BREAKING NEWS - VULCAN XH558 TO RETIRE IN 2015 Britain’s Top-Selling Aviation Monthly
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WE TALK TO THE TEAM BEHIND P-51D JUMPIN’ JACQUES
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BATTLING BLENHEIM
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HISTORY
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JULY 2015
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Welcome
A
s we closed for press this month we received the sad, but not unexpected, news that 2015 will be the Vulcan’s final season on the airshow circuit. (See News, page 6.) XH558 has been gracing our skies since returning to flight in October 2007, and I’d very much hoped we’d enjoy the sight and sound of the big delta for a few more years; but that’s not to be. I expect she’ll be kept in ‘live’ ground-running trim in retirement, in a similar way to Vulcan B.2 XL426 at Southend, and XM655 at Wellesbourne, to inspire future generations. We will, of course, keep you informed of plans for XH558 in future issues. As one Cold War warrior bows out, another is very much up-and-running. I refer to the English Electric Lightning fighter, which recently ventured skyward again in South Africa. (See pages 52-54.) While the jet is a long way from its UK birthplace, it’s good to know that an example of this most impressive fighter is airworthy, and we can dream that she’ll come ‘home’ one day. A mountain of paperwork issues would need to be resolved before the Lightning could fly over Britain, so I’m not too hopeful – but as the Vulcan to the Sky team proved a decade ago, anything is possible. I’ll sign off by saying that I hope you enjoy your latest issue of FlyPast – please let us know your thoughts on the Vulcan’s retirement; we’ll publish a selection of letters on the subject in FlyPost. This is the month that was...
Nigel Price Editor
Seventy-five years ago the Battle of Britain was beginning, with the Spitfires and Hurricanes of Fighter Command bearing the brunt of the aerial clashes. The Luftwaffe was defeated, but at a heavy cost to ‘The Few’.
Assistant Editor Steve Beebee
Contributing Editor Ken Ellis
Advertising Manager Alison Sanders
Today, a very rare airworthy Spitfire Mk.I is being prepared to be sold at auction. P9734 will be dismantled at Duxford in June and moved by road to London - it will then be sold to the highest bidder by Christies on July 9. JOHN DIBBS
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 Editors - Ken Ellis and Dave Unwin
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Features 22
Blenheim brought down
44
Blackbird flight
56
52
Thunder City Lightnings
86
On his debut ‘op’ Alfie Fripp failed to return and began six years as a PoW. Sean Feast recounts how his luck ran out.
30
Canada’s Lysander
Nigel Price profiles Canadian Warplane Heritage’s Toronto-built Westland Lysander.
Warren E Thompson interviews Bob Gilliland, the man who made the first ever flight in Lockheed’s awesome SR-71 Blackbird.
Ian Black reports from South Africa where fast jet flyer Thunder City is looking to the future.
North Weald Mustang
Peter Teichman talks to Steve Beebee about plans for his immaculate North American P-51D Mustang ‘Jumpin’ Jacques’.
Brisfit flight
The Shuttleworth Collection’s Bristol F.2B recently flew alongside a modern day Hawk to mark 208 Squadron’s centenary.
Contents July 2015
No.408
Front Cover
Peter Teichman flying Hangar 11’s North American P-51D Mustang ‘Jumpin’ Jacques’. See feature beginning on page 56. JOHN DIBBS This page, main image: The Canadian Warplane Heritage’s Toronto-built Westland Lysander - see page 30. GAVIN CONROY
30 Canada’s Lysander
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44 Blackbird flight
56 North Weald Mustang
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Californian Messerschmitt
Frank B Mormillo profiles the CAF 3rd Pursuit Squadron’s Messerschmitt Bf 108 Taifun.
118 Star of Africa
• • • • •
Regulars
Vulcan to stop flying Hornet salutes The Few Stirling gear reconstructed VC10 moving to Cosford Bruntingthorpe’s new Lightning
Keith Gaskell pays tribute to a beautifully preserved Douglas DC-6.
38 40
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Glory Days
Rarely seen images of Avro Shackleton prototypes.
Airshow
Visits to two major US events and some season-opening displays in the UK.
Museum - Duxford
Several large exhibits have been removed from Duxford’s American Air Museum in preparation for the building’s revamp.
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Museum – Thailand
94
FlyPost and ‘Ops’ Board
Peter R Foster reports from Thailand’s Air Force Museum as it slowly recovers from flood damage.
Readers’ letters and dates for your diary.
102 From The Workshop Andrew Carter describes the recreation of an airworthy Fokker E.III Eindecker.
108 Airfields – Pembrokeshire
Ken Ellis reveals the Welsh county’s intriguing aviation heritage.
122 Finals
Eurofighter and Spitfire.
Spotlight
Dornier Do 17
FREE gift when you subscribe! Claim your FREE F-105 Thunderchief DVD or copy of Lie In The Dark And Listen, the memoirs of Bomber Command pilot and PoW Ken Rees, when you subscribe. A subscription to FlyPast also makes a great birthday gift. See pages 36 and 37 for details or visit www.flypast.com to find out more about our digital packages.
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Origin and History
We recount the bomber’s history.
Men Behind the Do 17
Chris Goss looks back at the flying career of Dornier pilot Erwin Moll.
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Dornier in Profile
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In Combat
The Luftwaffe bomber’s role during the first days of the Battle of Britain is examined by Chris Goss.
From The Archive
A selection of rarely seen Dornier Do 17 images taken during World War Two.
Pete West artwork of a Do 17 that served as a night-fighter.
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Last flying Vulcan to be grounded
Avro Vulcan B.2 XH558 will fly for the last time later this year. ERIC COECKELBERGHS-VTST
The Vulcan to the Sky Trust (VTST), which owns and operates Avro Vulcan B.2 XH558, has confirmed the aircraft will cease flying later this year. A statement from VTST explained that the technical authorities on which they depend have decided to end their support at the end of 2015, bringing flights to a stop under Civil
Aviation Authority regulations. Although VTST is confident that XH558 is currently as safe as any aircraft flying today, its structure and systems have already exceeded the flying hours of any other Vulcan by 10%, so knowing where to look for signs of possible failure is becoming increasingly difficult.
Farewell to Flight sorties. More information will become available on the Trust’s website in due course. VTST boss Dr Robert Pleming paid tribute to the many individuals and organisations who have supported the Vulcan. “Thank you so much to everyone who has donated their time and/or money to help XH558 fly, including of course the many specialist companies whose expertise has been invaluable and without which we could not achieved the incredible feat of bringing her back to flying status,” he said. “This wonderful adventure and the pleasure she brings to millions of people each year would not have been possible without the incredible generosity of you, the public. Thank you again for supporting XH558 so loyally and now, for a few more exciting months, the last flying Avro Vulcan.” www.vulcantothesky.org
Vickers Vincent emerges from workshop
Typhoon FGR.4 ZK349 flying in Battle of Britain markings at Coningsby on April 24. JAMIE EWAN
Eurofighter receives Battle of Britain VC colours Eurofighter Typhoon FGR.4 ZK349 has been given a striking new paint scheme for this year’s airshow season. The 29 (R) Squadron machine now wears the camouflage markings and squadron codes of the Hawker Hurricane I flown by Flt Lt Eric James Brindley Nicolson, the only RAF Fighter Command pilot to be awarded the Victoria Cross in World War Two. Flying with 249 Squadron on August 16, 1940, the 23-year-old Nicolson pressed home an attack
Secondly, maintaining the jet’s superb safety record requires expertise that is becoming hard to find. The trust’s technical partners have brought many highly qualified specialists out of retirement specifically to work on XH558; a solution that is becoming impractical. The skills issue is particularly acute as the engines increase in age, requiring a considerable amount of additional and costly inspection and assessment. As reported in last month’s FlyPast, VTST plans to maintain the Vulcan in ‘live’, ground-running condition, capable of carrying out fast taxi runs. It will form the centrepiece of an educational visitor establishment, almost certainly at its current Doncaster base. Before its final flight, XH558 will participate in a full flying season, which will include two special
on a Messerschmitt Bf 110 despite having sustained injuries, and with his own aircraft on fire. He survived the incident but was killed in a Consolidated B-24 Liberator crash on May 2, 1945. The Typhoon, which also has Nicolson’s name painted beneath the cockpit, is set to fly as one half of a Battle of Britain Synchro Pair alongside the BBMF’s Supermarine Spitfire Vb AB910 (also see Finals, page 122).
Significant progress is being made in New Zealand on the restoration of the last surviving Vickers Vincent. Designed for the RAF as a three-seat general purpose aircraft, the Vincent was a development of the Vildebeest torpedo-bomber. Powered by a 635hp (474kW) Bristol Pegasus radial and armed with a pair of machine guns and a 1,000lb bomb load, 197 Vincents entered service, comprising newly built examples and those converted from Vildebeests. Sixty were supplied to New Zealand in 1939, where they initially served in reconnaissance and army cooperation roles, later being used as trainers and target tugs. A further two Vincents were built in New Zealand from spare parts. In 1972 the remains of a number of ex-
RNZAF Vildebeests and Vincents were recovered from a pit at Marton, near Ohakea, by volunteers from the Museum of Transport and Technology (MOTAT). A composite example of a Vildebeest is being constructed by MOTAT using these remains. Surplus parts were later acquired by Don Subritzky, who has been using them to help restore a Vincent at his workshop at Dairy Flat, north of Auckland. The project is based on the remains of K6357, a Vincent which served with the RAF’s 55 Squadron in Iraq from 1937 to 1939. It was then delivered to New Zealand, becoming NZ311. The Subritzky family recently rolled the machine out of its workshop for a photo session, illustrating the significant progress made. MIKE SHREEVE
The Subritzky family’s Vickers Vincent project at Dairy Flat, New Zealand. DAVE HOMEWOOD VIA MIKE SHREEVE
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Lightning F.3 arrives at Bruntingthorpe
Burma scheme for French Warhawk Curtiss P-40N Warhawk 42-105915 (F-AZKU) Little Jeanne has recently emerged from a partial repaint. The fighter, which belongs to France’s Flying Warbirds and is based at Melun to the south of Paris, now bears the nose art and markings of a machine from the so-called ‘Burma Banshees’, the USAAF’s 80th Fighter Group (FG), based in Burma in 1944. It retains its white tail section and the name Little Jeanne on both sides of the nose. The Warhawk made its public debut in the new scheme on April 11 at Le Bourget, Paris.
Ordered in 1942, 42-105915 was originally destined for the Chinese Air Force but was instead allocated to the USAAF’s 5th Air Force in the Far East. Having served with the 49th FG, it was abandoned on the airfield of Tadji in Papua New Guinea at the end of the war. It was recovered in 1974 by Charles Darby and transported to New Zealand. Having been on display at several museums it was eventually restored to fly in 2002, and was acquired by its current owner five years later. www.ffwm.fr Curtiss P-40N Warhawk ‘Little Jeanne’ in new colours at Le Bourget on April 11. ERIC JANSSONNE
English Electric Lightning F.3 XR713 was delivered to Bruntingthorpe by road in two sections on April 30 and May 7. The jet had been dismantled at Leuchars by the Lightning Preservation Group, which is now reassembling it at its Leicestershire base. The team hopes to complete the work in time for its summer open day (date tbc), and is currently seeking donations to support the project. www.lightnings.org.uk PHOTO-NEIL HUTCHINSON
Bristol Fighter reproduction flying in Australia An airworthy replica of a Bristol F.2B Fighter has taken to the skies in Australia, making its debut at the Australian International Airshow at Avalon on February 28 and March 1. Now in the hands of The Australian Vintage Aviation Society (TAVAS), it flies regularly from Caboolture, Queensland. Built by Ed Storo in the US, and first registered as N624 in 1992, it was originally painted in an all-silver
scheme, before being acquired in 2002 by New Zealand’s The Vintage Aviator Ltd (TVAL). Flying as ZK-JNU, it was initially based at Omaka, Blenheim, before being moved to Masterton with the rest of TVAL’s Great War ‘fleet’. Following a repaint, it was operated in New Zealand for almost 13 years. The aircraft was shipped to Australia with nine other aircraft to participate at Avalon earlier this
year, alongside three World War Onestyled aircraft from TAVAS. Following discussions with TVAL boss Gene DeMarco, arrangements were made to transfer the Bristol permanently to the Australian organisation. The acquisition was made possible with the help of supporter Jack McDonald, and on arrival the biplane was reassembled by volunteers under the guidance of chief engineer Dave Walsh.
Immediate plans for the aircraft include repainting it into the colours of B1229, the fighter flown by Sir Ross Macpherson Smith during his days with the Australian Flying Corp’s 1 Squadron. Smith scored 11 victories in the Great War, also flying sorties in aid of T E Lawrence (Lawrence of Arabia) and later flying a Vickers Vimy from London to Australia. www.tavas.com. au WITH THANKS TO ANDREW CARTER
Bristol F.2B Fighter ZK-JNU is now flying with TAVAS in Australia. DAVE WALSH-TAVAS
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Canadian Hornet salutes The Few McDonnell Douglas CF-18A Hornet 188761 flies over the Saguenay River near Bagotville, Quebec, on April 1. LEADING SEAMAN ALEX ROY VIA RCAF
The Royal Canadian Air Force (RCAF) has repainted one of its display aircraft, McDonnell Douglas CF-18A Hornet 188761, into a Battle of Britainstyle colour scheme. The Hornet took to the skies for the first time in its new markings on April 1, from 3 Wing’s Bagotville, Quebec base,
with Capt Denis ‘Cheech’ Beaulieu at the controls. It subsequently appeared at the Planes of Fame Air Show in Chino, California, on May 2 and 3. The design project was led by graphic artist Jim Belliveau of 410 Tactical Fighter (Operational Training) Squadron, located at Cold Lake,
Alberta. The top side scheme is inspired by the early-1940s earth tone and dark green camouflage used on Hawker Hurricanes and Supermarine Spitfires during the Battle of Britain, while the tail murals highlight key events and people related to that period of the war, including Sir
Winston Churchill and Canadian pilot Flt Lt Gordon Roy McGregor DFC. More than 100 Canadians flew in the battle, principally as members of the RCAF’s No.1 Squadron (later renamed 401 Squadron) and the RAF’s 242 Squadron, with around 300 serving as ground crew.
Stirling landing gear reconstructed
briefings
Planehunters Recovery Team, a group of enthusiasts based in Belgium and the Netherlands, has reconstructed a Short Stirling main landing gear for a mobile display. The group has utilised parts from various Stirling wrecks, with new materials added to complete the exhibit. The largest items originate from a machine that came down on a supply sortie during Operation Market Garden in September 1944. All the work has been carried out by volunteers,
without specific funding. Currently situated in the Netherlands, the landing gear is now mounted on a platform alongside related artefacts, photographs and a two-dimensional figure of an airman. It will be taken to various events in the country to pay tribute to the fallen of RAF Bomber Command. www.planehunters.be WITH THANKS TO THIJS HELLING
The reconstructed Stirling landing gear on its display platform. COURTESY THIJS HELLING
The RAF Museum Cosford received a ‘Highly Commended’ rating for its ‘Pilots of the Caribbean: Volunteers of African Heritage in the RAF’ exhibition at the annual Museums and Heritage Awards held in London on April 29. The gallery tells the story of black servicemen and women who served in the RAF during both war and peacetime. RAFM
A memorial to 14 Allied airmen was unveiled in Giessenburg, the Netherlands, on May 2, in the presence of Pieter van Vollenhoven, a member of the Dutch royal family. The monument is a tribute to the crews of six Allied aircraft shot down in the region during World War Two. Of the 36 airmen involved, 14 lost their lives. RENÉ L UIJTHOVEN
Dassault Mirage IIIEA I-017 is being prepared for use as a ‘gate guardian’ at the Air Space Vigilance and Control Group located in Merlo, near the Argentine capital of Buenos Aires. The aircraft, which served with the Argentine Air Force’s VI Air Brigade at nearby Tandil, has recently been retired from service. JUAN CARLOS CICALESI
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World War Two Yale returns to life Unique Bristol Scout reborn in UK Creators Theo Willford, Rick Bremner and David Bremner with Bristol Scout ‘1264’. COURTESY DAVID BREMNER
Two brothers have built an airworthy reproduction of the Bristol Scout flown by their grandfather in World War One, after finding parts of the original aircraft in his workshop. F D H ‘Bunnie’ Bremner flew Scout 1264 with the Royal Naval Air Service during the Gallipoli campaign of 1915. After his death in 1983, grandsons David and Rick Bremner found the biplane’s control stick, rudder bar and magneto while they were clearing out his workshop. Joined by friend Theo Willford in 2010, they decided to rebuild a complete aircraft. After thousands of hours of work and significant financial investment, the recreated Scout is ready to fly. It will be unveiled at Bicester’s Heritage Flywheel event on June 20 and 21 by Sir George White, great-grandson of the founder of the company that built
the original machine. The new aircraft is destined to be the only flying Bristol Scout, and will make its first flight in the hands of The Vintage Aviator Ltd’s Gene DeMarco, from whom the trio sourced its original 80hp le Rhône rotary engine. Once it is successfully flying, David, Rick and Theo say they will “take a very deep breath and have a go”. David said: “We will get used to flying it ourselves in time for some personal centenaries, in recognition of when my grandfather flew in the Greek islands of Imbros and Thasos, then of his first cousin, the David after whom I’m named, who was injured in the first assault of the Battle of the Somme on July 1, 1916, and died a month later.” https://bristolscout.wordpress.com
North American NA-64 Yale N314BT (originally 64-2166) was rolled out for an engine trial on April 24. Owned by Richard Epton, the aircraft is being restored at Peach State airfield’s Barnstormers workshop near Williamson, Georgia, in the US. The Yale had previously been the subject of a long-term restoration project at nearby Eagle’s Landing, before being acquired by Richard and moved by road to Peach State. The engine was obtained from ‘sister ship’ N214BT, and was successfully tested having been fitted with a refurbished and rebalanced propeller. Built at Inglewood, California, to a French specification, 64-2166 was part
of a large 1939 order for the Armée de l’Air. Only 111 Yales had been delivered to France before it surrendered to Germany in 1940. This machine was instead allocated to the RCAF, and operated from Borden, Ontario, as an intermediate trainer. Decommissioned in 1945, it was struck off on September 25, 1946, with 2,998 flying hours ‘on the clock’ and sold to Canadian collector Ernie Symonds. It was later owned by Tom Reilly at Kissimmee, Florida, and in 1981 was one of the three examples purchased by Kenneth McLoughlin of New Hampshire. The Yale is expected to fly again later this year. GEOFF JONES
WITH THANKS TO DAVID BREMNER
Richard Epton fires up the engine of North American NA-64 Yale N314BT on April 24. GEOFF JONES
Road trip for Ohio-bound Fighting Falcon General Dynamics F-16A Fighting Falcon 80-0513 arrived at its new home, MAPS Air Museum in North Canton, Ohio, on April 18. Having briefly been at the Pima Air Museum in Tucson, Arizona, the jet was disassembled on April 6, and transported by road. The operation was led by Wayne Noall and Jerry Leeks from MAPS’ recovery team. www.mapsairmuseum.org PHOTO-TONY SACKETOS
Painted in a yellow and blue livery, Saab S.91D Safir PH-RLB is the latest arrival at the Flying Museum Seppe, based at Breda International Airport in the Netherlands. The airworthy machine was formerly operated by the Rijks Luchtvaart School, and was based at Eelde. www.vliegendmuseumseppe.nl ROGER SOUPART
Cessna 320D Skyknight CC-CEP was donated to Chile’s Museo Nacional Aeronáutico y del Espacio on March 16 by owner Carlos Rocuant. The machine is complete except for engines. During the 1990s it was operated by Transportes Aéreos Isla Robinson Crusoe between Los Cerrillos and Robinson Crusoe Island in the Pacific. ÁLVARO ROMERO July 2015 FLYPAST 9
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Aeronca returns to flight at Sywell Aeronca C-100 G-AEXD successfully took to the air for the first time in 40 years at Sywell in Northamptonshire on April 9, with Ben Cox at the controls. The C-100 was a British-built variation of the American two-seat C-3. This particular example was built in 1937 and is now owned by Margaret and Nigel Mills. Its restoration was started by the late Roy Mills and completed by Matthew Boddington. PHOTO-MATTHEW BODDINGTON
Polish MiG ‘lands’ at Historyland Former Polish Air Force Mikoyan-Gurevich MiG-21M ‘Fishbed’ 1914 has been placed on display in the Dutch city of Hellevoetsluis. The fighter will be one of the stars of the new Historyland attraction, an educational complex due to be opened to the public in September. ROGER SOUPART
Lynx effect for Norwegian museum Westland Lynx Mk.86 207 is the latest exhibit at the Norwegian Aviation Museum in Bodø, arriving for static display in March. This particular machine holds the type’s record for flying hours, racking up 9,198 in the air since making its first flight in 1981. It bowed out of Norwegian Air Force service on
December 9, 2014, having previously been based at Bardufoss. Norway had operated six of the type in a shipboard coastguard role since 1981. Lynx 207 flew sorties over the country’s seaboard territories, including arctic operations to and around Svalbard. www.luftfartsmuseum.no
Westland Lynx Mk.86 207 on display at the Norwegian Aviation Museum. WITH THANKS TO
briefings
ANDERS UTGÅRD-NAM
A memorial to the wartime crews of the Air Transport Auxiliary (ATA) was dedicated at the Yorkshire Air Museum’s Elvington base on April 11. ATA veteran Martin Nicholson unveiled the plaque during a special ceremony. Fellow veteran Peter Garrod, 94, laid a wreath in memory of the 173 members who lost their lives in service. COURTESY YAM
Newly-restored Boeing B-17G Flying Fortress 44-83814 City of Savannah was unveiled recently at the National Museum of the Mighty Eighth Air Force in Savannah, Georgia. The bomber, which had previously been at the Smithsonian National Air and Space Museum, never saw combat but now represents B-17G 43-39049 which flew with the 563rd Bombardment Squadron, 388th Bombardment Group over Europe in 1945. The museum’s machine, a former water-bomber, arrived in Savannah in 2009 and has been brought to its current condition by a team of more than 200 volunteers. Many of its systems are operational, including the three powered gun turrets. www.mightyeighth.org
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Progress for Uruguayan aviation museum The second phase of the development of the Museo Aeronáutico Coronel Jaime Meregalli (Uruguay Aviation Museum, named after its founder) began on March 17 with a ceremony attended by the nation’s president, Tabaré Vásquez. Several new or restored exhibits will be included within the attraction in Montevideo. Lockheed T-33A Shooting Star FAU 203 (pictured) is among the aircraft on display outside the new hangar. ÁLVARO ROMERO
Vampire T.11 XD445 (foreground) with Canberra T.17 WJ576. VIA ALEC BREW
New exhibits at Midlands heritage centre The front fuselage sections of de Havilland Vampire T.11 XD445 and English Electric Canberra T.17 WJ576 are among several new arrivals at Wolverhampton’s Tettenhall Transport Heritage Centre. The Canberra was one of the last to be modified by Boulton Paul over a 14-year period, while XD445
is on loan from Vaughan Meers. The centre has also received the cockpit of Boulton Paul Balliol T.2 WN516, which will be a long-term restoration project, and two Armstrong Siddeley Viper jet engines on loan from the RollsRoyce Heritage Trust. WITH THANKS TO ALEC BREW
Rare Finnish biplane restored for display
Alouette to bow out with airshow tour The Royal Netherlands Air Force will retire the last of its Aérospatiale Alouette III helicopters on January 1, 2016. Having served for more than 50 years, the Alouette has been used by the RNLAF for longer than any other type in its 102-year history. To mark the retirement, Alouettes will visit airshows in Holland, the UK, Belgium and Germany this year. ROGER SOUPART
IVL D.26 Haukka I HA-39 prior to reassembly in Finland. PATRICK DIRKSEN
Taiwanese-built AIDC T-CH-1 Chung Hsing 67-3020 has been repainted and put on display at an elementary school near Kangshan. After retiring from military service, it was used as an instructional airframe before being passed on to the school. A total of 52 of the turboprop-powered trainers were produced between 1976 and 1981. PATRICK DIRKSEN
IVL D.26 Haukka I HA-39 is to be assembled for display at the Suomen Ilmailumuseo (Finnish Aviation Museum) in Vesivehmaa. Designed in the late 1920s as a competitor to the Gloster Gamecock, HA-39 is one of only two survivors of the type, and spent four decades in storage before being moved to the
museum’s main base at Helsinki in 2013. Emerging from a two-year restoration in April, the exhibit has now been transported to the Ilmailumuseo’s satellite attraction in Vesivehmaa where it will be on display during weekends from June onwards. www.ilmailumuseo.fi PATRICK DIRKSEN
Spirit In The Sky at Enstone, Oxfordshire, has taken on Waco Cabin UEC N12467 for restoration. The company has obtained a Continental W670 powerplant for the aircraft, which is currently listed for sale on its website. It was originally built in May 1932 as a Waco OEC, one of only two sold by the manufacturer. www.spiritinthesky.co.uk
After many years in storage near San Francisco, NA P-51H Mustang 44-64203 has been transported to Livermore, California, where it is likely to be restored. Owned by Mike Coutches, it is a rare example of the ’H model, which entered service in the summer of 1945 but never saw combat. Only six of the 555 built survive today. July 2015 FLYPAST 13
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Argentine Presidential jet flies into retirement Fokker F-28 Mk.1000 Fellowship T-03 Presidente Tte Gral Juan Domingo Perón made its final flight on April 20. The jet, formerly used as a VIP transport for the Argentine president, landed at El Palomar in Buenos Aires and is now in
the hands of the air arm’s 1st Air Brigade. Originally named Patagonia on December 28, 1970, the aircraft was later renamed after the former leader Perón, who was in office from 1946 until 1955, and again from October 1973 until his death the
following July. It is the first and only Argentine jet to fly to the country’s Marambio base in Antarctica, a journey it completed for the first time on July 28, 1973. The first F-28 to be registered in Argentina, it was configured to carry
19 passengers and completed 17,359 flying hours prior to retirement. It is likely to be put on display at the National Aeronautics Museum in Buenos Aires. JUAN CARLOS CICALESI Fokker F-28 Fellowship T-03 makes its final flight on April 20. JUAN CARLOS CICALESI
Dixie Wing continues work on P-63 and Mentor
Beechcraft T-34B Mentor N687HV is a new arrival at Peachtree.
