FlyPast 2015-09

FREE - BATTLE OF BRITAIN 75TH ANNIVERSARY POSTER Britain’s Top-Selling Aviation Monthly

THE FEW

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ON THE FRONT LINE WITH 609 SQUADRON MESSERSCHMITT 109 IN COMBAT POLISH HURRICANE TRIBUTE BLENHEIM WARBIRD FORMATION FLIGHT

B AT T L E O F B R I TA I N 75T H A N N I V E R S A RY

AUSTRALIAN CANBERRAS In deadly combat over Vietnam RAAF 01_September fc_fp.indd 1

A PASSION FOR SPITFIRES

Lockheed Constellation HISTORY

A stellar transport and Cold War warrior in profile PROPLINERS www.flypast.com SEPTEMBER 2015

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EXCLUSIVE interview with the Aero Legends team WARBIRDS 16/07/2015 16:02

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Welcome

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elcome to your September issue, an edition that’s themed around perhaps the most famous air battle in history, and arguably the most important, the Battle of Britain. During the summer and early autumn of 1940, the world stood on the edge of what Winston Churchill called “the abyss of a new dark age”, and Hitler’s forces were poised to cross the English Channel. Thanks to the bravery of the nation and her allies, tyranny was famously defeated and the tide of the conflict changed. It’s a seminal point in recent history, so I’m pleased to see that so much is being done to mark the 75th anniversary throughout the UK and further afield. Airshows are being themed around the Battle, several present day units have repainted their aircraft to reflect their 1940 heritage, and the wider media – print and television – is providing plenty of coverage. Many of the surviving veterans are sharing their experiences with today’s younger generation, and largely receiving the acclaim they deserve. Long may it continue. Two very rare early war Spitfires have also been in the limelight recently. Airworthy Mk.I N3200 has been gifted by its owner to the Imperial War Museum, and will continue to be flown from Duxford, while another Mk.I, P9374, was sold at a London auction for over £3 million, to a buyer who is reportedly based in mainland Europe. Whether the fighter will leave the UK is unclear as I write this – we’ll keep you informed about the latter’s future with news reports in forthcoming issues. On that note, I’ll sign off by saying that I hope you enjoy this month’s FlyPast, our tribute to ‘The Few’. This is the month that was... Nigel Price Editor

In the summer of 1940, the group of aviators Churchill called ‘The Few’ were locked in a desperate fight with Hitler’s Luftwaffe for air superiority over Britain.

Assistant Editor Steve Beebee

Contributing Editor Ken Ellis

Advertising Manager Alison Sanders

FlyPast (ISSN: 0262-6950), September, 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.

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

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PRODUCTION: Production Editor – Sue Blunt Deputy Production Editor – Carol Randall Sub Editor - Norman Wells Production Manager – Janet Watkins ADVERTISING AND COMMERCIAL: Commercial Director – Ann Saundry Group Advertisement Manager – Brodie Baxter Advertisement Manager – Alison Sanders E-mail: [email protected] Sales Executive - Marie Parry Ad Production Manager – Debi McGowan Ad Production Controller - Louise Talbot E-mail: [email protected] Marketing Manager – Martin Steele Marketing Executive – Shaun Binnington

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A large number of shows and events are paying tribute to the men and machines that fought in the Battle of Britain. Illustrated are a trio of early Supermarine Spitfires flying at Duxford’s Flying Legends Airshow – see page 90 for more. DARREN HARBAR

EDITORIAL: Editor – Nigel Price Assistant Editor – Steve Beebee Contributing Editors - Ken Ellis and Dave Unwin

DESIGN: Art Editor – Mike Carr

Art Editor Mike Carr

This is the month that is...

SMALL PRINT: While every care is taken with submissions, the Publisher cannot be held responsible for any loss or damage incurred. All items submitted for publication are subject to our terms and conditions. These are regularly updated without prior notice and are downloadable from www.keypublishing.com We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. The entire contents of FlyPast is © Copyright 2015. No part of it can be reproduced in any form or stored on any form of retrieval system without the prior permission of the publisher.

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Printed in England ISSN 0262-6950

Britain’s top-selling aviation monthly

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Features

News

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Stratofortress

102 Low-level Canberras

96

Spitfire Summer

108 Vulcan Tour

The important role played by the B-52 in the Vietnam War’s Linebacker II campaign is outlined by Philip Chinnery.

Richard Paver goes air-to-air with Spitfire IX TD314 and speaks to Aero Legends’ boss Keith Perkins.

Tom Spencer details the use of English Electric Canberras by the Royal Australian Air Force in Vietnam.

• Special colours for Lancaster • Swordfish back in the air • Airshow return for Seafire • VC10 arrives at Cosford • Warning Star under restoration • Spanish Phantom on display

As it enters its final months of flight, Avro Vulcan B.2 XH558 made a special ‘Salute to the V-Force’ tour around the UK.

Contents September 2015

No.410

Front Cover

Bristol Blenheim I L6739 flying from Duxford in June. See feature beginning on page 56. ©JOHN DIBBS-2015 This page, main image: The restored Blenheim basks in the sunshine at the Cambridgeshire airfield. ©JOHN DIBBS-2015

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96 Spitfire Summer

108 Vulcan Tour

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BATTLE OF BRITAIN 75

Regulars

A SPECIAL SECTION TO MARK THE 75TH ANNIVERSARY OF THE RAF’S VITAL TRIUMPH OVER THE LUFTWAFFE.

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FINEST HOUR

50

An overview of the Battle of Britain.

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The story of Hans Ohly, a Luftwaffe Bf 109 pilot who flew in the Battle of Britain.

POLISH HURRICANE The Historic Aircraft Collection has repainted its Hawker Hurricane as a tribute to the Polish pilots of 1940.

ONE OF THE FEW Chris Goss describes how one brave pilot graduated from flying Gloster biplanes to Spitfires in a matter of days.

FLYING FOR THE FÜHRER

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BLENHEIM REBORN ARC boss John Romain discusses the Blenheim’s less celebrated role in 1940, with air-to-air photography from John Dibbs.

What’s New

The latest books, watches, clothing and other aviation-related products receive the FlyPast verdict.

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FlyPost and ‘Ops’ Board

88

Airshow

95

For Valour

Readers’ letters and dates for your diary.

Visits to major events at home and abroad, including Duxford’s Flying Legends.

Graham Pitchfork profiles Alan Jerrard, the only Sopwith Camel pilot to receive the VC.

112 Glory Days

A look back at the Harrier ‘jump jet’ and its involvement in a transatlantic air race.

114 The Way We Were

Andy Thomas reflects on the history of the RAF’s 32 Squadron.

Spotlight

122 Finals

De Havilland Sea Vixen.

Lockheed Constellation 66

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 42 and 43 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 graceful airliner’s history.

Inside the Connie Cutaway artwork of an L-1049C Super Constellation.

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Men Behind the Connie

Warren E Thompson talks to Lt ‘Bud’ Horn, a ‘Weather Birds’ crewman, about the times they brought back life-saving data.

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Constellation in Profile

Pete West artwork of a presidential aircraft.

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In Combat

Philip Chinnery describes how military versions of the Super Constellation were used in Vietnam.

Arizona Connies

We profile the trio of survivors on display at Pima Air & Space Museum.

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NEWS THE LATEST IN AVIATION HERITAGE

Swordfish Mk.I returns to the sky Lt Simon Wilson flying Fairey Swordfish I W5856 from Yeovilton on June 19. LEE HOWARD

The world’s sole surviving Fairey Swordfish Mk.I, W5856, made its first flight in almost 12 years on June 19 from Yeovilton in the hands of the Royal Navy’s Lt Simon Wilson. The 1941-built aircraft was grounded

in 2003 following the discovery of corrosion in the wing spars. Since then the Royal Navy Historic Flight (RNHF) aircraft has undergone a thorough rebuild. New pistons and cylinders have been installed into its Bristol Pegasus

engine – marking the first time new Pegasus parts have been produced since the end of the war. Among other tasks, its wings have been restored and new spars fitted. After a thorough programme

of ground testing, the Swordfish undertook around eight hours of test flying from Yeovilton on June 19 and 20. The Historic Flight’s CO Lt Cdr Chris Götke AFC made his first flight in the type on the 20th, and on the same day Cdre Jock Alexander, CO at RNAS Yeovilton, signed off the Public Display Authorisation for both Chris and Simon. Having previously worn the pre-war colours of 810 Naval Air Squadron (NAS), the Swordfish is now resplendent in a World War Two scheme. It represents an aircraft of 820 NAS that attacked the German warship Bismarck on the night of May 25/26, 1941. Torpedo strikes from the biplanes crippled the vessel. Unable to escape Allied ships, it came under heavy bombardment and sank the following day. It is hoped that the RNHF’s second Swordfish, Mk.II LS326, will join W5856 later this year after it receives its own rebuilt Pegasus. www.royalnavyhistoricflight.org.uk LEE HOWARD

Bugatti ‘Blue Dream’ makes first powered run

De Havilland Mosquito prototype W4050 at Salisbury Hall recently. COURTESY DHAM

Mosquito prototype receives lottery boost The de Havilland Aircraft Museum has received £41,000 from the Heritage Lottery Fund to complete the restoration of Mosquito prototype W4050. The four-year project is being carried out by volunteers at the museum at Salisbury Hall, London Colney. The aircraft has been carefully taken apart to facilitate work on areas of the wooden fuselage, wings and tailplane. The team is now in the process of reassembling the machine,

which should be back in one piece by November 25, the 75th anniversary of W4050’s maiden flight. “Ensuring the conservation and restoration of the whole range of de Havilland aircraft and preserving the heritage of the company is the central theme of the museum,” said marketing director Mike Nevin. “We are therefore grateful to the Heritage Lottery Fund for its support.” www.dehavillandmuseum.co.uk

The world’s sole Bugatti 100P reproduction moved under its own power for the first time on July 4. The aircraft completed several taxi runs over a period of approximately 40 minutes. The process was described by a spokesman for the restoration team as “remarkable only in that the entire experience was unremarkable. We did not exceed 6,000rpm and were concerned mostly with steering and braking effectiveness (excellent); and engine coolant temperatures (good).” The aircraft – nicknamed ‘Blue Dream’ – is a full-size reproduction of a 1930s-designed Italian monoplane

that never actually flew, and is powered by a pair of Suzuki Hayabusa engines. Last year it was featured in The Art of Bugatti, an exhibition at California’s Mullin Automotive museum, before returning to its home at Tulsa, Oklahoma. Conceived by its original design team as an air racer, the Bugatti’s development was curtailed by the outbreak of World War Two. Unlike the reproduction, the Italian machine never ran under its own power and is today on display at the EAA Museum in Oshkosh, Wisconsin. www.bugatti100p.com

The Bugatti 100P reproduction at Tulsa, Oklahoma. COURTESY MARK MEYERS

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Old Warden receives Great War replicas

Rockwell B-1A Lancer 76-174 in its new display position on July 2.

Nebraska’s Rockwell B-1A Lancer moved outside The Strategic Air & Space Museum in Ashlands, Nebraska, has moved Rockwell B-1A Lancer 76-174 to a prominent position outside its main entrance. The bomber is to be the centrepiece of a new outdoor display which will be completed with additional aircraft, landscaping and a ‘memorial walkway’. Although the site is still a work in progress, visitors have been able to walk around and underneath the jet since May 15. Its other outdoor

exhibits currently include North American T-39A Sabreliner 62-4487 and four types of missile. The museum has also recently completed its restoration of Convair T-29A Flying Classroom 50-0190, and is continuing to make progress on its 1945-built Douglas C-54D Skymaster 42-72724. The latter was briefly assigned to the USAAF’s Twelfth Air Force in Europe in July 1945, before returning to the US the following March. www.sasmuseum.com

A pair of World War One reproductions built by New Zealand’s The Vintage Aviator Ltd arrived at Old Warden on July 9. Sopwith Snipe ‘F2367’ was unloaded at the Bedfordshire aerodrome along with an Albatros D.Va (pictured). Both aircraft were reassembled over the following few days and successfully test flown on July 15. DARREN HARBAR

Mirage destined for museum display

Douglas C-54D Skymaster 42-72724 is being restored in the museum’s Durham Gallery. BOTH TONY SACKETOS

Dassault Mirage IIIEE C11-09 is being restored for static display by personnel at the Museo del Aire at Cuatro Vientos, Madrid. The former Spanish Air Force jet, which flew with Ala 11, was removed from storage several months ago to be refurbished and repainted in the colours it wore when retired from military service in October 1992. It is pictured on June 28, shortly after having its restored Thomson-CSF Cyrano II radar system installed. ROBERTO YÀÑEZ

Supermarine Seafire returns to display circuit Kennet Aviation’s Supermarine Seafire XVII SX336 (G-KASX) made its airshow comeback on July 5 during Old Warden’s Shuttleworth Military Pageant event. Following an undercarriage failure in 2011, the aircraft has been under restoration, and finally returned to the sky last summer. After some additional issues were ironed out, the 1946-built machine flew again from North Weald on July 1 in the hands of John Beattie. PHOTO-DARREN HARBAR

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NEWS THE LATEST IN AVIATION HERITAGE

New arrivals at DH Heritage Flights De Havilland Hornet Moth G-ADKK at Compton Abbas recently.

Dorset-based DH Heritage Flights, has announced it is to substantially increase the scale of its operations. The Compton Abbas company has offered experience flights in 1935-built de Havilland DH.82A Tiger Moth G-ADXT for several years, but has recently added DH.87B Hornet Moth G-ADKK and DHC-1 Chipmunk G-AOTR to its roster. All three are available for pleasure flights and tuition – the Hornet Moth is currently the only one of its type doing so in the UK. Another new addition is North American AT-6 Texan N6972C, which Clive Hughes and Andrew Dixon recently ferried to the UK from the Czech Republic. The 1946-built aircraft is to join the UK civil register as G-DHHF and will shortly be available for flights from Compton Abbas. www. comptonabbasairfield.co.uk WITH THANKS TO ANDREW DIXON

North American AT-6 Texan N6972C (G-DHHF) is a new addition at DH Heritage Flights. BOTH MALCOLM ISAAC-DHHF

Channel Islands Trislander makes last flight Britten-Norman BN2.A Trislander G-JOEY made its final flight on June 28 having flown passengers around the Channel Islands for nearly 40 years. Serving with

Guernsey-based airline Aurigny, the distinctive, three-engined aircraft flew from Southampton to Alderney and then to Guernsey, landing at around 7:40pm. Although Echo-Yankee is not expected to fly again, the airframe will almost

certainly be preserved – details will be confirmed soon. Built in 1975, the Trislander was registered as G-BDGG until November 1981. The retirement of the machine fondly

known as ‘Joey’ leaves just three Trislanders in British service – G-RLON, G-BEVT and G-BDTO – all registered to Aurigny. ‘Joey’ has its own Facebook page: www.facebook.com/ JoeyTrislander

briefings

Britten-Norman Trislander G-JOEY arriving at Guernsey airport for the last time on June 28. WITH THANKS TO PAUL BELBEN

MBB Bo 105CBS LN-OSZ is the latest arrival at Gardermoen’s Norwegian Armed Forces Aircraft Collection. Previously displayed outdoors in the town of Dröbak, southeast of Oslo, the helicopter is to be restored and put on show for a short period. After this, it is likely to be transported to the Norwegian Aviation Museum in Bodö. BJORN OLSON-NAFAC

A memorial to a Short Stirling crew was unveiled at Kings Clipstone in Nottinghamshire on June 19. Stirling III EF127 from 1661 HCU crashed nearby on February 26, 1944, having run short of fuel in bad weather. Five of the crew were killed and two were injured. Around 100 guests and relatives of the airmen attended the ceremony. HOWARD HEELEY

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Bird Dog in Vietnam colours Cessna O-1E Bird Dog I-BDOG made its public debut in new colours at the Historical Aircraft Group (HAG) Fly Party at Montagnana, Italy, on June 27. The aircraft, which was on static display at the event, has been the subject of an extensive overhaul by its owner, HAG President Andrea Rossetto. It represents O-1G 51-11952 Mekong Mauler, the personal mount of W/O Rick Shoup, who flew it from Vinh Long, South Vietnam, in 1967 with the 199th Recon Airplane Company. Andrea’s aircraft was originally delivered in early 1963 to the Aviazione

Leggera Esercito (Italian Army Air Force) under the US Government’s military assistance programme, and was coded E.I.-20. In 1992, it was retired from military service and purchased by the Italian Aero Club. From March 1994 it flew with Parma’s Aero Club as I-EIAI, until acquired by Andrea several years ago. Having made contact with Rick, Andrea decided to refurbish and repaint the machine as Mekong Mauler. Now re-registered as I-BDOG, the Cessna is expected to make its first post-restoration flight in the near future. www.hag-italy.it DANIELE MATTIUZZO Cessna O-1E Bird Dog I-BDOG ‘Meking Mauler’ at Montagnana in June. DANIELE MATTIUZZO

Irish Spitfire replica repainted for display The Ulster Aviation Society has finished its full-size replica of a Supermarine Spitfire in the markings of Mk.IIa P7823 of 504 (County of Nottingham) Squadron. On June 21, the model was put on display outside Newtownard’s Mount Stewart House, a National Trust property in County Down, Northern Ireland, currently home to Lady Rose Lauritzen, who hails from a family of keen aviators. It represents a fighter named Down, which was paid for by the Belfast Telegraph Spitfire Fund in 1941. Donations from people in Northern Ireland provided no fewer than 17 Spitfires for the RAF. The aircraft that the replica depicts was lost on January 7, 1942, when it crashed on a routine flight from St Angelo in County Fermanagh to Ballyhalbert. Plt Off Walter McManus of the RCAF died in the accident. www.ulsteraviationsociety.org

The Ulster Aviation Society’s Supermarine Spitfire IIa replica on display at Mount Stewart House on June 21. ERNIE CROMIE VIA ANDREW THOMAS

VIA ANDREW THOMAS

The Fuerza Aérea Argentina (Argentine Air Force) marked the 40th anniversary of the FMA IA-58 Pucará entering its service by painting A-588 in a commemorative scheme. The Pucará received the special markings from III Brigada Aérea in Reconquista, Santa Fé. The fleet is currently receiving major engine and avionics upgrades. JUAN CARLOS CICALESI

Boeing donated its first 787 Dreamliner to Chubu Centrair airport in Nagoya, Japan, on July 7. The airliner, ZA001, was used for testing flight systems and aerodynamics. Much of the aircraft was built in Japan, including the wings. The second and third 787s have been donated to the Pima Air Museum and Museum of Flight respectively.

Supermarine Spitfire I P9374 has been sold for £3.1m at auction. Shot down over France in 1940, it was restored over five years at Duxford. The money from its sale will be donated to the RAF Benevolent Fund and Oxford University’s Wildlife Conservation Research Unit. The new owner is believed to be based in mainland Europe. September 2015 FLYPAST 9

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NEWS THE LATEST IN AVIATION HERITAGE

VC10 is transported to RAF Museum Cosford Vickers VC10 C.1K XR808 arrived at RAF Museum Cosford on June 21, following a road trip along the M6 motorway. After a successful eight-month dismantling process carried out by GJD Services at Bruntingthorpe, Leicestershire (see July issue), the VC10’s 93ft fuselage arrived at Cosford shortly after 1pm on the 21st. Transported on a low-loader, the aircraft had passed along the M69, M6 and M54 to its new home, via the nearby village of Shifnal. Too large to pass under the railway bridge at Cosford, the fuselage made

its way to Junction 4 of the M54 and through Shifnal, with some tricky manoeuvring en route, before heading onto the airfield. Sqn Ldr Chris Wilson, a media officer at Cosford, said: “Having flown on VC10s throughout my career I’ve been looking forward to seeing this arrive. Cosford is the home of RAF engineering so it’s particularly apt that the VC10 will be rebuilt here prior to going on permanent display.” GJD Services boss Gary Spoors added: “We chose to reverse-engineer the aircraft, de-riveting the various

sections, wing, fin, tail and back end to avoid any cuts – which we felt would compromise the integrity and beauty of the aircraft. An enormous effort has gone into the dismantling of XR808 and we’re very pleased with progress so far.” Work to reassemble the VC10 is expected to start this summer. The GJD team will unload it and position and trestle the inner wings before attaching them to the fuselage. In August the aircraft will transfer from the airfield to the museum site for the final reassembly, which will take

place directly outside the attraction’s Hangar 1. At this stage the wings will be rebuilt and the rear section attached. The team expects to be fitting the fin and tailplane by late September, followed by the engines, nacelles and outer wings. The finishing touches will include refitting access panels and completing some minor painting. At the end of October, it’s hoped the VC10 will be moved into its permanent display position next to the museum’s Lockheed Hercules C.3, XV202. www.rafmuseum.org

XR808 arrives at its new home. ALL RAFM

The low-loader negotiates a tricky corner.

The fuselage of VC10 C.1K XR808 approaches Cosford.

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NEWS THE LATEST IN AVIATION HERITAGE

Canadian Lancaster pays trib The Canadian Warplane Heritage Museum’s Avro Lancaster B.X was given temporary markings in July to represent a former RCAF bomber that completed a remarkable 84 ‘ops’, more than any other Canadian-built Lancaster. On July 11, the museum hosted a Celebrate Lancaster Day at its Hamilton, Ontario base, to honour KB732, which was coded VR-X and named X-TERMINATOR in its days with 419 Squadron. F/Sgt Don McTaggert, KB732’s only living crew member, was the guest of honour for the day, and was taken aloft in the aircraft. Lancaster KB732 was the 33rd of

430 produced by Victory Aircraft in Malton, Ontario, during World War Two. Flown to Britain during April 1944, it was assigned to the RCAF’s 419 Squadron and was based at Middleton St George, County Durham, alongside 428 Squadron. On the night of June 7/8, X-TERMINATOR became the first Canadian-built Lancaster to shoot down an enemy night-fighter, accounting for a Junkers Ju 88 shortly after bombing a railway junction at Achères, France. The airgunners aboard VR-X claimed the destruction of a second Luftwaffe fighter, this time a Focke-Wulf Fw 190, while on a raid to Hamburg on the

night of July 28/29, 1944. The Lancaster flew the last of its 84 sorties on April 25, 1945, as part of a large concentration of aircraft targeting Wangerooge, the coastal batteries on the Frisian Islands that guarded the approaches to the German ports of Bremen and Wilhemshaven. Don, a rear gunner, was part of the crew that day and remembered one grisly scene: “Two Halifax aircraft to our starboard collided and went down into the North Sea. Moments later two Lancs from No.431 behind us and to our port side also collided, and as they fell they hit two more aircraft. All four disintegrated as they went down, with

bodies coming out of fuselages, some with ‘chutes and some without, and into the sea.” Following the raid an 84th bomb marker was painted below KB732’s cockpit and its wartime duties were complete. It was flown back to Canada in September and entered storage in Alberta. Sadly – and remarkably, given its history – it was struck off charge on May 15, 1948, and broken up for scrap. For a short time only, this most illustrious of bombers ‘lived’ again thanks to the efforts of the Canadian Warplane Heritage Museum. WITH THANKS TO DAVE BIRRELL AND AL MICKELOFF

www.warplane.com

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ribute to 84-mission bomber

Clockwise from top left

F/Sgt Don McTaggert, KB732’s rear gunner, with personnel from Middleton St George just prior to the Wangerooge ‘op’. L-r: Gp Capt J F MacDonald (station commander), Air Cdre C Dunlap (64 Base commander), F/Sgt Don McTaggert, AVM C M McEwan (AOC 6 Group), and Flt Lt Barney Wickham (KB732’s pilot). VIA CWHM The temporary nose markings are applied at the Canadian Warplane Heritage Museum. CWHM Don McTaggert inside the CWH Lancaster. JIM BUCKEL Avro Lancaster B.X FM213 flying in the markings of KB732 ‘X-TERMINATOR’ on July 11. JIM BUCKEL An air-to-air view of ‘KB732’. JIM BUCKEL

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NEWS THE LATEST IN AVIATION HERITAGE

Long-term restoration plan for Warning Star Lockheed EC-121T-LO Warning Star N4257U and North American F-86H Sabre 53-1300 are gradually being restored to static display condition at the Combat Air Museum near Topeka, Kansas. The museum, which also recently received a full-scale reproduction of a

Great War-era Fokker E.IV ‘Eindecker’, began working on the Warning Star on May 3. It estimates work on the machine – the airborne early warning version of the Constellation airliner – will take several years, as it will include extensive interior and exterior cosmetic work.

It will also be thoroughly cleaned and ‘bird-proofed’ prior to being repainted. Before acquiring a US civil registration, the EC-121 served with the USAF as 52-3418, and the museum plans to return it to its original appearance. The Sabre, one of 473 ’H models

built, has been with the attraction since May 1985. It will shortly be repainted in the livery it wore when it flew with the US Air National Guard’s 101st Tactical Fighter Squadron at Logan Field, Massachusetts. www.combatairmuseum.org TONY SACKETOS

Lockheed EC-121T-LO Warning Star N4257U is being restored in Kansas. TONY SACKETOS

Catalina written off during film work Consolidated PBY-6A Catalina N85U was damaged beyond repair when it became beached on a sand bar on the shore of Orange Beach, Alabama. It was being used in the production of the forthcoming Nicolas Cage film ‘USS Indianapolis: Men of Courage’. The aircraft had recently been painted to represent a US Navy PBY-5A of VPB-23, which participated in the 1945 mission to rescue sailors after the vessel was sunk.

briefings

PHOTO-HEIJO KUIL

The cockpit of English Electric Lightning F.6 XR757 is to be displayed at Newark Air Museum until next summer. On loan from Trevor Jarrod, it was previously housed at Scampton, Lincs. The restored exhibit recently featured at Newark’s ‘CockpitFest’ alongside a Canberra cockpit and another from a BAC TSR.2.HOWARD HEELEY

HS Hawk T.1 XX350 from 208 Squadron performed a flypast at the June 5 funeral of Flt Lt Ken Lambden who flew Spitfires with the unit in World War Two. Wg Cdr Chris Kidd said 208 wanted to “pay tribute to a remarkable man and fighter pilot”. The Hawk has meanwhile been painted in a special scheme for the unit’s centenary next year.

