ramp. Although we knew most of the pilots of the 4028th, the mission of the U-2 was not discussed openly with us 4025th guys. The well-known cover story was contained in the official designation of the 4028th Strategic Reconnaissance Weather Squadron. When the 4025th SRS was

deactivated in early 1960, some of us had the opportunity to transfer to the 4028th SRS. The fellows who moved across with me were Chuck Stratton, Deke Hall, Vic Milam, Bob Schueler, Dave Gammons, and a few others. My training in ground school and flight phases was supervised by two instructors, Roger Cooper and Bobby Gardner. These two excellent pilots had been with the programme from the early days, and they were very helpful in getting me ready to fly the U-2.

Above

A Lockheed TR-1, a 1970s enhanced version of the U-2. LOCKHEED Left

Lt Col Anthony Martinez, October 1964. ALL PHOTOS VIA HELION & COMPANY UNLESS NOTED

July 2013 FLYPAST 101

17/05/2013 09:59

COLD WAR WARRIORS LOCKHEED U-2

Above

Wing staff at Bien Hoa, South Vietnam, in October 1964. Left to right: Capt Jim Rogers (pilot); Capt Birk (intel); Capt Ray Lodin (nav) and Major Don Webster (pilot). Above right

The 4080th’s compound at Bien Hoa, South Vietnam, in October 1964.

By May 1960 Strategic Air Command (SAC) had established a formal syllabus for check-out as well as combat-ready status. Everyone who flew the aircraft was required to undergo the training. I made my first solo flight in May 1960. It may not seem much of an accomplishment to some folks; however, just flying the traffic pattern, approach and landing were challenging, and all the more difficult with the instructor pilot in the twinengined chase-plane on my wing chewing in my ear to maintain the correct airspeed. Landing the U-2 was another matter. Crossing the runway threshold, the ground mobile control in the chase vehicle took over and advised me of my height above the runway. The ideal landing was to touch down with the main gear and tailwheel in a two-point attitude. Then the challenge was to keep the wings level as long as possible on centre-line to stop on the runway. Everyone who checked out in the airplane went through the exact same routine on their first landing. TWO WEEKS OVER CUBA The 13 days of October 1962 have been chronicled by many writers over the years. I can relate one side of the story that started the evening of October 12, 1962 at Laughlin. Three of our pilots, Steve Heyser, Rudy Anderson, and Gerald McIlmoyle

were transported to North Base, Edwards AFB, California, to check out in the CIA’s C-model. [Central Intelligence Agency]. That same evening the Commander-in-Chief of SAC, General Thomas Powers, arrived in a Boeing VC-97 command aircraft. With him was Major General K K Compton, Deputy Chief-of-Staff SAC Operations, and Brigadier General Robert Smith, Deputy Chief of Staff Intelligence. The SAC generals transported our team, which consisted of Colonel John DesPortes, 4080th SRW Commander, Lt Col Frank Shipley, Deputy Commander Maintenance, all the maintenance, operations and physiological support team and me as commander of the 4028th to McCoy AFB, Orlando, Florida. We departed Laughlin in time to arrive at McCoy for the recovery of Major Heyser’s flight from Edwards. Upon our arrival General Compton immediately proceeded to the Agency Detachment Command and Operations Center where he informed Lt Col Bill Gregory that: “By order of the President, effective

immediately, the Cuban mission has been turned over to the Strategic Air Command.” Prior to the directive, the Agency had the lead in the Cuban crisis. Our operations staff moved in and occupied the facility with the exception of the Agency Communications Center. We prepared the flight line with the necessary equipment for Major Heyser’s arrival. He departed in his Agency U-2 from Edwards at midnight on October 13 and arrived at McCoy at 9:20am on Saturday morning. He had already made a pass over Cuba and photographed part of the island. As soon as he landed, Heyser was promptly sequestered for the classified debriefing by Generals Compton and Smith. Heyser, still in his partial pressure suit, related his observations while the film was downloaded. A USAF T-39 Sabreliner waited to ferry some of the film to the 544th Reconnaissance Technical Group (RTG) at SAC Headquarters, Offutt AFB, Nebraska. The ‘B’ configuration camera film went to National Photographic Intelligence

DRAGON LADY IN PRINT Adapted and abridged from Remembering the Dragon Lady, by Brigadier General Gerald McIlmoyle and Linda Rios Bromley. Published by Helion & Company, this 408-page book is packed with anecdotes from the people who flew, and maintained the famous U-2 spyplane. It can be purchased, priced £22.46, from: Helion & Company 26 Willow Road, Solihull, B91 1UE. Tel 0121 705 3393 www.helion.co.uk

102 FLYPAST July 2013

100-104_U2_fp.SBB.indd 102

17/05/2013 10:00

Center in Washington DC. The developed photos of the western portion of Cuba were on President Kennedy’s desk the following morning. For the next 13 days we received as many as five mission routes on a daily basis from the Joint Reconnaissance Center. This was part of the Joint Chief of Staff (JCS) in the Pentagon. Each mission brought back additional evidence of the military build-up on the island. The daily mission schedule came to a climax on October 27 when Major Anderson was lost over northeast Cuba near the town of Banes. The 13 days ended after the shoot down; however, we continued to fly over Cuba for many years even after the blockade ended and the missiles were removed.

LOUISIANA-BOUND Toward the end of 1962, as the crisis over Cuba was winding down, it became necessary to move the U-2 operations out of McCoy. SAC Headquarters elected to relocate us to relieve the congestion in the airspace over southern Florida. Colonel John DesPortes appointed me and Lt Col Forest ‘Whip’ Wilson to check out several SAC bases east of the Mississippi River to find a suitable one that could accommodate the Cuban mission. We took a Lockheed T-33 and over a period of six days surveyed and briefed our requirements at several SAC bases. We found the most suitable facilities at Barksdale AFB, Louisiana, where the 2nd Bomb Wing was stationed. We were offered adequate operations office space, a maintenance area as

well as rooms for the Physiological Support Division, crew kitchen and operations planning. I was the first operating location (OL) commander at Barksdale. The crews were Captains George Bull, Charles Kern and Joe Hyde. We flew two or three sorties per week with the three aircraft assigned. It was on one of these sorties that Joe Hyde was lost as he descended from altitude over the Gulf of Mexico south of the Florida panhandle. He had experienced an equipment malfunction. The Barksdale operating location continued for several years as we continued to monitor the island.