briefings
The Commemorative Air Force’s Dixie Wing added 1955-built Beechcraft T-34B Mentor N687HV to its collection in mid-April. Based at Falcon Field, Peachtree, in
the state of Georgia, the T-34 previously flew in the Dominican Republic before joining the US civil register. The machine is due to be extensively refurbished after a considerable amount of corrosion was
The fuselage of Pilatus PC-6 Turbo-Porter GN-808 is being used for training purposes by the Argentine National Gendarmarie (GNA) in Buenos Aires. While serving with the GNA, the machine was damaged in an accident in 1999. After being stripped of useful parts, the fuselage remained in storage for several years. JUAN CARLOS CICALESI
The Dixie Wing is continuing to work on Bell P-63A Kingcobra 42-68941. BOTH GEOFF JONES
discovered on the airframe. The Dixie Wing is also continuing to make progress with its restoration of Bell P-63A Kingcobra 42-68941 (N636GA). The fighter has been with the Wing since
December 1996, with serious restoration work beginning in 1999. The eventual aim is to return the aircraft to flight status. www.dixiewing.org GEOFF JONES
Swedish-built MFI-9B SE-EFR has been repainted to represent an aircraft flown by the Biafran Air Force. Built in 1964, it was retired from service on November 30, 1996. Having been acquired by Fredrik Persson in 2008, it flew again in July 2014 following a thorough restoration, and is now based at Eslöv in southern Sweden. MARTIN FORSBERG VIA JAN FORSGREN
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AVIATION PAINTINGS OF THE YEAR
20 - 26 JULY 2015 THE MALL GALLERIES LONDON
FREE ADMISSION For more information, contact: The Guild of Aviation Artists T: 01252 513123 E:
[email protected]
Open Monday by invitation only; Tuesday to Saturday 10 am – 5 pm, with Thursday to 8 pm; Final Sunday 10 am – 12.30 pm. Including walkabout tours and painting demonstrations.
Messier-Bugatti-Dowty
www.gava.org.uk
NEWS THE LATEST IN AVIATION HERITAGE
Whirlwind on the gate in Holland Westland Whirlwind HAR.3 XG576 was installed as a ‘gate guardian’ at PS Aero’s headquarters in Baarlo, Holland, earlier this year. The helicopter served the Royal Navy from 1955, and later flew as G-AYNP with Bristow Helicopters, which equipped it with a Gnome turbine engine. Restored in RN colours, it was at Alten-Buseck in Germany before arriving in Holland. ROGER SOUPART
Jaguar two-seater at Chino
briefings
SEPECAT Jaguar T.2A XX832, a former RAF 6 Squadron machine, is now in the care of Chino, California-based Michael Perry. Still in its RAF colours and markings, Michael hopes to return the jet to airworthy status. Having left storage at Shawbury in 2005, it underwent restoration work with Everett Aero at Bentwaters, Suffolk. The Jaguar arrived in the US during July 2013. FRANK B MORMILLO
The RAF Museum (RAFM) is to transfer Bristol Sycamore HR.14 XL824 to the Bristol Aerospace Centre. The helicopter served with 284 Squadron in Cyprus during the late 1950s before returning to the UK in the mid-1960s. Following a brief stint at the Central Flying School, it was allocated to the RAF Museum at the end of the decade. Loaned out to Manchester Air & Space Museum for public display between 1982 and 2008, it has since been in the RAFM storage facility at Stafford. The Sycamore was the first British-designed helicopter to serve with the RAF, entering use in 1953. www.bristolaero.org
Canadian Cornell to fly again next year Fleet-built Fairchild Cornell PT-26B FZ337 is being restored to fly at Lancaster, Pennsylvania, by Mark Denest of MD Aero. The machine’s Ranger engine has already been overhauled by his father Joe Denest and is ready for installation. The wings are being worked on by Mike Kelly of Coldwater, Michigan, and will soon receive new fabric and paint. The team hopes the
aircraft will return to the air next year. Originally built in 1943, FZ337 was allocated to No.2 Training Command at Winnipeg in Canada, later serving at Virden, Manitoba, with 19 EFTS. The aircraft is destined to be painted in the type of scheme it wore with the unit, and will participate in airshows in the US with the goal of telling the story of World War Two’s British Commonwealth Air Training Plan. TIM TRIMBLE
Cornell PT-26B FZ337 is being restored in Lancaster, Pennsylvania. TIM TRIMBLE
The latest arrival at the Old Sarum-based Boscombe Down Aviation Collection is Slingsby Sedbergh T.21b 9G-ABD, a glider previously on display at Hooton Park in Cheshire. Built in 1962, it was exported to Ghana to form the nucleus of an air training scheme in the country. German test pilot Hanna Reitsch was employed to oversee the operation and is believed to have flown 9G-ABD. In 1977 it was found in a derelict condition in Accra and returned to the UK where it was restored to fly. Badly damaged in a crash, it was acquired by the museum in 2014 for restoration to static display condition. www.boscombedownaviationcollection.co.uk
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www.flypast.com
Military Cessna for museum display
Cessna 310J T-12, formerly N3160L, was acquired by the Museo Nacional de Aeronáutica in Buenos Aires, Argentina, in mid-March. The machine arrived in the country in January 1966, originally flying as LV-PDQ before being re-registered as LV-IOI. After use in civilian hands, it was operated by the Argentine Air Force as T-12 from August 2008. Flown in the aerial photography role, it was firstly based at Morón before moving to Paraná where it served with II Brigada Aérea.
Canadian warbird Park life for retired Transall formation flights
ESTEBAN BREA
Transall C-160D 50+98 is to be repainted for use at a recreational park in Germany. ROGER SOUPART
Transall C-160D 50+98, a former Luftwaffe machine, was recently delivered to Irrland, a park near the German city of Kevelaer. The transporter made its last flight into the nearby airport at Weeze, where it was disassembled and
acquired by a Dutch owner who had it delivered to Holland. Its stay in the country was brief, as it was soon taken apart a second time and sold to Irrland. It is destined to be used as an unusual venue for special events, and will soon be repainted. ROGER SOUPART
Richard Webber is making steady progress in restoring 1952-built Auster Aiglet Trainer G-AMUI at Eggesford, Devon. The aircraft, one of 70 built, previously flew with the Bristol & Wessex Aeroplane Club in the early 1960s, but was withdrawn from use in 1966. The type was based on Auster’s J/5 series and first flew in 1951. GEOFF JONES
Vintage Wings of Canada (VWC) and the Canadian Warplane Heritage Museum (CWHM) are joining forces this summer to offer formation flight experiences aboard World War Two-era aircraft, including Avro Lancaster B.X FM213, a North American P-51D Mustang and a Curtiss P-40N Kittyhawk. The Lancaster, which visited the UK in 2014, belongs to Hamiltonbased CWHM, while the fighters are operated by VWC, a charitable organisation based in Gatineau, Quebec. The flights will take place from both locations. The heritage museum has also recently acquired De Havilland Tiger Moth CF-ANN
from the Quebec organisation. “To fly in formation in this type of combat aircraft is the only way to experience what it might have been like for those aviation heroes who served during World War Two,” said VWC founder Mike Potter. “There is no more compelling way to live history than this.” “Flying in a formation that includes a Lancaster is thrilling, memorable and emotional,” said CWHM boss Sqn Ldr David G Rohrer. “It evokes the memories of the members of Bomber Command who were lost during the war.” Anyone wishing to book a flight in one of these aircraft must be a member of one or both organisations. For more information on membership and the flights, visit either www.vintagewings.ca or www.warplane.com
A well preserved metal seat and fittings believed to be from a Vickers Wellington bomber has been loaned to the Pembroke Dock Heritage Centre by aviation enthusiast Andrew Clark. Volunteers at the centre will carry out conservation work on the seat. Andrew is seen on the right with crew members Tony Ward and Steve Clanton. July 2015 FLYPAST 17
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NEWS THE LATEST IN AVIATION HERITAGE
Halifax crew remembered in France
The memorial stone at Forges-les-Eaux on April 19. SEAN FEAST
Relatives of three Royal Australian Air Force airmen killed when Handley Page Halifax III LV956 was shot down in April 1944 gathered at a ceremony in France to commemorate those lost in combat. A memorial stone was unveiled on April 19 in the village of Forgesles-Eaux to remember 24-year-old pilot Barry Casey and gunners Jack Swan and Bill Lyall who died, and the four other airmen who evaded or were captured. Their 466 Squadron machine was brought down near the village by a German night-fighter during a raid on the marshalling yards at Tergnier.
Among the crew was Andy Wiseman who later become an interpreter in PoW camps and played a key role in negotiating with the Russians when camps were liberated in April 1945. Andy died in January this year, shortly after returning to the crash site and completing his biography An Alien Sky with Sean Feast. The memorial ceremony was organised by Pierre Berenguer, president of the Museum of the Resistance and Deportation, in consultation with Derek Camp, whose father Jack Camp successfully evaded capture. SEAN FEAST
Transatlantic journey begins for Electra
briefings
Lockheed Electra 10A 1091 (OK-CTB) is to be flown from Canada to Prague in the Czech Republic following a thorough restoration. The aircraft is pictured at Hamilton, Ontario, home of the Canadian Warplane Heritage Museum, where crew were attending to an electrical problem prior to its departure. Look out for news in a future issue on the 1937-built machine’s arrival in Europe. ERIC DUMIGAN
A re-creation of British aviation pioneer Claude Grahame-White’s office is now open for public viewing at RAF Museum Hendon. The sumptuous first-floor room has been faithfully recreated through analysis of a single black and white photograph dating from 1915 – the only image of the office believed to survive. www.rafmuseum.org RAFM
Three General Dynamics F-16AM Fighting Falcons are being stored behind the Intendance Museum at Zeisterspoor in Holland. The former Royal Netherlands Air Force jets are due to be scrapped as the nation’s F-16 ‘fleet’ is gradually withdrawn from service. The fighters have already been stripped of usable parts. ROGER SOUPART
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www.flypast.com
Museum launches Buy A Plaque initiative The de Havilland Aircraft Museum has launched a fundraising initiative enabling the public to purchase commemorative brass-engraved plaques. These will be placed on the walls of the hangar to be built at the museum’s Salisbury Hall, London Colney base. The plaques can be ordered in four sizes, ranging in price from £25 to £200, and there is more information in leaflets available from the museum. Marketing director Mike Nevin said:
“We believe this will prove a very popular way of recognising the work and achievements of people not only in the aviation and aircraft industry but in many other walks of life.” Initial work on the new hangar is expected to start in December. Once finished, it will nearly treble the amount of covered display space at the museum, which is dedicated to preserving aircraft designed and built by de Havilland at its Hatfield factory. www.dehavillandmuseum.co.uk
An artist’s impression of the de Havilland Aircraft Museum’s new hangar. VIA PETER JEFFERY-DHAM
Anniversary nose art for Just Jane
Avro Lancaster B.VII NX611 ‘Just Jane’ was rolled out on April 15 displaying a new addition to its nose art. The image – a silhouette of a Lancaster flanked by the dates 1945 and 2015 – has been applied to mark the potentially airworthy machine’s 70th anniversary. Now owned by the Panton family and based at East Kirkby’s Lincolnshire Aviation Heritage Centre, NX611 was built at Longbridge near Birmingham in April 1945. www.lincsaviation.co.uk PHOTO-MARTIN KEEN
Grumman HU-16 Albatross N7927 had new engines fitted in late April by Missionary Flights International (MFI) at St Lucie County airport, Florida. Built in 1955, the amphibian was formerly N9722B and is currently registered to an operator in Delaware. MFI is a Wright R1820 engine specialist, having previously operated a DC-3 fleet. GEOFF JONES July 2015 FLYPAST 19
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NEWS THE LATEST IN AVIATION HERITAGE Vickers VC10 C.1K XR808 at Bruntingthorpe in May.
VC10 is prepared for final move to Cosford BAC-built Vickers VC10 C.1K XR808 is being dismantled at Bruntingthorpe, Leics, in preparation for its final move to Cosford this month. The process is being led by Gary Spoors’ GJD Services, a specialist maintenance and aircraft salvage company. The same team will reassemble the aircraft when it arrives at Cosford. The VC10 is scheduled to leave Bruntingthorpe in mid-June, the fuselage being transported by road in two main sections. Once at its destination it will be positioned on the airfield until the inner wings and undercarriage have been mated with the fuselage. The jet will then be towed to its final site at the museum where the back end of the fuselage, outer wings and tail section will be affixed. The process is likely to be completed by October, by which point the VC10 will be in care of the museum’s conservation team, led by Darren Priday who previously worked on XR808 during his time as an RAF fitter with 10 Squadron.
Left
The engine nacelles are removed. A GJD Services team removes the VC10’s tailplane. ALL RAFM
“It will require ongoing conservation, mostly preventative,” he told FlyPast on May 6. “There shouldn’t be many issues with corrosion, but we’ll look into all areas of bare metal to see if anything needs treating. With Gary’s help, we’ll be able to get into parts of the machine that won’t be so easy to access in future, and if any treatment is needed we can get on with it right away. It will possibly be the biggest exhibit we have at Cosford.”
The jet, nicknamed ‘Bob’(due to the ‘808’ in XR808), made its first flight on June 9, 1966 and was delivered to 10 Squadron the following month. It served in numerous locations, including Hong Kong and Cyprus. Ending its flying days with 101 Squadron, among its final ‘ops’ was flying troops home from Afghanistan in 2010 and leading a formation flight in August 2012 to mark 50 years of VC10 service. “You cannot tell the history of the RAF without an example of this
aeroplane,” said Ian Thirsk, the RAF Museum’s Head of Collections. “It fills a big gap in the collection, and this is more or less the last chance to do it. It’s an enormous operation to get it to Cosford – the initial idea of flying it in proved impractical but, thanks to the generosity of various sponsor companies, we’ve had the option to move it by road. Gary is passionate about VC10s, and having him and his team overseeing this project has been an absolute godsend.” www.rafmuseum.org
We Salute You Sqn Ldr Sandy Constable DFM – an HP Hampden navigator/bomb aimer with 83 Squadron – died on April 13, aged 95; P/O Kenneth Graham Dawkin – flew P-47 Thunderbolts in the Far East with 34 Squadron – on February 15, aged 93; Sgt Herbert Luiz Flower – navigator and wireless operator on 248 Squadron Blenheims in the Battle of Britain and beyond, later completing 103 sorties in the Berlin Airlift – on April 17, aged 93; Lt Ian Fraser OBE DSC – Albacore pilot who torpedoed the Italian vessel Abruzzi and was later shot down while flying Beaufighters with 252 Squadron – on March 7, aged 93; W/O Kenneth Hartland – flew as tail-gunner with Leonard Cheshire’s 35 Squadron Halifax crew, later a PoW in Stalag Luft 3 – on April 11, aged 94; Flt Lt Doug Gregory DFC – flew Mosquitos with 141 Squadron, later becoming a test pilot and a founder member of the Great War Display Team having built his own SE.5a replica – on April 12, aged 92; Gp Capt Peter Lewis OBE – served on intelligence duties in Berlin and was one of the first engineering officers with the Red Arrows – in April, aged 89; Sqn Ldr Alan Venier MVO – navigator who served with the Queen’s Flight in the 1970s – on April 12, aged 84; Gp Capt ‘Tubby’ Vielle OBE – invented numerous navigation and blind flying instruments and a powered guided bomb which eventually led to the cruise missile – on April 2, aged 101.
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WORLD WAR TWO BRISTOL BLENHEIM
FIRST AND LAST
Above
Aircrew of 57 Squadron at Rosières-en-Santerre, October 1939. Right
A flight of three Blenheim Mk.Is in echelon-port in June 1937. KEY Top right
Official photo of Alfie Fripp after his capture in October 1939.
N
ewly qualified as an observer with 57 Squadron, Sgt Alfie Fripp had no intention of dying that day, or any other day for that matter. But on the morning of October 16, 1939 while flying his first and what was to prove his only operational sortie of the war, he came frighteningly close. His journey to France as part of the Air Component of the British Expeditionary Force to undertake strategic reconnaissance had been a long and pleasant one. A Halton
apprentice – one of Trenchard’s ‘Brats’ – he had qualified as a wireless operator/mechanic from Cranwell and spent an idyllic five years in flying-boats, primarily in the Far East. By the time he returned to the UK at the beginning of 1938 to start training as an observer, he had already amassed 1,000 flying hours. Alfie had been happy with his posting to 57 Squadron and with his first pilot, Johnnie Greenleaf, who had been a contemporary at Halton. The arrival of a new commanding officer
led to a change in crews, and Alfie was teamed with Irishman Mike Casey. One of their first flights nearly ended in disaster when their aircraft was struck by lightning during a night exercise on August 8/9, 1939 and they were obliged to force-land in a field in spectacular fashion. As L1282 skidded along the ground, its fuselage dissected a copse of trees, ripping off both wings and engines. Miraculously, Alfie, Fg Off Mike Casey and the gunner walked away unscathed. It was a portent of things to come.
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ON HIS DEBUT ‘OP’ ALFIE FRIPP FAILED TO RETURN AND BEGAN SIX YEARS AS A PRISONER OF WAR. SEAN FEAST RECOUNTS HOW HIS LUCK RAN OUT
“We also had, in our minds, one of the finest aircraft of the time – the snub-nosed Blenheim I – which the manufacturers assured us could pretty much out-fly and out-run anything...” July 2015 FLYPAST 23
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WORLD WAR TWO BRISTOL BLENHEIM
SNUB-NOSED PERFECTION
Right
Alfie and Vera Fripp on the day of their wedding, 1939. They were to endure a long separation before being re-united in 1945. Below
Halton ‘Brats’ gathered around a Cirrus Moth - 1 School of Technical Training had a couple to give apprentices flight experience.
Alfie’s unit moved to France from its peacetime base at Upper Heyford while the war was still only a few weeks old, under the command of Wg Cdr Harry Day. Wg Cdr Day was the first of 57 Squadron to fly operationally, and the first to be lost, on October 13. Three days later, it was Alfie’s turn in the firing line, as he recalls: “We were, we felt, highly trained, highly professional flying men who were at the very top of their game. We also had – in our minds – one of the finest aircraft of the time – the
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snub-nosed Blenheim I – which the aircraft’s manufacturer [Bristol] assured us could pretty much outfly and out-run anything we were ever likely to encounter. It had a claimed top speed of 259mph at 13,000ft and was the fastest bomber in the world.” The briefing given on the morning of October 16 was virtually non-existent. They were to undertake recce of an area in western Germany near the Siegfried Line and look out for anything suspicious on the Dutch/Belgian border. Then it was home in time for tea, albeit that they had a choice
Alfie, Fg Off Mike Casey (pilot) and Aircraftman ‘Paddy’ Nelson (wireless op/air gunner) clambered into their waiting Mk.I, L1141. With the pre-flight checks completed, Alfie settled into his navigator’s position to the right of his pilot in the nose. Mike started the engines and they began taxying across the grass field for take-off. The Blenheim had many faults, but few could criticize the visibility afforded to the pilot and navigator. The short trip from Amy to the forward airfield at Etain was uneventful, and the ground crew refuelled the Blenheim in double
amount of grumbling that we were obliged to proceed to the target on our own. “Mike took the Blenheim in a steady climb up to about 10,000ft and we stooged around where we thought the target should be. I had little or nothing in terms of navigational aids but was fairly confident regarding our position. “We were just above the cloud base, and needed to get down below it to gather any meaningful intelligence. Mike pushed the stick forward and we gradually descended until we could visually confirm our target and allow the
Left centre
Happy days at Seletar, Singapore, where Alfie Fripp served as a wireless operator/mechanic in 1937. Behind the formal grouping is a Short Singapore III flying-boat. Below
Blenheim K7040, serving with 57 Squadron’s sister unit, No.114. KEY
“It was with a certain amount of grumbling that we were obliged to proceed to the target on our own”
of whether they wanted to return to their base at Amy or head for England. The men got changed in what was now a very crowded crew room and Alfie pulled on his white overalls – the squadron badge on the breast pocket suitably removed in case they were shot down. With parachutes gathered, and other items such as his map case and charts, the three of them –
quick time. At 11:00, they took off for Germany.
TURNING UGLY
Alfie: “We had been promised a fighter escort. The Air Component and Advanced Air Striking Force then in France had various Hurricane squadrons at their disposal but they must have been busy elsewhere, as they never showed up. It was with a certain
camera in the bomb bay to start turning over and create the perfect line overlap.” Even with the cloud it was a beautiful day but it soon turned ugly. First Alfie began to see the occasional flak burst - dirty little smudges to spoil an otherwise perfect sky. Every one of those smudges represented a high-velocity shell exploding, sending deathly shards of hot metal across the sky. They did not want to be too near when one of those things burst, and Mike began some simple alterations in course and height so as to keep the gunners guessing. “We had the choice of whether we made for England or one of our airfields in France, and Mike decided to try for the former, asking me to give him the appropriate course. The flak had stopped and that could only mean one thing: that we were not alone.”