The Spitfire Society is facing closure unless more volunteers can be found to manage it. It’s currently being run by three people – the treasurer and two membership secretaries – and the former will be stepping down later this year. For more information on The Spitfire Society see: www.spitfiresociety.org

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AVIATION TSHIRTS

See the collection and buy online by visiting:

www.flyingraphics.com

Bomber Command Philip Jackson Limited Edition Sculptures Now Available New release, exclusive to Catto Gallery – The Maquette of Bomber Command Memorial (Green Park, London) It's rare for a publicly commissioned sculpture to be reproduced and made available to the public. It's even rarer when the sculpture is one of the best-loved and most high-profile in the UK.  All of which makes Philip Jackson’s Bomber Command a very special investment indeed. A limited edition of twenty, 17-inch maquettes of the national monument is now on sale at the Catto Gallery.

CATTO GALLERY

100 Heath Street • Hampstead • London NW3 1DP

Tel: +44 (0)20 7435 6660 www.cattogallery.co.uk • [email protected] Opening times: 10am - 6pm Mon - Sat • 12.30pm - 6pm Sunday • and by appointment

Height 43cm/17" Width 48cm/19" Depth 25cm/10"

Catalogue available upon request

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New Junkers museum opens in Germany CASA 352 HB-HOY in front of the Hugo Junkers Hangar on June 21. JAN FORSGREN

Around 18,000 people attended the opening of the Hugo Junkers Hangar at Mönchengladbach Airport on June 21. The 11,840sq ft (1,100m2) gallery highlights the life and achievements of the aviation pioneer through multimedia displays and photographs. Born at nearby Rheydt in 1859,

Junkers pioneered the use of allmetal structures in aircraft, and was responsible for designing several successful airliners, including the Junkers F 13 and Ju 52. A replica of the former is on show, as is the cockpit of a Ju 52/3m recovered from the Austrian Alps in 2001.

Sentry artwork marks squadron centenary

briefings

The RAF’s 8 Squadron has marked its centenary by decorating the tail fin of Boeing Sentry AEW.1 ZH106 with special anniversary artwork. It was formed on January 1, 1915, at Brooklands, Surrey, and is the last of the eight original squadrons that made up the Royal Flying Corps. Today the unit is best known for its airborne early warning role, which was initially undertaken by Avro Shackletons and for the past 25 years by the Sentry. The new tail markings depict a Royal Aircraft Factory BE.2c, the first aircraft operated by the unit, a Hawker Hunter, a Sentry and the squadron emblem,

During the open day, Ju 52/3m HB-HOT of Swiss-based Ju Air conducted several pleasure flights, and locally-based CASA 352 HB-HOY (a Spanish-built version of the Ju 52) was on static display. Several other historic aircraft, including two CASA 1.131s (Spanish-built Bücker

Jungmanns), three North American Texans, Klemm Kl 25D D-EKDJ, Pilatus P.3 HB-RBU and Cessna 195 D-EFTH were also in attendance. The Hugo Junkers Hangar is open on Saturdays and by appointment on other days. www.junkersinmg.de JAN FORSGREN

Norwegian F-5B on gate guard duty

Centenary tail markings on Sentry ZH106 at Coningsby on June 11. GLENN BEASLEY

a sheathed Arabian dagger. The RAF’s Sentry fleet is currently based at Coningsby, Lincs, while improvements are being made to the runway at its usual home, Waddington. GLENN BEASLEY

English Electric Lightning veteran and FlyPast contributor Ian Black was reunited on June 25 with one of the jets he flew in service. Ian flew in T.5 XS420 while training as a navigator in 1979, before moving on to become a pilot. The aircraft is now on static display at the Farnborough Air Sciences Trust. www.airsciences.org.uk RICHARD HALL

Northrop F-5B Freedom Fighter 65-10594 was recently unveiled as a ‘gate guardian’ outside the Norwegian Armed Forces Aircraft Collection at Gardermoen, north of Oslo. The former Royal Norwegian Air Force two-seater is now painted in a distinctive ‘tiger’ livery. It was previously on display within the museum, where it has been replaced by another F-5B, 64-13387. www.flysam.no BJORN OLSON-NAFAC

Volunteers at Seppe’s Flying Museum in the Netherlands have restored Murphy Renegade Spirit OO-122 to static display condition. The aircraft was severely damaged in an accident shortly after taking off from Leopoldsburg in Belgium on August 4, 1991. It previously flew as a two-seater but has been returned to single-seat configuration. ROGER SOUPART

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Phantom on display at Spanish air base currently in several sections, having been dismantled at La Muñoza-Barajas International Airport, Madrid. The parts are now in storage but are likely to be reassembled for display within the base. Torrejón is home to the Spanish Air

Force’s Ala 12 unit, which is aiming to add a Lockheed F-104G Starfighter to its collection of preserved static types. Starfighters were stationed at the base from 1965 to 1973, when they were transferred to Greece. ROBERTO YÀÑEZ

Jetstream for sale in Holland McDonnell Douglas F-4C Phantom C12-19 on display at Torrejón. ROBERTO YÀÑEZ

McDonnell Douglas F-4C Phantom C12-19 has been restored and put on display alongside a North American F-86F Sabre at Torrejón Air Force Base, near Madrid. The latter has been a ‘gate guard’ at the base for decades, while the Phantom was one of the last of its

kind in service with the Spanish Air Force, and was finally withdrawn in March 1991. Prior to arriving in Spain in February 1972, the F-4C served with the USAF’s 92nd TFS, 81st TFW as 64-0872. Another recent arrival at Torrejón is McDonnell Douglas MD-88 EC-FPD, formerly with airline Iberia. The jet is

Handley Page Jetstream T.2 XX481, a former Royal Navy machine, has arrived in Holland from the UK. Having made its first flight on March 9, 1974, it was the first of the type to be delivered to 750 Squadron. Described as being in excellent overall condition, XX481 is currently at Baarlo, and is available for sale or rent. ROGER SOUPART

Photography events for Shuttleworth The Shuttleworth Collection is launching two new aviation events aimed at entrylevel and enthusiast photographers. The first, scheduled for September 1, is an aviation photography training day with instruction from professional aircraft photographer and FlyPast contributor Darren Harbar. The event will include tuition in technical camera skills along with aviationrelated portraiture. Entrants will have exclusive access to some of the Old Warden-based collection’s aircraft in order to hone their skills. On October 17, the venue will stage its first night photography shoot, focusing on several historic aircraft and vehicles. One of the featured machines is likely to be Shuttleworth’s popular de Havilland DH.88 Comet G-ACSS, and one of the museum’s rotary-engined aircraft may be started up. Both events are ticket only – for more details see: www.shuttleworth.org/events

The Shuttleworth Collection’s Blackburn Monoplane Type D came to life at night earlier this year. DARREN HARBAR

Ontario, Canada-based George Neal has been recognised as the world’s oldest active licensed pilot by Guinness World Records. Now 96, George was an instructor and flight commander with the RCAF during World War Two, and went on to become a test pilot. He gained his licence in 1936 and today flies his DHC Chipmunk CF-JAG. ERIC DUMIGAN

The Strategic Air and Space Museum in Ashland, Nebraska, has changed its name to the Strategic Air Command and Aerospace Museum. The decision was reached following a community engagement campaign, and is part of the attraction’s five-year development plan to preserve the history of the USAF’s Strategic Air Command. www.sasmuseum.com September 2015 FLYPAST 17

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NEWS THE LATEST IN AVIATION HERITAGE

Fresh paint for Washington-based Mitchell

The Historic Flight Foundation, based in Mukilteo, Washington state, has given North American B-25D Mitchell 43-3318 (N88972) ‘Grumpy’ a new coat of paint, though it continues to wear the same colour scheme. Built in Kansas City, it was delivered to the USAAF on October 27, 1943. One of 70 B-25Ds included in a 1944 Lend-Lease transaction, ‘Grumpy’ served in the RAF and the RCAF. www.historicflight.org TONY SACKETOS

Proctor being restored to fly in Essex John commented: “Fitting out and completion is where the hard work really starts. I’m reluctant to make predictions but, with most of the work on component parts complete, I’m fairly confident the first flight will be in around 12 months.” G-AKEX was acquired in 2007 from

Sweden, where it had been registered as SE-BTR. The remains of three other Proctors are also with PPP: Proctor III G-ANPP, IV G-ANVY (another that flew in Sweden) and V G-AHTE, which was last operational at Elmdon (now Birmingham Airport) in 1961. GEOFF JONES

‘CockpitFest’ winners announced at Newark Percival Proctor III G-AKEX is under restoration at Great Oakley. GEOFF JONES

briefings

Work on rebuilding Percival Proctor III G-AKEX to airworthy condition is proceeding at Percival Proctor Projects’ (PPP) workshop in Great Oakley, Essex. The task is being handled mainly by Proctor expert John Tregilgas on behalf of owner Mike Biddulph. Since FlyPast last reported on G-AKEX in 2013, John has been working hard on reconstructing the Proctor’s DH Gipsy Queen 2 engine, which has been

overhauled at Derby Aviation of Egginton and is now ready to be fitted. Much of the extensive woodworking is now complete and most components are ready to be refitted. The fuselage has largely been covered with plywood, and fabric will soon be added to the wings, parts of the tail and other segments. The workshop walls and cupboards are currently full of refurbished and rebuilt Proctor parts, awaiting fitting.

The RAF’s 22 Squadron officially stood down from search and rescue duties on July 1. Its fleet of Westland Sea King HAR.3 helicopters will be retired and their role taken on by privately operated AgustaWestland AW189s. Duxford was the venue for the Valley-based unit’s last public display on May 23 and 24. PAUL MARSH

David Collins was ‘crowned’ Grand Champion at this year’s ‘CockpitFest’ at Newark Air Museum for his de Havilland Hornet project. Darren Swinn was also on the winners’ list with his English Electric Lightning panel display while Bill Fern and Matt Buddle were joint winners of the ‘Cockpiteers’ Award for Beagle Pup HB-NAV and Lightning F.6 XR754 respectively. FlyPast’s contributing editor Ken Ellis presented three Wrecks & Relics ‘Spirit of CockpitFest’ trophies – to Andy Rawden for Hawker Siddeley HS.125 G-AVAI, Robbie Burgess for his Harrier

project and Tony Dyer for his Sopwith Camel cockpit. Tony’s award was made in memory of long-term FlyPast stalwart Peter Green. Karen Wilson took the ‘Cockpiteers’ Award in the Non-Cockpit category for her ‘Women in World War Two’ initiative. The event, on June 13 and 14, was supported by a flypast from the Battle of Britain Memorial Flight, and by Avro Vulcan XH558 which made a low-level transit over the museum’s static Vulcan XM594. Next year’s event has been confirmed for the weekend of June 18 and 19. WITH THANKS TO HOWARD HEELEY

Legendary test pilot and World War Two veteran Capt Eric ‘Winkle’ Brown recently ‘flew’ the Concorde simulator at Brooklands Museum in Surrey, alongside former Concorde pilot Mike Bannister. Eric, 96, also joined Mike in the cockpit of the museum’s real Concorde, G-BBDG, prior to giving a well-received talk in the evening. PHOTO-CLIFF BOLTON

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Shoreham-by-Sea Branch Royal Air Forces Association presents

Gateway to the home of the Royal Air Force Battle of Britain Memorial Flight View the aircraft of the RAF BBMF.

CELEBRATING 75TH ANNIVERSARY OF THE BATTLE OF BRITAIN

22nd-23rd August 2015 SHOREHAM AIRPORT • WEST SUSSEX

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 WIN A FLIGHT IN AN ICONIC SPITFIRE To enter: www.shorehamairshow.co.uk/win

www.shorehamairshow.co.uk shorehamairshow

@shorehamairshow

Charity Number: 1071257

NEWS THE LATEST IN AVIATION HERITAGE

Award for UK MoraneSaulnier restorer B-17E destined to fly again in US

briefings

US-based restorer Mike Kellner is continuing to make progress on his plan to return Boeing B-17E Flying Fortress 41-2595 to the air. The project has acquired the fuselage and wings from a Douglas A-26 Invader (formerly with the Collings Foundation) and a Grumman F9F Cougar, which are to be sold to help fund the restoration. Mike bought the bomber, nicknamed Desert Rat, at a junkyard in Maine in 1984. Built in 1941, it was originally attached to the 97th Bomb Group in Sarasota, which used it as a trainer. In 1943 it was converted into an XC-108A transport

before being deployed to Indochina in March 1944. The aircraft returned to the US in October that year and was assigned to the 1379th Base Unit, flying from Maine to Greenland and Iceland, among other destinations. Retired in 1946, it was saved from demolition and stored – and is now at Mike’s base in Marengo, Illinois. The name Desert Rat was found under one layer of paint and a second name, Tangerine, has also been discovered on the nose. The aircraft will eventually be flown around the US as a tribute to veterans.

Fokker F.28 Mk.1000 Fellowship T-03 Presidente Tte Gral Juan Domingo Perón moved to Morón, home of Argentina’s National Aeronautical Museum, on June 10. Used for many years as a specially configured transport for the former Argentine president, it is now expected to be put on display at the museum. PHOTO-ESTEBAN BREA

Tony Whitehead, the owner and restorer of Morane-Saulnier MS.317 G-MOSA, was awarded a Certificate of Appreciation by the Royal Aero Club at a ceremony, led by CAA Chief Executive Andrew Haines, at the RAF Club in Piccadilly on May 12. Tony won praise for taking on the challenging restoration and adding a rare vintage aircraft to UK skies. STEVE GRIMSHAW

Spanish Blériot in ‘pole position’

The Blériot XI reproduction overlooking the runway at Las Palmas. ROGER SOUPART

On Gran Canaria, one of the Canary Islands, a replica of a Blériot XI has been erected on a pole close to the village of Ingenio. The full-size reproduction has been placed on permanent display overlooking the runway of Las Palmas Airport to commemorate the first powered flight on the islands 102 years ago.

It represents the machine flown on April 30, 1913 by Léonce Garnier. Constructed by La Fundación Canaria para la Formación Aeronáutica, the replica was unveiled in April. A former Spanish Air Force CASA 212 Aviocar has been positioned nearby and more aircraft are expected to join the display in the near future. ROGER SOUPART

A reproduction of a Caudron G.III biplane made its first post-restoration flight on May 12 at La Ferté Alais, France. Registered F-AZMB, it belongs to Amicale Jean-Baptiste Salis and had not flown for several years. It represents an aircraft that flew in 1914 and is powered by a 120hp Walter radial engine.

The RAF Museum’s London and Cosford sites have enjoyed substantial year-on-year growth in visitor numbers for the period from April 1, 2014 to March 31, 2015. In total, 724,525 members of the public visited the two attractions, up 29% on the previous year. Numbers increased by 56% for London and by 9% for Cosford. www.rafmuseum.org

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TANGMERE UNDER ATTACK Tangmere’s Tribute to 75th anniversary of Battle of Britain

Sunday

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Advance booking: Adult £10 | Child over 5 £4 | Family (2+2) £25 | No Concessions On the gate: Adult £12 | Child over 5 £5 | Family (2+2) £30 | No Concessions

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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

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V I E T N A M B O E I N G B - 52 ST RATO FO RT R ESS

Philip Chinnery outlines the B-52s role in the Linebacker II campaign, which brought North Vietnam back to the conference table

H

enry Kissinger should have known better. After four years of negotiations in Paris with the North Vietnamese, the US Secretary of State’s team finally decided they were so near to a peace agreement that on October 23, 1972 they ordered a halt to all bombing of North Vietnam

above the 20th Parallel. Kissinger confidently announced: “Peace is at hand.” With the monsoon season approaching, the enemy took advantage by repairing bridges and roads above the 20th Parallel, increasing the amount of supplies flowing south and positioning

more MiG-21 Fishbeds at Gia Lam airfield. By the middle of December the peace talks had broken down yet again and President Richard Nixon decided he had had enough. He summoned Admiral Thomas Moorer, Chairman of the Joint Chiefs of Staff, and told him: “This is your chance to use military power

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Below

Bomber crews receiving their mission briefing at Andersen air base.

Bottom

Boeing B-52D 55-0061 – Captain Giroux’s aircraft – on December 21, 1972, assigned to the 307th Bombardment Wing based at U-Tapao, Thailand. PETE WEST © 2015

to win this war. And if you don’t, I’ll hold you responsible.” By December 18, Strategic Air Command had moved 155 B-52 Stratofortress bombers to Andersen air base on the island of Guam in the Marianas and another 50 to U-Tapao in Thailand. The briefing room on Guam was packed to

overflowing when General James McCarthy, vice commander of the 43rd Strategic Wing, addressed the assembled crews with the simplest of opening statements: “Gentlemen, your target for tonight is Hanoi.” For the rest of the briefing you could have heard a pin drop.

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V I E T N A M B O E I N G B - 52 ST RATO FO RT R ESS

Above

A SAM site near Haiphong. The arrows indicate missiles that are in place and ready for launch. Above right

Accidental damage caused to the Cuban Chancellery compound in Hanoi, December 28, 1972. Right

Damage to Bac Mai airfield.

The Linebacker campaign raids north of the Demilitarised Zone had stopped when the Paris conference started. The restrictions had finally been lifted and the bomber crews were given the chance to do what seven years of war had failed to do – bring Hanoi to its knees by the swift, massive

application of air power. Operation Linebacker II was about to begin.

Wall-to-wall SAMs

A total of 129 B-52s arrived on December 18 over Hanoi in three waves, four to five hours apart. They attacked the airfields at Hoa Lac, Kep and Phuc Yen, the Kinh

No complex and the Yen Vien railyards. The bombers flew in tight cells of three to maximise the mutual support benefits of their electronic countermeasures (ECM) equipment. They flew straight and level to stabilise the bombing computers and ensure all weapons fell on military targets and not in civilian areas. As he neared the outskirts of Hanoi, Captain Hal Wilson, in the lead B-52 from U-Tapao, reported: “Wall-to-wall SAM [surface-to-air] missiles up ahead.” His D-model was one of three bombers hit and destroyed by SAMs over their targets that night. But despite the 200 missiles fired at the force, 94% of the bombs were on target. As the weary crews returned to their bases, the B-52s participating in the next day’s raid were preparing to depart. Peter J Giroux was one of the aircraft commanders on day four, December 21. He was on his third Linebacker II mission and was designated as lead in his three-ship cell for an attack against storage facilities near Bac Mai airfield. When the crew boarded their B-52

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“Strategic Air Command had moved 155 B-52 Stratofortress bombers to Andersen air base on the island of Guam in the Marianas and another 50 to U-Tapao in Thailand” for the strike they noticed the radar system had been written up for maintenance by the previous crew, as it had failed almost two hours after take-off. It had been signed off as ‘could not duplicate’ by maintenance. Unfortunately they were wrong. All went well over Thailand and Laos but, as Giroux in B-52 callsign Scarlet One approached the initial point, the radar began to deteriorate. He instructed Scarlet Two to take the lead and dropped back to take up position as No.3. In this slot they could take their bomb release instructions from the tail gunner in the preceding aircraft. As Scarlet One rolled out into

its new place, the radar failed completely. At about the same time, the gunner called for a TTR (target-tracking radar) manoeuvre – MiGs were in the area. This could not have happened at a more inopportune moment. Giroux began evasive action, realising it would back the bomber out of the cell slightly and affect the protective ECM shield. A second or two later the gunner called for flares and began shooting at the attacking MiGs. The flares were designed to lure the incoming infrared homing SAMs away from the heat signature of the eight engines, and they worked. Two of the missiles passed underneath as Giroux concentrated on the

manoeuvre. The gunner yelled “I’ve got one” over the interphone and continued to fire until the attackers broke away.

Bomber Down

The reason for the departure of the MiGs soon became obvious. Directly below were two SAMs heading right for Scarlet One. Giroux called the missiles to the crew, turned hard back to the right and said a short prayer. A few seconds later there was a sharp bang, like a paper bag exploding, as the missile hit somewhere near the centreline and towards the front of the aircraft. Another SAM went by the tail but failed to explode. Giroux levelled out on heading

Above

A typical SAM missile site, with launch pads and radar vans. Below

B-52Ds parked on the ramp at Andersen on Guam.

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V I E T N A M B O E I N G B - 52 ST RATO FO RT R ESS

Top

A B-52 releases its bomb load. Above

Cockpit view of a flight of B-52s. Right

A B-52 being loaded with bombs.

and took stock of the situation. Shrapnel had hit him in the legs and in both wrists, but he was all right. The side panel was a mess, the interphone was out and the left wing was already on fire; the engines were burning and the flames were reaching past the tail. The B-52 began a bank to the right, probably because of the loss of engines on that side. The controls were not much help, and as the angle increased there was a complete electrical failure. Giroux looked at his co-pilot and reached for the ‘Abandon’ light on the rear of the centre console. One ejection seat fired immediately and two more followed as the aircraft depressurised. Giroux may have

passed out from lack of oxygen because the next thing he knew, he was upside down in the B-52 as it began to fall to earth. “All I could see was the shattered window directly in front of me. I was hanging in the straps even though I had tightened them before the world had begun to come apart. I knew the seat would probably give me a compression when it hit me, but it was the least of my worries. I

reached for the arming levers on the side of the seat near my knees and pulled them up and tried to squeeze the trigger to fire the seat. Nothing happened. My little finger was between the trigger and the arming lever. I squeezed again as hard as I could and the seat fired.”

Hanoi Hilton

Giroux woke up on the ground. It felt wet and muddy and someone

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“A few seconds later there was a sharp bang, like a paper bag exploding, as the missile hit somewhere... towards the front of the aircraft. Another SAM went by the tail but failed to explode” had hold of him by his hair. He was surrounded by a crowd of North Vietnamese and was totally unable to move. As pain flooded through his head, he mercifully fell unconscious again. Two more brief periods of consciousness followed, once when Giroux awoke in a truck moving slowly down a road and once when he found himself on an operating table with a woman in a white coat trimming at the skin on his neck with a pair of scissors. He did not really come round until two days after he had been shot down. He was in the ‘Hanoi Hilton’ prisoner-of-war camp in a large, dark room with high windows and a bare light bulb hanging from the ceiling. Across the room was Louis LeBlanc, his gunner. “At first Louis did not recognise me, so I knew I looked bad. He related what had happened to him. His interphone was intermittent too and he had stayed on board until the right wing had finally

burned through and started to fold over the top of the aircraft. He thought it was appropriate that he leave and he stepped out the back, having blown the turret earlier when he saw the abandon light flicker. He wasn’t sure how long he had stayed until the wing broke – probably two or three minutes. “I realised then that I must have gone unconscious when the aircraft depressurised, as my oxygen system

had been damaged. Then, when the plane had rolled over, it was enough to bring me around and give me a last chance to eject. He said he could see another ’chute when he was coming down, but whoever was in it appeared to be unconscious. He was captured immediately and taken to Hanoi.” The electronic warfare officer, Pete Camerota, had been the first to eject. He came down through

Above

A SAM detonates in the night sky over Hanoi. Below left

North Vietnam’s premier, Pham Van Dong, inspecting the wreckage of a B-52 shot down over Hanoi.

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V I E T N A M B O E I N G B - 52 ST RATO FO RT R ESS

Crew of B-52 Scarlet One Captain Peter Giroux Captain Tom Bennett Captain Pete Camerota Lt Colonel Gerald Alley First Lt Joseph Copack Master Sgt Louis LeBlanc

B-52 pilot Peter J Giroux.

Below

Released American prisoners-of-war rejoicing as their C-141 lifts off the runway at Hanoi.

Pilot Co-pilot Electronic Warfare Officer Radar navigator Navigator Gunner

Getting the message

PoW MIA PoW KIA KIA PoW

PoW – Prisoner of War, KIA – Killed in Action. Crewmembers Louis LeBlanc and Peter Camerota were captured and returned in 1973. The remains of Gerald Alley and Joseph Copack were returned in 1989. Thomas Bennett is still listed as Missing in Action (MIA). Peter Giroux is now 71 and lives with his wife Mareyn in Kansas. He retired from the USAF as a colonel.

several cloud layers and landed in a rice paddy. He started moving immediately and finally reached some higher ground without being seen, making contact on his survival radio on December 29. A rescue that close to Hanoi would have been a miracle and he was getting weak from lack of food and water. After three or four days on the hill he realised he could either give up or die where he was. He surrendered on January 3, 1973.

On December 26, SAC changed its tactics and all the bombers were tasked to hit their targets within a 15-minute period. The approach and departure routes and altitudes were varied to reduce losses and only two of the 120 bombers failed to return home. The raids continued until the 30th, by which time most of the worthwhile targets around Hanoi and Haiphong had been struck. The North Vietnamese were practically out of SAMs and had at last got the message. Serious peace negotiations began again on January 8. The treatment of the prisoners began to improve and, on January 27, the peace agreement was finally signed. On February 12, Operation Homecoming began and the first 116 PoWs were released in Hanoi. Giroux recalled: “The morning of the 12th was brisk at first. We lined up near the main gate and then began to wait. I recognised Everett Alvarez, who was the first man captured in August 1964, and introduced myself. He thanked me for my efforts and I replied that he should thank the President, who made the decision, and that I thought the decision should have

come sooner. He agreed. “After a while we moved through the gates, past sullen and unsmiling crowds, to several small camouflaged buses. We drove through the city towards Gia Lam airfield. “We crossed the Red River on a pontoon bridge next to the Paul Doumer bridge. The airport was soon in the distance on our left as some old prop transports became visible. We moved up a tree-shaded lane and got off to wait again in a small building. We were offered beer and pork fat sandwiches. I took the beer. We re-boarded the buses and moved to the main part of the airport, just out of sight of some revetments that I was sure held MiG-21s. “The group formed up and reported in to an impressive looking colonel in a good-looking blue uniform and headed for the C-141 Starlifter. I climbed into a seat by the wall and watched. My sacrifice was of no consequence compared to these men. There had been no torture, no solitary, no anything. They were subdued until the plane lifted off the runway and the gear thunked into the well. Then it was pandemonium. I was thinking about the rest of my crew.”