Above

A U-2 (left), with a later TR-1. LOCKHEED Below

A pilot about to board his U-2. Note he is tethered to a portable oxygen tank. VIA LOCKHEED

VIETNAM DETACHMENT In 1964 the squadron was ordered to deploy three U-2s to Bien

“By order of the President, effective immediately, the Cuban mission has been turned over to the Strategic Air Command”

July 2013 FLYPAST 103

100-104_U2_fp.SBB.indd 103

17/05/2013 10:01

COLD WAR WARRIORS LOCKHEED U-2

“Each pilot was equipped with a personal dosimeter to measure any radiation encountered during flight” Above

U-2s undergoing extensive maintenance. LOCKHEED

Hoa Air Base, South Vietnam. Our compound consisted of three airconditioned trailers which housed the crews and our flight surgeon and the physiological support unit. The latter included medical facilities and a storage area for our partial pressure suits. In addition, a fourth trailer contained our secure communications and flight planning section. Maintenance personnel and non-crew staff were quartered in hooches (tents) on another part of the base. Our entire compound was surrounded by chain link fencing and topped with concertina wire. My tour was from September to November 1964. On Halloween night, October 31, 1964, at about midnight we were awakened by the sounds of mortar fire on the base and sirens going off. In the pitch dark we all grabbed our weapons and scrambled into our sandbagged bunkers adjacent to our trailers. We were welcomed to the bunkers by huge rats and various other crawling critters. The mortar fire continued for another 30 minutes. We could hear explosions coming from the vicinity of the flight line area. A few days before, a DC-130

[drone-director Hercules] had arrived with the Lightning Bug reconnaissance drones. Ken McCaslin was the commander of the unit. He and I made our way to where our aircraft were parked to assess any damage. In the meantime, the mortars were falling less frequently. Fortunately, we found that none of our aircraft had been damaged as our parking areas were a considerable distance from the main flight line. SNIFFING FOR NUKES During the years 1957 to 1965, the 4028th SRS was involved in flying out of several operating locations in support of the Armed Forces Special Weapons High Altitude Sampling Project. The locations were Ramey AFB, Puerto Rico, and Plattsburg AFB, New York, at the start of the programme. Over the years other locations were added: Eielson AFB, Alaska; Anderson AFB, Guam; Ezeiza Airport, Argentina; Howard AFB, Panama; East Sale RAAF Station, Australia; and RAF Mildenhall in the UK. Every Tuesday and Thursday we launched an aircraft on a seven-hour round-trip flight from the operating location to an altitude of 60,000 to 65,000ft collecting gaseous and

particulate samples from USSR nuclear detonations onto special equipment. Each pilot was equipped with a personal dosimeter to measure any radiation encountered during flight. If the flight encountered a ‘hot cloud’, as indicated by the dosimeter, the aircraft was isolated and decontaminated before downloading the samples. At some operating locations we flew in coordination with the Martin WB-57s of the Weather Service. The WB-57s flew our identical route at an altitude of 30,000ft. Upon landing we combined our package with theirs and it was all shipped out together. Flying out of Eielson, which was typical, we flew north to the geographic North Pole. After departing Point Barrow [on Alaska’s Arctic coast], we used celestial navigation, as the magnetic variation at those northern latitudes renders the magnetic compass unreliable. The hazards encountered during the sampling missions, in all parts of the world, were many. But like all of the other dangerous flights undertaken by the Dragon Lady’s pilots, the crew brought home the information, no matter what the odds and the personal risks.

104 FLYPAST July 2013

100-104_U2_fp.SBB.indd 104

17/05/2013 10:02

Father’s Day 16 th June 2013 F o r a g rea t range of gif t ideas v is it :

w w w. k e y p u b l i s h i n g . c o m / s h o p magazines

>

dvds

>

cds

>

books

>

flight sims

Tony Johnson was shot down in his Wellington bomber on his third operational mission. Captured shortly after he was interrogated in Dulag Luft before being sent to Stalag Luft 1 on the Baltic where he stayed from April to September 1944. As the noose tightened on Germany, Tony and his fellow kriegies were kept on the move. 208 pages, softback.

re du ce d

modelling

>

offers

Vulcan DVD

RAF 2013 Special

Escape to Freedom Book

>

Enter the cockpit of the iconic British Cold War Nuclear bomber, the Avro Vulcan. Legendary RAF pilot Flt Lt Martin Withers, who commanded Vulcan 607 on the first strike to take the Falklands in 1982, provides detailed commentary throughout this DVD, taking viewers through every aspect of the Vulcan’s cockpit and flight operations procedure. Region-free DVD, Running time 70 mins

Produced by Key Publishing and featuring articles written with and by RAF personnel, RAF 2013 is a 132-page special magazine that provides behind the scenes insight into the aircraft, equipment and people of one of the world’s premier air forces. Subscribers call for your £1.00 discount

Code: B399

Code: RAF13

Code: DVD560

O n ly £ 4 . 9 9

O n ly £ 4 . 9 9

O n ly £ 1 2 . 4 9

RAF Salute: Dambusters Special RAF Salute: Dambusters pays homage to the crews, engineers and tacticians who made the 1943 Dambusters raid possible.  Using archive documents and photographs, interviews with former and current RAF personnel and contributions from noted Dambusters historians, this 100-page special publication is a must-read for all enthusiasts of military aviation and World War II history.

Mighty Eighth Special

A-7 Corsair II DVD

After Pearl Harbor, priority was given to the War in Europe and US forces poured into the ‘unsinkable aircraft carrier’ Great Britain. From the team behind FlyPast magazine, Mighty Eighth is a 100-page special souvenir edition which celebrates the men, their machines and the airfields they flew from.

Enjoy a rare and historic look into one of the most distinctive shapes in the sky - the A-7 Corsair II! Having entered service during the Vietnam War, this mighty warbird soldiers on in the capable and trustworthy hands of the airmen proudly serving Greece and the Hellenic Air Force. Includes commentary from real-life A7 pilots! Region-free DVD, Running time 60 minutes.