Left
The pilot (left) and observer in the cockpit of a Blenheim Mk.I. KEY
FIGHT TO THE FINISH
“Mike began searching for and using what little cloud cover was available, just as Paddy gave a July 2015 FLYPAST 25
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WW2 DESERTER WORLDOR WAR PATRIOT? TWO BRISTOL BLENHEIM
THE END OF THE BEGINNING Alfie Fripp’s war ended when he was shot down over Germany in October 1939. But it was only just beginning; Sqn Ldr Alfie Fripp was the oldest surviving and longest-serving British prisoner of war until his death in 2012. He was the last of the so-called ‘39-ers’. Imprisoned at Stalag Luft III in Sagan, he was a veteran of the real ‘Great Escape’ in which he took an active role. The author of this feature, Sean Feast, has written a book of Alfie’s extraordinary experiences, The Last of the 39-ers, with striking honesty and simplicity, yet with pace and insight. Available at £17.99 hardback and also as a Kindle edition. For more details take a look at: www.grubstreet.co.uk
Below
A Blenheim I during a Home Defence exercise in August 1938. KEY
short report on the intercom that he could see an enemy aircraft approaching fast. Mike opened up the throttles to increase speed, and there was a notable surge from the two Mercury engines as he sought to get the maximum speed out of our aircraft. “It wasn’t enough. The fighter, which Paddy identified as a Messerschmitt Bf 109, easily caught us and opened fire while it was still in a climb.” Mike dived for the deck in a desperate battle to shake off the fighter, performing a series of death-defying stunts at zero feet but without effect. Mike wasn’t the best pilot on the unit but that day he flew like the devil. This fight to the finish was detailed in a contemporary newspaper report in Germany. At that time, the shooting down of a British aircraft was worthy of significant press interest. The reporter who interviewed the victorious German pilot for the Westfalische
was flying over us I took off. Antiaircraft artillery came into action, and to avoid this I rose to some height. The enemy swung round to westward, seeking a cloud in which to escape. He swerved sharply, lessening considerably my chances of hitting him. “I followed close at his heels and, seeing that he could not shake me off, he went into a spin dive into a
Landeszeitung was eloquent with his description: “I was sitting in my machine somewhere in Ems at ten minutes past three last Tuesday afternoon when an enemy scout was reported flying from the north at a height of little more than 100ft. “When the Englishman, whom I could plainly see in his machine,
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“The aircraft at last came to a halt as it dug its nose into the earth, and there was a second’s pause as we thanked God that we were alive”
cloudbank about 200m in depth. I dived even more steeply. As I came out of the cloudbank, I saw him emerge from the cloud above me. “He again dived and then there was a mad pursuit which almost beggars description. The Englishman was an adroit and skilful airman. He utilized every unevenness in the ground, every hedge, every ditch as cover. He slipped between trees and skimmed over houses. “As I raced on I could see the smashed tree tops against the sky and the broken bushes flying through the air. Now and again I expected to see him remove a roof but with his speed of 300km/h
he jumped over every obstacle. At times we were barely six feet from the ground, and even eye-witnesses thought he was down. But he went on, although escape now was out of the question. “At last after another volley I saw the pilot lay his machine on the ground and three occupants jumped out. They had not had time to release the landing gear of the aeroplane which was already in flames; and it simply crashed into a potato field. I circled above them and they greeted me with clasped hands, as if to say that they would like to shake hands with me after a chivalrous fight.” The Luftwaffe pilot was identified in the English newspapers ‘Leutnant K’ but it was in fact Leutnant ‘R’ – the old German letter script having been misinterpreted. He was Lt HansFolkert Rosenboom of 3/JG1 and the Blenheim was his first ‘kill’.
BOBBING AND WEAVING
Alfie remembers the shoot down: “The enemy’s first burst smashed through the rear fuselage, just missing Paddy but knocking out his gun and rendering us defenceless. It sounded like a tin of rusty nails being shaken about as the shells hit us.” “Recognizing that our only chance of escape was to dive for the deck, Mike did exactly that, taking the Blenheim to almost zero feet and zooming along the ground. It was
both exhilarating and terrifying in equal measure, and I had the grandstand seat. “We had an indicated airspeed of more than 200mph, which when you are only a handful of feet off the ground and can see trees and rooftops so close to you that you feel you can reach out and touch them, it seems even faster. I had little thought about navigation at this point, other than we wanted to make for Holland, and anyway it would have been virtually impossible to navigate with any accuracy at that height.” Casey jinked the Blenheim from side to side and bobbed and weaved like a boxer trying to avoid the knockout blow, for that was precisely what they were doing. They were in a mad steeplechase and Mike was using every tree, hill and house as cover. The lucky rabbit foot he always carried with him seemed to be holding good. They tore between trees, whipping off branches and seeing hedges and haystacks flattened in their wake. As the Blenheim danced, so too the German fighter pilot kept pace, occasionally firing off the odd burst to let them know he was still right behind them. Every time they approached an obstacle, it seemed that they must be doomed, but somehow Mike avoided them all. For a few fleeting moments it looked like they might still get away with it.
Left and above
Views of the remains of 57 Squadron Blenheim I L1282 at Great Cranfield, near Bishop’s Stortford, August 1939.
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WW2 DESERTER WORLDOR WAR PATRIOT? TWO BRISTOL BLENHEIM
SO NEAR,YET SO FAR
Right
Alfie (left) starting his long imprisonment; note the shaven heads.
Right
‘Kriegies’ (prisoners of war) and ‘Goons’ (guards) in relaxed mood – Alfie holding the placard. ALL IMAGES VIA AUTHOR
Finally, inevitably perhaps, their luck ran out. Alfie: “One of the German’s bursts of cannon and machine gun fire hit something vital and smoke began filling the cockpit. A pair of engine covers that had been stowed in the bomb bay began smouldering and the smell soon reached my nostrils. Then Mike at last misjudged his height and we struck a tree, shattering our windscreen and so too our hopes of reaching friendly territory. The port engine gave out and Mike had no choice but to crash land. “With our wheels up, and the one remaining good engine shut down, Mike said: ‘I’m sorry – here we go.’ He eased the aircraft onto the ground in a near-perfect wheels-up belly landing, the Blenheim sliding evenly across a field full of potatoes. “The noise was incredible as we cut a swathe through the comparatively soft earth, but this was the second time in as many months that we had crash-landed and I knew what to expect. The aircraft at last came to a halt as it dug its nose into the earth, and there was a second’s pause as we thanked God that we were alive. “Then we smelled the fire; petrol had escaped from the broken fuel lines and made contact with the hot engines, with the inevitable result. In double quick time we released the escape hatch and climbed out of the now burning aircraft. Very cartridges began exploding and with the fire it looked for all the world like bonfire night. “Save for a few cuts and bruises, we were all otherwise in one piece and the relief was palpable. The gravity of our situation was not yet apparent; for the moment, we were airmen who had simply got away with a dodgy landing. Still perhaps in shock, we saw a farmer bounding across the field, shotgun in hand and gesticulating wildly.” The aircraft came down at Furstenau, just northwest of Osnabruck, at 15:30 local time. They were only a few minutes flying time from neutral Holland and safety. And so began a period of imprisonment that for Alfie would last until May 1945, making him one of the original ‘39-ers’ – the name given to aircrew shot down and captured in 1939. He would achieve fame and the everlasting thanks from thousands of prisoners for his work with the Red Cross while in the camps. Whereas Alfie would one day return to see his loved ones, and in particular his wife whom he had married only weeks before being shot down, his pilot was not so lucky. Mike Casey was one of the 50 shot following ‘The Great Escape’.
“Save for a few cuts and bruises, we were all otherwise in one piece and the relief was palpable. The gravity of our situation was not yet apparent; for the moment, we were airmen who had simply got away with a dodgy landing”
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“You got called and you just went. There was a job to be done.”
Bert Ryder enlisted as an RAF Aircraft Apprentice in 1941. Then, in 1944, he volunteered for the dangerous role of Gunner and Wireless Operative, which saw him posted near to Calcutta. He returned to England after the War ended but shortly afterwards, in 1948, he was posted to the Far East, and took part in the Malaya campaign. Today, Bert’s sight is deteriorating and his wife has polio. Both live at one of The Royal Star & Garter Homes where they receive the specialist nursing and therapeutic care they need for a full and rich life together. As a charity, The Royal Star & Garter Homes can only continue to care for Bert with your help. This Armed Forces Day, show your support for Bert and others like ,-1#@1!0-2+!&32!ধ32;3 The Royal Star & Garter Homes today.
Call 020 8481 7676 (Quoting AD15) Text support to 70004 to donate £3 Visit www.starandgarter.org/bert
Registered Charity Number 210119 The Royal Star & Garter Homes 15 Castle Mews, Hampton, Middlesex, TW12 2NP Text costs £3 plus network charge. The Royal Star & Garter Homes receives 100% of your donation. Obtain bill payer’s permission. Customer care 020 8481 7676. Charity No 210119.
WARBIRDS LYSANDER III
Right
Rick Rickards at the controls of Lysander C-GCWL during a photo flight from Hamilton. GAVIN CONROY
F
amous the world over for opportunity for the public to fly restoring and operating in our Lysander, as part of our Avro Lancaster ‘KB726’, membership programme. It’s very the Hamilton-based Canadian popular and I’ve taken dozens of Warplane Heritage Museum has people up in 2363 over the years.” built up an enviable collection In war and peace of airworthy World War Two The CWH’s Lizzie was built at aircraft. Although not the most Malton, Ontario, during 1942 well-known, perhaps one of the and entered RCAF service on most popular in the CWH aircraft June 5, 1942. It was allocated to members’ flight programme is 8 Bombing and Gunnery School Westland Lysander IIIA 2363 at Lethbridge, Alberta, and spent (C-GCWL). Finished in its all of its operational life with the distinctive ‘bumblebee’ target-tug unit. It fell victim to the post-war livery, the high-wing monoplane axe, and was sold to a private is one of only three examples owner for $250 on October 1, currently in airworthy trim – two 1946. Its movement card indicates in Canada and one in the UK. CWH engineer and primary its disposal was handled by 407 Lysander pilot Rick Rickards Equipment Holding Unit at Swift told FlyPast: “I really enjoy Current, Saskatchewan. No.2363 flying the Lysander and I have was officially struck off charge accumulated 130 hours, which is nine days later, with just quite a lot considering it’s a vintage 414 flying hours under aeroplane. We like to display it far its belt. and wide – attending airshows such as Oshkosh in the USA and Rockcliffe in Ontario. There’s an
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Bee Busy
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Nigel Price profiles the Canadian Warplane Heritage’s Toronto-built Lysander July 2015 FLYPAST 31
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WARBIRDS LYSANDER III Right, top to bottom
The derelict Lysander at the farm near Swift Current in the early 1970s. CANADIAN WARPLANE HERITAGE MUSEUM
The project arriving at the museum on the back of a flatbed truck in the early 1970s. CANADIAN WARPLANE HERITAGE MUSEUM
The project, still awaiting its fabric, getting a rare outing in the sun. CANADIAN WARPLANE HERITAGE MUSEUM
Far right
Fabric attached, the Lizzie still had a long way to go at this point. CANADIAN WARPLANE HERITAGE MUSEUM
Keeping them flying The Canadian Warplane Heritage Museum is located at Hamilton, Ontario, and is open 362 days a year. In addition to the Lysander the CWH operates a number of warbirds, including a Lancaster, a B-25 Mitchell, a Firefly and a Canso. Please note that you must be a museum member to be able to book a flight, and pay for a membership upgrade to get airborne in the Lizzie. www.warplane.com
Relatively little is known about the Swift Current area by Greg its history between leaving Mockford of Edmonton, Alberta, the military and joining the who sold the airframe for around museum – it was almost $600 to Dennis Bradley and Alan certainly used as groundNess in May 1973. It was then based industrial equipment moved to Trenton, Ontario, by by its prairie farmer owner Air Transport Command, and before being abandoned. was subsequently donated to the This was a common fate Canadian Warplane Heritage for redundant military kit in museum by Dennis and Alan in Canada during the years after 1975. The project came with the World War Two. remains of a second airframe and The Lysander was obtained from other parts. the farm on the southeast side of After a period of storage the
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Lysander moved to the Friends of exchanged with the Smithsonian the Canadian Warplane Heritage Institution (which also has a team at Colonial Village Airport, Canadian-built Lizzie, statically just across the US border at displayed in the Steven F UdvarNiagara Falls, New York State, on Hazy Center near Washington, February 19, 1983. The restoration DC). The rudder pedals and part to flight status then began in of the braking system also came earnest. Parts were acquired from from the Smithsonian. As the work far and wide, with the warbird/ progressed 2363 was issued the US museum community being very registration number N1274. supportive. For example, the In October 1996 the fuselage was project’s wheels weren’t up to flight almost structurally complete and standard due to microscopic cracks ready for its fabric covering. At in the hubs, so the units were this point the project moved to
“The restoration to flight status then began in earnest. Parts were acquired from far and wide, with the warbird/museum community being very supportive” July 2015 FLYPAST 33
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WARBIRDS LYSANDER III Right
An impressive line-up on the Hamilton line during a 2014 event. Alongside the Lysander are Beech Expeditor C-GZCE, PBY-5A Canso C-FPQL, Dakota C-GDAK and B-25J Mitchell C-GCWM. GAVIN CONROY
Below right
The Lizzie taxying by a United Parcel Services Boeing 757 on the Hamilton ramp. GAVIN CONROY
“The aircraft dictates a threepoint take off and landing but it has excellent shortfield performance, especially when flown into a brisk headwind”
Hamilton for the final stages of the “We treat the Lysander gently and work. fly it very carefully. We don’t push Tracking down a good Bristol the airframe or engine at all. The Mercury XX powerplant to rebuild Lysander stands 14ft-plus, with the A total of 225 Lysanders of proved tricky, but the team’s searching pilot perched at the very top. The various marks were constructed proved to be very fruitful. “We had aircraft dictates a three-point take under licence at the National a major stroke of luck when a new off and landing but it has excellent Steel Car factory at Malton, near unit that had not been used and short-field performance, especially Toronto, Ontario, the first example was still in its box was donated from when flown into a brisk headwind. flying on August 16, 1939. Production a museum in Ottawa,” said Rick. “The Bristol Mercury certainly has was steady, but not spectacular, with “The engine obviously had to be character! It doesn’t like negative 15 rolling off the line in 1939. Another overhauled – although it was new, ‘g’. Careful management of the 25 followed the year after, 35 in 1941 it had been in store for a long time. throttle is called for, so you tend and 150 in 1942. The rate was relatively After that had been completed, the to apply the power slowly to avoid it becoming over rich – engine unit was fitted to the airframe and we slow, due in part to the low availability of management is crucial. Slow speed were able to carry out the first engine certain key components. handling is challenging – the nose runs, circa 2007.” Although there were few major differences also tends to tuck in during a The Lizzie was then placed on the between the Canadian-built examples turn. Canadian civil register as C-GCWL and their Westland counterparts, a few “The Lizzie is popular with visitors, and finished in its striking yellow modifications had to be made to National and it isn’t unusual for me to carry and black colour scheme. (There Steel Car production machines due to their out half a dozen member passenger was some discussion on whether use in cold weather. These enhancements flights on a Saturday. On a typical to paint it in an all-black Special included more effective heating and changes sortie we would take off from Operations Executive livery, but to the canopy Plexiglas, which was prone to Hamilton and head south for about the target tug stripes 2363 wore in damage as a result of temperature extremes. service won the day.) 8 miles, then follow the Grand River The finishing work continued, and to Lake Erie. I then demonstrate The type was used for a variety of purposes in the Lizzie was ready for its first postthe aircraft’s handling, and then fly Canada: target tug, search and rescue, army corebuild flight, which occurred on back to the museum. It’s a hugely operation work and much more. It served with all June 8, 2009. Test pilot Rob Erdos popular aircraft and I enjoy flying 11 Bombing and Gunnery Schools that made up the was at the controls for the air test, the Lysander, I really do.” British Commonwealth Air Training Plan (BCATP) in and Rick flew C-GCWL soon after. Canada. The fleet was demobbed after the war, many Many thanks to Rick Rickards, Al being sold off for only $250 each. Flying the Lysander Mickeloff, Keith Clifford, Larry J Rick outlined the joys and Doyle and Gavin Conroy for their help with this feature. challenges of piloting the Lizzie.
Canadian Lizzies
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Lysander 2363 has become one of the most popular aircraft in the museum’s membership rides programme. RICK RADELL
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GLORY DAYS PHOTOGRAPHIC MEMORIES
MARITIME Grandee IN PRODUCTION FOR NEARLY ALL OF THE 1950S, THE SHACKLETON WAS A VITAL PROGRAMME FOR AVRO. WE PROFILE THE GROUND-BREAKING PROTOTYPES
Above
After nearly a decade of test and trials work, the prototype Shackleton was retired in May 1958. Its nose section was reconfigured in 1951, becoming the aerodynamic prototype for the much enhanced MR.2. Issued to 2 Radio School at Yatesbury in early 1960 as an instructional airframe 7626M, VW126 was scrapped five years later. PETER GREEN COLLECTION
Right
A view inside the flight sheds at Woodford in 1950. Both VW126 (centre) and the second prototype, VW131 (furthest away from the camera), initially had provision for 20mm cannon in ‘cheek’ barbettes at the nose and an air-to-air refuelling receptacle under the tail: both of these features were later deleted. Jimmy Orrell flew the first production Mk.1, VP254, on March 28, 1950. KEY COLLECTION
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e
Liverpool-born Jimmy Orrell taking the third prototype Shackleton, VW135, low-level westwards down the River Mersey on April 12, 1950. Very close to the operational MR.1 status, VW135 had been flown for the first time a fortnight before. AVRO
Top left
On February 18, 1949, Avro chief test pilot Jimmy Orrell took Shackleton prototype VW126 for its first ‘outing’ at Woodford, carrying out taxi runs. Jimmy’s logbook records 20 minutes of ‘hops’ on March 2. Seven days later, problems with the rudder needed addressing but at 10:50 hours Jimmy took VW126 for its maiden flight – illustrated – with his deputy, ‘Red’ Esler, as co-pilot and George A Blake as flight test engineer. AVRO Above
When Shackleton prototype VW126 first flew on March 9, 1949, Avro already had an order for 29 GR.1s (later MR.1s) in hand. After the Mk.1s there were 47 MR.1As, 69 MR.2s and 42 tricycle undercarriage MR.3s, including eight for South Africa. These kept the Woodford production line busy from 1950 to 1959. Maritime patrol versions were finally retired when 204 Squadron disbanded in May 1972, by which time the Shackleton’s successor, the Nimrod, had been in service for three years. Shackleton AEW.2 radar conversions soldiered on until June 1991. KEY COLLECTION
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AIRSHOW UNITED STATES
Planes of Fame’s North American B-25J Mitchell ‘Photo Fanny’ served as the camera ship for many of the air-to-air photo sorties flown over the weekend from Chino.
“Kevin Eldridge and Stewart Dawson flew the Planes of Fame Air Museum’s North American B-25J Mitchell Photo Fanny as the camera platform for the shots of the Curtiss P-36C Hawk...”
Steve Hinton flying the Fighter Collection’s Curtiss P-36C Hawk N80FR near Chino on the evening before the Planes of Fame Air Show. ALL FRANK B MORMILLO
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Stars and Stripes The US airshow season is in full swing, with highlights including Florida’s vast and varied Sun ’n Fun and the spectacular Planes of Fame Air Show in California. Frank Mormillo captured images at both events
S
un ’n Fun, the annual weeklong fly-in and airshow at Lakeland, Florida, always provides a feast of variety both on the ground and in the air. This year’s event, from April 21 to 26, was no exception. It is one of many large events on
the US calendar, another being the magnificent Planes of Fame event at Chino, California, on May 2 and 3, noted for its high-calibre warbird content. Below we present a compilation of images from both of this year’s events. Kevin Eldridge and Stewart
Dawson flew the Planes of Fame Air Museum’s North American B-25J Mitchell Photo Fanny as the camera platform for the shots of the Curtiss P-36C Hawk, and John Maloney and Mark Moodie flew the bomber for the shots of the Heritage Flight.
Clockwise from top left
The Florida event saw Texas Flying Legends’ Curtiss P-40K Warhawk ‘210256’ and NA P-51D Mustang ‘Dakota Kid II/Long Island Kid’ flying together. Steve Hinton flying Planes of Fame’s North American F-86F Sabre ‘FU-834’ with Chris Fahey flying its Mikoyan-Gurevich MiG-15 ‘91051’. Greg Colyer flew aerobatic displays in his Lockheed T-33 Shooting Star ‘Ace Maker II’ during the Planes of Fame twilight show and the main event’s Korean War commemoration. During the Friday rehearsal for the Planes of Fame Air Show, the USAF Heritage Flight consisted of a Lockheed Martin F-22 Raptor flying with Planes of Fame Air Museum’s North American P-51A and P-51D Mustangs and the Warhawk Air Museum’s P-51C.
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AIRSHOW SEASON OPENER
Spring in our step
Army stars at Abingdon
A number of unusual participants were put through their paces at the Abingdon Air and Country Show in Oxfordshire on May 3. Among these was Westland Scout AH.1 XT626 of the Army Air Corps Historic Flight. No longer owned by the MoD, the AACHF’s aircraft have recently joined the UK civil register, with XT626 becoming G-CIBW. PHOTO-PHIL WHALLEY
Vampire lights up at Coventry A damp and overcast day did not deter the crowds or the flying at AIRBASE’s Vintage Air Display at Coventry on May 2. De Havilland Dove VP981 (G-DHDV) made a welcome return to the airshow ‘circuit’ and DH Vampire T.55 XJ771, seen here firing up, was among the classic jet participants. PHOTO-ROB EDSON
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The first weekend of May saw several spring airshows taking place around the UK, including memorable events at Old Warden, Abingdon and Coventry
John Romain flying Hispano Buchón G-AWHK at Old Warden on May 3.
Peter Teichman brings P-51D ‘Jumpin’ Jacques’ into land. A trio of Hawkers – (l-r) Hind K5415, Demon K8203 and Nimrod S1581. ALL DARREN HARBAR
T
he Shuttleworth Collection Season Premiere at Old Warden in Bedfordshire on May 3 was blessed by good weather and an exciting participation list. Many aircraft from the collection’s ‘fleet’ were out on the grass, and highlights of the display included John Romain flying a spirited Hispano Buchón routine, Peter Teichman in his North American P-51D Jumpin’ Jacques, and a trio of Hawker biplanes.
UK DATES June 06 THROCKMORTON, WORCS - Throckmorton Air Show – www.throckmortonairshow.com 07 OLD WARDEN, BEDS - Shuttleworth Airshow – 01767 627927 www.shuttleworth.org 12-14 CHOLMONDELEY CASTLE, CHESHIRE - Pageant of Power – 01829 772432 www.cpop.co.uk 13 BIGGIN HILL AIRPORT, KENT - Festival of Flight – 01959 578571 www.bhfof.com 14 RAF COSFORD, SHROPSHIRE - RAF Cosford Air Show – 01902 377922 www.cosfordairshow.co.uk 14 WELSHPOOL, POWYS - Bob Jones Memorial Air Show – www.welshpoolairshow.co.uk 20 OLD WARDEN, BEDS - Shuttleworth Edwardian Picnic and Evening Airshow 20-21 WESTON-SUPER-MARE SEAFRONT, SOMERSET - Weston Air Festival and Armed Forces Day – 01934 427225 www.n-somerset.gov.uk 22-28 EBBESBOURNE WAKE, WILTS - Chalke Valley History Festival – www.cvhf.org.uk NOTE: Airshow on June 27-28 only.
25-28 GOODWOOD, W SUSSEX - Goodwood Festival of Speed – grrc.goodwood.com
JULY 05 CITY AIRPORT (BARTON), ECCLES, GREATER MANCHESTER Manchester Airshow – 0161 789 1362 www.visitcityairport.co.uk 05 OLD WARDEN, BEDS - Shuttleworth Collection Military Pageant with World War One Commemoration Airshow 11 HEADCORN, KENT - Battle of Britain Ball and Airshow – www.battleofbritainball.com 11 RNAS YEOVILTON, SOMERSET - RNAS Yeovilton Air Day – 08445 780780 11-12 IWM DUXFORD, CAMBS - Flying Legends Air Show – 01223 835000 www.flyinglegends.com 11-12 SWANSEA BAY, SWANSEA - Wales National Airshow – www.walesnationalairshow.com All events are subject to operating conditions. Readers are strongly advised to contact venues whenever 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.