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The Royal Airforces Assoc F_P.indd 1

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Wartime East Anglia

Thunderstruck www.gmpub.co.uk

F-84F/RF-84F ThunderstreakThunderflash, Robert ‘Robbie’ Robinson, Merlin Massara, 56pp, illus, sbk, £16.45 Artist and writer ‘Robbie’ Robinson has put together an enjoyably concise but definitive guide to the Republic Thunderstreak series of jets. This well researched account covers the background, development and operational duties of the F-84 and its variants, and the book is fully illustrated with contemporary and archive images. It covers all the major users of the F-84 at the time, and the individual units. Robbie’s own excellent artwork illustrates many of the colour schemes used on the aircraft, plus the squadron insignias. He also supplies detailed drawings of crew uniforms, the cockpit layout and various components. For those interested in NATO jet aircraft used in the ‘Cold War’, this is a useful guide to the ‘what and when’ of these fighters/reconnaissance jets. For the modeller, the side views and drawings will provide information and inspiration in equal measure.

Memorial Flight merchandise www.thebbmfmerchanise.co.uk

The clothing company Memorial In Aviation has been commissioned by the RAF Battle of Britain Memorial Flight (BBMF) as its official merchandise outlet. It is licensed by the MoD to produce an exclusive range of clothing, including limited editions and collector’s items. Principal among the 2015 season range is its selection of short-sleeved polo shirts. Embroidered in white, with the famous three-ship (Lancaster, Spitfire and Hurricane) emblem on the left breast, the shirts are made from polyester (65%) and cotton (35%), and cost £25. Another variety, priced at £30, features the words ‘Royal Air Force Battle of Britain Memorial Flight’ in red and blue, with an RAF roundel and a smaller version of the three-ship logo. D-Day commemorative shirts and others showing a single Spitfire or Hurricane can also be purchased. Accompanying the extensive range are beanie hats priced at £8.50, long-sleeved rugby shirts at £39.99 and an outdoor zip-up fleece for £40. The company has also made available a children’s T-shirt featuring profiles of two Avro Lancasters.

A new DVD from Norfolk’s 100th Bomb Group Memorial Museum interviews local people for their childhood recollections on how the villages of Thorpe Abbotts and Billingford were almost enveloped in 1943 by a new airfield, its four squadrons of B-17 bombers and 3,000 US Eighth Air Force servicemen. Produced to a very high standard, Stories from the Bloody 100th – Childhood Memories mixes their reminiscences with wartime film of Thorpe Abbotts airfield, much of it shot in colour by the 100BG’s Capt John Schwarz. The 12 interviewees speak emotively about the impact on their young lives: the fears, thrills and excitement of having a working airfield as their playground and the anxiety of awaiting the return of crews from missions. Many never came back, leaving their young friends with a sense of grief that has never been forgotten. As one says: “It took a long time to get back to normal – and I don’t think we ever did.” A must-see for USAAF enthusiasts, the DVD costs £10.99 plus £1.50 p&p. See 100bgmus.org.uk/museum-shop.aspx for more details.

Coastal Liberators www.aviation-bookshop.com

B-24 Liberator in RAF Coastal Command Service, Pavel Türk & Miloslav Pajer, JaPo Books, 320pp, illus, £70 The Consolidated B-24 Liberator was among key aircraft involved in countering the U-boat menace in the Atlantic during World War Two. In the 320 pages of this beautifully produced book the authors offer a comprehensive account of the Liberator’s part in the struggle. Profusely illustrated with around 550 photographs (and detailed captions), it also features a marvellous range of colour side views illustrating aircraft of almost every unit. The operational record of every maritime Liberator squadron is well covered, and it pays particular attention to the activities of the Czech-manned 311 Squadron. Published on high-quality paper in A4 size, this book is a true ‘tour de force’. Although it comes with a hefty price tag, it is a ‘must’ for those interested in Liberators, and modellers will find it an essential reference for an elegant aircraft. ANDREW THOMAS

Rise and Fall of the Comet

www.aflyinghistory.com Comet - Unseen Images From The Archive, Bruce Hales-Dutton, Flying History Books, 148pp, illus, hbk, £41.34 (Amazon) This truly lavish hardback brings together an amazing range of more than 200 rare and previously unseen images of all aspects of the de Havilland Comet’s design, construction and service life around the world. Acclaimed aviation journalist Bruce Hales-Dutton provides authoritative text, describing everything from the development of the world’s first jet-powered airliner to the tragedy of the 1954 Comet crashes and the subsequent enquiry which made Britain the world leader in accident investigation. The book comes with a free DVD featuring archive footage from the Farnborough Air Sciences Trust. A must-have for all enthusiasts of this trailblazing British aircraft.

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s

Tornado Over The Tigris - Recollections of a Fast Jet Pilot, Michael Napier, Pen & Sword, 288pp, illus, hbk, £25 – written from the unusual perspective of a fast jet cockpit, this is an account that accurately captures the essence of what it was like to flying a Tornado during the ‘Cold War’ in West Germany. It also covers operations over Iraq in the aftermath of the Gulf War. Author Michael Napier spent five years flying Tornado GR.1s from Brüggen – experiencing everything from lowlevel sorties over Europe to realistic Red Flag exercises in the US. He subsequently flew a number of ‘ops’ over Iraq. www.pen-and-sword.co.uk

A Fine Time www.oris.ch

Renowned Swiss watchmaker Oris – a keen supporter of historic aviation – has revealed its latest aviator’s watch, due to go on sale shortly. The Big Crown ProPilot Calibre 111 is described by its maker as a pilot’s functional watch that brings the company’s landmark in-house developed Calibre 111 movement into the established Big Crown ProPilot family. Like its precursor, the new timepiece features a hand-wound movement with a ten-day power reserve and a non-linear power reserve indicator. The latter has been designed to look like an aircraft fuel gauge. Oris has added a date function and equipped the Calibre 111 with an anti-reflective coating on the inside of the sapphire crystal to minimise glare, making it easy to read in the cockpit. It has a 44mm case made from satin-finished stainless steel, and a bezel effect surround inspired by the appearance of jet engine turbines. It features one stainless steel crown and is water resistant to 10 bar (around 100m). The watch is completed with a smooth anthracite dial, Arabic numerals and is currently the only timepiece in the Big Crown ProPilot collection to be fitted with a genuine Louisiana crocodile leather strap. The Swiss retail price is CHF 5,200 (approximately £3,540).

Flying Jacket www.meanandgreen.com

Priced at just £99, the latest leather flying jacket from Mean and Green is more competitively priced than many on the market, but still looks warm and stylish. Made of genuine leather, it has a soft acrylic fur lining that looks like sheepskin. The lining in the sleeves is polyester and there is a faux fur trim around the waist, cuffs and collar. The jacket has two front pockets and one inner zipped pocket, and its full length metal zip has a vintage-styled brass effect pull. For comfort, it comes with two belt-buckle adjustment straps at the waist, plus two on the collar. The jacket is available in a wide variety of sizes, and in both black and dark brown leather. The manufacturer’s website contains information about sizing and detailed images of the item in both colours. With autumnal days just around the corner, and plenty of airshows yet to come, this could be a timely purchase.

page turners Towering Achievement

All Along The Control Tower - A Photobook, Theo and Frans Barten, Narwal, 220pp, illus, hbk, £27 Authors Theo and Frans Barten grew up with a fascination for history and surviving artefacts. This first manifested itself in a successful series of books focusing on World War Two-era vehicles, but in 2000 they began a new project, researching and photographing surviving control towers in the UK. All Along The Control Tower is the final result of this comprehensive labour. It contains high-quality images of 52 remaining airfield towers at former RAF bases, and one Luftwaffe building in the Netherlands. The objective is to show them in the state they are in today, now that their military role has long since ceased. Almost all the airfields have gone but many of the towers and associated buildings remain – often derelict in fields, or put to a variety of uses including museums, offices, sheds or even converted into houses. They form part of the British landscape and some are even listed buildings. The book includes geographical co-ordinates to help avid visitors find them, along with details of the units that used each airfield. http://www.narwal.eu

Career Memoir

Fifty Years of Flying Fun, Rod Dean, Grub Street, 220pp, illus, hbk, £20 Legendary in airshow circles, Rod Dean has a wealth of flying experience spanning half a century. Today he is a CAA display authorisation evaluator and flying display director for the annual Shoreham Airshow. He joined the RAF in 1962, aged 18, and spent his career at the controls of jets on operational squadrons and training units before launching an equally illustrious civilian flying career. This autobiography reflects on more than 50 continuous years of flying experiences, from his first operational tour on Hawker Hunters in Aden, to flying warbirds and classic jets at airshows. With in excess of 7,000 hours on 59 different types, Rod gives a clear and often humorous insight into the operations of a cross section of piston and jet engine vintage aircraft. This excellent book is illustrated with pictures from the author’s own collection. www.grubstreet.co.uk

Invaders Over Korea

Korea - A Short Time In A Small War, Charles W Hinton (selfpublished), 218pp, illus, sbk, £15.52 (from Amazon) The Korean War is often regarded as the ‘forgotten war’, overshadowed by World War Two and the later Vietnam conflict. The memoirs of navigator Charles Hinton, detailed here in honest and personal style, are a timely reminder of the perils faced by those opposing the forces of North Korea. Before leaving for his assignment, Charles wrote in his diary: ‘I may not live to get through this, but I have enough excitement for a lifetime’. Fortunately, he did survive and has recently published this well written account, reflecting on six months and 50 missions of active duty, flying in the dark and over perilous North Korean mountain ranges in Douglas B-26 Invaders. Transported directly out of navigation school and into a B-26, Charles learned the art of combat while on the job, facing daily dangers. This first-hand account takes the reader into the cockpit, witnessing crew conversations and death-defying situations. A valuable reflection on a rarely examined topic, it is available to buy in the UK via Amazon. C W Hinton – self-published September 2015 FLYPAST 31

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BATTLE OF BRITAIN 75 IN THE SUMMER OF 1940, BRITAIN STOOD ON THE BRINK OF INVASION BY GERMANY. THE FATE OF EUROPE LAY IN THE HANDS OF THE FEW, THE RELATIVELY SMALL BAND OF ALLIED PILOTS TASKED WITH DEFENDING THE COUNTRY FROM THE LUFTWAFFE. AS THE NATION MARKS THE 75TH ANNIVERSARY OF THIS PIVOTAL AIR WAR, WE PAY TRIBUTE TO THE RAF’S PILOTS AND PERSONNEL THROUGH A SERIES OF FEATURES DEDICATED TO THE BATTLE OF BRITAIN. 34 DUEL OF EAGLES – AN OVERVIEW OF THE CONFLICT OVER BRITAIN IN 1940 36 POLISH HURRICANE TRIBUTE – THE HISTORIC AIRCRAFT COLLECTION HAS REPAINTED ITS HAWKER HURRICANE AS A TRIBUTE TO THE POLISH PILOTS OF 1940. RICHARD PAVER REPORTS 44 SPITFIRE PILOT – CHRIS GOSS DESCRIBES HOW PILOT FRANK HOWELL GRADUATED FROM FLYING GLOSTER GLADIATOR BIPLANES TO BECOME A FLIGHT LEADER ON SUPERMARINE SPITFIRES IN 1940

50 FLYING FOR THE FÜHRER – THE STORY OF MESSERSCHMITT BF 109E PILOT HANS OHLY IS TOLD BY CHRIS GOSS 56 BLENHEIM REVIVAL – A UNIQUE BRISTOL BLENHEIM MK.I REPRESENTING A BATTLE OF BRITAIN-ERA MACHINE IS NOW FLYING FROM DUXFORD. PHOTOGRAPHER JOHN DIBBS GOES AIR-TO-AIR WITH THIS OFT-FORGOTTEN WARRIOR

75

“WHAT GENERAL WEYGAND CALLED THE BATTLE OF FRANCE IS OVER. I EXPECT THAT THE BATTLE OF BRITAIN IS ABOUT TO BEGIN.” WINSTON CHURCHILL

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WW2 OR PATRIOT? B AT T L EDESERTER O F B R I TA I N OV E RV I E W

WE REFLECT ON A CAMPAIGN THAT PROVED PIVOTAL TO THE DEFENCE OF BRITAIN IN WORLD WAR TWO

SO M A s Prime Minister Winston Churchill delivered his speech to the House of Commons on June 4, 1940, his intention was to steel the nation’s resolve for resistance. He warned of the perils to come, and of the tyranny and subjugation that would befall the British people in the event of defeat. At the time, Britain stood on a dangerous precipice. Earlier that same year, German forces had relentlessly assaulted mainland Europe, using superior tactics and armament to defeat all opposition. The sense of unease in Britain can be easily imagined – Germany had achieved in a matter of months what it had failed to accomplish in four years of bloody warfare in the previous conflict. A relatively small band of RAF pilots and aircraft was all that stood between Hitler’s Fatherland

75

and victory in Europe. This collective, comprising airmen from Britain and several other nations, was so small that Churchill famously called them The Few.

CONFLICT OVER BRITAIN

Germany needed to neutralise or at least severely weaken Britain’s air defences if it was mount any kind of

“WE SHALL FIGHT WITH GROWING CONFIDENCE AND GROWING STRE

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MUCH OWED... seaborne invasion. Given the success of the Luftwaffe in preceding months, this did not seem an unrealistic aspiration. Buoyed by his previous triumphs, Luftwaffe leader Hermann Göring offered fanciful estimates on exactly how easy it would be. The aim for the RAF was to avoid defeat, maintaining air power over Britain, and therefore making an invasion significantly less likely. In the event, the RAF (and Fighter Command, in particular), its leadership, and the essential role played by radar, all contributed to the final victory. The Luftwaffe began its campaign in the summer, targeting radar stations and coastal defences, and also striking airfields, hoping to destroy RAF units on the ground. However, although its Junkers Ju 87 dive-bombers had been effective elsewhere, they proved slow and vulnerable when attacked by intercepting fighters. Although

many of Britain’s airfields were hit and significantly damaged, the RAF’s tactic of rotating squadrons from base to base was vindicated. When the Luftwaffe began to switch its attention to bombing British cities

and centres of industry, the RAF was given vital breathing space, a chance to regroup and refresh. Though heavily outnumbered, its combination of Hawker Hurricane and Supermarine Spitfire fighters proved equal to the task. Though Hurricanes were more numerous and could absorb more

damage, it was the Spitfire that (perhaps unfairly) came to represent the public’s perception of British resistance in 1940. In fact, the battle might well have been lost without either fighter, the Hurricanes being put to effective use against German bombers, while Spitfires, being faster and more manoeuvrable, ‘hunted’ for escorting fighters. The Hurricane was certainly more robust than its Supermarine counterpart, was easier to land and was a particularly stable gun platform. The type accounted for the majority of RAF ‘kills’ during the campaign. Both machines were capable of dealing with the Luftwaffe’s slower, twin-engined Messerschmitt Bf 110, though the latter had immense firepower if it could be brought to bear. Neither British fighter could match the single-engined Bf 109E in the dive, or could pack quite such a fearsome punch from their guns, but the main impediment to German pilots was their mount’s poor range. They could only operate over Britain for relatively short periods before needing to refuel, and if required to engage in twisting dogfights, that time would be shorter still.

TACTICAL VICTORY

Expertly managed by Hugh Dowding and Keith Park, the latter in control of 11 Group covering the southeast of the country, Fighter Command strove to fend off enemy raids with relatively small numbers of defending aircraft. Thanks to radar, the RAF’s pilots generally received enough warning of incoming raids to be in the right place at the right time. Others, including 12 Group leader Trafford Leigh-Mallory, favoured a larger show of force. They devised a so-called Big Wing comprising many aircraft in order

to deal the Luftwaffe a knockout blow. In practice, the Big Wing took too long to form up, was hard to control, and being the opposite of the rapid, tactical reactions favoured by Dowding and Park, it proved unpopular with Fighter Command’s leaders. However, on the few occasions that it was used in anger, such as on September 15, 1940, it had a demoralising effect on the enemy, who had been assured that RAF strength had been vastly diminished. While Fighter Command bore the brunt of the action, Bomber Command, Coastal Command and the Fleet Air Arm continued to play their roles, and Bristol Blenheim units raided German occupied airfields in France throughout July to December 1940, both during daylight hours and at night. Between July 10 and October 31, around 550 RAF airmen lost their lives in the conflict, compared with almost 2,700 Germans. Around a thousand Luftwaffe personnel were taken prisoner. The failure of the Luftwaffe to eliminate the RAF caused Hitler to indefinitely postpone his plan for an invasion. Through shrewd tactics, the strategic use of radar and communications, and of course the bravery of The Few, the RAF – and Britain – survived.

WING STRENGTH IN THE AIR. WE SHALL DEFEND OUR ISLAND, WHATEVER THE COST MAY BE” WINSTON

Above

A gun camera image records the demise of a Messerschmitt Bf 110 as an RAF fighter hits its mark during the Battle of Britain. Left

Six Hawker Hurricane Is of 73 Squadron pictured shortly before the Battle of Britain. BOTH KEY

CHURCHILL

September 2015 FLYPAST 35

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B AT T L E O F B R I TA I N P O L I S H T R I B U T E

POLISH RICHARD PAVER CAPTURED THE NEW COLOURS OF THE HISTORIC AIRCRAFT COLLECTION’S HURRICANE

F

75

or more than a decade the Historic Aircraft Collection’s Hurricane XII has worn the colours of Z5140, which served with 126 Squadron during the Siege of Malta in 1942. To mark the 75th anniversary of the Battle of Britain, a decision was taken to repaint this much-loved machine in markings from the summer of 1940. The choice settled on P3700, coded ‘RF-E’, of the largely Polish 303 Squadron based at Northolt during August and September 1940. It was declared operational on August 31 but became the highest scoring of the Battle. Fighter Command was slow to accept an all-Polish squadron could work effectively alongside other units, despite 303 having many experienced pilots on its roster when formed on July 22.

This was not just based on the language barrier. There was a perceived lack of discipline among some of the very aggressive, battlehardened Polish pilots. At Northolt, the aircrew went through an extensive training period which many found frustrating as some of the Poles were combat veterans with more experience than their RAF instructors. Defensive patrols were flown over Northolt

“FIGHTER COMMAND WAS SLOW TO ACCEPT AN ALL-POLISH SQUADRON COUL

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SALUTE from August 24 and six days later 303 was credited with its first official victory – 24 hours before the squadron was declared operational. From the beginning of September, No.303 became fully involved in the Battle of Britain, flying continuous operations from Northolt until October 11. It then moved to Leconfield (East Riding of

Yorkshire) in 12 Group for a ‘rest’ and its participation in the Battle came to an end. In just six weeks, 303 claimed 126 enemy aircraft shot down. This achievement spoke volumes about both the ability and experience of 303’s pilots, their fighting spirit and hunger for success. None of the pilots wanted to be taken off operations for any reason. Squadron disciplinary procedures called for a single day’s enforced leave for a minor misdemeanour. For a more serious offence, a week’s leave was imposed which was considered to be a terrible punishment.

POLISH PAIR

The choice of a Polish Battle of Britain unit was a logical decision when the Historic Aircraft Collection (HAC) considered a

new scheme for Hurricane G-HURI. Its Spitfire BM597 (G-MKVB) is painted in an authentic Polish 317 Squadron scheme as ‘JH-C’. Together, the Hurricane and Spitfire have become the ‘Polish Pair’. In deciding exactly which 303 Squadron aircraft to represent, HAC was helped by good friend

Above

Ryszard Kwiatkowski’s RAF identity card. VIA RICHARD PAVER

Left

Hurricane XII ‘P3700’ (G-HURI) during a special air-to-air sortie for ‘FlyPast’ in May. ALL RICHARD PAVER UNLESS NOTED

DRON COULD WORK EFFECTIVELY ALONGSIDE OTHER UNITS, DESPITE 303 HAVING MANY EXPERIENCED PILOTS ON ITS ROSTER...”

September 2015 FLYPAST 37

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WW2 OR PATRIOT? B AT T L EDESERTER O F B R I TA I N PO LISH TRIBUTE

HURRICANE XII G-HURI Hurricane XII G–HURI was rebuilt in the 1980s from the best original parts sourced, in the previous ten years, from all over Canada. The airframe used in the restoration, RCAF 5711, had been constructed in 1942 by Canadian Car and Foundry as part of the sixth production batch and joined the RCAF in 1943. It is believed to have served with 123 Squadron at Debert before going to 127 and 129 Squadrons at Dartmouth and on to 1 Operational Training Unit at Bagotville. It made its first post–restoration flight in 1989 painted in RAF markings as Z3781 coded `XR–T` of 71 `Eagle` Squadron. The Historic Aircraft Collection acquired G–HURI in 2002. After undergoing an 18–month extensive programme of repairs and maintenance it reappeared in an entirely new paint scheme for 2004, as Z5140 coded `HA–C` worn by a Gloster–built Hurricane II, flown with 126 Squadron during the Siege of Malta. In September 2005 G–HURI became the first Hurricane to return to the Mediterranean island since World War Two. It flew there together with Spitfire BM597 as part of the Merlins Over Malta project, which was supported by FlyPast. In August 2012 it flew to Moscow to display at the centenary airshow.

Below

Hawker Hurricane XII G-HURI in its new colours.

Jacek Mainka from Poland whose grandfather, Ryszard Kwiatkowski, was a fitter with 303 at Northolt in 1940. An engineer by profession, Ryszard started his military service with the Polish Air Force’s 114 Eskadra at Okecie, near Warsaw, in 1937. Ryszard was mobilised at the end of August 1939 to take part in the

defence of his homeland. Germany invaded on September 1 and with the fall of Poland he escaped to Romania before moving on to Hungary, Yugoslavia and finally France. The Polish Air Force in exile was forming up in France and Ryszard joined, only to re-locate yet again, to Britain in June 1940. Ryszard served as ground crew

with 303 throughout the Battle of Britain at Northolt and beyond. He transferred to another Polish unit, 308 Squadron in 1943. Ryszard returned to Poland in 1947. During his time with 303, Ryszard looked after a number of Hurricanes, in particular he was ground crew for P3700 E-for-Edward. This had been issued to the unit on August 8, as part of a batch of nine Hurricanes which arrived at Northolt that day. Eight were brand new, but P3700 was already a combat veteran having served with 238 Squadron at Middle Wallop. It had been damaged in combat on July 3 and was repaired before issue to 303.

SHORT CAREER

During 1940, four of 303’s Hurricanes were allocated ‘RFE’ fuselage codes: P3700 was the first and this was followed by P3577, P3901 and V6757. Plt Off Miroslaw Feric was credited with a Messerschmitt Bf 109 ‘kill’ while flying P3700 on September 6. The Hurricane was also flown by 303’s CO, Sqn Ldr Jan Zumbach, who became a famous ace notable for the ‘Donald Duck’ motif carried on his aircraft. Zumbach finished the war with 12 confirmed victories, eight of which were achieved during the Battle.

“IN JUST SIX WEEKS, 303 SQUADRON HAD CLAIMED 126 ENEMY AIRCRAFT SHOT DOWN. THIS ACHIEVEMENT SPOKE VOLUM ES AB 38 FLYPAST September 2015

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Left

A wartime image of the original P3700.

OLUM ES ABOUT BOTH THE ABILITY AND EXPERIENCE OF 303’S PILOTS, THEIR FIGHTING SPIRIT AND THEIR HUNGER FOR SUCCESS” September 2015 FLYPAST 39

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B AT T L E O F B R I TA I N P O L I S H T R I B U T E

Above

Ryszard Kwiatkowski’s service documents. Right

Jacek Mainka, grandson of Ryszard Kwiatkowski, in the cockpit.

P3700’s operational career was brief. It was lost in combat on September 9 when piloted by Sgt Kazimierz Wunsche. While attacking a large formation of Junkers Ju 88s, Wunsche was engaged in a dogfight with a Bf 109 over Beachy Head, East Sussex, at 17:50hrs. He sustained serious injuries and though P3700 was on fire, managed to fly inland for a short distance before baling out. During his descent Wunsche was protected by a circling Spitfire and he landed, badly wounded, on the South Downs near the Devil’s Dyke. Admitted to Hove Hospital, near Brighton, he had leg, arm and

back injuries and facial burns. It was June 1941 before Kazimierz Wunsche could return to combat. Hurricane ‘RF-E’ crashed and burned out not far away, close to Poynings. It was thought that the Wealden Aviation Archaeology Group dug up the remains of P3700 in September 1979, recovering the smashed Merlin, propeller hub, seat armour and a number of cockpit components and fittings, including the gun sight. However, recent research suggests that little of P3700 was recovered in 1979 and that the bulk of the wreckage could be still

“WHILE 303 SQUADRON WAS AT NORTHOLT ITS HURRICANES DID NOT WEAR THE 40 FLYPAST September 2015

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buried at the crash site, which today is on land owned by the National Trust. It is hoped that a new initiative will excavate the site later this year. Kazimierz Wunsche died, aged 61, on July 10, 1980 in Warsaw and is buried at the Powazkowski cemetery.

EXACT COLOURS

The exact colour scheme of P3700 E-for-Edward was applied by Clive Denney’s Vintage Fabrics company with considerable help from some of the wartime photos taken by Jacek Mainka’s grandfather. While 303 Squadron was at Northolt its Hurricanes did not wear the

distinctive red and white Polish squares but did carry the unit’s badge just beneath the cockpit. This final piece of detailing was finished just before Dave Harvey piloted it for the air-to-air photo session. Jacek was present at the roll-out of the Hurricane at Duxford on May 21 and he was also delighted to fly in the camera-ship and see HAC’s tribute to his grandfather close up. In its new guise, G-HURI had its public debut at the Duxford VE-Day airshow two days later. Options are being assessed about taking the Hurricane to Poland on a short tour this season, but this is

dependent on gaining a sponsor. The Polish Embassy in the UK has helped support the re-paint and attendance at a number of British events in 2015. Jacek is an experienced pilot, qualified on Spitfires and hopefully at some stage he will get the opportunity to fly G-HURI. It would be particularly fitting if that could be during the proposed visit to Poland.