Code: RAFDAM

Code: DVD511

Code: MIGHT8

O n ly £ 4 . 9 9

O n ly £ 1 2 . 4 9

O n ly £ 4 . 9 9

Falklands Special

Allied Fighters DVD Allied Fighters sweeps you into dogfights with Hurricanes and Spitfires against the Messerschmitts during the Battle of Britain. Join the battle with the Hellcats and Corsairs in the Far East and rejoin the fray with Lightnings, Mustangs, Thunderbolts, Typhoons and Tempests over Europe. Region-free DVD, Running time 60 minutes.

Wing Leader Book

Created by the team behind Britain at War magazine, The Falklands 30th Anniversary Special provides a 132-page timeline of events - in the air, in the sea and on the ground - during the conflict between British and Argentinian forces. Complete with ‘then and now’ photographs of the most iconic battlesites, original paintings and unique images.

re du ce d Code: FALK

Code: DVD355

O n ly £ 8 . 9 9

O n ly £ 3 . 9 9

The thrilling story of the topscoring Allied fighter pilot of the 2nd World War ‘Johnnie’ Johnson, who served with Fighter Command squadrons throughout the war, scoring his 38th and final victory in September 1944. From the moment the author joins his first operational Spitfire squadron in August 1940. Softback, 320 pages.

Code: B312

O n ly £ 7 . 9 9

To or d er call uk: 017 80 480404, Over s ea s +44 1780 4 8 0 4 0 4

Alter n at iv e ly , t o o rde r o nl i ne o r to ch e ck o u t o ur ful l ra n g e o f gi ft i de a s v i s i t: 332/13

w w w. k e y p u b l i s h i n g . c o m / s h o p *Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply. Postage charges vary depending on total order value.

332 Father Day FP MO.indd 105

16/05/2013 17:11

FROM THE WORKSHOP IWM DUXFORD

A Light Touch N

ow dubbed ‘Conservation in Action’, Hangar 5 at the Imperial War Museum Duxford makes for a rather different sight these days. With the museum’s Lambeth site in the midst of major redevelopment, visitors to the Cambridgeshire airfield have a rare chance to view IWM London exhibits in a manner not seen before. It’s not just aircraft – also to be found here are Field Marshal Montgomery’s Humber Super Snipe staff car Old Faithful, an Italian ‘human torpedo’, a Dunkirk ‘little ship’, a section of the Berlin Wall, a V-2 rocket and a host of other objects large and small. Some are undergoing work, others merely stored while the renewal of Lambeth is carried out. IWM Duxford Conservation Manager Chris Knapp sets the

scene: “Many of these objects have been on display for over 20 years. It’s an opportunity for us to go over them in detail, make any repairs that are necessary and generally keep an eye on things. “In the case of the aircraft, it’s the first time for many years that a lot of suspended airframes have come down to the ground. It’s been very much a learning curve – we’ve been able to inspect them, check them over and see if any damage or problems were caused while they were suspended. Fortunately, there’s been very little. “Some of the large objects that don’t fall under the curatorial responsibility of IWM Duxford staff are being cared for by my colleagues from the IWM London conservation team. We’ve taken on some temporary staff because

we’ve got a very finite timeline and an awful lot of work.” It took about 30 to 40 road journeys to transport some 65 objects from Lambeth. The extent of the IWM London development programme meant its closure in November last year. It will reopen in July, but only partially, as the museum gears up to a transformation in 2014 and the start of its World War One centenary commemorations.

Battle of Britain veteran Visitors to the ‘new look’ IWM London will find fewer aircraft among the displays, but Spitfire Mk.Ia R6915 will still be among them. The Battle of Britain veteran is without doubt one of the most original examples of this variant surviving in the world today, and

the treatment it’s being given reflects this. “We’re trying to do as little as we possibly can to the Spitfire,” said Chris. “Obviously, the wings had to come off for it to be transported, and we’ve reunited the aircraft with its original undercarriage, but all we’ve done is carry out a very detailed structural survey to make sure it’s sound and safe to be suspended back in London. “A little bit of damage was caused to the wing roots and wing fairing back when it was suspended. By the standards of the day it was perfectly acceptable, but now it wouldn’t be, so we’ve repaired that. The tail has been removed because we’re working with an engineer to

‘Time capsule’ Spitfire

Spitfire Ia R6915 in Duxford’s ‘Conservation in Action’ hangar in late March. ALL BEN DUNNELL UNLESS NOTED

106 FLYPAST July 2013

106-111_Workshop_fpNP.indd 106

17/05/2013 09:11

h

Big changes are afoot at IWM London and the conservation team at IWM Duxford are hard at work preparing for the transformation. Ben Dunnell reports

Above

IWM’s ‘Big Beautiful Doll’ awaits its turn at Duxford. DARREN HARBAR

Built by Supermarine’s Woolston works in Southampton and first flown from nearby Eastleigh by George Pickering on July 11, 1940, Spitfire Ia R6915 is a remarkable example of its breed. Never since retirement from service has it been subject to a repaint, let alone a restoration – and IWM has no plans to change the status quo. The fighter joined its first operational unit, 609 (West Riding) Squadron, at Middle Wallop, Hampshire, on July 21, 1940, later moving base to Warmwell, Dorset. R6915 notched up nearly 60 operational sorties during the Battle of Britain. In the hands of Plt Off Noël Agazarian it scored five ‘kills’ (three Bf 110s, a He 111 and a Bf 109), and another (a Bf 110) while being flown by Fg Off John Dundas DFC. The aircraft sustained battle damage several times, twice resulting in force landings. After a slightly longer period of repair, 602 (City of Glasgow) Squadron at Prestwick became R6915’s second, and last, frontline unit in January 1941. For the rest of its service days, the battle-scarred Spitfire was relegated to second-line duties. Time spent with 61 Operational Training Unit (OTU) at Heston, Middlesex, Eshott, Northumberland, and 57 OTU at Rednal, Shropshire, was interspersed by periods with repair organisations and at various maintenance units (MUs). It was damaged twice in flying accidents, an occupational hazard in OTU service, the last on September 21, 1943. Back on charge in December 1943 – other than 40 days with a Royal Naval test unit from January 16, 1944 – R6915 spent its time at different MUs. Unlike many of its kind, R6915 survived. Allocated to the Imperial War Museum on August 26, 1946, it was struck off charge on June 21, 1947. Initially it was displayed at ground level in the Lambeth building, but during the 1960s it was suspended from the roof, wheels down. Major redevelopment in 1989 created a new gallery for large exhibits, and R6915 was again hung from the ceiling, this time with undercarriage ‘retracted’ (in truth, removed). There it remained until the temporary move to IWM Duxford on December 13 last year. The paint worn ever since its OTU days remains intact, making R6915 unique in Britain. Spitfire Mk.Ia P9306 in Chicago’s Museum of Science and Industry and the Australian War Memorial’s Mk.IIa P7973 also wear their original wartime service paint.