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ONE
COLD WAR WARRIORS SR-71 BLACKBIRD
Far right
Robert J Gilliland, the SR-71 test pilot. ROBERT J GILLILAND
Below
The Blackbird’s sleek lines help to make it one of a kind. LOCKHEED SKUNK WORKS
OF-A-KIND
WARREN E THOMPSON TALKED TO BOB GILLILAND, THE MAN WHO TOOK T
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E
J
ust one day after taxying trials had started, test pilot Louis Schalk took the first Lockheed A-12 into the skies from a classified desert site in Nevada on April 26, 1962. This sleek-looking machine was the 12th radical design submitted by Clarence ‘Kelly’ Johnson of the ‘Skunk Works’ – Lockheed’s special projects office.
The cloak of secrecy was not just necessary because of the huge advances in aerodynamics, metals and propulsion. The client for the A-12 was the Central Intelligence Agency, which was looking for a new platform to carry out overflights of Cuba and the Soviet Union. The A-12’s first supersonic sortie took place in May 1963 when it
TOOK THE AWESOME SR-71 BLACKBIRD INTO THE AIR FOR THE VERY FIRST TIME
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COLD WAR WARRIORS SR-71 BLACKBIRD
Clockwise from above
The SR-71 assembly line in August 1964. LOCKHEED SKUNK WORKS
An A-12 high-altitude, high-Mach reconnaissance aircraft for the CIA. LOCKHEED SKUNK WORKS
One of three F-104 chase planes shadowing the SR71 during its first flight. ROBERT J GILLILAND
An SR-71 in the paint shop, January 1965. LOCKHEED SKUNK WORKS
logged a speed of Mach 1.1. The 12th and final A-12 was delivered to Groom Lake, Nevada, where the fleet made a total of 2,850 test flights. The CIA only used the type operationally for a year – May 19, 1967 to May 1968 – and never over the USSR. Production was officially cancelled on December 28, 1966 to make way for the next high-flying supersonic aircraft, the SR-71.
TURNING A BULLET
Once what would become the Blackbird was far enough down the assembly line, Kelly Johnson had to look for someone who could do the job of test flying it. That person was Robert Gilliland, a pilot who was destined to log more experimental supersonic time between Mach 2 and 3 than any other man. His own words form the bulk of this feature. Gilliland’s record spoke for itself. He was flying F-84 Thunderjets with the USAF in West Germany in the early 1950s and had also piloted P-47 Thunderbolts and F-86 Sabres. With the outbreak of the Korean War in 1950, he asked to fly in the conflict and was assigned to F-84s at Taegu. Returning to Germany he finished his tour on F-86s. In the following months he checked out on just about everything in the USAF
inventory and had as his goal the F-104 Starfighter, which put him on Kelly Johnson’s ‘radar’. Robert takes over: “All of this happened a long time ago, but it is still clear in my memory. All the supersonic fighters built during this era were ‘Dash’ vehicles.” [Capable of bursts of supersonic speed but not sustained Mach 1-plus flight.] “Kelly was one of the smartest men I’ve ever met. He was
considered [by many] to be the greatest aeronautical designer of all time, even by the Russians! He knew better than anyone about the difficulties in designing a supersonic aircraft that would be an air-breather and also able to absorb the extreme temperatures. By comparison, the Space Shuttle and the [North American] X-15 were designed for high speeds, but all of their oxygen was contained internally. Plus they didn’t take a sustained heat soak. “The SR-71 obtained its oxygen from the atmosphere. At cruise speed and altitude, at 90,000ft for example, the local atmosphere pressure is just above 1% of sealevel density. We’re operating in a
zone that’s partially aerodynamic and largely inertial. You literally can’t turn because you are going faster than the muzzle velocity of a bullet. Imagine trying to turn a bullet!” “If you were refuelling the Blackbird at, say, 30,000ft, where the temperature is at minus 70 degrees, the aircraft cools down considerably. Then you take it right back up to the extreme altitudes at a high Mach, causing the airframe to take a big-time heat soak for a longer period of time. The SR-71 was designed to take the heat at about 800 degrees. To give you a comparison, the temperature on a self-cleaning oven is about 425 degrees and a soldering iron is between 550 and 600 degrees. “You have to design everything so that it will take this wide temperature spectrum with the expansion and contraction. It was amazing that Kelly could design an aircraft that took all of this without popping all the rivets!
“Also, you have to make the aircraft fuelefficient. If you don’t make all of this aerodynamically and fuel consumption-efficient, then you don’t get the range – and then the purpose of the project has been defeated.”
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“You literally can’t turn because you’re going faster than the muzzle velocity of a bullet. Imagine trying to turn a bullet”
AMPLE ROOM
“Upon returning from an F-104 stint in Europe, I joined the Skunk Works and began flying the A-12. The influence Kelly had developed with the government over a period of years enabled us to get funding for the SR-71. Frankly, I was surprised at the audacity of Kelly Johnson to undertake a programme of this difficulty when the likelihood of failure was so great. “When I first heard of the programme, I went straight to
Kelly and told him I would like to be the main test pilot on the SR-71, and he immediately replied: ‘I was hoping you would suggest that.’ During those early days of the Blackbird development, I spent a lot of time with the cockpit design group. In most, if not all, fighter types the cockpits were cramped and uncomfortable, especially to someone that was 6ft 3in tall and weighed in at about 195lb, like me. For this reason I worked closely with the design people to make
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COLD WAR WARRIORS SR-71 BLACKBIRD
“Frankly, I was surprised at the audacity of Kelly Johnson to undertake a programme of this difficulty when the likelihood of failure of was so great” Above
An SR-71 over northern California. LOCKHEED SKUNK WORKS
Below
A pair of SR-71s at rest on the flight line. LOCKHEED SKUNK WORKS
sure the cockpit was properly set out and had ample room. “The standard SR-71 would have two cockpits in tandem. The back-seater [RSO – reconnaissance systems operator] had no flight controls to operate the aircraft but was the expert on the special systems. Later on in production, a couple of elevated rear cockpit trainer types were produced [SR-71B] which allowed a student pilot to sit up front with the instructor behind him. I might add here that even though the SR had two cockpits, Kelly and I both agreed that on my first flight I would be the only one on board the aircraft.”
READY TO GO
“When the time came for me to fly the SR on its first flight, there were 379 items that would not be functional. We had numerous meetings with engineers to determine which items needed to be working to accomplish what we wanted to do on this first flight. The sole criterion was, of course, safety. “Normally on the maiden flight of any new aircraft you don’t retract the landing gear, but Kelly wanted to not only retract the gear, but go supersonic. He and I discussed this and I told him it didn’t matter to me because if there was a major malfunction I could always punch out. Kelly had a lot of confidence in
the aircraft and made the decision to go ahead and raise the gear and take it supersonic. “There were certain things we hoped to accomplish. We had a list of items compiled by the chief engineer and I had some input as to what they were. We never had any disagreement on the items, but if we had, Kelly would have made the decision. This list was attached to the upper part of my leg so it would be easy to refer to while flying. “Before the first flight we had to go through all the procedures just like we were going to take off, but didn’t. This was a high-speed taxi test which gave us a good chance to check all of the instruments and systems. After
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starting the engines I checked out everything and gave the okay to pull the chocks. “Taxying out and turning onto the main runway, I eased the throttles forward to military power: the SR accelerated rapidly and I scanned the instruments. Then I went to afterburner for a few seconds before I pulled it back to idle. At this time I deployed the drag ’chute and tested the anti-skid braking system. When this was completed, I jettisoned the ’chute and taxied back to the hangar. All the instrumentation was immediately checked to make sure it was ready for flight.”
THROTTLES FORWARD
“The first air test of the SR-71 was on December 22, 1964. One of the most important things we wanted to do after take-off was to climb up to 25,000ft and turn off the artificial
stability. We had to find out what effect it would have on controlling the aircraft. Without it, the SR flies very sloppily. “The aircraft displayed its inherent aerodynamic characteristics in all three axes [roll, pitch and yaw]. Later on in the testing of the SR, the air force requested a demonstration of turning off the artificial stability while at maximum Mach, proving it could be controlled and brought back to base safely. This had to be accomplished before the Blackbird could become operational. “I had three F-104 ‘chase planes’ on that initial test flight. Normally you would only have one, but it was extremely important to have everything documented. Two of the F-104s were two-seaters which allowed for a cameraman in the back seat. I asked them to keep a safe distance because I was so busy in the cockpit I didn’t have time to
keep an eye on them. I headed north toward the Sierra Nevada mountains at subsonic speed and everything was working the way we expected it to. “After making a gradual turn, I was headed back towards base and the time had come to take the SR supersonic. If an emergency situation had come up as I increased speed, I wouldn’t have to worry about turning the aircraft around. I added power, gradually accelerating and climbing. The Blackbird responded exactly like we expected it to.”
RED LIGHT
“When my airspeed got up to 1.2 Mach, a red light came on which indicated the canopy was unsafe. I came back to minimum burner while evaluating the situation. I knew the guys that had designed the canopy back in the Skunk Works and they were among the best in the business. So I figured it was a low-pressure area, aerodynamically, coming over the canopy and it had lifted it just a fraction; it would trigger one of the micro switches, causing the red light to come on. “After a few seconds of thought
Above
A mock-up manufacturer’s plate given to Robert Gilliland as a reminder of his first flight in the SR-71. ROBERT J GILLILAND
Left
Static tests two days before Robert Gilliland took the prototype for its maiden flight on December 22, 1964. LOCKHEED SKUNK WORKS
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COLD WAR WARRIORS SR-71 BLACKBIRD
“...you could have announced, in advance, when and where you were going to fly and there was absolutely nothing any adversary could have done about it” Below
View from an SR-71 at maximum altitude over the Atlantic in the early 1970s. NOEL WIDDIFIELD
on these lines, I added power again: all the while the red warning light continued. I kept climbing and accelerating all the way up to 50,000ft – and that was where the cut-off was as agreed upon. The aircraft hit 1.5 Mach before I thought to pull the power back. The first flight had lasted about one hour, and after landing my assumption about the canopy was [proved] correct.”
HYBRID POWER
“The SR-71’s engines were unique in that they were a turbojet/ramjet hybrid propulsion system in combination with the inlets. That’s where the Blackbird achieves its efficiency. With a turbojet, the faster it goes its efficiency is reduced – and a ram jet is just the opposite, the faster you go, the greater the efficiency. “As the speed of the aircraft increases [about 2.3 Mach] we go from a turbojet mode to a ramjet. Just remember that we have to make this efficient or we don’t get the range we want. In the beginning Kelly told me he would be happy if he got a range of 1,200 nautical miles with it – and he ended up getting twice that. “The engineering staff did an outstanding job optimising range and efficiency – always keeping in mind that the idea of the SR-71 was to go from A to B at extremely high altitude and at a high Mach, in a direct line and with impunity. “On all early test flights of the SR there were multiple problems. Most test pilots love the challenge,
danger and excitement. Chuck Yeager stated: ‘We test pilots are all adrenalin junkies!’ I can remember one flight where I lost both engines up at 85,000ft. I couldn’t get one lit until I was down around 12,000ft. I was very close to punching out. “Over the period I was test flying the aircraft, the problems with new engines were worked out and they proved to be excellent. With the maximum design speed pegged at 3.2 Mach, these engines could easily move you on up to 3.5 Mach – and I had to remember it was designed for maximum efficiency at 3.2 Mach.”
AGAINST THE ODDS
“The concept of the SR was to design an aircraft that could overfly hostile skies without getting shot down. Kelly’s idea was to build it [to] fly miles higher and about four to five times the speed of the U-2 [spy plane]. These characteristics would keep it out of harm’s way. “On many U-2 overflights, Soviet fighters would reach their maximum height, pull their noses up and launch missiles at them. This never worked, but the real danger was with the ever improving SAMs [surface to air missiles]. Mathematically, the odds of getting a hit against an SR-71 were almost non-existent. “Back in the ‘Cold War’ days, if I’d been flying the aircraft on an operational basis, it would not have raised my blood pressure one point to have known a SAM was being launched against me, as long as you are at altitude and speed. As a matter of fact, you could have announced, in advance, when and where you
were going to fly and there was absolutely nothing any adversary could have done about it. “SAMs are controlled from the ground and they have the capability to change direction while in flight. But when it gets up in that ultrathin air where the SR-71 is, the missile can’t turn and we can’t turn, so it becomes a stand-off. The window of opportunity for a missile launch against the SR is only 4.2 seconds. “I understand that, over the years, the Soviet Union and its satellite countries fired between 4,000 and 5,000 SAMs against the Blackbird and never hit one. At about $1,000,000 each for the missiles, the Skunk Works contributed its share in the Soviet Union’s military spending budget!”
SUPERIOR WEAPON
“This one-of-a-kind high-flying Mach 3 aircraft was the master of the universe. The American public was aware of its existence but the US military would never confirm or deny any of the rumours concerning publicity directed towards the SR. “On the other hand, one can only imagine the pressure it had put on the Soviet Union’s military leaders. When you have a superior weapon like the SR-71, it helps control a lot of things. It is a ‘must have’ when dealing with a potential enemy. It would have had a devastating effect on the United States if an enemy had had a weapon like this and could have overflown the country at will.”
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JET WARBIRDS THUNDER CITY
Thunder Ahead
Ian Black reports from South Africa where Thunder City is very much looking to the future Right
The pride of the Thunder City fleet, Lightning T.5 ZU-BBD. Below
Inside the Thunder City hangar in April 2015; in the foreground is all-yellow Hunter F.6A ZU-AUJ and Buccaneer S.2B ZU-AVI.
W
hatever rumours you may have heard, forget them. Cape Town-based Thunder City is alive and kicking! While its CEO Mike Beachy Head has been involved in other business ventures, a dedicated group of engineers has quietly been maintaining the fleet of former RAF jets in airworthy state. Thunder City may have scaleddown its flying activities, but its level of engineering expertise has continued to grow. For example, Mike has been working with Caudwell Marine producing arguably the world’s finest outboard engines and drive gear.
The downtime has allowed deep maintenance work to be carried out on the active fleet, which in April this year comprised: allblack Buccaneer S.2B ZU-AVI (previously XW988) with a mere 1,524 hours total time; former 111 Squadron ‘Black Arrows’ Hunter F.6A ZU-AUJ (XE653) now painted yellow overall and all-black Lightning T.5 ZU-BBD (XS452). This trio is flown occasionally to maintain pilot currency. Backing up the fleet is a huge stock of often brand new spares for each type. These are held in one of two states: fully airworthy and ready-to-go or ‘mothballed’ so the
item can be made airworthy in a relatively short time. Sourcing replacement parts for the Lightnings is not an issue for Thunder City - many of the spares held are still in original English Electric brown wrapping paper. There is also a large cache of expendables, such as tyres and a good supply of the unique starting fluid known as Avpin.
Jewel in the crown
Two single-seat Lightning F.6s are held in short-term storage. The former XR773, now ZU-BEW, has 3,500 hours under its belt and a limited amount of fatigue life
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“Sourcing replacement parts for the Lightnings is not an issue for Thunder City; many of the spares held are still in original English Electric brown wrapping paper” July 2015 FLYPAST 53
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JET WARBIRDS THUNDER CITY and rebuilding four Lightnings, Thunder City has also investigated the possibility of creating a ‘new’ Lightning. Using the nose of a T.5 and swapping it with nose of F.6 XP693 a ‘T.55’ could be created in the shape of a big-winged, big-ventral tank two-seater - such is the level of engineering skill of Thunder City/ Caudwell Marine.
50th Birthday
Above
Lightning T.5 ZU-BBD on the Thunder City ramp in April. Below
Waiting in the wings, Lightning F.6s ZU-BEY and ZU-BEW. All IAN BLACK
left. With 3,500 landings carried out, Echo-Whisky falls behind T.5 ZU-BBD, which has an astonishing 4,900 landings. Perhaps the jewel in Thunder City’s crown is F.6 ZU-BEY (XP693), which has amassed just 1,175 hours in its long life since it first flew in June 1962. Although currently it has no engines fitted, ZU-BEY is still potentially airworthy, having consumed very little of its fatigue life due to spending its entire service as a trials and test aircraft. After displaying what many thought impossible in dismantling
One of the most photographed Lightnings of all time, ZU-BBD first flew in June 1965 as XS452 and served with 226 Operational Conversion Unit, then 11, 29, 56 and 111 Squadrons as well as spells on loan to the Lightning Training Flight and 5 Squadron. Once sporting a pink tail as the RAF Akrotiri, Cyprus, station ‘hack’ it was also one of the first UK-based Lightnings to lose its silver finish. It adopted the same overall green camouflage used by RAF Germany Lightnings. In its latter squadron life it was painted air defence grey, before its long period of storage at Cranfield where it was looked after by Tony Hulls.
Since its arrival at Thunder City in 1998 it has been maintained in a stunning high-gloss black scheme, but still proudly wears its 11 Squadron black eagles badge as well as its original ‘BT’ code. This is a fitting tribute as 11 Squadron celebrated its centenary in February this year and ZU-BBD will have reached its 50th year as these words are read. Bravo-Delta has been rebuilt using new parts wherever possible and, despite its 3,000-plus hours’ flight time, is in as good a condition as it was after delivery in 1965. This April ZU-BBD took to the skies with Mike Beachy Head at the controls on a local sortie returning with just one minor fault – testament to the engineering skills at Thunder City. A glance in the cockpit reveals an almost ‘as new’ appearance with each component replaced or restored. It’s nearly 20 years since Lightnings started flying over Cape Town and the future still looks bright with the prospect of these priceless aircraft flying well into the future. www.thundercity.com
“It’s nearly 20 years since Lightnings started flying over Cape Town and the future still looks bright with the prospect of these priceless aircraft flying well into the future”
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CLASSIC WHEELS
Classic Car & Military Vehicle Show
2015
Sunday
JUNE
14
th
Entry to museum with all its attractions included in admission fee. For further information call 07754 615 693 or visit www.tangmere-museum.org.uk
M NG ER
E
Adult £9 | Child £3 | Family (2+2) £21 | Concession £7
TA
10am - 5pm
20 15
SIGNED FROM A27 3 MILES EAST OF CHICHESTER. POSTCODE PO20 2ES
WARBIRDS
Right
P-51D 44-72035 is regarded as one of the most original Mustangs still flying. ALL JOHN DIBBS UNLESS NOTED
Below
Peter Teichman with ‘Jumpin’ Jacques’ at North Weald. DARREN HARBAR
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MUSTANG
H
azard lights blinking, the Ford Focus bearing this reporter picks its way carefully around the perimeter track at North Weald airfield. Seeing a Beechcraft Bonanza taxying towards me, I pull over outside a modern, self-contained hangar. At the controls of the Beech is Peter Teichman, owner of the unit and the four superbly restored warbirds within. Peter jumps from the cockpit, greets FlyPast and chief engineer Chris Norris, and we head for his office upstairs. It’s situated on a balcony that offers a fine view of the aircraft below. These comprise our cover star North American P-51D Mustang 44-72035, Curtiss P-40M Kittyhawk 43-5082 (representing P-40N Lulu Belle), 1942-built Hawker Hurricane IIB BE505, and Supermarine Spitfire PR.XI PL965. Today is May 8, the 70th anniversary of VE Day, and as soon as Peter finishes talking to us, he’ll be taking off in the Spitfire – the only Mk.XI flying anywhere in the world – for a commemorative flypast in the company of the Blades aerobatic team. Although
it’s probably like being asked to choose between your children, Peter names the Mustang as his favourite aircraft to fly. In the 14 years he has owned Jumpin’ Jacques only one other pilot has flown it – and that was the very experienced Maurice Hammond. Peter has flown the fighter over 850 times, most recently at Old Warden’s season-opening airshow on May 3 (see Airshow, pages 42-43). “I’ve built up a collection consisting of four of the greatest Allied fighters of World War Two, but the closest to my heart is the Mustang,” he says. “It’s fast, powerful and comfortable, plus this one has an amazing history, having flown with the Tuskegee Airmen in 1945. It might seem sacrilegious to even suggest that the Spitfire wasn’t the greatest fighter, but as an allrounder I’d pick the Mustang. “The Spitfire was designed to get up fast, fight well and land, re-arm and get up again. The P-51D is at a different level in terms of capability, and don’t forget the Spitfire is a much earlier design so you’d expect the Mustang to be more capable. Similarly, the Hurricane is one step behind the Spitfire in terms of sophistication.” Not only did the Hangar 11 Collection’s Mustang fly with the ‘Red Tails’,the African-American manned 332nd Fighter
Group, but today (aside from its paint scheme) it is almost entirely unchanged from the war machine it once was. “This Mustang has always been a complete aeroplane,” say Peter. “It has never had a major restoration so it is flying with its original longerons, and there’s not one panel on it that was not there when it left the factory at Inglewood, California in 1944. You can see the original inspection stamps on each panel and every time we look inside the wings we rediscover all the old stencilling marks and date stamps.” Authenticity is vital to the Hangar 11 Collection team, and they’re renowned for the trouble they take to source original parts. “It’s slightly easier with the Mustang because they were built in such large numbers, and because they were mostly produced towards the end of the war, a larger proportion of parts have survived. Having said that, even in the years that I’ve owned Jumpin’ Jacques, supplies have been drying up. Engines are becoming so expensive. There are no new camshafts, crankshafts, pistons, followers or rockers – everything you need on a Packard or RollsRoyce Merlin is around 75 years old. It’s a challenge. “But other than a radio and
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Hangar 11 Collection boss Peter Teichman speaks to Steve Beebee about his magnifi cent P-51D Mustang, and reveals plans for the rest of his North Weald fl eet
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WARBIRDS
MUSTANG
Top, left to right
Peter flying Supermarine Spitfire PR.XI PL965 with the Blades aerobatic team over Northamptonshire on May 8, 2015. VIA THE BLADES AEROBATIC TEAM
The Mustang flying through darkening skies during its recent display at Old Warden. DARREN HARBAR
Peter brings the P-51D into land at Old Warden on May 3. DARREN HARBAR
Keeping Jacques Jumpin’
At the time of our visit, the Hangar 11 Collection’s chief engineer Chris Norris was carrying out a camshaft inspection on Jumpin’ Jacques. The Mustang, Chris reveals, is a largely reliable aircraft, though it does require constant scrutiny to ensure it remains so. “We need to do one of these camshaft inspections for every 25 hours of use,” he says. “We usually do that concurrently with the annual check, but there’s been a split with the dates this year, so we’re doing it separately. The Mustang’s due an annual in July, but it’s pretty reliable. “There are sometimes issues with the clamshell doors on Mustangs so on every pre-flight inspection we’ll have a good look at the hinges and make sure we haven’t got any broken castings. Also the tail surfaces are critical – the elevator tab and rudder tab have been known to part company, so we always pay attention to those. Not just a quick glance; we get in there with a torch. “It’s a privilege to work on such historic machines, but there are of course certain jobs that are difficult and awkward to perform. I get my pleasure seeing them fly. The consequence of the work is the fact that these become live, flying aircraft. A few days ago Peter took the Spitfire up, followed by the Mustang, and it’s great to hear those engines on full song, knowing that you’ve worked on them.”
transponder, which we need to have, there is no modern equipment in any of the aircraft. All the electrical systems function using the original diodes and fuses from wartime, and any modern wiring is made to look period.”