Top right

HAC’s Dave Harvey (left) alongside Jacek Mainka. Left

G-HURI showing its underside as it turns away from the cameraship.

Many to Janice Black, Dave Harvey, and Jacek Mainka for their help in putting this feature together. www.historicaircraftcollection.ltd.uk

WEAR THE DISTINCTIVE RED AND WHITE POLISH SQUARES BUT THEY DID CARRY THE UNIT’S BADGE JUST BENEATH THE COCKPIT” September 2015 FLYPAST 41

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B AT T L E O F B R I TA I N I N TO T H E F R O N T L I N E

FRANK HOWELL MAKING THE LEAP IN LEARNING FROM THE GLADIATOR TO SPITFIRES IN A MATTER OF DAYS, FRANK HOWELL BECAME A FLIGHT LEADER IN THE THICK OF THE BATTLE OF BRITAIN. CHRIS GOSS OUTLINES FRANK’S COMBAT DEBUT

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H

e’d flown fighters before, of course, but they were biplanes - Gloster Gladiators in Egypt and Hawker Furies at Hawkinge. In August 1939 Frank Howell was posted to Drem in Scotland to join 609 Squadron. The unit was equipped with Spitfire Is this was entirely new territory. His conversion to Spitfires was to be tuition on Harvards, then solo on the North American type and solo on the new Supermarine fighter. Howell flew two duals and then two solo sorties in a Harvard before his debut on the Spitfire on November 27. Having started to master how to fly a Spitfire, he quickly had to learn how to fight in one. Early in December he started practising scrambles, interceptions and attacks. Howell flew his first – uneventful – patrol on the 4th and the following day moved with the unit further north to Kinloss. Just over a month later, they returned to Drem, where 609 remained for the next four months. Frank’s logbook lists many uneventful sorties, but in the spring of 1940 all of this was to change.

BRUTAL INTRODUCTION

On May 19, 1940 the unit moved south, to Northolt on the western outskirts of London. This was the front line. Frank records his first ‘op’ on the 30th. Flying from Northolt to Biggin Hill, 609 Squadron carried out a patrol over Dunkirk at 21,000ft together with 213 Squadron. Disaster struck on their return. Bad weather caused havoc, Howell force landing on Waltonon-the-Naze golf course and Fg Off John Dundas doing likewise at Frinton-on-Sea. Sadly, Fg Off George Ayre was killed when his Spitfire crashed at Great Oakley in Essex. The following day was a little better as Howell recorded in his logbook: “Offensive patrol Dunkirk at 15,000ft with 111 Squadron. Met extensive bombing operations by German Air Force. Attacked Ju 88 with Yellow 3 [Dawson] - believed shot down. Attacked He 111 with Yellow 2 [Dundas]. Severely damaged with starboard motor on fire. Severe AA [antiaircraft] fire...”

“OFFENSIVE PATROL DUNKIRK AT 15,000FT WITH 111 S

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LL’S BATTLE Notwithstanding 609 claiming six bombers destroyed and one ‘probable’, Howell’s logbook recorded the earlier loss of Flt Lt Dudley Persse-Joynt (Frank took over ‘A’ Flight from him) and Fg Off John Gilbert and Sgt Geoff Bennett. The latter was the only survivor when he ditched off Dover and was picked up. Two sorties were staged from Manston on June 1, the squadron claiming two Heinkel He 111s damaged and an unconfirmed;

Howell noted he damaged a He 111. Again two pilots were lost: Fg Off Ian Russell (who was awarded 609’s first, albeit posthumous, DFC) and Fg Off Joseph Dawson. With five pilots killed and one wounded in just 72 hours it had a been a brutal

WITH 111 SQUADRON....ATTACKED JU 88 WITH YELLOW 3 [DAWSON] - BELIEVED SHOT DOWN.” FRANK

Left

Artist’s impression of Frank Howell shooting down a Junkers Ju 87 Stuka on August 13, by Adam Tooby. Limited edition prints of this artwork are available from: www.adamtooby. com Below

The unit’s tally for August 13, 1940. Bottom

No.609 Squadron’s dispersal at Northolt.

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B AT T L E O F B R I TA I N I N TO T H E F R O N T L I N E

FRANK HOWELL: Before the Battle Born in London in January 1912, Frank Howell joined the RAF on a Short Service Commission in 1936. He started at 9 Elementary & Reserve Flying Training School at Ansty near Coventry in March 1937. Two months later he joined 3 Flying Training School initially at Grantham, then South Cerney, completing training in November 1937. Howell was posted to 25 Squadron at Hawkinge where he flew the Hawker Fury. In the spring of 1938 he was despatched to 80 Squadron at Ismalia, later moving to Amirya and Helwan on Gloster Gladiators. He remained in Egypt until August 1939 when he returned to Britain. After leave, Fg Off Frank Howell was posted to `A` Flight of 609 Squadron at Drem, Scotland, flying Spitfires. Gladiators of 80 Squadron at Ismalia, 1938.

Below

Members of 609 Squadron, August 13, 1940. Back row, left to right: ‘Red’ Tobin, ‘Osti’ Ostazewski, ‘Mac’ Goodwin, ‘Paul’ Edge, Mike Appleby, Frank Howell (OC ‘A’ Flight), Horace Darley (CO), ‘Mac’ McArthur (OC ‘B’ Flight), Alan Feary, ‘Novi’ Nowierski, ‘Teeny’ Overton. Front, left to right: Mike Staples, David Crook, Roger Miller.

introduction for 609. The remainder of June was much quieter with the squadron having the honour of escorting Winston Churchill to and from France a number of times. On July 4, the unit moved to Middle Wallop in Hampshire.

RISING LOSSES

Officially, the Battle of Britain began on July 10, 1940 and the following day, Frank, flying from the forward airfield of Warmwell in Dorset, was vectored to intercept Junkers Ju 87 Stukas off Portland,

but arrived too late to catch them. The following day he intercepted a He 111 noting: “Section gave it everything, violent evasive tactics with stall turns. Appeared undamaged...” This was probably an He 111

from the staff flight (Stab) of Stukageschwader 3 on a reconnaissance over the Channel mid-morning, which reported being attacked by three Spitfires off Portland. It landed back at Cherbourg, damaged and with three wounded.

“SQUADRON SCRAMBLE, RETURNED [WITH] UNDE 46 FLYPAST September 2015

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Off Gordon Mitchell to Oblts Ludwig Franzisket of 7/JG 27 and Max Dobislav of 9/JG 27 on the 11th. Five Spitfires were lost in combat and 609 filed for only four confirmed ‘kills’ - although recent research has shown the combat on the 18th resulted in another. For 609 Squadron the Battle of Britain was yet to start for real.

RECEIVING END

On July 18, Howell intercepted a Ju 88, probably from 6/Lehrgeschwader 1 and flown by Oberleutnant (Oblt) Rudolf Pohl, returning from attacking targets in South Wales. The German bomber ditched in the Channel with the loss of its crew. Howell’s Spitfire, R6634, was hit in the glycol tank and he had to bale out four miles south of Bournemouth; the Royal Navy came to his aid. Fg Off Alex ‘Paul’ Edge’s Spitfire was similarly damaged and crash-landed on Studland Beach.

Howell flew another 20 ‘ops’ before July was over. The only one of any great note was on July 27 when the unit got into a dogfight with Messerschmitt Bf 109s of I/ Jagdgeschwader 27 (I/JG 27) which resulted in the death of Plt Off James Buchanan, shot down by Oblt Gert Framm of 2/JG 27. Like the previous two months, July 1940 had not been a particularly good one for 609 as in addition to Buchanan, it had lost Fg Off Peter Drummond Hay to 1/JG 2 on the 9th and Flt Lt Philip Barran and Plt

The first major combat of August 1940 for 609 was defending Convoy ‘Peewit’ off the Isle of Wight on the 8th but although Howell flew two sorties arriving “just too late for battle”, the unit claimed five aircraft destroyed and two damaged. The same happened on the 11th when the Luftwaffe attacked Portland. Howell recorded: “Squadron scramble, returned [with] undercarriage trouble. Took off again in spare aircraft but missed the battle. Two Me 110s destroyed, one ’109 destroyed. Three ’110s probable.” Howell must have been frustrated, but his luck was about to change as he wrote in his logbook two days later: “I missed ‘B’ Flight and climbed to 18,000ft. Intercepted

ITH] UNDERCARRIAGE TROUBLE. TOOK OFF AGAIN IN SPARE AIRCRAFT BUT MISSED THE BATTLE.” FRANK

Above

‘Teeny’ Overton, Johnny Curchin and Keith Ogilvie in a friendly scrap with Frank Howell. Above left

A Spitfire of 609 Squadron’s ‘A’ Flight, probably being flown by Frank Howell in early 1940. Left

A Spitfire of 609 Squadron at Drem, during the winter of 1939-1940.

HOWELL

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B AT T L E O F B R I TA I N I N TO T H E F R O N T L I N E

Above

Frank Howell and ‘Aggie’ Agazarian. Above right

Frank Howell and Sydney Hill. Note that the trophy mentions Frank’s DFC, which was not awarded until October 25, 1940. Right

Damage to Andy Mamedorf’s Spitfire by Bf 109s of 1/JG 53, August 24, 1940. Below

Remains of the Ju 88 shot down by Alan Feary, August 14, 1940.

about 54 Ju 87s. Many escort fighters seemed to be engaged five miles behind. Shot down two ’87s. Squadron score 13 destroyed and many unconfirmed. Aircraft shot in fuselage. Dundas force-landed on aerodrome.” In addition to the 13 destroyed, 609 also claimed three probables and six damaged. This was over optimistic; Howell was only credited with one destroyed. On the 14th, the squadron was on the receiving end when Middle Wallop was bombed. A number of ground crew were killed when a hangar suffered a direct hit but the squadron, including Howell, got airborne and accounted for a Ju 88 and an He 111 for the loss of Fg Off Henry ‘Mac’ Goodwin whose body was washed ashore near Bournemouth. The day after the Luftwaffe struck again but this time Frank took off mid-attack and chased a Ju 88 in and out of cloud, being credited for shooting it down south of Warmwell in Dorset. The next major combat did not occur until August 24 when Howell wrote: “Led squadron to patrol

Ryde, 1,000ft. Ran into terrific AA barrage and saw many Me 110 [sic] bomb Portsmouth indiscriminately from 15,000ft. Climbed to 20,000ft but we were outnumbered by many ’109s above. All returned safely but Mamedorf had aircraft shot up by a ’109.” It is believed that Plt Off Andy Mamedorf had been attacked by Hauptmann Hans-Karl Mayer of 1/ JG 53. Mamedorf was lucky to get his seriously damaged Spitfire back to Middle Wallop.

BEEHIVE OF FIGHTERS

Howell’s luck improved on August 25th: “Squadron intercepted large raid on Warmwell... Beehive of fighters in distance. Severely damaged one ’110 and did a headon attack at another. Squadron score six ’110s destroyed and four damaged.” September 7 was the day which saw the first major attack on London. 609 was in the thick of the action, as Howell wrote:

“Patrol Northolt to Brooklands 10,000ft. Saw other fighters, very many enemy aircraft and AA fire. Climbed to 20,000ft and attacked very large formation of Me 110s. Saw one bust-up and explode and other fall to pieces. Believe one was mine. Attacked Ju 88s in another large formation. One engine on fire.

“PATROL NORTHOLT TO BROOKLANDS 10,000FT. SAW OTHER FIGHTERS, VERY MANY ENEMY AIRCRAFT AND 48 FLYPAST September 2015

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resulted in him force-landing near Shaftesbury, Dorset. Sgt Alan Feary became 609’s last death of the Battle of Britain when, trying to land his damaged Spitfire at Warmwell, he was forced to bale out but was too low for his parachute to open fully. The Battle of Britain was all but over and by the 15th, the unit’s score stood at 99 enemy aircraft shot down. Six days later, October 21, Howell and Plt Off Sydney Hill shared the 100th, as Frank’s logbook entry shows: “Patrol Warmwell 15,000ft. Overheard on W/T Blue Section chasing enemy aircraft north, then enemy machine-gunned Old Sarum at 50ft. Hill and I

Left

The successful pilots return after shooting down the 100th victory for 609 Squadron in October 21, 1940. Left to right: Sydney Hill, John Dundas, ‘Osti’ Ostazewski, Keith Ogilvie, Frank Howell and the CO, Michael Robinson. ALL CHRIS GOSS ARCHIVE

FRANK HOWELL: After the Battle Sqn Ldr Frank Howell left 609 Squadron at the end of February 1941 to form 118 Squadron at Filton. On July 7 he claimed the unit`s first `kill`, a Heinkel He 111. Before he left 118 at the end of October 1941 he claimed a `probable` and a `shared` and would receive a Bar to his DFC. He was posted to the Far East to command 243 Squadron flying Brewster Buffalos. Howell claimed the destruction of a Japanese reconnaissance aircraft on January 16, 1942, but was then forced to escape from Malaya as the Japanese advanced. On or around February 16, the ship in which he was travelling was sunk and Frank was captured. He was repatriated to Britain in October 1945. Deciding to stay in the RAF, Howell began refresher training in the following March and after a series of courses and a short tour at HQ Fighter Command, in January 1948 he was posted to take command of 54 Squadron flying DH Vampires at Odiham. In a freak accident on May 9, 1948, Sqn Ldr Frank Jonathan Howell DFC suffered a fractured skull, which shortly afterwards resulted in his death. The CO’s Vampire F.1 TG287 - Frank Howell’s personal aircraft, Odiham, late 1947/early 1948.

Attacked another Ju 88 and no result seen but in film, fire had started. Spitfire fired at me!” The pace of battle was having an effect on Howell as his logbook entries become very terse. Little happened until the 15th and all he wrote was: “Patrol Brooklands 20,000ft. Ran into Dornier 17s and many fighters. Snap shot at two of them. Lost Plt Off Gaunt.” Geoff Gaunt was the first 609 pilot to lose his life in just over a month - two more would die before the Battle was over. On the first sortie of the day, 609 claimed two destroyed and five damaged, a Do 17 knocked down in the second and two smashed, and one damaged in the third. In the latter combat, Howell got one of the Dorniers, writing: “Over Hastings, 18 Do 17s - shot one down.”

HUNDRED UP

The days that followed were considerably quieter. Howell flew just ten more sorties in the remainder of September, recording no flights between the 24th and the 27th. During that time 609 claimed 22 enemy aircraft destroyed, six probables and 13 damaged. Plt Off Roger Miller collided with his victim and was killed on the 27th. Back in action, Howell led the squadron on September 30. On October 7 he shot down a Bf 110 but during the course of the combat, was hit in the engine which

patrolled point south of Salisbury. Ju 88 passed directly underneath us. Followed it underneath high-tension cables and set engine well alight. Hill did beam attack. It crashed and wreckage burnt up. Crew of four killed. Landed at Christchurch, but not hit.” Oblt Max Fabian of 1/KG 51 had been briefed to carry out nuisance attacks using poor weather as cover; he and his crew were all killed when the Ju 88 crashed near Milford-onSea in Hampshire. Howell flew another four sorties without incident before the Battle of Britain finished. His logbook for the remainder of the year was uneventful and it would appear he was on leave between November 21 and December 11. For his gallantry during the intense combats of the summer of 1940, on October 25, Frank Howell was awarded the DFC.

RAFT AND AA FIRE. CLIMBED TO 20,000FT AND ATTACKED VERY LARGE FORMATION OF ME 110S.” FRANK

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WW2 OR PATRIOT? B AT T L EDESERTER O F B R I TA I N LU F T WA F F E E AG L E S

HANS OHLY’S H

ans Ohly’s second operational sortie was almost his last. The 24-year-old Oberleutnant (Oblt) was with Jagdgeschwader 53 (JG 53) when, on December 30, 1939 at 13:47, he was up in a Messerschmitt Bf 109E on a patrol along the German-French border. Curtiss H-75s of the French Group de Chasse II/5 pounced, 1/JG 53 coming off the worse. Leutnant (Lt) Walter Rupp landed his damaged fighter at WiesbadenErbenheim and Ohly, who had been slightly wounded in the combat, force-landed his near St Wendel, Germany. His injuries were sufficient for him to be awarded the wound badge. Ohly did not return to duty until May 7, 1940 by which time 1/JG 53 was based at Kirchberg

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and Germany was poised to invade France three days later. It was the 12th before Ohly was involved in the Blitzkrieg, carrying out an uneventful flight over the front line. Two days later the action intensified: in the space of 22 minutes 1/JG 53 shot down 14 aircraft. Oblt Hans-Karl Mayer claimed a Hurricane, two Fairey Battles and two Blenheims; Unteroffizier (Uffz) Heinrich Höhnisch a Hurricane and two Battles; and Uffz Ludwig Reibel and Lt ErnstAlbrecht Schultz a Blenheim and Battle respectively. For Ohly it was an incredible debut: he shot down two Blenheims and a Battle.

There was one other success, by Feldwebel (Fw) Alfred Stark, who attacked a 139 Squadron Blenheim flown by Plt Off James Power. But his prey exploded with such force it destroyed his Messerschmitt. Stark and the three RAF crew are still reported as missing. There were other casualties for 1 Staffel when Hurricanes of 1 Squadron intervened. Oberfeldwebel (Obfw) Walter Grimmling was shot down and killed while Uffz Herbert Tzschoppe was forced to crash land near Sedan, France. Before the end of the Battle of France, 1/JG 53 added another five aircraft to its tally. Ohly flew another 43 operational sorties but claimed no more

“...IN THE SPACE OF 22 MINUTES 1/JG 53 SHOT DOWN 14 AIR CRAF

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S BATTLE shoot downs in that time. On June 6 and 7 he was part of the escort for the arrival, and departure, of Adolf Hitler to inspect the progress of his war machine.

ACROSS THE CHANNEL

By the evening of June 22, I/JG 53 had settled in at Rennes in western France, with a forward base at Cherbourg. After a number of flights to get to know the area, including the coast, and overflying Guernsey, the unit awaited the start of the Battle of Britain. The weather prevented any excursions to mainland Britain until August 11, when there were no combats. The next day, Ohly was forced to turn back with engine problems, but four victories were achieved during the

CHRIS GOSS RELATES THE STORY OF A LUFTWAFFE PILOT WHO WAS GIVEN COMMAND BEFORE HAVING IT REMOVED AND THEN BESTOWED AGAIN Below

HANS OHLY: Before the Battle

‘White 7’ with four victory marks on the rudder.

Born in 1915, Hans joined the German Navy in April 1934. Transferring to the Luftwaffe he began flying training in November 1936. Leutnant Ohly then joined I/JG 134 in 1937 at Dortmund flying Arado Ar 65s and 68s and, later, Messerschmitt Bf 109Ds. Posted to I/JG 131 at Jesau in East Prussia, he flew a mix of single–engined fighters before transferring to ZG 142, back in Dortmund, for nearly two months. With Jagfliegerschule 2 at Schleissheim from March to December 1939, Oblt Ohly then joined the Bf 109E–equipped 1/JG 53 at Darmstadt. He remained with the unit – originally commanded by experienced fighter pilots Hauptmann Werner Mölders and, later, Ohly`s friend Oblt Hans–Karl Mayer – for the next 20 months. Hans Ohly (sitting, second left) during training in 1935. Sitting second from the right is Hans-Karl Mayer.

4 AIR CRAFT... FOR OHLY IT WAS AN INCREDIBLE DEBUT: HE SHOT DOWN TWO BLENHEIMS AND A BATTLE”

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Above, left to right

A group from 1/JG 53 in July 1940. Left to right: Willi Ghesla, Herbert Tzschoppe, Heinrich Höhnisch, Alfred Zeis, Hans Ohly, Hans-Karl Mayer, Ernst Albrecht Schulz, Werner Karl and Heinrich Rühl. Heinrich Höhnisch and Heinrich Köpperschläger. The survivors, September 1940. Left to right: Ludwig Reibel, Alfred Zeis, Heinrich Rühl; Hans-Karl Mayer, Hans Ohly, Willi Ghesla and Ernst-Albrecht Schulz. Hans Ohly in his personal Bf 109E-4, ‘White 7’. Above right

Hans Ohly and Hans-Karl Mayer taking a rest during the Battle of France.

mission: two by Oblt Mayer (albeit his fighter was damaged) and one each by Uffz Heinrich Rühl and Heinrich Köpperschläger. Eagle Day, August 13, brought four more victories, one each for Mayer and Rühl and two for Uffz Heinrich Höhnisch, although he returned with a damaged Bf 109. But the chance to increase his score evaded Ohly. The following day was quieter but on the 15th the Staffel shot down six barrage balloons in the Southampton area and Mayer found his 13th victim, a Hurricane of 601 Squadron. Ohly’s logbook notes that on August 16, in combat with Spitfires, he almost got his fourth victory – only for it to escape into cloud. Unlike the RAF, which recorded ‘damaged’, ‘probable’ and ‘destroyed’, the Luftwaffe only credited witnessed shoot-downs.

RISING SCORE

Ohly escorted Junkers Ju 87 Stukas en route to targets in the Solent area on August 18 but the mission passed without incident. The ensuing days saw little or no flying as the Luftwaffe recovered from a punishing series of attacks and poor weather hampered operations. It was not until the 24th that 1/JG 53 returned to the fray, supporting Ju 88s attacking Portsmouth. Mayer claimed a Hurricane and Lt Alfred Zeis a Spitfire. These are presumed to have been Plt Off Andy Mamedorf of 609 Squadron (who returned to base with a seriously damaged Spitfire) and

Plt Off Jan Zurakowski of the Spitfireequipped 234 Squadron. Ohly had better luck on the 25th, but 1/JG 53’s fortunes started to change for the worse. Escorting an attack by Ju 88s against Warmwell airfield in Dorset, the Staffel was credited with seven Hurricanes, one of which fell to Ohly’s guns south of Portland at 18:30. Hans later recalled in a combat report: “The Staffel attacked six Hurricanes which were approaching our Ju 88s. I saw to the left of Lt Zeis a pair of Hurricanes and attacked from behind and the left. I sat behind the second Hurricane, shot first with cannons with no immediate effect and then shot with machine guns until the Hurricane flopped to the left and went down with a dark smoke trail. I had lost my Schwarm in the attack and

tried to get back to the Staffel. The crash was not observed.” Ohly fired a total of ten 20mm shells and 120 machine gun bullets from a distance of 50 yards. Although it was not seen to crash, he was credited with a kill as the Hurricane was on fire – 1/JG 53’s 50th victory. The unit suffered its first loss of the battle during the mission. New arrival Gefreiter Josef Bröker was shot down by a Spitfire of 152 Squadron and a Hurricane of 87 Squadron, and he crash-landed just north of Weymouth. Not wounded, Bröker leapt out of his fighter and, in accordance with training, attempted to set the aircraft on fire. He succeeded, but did not realise his flying suit was partially soaked in fuel and he badly burnt himself in the process. A day later, 1/JG 53 was back over

“I SAT BEHIND THE SECOND HURRICANE, SHOT FIRST WITH CANNONS WITH NO IMMEDIATE EFFECT AND THEN SHO T WI 52 FLYPAST August 2015

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Portsmouth – Mayer getting his 18th and 19th victories and Zeis his fourth. Ohly recorded in his logbook that “one Spitfire wanted me!” Fw Heinrich Bezner failed to return; his body was washed ashore at Boulogne on September 22.

STAFFEL KAPITAN

The Battle of Britain began to change. On August 28, 1/JG 53 flew to its new base at MontreuilNeuville in support of missions against London, flying its first the following day. Hans-Karl Mayer was given command of I Gruppe of JG 53 in the afternoon of September 2 and was awarded the Ritterkreuz the next day.

Leadership of 1/JG 53 transferred to Hans Ohly, who recorded in his logbook that his first mission as Staffel Kapitan, taking off at 17:15 and landing at 18:35, was uneventful. However, he had led the Staffel that morning, escorting bombers. During the sortie Uffz Werner Karl was shot down by Hurricanes of 253 and 501 Squadrons, crash landing near Hythe where he was taken prisoner, and Uffz Rühl ditched in the Channel but was picked up. The next week was relatively routine, escorting bombers and fighter-bombers and the inevitable shepherding for air-sea rescue

aircraft and boats looking for downed aircrew. The next two victories (the 86th and 87th for 1/JG 53) came on September 9 – Hurricanes for Ernst-Albrecht Schulz and Herbert Tzschoppe – but Heinrich Höhnisch was shot down and taken prisoner. Operations were comparatively quiet for the next two days and Ohly records nothing until September 15, which would become known as Battle of Britain Day. Leading his Staffel, Ohly was airborne from Étaples at 12:03, only to turn back with radio failure. Leadership of 1/JG 53 was

N SHO T WITH MACHINE GUNS UNTIL THE HURRICANE FLOPPED TO THE LEFT AND WENT DOWN...” HANS

Below

Bf 109Es of 1/JG 53 at Charleville in June 1940. ‘White 6’, flown by Ofw Alfred Müller, has two victory marks on its rudder.

OHLY

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WW2 OR PATRIOT? B AT T L EDESERTER O F B R I TA I N LU F T WA F F E E AG L E S Below

Hans Ohly back on the Channel coast, April 1941.

handed over to the experienced Obfw Alfred Müller only for he and Fw Tzschoppe to be shot down and captured. Uffz Willi Ghesla meanwhile was credited with bringing down a Hurricane. A second mission that Sunday afternoon saw Ohly resume leadership of 1/JG 53. His wingman, Heinrich Rühlm, got a Spitfire and a second Spit was credited to Heinrich Köpperschläger.