design a better suspension system than was previously on there: so it’s less intrusive visually and does less damage to the aircraft itself. “The Spitfire was suspended [in 1989] from the undercarriage pintles, so to gain access the undercarriage legs were removed. They were kept in storage at IWM Duxford. When it goes back to IWM London they will stay with it, as we’re suspending the aircraft from a different location, the main spar joint. We’re doing that because there’s already slight damage to the fillets where it was suspended in the 1960s. The plan is to display it with the gear up. “We’ve got to put in a small patch where it was suspended from the rear fuselage and blend in some paintwork. The guns were removed and stored at IWM London, and they’ll be refitted when the aircraft goes back on display.” Visitors to the ‘Conservation in Action’ hangar may have noticed how R6915 is surrounded by a temporary yellow barrier bearing radiation warning signs – nothing to be alarmed about, naturally. Chris explained: “We do have a slight radiation hazard with the cockpit instruments. Basically

we’re just being ultra-safe, making sure nobody gets too close unsupervised. Obviously we want to monitor the radiation and get accurate readings now the aircraft is down on the ground. On the whole, the cockpit is quite complete, with just a few bits and pieces missing. We removed the seat so we could do a thorough survey.” Significant traces of red inhibiting fluid can be seen on parts of the Spitfire’s airframe and engine. “At some point in the aircraft’s history it was well inhibited. That’s a major benefit for us, because there is minimal corrosion,” added Chris. As for the colour scheme, IWM’s attitude is simple: “We believe it has Battle of Britain paint underneath the later training unit scheme, but this is conservation. Yes, we could strip it and paint it, but why would we want to lose that bit of the aircraft’s history?”

Minimal interference The same goes for the other airframes returning to IWM London. ‘Minimal interference’ is the name of the game with regards to Sopwith Camel N6812, the Beardmore-built mount of Sub-Lt Stuart Culley when, flying off a lighter towed behind HMS Redoubt, he shot down Zeppelin L53 on August 11, 1918. “We know the RAF renewed the fabric on it years ago. There’s a little bit of damage to one of the frames, which we’ll be replacing, and we’ll take the suspension system out as it will be

July 2013 FLYPAST 107

106-111_Workshop_fpNP.indd 107

17/05/2013 09:11

FROM THE WORKSHOP IWM DUXFORD The Spitfire’s very original cockpit. DARREN HARBAR

“We do have a slight radiation hazard with the cockpit instruments. Basically we’re just being ultra-safe...” displayed in a different attitude,” said Chris. “A less intrusive forward suspension mount is going to be designed, and the aircraft will be shown at, I think, 10-degrees nose-down as if it were strafing a trench. “It’s in very good condition. Apart from the fabric, some of the panelling around the nose was refurbished and replaced, but on the whole the basic airframe is original.” Those with a keen interest in the V-1 ‘doodlebug’ will note that its fuselage is longer than most extant examples of the German flying-bomb. This is a rare Fieseler Fi 103F-1, extended for the carriage of additional fuel and fitted with a lighter nose-cone that was made of wood. With greater range, such V-1s were able to hit London from launch sites in the Netherlands. “Again, the aim with this is to do as little as possible,” explained Chris. “The only bit that’s not

original is the spar for the wing, but the rest is all original, including the paint, so we’re leaving it.” Similarly, any attempt to restore the remains of Mitsubishi A6M3 ‘Zero’ would be counterproductive; it is destined for display at Lambeth, Chris noting: “If we were to start messing about with it we’d start throwing history away.” This ‘Zero’, recovered near Taroa in the Marshall Islands, has been part of the IWM Duxford collection since 1999. In its place comes a longtime Lambeth exhibit, the cockpit and inboard wing section of an A6M5, now positioned in Hangar 3, ‘Air and Sea’. Lambeth’s pair of World War Two heavy bomber cockpits, from Lancaster I DV372 Old Fred and Halifax VII PN323, are being separated – the Halifax is staying at Duxford, a type not otherwise represented there, while the Lancaster will go back.

Panels have been removed from the Spitfire’s wings, which enables views of the original equipment inside. DARREN HARBAR

Harrier at the hover Last of the complete airframes destined for the remodelled IWM London is Harrier GR.9A ZD461. Having survived Operation Warden over northern Iraq and the conflict in Afghanistan, a brake fire while taxying at Nellis Air Force Base, Nevada, during a ‘Red Flag’

deployment on January 26, 2010 put paid to the jet’s flying career. It was offered to the museum and transported by road to IWM Duxford in March last year. Chris explained: “The RAF completed the repair work; all we’ve done is complete some of the damaged paint and assemble the aircraft to make sure we’ve got all the bits we need.

108 FLYPAST July 2013

106-111_Workshop_fpNP.indd 108

17/05/2013 09:11

Harrier GR.9A ZD461 being prepared for its move to Lambeth.

Lambeth’s Mitsubishi A6M5 ‘Zero’ cockpit and inboard wing section are staying at Duxford for the foreseeable future.

Displayed items Visitors to IWM Duxford should note that not all the aircraft mentioned in this feature are on full public display. The Spitfire, V-1, Camel, He 162 and P-51 are positioned some way back from the public walkways. For more information on the IWM London redevelopment, follow the links within: www.iwm.org.uk

Spitfire Ia R6915 with its tail section removed for investigation.

Heinkel He 162A-1 120235, which will be staying at Duxford.