‘Red Tails’ remembered
The big news for the many admirers of this aircraft is that within a few years it will be returned to its original wartime paint scheme. It became Jumpin’ Jacques while in the care of previous owner Jacques Bourret in France, based on a fighter that flew with the USAAF’s 3rd Fighter Squadron, 3rd Air Commando Group. Peter acquired
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the Mustang in 2001, and on repainting it (in the same scheme) six years ago, he noticed many traces of the Tuskegee Airmen’s signature red paint inside the fuselage. “On reflection, I should have taken that opportunity to return her to the original ‘Red Tails’ scheme. At the time, there were business-related reasons for keeping her as Jumpin’ Jacques – but, when we come to repaint her again, which we will do within the next two years, she will
emerge in her original squadron colours. If we’ve got the resources in terms of labour, we’ll strip and paint her this winter.” The Mustang is in immaculate condition and requires relatively little day-to-day maintenance outside normal servicing periods (see panel opposite). A week before our
interview, Peter displayed her over the Royal Gunpowder Mills in Essex and then flew straight into a second performance at Old Warden, navigating around some dramatic storm clouds in the area. “The Mustang and Spitfire are very different machines to fly,” he says, when asked to compare Jumpin’ Jacques to the machine he’ll be flying today. “The Spitfire has very few vices and you can almost ‘think’ it through the sky. It stalls at something as low as 56mph (hard to tell as air speed indicator is on the stop) and generally doesn’t do anything wicked. Coming over the fence to land you’re probably
July 2015
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doing 65 to 70mph. The P-51D is different, because it effectively has a jet wing, which is laminar flow – a lowlift, high-speed wing. “It operates brilliantly at high speed, offering you greater efficiency for the same engine power, and it can be 30-35mph faster than the Spitfire at the same power setting. That’s down to the wing. The trade-off is that when you’re flying too slowly, it will bite you. “The stall speed is nearer to 90mph, and whereas the stall on the Spitfire or Hurricane is relatively benign, on the Mustang it’s dramatic. It will give you a bit of stick shake, and then it will depart from controlled flight – and by that I mean it will turn onto its
back if you are not careful. So, it’s an aeroplane with a couple of vices, but providing you respect those things it is a wonderful machine.”
Warbird icons
The Spitfire in question is one of a kind. Painted in eye-catching photoreconnaissance colours, it is another authentic machine, even flying with same Rolls Royce Merlin 70 engine that powered it during its last 25 sorties during World War Two. Built in 1944, PL965 flew over 40 ‘ops’. It was eventually recovered from a museum in the Netherlands by Nick Grace and beautifully restored. Peter bought the aircraft – then equipped with a Packard-built Merlin 266
engine – in 2004, and set out on a seemingly unlikely quest to reunite the Spitfire with its original engine. “The first Merlin had been sent away to be rebuilt, but that never happened, so PL965 was instead fitted with the Packard, which was less costly and more readily available. To cut a long story short, we discovered the original unit in a crate in California with the help of the original owner Chris Horsley who still had it, so I bought it and had Maurice Hammond of Eye Tech Engineering restore it for us. That is now once again the engine inside PL965. It is the only Spitfire in the world that is flying with its original wartime powerplant.” Peter has gone to similar lengths
Above
An air-to-air view of North American P-51D Mustang 44-72035 ‘Jumpin’ Jacques’.
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WARBIRDS
MUSTANG
to make his P-40 (the cover star of our August 2013 issue) as original as possible. The top part of the control panel has recently been replaced with a wartime version, sourced from a museum in New Zealand, and a map case, electrical junction boxes and switches have also been added. Having sourced a replacement Allison 1710 engine, which has been overhauled by Vintage V12s at Tehachapi, California, the Kittyhawk may well be flying again by the time FlyPast is published. “We inspected the old engine in December 2013, and although it had been performing well, we were aware that it was getting tired,” says Peter. “I made the decision to bite the bullet and get a new Allison. That’s now fitted and as it has already been bench run-in for 4 hours by the engine builder, we are basically ready to go. We will be flying the P-40 again very soon, and in fact, we’ve got several airshow bookings for it in June - Cosford and Biggin Hill, among others.” The Hurricane is another interesting and unique aircraft, the only flying ‘Hurri-bomber’ in the world. Built by the Canadian Car & Foundry Company, it served with the RCAF, and after passing through the hands of various collectors it was fully restored by Hawker Restorations, before returning to the sky in January 2009. It currently represents BE505, a Manston-based Mk.IIB belonging to the RAF’s 174 (Mauritius) Squadron. “Had I been a Battle of Britain pilot, and given the choice between Hurricane and Spitfire, I might very well choose the former,” muses Peter. “It’s amazingly manoeuvrable and would actually out-turn a
Below
The Mustang sits beneath a dramatic evening sky at North Weald.
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Spitfire. Obviously I’ve never fired the guns, but the Hurricane was renowned for being a stable gun platform, could absorb damage, was easier to repair and somewhat more forgiving on landing. “It’s a wonderful aircraft to display and in some ways is the equivalent of a vintage car. It’s like a 1930’s Rolls-Royce – it’s got these amazing old switches and a brass bell switch that turns the landing light on and off. It’s quirky and very ‘vintage’, whereas I’d describe the Spitfire as ‘classic’.” Although the Hangar 11 Collection is a flying business rather than a restoration company, many FlyPast readers will already be aware of the team’s exciting Spitfire IX project (also see News, March issue). The complete fuselage and tailplane of PT879 arrived at North Weald in January following restoration by Airframe Assemblies on the Isle of Wight. The 1944-built Spitfire flew with the Soviet Air Force’s 2nd squadron, 767th Regiment, 122nd Division, as part of the wartime Lend Lease agreement. “We have the entire aeroplane – fuselage, wings, engine - and it’s going to be another aircraft that’s unique,” says Peter. “The fuselage has been restored over three years and still comprises several hundred original parts. It’ll be an accurate restoration, recreating its appearance in Soviet hands – they literally just handpainted the red star insignias on top of the existing factory scheme. “I imagine our work will take at least a few years. We are not just a restoration business as such, so we need to fit the project around our existing schedule of flying aircraft,
but it will be the first flying Spitfire that’s come back from a Russian squadron.”
Wings of freedom
As the hangar doors slide open on this VE Day anniversary, Peter is anxiously scanning the weather reports. It all looks good for the Spitfire PR.XI’s flypast with the Blades over Northamptonshire, but he’ll need to be on the ground at North Weald again by 7pm. For the Hangar 11 boss, opportunities to pay tribute to the aviators of the past are eagerly grasped. Pleased or not by the outcome of the General Election - also announced this morning - it is humbling to remember that our freedom to even make such decisions was hard won and came at huge expense. “Flying any of these four aircraft makes me feel like a custodian of history,” says Peter. “We are mindful that when we move on, these aircraft should continue. These are irreplaceable icons of wartime, as important in their own way as a Van Gogh or a Rembrandt. Flying the Spitfire today will mark 70 years since VE Day. I’ve done similar things many times and will do in future. Every time, it’s spine-tingling. When I fly Jumpin’ Jacques, for example, I’m well aware that I’m a mature pilot with plenty of experience, but it becomes so easy to imagine that I’m 19 or 20, that I’m 5,000 miles from home and taking a Mustang into combat on a freezing December morning. Up at 40,000 feet, perhaps flying eighthour missions escorting bombers into Germany – these guys were absolute heroes.” www.hangar11.co.uk
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The Hangar 11 Collection’s North American P-51D Mustang 44-72035 (G-SIJJ) ‘Jumpin’ Jacques’. JOHN DIBBS
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Spotlight Dornier
Do 17
17 Pages in detail 66 Origin and history 68 Men Behind the Dornier 74 Artwork Night-fighter 76 In Combat - the Do 17 in action 82 From the archive
Main picture
A rare photo of a Do 17P of Aufklärungsgruppe 10 at SaintInglevert in the Pas-de-Calais, France. VIA CHRIS GOSS
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This month Spotlight shines on the twinengined Dornier Do 17, one of the Luftwaffe’s three principal bombers of World War Two. Having made its combat debut in the Spanish Civil War, successive generations of Do 17 served effectively as part of Hitler’s Blitzkrieg and beyond. We describe the machine’s history and the experiences of those who flew them.
11/05/2015 09:55
Spotlight Dornier Do 17
Scrutinizes the history of...
The Dornier
Do 17 O
ne of the three key twinengined bombers used by the Luftwaffe during the Battle of Britain in 1940, the Dornier Do 17 was immediately identifiable through its slender fuselage and twin-finned tail. It was often referred to as ‘the flying pencil’ by the Germans, reflecting its distinctive appearance, and while it could carry less ordnance than some of its contemporaries, it was more manoeuvrable and less likely to be shot down by defending fighters. That said, the Dornier was a pre-war design, and while an essential tool of Hitler’s Blitzkrieg in the early part of World War Two, its days as a frontline bomber were numbered when the Luftwaffe suffered significant losses in the Battle of Britain. The machine was soon replaced by the newer Junkers Ju 88, which was more robust and could carry a greater bombload. Advanced developments of the Do 17, such as the Do 215 and Do 217, meant improved variants continued in production, and older versions were retained by the Luftwaffe in secondary roles until the end of the war.
The Goodwin Sands Dornier
Given that no complete example of a Dornier Do 17 had been preserved, the discovery of a relatively intact machine buried in the Goodwin Sands, off the coast of Kent, prompted much excitement in 2010. On June 10, 2013 a salvage team successfully raised the airframe from the seabed. It is now receiving preservation treatment at the Michael Beetham Conservation Centre at Cosford’s RAF Museum. Although there is some controversy about its precise identity, it is widely believed to be Do 17Z-2 1160 5K+AR, which was operated by 7/III of KG 3. This machine was shot down by Boulton Paul Defiants of 264 Squadron on August 26, 1940 – two of the crew died while the other two survived and were taken prisoner. Another Dornier – an example of the more advanced Do 215 – was discovered in the waters off Waddenzee in the northern Netherlands during September 2007, and the wreck of a Do 17M remains on a mountainside near Oslo, Norway, where it crashed on July 2, 1942.
Need for speed
A specification for the construction of a ‘high-speed mailplane’ for national airline Lufthansa was issued in 1932, with Dornier beginning work on the design in Friedrichshafen later that year. Approval was given to develop prototypes in 1933, not long after the Nazis had taken power, with Hermann Göring in charge of aviation. Germany’s ability to develop its military power was limited by the terms of the Treaty
of Versailles, so much of the work took place in secret. The original specification was amended so that it included the need for ‘special equipment’ within the new aircraft, in other words, the capacity to carry bombs. The first prototype flew on November 23, 1934, though it looked significantly different to the final version, having a more conventional single tailfin. A number of landing accidents held the test programme back in early
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SPOT FACT Production of the Do 17 ended in the summer of 1940 1935, with the twin-tailed V2 version flying for the first time on May 18, powered by two 660hp (492kW) BMW VI engines. The vast majority of production models would be fitted with more powerful Bramo Fafnir nine-cylinder radials, each developing around 1,000hp. It was soon evident that a lack of cabin space in the slender Dornier rendered it a poor choice of airliner or mailplane, and it was rejected by the airline for which it had been built. The machine was saved from obscurity by Lufthansa Capt Robert Untucht who flew an energetic routine in one of the prototypes and declared it “as nimble as a fighter”, and that it was, potentially, “a highspeed bomber”.
Germany’s emerging air arm was not slow to react to this recommendation, ordering two versions of the new machine, one for bombing and one for longrange photo reconnaissance. Both entered service in 1937 and almost immediately spawned a demand for more advanced versions, which duly
2,139
arrived the following year. Numerous types entered production in a remarkably short time, including the Do 17K export version which was supplied to Yugoslavia before the latter also began to licence-build its own models in 1940. Many of these ended up in Croatian hands after Germany invaded Yugoslavia in April 1941.
War machine
Both the Condor Legion and the Nationalist Air Force used Dorniers in the Spanish Civil War, and by the start of World War Two, the definitive and most widely produced variant – the Do 17Z – was equipping Luftwaffe
units. The newest version was quickly developed as a result of lessons learned in Spain. Defensive armament was improved and the nose and cockpit area were completely redesigned with an enlarged, glazed nose equipped with more machine guns. The now bulbous-looking front section,
Origin & history dubbed ‘beetle eye’, was retained in all subsequent versions. Though its typical bombload of 1,000kg (2,205lb) was less than a quarter of that carried by the RAF’s twin-engined Avro Manchester, the Dornier was popular with its crews, being quick and relatively nimble. When Germany invaded Poland it had around 370 of the bombers available, more than 200 of which were the latest ’Z variant. The machines were used successfully in the campaigns against Poland, Norway, the Low Countries and France, partly as a result of Germany’s effective Blitzkrieg strategy – a series of short, fast attacks backed up by close air support. Later in 1940 the bombers were used against targets in Britain. With the help of radar, their formations were often intercepted by defending fighters. As the Luftwaffe’s own escorting Messerschmitts lacked the range to stay with the bombers for long, losses mounted steadily over the summer and into autumn. With the Junkers Ju 88 now Germany’s bomber of choice, Do 17 production ceased that year. The twin-finned machines were involved in other campaigns, including the invasion of Russia, but were largely withdrawn from frontline service by the end of 1942. The Luftwaffe continued to use them for training and research, and flew a few as target tugs. Some also served overseas, with operators included Finland, Romania and Bulgaria, though very few survived the war. The last of the Do 17 ‘breed’ is believed to have been scrapped in Finland in 1952.
Far left
The Dornier Do 17 V1 prototype was the only version to have a single tailfin. Below left
Dornier Do 215 NO+TB – this aircraft was a development of the Do 17. Below
An early (pre-war) Dornier Do 17K painted in Luftwaffe markings. ALL KEY
were built in total
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Spotlight Dornier Do 17
By Day a Erwin Moll became a very experienced Do 17 pilot; Chris Goss charts his operational experiences
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SPOT FACT The type made its combat debut in 1937 during the Spanish Civil War
Men Behind the Do 17
and By Night V
ery few Dorner Do 17 pilots made names for themselves flying the type in World War Two, as the bomber became outdated very early in the conflict. One man who did have a notable career on the Do 17 was Erwin Moll of Kampfgeschwader 76 (KG 76). The second Gruppe of KG 76 (II/KG 76), which had only been formed at Wels, in northern Austria, at the start of January 1940 was commanded by Major Walter Hill. Although Moll had clocked up 730 flights by the start of the Battle of France on May 10, 1940 he didn’t fly his first operational mission until the 13th. This combat debut was staged from Köln-Wahn, and is believed to have targeted the Philippeville/Givet area on the Belgian/French border. The following afternoon he flew his second ‘op’, with another later that evening; one of these was against the Dinant-
Florennes area of Belgium, the other objective was again the Philippeville region. Three days later, II/KG 76 moved to Vogelsang in Westphalia, Germany and that evening, Moll and his crew struck again, probably in the Namur-Bapaume border area of Belgium and France. His seventh sortie was from the temporary airfield at Marche, Belgium, on May 22 before he returned to Vogelsang.
Lost comrades
Losses for II/KG 76 crept up as May progressed and even the Gruppen Kommandeur didn’t escape. Early in the morning of the 25th, Major Hill’s Do 17 was intercepted by Armée de l’Air Curtis Hawks of GC I/4 near Amiens. Hill brought his damaged Do 17 back to Vogelsang and he spent almost ten days in hospital. He recovered but didn’t return to the unit and
was eventually replaced by Major Friedrich Möricke. As well as the wounding of II/ KG 76’s leader, May 25 was also one of great sadness for Moll, as he recorded in his diary: “Unteroffiziers Heinrich Lang, my observer, and August Flaig, my flight engineer, had to fly with another pilot because I had been detailed to another Staffel for this day as several officers of this Staffel had been lost or were absent for some other reason. “Prior to the actual mission the Gruppe made a stopover at Sovet [Belgium] for a briefing with our fighter escort. It was there that I saw both of them. They asked if I could get permission for them to fly with me again. I had my Staffelkapitän’s assurance that I would have my own crew back on the next mission, but nothing could be changed for this raid. “During the subsequent attack
Clockwise from left
Servicing a Do 17Z of KG 76. Hans Fortmüller (radio operator), Erwin Moll, Heinrich Lang (observer), August Flaig (engineer) on the wing of a Dornier at Köln-Wahn, May 1940. Despite severe damage, this Do 17Z of 5/KG 76 managed to return to mainland Europe. It is believed that this incident occurred on May 22, 1940, and the pilot was Uffz Otto Stephani.
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kg (17,200lb) was the Do 17Z-1’s weight when fully loaded July 2015 FLYPAST 69
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SPOT FACT The Daimler-Benz DB600-powered Do 17E-1 was the first production variant
Above
Usually flown by the Staffel Kapitän, Hptm Helmuth von Raven, ‘F1+AM’ was piloted by Erwin Moll on the ‘ops’ of May 14 and 17, 1940. Right
A Do 17Z of KG 76 unleashing its warload. Below
Do 17 ‘F1+CM’ of 4/ KG 76 taxying.
their pilot, Lt Albert Daubner, was wounded and tried an emergency landing in a meadow at Escarmain. What he could not see was an embankment about 2m [6ft 7in] high; the aircraft hit it at full speed. All four crew members died.”
Leutnant’s luck
On June 1 targets for II/KG 76 switched to shipping off Dunkirk. Moll took off from Vogelsang at 09:50 hours, but the space in his logbook where he normally recorded
where he landed is blank. Instead, in the comments sections, Moll wrote: “Badly wounded over Dunkirk and crashed behind German lines.” Moll’s was the only Do 17 lost that day and its demise is believed to have been caused by Flt Lt Terry Webster of the Hornchurch-based 41 Squadron. Webster had sighted three of what he thought were Do 215s with a straggler being attacked by a Spitfire from another unit. He closed on the remaining two, came in from above and astern and fired
a five-second burst at 200 yards, closing to 50. He saw one of the enemy aircraft catch fire and he last sighted it 'burning merrily'. He then attacked the remaining Do 17 giving it another five-second burst and saw it dive away from 3,000ft with its port engine smoking and the propeller all but stopped. Moll wrote down his recollections of the events: “Hans Fortmüller, my radio operator, was shot in the head, as was I. Because of the loss of blood and the loss of consciousness, we crash-landed at full speed near Ypres. The observer, Ernst Mössner, had been shot in the arm and he broke a leg when he was thrown out of the plane. "Afterwards he said that we had all been lying about 30m in front of the wreckage. I had not noticed anything of this ‘long jump’ because I only came to when I was pushed into the ambulance on a stretcher.” Uffz Hans Fortmüller and Uffz Johann Wörlein (Moll’s engineer of eight days) were killed. Moll: “A few days earlier, Fortmüller had written a letter to his parents: ‘You don’t have to worry about me, I can trust on my Leutnant’s luck!’ Unfortunately, my luck was not enough for both of us. "I deeply regretted the death of my crew members, we had done our training at Kampffliegerschule together and got along very well.” The following day was Moll’s 22nd birthday, which he spent in hospital.
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Men Behind the Do 17 ItHeadquarters was almost two fl months beforeight pilots what happened next
As mentioned in the main text, on August 15, 1940 the Stab of III/KG 76 was heading for London’s docklands. This raid was led by three aircraft, piloted by Stefan Fröhlich, Alois Lindmayr and Immanuel Griesinger. We take a potted look at their lives. Generalmajor Stefan Fröhlich, the Geschwader Kommodore, was in the lead aircraft, flown by Oblt Hans Lommatsch. Fröhlich joined the Austrian Army in 1908 as an engineer, serving throughout the Great War. He remained in the army after the conflict, becoming involved in equipping the Austrian Air Force and went on to command Zeltweg air base. Following the Anschluss (union between Germany and Austria) Fröhlich joined III/KG 255 after which he commanded I/KG 158, later redesignated I/KG 76. In November 1939, Fröhlich was given command of KG 76 and, was awarded the Knight’s Cross on July 4, 1940. He handed over command in February 1941 and held a series of staff appointments on the Eastern Front until November 1944. General der Flieger Fröhlich was transferred to the reserve. He died in Duisburg in 1978. Major Alois Lindmayr was also Austrian, joining the army in 1925. Five years later, Lt Lindmayr trained as a pilot and in 1934, was posted to Fliegerregiment 1 in Vienna. He also transferred to the Luftwaffe in 1938 to lead 7/KG 158 (later 7/KG 76) which he led with spectacular success in Poland and France. He was awarded the Knight’s Cross on July 21, 1940. At the start of August he was put in charge of III/ KG 76 and, like Fröhlich, handed over command when III/KG 76 converted to the Ju 88. A series of staff and training posts followed. He died in Wels, Austria, in 1965. Oblt Immanuel Griesinger was reported missing on July 2, 1941 as Staffel Kapitän of 7/KG 76 flying Junkers 88A-5 4223 ‘F1+BR’. In March 1942, the loss of his aircraft was reassessed from 100% (written off) to 30% (repairable) but he and his crew were still listed as missing. However, it can now be proven that he was captured, and that an Oberleutnant Immanuel Adolf Eberhard Griesinger died on June 22, 1942 at Yelabuga PoW camp in the Soviet Union.
4
Moll re-joined KG 76 and was assigned to 3 Staffel, commanded by Hptm Eberhard Wöhlermann. His new crew comprised Uffz Maichel (observer), Uffz Otto Staude (radio operator) and Uffz Ewald Franke (engineer). On July 28 Moll was picked up from Paris by Fw Karl Niebler and flown to 3/KG 76’s base at Beauvais. After a couple of flights to get used to one another and the area, Moll embarked on his 11th ‘op’ on the night of August 15 when he dropped
the middle of the formation. Sixteen Do 17Zs of I Gruppe targeted Kenley but [there was] confusion with Croydon, Biggin Hill and Redhill. “In the lead plane flown by Oblt Hans Lommatsch was Generalmajor Stephan Fröhlich, the Geschwader Kommodore. To his left was the plane flown by Oblt Imanuel Griesinger, to the right was Major Alois Lindmayr. The attacking fighters only fired on the leading plane and Lommatsch was severely
Below
The Moll crew on ‘F1+FM’, the aircraft in which Erwin Moll (second from left) and Hans Fortmüller (left) were shot down on June 1, 1940. The badge on the nose is an outline of Great Britain with a bomb dropping on it, incorrectly attributed to 3/KG 76.
“I deeply regretted the death of my crew members, we had done our training at Kampffliegerschule together and got along very well”
bombs on London’s Victoria Docks. His next mission was recorded as against Redhill airfield, but it was actually Kenley. Although he did not take part, Theodor Rehm of 2/KG 76 wrote the following in his diary: “KG 76 flew its first major attack against England. Crews report great muddle above the target. Fighter protection ineffective, English fighters right in
wounded. He managed to fly back to Cormeilles, collapsed on landing and died in hospital on September 7, 1940.”
Changing tactics
Above
An unidentified Do 17Z at Langemarck, close to Ypres. This could be the aircraft that Moll force landed on June 1, 1940.
The following day’s mission was cancelled but Erwin took part in an attack on Kenley at lunchtime on August 17. All of KG 76 was involved, along with the Ju 88s of
(or 5, in earlier models) bomb racks were accommodated within the bomb bay
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SPOT FACT A single Do 17Z-10 tested the Lichtenstein radar system Below
9/KG 76 Passing Beachy Head at low level, August 18, 1940.