ANTI-CLIMAX

The days that followed were an anticlimax for 1/JG 53. Ohly’s logbook records few combats and no kills, but at the same time no losses. Escorts for Jabos – fighter-bomber missions – increased, I/JG 53’s Jabostaffel being Oblt Walter Rupp’s 3/JG 53. During such a mission on October 5, Lt Zeis and Fw Ghesla were both shot down and taken prisoner. The remainder of Ohly’s unit’s operations during the Battle of Britain were uneventful, apart from October 17 when 1 and 2/JG 53 escorted 3/JG 53 on a Jabo. On the return flight they were bounced and Rupp’s fighter was badly damaged; he force-landed at Manston. Oblt Ignatz Prestelle, 2 Staffel Kapitan, was leading the Gruppe that day and had turned back due to technical problems, which left I Gruppe with just one Staffel Kapitän for leadership – Hans Ohly. Although Ohly lead the group back to base without further losses, HansKarl Mayer had jumped into a new

HANS OHLY: After the Battle Hans Ohly and 1/JG 53 returned to the Channel Front at the start of April 1941 with Bf 109Fs, defending against an RAF on the offensive. Just one combat was recorded in his logbook, a dogfight with Spitfires on April 26. In June, JG 53 moved east in preparation for the invasion of the Soviet Union. By the time Hans left to command 7/JG 3 on August 4, he had increased his score to 12 – and shot down another three with his new Staffel. On October 2, 1942 he was posted to command the training unit 4/Jagdgruppe Ost; and from October 1943 to the end of the war he was at Luftkriegschule 3. Suffering a minor wound during an air raid on May 30, 1944, Hans was promoted to Major just before the war`s end. He passed away in Frankfurt in 1998. An informal study of Hans Ohly during World War Two.

Bf 109 to assist. What happened to him after take-off is not known but he failed to return. Ten days later a body was washed ashore at Littlestone in Kent, and was subsequently identified as Hans-Karl Mayer – although he was initially buried at Hawkinge as an unknown airman. He was possibly shot down by Plt Off Edward Wells of 41 Squadron. The next ten days saw a series of routine escort

flights taking place, Ohly’s last mission of the Battle of Britain coming on the afternoon of October 28, again escorting 3/JG 53. From November 1 to December 20, he flew just 12 operations: eight were escorts for 3/JG 53 and the remainder fighter sweeps. No RAF aircraft were shot down by the Gruppe during this period but 1 Staffel suffered three losses. On December 2, Lt Siegfried Fischer was reported missing and Fähnrich Wolfgang Hauffe was shot down into the Channel and rescued, wounded. Both were victims of 74 Squadron. Uffz Rudi Müller was lost in unknown circumstances over the Channel on the 3rd. Throughout this time, 1/JG 53 had remained at Étaples, but on December 20 orders came to withdraw into Germany. Ohly would not return to the Channel Front until April the following year.

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B AT T L E O F B R I TA I N H I S T O R I C A L S O C I E T Y “Never in the field of human conflict was so much owed by so many to so few”

Official Newsletter of the Battle of Britain Historical Society 2013 Ltd

“Never in the much owe field of human conflict d byCalais so man Head Office: View, Channel Way, Fairlight, y to so few” wasEastsoSussex TN35 4BP Graves Registrar: Editor and Managing Director: Peter Wainwright Tel: 01444 233465 Email: basil.wainwright@ btopenworld.com

John Pulfer JP Tel: 01424 814866 Email: [email protected]

Membership Secretary:  Margaret Pulfer Tel: 01424 814866 Email: [email protected] Historian / Advisor: Edward Sergison Tel: 01580 891009

Offic Battle of Britain Histo ial New SPRING slett / SUMMER 2014 rical Soci er of the ety 2013 Issue 149 Ltd

“Never in the field of human conflict was so much owed by so many to so few”

Head Office: Calais View, Edito Channel r and Way, Fairlig John Pulfer Managing ht, East Direc Tel: 01424 JP Sussex tor: TN35 81486 Grave Email 4BP 6 s Regis : johna Peter Wainw tbobh trar: s@gm ail.com Tel: 01444 right 23346 Email : basil.w 5 btope nworl ainwright@ d.com

Membersh ip Secre Marga ret tary:  Tel: 01424 Pulfer 81486 Email 6 : bobhs mems ec@gm ail.com

Official Newsletter of the Battle of Britain Historical Society 2013 Ltd

AUTUMN / WINTER 2014 Issue 150

Head Office: Calais View, Channel Way, Fairlight, East Sussex Editor and Managing Director: John Pulfer JP Tel: 01424 814866 Email: [email protected]

TN35 4BP

Graves Registrar: Peter Wainwright Tel: 01444 233465 Email: basil.wainwright@ btopenworld.com

Membership Secretary:  Margaret Pulfer Tel: 01424 814866 Email: [email protected]

Always Remembered … Never forgotten We are now recruiting new members to join the Battle of Britain Historical Society 2013 Ltd. Members will receive bi-annual newsletters. The Society has three main aims… • To ensure the Battle of Britain is never forgotten • • To erect plaques in places where the “few’ were educated • • To look after the final resting places of the “few” •

SPRING / SUMMER 2015 Issue 151

LIFE MEMBERSHIP UK Life members - GB £400 Overseas Life membership - GB £500

STANDARD MEMBERSHIP UK members under 18 Years - GB £12 Annual Membership UK members over 18 - GB £24 Annual Membership Overseas members all ages - GB £36 Annual Membership

CORPORATE MEMBERSHIP Corporate Members - GB £500 Corporate Sponsor - GB £1500

M E M B E R S H I P S E C R E TA R Y Margaret Pulfer Email: [email protected] Tel: 01424 814866 Web address: www.battleofbritain1940.net Please quote FP / AP 2015 when responding

B AT T L E O F B R I TA I N B R I S TO L B L E N H E I M

RETURN OF THE

JOHN ROMAIN AND HIS DUXFORD-BASED TEAM HAVE RECENTLY RETURNED A RARE BATTLE OF BRITAIN-ERA BLENHEIM FIGHTER TO THE SKY. NIGEL PRICE REPORTS, WITH EXCLUSIVE PHOTOGRAPHY BY JOHN DIBBS

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Above

Bristol Blenheim L6739 during a special sortie from its Duxford home on June 6. ALL © JOHN DIBBS 2015

A

s the sun started to set on a cold November afternoon in 2014, the moment many warbird enthusiasts and RAF veterans had eagerly anticipated, finally arrived. The place was Duxford, and the aircraft was Bristol Blenheim Mk.I L6739 – a machine restored to factory fresh condition by John Romain and his Aircraft Restoration Company team. Just a few people were on hand to witness the 23 Squadron-marked aircraft’s two Bristol Mercury engines being fired-up, and for it to taxi out onto the grass runaway. After the last of the pre takeoff checks were completed, the powerplants were opened up to full bore, the brakes were released and

the RAF’s ‘interim fighter’ from 1939 leaped back into the sky. The test flight went extremely well, with only the smallest of ‘snags’ encountered, testament to the ‘only the very best is good enough’ attitude of John and his engineers. It’s estimated that a staggering 26,000 man-hours went into restoring this fabulous aircraft, which last flew as a ‘long-nose’ Mk.IV in 2003. Every part of the Blenheim has been overhauled to the highest possible standard – time consuming in itself – but the major challenge was converting the aircraft to an Mk.I-F; a task that involved changing the nose section, controls and seemingly thousands of other parts.

“THE TEST FLIGHT WENT EXTREMELY WELL, WITH ONLY THE SMALLEST OF ‘SNAGS’

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E NIGHTFIGHTER

BLENHEIM NUMBER THREE

This is the third Blenheim rebuilt as a flying warbird at Duxford, and John’s been heavily involved with all of them. “It’s true to say that this is a very special machine for me”, he commented. “My link with the project goes back to the 1970s, when Ormond Haydon-Baillie brought a number of aeroplanes to Duxford. In amongst the Sea Furies and T-33s was a shipment of Blenheim airframes and parts from Canada. The examples built in North America are known as Bolingbrokes, and these were the first ones I’d ever seen. “The aircraft went into storage here at Duxford, but sadly Haydon-

Baillie died [in 1977] and the future for the Blenheims looked uncertain. Graham Warner [a former RAF Cold War pilot and motor racing guru] bought the Blenheim/ Bolingbroke projects and decided to rebuild one to fly. I became involved with restoring that aeroplane, which was sadly lost within six weeks or so of its first flight in 1987. We built the second Blenheim, which then flew successfully from 1993 to 2003, but it suffered a heavy landing and was almost written off. Graham retired from the project and the Blenheim came to me. Since then we’ve been restoring it back to flight status.”

FLYING the Mk.I John Romain gave an insight into what the Mk.I is like to fly: ``It is very quick, even at low–power settings. It is actually faster than the Mk.IV by about 15 mph, at the same power settings, due to the streamlined Mk.I nose. It`s a very agile machine, more so than most people give it credit for – it really does fly like a fighter. ``It`s a very different cockpit from the Mk.IV, and it`s taking a bit of getting used to from a pilot`s perspective, as many of the controls are in different places. But the changes have made it a very different aeroplane, and it`s very nice to fly.``

OF ‘SNAGS’ ENCOUNTERED, TESTAMENT TO THE ‘ONLY THE VERY BEST IS GOOD ENOUGH’ ATTITUDE OF JOHN AND HIS ENGINEERS”

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B AT T L E O F B R I TA I N B R I S TO L B L E N H E I M

BRINGING BACK A LONG-LOST VARIANT

Having rebuilt two ‘long-nose’ Mk.IV bomber variants of the Blenheim, it was felt the time was right to make the third a little different. Well, more than a little! Some years earlier, the front section from a Blenheim Mk.I had been acquired from a gentleman who had converted it into a car. The cockpit had been in storage ever since – it was decided to restore the Mk.I nose and incorporate it into the project, offering the exciting prospect of having the long-lost shape of a ‘short-nose’ Blenheim fighter back in the sky. It would be tricky, expensive and would take a lot of time, but it was possible. John takes up the story: “We knew that using the Mk.I nose would allow us to make this project a completely different aeroplane, a variant that most people haven’t seen before, even on static display. We initially thought it would take

around five years – the work involved meant that, in reality, it took over double that time. “In addition to rebuilding the airframe, there were a number of significant challenges changing the noses over – a lot of engineering difficulties had to be overcome. The main joint where the front section goes onto the fuselage is the same, but everything inside, apart from the pilot’s seat, the control column, blind flying panel and rudder pedals, are in different places.” And there are a lot of gauges, controls, levers and switches inside the twinengined aircraft’s cockpit. The project was worked on by the

company’s full-time engineers, supported by a very enthusiastic and well-trained band of volunteers. Slowly but surely, the Blenheim came together – problems were sorted out, and the mountain of paperwork needed to support a major airframe conversion/overhaul was compiled. Initial engine runs highlighted an issue with one of the powerplants – it was losing oil pressure, and that necessitated the unit coming out and a major engine strip. It turned

“THE TYPE WAS WELL AND TRULY ‘BLOODED’ DURING THE BATTLE FOR FRANCE, STRA 58 FLYPAST September 2015

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but it’s been well worth it. There’s been a huge amount of interest in the Blenheim and its restoration, and every airshow seems to want to book it.” (For more on the Blenheim’s restoration, see the major From the Workshop feature in the August 2014 issue.)

BLENHEIM FIGHTER – COMBAT HISTORY out to be a problem with a gasket, but it unfortunately set the team back by about four months. “We flew the aircraft in November last year, and completed the test programme soon after. We had one carburettor that was running a little rich, so over the winter months we took the opportunity of removing it and sorted the issue out. I then re-flew the aeroplane in April – it’s perfect now. It’s taken a long time,

Although it is best known as a light bomber, the Bristol Blenheim served as a fighter in significant numbers in the early

days of World War Two. The interceptor variant began to enter Fighter Command service in late 1938, fulfilling the need for a long-range patrol aircraft and nightfighter. Although not ideally suited to the role, it was in reality the only type that had the capability,

and was available in large numbers. It was designated the Mk.I-F for ‘interim fighter’. External machine gun packs, containing four fixed Browning 0.303s, were fitted beneath the bomb bay and 2,000 rounds of ammunition could be carried for the guns, roughly the same amount of bullets loaded into pre-war Spitfires. Fighter Command’s Blenheim strength stood at 111 aircraft at the start of World War Two, and examples from 601 (County of London) Squadron were scrambled to intercept incoming aircraft on the first day of the conflict. (Three machines from 601 took off from Biggin Hill to investigate the ‘intruder’, which turned out to be a French diplomatic flight.) Seven units – 23, 25, 29, 64, 600, 601 and 604 Squadrons – were equipped with the Mk.I-F by September 1939. Convoy protection duties off England’s east coast were assigned to the Blenheim fighters during

Above

A build plate found within the nose’s structure gave clues to the aircraft’s serial number. Painstaking research uncovered the airframe’s identity and code – L6739 ‘YP-Q’, a night-fighter that flew with 23 Squadron. Left

Bristol Blenheim I L6739 in formation with Supermarine Spitfire Mk.I N3200 (QV) and P9374 (J) especially for ‘FlyPast’ on June 9. The Blenheim was crewed by John Romain and Martin Overall, while the Spitfires were flown by Stu Goldspink and Dave ‘Rats’ Ratcliffe.

ANCE, STRAFING ENEMY AIRFIELDS, AND CLASHING WITH LUFTWAFFE TRANSPORT, BOMBER AND FIGHTER AIRCRAFT” September 2015 FLYPAST 59

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B AT T L E O F B R I TA I N B R I S TO L B L E N H E I M

Below

John Romain flying the Blenheim on June 6.

the early days of the war, as the type had the range and endurance for the task, and were deemed more suitable than Spitfires or Hurricanes. The first offensive sortie carried out by Fighter Command was performed by 25 Squadron’s Blenheims from Northolt, Middlesex. The fighter sweep – over Germany’s Borkum sea-plane station on November 26, 1939 – was inconclusive. Borkum was strafed a couple of days later by Blenheim fighters of 25 and 601 Squadron, without any RAF losses. The type was well and truly ‘blooded’ during the Battle for France, strafing enemy airfields, and clashing with Luftwaffe transport, bomber and fighter aircraft. A number of successes were recorded, but the overwhelming might of Hitler’s war machine was too much, and the British retreated across the English Channel, setting the stage for the Battle of Britain.

FIGHTING OVER THE BEACHES

The Blenheim played an oftenoverlooked part in the desperate struggle to stop Hitler’s Luftwaffe gaining air superiority over Britain in 1940. For example, Mk.I-F nightfighters from 23 and 29 Squadrons intercepted a large raid by Heinkel He 111s of KG 4 on the night of June 18, with several of the raiders shot down or damaged. It wasn’t all oneway traffic though, and the Blenheim force lost at least eight aircraft and around a dozen men in the lead up to what is now known as the Battle of Britain.

Night fighters were still in their infancy at this point in the war and the crews had little specialist equipment to help them, once in the general vicinity of an incoming raid. Crews had to pick up their targets visually, as aircraft-mounted radar wasn’t widely in service and was largely unproven. The latter changed on the night of July 22/23 when Mk.I-F L6836 of the Fighter Interception Unit shot down a Dornier Do 17 over the Channel. It was the first ‘kill’ by an aircraft using the airborne interception (AI) radar set. The Blenheim force fought the nocturnal war during the Battle of Britain, but was also thrown into the daylight fights too, on occasions defending airfields such as Driffield in the East Riding of Yorkshire and Middle Wallop, Hampshire, against large raids by the Luftwaffe. Despite the bravery shown by the crews both by day and night, victories were few and far between, as their steeds had become outdated, and lacked the necessary performance and weapons. Close to 30 Blenheim fighters were lost or badly damaged in combat operations during the battle (including those caught on the ground during airfield strikes by the Luftwaffe), with 20 or so crewmen losing their lives. After suffering tremendous losses over Britain, the Luftwaffe changed its tactics; largely abandoning daylight

strikes on the RAF’s airfields, London and other targets in favour of nocturnal raids. The Mk.I-Fs were up night after night to try to stop the attacks, but most aircraft still lacked the AI radar, and struggled to make an impact. Gradually the Blenheim was replaced by the more modern Beaufighter in the night-fighter role, and the Mk.I-F faded into the history books.

ARC’S WARBIRD TRIBUTE

Thanks to the efforts of John and his team, the Blenheim fighter is now back in the public eye, attracting much praise wherever it goes. It has so far appeared at several high-profile shows around the UK, with Bicester, Old Warden and Duxford under its belt, and more in the pipeline. John is rightfully very proud of the project’s success, and is quick to praise his team: “It has been a long run with this aircraft, and a lot of hard work. The boys, both full-time and the volunteers, did a fantastic job. They produced a beautiful aeroplane – it’s absolutely stunning.” Many thanks to John Romain and his team for their help with this feature, and to Tim Ellison for flying the camera ship used during the air-to-air photo sortie. Historical information compiled with the help of Graham Warner’s excellent book ‘The Bristol Blenheim – a Complete History’, published by Crecy.

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The Aircraft Restoration Company’s John Romain at the controls of Bristol Blenheim I L6739 (G-BPIV) on June 6, 2015. © JOHN DIBBS - 2015

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Spotlight Lockheed

Constellation 19 Pages in detail 66 Origin and history 68 Inside the L-1049C 70 Men Behind the Connie 76 Artwork Air Force One 78 In Combat Connie at war 84 Survivors

Main picture

A trio of Lockheed Constellations in service with BOAC. BRITISH AIRWAYS

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This month Spotlight focuses on one of the most elegant aircraft ever to fly – the triple-finned Lockheed Constellation. Used as a military air transport, the Connie and its successors were most famous for their subsequent service as civil airliners. One of aviation’s ultimate propeller-driven creations just prior to the advent of jet travel, three examples were also used by President Dwight D Eisenhower. We examine the history of this graceful machine.

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Spotlight Lockheed Constellation

Scrutinizes the history of...

The Lockheed

Above

Lockheed L-049D Constellation G-AHEN ‘Baltimore’ flying with BOAC in the early 1960s.

Constellation O

ther than such extraordinary creations as Lockheed’s SR-71 Blackbird and the Avro Vulcan, it’s hard to think of any aircraft more eye-catching or immediately recognisable than the Lockheed Constellation. With its elegant, dolphin-like fuselage and distinctive triple-finned tail, the ‘Connie’ was – and still is – a genuinely beautiful machine. Built at Burbank in California between 1943 and 1958, numerous variants were developed and put to use in both civil and military roles. Perhaps most famously, three Constellations were used by Dwight D Eisenhower, including two during his time as US president (see page 76). The aircraft was derived from an earlier Lockheed design, the L-044 Excalibur. The company had been working on the concept of a four-engined, pressurised airliner called the Excalibur since 1937. When entrepreneur Howard Hughes added his support to a Trans World Airlines (TWA) request for a similar, but larger, machine,

Lockheed abandoned its plan for the Excalibur and instead developed the Constellation.

Early Days

A design team led by Kelly Johnson and Hall Hibbard drew up plans for the airliner, eventually discrediting rumours that Hughes himself had played a part. The prototype flew for the first time on January 9, 1943 in the hands of Eddie Allen and Milo Burcham. Johnson was also among the four-man crew as the Constellation completed a short transit from Burbank to Muroc Dry Lake airfield, which is now known as Edward Air Force Base. Though intended for civilian use, the fact that it could reach a maximum speed of 375mph, faster than a Japanese Mitsubishi ‘Zero’ fighter, was not lost on the US military, and many TWA aircraft entering production were converted into C-69 transports for the USAAF. A proposal for a long-range bomber variant did not come to fruition, although a single 43-seat VIP transport was built in 1945.

The C-69’s main role was transporting troops long distances at high speed, but some also participated in the 1948 to 1949 Berlin Airlift. Only 22 had been completed before the war ended, and not all of these entered military service. Outstanding orders were cancelled in 1945 but several continued to fly with the USAF into the 1960s. Painted in the livery of the Military Air Transport System (MATS), the aircraft were mostly used to ferry military personnel. The primary role of the aircraft after the war was as a sleek and fast civil airliner. As pleasing as it was to the eye, the advent of jet power – developed rapidly during the war years – meant the Constellation enjoyed a relatively short ‘career’. TWA took delivery of its first examples on October 1, 1945, and those already earmarked for the USAAF were instead finished as airliners and diverted into civilian hands. The type quickly proved its worth, a trial flight for TWA completing a successful transatlantic journey from Washington DC to Paris in December.

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SPOT FACT It entered military service with the USAAF in 1943

Record-breaker Advanced for its time, the Lockheed Constellation set several world records. Its inaugural flight across America – from Burbank, California, to Washington DC – took a recordbreaking 6 hours and 57 minutes, reaching speeds of around 340mph. Tycoon Howard Hughes and TWA boss Jack Frye were at the controls, and for part of the return leg they were joined by aviation pioneer Orville Wright, who commented that the Connie’s wingspan was longer than the distance of his first flight. In 1957, a TWA Constellation flew from Los Angeles to London in a world-beating 18 hours and 32 minutes, and in the same year an L-1649A set the record for the longest duration non-stop passenger flight, remaining aloft for 23 hours and 19 minutes.

Long-Haul

The airline began a regular service from New York to Paris on February 6, 1946, and orders from other operators were quick to follow. More than 850 Constellations were built, most of them for the civil market. Pan American World Airways was the first carrier to undertake a scheduled round-the-world service with its L-749 Clipper America. Beginning on June 17, 1947, the famous flight – nicknamed ‘Pan Am 1’ – operated until 1982. The Constellation was the first pressurised airliner in widespread use, although the arrival of reliable jet-powered airliners such as the

43

de Havilland Comet, Boeing 707 and Douglas DC-8 saw its use diminish rapidly in the 1960s. For airlines such as TWA, Pan American, BOAC, KLM, Qantas and Lufthansa, the Connie was nevertheless the type that ushered in a new era of comfort for passenger travel. Most of those in civilian use in the 1960s were L-1049 Super Constellations – or variants of this extended version which, around 10 feet longer than the standard model, could carry up to 110 passengers. The L-1049G was powered by four Wright R-3350-DA3 18-cylinder supercharged radial engines, each

Origin & history

developing 3,250hp (2,424kW), and could comfortably cruise at 340mph at 22,500 feet. However, even the earliest versions of the Boeing 707 could carry more passengers at far greater speed. Airlines began to replace their Connies with jets for long overseas routes, the piston-powered aircraft being relegated to domestic journeys. The last Constellation to fly a scheduled passenger flight for TWA was an L-749 on May 11, 1967, from Philadelphia to Kansas City. After that, remaining aircraft were mostly used to carry freight. The US Navy and USAF, however, operated the EC-121 Warning Star version until 1978 (the navy retaining one until 1982). A small number of aircraft remain airworthy today and several others are being restored to fly. Meanwhile recent moves have been made to save two that have fallen into neglect, one of which is Columbine II, the first aircraft to be designated as the presidential Air Force One (see News, June issue).