July 2013 FLYPAST 109

106-111_Workshop_fpNP.indd 109

17/05/2013 09:11

FROM THE WORKSHOP IWM DUXFORD

110 FLYPAST July 2013

106-111_Workshop_fpNP.indd 110

17/05/2013 09:12

“Now I’m just waiting on the final designs for the suspension system, so that we can get it manufactured and installed. One of my staff is making a transit stand for when it’s shipped down. It’s got to be on castors as it’s going into a very tight space, so anything we can do here to make life easier down at IWM London is going to be a bonus.” How easy, or otherwise, the reinstallation process will be is to become apparent after September 2. On that date the first of the larger objects will be moved into place at IWM London.

Staying on But what of those airframes that won’t now be part of the remodelled displays there? FockeWulf Fw 190A-8/R6 733682,

owned by the RAF Museum and previously on loan to IWM, has been moved to Cosford where it will remain. Royal Aircraft Factory BE.2c 2699, P-51D Mustang 44-73979 (painted as Big Beautiful Doll) and Heinkel He 162A-1 120235 are all staying at Duxford. These three are not yet being tackled by the conservation team, and no decisions have been made regarding their future display. One can assume that the P-51 will at least feature in plans for the ‘refresh’ of the American Air Museum, where currently a fullsize replica stands. “At the moment, everything we’re doing is geared towards the transformation of IWM London,” stresses Chris. For him and his team, this has been a major project geared towards an important objective: the survival in authentic condition of some of the most historically significant aircraft on the planet.

‘Big Beautiful Doll’ back at Duxford It’s not the real thing, of course – none of the original Mustangs that bore the name Big Beautiful Doll, flown in the European theatre by Col John D Landers, survives. Nonetheless, P-51D 44-73979 is an airframe with strong links to IWM Duxford. Details of the Inglewood, California-built machine’s USAAF and USAF service are sketchy. It was on charge from 1945 to 1950, when the Mustang passed to the Royal Canadian Air Force as 9246. A landing accident in May 1951 ended its flying life and it became an instructional airframe and ‘gate guardian’ for the next 17 years. In 1968 it was purchased by IWM and transported to the UK. At the then-disused Duxford airfield, the Imperial War Museum set up a store, to which the P-51 found its way in 1972. Volunteers from the East Anglian Aviation Society set about its restoration, and when Duxford first opened its gates to the public under IWM auspices for an inaugural Air Day on October 14, 1973, it was resplendent as the highly-polished Big Beautiful Doll 44-72258 as flown by Col Landers during his time as 78th Fighter Group CO. The British Aerial Museum (now the Aircraft Restoration Company) gave the aircraft further attention before, in 1989, it was transferred to the then-new large exhibits gallery of the IWM in Lambeth.

“...some of the panelling around the nose was refurbished and replaced, but on the whole the basic airframe is original”

Royal Aircraft Factory BE.2c 2699 on show at Duxford.

Sopwith Camel N6812 has been assessed by the engineers and requires very little conservation work.

July 2013 FLYPAST 111

106-111_Workshop_fpNP.indd 111

17/05/2013 09:12

www.clivedon.com ‘To Buy Or Find Your Local Stockist’.

‘Quality Collectable’ Aviation Gifts

Made in UK

Bespoke corporate gifts a speciality Contact us for a free quote Tel: 01207 500050, E: [email protected]

3h[Sf[a`Ad[Y[`S^e

7KH$YLDWLRQ$UWRI$QGUHZ+DUULV$*$Y$

([KLELWLRQRIRULJLQDORLOSDLQWLQJVGUDZLQJV SULQWV

6KRUHKDP$LUSRUW7HUPLQDO%XLOGLQJ :HVW6XVVH[%1))

WK-XO\WK$XJXVW ZZZDYLDWLRQRULJLQDOVFRP

Clivedon C O L L E C T I O N

PLASTIC RESIN & METAL KIT RETAILERS HOBBY & PASTIME MATERIALS 303 The Broadway. Bexleyheath, Kent DA6 8DT

Tel/Fax: (020) 8298 7177

www.kitkrazy.com 1,000’s NEW & DELETED KITS BOUGHT & SOLD PLEASE SEND SAE & 70P WORTH OF STAMPS FOR LIST

Aviation models Souvenirs Books Scanners DVDs

WORLDWIDE SUPPLIER OF QUALITY AVIATION MERCHANDISE Aviation Shops : 10 Sutton Court Road BAA Academy, Newall Road Heathrow Airport Hillingdon, Middlesex UB10 9HP, Tel: 01895 231 707 TW6 2AP, Tel: 0208 759 8759

0XVKURRP0RGHO3XEOLFDWLRQV *ORXFHVWHU&ORVH3HWHUVÀHOG+DQWV*8$;8. URJHUZ#PPSERRNVEL]ZZZPPSERRNVEL]

)43

%!39

4/

!$6%24)3%

ZZZ$YLDWLRQ5HWDLO'LUHFWFRP Order Hot line: 01895 231 707

7)4(

#,!33)&)%$3


2ATEaPERWOR DINC6 !4 MINIMUMa "OXNUMBERSa % -AILANDWEBSITESaEACH

#HEQUES0/SPAYABLETO+EY0UBLISHING,TD!LLCOPYAND"OX.UMBERREPLIESMUSTBEADDRESSEDTO :HYH7S\TI Classified Advertising, PO Box 100, Stamford, Lincs, PE9 1XQ. 4EL   &AX  % -AILSARAPLUMB'RL`W\ISPZOPUNJVT

0,%!3%).3%24&/2-/.4(3 34!24).'7)4()335% 0AYMENTBY#HEQUE

N

PAYABLETO+EY0UBLISHING,TD

6ISA-ASTER CARD

#ARD.O%XPIRYDATE .AME

DIGITSONBACKOFCAR D 3ECURITY.O !DDRESS   0OSTCODE 4EL.O 3IGNATURE -!).(%!$).'