II Gruppe which dive-bombed the hangars and buildings. The Do 17s from I and III Gruppen followed, cratering the landing ground and hitting ground defences from high altitude before a low-level raid by 9/ KG 76. The attack was spectacular, but cost the Germans heavily - I/KG 76 lost a Do 17 along with three crew killed, two taken prisoner of war (PoW) and two wounded. II/ KG 76 suffered two Ju 88s lost with five killed or missing, three became PoWs and one was wounded. It was III/KG 76, in particular 9/KG 76, that came off the worst with six aircraft shot down; amounting to 11 killed, five taken as PoW and seven wounded. Moll was kept busy in the remainder of August, hitting Brighton (on the night of the 20th), Slough (night of 21st), Hawkinge (25th), Biggin Hill and Detling (30th), and Hornchurch (31st). In the first weeks of September it was the turn of Biggin Hill (1st), Rochford and Chatham (4th) and Thameshaven (6th) as well as taking part in the first major raid on London on September 7. Moll reported massive fighter defence when he was part of an attack on the capital on September 15. His good friend, Oblt Karl-
Ernst Wilke, was shot down and was captured. From then on Moll’s missions were against London, and by night. On October 20 he strafed Hastings on the return leg. By the end of the Battle of Britain, he had flown 35 missions with the Do 17 and on the 18th was awarded the Iron Cross First Class by Reichsmarschall Hermann Göring. Moll’s association with the Do 17 was coming to an end as it was obvious the bomber was obsolete and the future lay with the Ju 88. On October 29 he and his crew arrived at Gütersloh in Germany in Do 17Z ‘F1+CL’, landing at 17:56 - his last flight in the type. Ten days later he had his first trip in a Ju 88 as 3/KG 76, like the remainder of KG 76, converted onto the more advanced Junkers bomber.
Unseen approach
Arriving back at Beauvais in the late afternoon of March 7, 1941 in his personal Ju 88A-5, 7172 ‘F1+DL’, Moll flew his first Ju 88 operation (his 36th of the war) on the 11th against Birmingham. His target sheet read Liverpool (13th), Sheffield (14th), Bristol (17th) and London (19th), as well as a series of nuisance attacks on airfields between April 7 and 11 which also included Andover and others in the vicinity
of Brighton, Reading, Harwell, Swindon, Portsmouth and Salisbury. He stopped filling in his logbook after the April 11 sortie, recording an unspecified flight on the 13th, and for the 16th, he wrote: “Shot down and PoW”. Approaching London, Moll’s crew spotted a night-fighter which they thought they had managed to evade. However, Flt Lt Tony Dottridge and Sgt Trevor Williams in a Beaufighter of the Tangmerebased 219 Squadron managed to approach unseen and when in position, opened fire. Moll later recalled: “There were two explosions in the area of the starboard wing – I thought we had been hit by flak. Ewald Franke called ‘Starboard engine burning!’ so I switched off and feathered the prop. “His next call was ‘Away with the bombs – they are burning!’ so I pushed the button and dropped the bombs. After that I had some time to have a look at the wing and noticed that a large part of it was burning but not the engine itself. In order to get as far away as possible from London, I opened the throttle but was not able to read the instruments because of the flickering flames. “After a few minutes, I noticed a slow reaction of the aileron and concluded that the fire had damaged
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Men Behind the Do 17 the control rods, so the heat could have damaged the main spar as well and this would cause the wing to break off. That is why I ordered the crew to bale out. Kurt Brähler and Otto Staude left the aircraft using the upper hatch, Ewald Franke baled out through the hinged hatch in the ventral gondola. “After the crew had left, I opened my seat belt and climbed into the back of the cockpit. I decided to leave the plane through the gondola – more difficult but safer. With a short look back, I said goodbye to my aircraft, drew up my legs and fell.” Moll landed in a garden in the
south-western suburbs of London where he was promptly captured; his bomber crashed off Wortel Road, Denmark Hill, Wimbledon. Of his crew, Otto Staude was killed, the other two, like Erwin, were quickly captured. Erwin Moll had survived 35 operations in the Do 17, but lasted just another ten with the Ju 88 – shot down on his 46th mission. Shortly afterwards his Geschwader moved to the Russian Front where many more former Do 17 pilots were not as lucky as Erwin.
Above and left
The remains of Moll’s Ju 88 on April 16, 1941. VIA PARRY
“I opened my seat belt and climbed into the back of the cockpit. ...With a short look back, I said goodbye to my aircraft, drew up my legs and fell”
255
mph was the typical top speed of the Do 17Z-2
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Spotlight Dornier Do 17
Night
Intruder Pete West artwork of a Dornier Do 17Z adapted for use as a night-fighter
Artwork
Dornier Do 17Z-10 R4+AK flown by Hptn Erich Jung of 2/NJG 2, based at Gilze-Rijen in the Netherlands during late 1940. PETE WEST-2015
T
he Luftwaffe put the Dornier Do 17 and its successors to a variety of uses during World War Two. After the type was considered to have had its day as a bomber, many were relegated to training or target tug duties. A few were modified, painted black and used as night-fighters. The Dornier was never as prolific or as successful in the role as the Junkers Ju 88, or smaller aircraft such as the Messerschmitt Bf 110, for which the transition was easier. Several Do 17Zs flew with Nachtjagdgeschwader
2 (NJG 2), initially based at GilzeRijen in the Netherlands. Although outnumbered in the unit by Ju 88s, the Dorniers nevertheless achieved some successes intercepting Allied bombers and making incursions over the Channel into Britain. Aircraft were frequently tasked with long-range intruder missions over the UK, where they proved a menace to the RAF’s own night-flying training programme, as well as to British bombers returning to home airfields. Our subject is R4+AK, a Do 17Z-10 model frequently flown by Hptn Erich Jung of 2 /NJG 2 from
Gilze-Rijen, and fitted with the latest Spanner Anlage infrared detection equipment. Jung was in charge of 2 Staffel, his unit identifiable by the red tips of the Dornier’s spinners. Flying only with NJG 2, he went on to score 28 victories, all at night. The unit later served in the Mediterranean theatre, and ended the war in Germany attempting to defend the industrial Ruhr area from Allied bombardment. In the last few weeks of the conflict, it flew the night-fighter version of the Junkers Ju 388, the only Nachtjagdgeschwader to do so.
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SPOT FACT Italian night-fighter crews received training on Do 17Zs in 1942
10
Do 17 night-fighter in profile
aircraft were modified into Do 17Z-10 night-fighters for the Luftwaffe
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Spotlight Dornier Do 17
First
Blood Chris Goss describes the Dornier Do 17’s combat role during the first days of the Battle of Britain
T
he Battle of Britain officially began on July 10, 1940. After the passage of 75 years, there is still confusion about some of the events on that pivotal day, but it is known that German casualties began early: a Dornier Do 17P-1, intercepted and badly damaged by RAF fighters, returned with 250 bullet holes in the fuselage, its observer, Oberleutnant (Oblt) Otto Somborn, fatally hurt and the radio operator, Gefreiter Willi Fränzis, wounded. It is thought
that this was the first casualty of the battle, attributable to Flt Lt Roy Dutton and Plt Offs Mike Newling and Bob Yule of the Hurricaneequipped 145 Squadron off Southampton at 05:10. Ten minutes later, off the Norfolk coast, another Do 17 was in trouble. Red Section of the RAF’s 66 Squadron – Plt Offs Charles Cook, John Studd and Sgt Fred Robertson – intercepted a Do 17Z of 4/ Kampfgeschwader 3 (4/KG 3) in their Spitfires. After its port engine
was set alight, the Dornier crashed and broke up in the sea 20 miles east of Winterton. Three survivors from Oblt Hilmar Bott’s crew were seen in the water, but all four airmen were later reported by the Germans as missing.
Claim and counter-claim
Although other losses occurred sporadically for the next few hours, it was not until around 14:00 that Do 17s were back in action.
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SPOT FACT It was designed as a ‘Schnellbomer’ (fast bomber)
Do 17 in combat
d
15
A Do 17Z of 1/KG 2 over a European airfield.
Do 17U-1 Pathfinder models were built, including three prototypes
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SPOT FACT Do 17s were used in every major campaign theatre until the end of 1941 A series of photos showing a damaged Do 17P-1, the observer of which was killed. It’s possible this is the Do 17P damaged by 145 Squadron on July 10, 1940.
The 26-ship Convoy ‘Bread’ had set sail from Greenhithe, Kent, earlier that day and by early afternoon was off North Foreland. Escorted by Messerschmitt Bf 110s of III/ Zerstörergeschwader 26 (III/ZG 26) and Bf 109s of III/Jagdgeschwader 51 (III/JG 51), a formation of 26 Do 17s from I/KG 2 and 21 from III/KG 2 went in for the kill. RAF fighters from 32, 56, 64 and 111 Squadrons were quickly in attendance and a number carried out brave attacks from head-on. One of the Hurricanes of 111 Squadron, flown by Fg Off Tom Higgs, immediately collided with the bomber commanded by Hauptmann Walter Krieger, the Staffel Kapitän of 3/KG 2. The Hurricane cartwheeled into the Channel while the bomber, minus most of one wing, crashed off Dungeness Roads Buoy. It is thought Higgs had been attacked by Oblt Walter Oesau of 7/JG 51 and the collision happened while the Hurricane pilot was distracted. His body was washed ashore in Holland nearly a month later. Two of the Dornier crew were
killed; Krieger and another were captured. The air battle over the convoy was confusing to say the least. RAF fighters claimed 11 German aircraft destroyed, two unconfirmed and five damaged. German losses were one Do 17 destroyed (in the collision) while three Do 17s returned damaged, three Bf 110s were shot down and two damaged and one Bf 109 was written off when it crash-landed back in France; another was damaged. German claims were wildly optimistic, III/JG 51 declaring seven Spitfires and III/ZG 26 another 12. The bombers claimed to have sunk five ships, damaged two more and hit another pair. The only ship lost was the MV Bill S, of a mere 466 tons, which sank five miles off Dungeness; all its crew were rescued. Actual RAF losses were two fighters destroyed and three damaged.
Photographic evidence
Action the following day involving Do 17s was limited to armed reconnaissance around the coast. First thing in the morning there was a Do
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Do 17 in combat 17 combat, the results of which have recently been proven by the discovery of a photograph. The image - see page 81 - shows crash-landed Do 17Z ‘U5+GM’ and on the reverse is written in German: “July 1940, crash-landing Oblt Genzow, Lt Bornschein.” How it ended on its belly has been well documented. Just after dawn at 05:55 on July 11, Do 17Z 2542 ‘U5+GM’ of 4/KG 2 lifted off from Arras-Saint-Léger for an armed reconnaissance off the English east coast. On board were Oblt Joachim Genzow (pilot), Lt Walter Bornschein (observer), Oberfeldwebel (Obfw) Werner Borner (radio operator) and Feldwebel (Fw) Friedrich Lohrer (flight engineer). The weather was poor, but the low cloud and drizzle suited the Germans who dropped their bombs on shipping off Lowestoft through a break in the overcast. Turning for home, they were horrified to see a Hurricane bearing down on them.
Lone patrol
Sqn Ldr Peter Townsend, commanding officer of 85 Squadron, had got airborne from
“...the low cloud and drizzle suited the Germans who dropped their bombs on shipping off Lowestoft through a break in the overcast. Turning for home, they were horrified to see a Hurricane bearing down on them” Above
Do 17Zs in close formation. Left
A Do 17Z of 2/KG 3.
1000
kg was its typical bomb load
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SPOT FACT The V9 was a prototype for a high-speed airliner and flew until 1944
Above
A Do 17Z of Stab/ KG 2 showing the distinctive nose band worn by KG 2 aircraft. Right
Do 17 ‘U5+FH’ of 1/KG 2.
Photographic ‘reconnaissance’ What must be one of the first photographs of the Battle of Britain has recently been discovered, showing a crash-landed Do 17. This turns out to have been one of the casualties of the attack on Convoy ‘Bread’. The reverse of the photo states in German that it was taken on July 1 and that Feldwebel Rudolf Schmidt was killed. It also notes it was the first operational flight for this crew, adding that in the foreground are Leutnant (Lt) Ermecke and Unteroffizier (Uffz) Wulf. Research proves this to be a Do 17 from 2/KG 2 which returned damaged to crash-land near Calais with Fw Schmidt, the gunner, dead inside. Lt Heinz Ermecke and Uffz GötzDieter Wulf’s operational careers lasted little more than a month before they were shot down by Hurricanes of 242 Squadron on August 21, 1940 – crashing at Starston in Norfolk. Ermecke was killed and Wulf captured. A crash-landed Do 17Z of 2/KG 2 on July 10, 1940. Nearest the camera is Lt Heinz Ermecke (the pilot). In front of him is Uffz Wulf.
Martlesham Heath in Hurricane P2716 at 05:30 on a lone patrol. Vectored towards an unidentified plot, he spotted and identified it as a Do 17. In his 1974 book Duel of Eagles, having contacted Werner Borner after the war, Townsend related what happened after Borner opened fire: “His bright red tracer came darting towards me and I remember thinking it’s too early to fire. I had to get closer. Then I pressed the tit and things warmed up in the Dornier. “‘Pieces of metal and other fragments were flying everywhere,” said Werner. One of the ammunition drums was hit and bounced onto Werner’s knees. Then Lt Bornschein, on the starboard rear gun, was hit in the head and fell to the floor of the cabin. A second
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Do 17 in combat later Fw Lohrer collapsed on top of him, wounded in the head and throat. Blood was everywhere. “Only Werner was left to shoot it out with me,” wrote Townsend. “As he reached for a new drum of ammunition, there was a violent explosion just above his head and he saw three fragments whip past
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Genzow’s head, missing it by a fraction and smashing the windscreen.”
Turning for home
The Operations Record Book for 85 Squadron noted: “Sqn Ldr Townsend intercepted a Dornier; the latter turned for home and, as it had height over the interceptor, was drawing away. Sqn Ldr Townsend gave up the idea of trying to manoeuvre for a favourable position and attacked from astern. He got in a couple of bursts but received hits from the Do 17’s cannon in his glycol tank and inside the cockpit.” Townsend successfully baled out and, after a ten-minute swim, was rescued by a trawler which landed him at Harwich later in the day. He was back with his unit no worse for wear later that afternoon. The German crew saw the Hurricane drop away trailing smoke, and they headed for home. Three of the crew were wounded; the Do 17 had suffered 220 hits and the undercarriage wouldn’t lower so they were forced to crash-land at
Mory, just off the airfield. All four continued flying on operations and earned medals. Shortly after this combat, more RAF fighters clashed with another Do 17. Sqn Ldr Rupert Leigh and Sgt Reg Hyde of 66 Squadron intercepted a Dornier off Great Yarmouth, only for Leigh’s Spitfire to be damaged before they could do any harm to the German bomber. Ten minutes later, Sqn Ldr Douglas Bader of 242 Squadron, on a lone patrol like Peter Townsend’s, claimed to have shot down a Do 17 off Cromer – assumed to be the same aircraft 66 Squadron had intercepted. The aircraft, from 1/KG 3, returned to Belgium badly damaged and with Lt Hans Fischer, its observer, wounded. In the days and weeks that followed, be it in the reconnaissance or bomber roles, Dorniers were a regular sight in the skies over Britain. But that summer proved to be its swansong as the ‘Flying Pencil’ then switched to night operations and was later replaced by newer types such as the Junkers Ju 88 and Do 217.
Left
Rear view of the nose of another crash-landed Do 17Z showing the cramped cockpit which housed four aircrew. Below
A Do 17Z-04 of KG 2 camouflaged for night operations. The nose band is just visible. Bottom
Crash-landed ‘U5+GM’ of 4/KG 2 at Mory on July 11, 1940. ALL CHRIS GOSS COLLECTION
rounds were accommodated in its standard ammunition load July 2015 FLYPAST 81
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Spotlight Dornier Do 17 Chris Goss presents a selection of rarely viewed images
Dornier Warriors
Archive From the
The code T6+FA on the fuselage of this Do 17P shows it to belong to Stab/StG 2, a Stuka unit. This Dornier was used for pre- and post-attack analysis.
Spotlight Next Month
A Dornier Do 17Z of KG 3 that crashed during the latter stages of the Battle of Britain. Black markings have been applied to the national and individual aircraft codes, as well as the unit badge on the nose.
Hawker Hurricane The focus of next month’s Spotlight is a British legend, the Hawker Hurricane. Though its story may have been overshadowed by that of the more glamorous Supermarine Spitfire, there is no doubt that the Hurricane bore the brunt of the fighting in the Battle of Britain. A sturdy machine and a stable gun platform, it was loved by its pilots, many of whom came to owe their lives to its resilience. Coinciding with the 75th anniversary of its finest hour, we pay tribute to Sir Sydney Camm’s brilliant creation in our August issue, on sale in the UK on July 1 – see page 36 for our latest money-saving subscription offers.
A Do 17Z of 9/KG 76 photographed at Cormeilles-enVexin, France, during the Battle of Britain.
This is believed to be a Do 17Z-4 of KG 76. Note the 20mm cannon in the nose.
An unidentified Do 17Z of KG 77.
The badge on the nose of this Do 17Z appears to show a devil riding a bomb – this would mean the aircraft belonged to 6/KG 3.
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1/30 TH S ful CALE ly p
ain ted a ass nd emb mod led els
FAIREY SWORDFISH
DUNNINGS SOPWITH PUP
Thomas Gunn Miniatures
Unit 21, Sutton Veny Trading Estate, Warminster, BA12 7BZ, UK Phone: 0044 1985 219472 Fax: 0044 1985 216105
EMAIL:
[email protected]
www.tomgunn.co.uk
All MUSEUMS DUXFORD
Change
The American Air Museum redevelopment project continues apace at IWM Duxford as the conservation team works to painstakingly remove aircraft from the building. We present a portfolio featuring some of the recent movements
Boeing TB-29A Superfortress 461748 ‘It’s Hawg Wild’ being removed from the American Air Museum on May 8. By the end of May all the aircraft will have left the American Air Museum, but visitors will be able to see them in new locations around IWM Duxford. Other recent movements include Fairchild A-10A 77-0259 being transferred to Duxford’s Hangar 5 on May 12, and General Dynamics F-111E 67-0120 on May 13. The AAM building is expected to reopen in the spring of 2016. P HOTO-ALUN CLEMENTS
Extra Digital Content
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Far left
Douglas C-47A Skytrain – previously suspended from the American Air Museum’s ceiling – has been brought down, and was moved into AirSpace on May 7. COL POPE Centre left and left
On May 1 visitors to Duxford were treated to the sight of two high-profile exhibits being transported from the American Air Museum building to the AirSpace Hall. First to move was Consolidated B-24M Liberator ‘450493’ ‘Dugan’, which spent a brief spell on the flight line, while Lockheed SR-71 Blackbird 61-17962 (left) was manoeuvred from the AAM and into AirSpace. They joined Boeing B-17G Flying Fortress ‘238133’ and North American P-51D ‘44-11631’ ‘Etta Jeanne II’, the first two aircraft to have been removed from the AAM. They have since been joined by the AAM’s Bell UN-1H 72-21605. BOTH COL POPE
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Centenary WARBIRDS SHUTTLEWORTH COLLECTION
Flight
Photographer Darren Harbar captured a unique then-and-now formation flight from Old Warden
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O
n April 15, two aircraft from very different eras but with a close link, flew together over Bedfordshire to pay tribute to the aviators of World War One. The Shuttleworth Collection was invited by the RAF’s 208 (R) Squadron to take part in a memorable formation flight featuring Old Warden-based Bristol F.2B Fighter D8096 and BAE Hawk T.1A XX350. The 1917-built Bristol continues to wear the markings of 208 Squadron, with which it saw service in 1922 during the Chanak Crisis in Turkey. The modern day unit has painted
XX350 in a commemorative scheme based on that used on the F.2B. Tim Routsis, an aviation trustee at the Shuttleworth Collection, said: “As guardians of the Richard Shuttleworth legacy, we were honoured to be asked by 208 Squadron to participate. It was a special moment for those involved to see these two magnificent aircraft flying in formation over the airfield at Old Warden. Both organisations are guardians of our heritage and history, and we were very pleased to be able to join forces.” Current 208 Squadron OC Wg Cdr Nick Gatenby said: “It was a
tremendous privilege to be given the chance to fly the unit’s current aircraft alongside one of its first. The challenge of flying both these aircraft in close formation – machines that operate at the opposite ends of each other’s performance envelope – was considerable. “However, as a squadron that formed during World War One, we felt that marking the centenary by combining these aircraft in a unique aerial shot would raise awareness of the enormous sacrifice made by so many, so long ago.” www.shuttleworth.org
Below
Bristol F.2B Fighter D8096 flying with BAE Hawk T.1A XX350 over Bedfordshire on April 15. DARREN HARBAR
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Flying Legends 2015 Calendar
Flying Legends 20th anniversary collectors edition gets you airbourne with the mighiest warbirds from around the world, captured by award-wining photographer John. M. Dibbs. Take to the skies with razor-sharp, air-to-air photography and see the aircrafts of legend come back to life. 16-Month Calendar includes September 2014 through December 2015
Avro Sisters Reunited DVD
The historic UK tour by the Canadian Lancaster features in this long and nostalgic look at this year’s Vulcan and Lancaster displays. Planes TV recorded “Vera’s” arrival, departure and several shows where she was accompanied by PA474, the Battle of Britain memorial Flight Lancaster. Also the emotional flybys with PA474 at East Kirkby over the taxying “Just Jane” and the poignant flight with the Vulcan on the occasion of the Turf Cutting ceremony for the new Bomber Command Memorial, Vulcan’s own appearances at several shows are also covered with some remarkable air to air footage especially staged for PlanesTV cameras. Region-free DVD, running time 101 mins.
Code: M162
Code: DVD713
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The Spitfire Collection 4-DVD Set No Moon Tonight book
Eagle’s War book HMS Eagle was already old when war was declared in September 1939 and her new Swordfish biplanes were soon flying escort to vital Australian troop convoys in the wastes of the Indian Ocean. When the war moved to the Mediterranean, Eagle’s meagre air group bolstered by a few Sea Gladiator biplanes. Softback, 192 pages.
The story of the Spitfire is told in this collection of 4 DVDs, which includes a look at how R.J. Mitchell developed the plane from an aviation racer into a weapon of war and the fighter’s crucial role during the darkest days of the war. Region-free PAL 4 DVD set, Running time: 358 minutes
A Bomber Command classic depicting the deep feelings associated with the human cost of the air war in World War II. This is the breathtaking story of a wartime bomber crew facing the hazards of bombing strongly defended targets. A navigator with the RAAF based at Elsham Wolds, Charlwood writes sympathetically and understandingly of the hopes and fears of the crews as squadron losses mounted. Softback, 224 pages.
Code: B400
Code: DVD570
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Spitfire: A Test Pilot’s Story book Bristol Blenheim DVD Mega Airport Helsinki Vantaa, the premier work of the new developer team A-Flight in breathtaking quality for FSX and Prepar3D. Enjoy this accurate and high detailed rendering of the major airport of Finland and the main hub of Finnair. Day-and night textures as well as textures for all seasons including snow banks in winter reveal the special Nordic atmosphere. 336 pages, paperback
The Bristol Blenheim was originally built as a civilian plane, sponsored by the Daily Mail who wanted something to get their reporters to these scenes of breaking news first. When it was found to outperform existing fighters. Running time 68 minutes. Region 2 (PAL) DVD – Please check that your player is compatible before ordering.
Code: B317
Code: DVD537
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First Generation Harrier in Worldwide Service Book
Colour schemes and markings of the most recognised and loved post-war British-designed military aircraft ever produced. New Feature – archive photographs included.
Adler Gegen England Book Covers all the major phases of the Luftwaffe’s war against the British Isles, and the camouflage schemes and markings applied to the aircraft types it employed.
Luftwaffe Fighters’ Battle of Britain book
New in Paperback. The story of how the outnumbered RAF fought and defeated the superior Luftwaffe in the Battle of Britain will always be a source of fascination. However, accounts of summer 1940 have tended to centre on the British defenders, both in the air and on the ground, whilst the story of the losing German side has remained largely untold. Softback, 192 pages.
Code: B342
O N LY £ 7 . 9 9 Operation Torch Book The colour schemes and markings of the aircraft, from both sides, involved in Operation ‘Torch’, the first Anglo-American amphibious operation of World War Two.
Code: B460
Code: B461
Code: B462
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We Landed By Moonlight
Flights into the Night book
For most of the 2nd World War the RAF flew small aircraft into Occupied France at night, landing and taking off in total secrecy. Their mission was to transport agents to and from France to support the activities of the French Resistance and SOE. The chronicle of these operations tells an extraordinary adventure story, full of danger for both agent and aviator, involving clandestine radios, secret messages transmitted by the BBC, and maquis volunteers keeping armed guard against interference from inquisitive enemy soldiers.