Top right

Inside the passenger cabin of an El Al Constellation. Above

L-049D Constellation 4X-AKB in service with Israeli airline El Al. ALL KEY

passengers could be flown in the sole C-69 VIP transport version

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Spotlight Lockheed Constellation 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54

Nose Cone Landing and taxying lamps Front pressure bulkhead Hydraulic brake accumulator Radio mast Nosewheel leg door Steering jacks Twin nosewheels Nosewheel leg strut Retraction linkages Pitot tube mast Rudder pedals Instrument panel Instrument panel shroud Windscreen wipers Windscreen panels Co-Pilot’s seat Control column Pilot’s seat Flight deck floor level Radio operator’s station Flight engineer’s station Starboard crew door VOR aerial Engineer’s instrument panel Radio racks Cockpit bulkhead Navigator’s chart table Underfloor battery bay Nosewheel doors Forward entry door Cabin bulkhead Crew rest area Radio aerial mast Overhead luggage racks Starboard emergency exit window Forward cabin seating Forward underfloor freight hold, total freight hold volume 728 cu ft (20,614m3 ) Radio altimeter Ventral freight door Port emergency exit windows Ventral ADF sense aerial Toilet compartments, port and starboard Wardrobes Main cabin four-abreast seating Cabin wall trim panels Starboard inner engine nacelle Starboard wing integral fuel tank, total fuel capacity 6,550 US gal (24,760 lit) Supercharger oil cooler Starboard outer engine nacelle Detachable engine cowling panels Spinner Hamilton standard three-bladed propeller Leading edge de-icing boots

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69

Fuel system piping Outer wing panel join rib Outward integral fuel tank Starboard navigation light Static dischargers Starboard aileron Aileron balance weight Fuel venting system piping Aileron control hydraulic booster Aileron tab Fuel jettison pipe Starboard Fowler-type flap Flap guide rails Starboard air conditioning plant Fuselage centre section construction

70 Wing/fuselage attachment main frames 71 Centre section bag-type fuel tanks 72 Central flap control monitor 73 Cabin floor panels 74 Fresh-air distributing ducting 75 Air conditioning system overhead ducting 76 Heating system overhead ducting 77 Cabin roof air distribution duct 78 Cabin partition 79 Lounge area 80 VHF aerial 81 Galley 82 Wardrobe 83 Aft cabin seating 84 Fuselage frame and stringer construction 85 Cabin attendants’ folding seats 86 Wardrobes, port and starboard 87 Port and starboard washrooms

88 Cabin pressurisation valves 89 Rear pressure bulkhead 90 Tailcone construction 91 Elevator mass balance weight 92 Fin/tailplane fillets 93 Starboard tailplane 94 Rudder control rods 95 Leading edge de-icing boots 96 Starboard fin

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SPOT FACT TWA received its first Constellation on October 1, 1945 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120

Fabric covered rudder Rudder trim tab Lower rudder segment Starboard elevator Elevator trim tab Centre fin construction Centre rudder Tail navigation light Port elevator construction Elevator tab Port fin construction Static dischargers Port rudder construction Tailplane tip fairing Leading edge de-icing boots Tailplane construction Rudder and elevator hydraulic boosters Tailplane attachment frame HF aerial cable Aft toilet compartments, port and starboard Rear underfloor freight hold Rear cabin emergency exit window Ladder stowage Passenger entry door

121 122 123 124 125 126 127 128

129 130 131 132 133 134 135 136

Entry lobby Folding table Wing root fillet construction Cabin heater unit Port flap shroud panels Life raft stowage bays Port air conditioning plant Heat exchanger air exhaust ducts

Port Fowler-type flap Flap shroud ribs Fuel jettison pipe Aileron tab Port aileron construction Static dischargers Wing tip construction Port navigation light

Inside the L-1049 Super Constellation 137 138 139 140 141 142 143 144 145 146 147 148 149 150

Leading edge de-icing boots Port outboard fuel tank bay Outer wing panel main spar Outer wing panel joint rib Rear spar Wing rib construction Engine nacelle construction Air-conditioning system turbine Oil cooler air duct Oil cooler Engine mounting ring Carburettor intake duct fairing Twin mainwheels Leading edge nose ribs

151 152 153 154 155 156 157 158 159

Front spar Wing stringer construction Main undercarriage leg strut Retraction linkage Main undercarriage wheel well Mainwheel doors Engine firewall Exhaust collector ring Wright R-3350-DA1 Turbocompound, 18-cylinder tworow radial engine Propeller hub pitch change mechanism Hamilton Standard three-bladed propeller Carburettor intake duct Engine oil tank Main undercarriage mounting ribs Inner wing integral fuel tank Leading edge construction Hydraulic reservoir Cabin fresh air intake

160 161 162 163 164 165 166 167 168

48

L-1049C models were produced

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Spotlight Lockheed Constellation

Eye of the

Storm Warren E Thompson talks to Lt ‘Bud’ Horn, a ‘Weather Birds’ crewman, about the times they went into harm’s way to bring back life-saving data

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SPOT FACT Production began in 1943 and ended in 1958

B

omb-laden strike jets heading for targets deep into North Vietnam, Air Cavalry UH-1 ‘Hueys’ low down rushing to interdict ‘Charlie’ forces caught in the open, a US Navy destroyer steaming towards well earned rest and recreation in a Japanese port. All shared a common peril – the weather. Most of the personnel in the front line during the Vietnam War probably never gave a thought to the ‘Weather Birds’ that patrolled the vast expanse of ocean on their behalf. If they did, they probably

232

Men Behind the Constellation

thought it was an easy posting – far from harm’s way. Yet Southeast Asia’s Pacific coast plays host to some of the most vicious and complex weather systems known to man and to fall foul of them could prove fatal. Accurate weather forecasts were not just of interest to US personnel, they were vital. A good ‘met’ brief could make all the difference to the planning of an air strike, or save the crew of a frigate from a nightmare of relentless giant waves. From 1961, US Navy squadron VW-1 had the hazardous task of tracking the typhoons of the

Below left

A VW-2 peeling away to join the landing pattern. PETER MERSKY

were used as EC-121 Warning Star airborne early warning aircraft

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SPOT FACT Constellations flew in the humanitarian 1967 to 1970 Biafran Airlift

Western Pacific. The unit was equipped with the rugged EC-121 Warning Star version of the Lockheed Constellation, its range of 5,400-plus miles enabling them to encounter and analyse dangerous weather phenomena long before other US personnel could be put at risk. By 1964 the unit had ‘hunted’ more than 90 typhoons and provided 54% of the region’s weather flights in nearly 3,000 flying hours, the equivalent of 125 days airborne. With 23 men on each mission, VW-1 had six crews, including a meteorological officer and two enlisted weather specialists. They were available to fly at any time, anywhere in the Seventh Fleet’s area – 30 million square miles running from the International Date Line in mid-Pacific to the Indian Ocean and from the equator to the ice of the Bering Sea.

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Men Behind the Constellation Double-edged sword

Lt F E ‘Bud’ Horn was one of seven flying meteorologists assigned to VW-1 who helped the unit win the US Naval Weather Service Outstanding Performance Award for 1962 and 1963. He remembered one of the worst missions: “Occasionally [we] were put up against the ‘Fujiwhara’ interaction or effect. This was a double-edged sword in that there were two typhoons in close proximity. One of these formed up between Guam and Japan. Typhoon Kathy had winds up to 130mph while the sister, Marie, was 80mph. The two approached each other and the two centres begin orbiting cyclonically about a point between the two systems. The vortices eventually spiralled into a central point and merged with the largest dominating. They struck Japan on the following day.” The Weather Birds had to locate with precision - fix - each typhoon and build a picture of its likely landfall. “To make a fix, the eye of the storm had to be found,” said Bud. “This was done by flying into the storm’s centre to find the area of lowest pressure. Subsequent fixes showed the direction and speed in which the storm was moving and this info made for accurate forecasting. “As soon as the fix was made, the radioman sent the cyclone’s position, wind velocity, pressure and other pertinent data to the nearest air-to-ground communication station – at Clark

22

in the Philippines, Andersen on Guam or Fuchu in Japan. The information was immediately relayed to the Joint Typhoon Warning Centre on Guam.” Storms could have been discovered in a number of ways. A ship’s barometer may have registered low, a civilian pilot might have noticed some threatening clouds and radar pictures from weather satellites could have revealed suspicious formations. Some reports came from very usual sources – while orbiting earth in Gemini 5, astronaut Gordon Cooper called in a tropical depression, which was located by VW-1 soon afterwards.

Aim for the centre

Even in the case of a full-blown typhoon, the storm had to be penetrated to get an accurate fix. This often meant flying the EC-121K into winds that could be in excess of 100kts. “Penetration was usually made at 1,500ft or lower

because the air is less turbulent at that altitude,” recalls Lt Horn. “The meteorologist looked for feeder bands, curves of heavy clouds many of which could be 300 miles long, feeding into the storm’s centre on radar. Between these was an area of relatively smooth air. With the feeder band presentation on radar, the meteorologist and the combat information officer (a radar specialist) vectored the aircraft toward the cyclone’s centre. “The force of a typhoon is inconceivable and a wrong step could have put the aircraft and crew in a dangerous situation. Heightfinding radar, used with search radar, enabled the meteorologist to avoid the feeder band centres and other severe weather. This valuable data was collected continually from the typhoon’s birth through its maturity when 65 to 200kts of violent winds could be encountered.”

Left

Radar trace of Typhoon Mary, to the south of Okinawa, August 1965. BUD HORN

Bottom left

A VW-1 crew in front of their aircraft. Lt Bud Horn is third from the right in the bottom row. BUD HORN Below

A WV-2 ‘Connie’ in November 1960 – in 1962 it was designated as an EC-121K. PETER MERSKY

C-69s were completed before the war ended

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SPOT FACT The XB-30 was a proposed long-range bomber that was never built “To accomplish this, the squadron maintained a two aircraft, two crew detachment at Sangley Point,” explained Bud. “The crews would rotate flying every other night for a period of two weeks at a time, then rotate back to Guam where we’d assume our ‘other’ mission of providing weather and typhoon reconnaissance. Three to four weeks later it was back to Sangley. “The carrier task force would be positioned off the coast of North Vietnam, in the Gulf of Tonkin, to enable airborne strikes into the interior. During daylight, carrierbased E-1 aircraft [Grumman Tracers] would provide early warning coverage for the fleet, and our ‘Connies’ controlled during the hours of darkness.

Above

Three WV-2s over Naval Air Station Patuxent River in the early 1960s. PETER MERSKY

Right

A WV-2 off the US East Coast. PETER MERSKY

Below

This ‘Connie’ took small arms fire when landing at Sangley Point, so the crew painted a ‘Purple Heart’ on the nose. JACK GERGAL

Controlling the Dark

Following the Gulf of Tonkin incident in August 1964 when the USS Maddox was attacked by three North Vietnamese motor boats, WV-1 received orders to support night combat operations in Southeast Asia. To provide coverage for Carrier Task Force CTF-7 in the Gulf of Tonkin, the squadron was ordered to maintain a permanent detachment in the Western Pacific. Operating from Sangley Point or Cubi Point in the Philippines from 1964 to 1967, permanent detachments at Chu Lai and/or Da Nang in South Vietnam were set up in 1967.

“Utilising the sensitive radar, we could search through a 200,000-square mile horizon for unidentified aircraft. The range extended inland as far as Hanoi...”

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Men Behind the Constellation

“Our mission was to provide relief for the E-1 crews. Launching from Cubi or Sangley at 19:00 every evening, it was about a 900-mile trip to the northwest to put us ‘on station’ north of the task force. We would be there from 23:00 to 06:00 when we would be relieved by the E-1 from the carrier. “At 3,500ft altitude, an east-west barrier track was flown for the seven hours. The altitude provided excellent radar range for multiple reasons – primary was the low ‘Bogey’ detection. The ship’s radar couldn’t see beyond the curvature of the earth, but as we had the

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advantage of altitude we could provide ‘over the horizon’ detection.”

Eyes of the fleet

“Additional services provided were communications and radar relay, airborne intercept control, surface surveillance, electronic countermeasures and search and rescue co-ordination. We also had the capability to control combat air patrols. “The aircraft maintained constant communication with the task force. With the 200-mile-plus range of our APS-20 radar, the enemy’s ship movements in and out of North

Vietnam’s Haiphong harbour could be monitored, [our unit] serving as ‘eyes of the fleet’ and instrumental in the detection and monitoring of airborne and surface targets that may threaten the carrier battle group. “Utilising the sensitive radar, we could search through a 200,000-square mile horizon for unidentified aircraft. The range extended inland as far as Hanoi, which provided vital information for the planners on board the carrier group. When we were relieved by the E-1 at 06:00, it was a long trip, into the sun and back to our base in the Philippines.” The EC-121Ks of WV-1 were heavily involved in hunting tropical storms and defending the fleet in Vietnam. The record proves the good judgement of the crews of VW-1; the unit had 94,000 accident-free flight hours dating all the way back to its origin in 1952. This is the equivalent of flying 18 million miles.

Above

The cockpit of an EC-121 – missions could last from six to 20 hours. PETER MERSKY

Left

Lt Bud Horn giving the morning weather report at the all-officers meeting, probably on Guam. BUD HORN

passengers could be accommodated in the L-1049H

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Spotlight Lockheed Constellation

All The

Connies President’s

Pete West artwork of a Constellation that was used by US president Dwight D Eisenhower Artwork

Lockheed VC-121E Constellation 537885 ‘Columbine III’. PETE WEST-2015

A

s the pressurised Lockheed Constellation represented the ultimate in passenger comfort in the early 1950s, it is not surprising that the type was adopted for presidential use. Three examples, all military transport variants, were used at various times by Dwight D Eisenhower, the latter two during his time as US president. Our subject, VC-121E Constellation 53-7885 was the last of these. All three were named Columbine after the state flower of Colorado, the adopted home state of First Lady Mamie Eisenhower.

The first Columbine was VC-121A 48-0614, used by Eisenhower during his time as commander of Supreme Headquarters Allied Powers Europe. After being elected president, he replaced this machine with VC-121A 48-0610 Columbine II which was also the first aircraft to be known by the call sign ‘Air Force One’. This was prompted by a 1953 incident in which an Eastern Airlines commercial flight had the same call sign as a flight the president was on. It was decided to give the president’s aircraft a distinct and unique call sign from then on.

An upgraded VC-121E was the final Connie used by Eisenhower, and served until he left office in 1961. All three of that president’s aircraft survive today. Columbine III is on display at the National Museum of the USAF in Dayton, Ohio, where it has been since its final retirement in 1966. The first machine, on loan from Dayton, can be found at the Pima Air & Space Museum in Tucson, Arizona (see page 84). The second is currently dormant at Avra Valley Airport, also in Tucson, where plans are being made to return it to airworthy condition.

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SPOT FACT Iberia, Aer Lingus, VARIG, Air France and TAP Portugal all used ‘Connies’

2

Constellation in profile

Connies, including an EC-121, are at the National Museum of the USAF

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Spotlight Lockheed Constellation

Big eyes

and Batcats Bristling with radars or specialist sensors, military versions of the Super Constellation pioneered early warning and surveillance during the Vietnam War. Philip Chinnery explains

Top right

The relatively spacious systems operator’s compartment aboard a 552nd Airborne Early Warning and Control Wing Connie. ALL PHOTOS VIA AUTHOR UNLESS NOTED

Below

EC-121K ‘Rivet Top’ 57-143184 of the 552nd Airborne Early Warning and Control Wing based at Korat in 1967-1968.

A

s early as 1966, North Vietnam possessed the expertise to detect an F-105D Thunderchief flying at 15,000ft above the northeast corner of Thailand, track it over Laos and follow its course over North Vietnam. The jet was only lost to controllers when the pilot descended below 3,000ft to take advantage of terrain masking. This increased threat to American aircraft added to the already dangerous environment the US Air Force, Marine Corps and Navy found themselves in – during April 1965 two F-105s were shot down by North Vietnamese MiGs after a Soviet-style ground-controlled intercept (GCI) system had been used to guide the fighters to the inbound strike aircraft. Although the US had radar ships in the Gulf of Tonkin, and a ground site at Nakhon Phanom Royal Thai Air Force (RTAF) base, there were major gaps in coverage. An airborne

early detection and warning system to locate and track any threats to US strike aircraft was vital. The Big Eye Task Force – later renamed College Eye – was established using former Navy EC-121D Warning Stars from the 552nd Airborne Early Warning and Control Wing on April 16, 1965. The big Lockheeds deployed initially to Tan Son Nhut in South Vietnam and later Ubon and Udorn in Thailand. EC-121Ds had large radomes above and below the fuselage and, unlike the later R-model Batcats, were not camouflaged. They detected approaching enemy aircraft and made their first radar-guided intercept on July 10, 1965 when they warned a pair of F-4C Phantoms, which shot down two enemy MiG-17 Frescos. To carry out their primary mission, College Eyes established two orbits – ‘Alpha’ and ‘Bravo’ tracks over the Gulf of Tonkin about 50 miles from Haiphong Harbour – flying elliptical

patterns and passing on information about enemy air activity. When China complained in October 1965, and again in May 1966, about US aircraft violating its borders, the EC-121s were given the additional role of tracking and warning US pilots in danger of encroaching. To do this they established orbit ‘Charlie’ over Laos, above the 19th Parallel. As College Eyes often flew over enemy territory they were escorted by F-104 Starfighters or F-102 Delta Darts.

Bouncing radar

On top of their fuselages was the height-finding radar – and beneath, the search radar. Maximum range for height-finding was 120 miles, although it was usually only good for around 70. Under ideal conditions the range for the search radar was 250 miles, but it seldom exceeded 180 miles. As EC-121s were designed to

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SPOT FACT The first Connie to fly landed at Muroc Field, now Edwards Air Force Base

Connie in combat

detect aircraft flying over water, they encountered problems with ground clutter – spurious signal returns from terrain features such as mountains. By flying at 50 to 300ft above the Gulf of Tonkin, College Eye operators could bounce a signal from the APS95 search radar off the surface of the water and detect aircraft at medium altitudes out to 150 miles. One disadvantage during those early days was the inability of EC-121Ds to control a fighter intercept – or indeed identify which particular flight was under attack. As time went by, the role continued to expand to include co-ordinating search and rescue efforts, providing emergency navigation assistance and helping aircraft low on fuel to rendezvous with tankers. On at least three occasions EC-121s were able to provide early warning of enemy air attacks against South Vietnamese ground targets.

The first was in October 1965 when a possible Ilyushin Il-28 Beagle bomber attack on Da Nang was detected. In February 1968 four Il-28s and 13 MiGs penetrated the Demilitarized Zone (DMZ). The escorting MiGs broke away and left the bombers loitering in the Zone for almost an hour before they descended below the radar and returned home. The final incident was in June 1968 when enemy helicopters appeared to be gathering along the DMZ.

259

Left

Sensors sewn along the Ho Chi Minh Trail would alert the EC-121R Batcats that a truck convoy was on the move. The data would be sent back to the surveillance centre at Nakhon Phanom airfield in Thailand and ground attack aircraft would be tasked with destroying the vehicles.

commercial Super Constellations were built

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SPOT FACT India was the last military operator of the Super Constellation Right

EC-121Ds often flew over enemy territory, so they were regularly escorted by two F-104A Starfighter or F-102 Delta Dart fighters. Far right

The Ban Loboy interdiction point in Laos, photographed in 1968 and showing hundreds of bomb craters around the ford where the North Vietnamese trucks would attempt to cross at night. From mid-May to midSeptember 1968, it is estimated that 1,800 trucks crossed at this point.

Rivet Top

While the College Eye task force was still based at Ubon, another EC-121 variant began operations on August 9, 1967. Known as Rivet Top, this modified EC-121K (later redesignated EC-121M) carried the QRC-248 transponder interrogator newly installed in the College Eyes, enabling the crew to identify MiGs from the many returns picked up and extending detection range to 175 miles. Rivet Top was also capable of reading two Soviet transponders, the SRO-1 and SOD-57. The most important facility was the highly secret Rivet Gym – Vietnamese-speaking intelligence specialists who manned four voice communication intercept stations. They were able to monitor all interactions between the MiGs and their GCI controllers.

T-birds

The Rivet Top was followed by other converted Connies adapted for

specialist roles. Two newly modified EC-121Ts, call-signs Frog 1 and 2, were deployed to Royal Thai Air Force (RTAF) Korat in November 1970 to support the Son Tây raid into North Vietnam in a bid to free American prisoners of war. Unfortunately one of the two Frogs suffered engine problems and had to return to base while the other had malfunctioning radar. The rescue party landed by helicopter only to find the prisoners had been moved elsewhere. The task force carried out its mission until June 29, 1970 when the last of the College Eyes departed for Japan. Detachments returned in September 1970 and March 1971 to back up operations over Cambodia and the improved EC-121T returned in December 1971 to support the renewed bombing campaign in the north. By the time the College Eyes left Southeast Asia (SEA) they had provided command and control to

more than 20,000 aircraft involved in combat over North Vietnam and had issued almost 3,300 MiG and Chinese border warnings. They also assisted in the successful rescue of more than 80 downed aircrew and the destruction of 25 enemy MiG fighters.

Electronic Fence

One of the reasons the Vietnam War was so prolonged was the Ho Chi Minh Trail, named in honour of the

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Connie in combat ‘Triple-Nickel’ Between 1951 and 1955 the USAF ordered 82 EC-121s, 72 of which were EC-121Ds. The EC-121 entered service with Air Defense Command in 1953, flying patrols off the US coasts as an aerial extension of the Distant Early Warning Line. The type remained in service until replaced by more capable E-3 Sentry AWACS (airborne warning and control system). The last EC-121 retired from the USAF Reserve in 1978. On display at the National Museum of the USAF at Dayton, Ohio, is EC-121D 53-555, named Triple Nickel because of its serial number. On October 24, 1967, over the Gulf of Tonkin, 53-555’s crew guided a US fighter into position to destroy a MiG-21 Fishbed – the first time a weapons controller aboard an airborne radar aircraft had ever directed a successful attack on an enemy aircraft. Triple Nickel arrived at the museum in 1971. www.nationalmuseum.af.mil EC-121D 53-555 ‘Triple Nickel’ at the National Museum of the USAF at Dayton. KEY-STEVE FLETCHER

leader of North Vietnam. This was a network of roads and tracks used by the North Vietnamese Army (NVA) to bypass the DMZ between South and North Vietnam. Hundreds of miles long, these jungle trails ran through Laos and Cambodia, which were out-of-bounds to US ground troops at the time. To attack the NVA troops and supply convoys heading southwards, the Americans first had to locate them. This led to the highly classified

13

Igloo White programme – initially known as Muscle Shoals, and locally as MacNamara’s Electronic Fence after the US Secretary of Defense. From 1967 onwards, long lines of small sensors were dropped over the trail by US Navy OP-2E Neptunes, special operations CH-3 helicopters and F-4 Phantoms. The dart-shaped sensors penetrated the jungle canopy and stuck in the ground, transmitting sounds picked up in the vicinity to aircraft orbiting overhead. More than 20,000 sensors were dropped in Laos, with 80% serviceable after their fall to earth. EC-121R Batcats (former US Navy EC-121Ks and EC-121Ps) picked up the signals from the darts. These were operated by the USAF’s 553rd and 554th Reconnaissance Squadrons (RSs) of the 553rd Reconnaissance Wing (RW) between October 1967 and December 1970 from Korat. Around 25 EC-121Rs were available and, unlike the College Eyes, they were painted in the standard three-

colour SEA camouflage. They had the radomes removed and special electronics and antennas installed. EC-121Rs circled in one of 11 colour-coded orbits – three over South Vietnam, six over Laos, one over Cambodia and one over the Gulf of Tonkin. Batcats provided 24-hour coverage and missions were up to 18 hours long, including pre- and postflight briefings and transit times, with eight hours on station. Batcats usually carried 17 or 18 personnel, most manning the surveillance equipment. The crews tracked and analysed the sensor information and sent a live data feed to the computers at the Infiltration Surveillance Center operated by Task Force Alpha at Nakhon Phanom. Ground attack aircraft were then directed to the area to try and locate and bomb enemy troops and vehicles.

Left

Camouflaged EC-121R 67-21490 from the 553rd Reconnaissance Squadron in flight over Thailand on January 15, 1969. Below

Lockheed EC-121R 67-21487, known as the ‘Da Nang Glider’. PETE WEST

To fly or abort?

Ron DeGroff, one of the crew of Batcat 14, described the risks

ft was the difference in length between the Super Connie and its predecessor

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SPOT FACT The triple-fin design kept the aircraft’s height low enough to fit in existing hangars

Above

A rare colour photograph of an EC-121R ‘Batcat’ in Southeast Asia. Right

The crash site of EC121R 67-21493, which came down during a thunderstorm while taking off from Korat with the loss of all 18 crew on board. JIM BOST

involved in simply getting off the ground: “One of the biggest problems with flying in Southeast Asia was the atmospheric conditions, humidity etc – basically, big, heavy, fuel-laden World War Two-vintage aircraft don’t want to fly in the hot, damp humidity. “I personally changed aircraft with my crew a half-dozen times out of the 87 missions we flew. The deal was: it had to fail to fly three times before you could ‘try’ another aircraft. The only way to determine its ultimate airworthiness is to try to take off. “It’s my understanding that at some predetermined point in the take-off the flight engineer divines the aircraft’s ability to fly from his seemingly thousands of gauges and gives the pilot a sign to fly or abort. An abort is semiexciting. It’s always good to stop before the overrun. Then we turn around and try again the other way. “By abort No.2, most everyone is paying attention as – other than the concern of 125,000lbs-plus of 141 octane on board – we’ll have to preflight another aircraft and carry all our gear over there. We turn around and try again. I can still smell the burnt brake linings, feel the press

into the seat back after prop reversal and reapplied power and see the metallic flecks of brake lining and dust shining in the sunlight coming in the navigation port hole to this day.” EC-121R 67-21493 Batcat 21 of the 554th RS crashed at Korat on April 25, 1969 with the loss of all 18 crew on board. It took off during a thunderstorm late in the afternoon and gained no more than a few hundred feet in altitude when the pilot reported turbulence just before it hit trees, broke up, caught fire and exploded. A second aircraft, 67-21495 Batcat 19 was lost on September 6, 1969 while trying to land at Korat during a heavy rainstorm. Four crewmen and four Thai civilians were killed in the crash.

Round and round

How successful were the sensors? Despite the hundreds of millions of dollars spent on the project and the enormous amount of bombs dropped over the years, there was no way to completely halt the supply of men and material to the south. The enemy were experts at repairing roads and bridges, and well aware of

the purpose of the sensors. Ground reconnaissance teams were also inserted to plant sensors. Ken Welch later recalled: “The first sensors were seismic devices that sent a radio message whenever something like a truck shook the ground nearby. Some nights, the sensors sent messages indicating that a hundred trucks had gone by. What we found after a lot of fruitless searching was a deep, circular rut in the road and one truck that had driven around and around the sensor all night. Usually this wore out the batteries on the sensor within two nights. “Next, acoustic sensors were placed to transmit sounds heard along a road or in a truck parking area. Once again, the sensors would transmit sounds of trucks moving all night long until the batteries wore out. We never found any trucks reported by these sensors. A Montagnard [tribesman] from the area later described a Viet Cong playing a recording of truck motors all night.” The 553rd RW was deactivated on December 15, 1970 and the 554th RS relocated to Nakhon Phanom where it joined the 388th Tactical Fighter Wing. One of its aircraft was painted with shark’s teeth for a farewell flypast. Most of the ‘Connies’ returned to the US but nine remained until 1971. The last Batcat mission was flown on December 5, 1971 and the remaining personnel returned to Otis, Massachusetts, in January 1972. The EC-121Rs were all destined for the boneyard at Davis-Monthan in Arizona and none survive today. Difficult to maintain and expensive to operate, EC-121Rs were eventually replaced by the smaller QU-22B Pave Eagle, a modified single-engined Beech Bonanza, designed to fly in either manned or unmanned mode. In 1972, after losing several, the USAF cancelled the QU-22 programme.

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Spotlight Lockheed Constellation

Constellation Survivors Lockheed L-049 Constellation 42-94549 in its Trans World Airlines livery at Pima.

American Trilogy A trio of Lockheed Constellations are preserved at the Pima Air & Space Museum in Tucson, Arizona

VC-121A 48-0614 ‘Columbine’ was the first of Dwight D Eisenhower’s Connies.

Spotlight Next Month Blackburn Buccaneer Next month, Spotlight focuses on a famously robust British jet, the Blackburn Buccaneer. Used by both the Royal Navy and the RAF, after initial teething troubles the Buccaneer proved a reliable stalwart serving for more than three decades. Later models flew in the first Gulf War and the type was also used in anger by the South African Air Force. We reflect on the jet’s history in our October issue, on sale in the UK on September 1 – see page 42 for our latest money-saving subscription offers.

The Pima Air & Space Museum’s EC-121T Warning Star 53-554. ALL VIA PIMA

F

ew aviation museums have the space to display multiple examples of the Lockheed Constellation. Arizona’s vast Pima Air & Space Museum is a notable exception, and is home to no fewer than three of the ‘breed’. Built as a military C-69, 42-94549 (N90831) was the tenth of its kind to be produced, and is believed to be the oldest Connie in existence. It was accepted by the USAAF on July 28, 1945. It had a brief military career before being transformed into a civilian L-049 and was acquired by Trans World Airlines. Named Star of Switzerland, it flew until 1971 and has been at Pima since 1976.