ROYAL AIR FORCE CORONATION REVIEW 1953

Sh w Right

Aerial view of the static display area at Odiham, ready for inspection by HM the Queen. The public enclosure was to the left while in the distance to the right is the RAF vehicle and special equipment display. The view, looking more or less south-west, is the direction the huge flypast took. KEC

H

opefully it’s not a state secret, but in the spring of 2013 the RAF, Fleet Air Arm and the Army Air Corps had a combined active fleet of about 980 aircraft. That includes Reaper drones and types owned and operated by contractors. Not counted are Air Cadet gliders, machines in long-term store, instructional airframes and the historic flights. On Wednesday July 15, 1953 a static display of 318 RAF aircraft had been carefully arranged

f Force

Doug Moore and Jonathan Garraway profile the spectacular Royal Review at RAF Odiham, 60 years ago at Odiham, Hampshire. That afternoon a flypast of 641 more aircraft streamed overhead. The nation’s new monarch, Her Majesty Queen Elizabeth II, was being introduced to her air force. The maths comes to 959 machines on the ground and in the air to salute the new queen. Of course, it is impossible to compare the capabilities of the RAF then and now, but it is still staggering to appreciate that the UK’s entire functioning military aeronautical

assets are only just above the headcount of the representative examples paraded at Odiham 60 years ago. Her Royal Highness Princess Elizabeth became Queen Elizabeth II after the death of her father, George VI, on February 6, 1952 and was crowned at Westminster Abbey on June 2, 1953. During Coronation Day a large flypast was staged over the Mall, in front of Buckingham Palace, but this was as nothing compared with what was planned for July 15.

114 FLYPAST July 2013

114-120_Review_fpNP.indd 114

17/05/2013 17:10

y

July 2013 FLYPAST 115

114-120_Review_fpNP.indd 115

17/05/2013 17:11

ROYAL AIR FORCE CORONATION REVIEW 1953

CORONATION REVIEW FLYPAST Right

The masterplan for the 49 aircraft formations that overflew Odiham during the Coronation Review. PETE WEST Bottom, left to right

HM the Queen and the Duke of Edinburgh touring the static display by car. Behind are Lancaster GR.3s RE164 and RE181 of the Maritime Reconnaissance School, based at St Mawgan. PETER GREEN COLLECTION

A total of 216 Meteor F.8s, including those of Biggin Hill-based 41 Squadron, took part in the flypast. This shot was taken from a Meteor T.7, probably during the rehearsals, by Gloster’s regular lensman, Russell Adams.

Formation 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49

Quantity 1 16 16 12 12 12 12 12 6 6 6 3 9 9 9 9 9 12 9 9 5 3 12 12 12 12 24 24 24 24 24 24 24 24 24 24 18 18 24 24 24 36 6 1 1 1 1 1 1

Type Bristol Sycamore HR.13 DHC Chipmunk T.10 DHC Chipmunk T.10 Percival Prentice T.1 NA Harvard T.2B Airspeed Oxford T.2 Avro Anson T.21 BP Balliol T.2 Vickers Varsity T.1 Vickers Varsity T.1 Vickers Valetta C.1, T.3 Short Sunderland GR.5 Avro Lincoln B.2 Avro Lincoln B.2 Avro Lincoln B.2 Avro Lincoln B.2 Avro Lincoln B.2 Boeing Washington B.1 Shackleton MR.1, MR.2 Shackleton MR.1, MR.2 Lockheed Neptune MR.1 HP Hastings C.2 DH Vampire NF.10 DH Vampire FB.5 DH Vampire FB.5, T.11 Gloster Meteor F.4, T.7 DH Venom FB.1 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor F.8 Gloster Meteor NF.11 Gloster Meteor NF.11 EE Canberra B.2 EE Canberra B.2 Canadair Sabre F.4 Canadair Sabre 2 Supermarine Swift F.1 HP Victor Vickers Valiant Avro Vulcan Gloster Javelin Hawker Hunter Supermarine Swift F.4

Operating from Blackbushe, Hants Booker, Bucks South Cerney, Glos South Cerney, Glos Little Rissington, Glos Wellesbourne Mountford, Warks Shawbury, Shropshire Cottesmore, Rutland Thorney Island, Hants Thorney Island, Hants Colerne, Wilts Pembroke Dock, Pembrokeshire Upwood, Huntingdonshire Upwood, Huntingdonshire Waddington, Lincs Waddington, Lincs Hemswell, Lincs Marham, Norfolk St Eval, Cornwall Ballykelly, Northern Ireland Kinloss, Moray Lyneham, Wilts Coltishall, Norfolk Horsham St Faith, Norfolk Oakington, Cambs Oakington, Cambs Wattisham, Suffolk Tangmere, West Sussex Biggin Hill, Kent Duxford, Cambs Horsham St Faith, Norfolk Waterbeach, Cambs Honiley, Warks Wattisham, Suffolk Wymeswold, Leics North Weald, Essex West Malling, Kent West Malling, Kent Binbrook, Lincs Hemswell, Lincs Duxford, Cambs North Luffenham, Rutland Boscombe Down, Wilts Radlett, Herts Wisley, Surrey Woodford, Cheshire Moreton Valence, Glos Dunsfold, Surrey Chilbolton, Hants

Notes

1

12

2

20

3

19

4 5 6 7 8 9 10

Notes: 1: Formation 24 was from 75 and 76 Squadrons, RAAF, normally based at Ta Qali, Malta. 2: Formation 28 comprised 54 and 247 Squadrons, both resident at Odiham, but deployed to Tangmere. 3: Formation 40 of Canberras also operated from Scampton, Lincs. 4: Sabres from the Royal Canadian Air Force. 5: Victor WB771 flown by Handley Page test pilot Hedley Hazelden. 6: Valiant WB215 flown by Vickers test pilot Brian Trubshaw. 7: Vulcan VX770 flown by Avro test pilot Roly Falk. 8: Javelin WT827 flown by Gloster test pilot Bill Waterton. 9: Hunter F.1 WT555 flown by Hawker test pilot Neville Duke. 10: Swift F.4 WK198 flown by Supermarine test pilot Mike Lithgow.