Supermarine Spitfire book
As a young RAF pilot Anthony Leicester’s wartime service took him to Canada, the Middle East, India and Burma as well as Europe. He survived a midair collision in Canada, then, at nineteen, as the Captain of a Wellington II, lost an engine over the Atlas mountains during the African campaign An illuminating insight into the experiences and emotions of wartime RAF service. Paperback, 248 pages
Thought by many to have saved Britain from almost certain German invasion, the Spitfire is a British legend. This striking book is a fitting tribute to one of the greatest symbols of British success and victory. Hardback, 128 pages.
Code: B352
Code: B356
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Code: B346
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FlyPast binder
Escape to Freedom book
World War II Day-by-Day 3-DVD Set
WORLD WAR II - DAY BY DAY is 366 sixty-second programmes that, in an entertaining and informative manner, describe the most important actions day by day. Based on an extensive library of outstanding archive material from American, English, German, Soviet and Japanese sources, and incorporates all major events, including the Anschluss of Austria, the Blitzkrieg on Poland, Operation Barbarossa, Japan’s attack on Pearl Harbour, D-Day and more. Region-free 3-DVD set, Running time 366 minutes.
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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. Softback, 208 pages.
Code: DVD593
Code: B399
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MUSEUMS BANGKOK
After
the Storm Peter R Foster reports from Thailand, where the Air Force Museum is trying to recover from the ravages of a flood
T
hailand’s monsoon season in 2011 resulted in severe flooding, reported as the worst in half a century. Triggered by the landfall of tropical storm ‘Nock-ten’ at the end of July,
torrents soon spread through northern, north-eastern and central Thailand along the Mekong and Chao Phraya river basins. By October floodwaters inundated parts of the capital city, Bangkok. This dire situation persisted in some areas until mid-January 2012. When it abated, there had
been 815 deaths and 13.6 million people had been affected. Thailand is well versed in dealing with the after-effects of the monsoon season but on this occasion Bangkok Airport, at Don Muang, suffered quite badly. Many light aircraft were almost completely submerged while the
F-86L Sabre 30681 with Boeing 737-200 22-222 visible in the background. Supermarine Spitfire XIVe SM914, only partially protected from the elements.
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“Don Muang is home to the Royal Thai Air Force Museum and it was not spared from the ravages of tropical storm Nock-ten” July 2015 FLYPAST 91
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MUSEUMS BANGKOK
Dramatically-mounted Northrop F-5A 1311 in the main display hall.
Vought V.93S Corsair, one of several very rare types at Don Muang.
Bell 212 ‘Twin-Twelve’ HK6-1/19, a twoengined version of the famous ‘Huey’.
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Royal Thai Air Force Museum Beech UC-45F Expediter Bell JetRanger Bell OH-13H Sioux Bell 212 Boeing P-12E Peashooter Boeing 737-200 Breguet 14B replica Cessna A-37B Dragonfly Cessna O-1A Bird Dog Cessna O-1E Bird Dog Cessna T-37B Tweet Curtiss Hawk III Curtiss H-75N Hawk Curtiss SB2C-5 Helldiver DH Tiger Moth DHC Chipmunk T.20 DHC Chipmunk T.20 Douglas A-1J Skyraider Fairchild C-123B Provider Fairchild 24 Fairey Firefly FR.1 General Dynamics F-16A Fighting Falcon Grumman F8F-1 Bearcat Grumman Widgeon Helio U-10B Courier Hiller UH-12B Kaman HH-43B Huskie Kawasaki-Bell KH-4 Lockheed RT-33A Lockheed RT-33A
L1-5/90 01 H7-9/15 HK6-1/19 22-222 21133 2604 60415 09-13 4 F10-21/94 24 93 142072 555 MB410 10200 4312 2135 H2K-4/96 6321 56141 56142
Lockheed T-33A Mikoyan-Gurevich MiG-21bis Fishbed Nakajima Ki-27 National Workshops Boripatra replica North American F-86F Sabre North American F-86L Sabre North American OV-10C Bronco North American T-6F Texan North American T-6G Texan Northrop F-5A Freedom Fighter Northrop F-5A Freedom Fighter Northrop F-5B Freedom Fighter Northrop RF-5A Freedom Fighter Pazmany PL-2 Percival Prince 3 Piper L-4J Cub Republic F-84G Thunderjet RFB Fantrainer 400 RFB Fantrainer 600 SAAB J.39 Gripen SIAI-Marchetti SF.260MT Sikorsky S-58T Sikorsky UH-19D Chickasaw Sikorsky UH-34D Seahorse Sikorsky YR-5A Dragonfly Stinson L-5B Sentinel Supermarine Spitfire XIVe Swearingen Merlin IV Vought V.93S Corsair Westland Dragonfly 1A
1132 5202 4322 30681 41110 2244 1311 70143 70101 97158 T1-1/98 878 4001 40226 70100 08 H4K-64/30 6313 H1K-1/96 SM914 60501 H1-4/96
larger types, both on the military and civilian ramps, were inundated up to the bottom of their fuselages.
Counting the cost Don Muang is home to the Royal Thai Air Force Museum and it was not spared from the ravages of Nock-ten. Although most of the more prized exhibits were inside and protected from the worst of the storm, those outside incurred water damage. Smaller artefacts, such as uniforms, also suffered and just how many of them are salvageable is not clear. Four years on, the museum authorities have made great inroads by repairing some aircraft exhibits, or at least applying corrosion prevention treatment to the airframes. Unfortunately some of the rarer types, such as the Helldiver, Firefly and Spitfire FR.XIVe remain outside, exposed to the elements. The Firefly appears to be suffering the most. The restoration facility is working on a few of the more fragile types, including the Piper L-4J Cub, L-5B Sentinel and Hoffman Dimona. The external store held a number of surplus, or duplicate, airframes and these have little likelihood of eventual restoration. With a limited budget, it will be some time before this fascinating collection makes a full recovery.
Two-seater Northrop F-5B 70101 with ‘The Oldest Tiger’ artwork.
“Four years on, the museum authorities have made great inroads by repairing some aircraft exhibits, or at least applying corrosion prevention treatment to the airframes” SAAB J.39 Gripen 70100 in the main hall. ALL PETER R FOSTER
Firefly FR.1 MB410 and, behind, the Helldiver.
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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.
Model mystery
Mike Bugler of Lymington has written in, asking if any fellow FlyPast readers can help him track down information on some aviation memorabilia that has been in his family since World War Two. Mike: “I’ve inherited four wooden models from my mother and father. I was
A French victory I very much enjoyed the Battle of France features in the May issue of FlyPast. I note that Chris Goss referred to the first air combat involving French Curtiss H-75As on September 8, 1939 – the following adds a little detail to this action and may be of interest. The French fighters from Groupe de Chasse II/4 were led by Adjudant-chief Robert Cruchant on patrol over the LandauSaargemund area where they came under constant anti-aircraft fire, and after about 30 minutes were attacked by four Messerschmitt Bf 109Es from 1/JG 53 led by the experienced Oblt Werner Mölders. A brief dogfight ensued after which the Bf 109s dived away, with the French pilots claiming two victories, later confirmed. Adj Pierre Villey, Sgt Chief Antoine Casenobe and AdjChief Cruchant were credited with sharing the two destroyed, the latter writing in his report: “Over Winden the monotony of the sortie was broken by heavy flak – we made it back to our lines harassed by some well-aimed height-adjusted salvoes. Just after, without warning, we were jumped by Messerschmitts, all guns blazing. Hauling back hard on our sticks we reared up like vipers causing the ’109s to over-shoot.
born in 1949 and can remember playing with them as a child. Whilst now old and fragile, in need of a good clean and some ‘tlc’, (the models, not me!), I know very little about them, but they seem to me to be made by a company rather than one person making individual models. I know that they had been given to my mother during the war. By today’s standards the models are not good, they seem to be reasonably solid, but have Perspex windows, moving turrets, retracting undercarriage and spinning props.
Casenobe unleashed a burst from long range at the first enemy machine that had opened up on me. I came out of my steeply banked turn to see a ’109 pass in front of me – overhead Casenobe fell on him and chased him all the way down to 1,500m, spraying copious fire, at which height the Messerschmitt rolled over onto its back. “Villey was seen grappling with three Messerschmitts. Twisting and turning he got in behind one and filled it with lead, only easing up to shake off another adversary that had got on his tail. As for myself – the pigeon turned mother hen – I attempted to go to the aid of Villey and Casenobe, but the ’109s fell on me again and wouldn’t let go. I threw my kite into some wild manoeuvres each time they opened up and even caught one when I turned and faced him. Front three-quarters, aim, fire… gotcha! I managed to scare off the other Messerschmitt that tried to assist his comrade.” Mölders’ aircraft was in fact the only one that had been badly hit and he force-landed in a meadow near Birkenfeld, about halfway back to his base at Wiesbaden. His Messerschmitt somersaulted on landing, and he suffered a painful back injury entailing a brief period off operations. DAVID NICHOLAS VIA EMAIL
“The Lancaster is not complete, but it does have some strange strakes on the trailing edge of the wings. It also has a loop set in the tail as if it were a towing aircraft. Given that another of these models is of a Horsa glider it leads me to wonder if they are related? I can understand someone making a Lancaster and the Wellington, but the Horsa is a bit unusual, as is the B-26
Marauder. The latter was not a common aircraft in the UK. It’s in USAAF markings, but I doubt if the maker was on a station from where these four flew. I would very much like to know if the models were a manufactured product and any help in finding out more about them would be appreciated.” If you can assist Mike, please contact him via email at:
[email protected]
OPS BOARD
--------------------------------------------------------------------------------------------June 4-7, Elvington – RAF Museum Hendon’s ‘Collections Handling Tour’, Yorkshire Air Museum, Elvington, near York – 01904 608595 www.yorkshireairmuseum.org
June 18, Lincoln –‘Air Raids of the Great War’, a talk by David Dunham, Lincolnshire Aviation Society, Royal Naval Club, Coulson Road, Lincoln, LN6 7BG – www.lincsavsoc.co.uk
June 5, Martlesham Heath – ‘Catalinas Past, Present and Plane Sailing’, a talk by David Legg, Martlesham Heath Aviation Society, The Main Hall, Martlesham Heath Community Centre, Old Felixstowe Road (behind Tesco), Martlesham Heath, near Ipswich, IP12 4PB – www.mhas.org.uk
June 21, Southend – Vulcan XL426 open day, Vulcan Restoration Trust, Southend Airport, Southend, Essex www.avrovulcan.com
June 11, London – ‘Dornier from the Deep’, a talk by Darren Priday, London Society of Air-Britain, The Victory Services Club, 63-79 Seymour Street, London. E-mail:
[email protected]
June 22, Chichester – ‘Battle over Chichester’, a talk by Andy Saunders, Arun & Chichester Air Enthusiasts (Air ACES), Chichester Park Hotel, Chichester, PO19 7QL – 01243 823007 www.airaces.org.uk
June 13-14, Newark – CockpitFest, Newark Air Museum, Drove Lane, Winthorpe, Notts – 01636 707170 www.newarkairmuseum.org
June 24, Metheringham – ‘Airshow Highlights’, a talk by Brian Lewis, Metheringham Airfield Visitor Centre, Westmoor Farm, Martin Moor, Metheringham, Lincoln, Lincs – 01526 378270
June 16, Old Sarum – ‘A History of Boscombe Down’, a talk by Ron Fulton, Boscombe Down Aviation Collection, Old Sarum Airfield, Salisbury – 01722 323636 www. boscombedownaviationcollection. co.uk
July 14, Milton Keynes – ‘Cold War – Tales from the Ground Crew’, a talk by Cliff Wilkin, Milton Keynes Aviation Society, Kents Hill Community Centre, Milton Keynes – www.mkas.co.uk
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Shoreham-by-Sea Branch Royal Air Forces Association presents
CELEBRATING 75TH ANNIVERSARY OF THE BATTLE OF BRITAIN SEPTEMBER 26TH & 27 TH 2015
Northamptonshire’s Sywell Aerodrome
22nd-23rd August 2015 SHOREHAM AIRPORT • WEST SUSSEX
Celebrating classic vehicles, both on the ground and in the air! HIGH OCTANE LIVE ACTION - AMAZING AERIAL DISPLAYS - BREATHTAKING CLASSIC VEHICLE DISPLAYS - GREAT FAMILY ENTERTAINMENT VINTAGE AND CLASSIC TRADERS
WIN A FLIGHT IN AN ICONIC SPITFIRE
TO BOOK TICKETS & FURTHER DETAILS VISIT WWW.SYWELLCLASSIC.COM
To enter: www.shorehamairshow.co.uk/win
www.shorehamairshow.co.uk shorehamairshow
@shorehamairshow
Charity Number: 1071257
WARBIRDS MESSERSCHMITT TAIFUN Right
The 3rd Pursuit Squadron’s Bf 108 over Southern California’s San Gabriel Mountains.
A
typhoon swept across Southern California’s Cable Airport on December 13, 2014. Far from finding refuge, people thronged to see it. Messerschmitt Bf 108D-1/Trop N2231 was completing a ferry flight from Hobbs, New Mexico, to start a new life with the 3rd Pursuit Squadron of the Commemorative Air Force. With the Luftwaffe, the Bf 108 was known as the Taifun, which translates as typhoon.
Boasting a somewhat diverse line-up of aeroplanes, the 3rd Pursuit Squadron is unique among Commemorative Air Force (CAF – previously the Confederate Air Force) units in that none of its warbirds were manufactured in the USA. Other aircraft assigned to the 3rd include a Canadian-built Harvard II and a Russian Antonov An-2 Colt, both in airworthy trim. A German Fieseler Fi 156 Storch is also being restored to flying condition. Colonel Cliff Heathcoat, leader of the 3rd, heard of the Messerschmitt’s availability and managed to get it assigned to his unit. The Taifun made its
Southern California debut during the Cable Air Show on January 10, 2015. CAF Colonels Jason Somes and Cliff Heathcoat flew N2231 at the event, but since then Colonel Mike Estu has been checked out as its lead pilot.
Tourer turned warbird
Built by Bayerische Flugzeugwerke (BFW, hence the ‘Bf ’ in its designation) at Augsburg in 1934, the Bf 108 had been designed by Willy Messerschmitt to compete in the 4th Challenge International de Tourisme held in Warsaw, Poland. Although it was not a success in the contest, the four-seater was put into
Typhoon Californian
Known for its eclectic warbird line-up, the CAF’s 3rd Pursuit Squadron has added a Bf 108 Taifun to its fleet. Frank B Mormillo reports
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production and was adopted by the Luftwaffe for liaison, training and other duties. In 1938 BFW became Messerschmitt AG and Bf 108s were built at Regensburg up to 1942. From that date, manufacture moved to the Nord factory to the west of Paris. Post-war Nord continued to construct the type as the Pingouin (penguin). Aspects of the Bf 108 were incorporated into the Bf 109 fighter that flew for the first time in September 1935. Both had a similar wing, including automatic leading edge slats, tail surfaces and outward-retracting, narrowtrack undercarriage attached to the
fuselage. Unlike the fighter, the Bf 108’s wings could be folded back alongside the fuselage to facilitate ground transportation and storage. New construction techniques pioneered by the Taifun made it easier to manufacture. Experience gained building Bf 108s smoothed the production process of the Bf 109 which was arguably the most efficient to build of World War Two’s fighters. The Taifun’s similarity, at a distance, to the Bf 109 made it a practical choice to stand in for the fighter in many post-war film and television productions and at airshows.
Family project
Below
The Taifun was imported into the USA from Switzerland by Hans A Gerstal of Charlottesville, Virginia, and registered as N2231 on July 9, 1968. (See the panel for its pedigree prior to this.) It was obtained by the CAF and assigned to the New Mexico Wing at
Mike Estu and Cliff Heathcoat taxying Taifun N2231 at Cable Airport.
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WARBIRDS MESSERSCHMITT TAIFUN
Above
N2231 showing the narrow track undercarriage the Bf 108 shared with the Bf 109.
Hobbs, New Mexico, in 1970. Returning to Hobbs in 1980 after taking part in a gruelling 14-aircraft goodwill tour, the Argus As 10 inverted V8 lost compression and the Taifun could not make it over the southern Sacramento Mountains. It was put on a trailer for the trip home and CAF Colonel and New Mexico Wing leader Chuck Diehl and his family dedicated themselves to restoring the Bf 108 to its former glory. They established the Me 108 Taifun Sponsor Gruppe to carry out the task. After much dedicated work and funding, the Bf 108 was finally
returned to airworthiness in 2002. That year, Chuck’s son, Charles M Diehl, died and Chuck passed away in 2008. Chuck’s widow, Francis M Diehl, kept the Bf 108 operating but with her death in 2014 the rest of the family tearfully relinquished N2331 back to the CAF. It was then that the CAF’s 3rd Pursuit Squadron leader, Colonel Cliff Heathcoat, took an interest and arranged for its transfer to the care of his unit.
Kindred spirits
According to Cliff: “The Taifun flies kind of like a T-6 [Texan/ Harvard] it’s light on the controls
and responsive. Because of the fuselage shape and the angle of the cowling, as well as that of the seats, you can’t see over the top of the cowling. I have to look at the needle and ball [turn and bank indicator] to see where I am, but perhaps I will eventually get used to the sight.” Cliff noted that the flaps are controlled by a wheel on the left side of the cockpit. Immediately adjacent is another wheel used to adjust the trim. Once the trim is set, when flap operation is selected, the trim will also change by itself to be where it should be at that particular flap setting.
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“The Taifun’s similarity, at a distance, to the Bf 109 made it a practical choice to stand in for the fighter in many post-war film and television productions and at airshows”
Left to right
The Taifun’s cockpit – the stick on the floor between the control columns is a ratchet control for the landing gear. The Taifun can seat four in relative comfort. The tail of the Bf 108 was essentially the same as that used on early models of the Bf 109 fighter, including the strut bracing of the tailplane.
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WARBIRDS MESSERSCHMITT TAIFUN
Above
Argus As 10 inverted V8 engine and Hoffmann fixed-pitch composite propeller.
Since some parts are very hard, or even impossible, to source N2231 has a few differences from the original. For example, the pitot tube came from a Piper Navajo twin, as do the brakes. It has a Hoffmann composite two-blade, fixed-pitch propeller in place of the original variable pitch, manually-adjustable prop. With the fixed-pitch propeller, this Taifun cruises comfortably at about 140mph. Messerschmitt Bf 108D-1/Trop N2231 has found a good home at Cable Airport. It is expected to enhance the 3rd Pursuit Squadron’s public appearances and stay active for many more years to come. www.3rdpursuit.com
Taifun 3059's pedigree Manufactured in France by Nord, Bf 108D-1/Trop 3059 was apparently intended for use in hot and dusty climates such as North Africa or certain areas of Russia, being fitted with two oil coolers. Nothing is known of its Luftwaffe service but it wore the codes ‘VE+LI’ and carries these again today. It was ferried from Schleswig in northern Germany to the Royal Aircraft Establishment at Farnborough by Flt Lt Walker on November 14, 1945, and allocated the Air Ministry identity number 87 – probably appearing on the airframe as ‘AIR MIN 87’. The Taifun does not seem to have flown much; its last recorded military flight being to Woodley, Berkshire, on January 8, 1947. Air Couriers of Croydon put it on the British civil register as G-AKZY on June 8, 1948. Lacking details of its use with the Luftwaffe (airframe hours, repairs, overhauls, etc) it was not possible to obtain a UK certification and so was not flown commercially in the UK. It was sold in Switzerland, initially as HB-DUB before becoming HB-ESK on April 15, 1950. As related in the main text, the Taifun was exported to the USA in 1968.
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FROM THE WORKSHOP GREAT WAR FOKKER
Hatches Bird of Prey
The Fokker E.III Eindecker reproduction gets airborne on May 5. DAVID CLAES
Andrew Carter from The Australian Vintage Aircraft Society describes how the team recreated a Fokker E.III Eindecker fighter
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s
T
he Fokker E.III Eindecker is regarded by many as the first true fighter aircraft. It was the first to use an effective synchronisation gearing that enabled a machine gun to fire along the pilot’s line of sight and through the arc of the propeller. It quickly proved its worth in World War One, and was flown by many German aces. The first three pilots to earn the prestigious Pour
le Mérite (or Blue Max as it was popularly called) all did so in this classic Fokker monoplane. In early 2013, The Australian Vintage Aircraft Society (TAVAS), based at Caboolture in Queensland, received an E.III project from Achim Engels in Germany. When it came to us, it was basically a bare shell – the fuselage, wings and tail had been constructed, and fuel tanks and
control wires had been installed, but everything else still needed to be done. We ordered a 100hp (75kW) rotary engine from Classic Aero Machining Services in Blenheim, New Zealand, as the unit in question was a copy of the Oberursel type used in the E.III. So with an engine under construction, we needed a machine gun, a propeller, instruments, a cowl and
fabric covering. Acquiring these items is no real problem if you are building a modern aircraft, but keeping a 100-year-old design completely authentic turned out to be a massive task. The propeller needed to have a very large diameter and pitch, as this is the only thing that governs RPM on the monosoupape (single valve) engine – so it was critical to get it right. We managed to
“When it came to us, it was basically a bare shell – the fuselage, wings and tail had been constructed, and fuel tanks and control wires had been installed, but everything else still needed to be done” July 2015 FLYPAST 103
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FROM THE WORKSHOP GREAT WAR FOKKER
source instruments from various parts of the world, through contacts or on auction websites. Many of those were not in working order or were not quite right in certain other ways. On most occasions, we simply had to take what we could get, passing them on to our engineer, Dave Walsh, who was able to modify the internals to get them working the way we wanted. All of this needed to be done in great detail, as we were keen to make the cockpit look authentic, even to an expert eye. The cowl had to be spun and shaped. Once it was in place, there was still a lot more work that had to be done to the top of the fuselage between the cheek cowls. We used the same sort of aluminium, but it required a great deal of time and care due to the unusual shape it had to follow, and to allow for all the cut-outs required for fuel and oil filler caps, ammunition feed, and fuel quantity instrumentation. It all had to be hand crafted. The linen to cover the aircraft came from Belgium – in fact, it came from the same family-run business that has been producing linen for aviation use since 1910. Once the covering was completed, the painting began. We have tried to keep it just as we believe it would have looked coming out of the factory in late 1915 or early 1916, in its clear doped, unbleached linen finish. All that was required after that was to apply the white square backgrounds, the Maltese crosses and the individual markings for the aircraft.
Historical link Part of the TAVAS mandate is to ensure that its aircraft have a strong connection to Australians serving during World War One. There were Turkish E.IIIs based at Beersheba in Palestine, some at Gallipoli and others operating in Mesopotamia during the Siege of Kut-al-Amara. With that in mind, our aircraft has been finished to represent E.III 345/16, one that is known to have operated at Gallipoli in early 1916. This was flown by Hans-Joachim Buddecke (among others), a German pilot who is credited with 13 victories. One of these resulted in the death of 22-year-old Farman pilot Sub Lt Cecil Horace Brimsmead, the last Australian to be killed at Gallipoli. Buddecke was the third ace, after Max Immelmann and Oswald Boelcke, to be awarded the Blue Max. Initially this aircraft operated in German markings, but in around April 1916, the fighter’s crosses were overpainted at Smyrna in Turkey to form the black square with white border that became the Ottoman Turks’ insignia. The TAVAS Eindecker recently completed engine trials and on May 5 ‘345/16’ successfully made its first flight. After further test flights it will join the other flying World War One reproductions here at Caboolture such as our Fokker Dr.I Triplane ‘425/17’, Fokker D.VIII monoplane ‘730/18’, and our latest acquisition, Bristol F.2B ‘B1112’ which is destined to be repainted as ‘B1229’ (see News for more on the latter – ED). www.tavas.com.au
Andrew Carter sanding down a ‘blank’ version of a half-propeller which was then used on a cutting machine to create the full version.