The museum’s EC-121T Warning Star 53-554 is a rare example of the military electronic warfare version of the Super Constellation. The RC-121D was built for the USAF as an airborne radar aircraft, entering service in 1953. They were upgraded several times, gaining the designation EC-121T in the early 1970s. VC-121A Constellation 48-0614 is the first of three aircraft named Columbine and was used as a VIP transport by Dwight D Eisenhower. This particular machine served ‘Ike’ during the early 1950s before he became US president. His third Connie, Columbine III, is the subject of In Profile (see pages 76 to 77). www.pimaair.org

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FLYPOST

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

OPS BOARD

--------------------------------------------------------------------------------------------August 2, 5, 9 and 12, WestonSuper-Mare, Somerst – Open Cockpit Days, the Helicopter Museum, Weston-super-Mare – 01934 635227 www.helicoptermuseum.co.uk

August 22-23, Sywell – Show and tell weekend special event with fly-in, Sywell Aviation Museum, Sywell Aerodrome, Northants – www.sywellaerodrome.co.uk

August 2, 16, 30 and 31, Bentwaters – museum open days, Bentwaters Cold War Museum, Building 134, Bentwaters Parks, Rendlesham, Woodbridge, Suffolk, IP12 2TW – 07588877020 www.bcwm.org.uk

August 24, Chichester – ‘A Brief History of New Forest Airfields’ a talk by John Levesley, Arun & Chichester Air Enthusiasts (Air ACES), Chichester Park Hotel, Chichester, PO19 7QL – 01243 823007 www.airaces.org.uk

August 2 and 31, Elvington – ‘Thunder Days’, including aircraft engine runs and special displays, Yorkshire Air Museum, Elvington, near York – 01904 608595 www.yorkshireairmuseum.org August 9, Flixton – RAFA Day, Norfolk and Suffolk Aviation Museum, Flixton, Bungay, NR35 1NZ – 01986 896644 www.aviationmuseum.net August 11, Milton Keynes – ‘The Phantom and Me’, a talk by Sqn Ldr Mike Pugh-Davies (Ret’d), Milton Keynes Aviation Society, Kents Hill Community Centre, Milton Keynes – www.mkas.co.uk August 14,Hendon, London – ‘Air Power, Combined Operations and the Gallipoli Campaign, 1915’, a talk by Ross Mahoney, the museum lecture theatre, RAF Museum London, Hendon. Please note, the talk starts at 12.30pm – 020 8205 2266 www.rafmuseum.org.uk August 16, Tangmere – ‘Tangmere Under Attack’, a special Battle of Britain day event, Tangmere Military Aviation Museum, Tangmere, near Chichester, West Sussex, PO20 2ES – 01243 790090 www.tangmere-museum.org.uk August 20, Lincoln – ‘The Vickers Valiant’, a talk by Anthony Wright, Lincolnshire Aviation Society, Royal Naval Club, Coulson Road, Lincoln, LN6 7BG – www.lincsavsoc.co.uk

August 25,Hendon, London – Avro Vulcan open cockpit event, RAF Museum London, Hendon – 020 8205 2266 www.rafmuseum.org.uk August 30, Bruntingthorpe – Cold War Jets open day and fast taxi run event, Bruntingthorpe Aerodrome, Lutterworth, Leicestershire, LE17 5QS – www.bruntingthorpeaviation.com September 6, Martlesham Heath – Control Tower Fun Day, Martlesham Heath Aviation Society, Martlesham Heath, Ipswich, IP5 3UZ – www.mhas.org.uk September 15, Old Sarum – ‘The Battle of Britain – The Dowding System’, a talk by David Foden, Boscombe Down Aviation Collection, Old Sarum Airfield, Salisbury – 01722 323636 www. boscombedownaviationcollection. co.uk

Sunderland Adventures In A Drive Around Pembrokeshire (July issue), Ken Ellis mentions that Sunderland T9114 (E-for-Easy of 461 Squadron) force-landed at Angle aerodrome in May 1943. Ken mentions that the aircraft had collided with something in the water on take-off from Pembroke Dock. Australian pilot and author Ivan Southall records a very different version in his book They Shall Not Pass Unseen. His version states that the Sunderland had been sent out into the Bay of Biscay to search for two ditched crews: one from a Whitley, the other from another 461 Squadron Sunderland, which had crashed trying to rescue the Whitley crew. After a three-hour flight from Pembroke Dock, T9114 located dinghies carrying both crews. Fg Off Singleton pulled off a very skilful open water landing and rescued them. Due to various problems he couldn’t take off, and had to call for help. Sometime later a Free French destroyer turned up, and took off all the rescued aircrews. They then decided to tow the Sunderland back to the UK. Sea conditions were not good, and the towing drogue was pulled off, meaning that Singleton had to run one engine to keep the Sunderland straight on the tow. A short time later, a sea mine drifted very close, but by using the engine Singleton was able to avoid it. Eventually he opted to attempt another take-off. After dumping depth charges to lighten the aircraft, they managed to get airborne with a 70 degree crosswind. Once en route, the crew discovered a large hole in the hull, below the waterline. After sending a message to Group HQ, outlining the problem and his decision, Singleton flew the Sunderland to Angle aerodrome, where it landed at around 8pm. I have a very old and battered copy of Ivan Southall’s book, from which this information comes, and it holds a treasured place in my library. BOB WARD VIA E-MAIL

Mighty Vulcan Re the news report in the July issue regarding the Vulcan’s retirement. During one of our visits to the UK from the Netherlands we watched a superb display by Vulcan XH558 at West Malling in 1989 (see photo). As we were waiting to get airborne again in our Dakota (PH-DDA), the delta gave us a splendid ‘farewell’ flypast – unforgettable! We were astonished by her slow speed climbing out, which is possible – I believe – because of the Vulcan’s enormous wing surface. In a later visit to the UK we were given the opportunity to visit 558 in her hangar at Bruntingthorpe. Such a large but graceful aircraft – she’ll be greatly missed. THEO AND FRANS BARTEN

September 20, Solihull – Birmingham Aircraft Enthusiasts’ Fair, Solihull Moor FC, Damson Parkway, Solihull, B91 2PP – 07903848726 www.birminghamaviationfair.com

THE NETHERLANDS, VIA EMAIL

Comet progress FlyPast reader Adrian Balch has sent in this interesting photo showing the excellent work being carried out on DH Comet 1A F-BGNX at the de Havilland Aircraft Museum in Hertfordshire. The former Air France jetliner – which has been at the museum since the mid-1980s – is having new self-adhesive chrome vinyl sheeting applied to its exterior, to give the fuselage the effect of polished metal, and the cockpit is being restored, plus the cabin is being fitted out. Thank you to Adrian for sharing this news with us – we look forward to seeing the Comet back to its best in due course. www.dehavillandmuseum.co.uk

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AIRSHOW SWITZERLAND

Enthusiasts wave as an Oris-sponsored Pilatus PC-7 taxies past. ORIS

Hawker Hunter T.68 J-4205 was another participant at Ambri. SWISS HUNTER TEAM

Hunter J-4206 flying with Pilatus PC-7 T7-FMA. ORIS

Antonov An-2 YL-LEI ‘Rusalka’ taxying at Ambri. ORIS

Nic Maeder, frontman with Swiss rock band Gotthard, was among those flying during the weekend. ORIS

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When Time Flies Steve Beebee attended a spectacular event in Switzerland supported by a leading Swiss watch maker

O

ver 10,000 people attended a most unusual flying event at Ambri, a characterful and picturesque airfield in the Swiss Alps, on June 27 and 28. Surrounded by verdant mountains, and with the snowcovered tips of even higher peaks visible in the background, classic jets, historic aircraft and aerobatic teams put on a breathtaking show in a scenic aviation amphitheatre. Those fortunate enough to be living in the houses clinging to the mountainsides would have actually been able to look down on the flying displays over the airfield. Even from the ground, the action took place at close quarters, with the public allowed

greater access to the aircraft than at more formal events. On the Friday before the weekend’s Ambri Fly-In, Swiss watch maker Oris hosted a preview for invited guests. The event was staged to mark the launch of a new aviator’s watch, the Big Crown ProPilot Kaliber 111 – see What’s New for more on this timepiece, which is due to go on sale later this year.

All the aircraft taking part were sponsored by Oris, with the exception of the Patrouille Suisse, whose five Northrop F-5E Tiger IIs put on a remarkable showcase, and Eurocopter Super Puma T-336, both provided by the Swiss Air Force. Among the aircraft on show were Antonov An-2 YL-LEI Rusalka, a former Lithuanian Air Force machine now owned by Antonov Club Avianna and based at Birrfeld, and 1931built Dewoitine D.26 HB-RAG. The latter is the oldest flying ex-military aircraft in Switzerland, and is still powered by its original 250hp (187kW) Wright 9Qa radial. Aerobatic displays of differing speed and intensity were flown by a quartet of Pilatus PC-7s,

Boeing PT-17 Stearman HB-RBG and the supremely agile Red Bull-sponsored Zivko Edge 540 N540PB. Three distinctively painted Yakovlev Yak-52s also participated, along with a single Pilatus P.3 and Stinson L-5 Sentinel HB-TRY. The highlight for most was the dramatic routine performed by two Hawker Hunter T.68s from the Oris-sponsored Swiss Hunter Team. The sight of J-4206 (HB-RVV) in its yellow and black scheme, and the more traditionally coloured J-4205 (HB-RVP) diving down towards the field casting fast-moving shadows on the slopes of the Alps was one to be relished. Both are former Swiss Air Force machines, and are among those based at the Fliegermuseum in Altenrhein. Rarely has an aviation event been staged amid such rugged and beautiful scenery. The pilots and organisers are to be praised for their skill in putting together such an eye-catching show. Left

Former Swiss Air Force Hunter J-4206 (HBRVV) is painted in a dramatic yellow and black scheme. SWISS HUNTER TEAM Below

The flightline at Ambri. ORIS

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AIRSHOW FLYING LEGENDS

Warbird Heaven Duxford was the venue for another immensely successful Flying Legends weekend. All photography by Darren Harbar

A

s in previous years, Duxford’s Flying Legends airshow on July 11 and 12 was an overwhelming triumph. Attracting vast numbers of enthusiasts, it featured a wonderful series of displays over the famous Cambridgeshire airfield. The first of the two days was especially hot and sunny, and by midday all of Duxford’s car parks (including the overflow) were full. A huge crowd (said to be around 20,000) witnessed a stunning airshow, accompanied as usual by numerous ground attractions, including the ever-popular Manhattan Dolls, a close harmony

vocal trio in the style of the Andrews Sisters. Sunday’s event was slightly less busy, probably because of the less favourable weather forecast – but there was no let up in the entertainment or the flying display. It’s hard to pick out a single ‘star of the show’, but most attendees were especially pleased to see Messerschmitt Bf 109G-4 ‘Red 7’, a visitor from Germany, which flew in formation with two Hispano Buchóns, all representing Luftwaffe fighters. A dramatic Spitfire flypast and tailchase opened proceedings, and the sight of two gleaming Curtiss fighters, the Fighter

Collection’s P-36C and P-40C, was one to be savoured. A Battle of Britain tribute showcased our cover star, ARC’s remarkable Bristol Blenheim I L6739 alongside a formation of early-mark Spitfires and a Hawker Hurricane. It was also great to welcome the return of Austria’s Flying Bulls’ warbirds, and witness the show debut of the world’s only airworthy Merlinengined Supermarine Seafire, the recently restored PP972. The concluding ‘balbo’ – a mass formation of historic machines – provided a thrilling climax to the programme on both days.

Grumman TBM-3R Avenger HB-RDG ‘Charlie’s Heavy’ at Flying Legends.

Top

The Fighter Collection’s Curtiss P-36C N80FR. Above

The Flying Bulls’ North American B-25J Mitchell (right) and Lockheed P-38L Lightning. Below

Spitfires start their engines at Flying Legends.

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Above

Supermarine Seafire PP972 (bottom) flying with Spitfire Tr.9 ML407 during Friday’s practice session. Bf 109G-4 leading a pair of Hispano Buchóns.

Gloster Gladiator N5903 (G-GLAD) was another popular participant from the Fighter Collection. ALL DARREN HARBAR

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AIRSHOW UK

Out and About A selection of images from recent events in the UK Avro Vulcan B.2 XH558 flew in formation with Classic Jets’ Hawker Hunter T.7 XL573 at the Weston-super-Mare Air Festival on June 21. The Vulcan was flown by Bill Ramsey and Martin Withers, with Andy Hill in the Hunter. The BAC Strikemaster camera ship was flown by Mark Petrie. GEOFFREY LEE-PLANE FOCUS

Among the stars of the Cosford Air Show on June 14 was the RAF Museum’s BAC TSR-2 XR220 which had been towed out of the museum to appear in the static park. JAMIE EWAN

UK DATES August 01 EAST KIRKBY, LINCS - Airshow – 01790 763207 www.lincsaviation. co.uk 01-02 OLD BUCKENHAM, NORFOLK - Airshow – 01953 860806 www.oldbuckenhamairshow.co.uk 02 OLD WARDEN, BEDS - Shuttleworth Wings and Wheels Airshow – 01767 627927 www.shuttleworth.org 08 NEWCASTLE SEAFRONT, COUNTY DOWN - Newcastle Festival of Flight 08-09 DAMYNS HALL, UPMINSTER, ESSEX - Military & Flying Machines – 01245 476249 www.militaryandflyingmachines.org.uk 09-10 TOWER FESTIVAL HEADLAND, BLACKPOOL SEAFRONT, LANCS - Airshow – 01253 478222 www.visitblackpool.com/blackpoolairshow 13-16 EASTBOURNE SEAFRONT, E SUSSEX - Airbourne – Eastbourne International Airshow – 0871 6630031 www.visiteastbourne.com/ airbourne 15 HERNE BAY, KENT - Amy Johnson Memorial Airshow – baypromoteam.co.uk 15 OLD WARDEN, BEDS - Flying Proms – 01767 627927 15-16 WOBURN ABBEY, BEDS - de Havilland Moth Club International Moth Rally – www.mothsatwoburn.co.uk 19 WEYMOUTH, DORSET - Weymouth Carnival Air Display – weymouthcarnival.co.uk 20-23 BOURNEMOUTH SEAFRONT, DORSET - Air Festival – bournemouthair.co.uk

Hawker Hurricane I R4118 participates in a mock scramble at Cosford, smoke drifting across the airfield following an ‘attack’ by a Hispano Buchón during the warbird finale. SIMON BEEDIE

22 DAWLISH SEAFRONT, DEVON - Dawlish Air Show – dawlishairshow. co.uk/newindex 22-23 SHOREHAM, W SUSSEX - RAFA Shoreham Airshow – 01273 441545 www.shorehamairshow.co.uk 27-28 CLACTON SEAFRONT, ESSEX - Airshow – 01255 686633 www.clactonairshow.com 29-30 DUNSFOLD PARK, SURREY - Wings and Wheels – 01483 542226 www.wingsandwheels.net 29-30 RHYL SEAFRONT, DENBIGHSHIRE, NORTH WALES - Rhyl Airshow – rhylairshow.co.uk 30 BRUNTINGTHORPE, LEICS - Cold War Jets Open Day – 0116 279 9300 www.bruntingthorpeaviation.com/open-days 30 LITTLE GRANSDEN, CAMBS - Little Gransden Air and Car Show – 07730 091132 www.littlegransdenshow.co.uk

September 04-06 FOXLANDS FARM, COSBY, LEICS - The Victory Show – 07711 430472 www.thevictoryshow.co.uk 05-06 PORTRUSH SEAFRONT, COUNTY ANTRIM - Northern Ireland International Air Show – www.airwavesportrush.co.uk 05-06 AYR/GLASGOW PRESTWICK AIRPORT, S AYRSHIRE - Scottish Airshow – www.scottishairshow.com 06 OLD WARDEN, BEDS - Shuttleworth Pageant Airshow – 01767 627927 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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VICTORIA CROSS ALAN JERRARD

For Valour

Graham Pitchfork describes the only VC awarded to a Sopwith Camel pilot

A

lan Jerrard was badly injured when he crashed after attacking a German convoy on only his second sortie in a SPAD VII scout. The date was August 5, 1917, and Lt Jerrard was in France serving with 19 Squadron. Repatriated to England, his wounds prevented his return to flying until the following year. Born in Lewisham in 1897, Alan Jerrard attended Oundle School, near Peterborough, and Birmingham University before serving in the 5th Battalion South Staffordshire Regiment. He graduated as a RFC pilot in June 1917, and was sent to France. Recovered from his injuries, in February 1918 he left for Italy and joined 66 Squadron flying the Sopwith Camel. He was soon in action and during a four-week period accounted for a balloon and three Austrian scouts. On March 30, he took off in company with two other pilots for a fighting patrol. They engaged four enemy Albatros scouts escorting a Rumpler two-seater flying at 13,000ft. A dogfight developed and several more Austrian single-seaters joined in and the combat became confused. Several of the Austrian scouts were shot down and Jerrard failed to return. He was later reported to be a prisoner of war.

Overwhelmed

The two survivors lodged a combat report in which they claimed that Jerrard had fought

a gallant fight against great odds and attacked the enemy aircraft as they tried to return to their base. The report then indicates that Jerrard pursued them to the airfield and, although heavily outnumbered, he shot three of the Albatros scouts down. Based on this report, Jerrard was awarded the Victoria Cross, the only air VC given for action on the Italian Front. Announced on May 1, 1918, the citation concluded: “Although apparently wounded, this very gallant officer turned repeatedly, and attacked single-handed the pursuing machines, until he was eventually overwhelmed and driven to the ground.” It also referred to his previous bravery in destroying enemy machines. Later analysis suggested a different version of the combat. It was stated that the enemy scouts escorted the Rumpler back to its airfield before heading for their own when the three Camels dived to attack them. Jerrard appeared to be leading and he immediately engaged one of the enemy scouts, which he shot down. The leader of the Austrian flight then attacked him. His Camel received numerous hits and the engine failed, forcing Jerrard to make a crash landing in a meadow when his aircraft broke up. He was made a prisoner but managed to escape to Allied lines just before the end of the war. He elected to remain in the RAF, served in North Russia, and retired in 1933 due to ill health. Alan Jerrard died in May 1968.

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WARBIRDS AERO LEGENDS

SHARING A KEITH PERKINS HAS ESTABLISHED A NEW WARBIRD ‘STABLE’ WITH BOLD AMBITIONS TO SHARE HIS LOVE OF HISTORIC AIRCRAFT WITH ENTHUSIASTS, REPORTS RICHARD PAVER

Above

Spitfire HF.IX TD314 ‘St George’, which is owned by Keith Perkins and is currently based at Duxford. It is finished in 234 Squadron colours. ALL RICHARD PAVER

K

eith Perkins is the driving force behind an exciting new venture known as Aero Legends – and he has big plans to make a lot of dreams come true. UK-based Keith and his team have started offering air experience flights or training programmes in a range of World War Two classics, including the elliptical-winged beauty, the Spitfire. This, in part, has been made possible thanks to recent changes in Civil Aviation Authority (CAA) regulations governing historic aircraft operating under the Permit to Fly scheme. (See the information

panel on page 99 for more details.) The changes mean that approved organisations can offer individuals the opportunity to fly in such exotic types as two-seater Spitfires and other historic aircraft. Prior to this groundbreaking

arrangement, owners needed an Air Operator Certificate, effectively the same requirement an airline would need to meet – a practical impossibility for historic aircraft.

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“Prior to this ground-breaking arrangement, owners needed an Air Operator Certificate, effectively the same requirement an airline would need to meet – a practical impossibility for historic aircraft”

The key component of the new policy is called Safety Standards Acknowledgement and Consent (SSAC), whereby a fare-paying passenger is informed and briefed on the procedures and risks specific to different types of aviation activities.

CLASSIC TRAINERS

Keith set up the Aero Legends company specifically to provide warbird opportunities under the new regulations. The business was launched at Headcorn in Kent in July last year and since then Sywell in Northamptonshire has also

become an operating base. A fascinating and beautifully restored collection of airworthy historic aircraft has been assembled (see the panel for more details). Keith is keen to expand the collection in the near future and a number of exciting projects are in the pipeline. Two Tiger Moths are airworthy and available for passenger flights while a third, G-ANDE, is undergoing a complete restoration at Sywell and is hopefully to be flying by the end of the year. Keith’s other biplane is a Thruxton Jackaroo, one of only three of

AERO LEGENDS AIRCRAFT De Havilland Tiger Moth

1943

EM726

G-ANDE

De Havilland Tiger Moth

1935

K4259

G-ANMO

De Havilland Tiger Moth

1959

–

G-PWBE

North American T-6G Texan

1952

493209

G-DDMV

Supermarine Spitfire Tr.9

1944

NH341

G-CICK

Supermarine Spitfire IX

1944

TD314

G-CGYJ

Thruxton Jackaroo

1943

–

G-AOIR

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WARBIRDS AERO LEGENDS

“NH341 served with 411 Squadron RCAF, and Flt Lt Hugh Charles Trainor was credited with downing two Messerschmitt Bf 109s while flying it in late June 1944”

The cockpit of TD314 has been signed by a number of Spitfire veterans.

the type airworthy in the world and G-AOIR is the only one flying in the UK. The Jackaroo was a three- or four-seat enclosed cockpit conversion of the venerable Tiger Moth which appeared in the late 1950s and provides a unique opportunity for enthusiasts. Keith’s trio of flying biplanes operate from Headcorn and Sywell. Further up the performance league is T-6G Texan G-DDMV, imported into the UK in 1989 by the late Paul Morgan. In its striking all-yellow USAF California Air National Guard scheme, it has been a well known sight ever since. Keith acquired Mike-Victor in January and has had a zero-timed Pratt

& Whitney R-1340 Wasp fitted along with a major overhaul. It is expected to be repainted in an RAF colour scheme soon.

SPITFIRE DUO

The Aero Legends Spitfire twoseater, NH341, was built in 1944 as an LF.IXe. Acquired in 2011, it is undergoing extensive engineering work at Duxford and will be completed in Tr.9 configuration by Historic Flying with the objective of being back in the sky by the end of 2016. It served with 411 Squadron RCAF, and Flt Lt Hugh Charles Trainor was credited with downing two Messerschmitt Bf 109s while

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G-CGYJ’s neat and tidy cockpit.

Keith’s Spitfire basking in the sunshine at Duxford.

flying it in late June 1944. Then, on a patrol near Caen on July 2, W/O J S Jeffrey in NH341 was engaged by Focke-Wulf Fw 190s of JG 26. He baled out and made it back to his unit the following month. The substantial remains of NH341 were salvaged and put on display at the Musée Mémorial de la Bataille de Normandie at Bayeux, France, in 1996. Keith intends to finish the Spitfire in its RCAF colours on completion of the rebuild. Keith is in touch with one of NH341’s Canadian wartime pilots – Tommy Wheeler. Tommy flew NH341 on a combat sortie on June 24, 1944 and is hoping once again to fly this aircraft albeit from

the back seat. Keith’s airworthy Spitfire HF.IX, TD314 St George, is currently based at Duxford and flies in the 234 Squadron colours it wore in July 1945. Transferred to the South African Air Force, it was discovered as a battered hulk in a Johannesburg scrapyard in 1969. After passing through a number of owners TD314 arrived in the UK in 2009 and first flew after restoration at Biggin Hill on December 7, 2013. Aero Legends offers enthusiasts the opportunity to fly alongside this World War Two veteran as part of a package of Spitfire experiences. While restoration work

SAFETY STANDARDS ACKNOWLEDGEMENT AND CONSENT In a nutshell, after extensive consultation with owners and the Historic Aircraft Association (HAA) in late 2014, the CAA eased the definition of ‘commercial activity’ which had previously prohibited carrying fare-paying passengers in ‘Permit’ aircraft, which include all UK ‘warbirds’. In collaboration with the CAA, the HAA developed the principle of ‘informed consent’ which has opened the door to qualifying organisations to conduct revenue-generating promotional flights. This will allow many more people to sample the delights of flying in classic aircraft while helping alleviate the enormous costs faced by warbird operators.

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WARBIRDS AERO LEGENDS

Below

An air-to-air view of Aero Legends’ Spitfire HF.IX TD314.

progresses on the Spitfire Tr.9, Aero Legends has come to an arrangement with John Romain’s Aircraft Restoration Company for the use of Spitfire Tr.9 PV202 (G-CCCA) and Canadian Car and Foundry (CCF) built Harvard 4 1747 (G-BGPB) for customer flight experiences. The plan is to continue to utilise these two when Aero Legends’ own examples are airworthy, adding considerable flexibility to aircraft availability.

PILOTS AND PLANS

The Aero Legends pilot roster is headed by former Battle of Britain Memorial Flight (BBMF) CO Sqn Leader ‘Al’ Pinner as chief Spitfire pilot while Dale Featherby is chief flying instructor and head of training. Dale has been instrumental in the establishment of the Aero Legends organisation, obtaining all the necessary CAA approvals and overseeing the restoration projects. Other pilots include Sqn Ldr ‘Dunc’ Mason, Flt Lt Antony Parkinson (currently the BBMF ‘boss’ and Ops Officer, respectively), Tony Berryman, Mark Johnson, Nigel Wilson, Jazz Britches and Gavin Ashdown. Aero Legends also has an extensive ground team to support the smooth running of the organisation. All these people share Keith’s infectious enthusiasm for

World War Two aircraft. Typical of the Aero Legends philosophy of providing enthusiasts with memorable experiences, in March this year the season was kicked off with a ‘Sit in a Spitfire Day’ at Duxford. Those attending the sell-out event enjoyed getting very close to TD314, and Cliff Spink was on hand to discuss what it’s like to fly. The day was topped off by Cliff displaying the aircraft.