116 FLYPAST July 2013

114-120_Review_fpNP.indd 116

17/05/2013 17:12

21 17 40

39

46 15 16 NOTTINGHAM

7

23

35 8 13 14

BIRMINGHAM

33 6 BEDFORD

5 3

32

25 26

NORTHAMPTON

47

27 34

30 41

4

44

36

2 11

IPSWICH

HERTFORD LEAVESDEN

SWANSEA BRISTOL

24 31

18

42

SOUTHEND

22

LONDON

1

TROWBRIDGE

43

49

45

29

37 38 DOVER

ODIHAM

9

10

48 28

BRIGHTON

July 2013 FLYPAST 117

114-120_Review_fpNP.indd 117

17/05/2013 17:12

ROYAL AIR FORCE CORONATION REVIEW 1953

CORONATION REVIEW STATIC Clockwise from right

Lincoln B.2s of 83 and 97 Squadrons during a practice run for the flypast – photographed by the ninth member of the formation. VIA CLIFF BLUNDELL

Part of the Vampire line-up – left to right: F.3 VT830 issued from store at St Athan, FB.5 VV624 of the central Gunnery School, Leconfield, and a T.11 of 202 Advanced Flying School, Finningley. Head-on image of Meteor FR.9 WH542 of 2 Squadron, based at Wahn, West Germany. Behind is Hastings C.2 WJ327 of the RAF Flying College at Manby, Lincs, and a barrage balloon.

Type

Quantity Unit(s)

Airspeed Oxford T.2

9

8, 9 and 10 Flying Training Schools

Auster AOP.6

6

664 Sqn

Avro Anson C.19, T.21, T.22

7

116 and 527 Sqns; 1 Air Navigation School, Central Navigation School

Avro Lancaster GR.3

4

Maritime Reconnaissance School

Avro Lincoln B.2

8

61, 97, 100, 116 and 527 Sqns, 230 OCU, Central Navigation and Control School, Central Gunnery School

Avro Shackleton MR.1, MR.2 4

269 Sqn and others

Boeing Washington B.1

4

35, 90, 115 and 207 Sqns

Boulton Paul Balliol T.2

6

7 Flying Training School

Bristol Freighter Mk.31

1

31 Sqn RNZAF

Bristol Sycamore HC.12

1

Anti-Submarine Warfare Development Unit

Canadair Sabre 2

12

410, 439 and 441 Sqns RCAF

Canadair Sabre F.4

4

2nd Tactical Air Force Sqns

De Havilland Vampire F.3

8

stored examples from St Athan

De Havilland Vampire FB.5 19

502, 602, 613 and 614 Sqns, 233 OCU, 202 Advanced Flying School

De Havilland Vampire FB.9 16

509 Sqn plus stored examples from Hawarden, Hullavington and Shawbury

De Havilland Vampire NF.10 3

stored examples from Hullavington

De Havilland Vampire T.11

4

202 and 208 Advanced Flying Schools

De Havilland Venom FB.1

4

266 Sqn

De Havilland Devon C.1

2

Coastal Command Communications Sqn, Flying Training Command Communications Sqn

DH Canada Chipmunk T.10

60

Liverpool University Air Sqn, RAF College and 5, 9, 10, 18 and 22 Reserve Flying Schools plus others from storage

EE Canberra B.2

5

10 Sqn and RAF Flying College

EE Canberra PR.3

1

540 Sqn

Gloster Meteor F.3

5

stored examples from High Ercall, Little Rissington and Lyneham

Gloster Meteor T.7

24

78 Sqn RAAF, 202, 203, 205, 206, 207, 211 and 215 Advanced Flying Schools plus others including 226 OCU

Gloster Meteor F.8

20

63, 247, 500, 600, 601, 604, 610 and 611 Sqns, 266 OCU and others including Air Fighting Development Sqn, Central Gunnery School

Gloster Meteor FR.9

12

2 Sqn plus stored examples from Aston Down and Kirkbride

Gloster Meteor NF.11

20

228 OCU plus others

Handley Page Hastings

6

24 Sqn (C.4), 202 Sqn (two Met.1s), 511 Sqn (C.2), RAF Flying College (C.2s) plus another

Lockheed Neptune MR.1

4

203 Sqn

NA Harvard T.2

12

1, 3, 6 and 22 Flying Training Schools

Percival Prentice T.1

12

Central Flying School, 1, 3 and 22 Flying Training Schools, 1 Air Signals School

Percival Provost T.1

4

Central Flying School

Slingsby Cadet TX.1

1

Air Cadet glider

Vickers Valetta C.2, T.3

5

30 Sqn, 1 and 2 Air Navigation Schools

Vickers Varsity T.1

5

1 and 2 Air Navigation Schools, 201 Advanced Flying School and one other

More than aircraft

In June the Queen had reviewed the Royal Navy at Spithead, near Portsmouth, amid great splendour. Odiham in Hampshire was selected as the venue for the RAF equivalent, offering good road links from London, large aprons and a runway layout that facilitated the huge static display. Concerns about confliction with traffic at London Heathrow Airport (located some 30 miles away) were overcome. The Review was not just for flying machines; the RAF brought

118 FLYPAST July 2013

114-120_Review_fpNP.indd 118

17/05/2013 17:12

along examples of its ground-based equipment as well. This included radar, barrage balloons, police vehicles, a careers advice van and even a mobile dental surgery. Prior to the flypast, the Queen and the Duke of Edinburgh inspected 1,125 airmen and airwomen of all ranks and commands, including the RAF Regiment, Apprentices and Boy Entrants. Music was supplied by the massed bands of the RAF. De Havilland Venoms of the West Raynham-based Central Fighter Establishment traced the letters ‘ER’

in the sky prior to the flypast. While the Royal party headed for lunch, entertainment was laid on for the huge crowd. Included in the ‘pre-flypast’ was a civilian Tiger Moth flown by Cadet Oswell on his first solo cross-country out of Fairoaks in Surrey, a stressful enough exercise without having to do it in full view! Meanwhile, Spitfire XVI TE389 of 1 Civilian Anti-Aircraft Co-operation Unit, Hornchurch, Essex, and an Auster AOP.6 of 662 Squadron, among others, displayed in front of the crowd.