The Eindecker during restoration.
The assembled gun and ammo belt, seen here fitted to the society’s Fokker D.VIII.
The completed Eindecker at Caboolture. ALL VIA ANDREW CARTER-TAVAS UNLESS NOTED
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SPECIAL SPRING OFFER
Classic Wings at IWM Duxford – a whole day out!
Fly Wing with a
IWM Duxford is Europe’s premier aviation museum and houses one of the finest collections of tanks, military vehicles and naval exhibits in the country. There are 85 acres of exhibitions to see at Duxford, so spent the whole day immersed in the nostalgia of the 1940s exploring IWM Duxford’s impressive collections of rare and historic aircraft.
to Wing
Spitfire
Fly alongside the Spitfire, the icon of British aviation, in the De Havilland Dragon Rapide, one of the first commercial airliners.
Squadron leader package £360
(normal price £399)
A Truly Memorable Day and an Unforgettable Experience Offer available until 31 July 2015 so visit our website www.classic-wings.co.uk to book this special offer now. Quote FP15 when booking to receive your discount. Terms and conditions apply. For more details call 01255 473832.
Salute to the Few
Entry £5 per person includes FREE rides and entertainment all day in the children’s ‘Adventure Corner’
Babies 12 months and under enter free
North Weald Airfield Community Day commemorates the 75th Anniversary of the Battle of Britain Sunday 12 July 2015
Information correct at time of print
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For more event information phone Weald Aviation on 01992 525 176 e-mail:
[email protected], The Squadron on 01992 524 510 or contact Airfield Operations on 01992 564 200
THE BATTLE OF BRITAIN
P
INGS
L
W
A
• BBMF Hurricane and Spitfire, plus XtremeAir XA42 and Yak 50 aerobatics, Mustang, Gnats and Hunter displays • Aircraft on static display • RAFA Parade and Sunset Ceremony • North Weald and the Battle of Britain exhibition • General Aviation fly-in • Helicopter pleasure flights • Historic Military Vehicles and Re-enactors • Classic Car and Bike Show • Community Arena, Stalls and Displays Free parking Gates open 10.00 Arena displays from 12.00
Have a great day with Combined Tickets for the event and the Epping Ongar Railway
P E A
THE ROYAL AIR FORCES ASSOCIATION
www.facebook.com/northwealdairfield www.facebook.com/wealdaviationservices www.facebook.com/epping.railway
A W AY D AY S
Gateway to the home of the Royal Air Force Battle of Britain Memorial Flight View the aircraft of the RAF BBMF. The RAF BBMF operates two Hurricanes, six Spitfires including P7350, a Douglas Dakota and PA 474 the world famous Avro Lancaster ‘City of Lincoln’. Visitor Centre is open Monday to Friday 10am-5pm For weekend opening dates please visit our website www.lincolnshire.gov.uk/bbmf Guided hangar tours available from 10.30am throughout the day, last tour 3.30pm (3.00pm Nov-Feb) Admission charges apply
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AIRFIELDS PEMBROKESHIRE
7 A48
A drive around...
St David’s
A48 7
Pembrokeshire Flying-boats and maritime aviation dominate the treasures Pembrokeshire has to offer, as Ken Ellis discovered
Waypoint 5: Talbenny
A407 5
Northwest of the B4327 Haverfordwest to Dale road. The airfield is on private land, but there are viewing points on the minor road running south from Talbenny village.
Dale
The slipway at Lawrenny Ferry was once used to launch Kingfisher, Seafox, Swordfish and Walrus into the waters of the Daugleddau.
Y
ou can’t go wrong with this tour. Even if you don’t find all the airfields in southwest Wales, you’re still in for some of the finest scenery – rural and coastal – you’ll ever see. There are some real aviation gems here, crowned by the most unexpected ‘aerodrome’ in the region, if not the whole of the UK.
The sites are spread across a large area and while they could all be visited within a day, a twoday drive would be much more leisurely. There are plenty of places to stay: St David’s has abundant charms or Pembroke would provide a good base of operations in the south. Readers looking for a less
FLIGHT PLANNING
References to what can be seen are all from public roads or footpaths, unless otherwise noted. Most of the sites are private property and Brawdy and Manorbier are active Ministry of Defence facilities; access can only be made with prior permission. Wartime buildings are always vulnerable and The cathedral and adjacent ruins of the demolition can radically change what Bishop’s Palace are well worth a diversion. might be seen at a venue. Information is as accurate as possible at the time of writing. Readers are urged to take a look at websites and contact venues and tourist centres to help in the planning of a visit.
Waypoint 6: Dale
Waypoint 10: Angle
Dale is at the end of the B4327 from Haverfordwest. There is little to see from the roads but a walk west from the village to join the Pembrokeshire Coast Path beyond the castle, heading north, and the airfield layout is revealed.
Take the B4320 westwards out of Pembroke and head for the village of Angle. After a minor road, the B4320 takes a leisurely turn to the north to Angle, and from this point what little remains of the airfield can be glimpsed.
Waypoint 8: Pembrok Dock
Signed from Pembroke and the A477. Much of the dock area is private land, but there are plenty of points from which the extent and complexity of the former flying-boat base can be appreciated. Follow signs to the Pembroke Dock Heritage Centre in the Royal Dockyard Chapel – which tells the story of Britain’s largest flying-boat base and the historic docks, and has a cafe. www.sunderlandtrust.com
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330 B4
B4
A40 North of the A487, west of the village of Brawdy. Operational Ministry of Defence facility – no access. Good views of the general layout and the out-of-use north-south runway from the minor road 341 from Penycwm. headingB4north
These days called Haverfordwest Airport – east of the A40, north of the town. The Propellers Cafe is welcoming and great value and there is a terrace outside to watch the comings and goings. On site the Welsh Spitfire Museum team are restoring Mk.VIII JG668 and open to the public Friday to Sunday: www.welshspitfire.org
76
Haverfordwest
A40
Waypoint 4: Templeton
A407 5
B4314
A478
A40
Templeton
6
B458
West of the A478 Narberth to Tenby road. Used by the Ministry of Defence for exercises and vehicle trials but there is a public footpath, accessible from the minor road going southwest out of Templeton village, which offers commanding views of the runway layout and the countryside.
A477
Milford Haven
A478
Waypoint 3: Withybush
Waypoint 2: Brawdy
B4327
13 B43
East of the town and north of the A487. Good views from the minor roads going west and north from Whitchurch.
32 9
Waypoint 1: St David’s
B432 5 B4316
A477 Milton
Angle B432 0
B4318
Tenby
Pembroke A4139
B4319 Waypoint 11: Manorbier
Waypoint 7: Lawrenny Ferry
Lawrenny is accessed via minor roads west of Creselly on the A4076 Carew Cheriton to Canaston Bridge road. Once in the village follow signs for Lawrenny Quay. The Lawrenny Arms and the Quayside Tearoom both offer the perfect way to soak in this wonderful spot!
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Waypoint 9: Carew Cheriton
South of the A477 east of Pembroke Dock, with access signed off the roundabout at the junction with the A4075. Much of the airfield is used for industrial or leisure purposes, but the unique watch tower and its surroundings are cherished by the Carew Control Tower Group: www.carewcheritoncontroltower.co.uk
South of the A4139 Pembroke to Tenby road. Follow signs to Manorbier and then Lydstep. An active Ministry of Defence range, there is no public access. Nestled on the Old Castle Head the layout of the airfield and the mostly modern buildings can be seen.
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AIRFIELDS PEMBROKESHIRE
The Flight Centre at Haverfordwest is ‘guarded’ by a Lysander propeller.
The main east-west runway, looking east at St David’s. The airfield has almost entirely returned to agricultural use. Templeton serves as a military training area; signs warn not to pick up anything lying on the ground!
Personnel standing by a Vought Kingfisher on beaching gear as another flies past. This isn’t Lawrenny Ferry and quite possibly was taken in Australia, but it gives a taste of the magical scenes once witnessed in the Welsh creek. KEC
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‘crowded’ itinerary could omit St David’s and Brawdy, or Dale and Talbenny. On its own at the end of an 11-mile cul-de-sac, Angle is another option to ‘trim’. As there are several possible starting points, and no obvious ‘circuit’ to follow, this feature deals with the aviation treasures of Pembrokeshire more or less from north to south.
St David’s duo With its coastal aspect, St David’s became a long-range Coastal Command base in late 1943, initially with Halifaxes and, in 1945, Liberators. A few wartime buildings survive on the southern side and the runways and much of the perimeter track are extant, the site having returned to agriculture. Adjacent Brawdy commenced operations in early 1944, and to help ease congestion at St David’s
hosted one of its Halifax units, 517 Squadron, while acting as a relief landing ground (RLG) for its neighbour. The roles were reversed in 1946 when both airfields were transferred to the Fleet Air Arm (FAA), St David’s acting as RLG to Brawdy. A large number of FAA units used Brawdy as their shore base, predominantly with Sea Furies, Sea Hawks and Sea Venoms. From 1952 Brawdy was home to 849 Squadron, Skyraiders and Gannets providing detachments to Royal Navy carriers until disbanding in 1970. In 1974 Hunters and, later, Hawks of the Tactical Weapons Unit started to thunder around the area. The Hawks were withdrawn in 1992 and the former RAF and FAA base made the transition to Cawdor Barracks, its personnel specialising in electronic warfare and other ‘spook’ roles. The army is due to leave in 2018.
Bouncing bomb Withybush hosted the Whitleys and Wellingtons of 3 Operational Training Unit (OTU) from the summer of 1943. The last major unit resident was the Mosquito- and Spitfire-equipped 8 OTU, teaching the art of photo-reconnaissance. Just 24 months after it opened, Withybush fell silent in June 1945. The local council reopened it as a civic amenity in 1952 and, as Haverfordwest Airport, it continues to thrive. Outside the Haverfordwest Flight Centre are a Lysander propeller and, more intriguingly, a fragment of the casing from a ‘Highball’ spherical ‘bouncing’ bomb. Lysander V9444 from 276 Squadron at Fairwood Common, near Swansea, was on a night-time air-sea rescue sortie on November 6, 1942 when the pilot became lost and he ditched the ‘Lizzie’ off
Strumble Head, near Fishguard in the north of Pembrokeshire. The three-blader was brought to the surface in 1973. A Highball-modified Mosquito took off from Angle – where there would be very few prying eyes – on October 7, 1943. It headed north to Maenclochog, east of Fishguard, and its target was the mouth of a railway tunnel. The smashed weapon was discovered and brought to Withybush for display. Trying to get a Highball to bounce into a tunnel entrance must have been demanding! A mile to the north of Withybush is a ‘ghost’ airfield – you’d be hard pressed to find evidence of its brief existence. Rudbaxton opened as a satellite of the massive 38 Maintenance Unit at Llandow in South Wales in May 1941. It was briefly used for storage until September 1942 by which time the circuit at Withybush
“With its coastal aspect, St David’s became a long-range Coastal Command base in late 1943, initially with Halifaxes and, in 1945, Liberators”
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AIRFIELDS PEMBROKESHIRE Sunderland I V5799 of 210 Squadron at the Empire Air Day at Pembroke Dock in 1939. Note the wingtips of a Supermarine Stranraer to the right. COURTESY PEMBROKE DOCK SUNDERLAND TRUST
was conflicting with it, and the following January Rudbaxton was given back to the farmers. Templeton was ready to accept aircraft in late 1942 and acted mostly as a satellite for Withybush, taking in turn elements from 3 and 8 OTU. By early 1945 Templeton
was closed to flying but kept its links with the military: today it is known as the Templeton Training Area. A long-established right of way allows the public access to glimpse the runway layout in between the gorse bushes as the area reverts to heathland.
At the entrances to the footpath are signs warning walkers not to touch any objects found on the ground. Two evil-looking tracked armoured fighting vehicles were charging about during the author’s stroll through this fascinating time capsule.
Coastal amblings Although Talbenny and Dale are geographically out on a limb, a visit is well worthwhile. Few buildings remain at either, although the perimeter tracks and runways are still used by farmers.
The unique watch tower at Carew Cheriton is the centrepiece of an exceptional museum.
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Carew Cheriton looking south from a Pembroke Dock-based Sunderland on May 30, 1945. COURTESY DERIC BROCK-CAREW CHERITON TOWER GROUP
Both airfields were Coastal Command stations from June 1942, operating Wellingtons. Talbenny’s tenants changed in the spring of 1943 with the arrival of 303 Ferry Training Unit (later 11 Ferry Unit) and 4 Armament Practice Camp, bringing a variety of types into the circuit. The airfield was vacated in late 1946. At Dale many of the buildings on the technical site on the northern edge survive and all the dispersals, hardstandings and runways remain. Little can be seen from the road, but a stroll westwards from the village leads to the Pembrokeshire Coast Path: head north along the cliffs and there are good views of the airfield. Then, if your legs allow, head south and walk around the Dale peninsula – very rewarding! Dale started off as Talbenny’s satellite in June 1942 with Wellingtons of the Polish-manned 304 Squadron. Coastal Command departed in September 1943 and the FAA arrived with a succession of squadrons – including 794, with target-tugs, 762 for twin-engined conversion and 790, training fighter controllers. The last unit at Dale was the short-lived 861 Squadron which
existed for just six months from September 1946. This was enough time to train up its Dutch crews on Firefly Is before they flew away to land on the carrier Karel Doorman – the former HMS Venerable – ready for its inaugural cruise to the Netherlands.
Kingfisher nest The Milford Haven estuary leads inland to a fabulous series of creeks. Deep within this system is Lawrenny Ferry, the base for the FAA’s 764 Squadron from October 1941 to November 1943. Seaplane training was the unit’s role, for which it flew Walrus amphibians and a trio of floatplanes: a Swordfish, Fairey Seafox and Vought Kingfisher. With its main central float and outriggers on the wings, the Kingfisher has long been one of the author’s favourite types. Designed by Rex Beisel, who also crafted the exceptional Corsair, only 100 Kingfishers served with the FAA and many did not come to the UK, preferring the waters of Bermuda. To walk around a place where these hallowed machines were maintained, launched down the slipway and flown amid outstanding scenery was magical!
As well as the slipway, the maintenance hardstanding is now a boatyard and the dispersals where the flying boats were parked now host caravans. There is a teashop and a pub, both with commanding views of the Daugleddau and its sister creeks. Warning: it’s hard to pull yourself away from such a delightful spot!
Britain’s biggest Known to all who served there as ‘PD’, Pembroke Dock was Britain’s largest flying-boat base. The huge aircraft sheds still dominate; they are called the Sunderland Hangars although they pre-date the fourengined maritime patroller. In the Royal Dockyard Chapel is the incredible Pembroke Dock Heritage Centre which tells the story of the docks and the base, including the ongoing salvage of 210 Squadron Sunderland I T9044. See the September 2014 FlyPast for more details of this impressive venture. The first aircraft that called PD home were Fairey IIIF floatplanes of 443 Flight in June 1930. The following year 210 Squadron arrived with Supermarine Southamptons and Short Singapores. After that a
long line of submarine-hunting ’boats used the waters of Milford Haven: Supermarine Stranraers, Saro Lerwicks, Catalinas and, of course, Sunderlands. The golden era ended in February 1957 when the Sunderland MR.5-equipped 201 and 230 Squadrons disbanded at PD.
Unique tower In 1915 Royal Naval Air Station Milton opened with Type Zero ‘Submarine Scout’ airships used to patrol the coast and Irish Sea. A corrugated iron shed 300ft long, 100ft wide and 100ft high was built to accommodate the ‘blimps’. The station closed in 1920 and the land and buildings were sold off in April 1923. The airship shed was dismantled and locals put the thousands of corrugated iron sheets to good use. There are still garden sheds in the locality clad in sheeting that protected airships a century ago. RAF Carew Cheriton was built on the site of the airship station in 1938 and in April 1939 ‘B’ Flight of 1 Anti-Aircraft Co-operation Unit (AACU) became the first of a bewildering array of outfits to take up residence up to 1945. The aircraft most associated with
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AIRFIELDS PEMBROKESHIRE
Flt Lt K S Batchelor, CO of ‘B’ Flight 1 AACU, on a sortie out of Carew Cheriton, circa 1942, in Henley TT.III L3288. COURTESY DERIC
Queen Bee N1837 of 1 AACU on a launch catapult ramp. The unit’s ‘Y’ Flight operated the pilotless target drone from Manorbier 1938 to 1946. KEC
BROCK-CAREW CHERITON TOWER GROUP
the AACU and Carew is the Hawker Henley, which was designed as a day bomber but rethought as a target-tug – 200 TT.IIIs being produced. A detachment of the Henley-equipped 587 Squadron was the last wartime tenant at Carew, so the obscure Hawker type was ‘first and last’ at the airfield. The unique watch tower, complete with ground-floor bay window, is cherished by the Carew Control Tower Group. The exceptional museum the team has established is devoted to Carew’s heritage and aviation across Pembrokeshire.
High and dry Some readers may decide not to take the long drive west to Angle and they would be in good company: air and ground crews posted to the isolated airfield must have thought it was the end of the world. There is very little to see from Angle’s active years of 1941-1945 but the area does afford breathtaking views of Milford Haven and the Dale peninsula. The first unit at Angle was 32
Squadron in June 1941 – on a ‘rest’ and, like many of those that followed, tasked with providing cover for shipping in Milford Haven and the Irish Sea. The Whirlwinds of 263 Squadron were based here from April to August 1942 in similar fashion. Angle’s most famous visitor was a Sunderland flying-boat that had been badly holed below the waterline, and only a touchdown on land could save it and its crew. Fg Off G Singleton was at the helm
of Mk.I T9114 E-for-Easy of 461 Squadron RAAF on May 29, 1943. On take-off from Milford Haven the ’boat collided with something in the water and the hull was breached. Safely in the air, Singleton realised that alighting in the estuary would likely end in disaster as water rushed inside at high speed, causing the giant aircraft to violently ‘porpoise’ and tear apart. Suddenly the runways at Angle, a couple of miles away, looked very inviting and Singleton carried out
a superb landing, the hull suffering little damage. E-for-Easy couldn’t be flown out and at first it looked as though it would be scrapped. But Sunderlands were expensive and vital warplanes and a scheme was hatched to move it across fields and refloat it at Angle Bay, a mile to the north. With beaching gear attached, and hedges ripped out, T9114 was moved to the coast where it was made watertight. The big ’boat was towed to Pembroke Dock,
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but the damage to the hull was assessed as too demanding and it was struck off charge in April 1944 without having flown again.
Haphazard drone Manorbier is one of the most unusual airfields in Britain and its role since the late 1930s has remained much the same – providing targets for the guns on the neighbouring ranges. As an active Ministry of Defence site, little can be seen of the tiny airfield or the extensive hardstandings that litter the area. Even the Pembrokeshire Coast Path dips inland to bypass the facility. In June 1938, ‘Y’ Flight of 1 AACU set up shop at Manorbier. It was equipped with the woodenfuselaged drone version of the Tiger Moth, the Queen Bee. Wheeled examples were flown off the short
east-west runway and others, on floats, catapulted into the sky. The Pilotless Aircraft Unit was resident from 1942 to 1946 carrying out research and development of drones. As well as Queen Bees it had a couple of Airspeed Queen Wasp drones, only seven of which were completed. Today a variety of high-tech propeller, jet or rocket drones provide reliable target facilities for the armed forces. Each of these can trace their lineage back to the somewhat haphazard Queen Bee. A total of 320 ‘Bees’ were built and used by AACUs stationed around Britain. It is likely that more were lost in accidents than to accurate ground fire! With many thanks to Deric Brock of the Carew Control Tower Group and John Evans of the Pembroke Dock Heritage Centre.
“A detachment of the Henley-equipped 587 Squadron was the last wartime tenant at Carew, so the obscure Hawker type was ‘first and last’ at the airfield”
Carew Cheriton’s watch tower has been brought to life by dedicated volunteers. ALL AUTHOR UNLESS NOTED
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PROPLINERS DOUGLAS DC-6
LONG-HA
LAST OF THE
KEITH GASKELL PAYS HOMAGE TO AN IMMACULATE DC-6 THAT RICHLY DESERVES TO FLY AGAIN
Far right
The propliner’s very tidy cockpit. Below
DC-6B V5-NCG in storage in Namibia.
O
nly two flightworthy Douglas DC-6s survive with fully equipped passenger cabins and one of these rests at Eros Airport, Windhoek in Namibia. Out of service since 2010, it has been well cared for and is being offered for sale. This could be the last chance for this superb piston-engined long-hauler. Namibian-registered DC-6B V5-NCG emerged from the Douglas production line at Santa Monica, California, in 1958
as the last of 704 of the type to be built. Along with a sister ship it entered service with the Yugoslavian airline JAT, flying with it until 1966 when both were transferred to the country’s air force. Having been donated to the Zambian Air Force in 1975, both were retired at Lusaka by the late 1980s. An enterprising pilot called Chris Schutte recognised the value of these neglected classics and in 1992 he registered them as V5-NCF and ’G and flew them to Namibia.
Charlie-Fox entered service in 1995 with Chris’s company Namibia Commercial Aviation (NCA). Salzburg-based Flying Bulls acquired this DC-6B in 2000 and it is today a familiar sight carrying passengers on behalf of Red Bull in Europe, as N996DM.
GLEAMING SILVER BIRD
Proceeds from the sale of V5-NCF funded an extensive three-year restoration of Charlie-Golf. The original passenger interior was refurbished to enable 60 passengers to travel in
“An enterprising pilot called Chris Schutte recognised the value of these neglected classics and in 1992 he flew them to Namibia”
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AULERS
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PROPLINERS DOUGLAS DC-6
Right
Specially commissioned artwork burnt onto leather adorns each of the cabin dividers. Far right
The port Pratt & Whitney R-2800 radial piston engines. Inset, far right
The Douglas badge on the forward fuselage, port side. Below
Though not currently flying, the DC-6B is maintained in excellent condition in Namibia. ALL IMAGES AUTHOR
comfort and style, and V5-NCG flew again in March 2001. Wearing a gleaming silver, blue and
white livery, it was named Bateleur, a national bird of Namibia. The DC-6B was used by NCA on sunset flights, tours of the
magnificent sights of Namibia and further afield to places such as Victoria Falls. Although there was a healthy demand, NCA encountered big increases in the cost of fuel, airport handling, parking and insurance during the 2000s. This and additional constraints imposed by regulators, meant that CharlieGolf ’s utilisation declined. An ambitious plan to fly it in Australia was formulated but after Chris Schutte passed away in November 2010 Bateleur did not fly again. Thanks to regular maintenance and the hot and dry desert climate of Namibia, V5-NCG is in superb condition but unfortunately, the owners can no longer support its upkeep. Hopefully a way will be found to return the last of the DC-6s to the skies so that others can experience air travel of a bygone time.
“The original passenger interior was refurbished to enable 60 passengers to travel in comfort and style and V5-NCG flew again in March 2001”
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FINALS BATTLE OF BRITAIN PAIR To mark the 75th anniversary of the Battle of Britain, the RAF has painted one of its Eurofighter FGR.4 Typhoons in a 1940-inspired camouflage scheme and is flying it at some events alongside the Battle of Britain Memorial Flight’s Supermarine Spitfire Vb AB910 (see News). Recently, at the Abingdon Air and Country Show in Oxfordshire on May 3, where this image was taken, it flew with another BBMF Spitfire, Mk.XVIe TE311. PHOTO-PHIL WHALLEY
next
In next month’s issue we mark the 70th anniversary of VJ Day with a special look at World War Two’s final air battles. We also continue our build-up to the Battle of Britain 75th with an in-depth tribute to the RAF’s unsung fighter, the Hawker Hurricane. Don’t miss this special issue, which is in the shops on July 1. * Overseas deliveries are likely to be after this date.
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