Through the ‘gate’

Lunch over, the Royal party returned to the viewing position ready for the flypast. The planning of the spectacle involved calculating average speeds, from the 86mph of the lead Sycamore helicopter to the 660mph-plus of the Hunter and Swift that concluded the event. The entire procession was scheduled to take 27 minutes, 30 seconds to pass by. Altitudes issued to each formation were to be strictly adhered to from entering the ‘gate’ over

“The entire procession was scheduled to take 27 minutes 30 seconds to go by”

July 2013 FLYPAST 119

114-120_Review_fpNP.indd 119

17/05/2013 17:13

ROYAL AIR FORCE CORONATION REVIEW 1953 Top to bottom

A view of the Coronation Review lineup looking north-east directly along Odiham’s shorter runway. Bringing up the rear of the flypast was Mike Lithgow in Swift F.4 WK198. The fuselage of this machine is preserved at the Brooklands Museum, Surrey. KEC The official programme for the Coronation Review 1953 and a ticket for the public enclosure. Admission was one shilling and six pence (7½ ‘new’ pence) and the gates opened at 8am. ALL DOUG MOORE COLLECTION UNLESS NOTED

“It was left to Mike Lithgow of Supermarine to close the procession at 16:07 with Swift F.4 WK198” Leavesden airfield near Watford in Hertfordshire – ranging from the Sycamore’s 400ft to 1,200ft for some of the jets. This provided a healthy vertical separation between the various sections in the flypast. Within the 49 ‘slots’ that made up the flypast (see the panel on page 116) the largest formation comprised of 36 Royal Canadian Air Force Sabres, operating out of their base at North Luffenham in Rutland. There were also 13 formations of 24 jets – Canberras, Meteors, Sabres and Venoms. All underwent practice in the weeks coming up to the big day and a fullblown ‘dress rehearsal’ on the 10th. Queen Elizabeth was treated to a spot-on, crisp presentation of the might of her air force – building from trainers to Lincolns and Washingtons of Bomber Command to massed jet fighters and Canberra bombers. It all started as the solitary Sycamore arrived on slot at 15:39 hours and 30 seconds, trailing a huge RAF Ensign beneath it. The final aircraft provided a glimpse of the future RAF: test pilots flew prototypes of the V-bombers (the Valiant, Victor and

Vulcan), the Javelin all-weather interceptor and the first production Hunter F.1. It was left to Mike Lithgow of Supermarine to close the procession at 16:07 with Swift F.4 WK198. This combination of man and machine was destined to seize the world absolute airspeed record of 735.7mph over Libya on September 26. After WK198 had run through, a compressor blade failed in its Rolls-Royce Avon and Lithgow was forced to carry out a tricky engine-out landing at his base at Chilbolton, 21 miles to the south-west. With a run-through height of 700ft, Lithgow turned his estimated 667mph into more height, as 21 miles was a long way to glide in a Swift! Thankfully, he had experience of ‘dead-sticking’ the fighter so the Royal day was not marred by a mishap. With many thanks to Peter Green for his help with this feature. If you would like more on this subject, then track down a copy of Coronation Wings by Eric Bucklow (Hikoki 1998), a seminal study of this exceptional event.

120 FLYPAST July 2013

114-120_Review_fpNP.indd 120

17/05/2013 17:13

FINALS P-38 LIGHTNING At the recent Planes of Fame Airshow in Chino, California, no fewer than five Lockheed P-38 Lightnings took to the air. Given that the world’s airworthy population is thought to be seven, the sight of five of these distinctive World War Two fighters together (see Airshow) was something to savour. This dramatic shot captures two of the participants that weekend: Planes of Fame’s P-38J 44-23314 (nearest camera) and P-38L 42-6981 . MICHEAL O’LEARY

next

The ever-popular ‘The Way We Were’ series returns in next month’s bumper issue when we look at the history of 216 Squadron. We also profile a fighter pilot who flew Spitfires with great distinction in World War Two, and take a trip to the de Havilland Aircraft Heritage Centre, the home of several Mosquitos. This special issue is in the UK shops on July 1 – see page 98 for our latest money-saving offers. * Overseas deliveries are likely to be after this date.

122 FLYPAST July 2013

122_Finals_fpNP.indd 122

17/05/2013 09:22

NEW

%lRZLQJ 8S A SWRUP Initially designed to replace the Hawker Hurricane as the complementary highaltitude Äghter to the Supermarine SpitÄre, the Typhoon instead Mound its Mame as a low altitude ground-attack aircraMt, spearheading the airbourne assault through occupied Europe aMter D-Day. Designed around the enormous 24 cylinder Napier Sabre engine, the Typhoon had a tough gestation beMore maturing as a capable, low level Äghter bomber, devistating German armour in Normandy and beyond.

r Typhoon wke IB a H

This brand new tool has the Mollowing Meatures"

Scan this QR code with your smartphone to ðnd out more

‹ 6pen or closed wing gun ports option. ‹ 6pen or closed canopy option. ‹
A0

204

Ha

wk

o ypho T r e

n IB Starter Set

1 1:72 Scale

A02041 ScKePe A

A55208 ScKePe No.266 Squadron, 2nd Tactical Air Force, Royal Air Force, Holland and Germany, 1944.

1:72

08

A 5 52

A02041 ScKePe % Flight 6ɉcer A H Fraser, No.439 (Westmount) Squadron, No.143 Wing (Royal Canadian Air Force), 2nd Tactical Air Force, Royal Air Force, Eindhoven, Netherlands, February 1945.

Sc

ale

Squadron Leader Basil Gerald ‘Stapme’ Stapleton DVC, No.247 (China-British) Squadron, No.124 Wing 2nd Tactical Air Force, Royal Air Force, Eindhoven, Netherlands, December 1944.

ZZZaLUÀ[cRP aQG all JRRG UeWaLl VWRcNLVWV Join the AIRFIX Club www.youtube.com/ ofÀcalairÀ[

www.twittHr.comairÀ[

www.facebook.com/ ofÀcalairÀ[

www.humbrol.com

For schools and all youth organisations

Chronospace

Selfwinding chronograph

Officially chronometer-certified

Slide-rule

Water-resistant to 200 m/660 ft

Suggested retail price £5100*

For your nearest stockist in Great Britain and Ireland telephone 020 7637 5167

*RRP. Subject to change without notice.

YOUR FLIGHT IS OUR MISSION™