ALL-TIME CLASSIC

Keith Perkins explained his plans: “I’ve always been passionately interested in World War Two and in particular the combat and training aircraft that served with the RAF. There’s obviously a huge amount of interest around the world in wartime aircraft, and the Spitfire in particular is such an iconic aeroplane. Originally I didn’t consider a Spitfire as I thought ownership of one would be well beyond my reach. As my business career has progressed I decided I wanted to fly a Spitfire and also go through the same training process followed for all wartime RAF fighter pilots – Tiger Moth, Harvard and Spitfire. “For me to fly a

Spitfire is still some way off but I’m working towards it. In the meantime we can create other opportunities with Aero Legends for people to either fly in, or alongside, a Spitfire. After we launched the business at Headcorn last July we’ve been swamped with enquiries.”

NEW BREED

“I want to expand my collection to include other World War Two types and I also have a huge affection and interest in the Dakota,” added Keith. “That would enable us to fly a lot more customers. As demand currently outstrips supply I’m very confident that with the right superbly restored aircraft, the right flight crews and a very professional approach we have the basis for a very successful long-term business. “I want to make flying and experiencing these warbirds closeup far more accessible to people. Despite the fact that World War Two took place over 70 years ago, and the number of aircrew veterans is sadly and inevitably declining rapidly, I see a rising interest in wartime aircraft from people of all ages and all backgrounds. I’m responding to this hopefully in a very positive way via Aero Legends.” Many thanks to Keith Perkins, Dale Featherby, Bill Giles and Cliff Spink for making this feature possible. www.aerolegends.co.uk

“As demand currently outstrips supply I’m very confident that with the right superbly restored aircraft, the right flight crews and a very professional approach we have the basis for a very successful long-term business” 100 FLYPAST September 2015

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WW2 DESERTER V I E T N A OR M PATRIOT? RA A F CA N B E R RA I N ACT I O N

LOW-LEVEL Tom Spencer describes Australia Canberra operations in Vietnam

Right

Fully bombed up Canberra B.20 A84-228 heading towards its target in Vietnam. ALL RAAF VIA AUTHOR UNLESS NOTED

T

ouching down at Phan Rang, northeast of Saigon, the Magpies arrived in Vietnam on April 19, 1967. The first Canberra jet bombers of 2 Squadron Royal Australian Air Force (RAAF) were part of the Australia’s commitment to the defence of South Vietnam against the communist Viet Cong guerrillas and North Vietnamese regular forces. Given the callsign Magpie after 2 Squadron’s badge, the eight Canberra B.20s were integrated into the USAF’s 35th Tactical Fighter Wing to provide support by day and night. Led by Wg Cdr Rolf Aronson, the Magpies began operations after just four days’ familiarisation. Wg Cdr Vin Hill, OC Flying for 2 Squadron, flew Canberra A84-240 off on the first mission on April 23 to attack a supply dump. All the early sorties were Combat Skyspot missions and mostly staged at night. One navigator described the

Far right

Bombs from the Wg Cdr Jack Boast’s Canberra exploding on a road target near Phu Cat in November 1969.

process: “You would give the details of your bomb load and ballistics and [the controllers] would compute the release point. The radar would then guide you to a point in the sky giving a countdown to bomb release.”

Impressive elite

Wg Cdr Aronson pressed the Americans to allow 2 Squadron to conduct daylight visual low-level attacks. Despite US reservations, the Canberras proved successful and accurate and they became the only tactical aircraft to conduct level bombing from low altitude. Daylight sorties were also flown under control of a Forward Air Controller (FAC) in a spotter aircraft, often marking the target with smoke or flares. The squadron’s reputation quickly grew and when General William Westmoreland, MACV commander, visited in October he described

the Magpies as: “An elite Canberra squadron that has impressed me very much.” During the Communist Tet Offensive of early 1968 the Canberras were heavily engaged against enemy troop positions around the besieged Marine camp at Khe Sanh. Although prohibited from flying into North Vietnam, the Canberras did occasionally unwittingly stray across the border, one crew noted an ‘accidental’ incursion of at least 100 miles! On April 27 the new CO, Wg Cdr David Evans, made a daylight strike along a canal in the face of anti-aircraft fire destroying several sampans and bunkers and killing 19 enemy troops. He conducted another successful attack in midSeptember under control of a FAC whose pilot recalled: “We were being subjected to heavy ground fire on the way to a target. I was

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WW2 DESERTER V I E T N A OR M PATRIOT? CA N B E R RA

MAGPIE WEAPONRY

Repatriation of the missing crew of A84-231, Fg Off Mike Herbert and Plt Off Robert, in 2009.

Usually, 2 Squadron dropped World War Two vintage 500lb (and 1,000lb bombs in sticks. To increase the load, engineers developed a wing tip bomb rack to replace the drop tank to supplement those carried in the bomb The last bomb dropped by 2 Squadron bay. In August 1968 HQ 7th in Vietnam on the specially developed wing tip pylon. Air Force decided to employ the Canberra mainly for visual bombing and standardised on USAF 750lb weapons with six being carried.

Above

Aircrew briefing for a mission at Phan Rang in 1968. Below

Canberra B.20 A84-246 heading back to base in late 1970. J W BENNETT

able to silence heavy ground fire and obtain BDA [bomb damage assessment] of six enemy killed, plus bunkers destroyed.”

Ho Chi Minh Trail

Strikes throughout South Vietnam up to the demilitarized zone (DMZ) were flown daily, often

in the face of heavy anti-aircraft artillery and surface-to-air missiles (SAMs). At times bombing was carried out directly in front of troops in contact so accuracy was paramount. Attacks on fixed bunker complexes, supply routes and direct support to troops were the normal fare. From April 1970 interdiction on the Ho Chi Minh Trail began and the winding route through the A Shau Valley from Laos was constantly hit using 1,000lb bombs. On November 3, 1970, Canberra A84-231 was lost while hitting a target to the north of Da Nang. The bodies of Fg Off Mike Herbert and Plt Off Robert Carver were not found until 2009. Wg Cdr John Downing became the CO in 1970 and with his navigator, Flt Lt Al Pinches; he was shot down by an SA-2 Guideline

SAM near the DMZ on March 14, 1971. Both ejected and spent an uncomfortable night in an area infested with enemy troops before being rescued. Soon after this Flt Lt Fenton flew one of 2’s most successful missions on a target on the Laos-Cambodia border. Dropping his bombs just 20 yards ahead of US troops under heavy pressure, 80 enemy personnel were killed. This raid was almost 2 Squadron’s swansong as on May 31, 1970, Fg Offs Dave Smith and Pete Murphy flew the last Magpie mission in support of the US 101st Division in the A Shau Valley. This brought the sortie total to almost 12,000 for the loss of seven men and two aircraft. The Magpies had been awarded three DSOs, two MBEs, seven DFSs and an MM. The Battle Honour ‘Vietnam 1967-1971’ for 2 Squadron had been hard won.

“Flt Lt Fenton flew one of 2’s most successful missions on a target on the Laos-Cambodia border. Dropping his weapons just 20 yards ahead of US troops under heavy pressure, 80 enemy personnel were killed”

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 y

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101 Squadron Association

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THE BLENHEIM SOCIETY

Contact: Barry Collman 1 Rose Cottage, 179 Penn Road,Hazlemere High Wycombe Bucks HP15 7NE Tel: 01394 450767 [email protected] www.air-britain.com

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NO 72 SQUADRON ASSOCIATION

(RAF/USAAF) MARTLESHAM HEATH

The International Association of Aviation Historians & Enthusiasts

Tel: 01992 442608 [email protected] blenheimsociety.org.uk



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Contact: Mr Dave Phipps Chacksfield House 31 St Andrews Road Leicester LE2 8RE Tel: 0116 244 0028 Fax: 0116 244 0645 Email: [email protected] Web: www.bmfa.org

Chairman: Noel Steel www.101squadronassociation.org.uk

FRIENDS OF THE FIGHTER COLLECTION Imperial War Museum Duxford Airfield Cambridge CB2 4QR [email protected] www.fighter-collection.com

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Membership Secretary: T G Docherty 17 Mannachie Grove Forres Morayshire IV36 2WE Tel: 01309 675059 [email protected]

Contact: R W Dunnett 341 Main Rd. Martlesham Suffolk IP5 2QU Tel: 01473 624510 [email protected] [email protected] www.mhas.org.uk

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COLD WAR JETS VULCAN TOUR

Warri Weekend

A

vro Vulcan B.2 XH558, now in its final year of flying, flew a nationwide ‘Salute to the V-Force’ tour over the weekend of June 27 and 28. The aim of the jaunt was to honour the personnel who operated Vulcans, Handley Page Victors and Vickers Valiants as Britain’s airborne nuclear deterrent in the early days of the ‘Cold War’. To achieve this, the Vulcan To The Sky Trust (VTST) set itself an ambitious target – to fly over all the remaining preserved, complete V-Force airframes in the UK, a total of 17 locations. VTST boss Dr Robert Pleming told FlyPast: “Building on an

idea from the British Aviation Preservation Council, we conceived a plan to fly over each one of the existing complete V-Force airframes at museums around the UK and, through social media and our e-mail newsletter, to invite as many of XH558’s supporters who could make it to congregate at these sites. “Given the distances involved, the tour was split into a northerly section flown on Saturday June 27, with the southerly half on the following day. At many of the sites, XH558 was able to carry out more than just a flypast, so we exceeded expectations comprehensively.” Taking off from her Doncaster

base at around 1:00pm on the 27th – with Martin Withers, Kev Rumens and Jonathan Lazzari in the cockpit – The Spirit of Great Britain appeared first at Elvington, flying over Victor K.2 XL231 Lusty Lindy, and then headed for Scarborough and Sunderland. After a visit to East Fortune in Scotland, the Vulcan returned south via several other locations, including Woodford, where she made her first flight in May 1960. At East Midlands Airport, commercial air traffic was halted while the delta performed a short display. A trip to Newark Air Museum followed, bringing large

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i r crowds to the home of Vulcan B.2 XM594, before the VTST crew headed home after a successful three-hour sortie. An indifferent weather forecast did not prevent ’558 from fulfilling a similarly full itinerary on the 28th. This time the jet was flown by Bill Perrins, Phill O’Dell and Phil Davies, lifting off promptly once again and heading for the place many regard as its spiritual home, Bruntingthorpe in Leicestershire. It was here that the bomber was based for several years while it was gradually restored to airworthiness, flying again on October 18, 2007.

We look back on an ambitious nationwide tour undertaken by the last flying Vulcan

Above

The Vulcan heads for Duxford, home of B.2A XJ824. IWM Left

Avro Vulcan B.2 XH558 flies over HP Victor K.2 XM715 at Bruntingthorpe on June 28. JAMIE EWAN

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COLD WAR JETS VULCAN TOUR

Sister ship

Right

At Southend, XH558 overflew one of her ‘sisters’, the Vulcan Restoration Trust’s B.2 XL426. PHIL WHALLEY

Arriving from the northeast, the aircraft twice overflew the airfield before proceeding to its next location, Coventry. To mark the Vulcan’s visit, the team that looks after Bruntingthorpe-based HP Victor K.2 XM715 Teasin’ Tina towed its charge onto the taxiway – giving photographers a chance to capture the two V-bombers together. Wellesbourne, Hendon and Duxford were among the other destinations on Sunday’s tour before G-VLCN set out towards Southend Airport, home to B.2 XL426, her predecessor as the RAF’s Vulcan Display Flight aircraft. For those who regard the two former VDF aircraft as ‘sisters’, XH558’s flypast over her Essex counterpart was especially poignant. After visits to Norwich and Marham (among others), the Vulcan made what may have been its final appearance at Waddington, where huge crowds

had gathered in the base’s viewing enclosure. The Lincolnshire airfield was the venue for the bomber’s first post-restoration display in July 2008, and has been visited frequently by VTST and its deltawinged charge over the intervening years. After flying over Waddington’s static B.2 XM607 with an impressive pass and climb, XH558 departed to Cleethorpes Airshow before returning to base. “To say that the tour was a success is somewhat of an understatement,” said Robert. “All 17 sites were overrun with people – police reporting 20,000 on the roads around Woodford. We even managed to provide a short display at the Armed Forces Day event at

Scarborough. Many thanks are due to the CAA for facilitating the whole tour. We have a packed season ahead of us through into the autumn, taking XH558’s fabulous Farewell to Flight display across the country. It’s certainly turning into a summer to remember.” Given that ‘Honouring The Past’ is a significant part of VTST’s mission statement, all involved with the aircraft’s upkeep can consider its two-day tour to be ‘mission accomplished’. www.vulcantothesky.org

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GLORY DAYS PHOTOGRAPHIC MEMORIES

Kicking Dust UP THE

Left

In an eastbound pre-race practice, Sqn Ldr Graham Williams brought Harrier GR.1 XV744 into ‘RAF St Pancras’ on May 2 after an uneventful crossing. Extruded alloy mats had been laid down for the Harriers to operate from – the mats could be unrolled from specially-modified vehicles to allow for rapid off-airfield deployments by Harriers. As Sqn Ldr Williams landed, the jet efflux from XV744’s Bristol Siddeley Pegasus 101 vectored-thrust turbofan managed to kick up substantial stone sets that formed the basis of the coal yard. More matting was called for! Below

On Saturday May 3, 1969, Sqn Ldr Tom Lecky-Thompson flew HS Harrier GR.1 XV741 from Northolt to ‘RAF St Pancras’. The new RAF ‘forward operating base’ was a former coal yard close to the London railway station from which it got its name. The Harrier was the latest jet to join the RAF’s inventory: XV741 belonged to the Harrier Conversion Team which had been formed the previous January. When the coal dust had settled, Lecky-Thompson and his ground crew celebrated the first time ever a fixed wing military jet had operated from a city centre.

On May 5, 1969, Sqn Ldr Lecky-Thompson started off at the top of the nearby Post Office Tower and was taken to ‘RAF St Pancras’ care of a motorcycle. Shortly after take-off, Tom hooked-up Harrier GR.1 XV741 with the first HP Victor tanker and was on his way to the USA – nine more top-ups were needed. He landed XV741 in New York close to the United Nations building and was whisked by motorcycle to the Empire State Building to complete a time of six hours, 11 minutes. Later Sqn Ldr LeckyThompson was declared the winner in the subsonic westbound section.

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We look back to 1969 with a special portfolio on the Harrier ‘jump jet’ and its involvement in the ‘Daily Mail’ transatlantic air race Above

To mark the 50th anniversary of Alcock and Brown crossing the Atlantic in a Vickers Vimy, the ‘Daily Mail’ – which had supported the 1919 adventure – offered prizes in different categories eastbound or westbound between New York and London. The Harrier had yet to enter squadron service, but the opportunity to show off its capabilities and the operational experience of hooking up with the Marhambased Victor tanker fleet gave entering the competition many practical spin-offs.

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THE WAY WE WERE 32 SQUADRON BAe 146 CC.2 ZE700 with the unit’s blue and white bars elegantly included in the ‘cheat’ line, thus maintaining a tradition going back to 1923.

Rallying S

eventy-five years ago 32 Squadron was in the thick of the Battle of Britain, defending London and the Home Counties from its base at Biggin Hill. Unique within the present-day RAF, it is the only former Battle of Britain unit to fly from an airfield that was a fighter station during that crucial summer. Next year Northolt-based 32 Squadron celebrates its centenary, when its gallantry over the Western Front will be remembered. A home defence fighter unit in the 1920s and 1930s and through to the Battle of Britain, 32’s new theatre became

the Middle East in 1942 as its Great War role of ground attack was re-adopted. From the late 1960s, light transport, particularly the carriage of VIPs, became 32 Squadron’s specialisation. In recent times, it has become more operationally focused, providing a vital transport capability into conflict areas.

DH.5 A9357 was a presentation aircraft from Malaya. J M BRUCE/ G S LESLIE COLLECTION

Somme debut Major Lionel Rees assumed command of 32 Squadron Royal Flying Corps (RFC) soon after it was formed at Netheravon

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A Battle of Britain unit based at a Battle of Britain station – Andy Thomas profiles 32 Squadron The DH.2s of 32 Squadron proved very effective over the Somme battlefields in 1916.

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THE WAY WE WERE 32 SQUADRON Badge and Battle Honours The badge depicts a stringed hunting horn and was approved by HM King George VI in December 1936. The horn signified the unit’s ability to hunt the enemy. Its motto ‘Adeste Comites’ translates as ‘Rally round, comrades!’ The squadron’s Battle Honours are: Western Front 1916-1918, Somme 1916-1918*, Arras, Ypres 1917*, Amiens*, France and Low Countries 1939-1940*, Battle of Britain 1940*, Home Defence 1940-1942, Dieppe*, North Africa 1942-1943*, Italy 1943, South East Europe 1944-1945*, Gulf 1991. (Honours marked with an asterisk, may be emblazoned on the Squadron Standard.) on January 12, 1916. His unit was gradually equipped with Airco DH.2 single-seat ‘pushers’ and worked up in the scout (or fighter) role. Declared operational, 32 Squadron moved to France in late May and settled at Auchel where it began patrols across the lines on June 4. The arrival was timely, as Fokker monoplanes were reaping a rich harvest of the RFC’s observation aircraft and so escort flights predominated. Reconnaissance, particularly for the huge bombardment of enemy positions, was vital in the build up to the massive offensive on the Somme. Positioned just behind the front line at Treizennes, 32 was well placed to support the start of the Battle of the Somme that opened so disastrously on July 1. That morning Major Rees, flying in 6015, led a patrol that became embroiled with eight enemy scouts that shot down one of the DH.2s. Rees attacked with such vigour that he scattered them, sending two down out of control in the process. However: “…a bullet in the thigh paralyzed his leg, forcing him to temporarily break off his assault. As the shock of the wound wore off, he was able to pursue the German formation leader. He fired his Lewis gun [until] empty. In frustration, he drew his pistol

Above

Sopwith Snipe E6268 at Lympne in the early 1920s. LEONARD BRIDGEMAN During the mid 1920s the unit flew Gloster Grebes.

but dropped it into his DH.2’s nacelle. The German formation was shattered and scattered.” So ran his recommendation for the Victoria Cross. Soon afterwards, 32 Squadron moved to Vert Galant from where it continued to fly over the carnage of the Somme battlefield until the conflict there drew to its bloody end in November. The unit had been in continual action, often outnumbered and suffering a

continual stream of casualties. Its first Battle Honour had been hard won.

Changing tactics Patrols continued through the winter, with Major T A E Cairnes in command. In April 1917, the squadron changed tactics in support of the Battle of Arras, staging ground attacks against German troops and transport behind the lines. Australian Lt

George Wells was something of a specialist who would indulge in searching houses for snipers and hidden machine-guns! By then, the DH.2 was thoroughly outclassed and 32 began re-equipping with DH.5s in May. Although a ‘tractor’ biplane, the DH.5 had a back stagger to the upper wing to give the pilot a good view, but was still 14mph slower than the German Albatros scouts. Offensive patrols were also flown

SE.5As of 32 Squadron preparing for another patrol over the Front from a muddy French airfield in 1918.

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Pilots of 32 Squadron walk to their Bulldogs at Biggin Hill in the 1930s.

“As the shock of the wound wore off, he was able to pursue the German formation leader. He fired his Lewis gun until empty. In frustration, he drew his pistol...” Plt Off Peter Brothers tucking his Gauntlet II in close during formation practice. VIA J D R RAWLINGS

At the height of the Battle of Britain, ground crew refuelling a 32 Squadron Hurricane.

and these resulted in dogfights, with Capt Arthur Coningham particularly active during July and claiming no fewer than nine victories, all in A9179. Later famous as ‘Mary’ Coningham and commander of the Desert Air Force, he was the most successful DH.5 pilot. In heavy fighting on September 20 during the Third Battle of Ypres, 2nd Lt William Cornish was lost when A9179 was hit by a shell near St Julien. As the Battle reached its muddy, bloody conclusion on October 30, 2nd Lt Tyrrell shot down an Albatros D.V over Passchendaele – it was his first but he was to become 32’s most successful pilot of the war. At the end of 1917, the squadron began to re-equip with the excellent Royal Aircraft Factory SE.5A, but it was not fully equipped until the following March, coinciding with the massive German offensive.

No.32 participated in the desperate fighting but eventually the line stabilised and the Allies went onto the offensive. On a ground attack sortie over the trenches on June 9 Capt Walter Tyrrell MC was killed; the Ulsterman was aged just 19. Under Major J C Russell, 32 continued supporting the assault on the Hindenburg Line and remained in action to the Armistice. Despite often sustaining heavy casualties, 32 Squadron had distinguished itself and had been credited with 175 victories. The post-war rundown soon caught up and 32 reduced to a cadre and was disbanded at the end of 1919.

Biplane Golden Age During the early 1920s, the RAF slowly began rebuilding, and so at Kenley on April 1, 1923 Sqn Ldr R S Maxwell took command of the re-formed 32 Squadron. The unit

adopted an attractive marking of a blue band with diagonal white stripes for its Sopwith Snipes, which is still worn discreetly on its modern jet transports. In late 1924, Gloster Grebes arrived, and during the General Strike of 1926 these were used to carry urgent mail around the country. Tactics and procedures were developed for the defence of London and southern England and these continued after re-equipment with Gloster Gamecocks in 1926. On May 26, 1927 Fg Off Montgomery won the inaugural Sassoon Trophy race at an average speed of over 150mph as reported in the press at the time: “Competitors had to climb at once to 2,000ft and were not allowed to fly below that altitude until they dived for the finishing line. The course was Northolt, Duxford, Halton, Northolt.”

A year later, 32 took on the allmetal Armstrong Whitworth Siskin IIIA, to be followed in 1931 by the Bristol Bulldog with which the squadron moved to Biggin Hill the following year. Gloster Gauntlets arrived in 1936 and it was with these that 32 went onto a war footing during the Munich Crisis of September 1938. Hurricanes arrived the following month and the squadron lost no time in working up to an operational state. By the time war broke out in September 1939, it was ready and confident to face the challenges ahead.

Into the maelstrom At the beginning of 1940, the unit moved out to Gravesend but had only a solitary and inconclusive brush with the Luftwaffe. This all changed in May soon after Sqn Ldr John Worrall took over.

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THE WAY WE WERE 32 SQUADRON No.32 Squadron Spitfire Vs at Araxos, Greece, in September 1944.

Aircraft flown by 32 Squadron 1916 to 1949 Type Vickers FB.5 Gunbus+ Farman F 20+ Vickers ES.1+ Airco DH.2 Airco DH.5 Royal A/c Factory SE.5A Sopwith Snipe Gloster Grebe II Gloster Gamecock I Armstrong Whitworth Siskin IIIA Bristol Bulldog IIA Gloster Gauntlet II Hawker Hurricane I Hawker Hurricane IIB Hawker Hurricane IIC Supermarine Spitfire Vc Supermarine Spitfire HF.VIII Supermarine Spitfire IX Supermarine Spitfire FR.18 + - partial equipment

From Jan 1916 Jan 1916 May 1916 Feb 1916 May 1917 Dec 1917 Apr 1923 Nov 1924 Sep 1926 Apr 1928 Sep 1930 Jul 1936 Oct 1938 Jul 1941 Nov 1941 Jun 1943 May 1944 Dec 1943 Jun 1943 Nov 1944 Apr 1947

To May 1916 May 1916 Jul 1916 Jul 1917 Mar 1918 Mar 1919 Dec 1924 Feb 1927 Apr 1928 Jan 1931 Jul 1936 Oct 1938 Jul 1941 Nov 1942 Aug 1943 Nov 1943 Jul 1944 Jul 1944 Jul 1944 Jun 1947 Mar 1949

Following the German assault against France that began on May 10, the RAF sent fighter reinforcements and eight days later 32 was thrown into the maelstrom, using Abbeville as an advanced base. Early the following afternoon a Dornier Do 17, a Messerschmitt Bf 110 and a Bf 109 were destroyed and number of others hit, so opening 32’s ‘account’ for the new war. Fg Off Milner became the unit’s first casualty as he baled out and was captured by the rapidly advancing Germans. France soon became too hot and 32 returned to England, from where it covered the evacuation of Dunkirk. Flt Lt Mike Crossley brought down a Junkers Ju 88 near the French port on the 26th. In early June, 32 returned to its spiritual home at Biggin Hill from where it continued in action over France until that country surrendered. At Biggin Hill 32 was well placed in early July when the Luftwaffe

attacks began what became the Battle of Britain. For 32 the conflict began on the afternoon of July 3 when three Hurricanes shot down a Do 17, and two days later Plt Off Rupert Smythe despatched two Bf 109s over the Straits of Dover. Flt Sgt Turner baled out badly burned after combat with marauding Bf 109s on the 19th; the CO took to his parachute the next day and another pilot was killed. Time and again 32’s Hurricanes scrambled against large formations of enemy aircraft. As August progressed it was often tasked to defend Fighter Command’s vital radar sites and airfields, including its own at Biggin Hill.

Head-on attack For 32 Squadron the heaviest action of the Battle took place on August 18 with Sqn Ldr Mike Crossley as CO. At lunchtime 32 was scrambled against a large raid and, in good visibility at 15,000ft, Dorniers of KG 76 and the escorting Bf 110s were spotted.

Hurricane Is of 32 Squadron’s ‘A’ Flight awaiting the scramble at Hawkinge, July 1940.

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Vampire FB.9s of 32 Squadron at Juba, Tanganyika, en route to Rhodesia in May 1954. H WALKER

Flt Lt Peter Brothers led ‘B’ Flight into the escort while the CO led ‘A’ Flight in a furious attack that broke up the formation. Brothers destroyed a Dornier by his favourite method: “The best thing to do was take them head-on and go straight through the formation. I would press home the attack until I thought a collision was almost inevitable.” The squadron then tackled the Ju 88s of II/KG 76 as they bombed West Malling. On returning to Biggin Hill, 32’s pilots claimed a Bf 110, two Ju 88s and no fewer than seven Dorniers destroyed. During a later sortie led by the CO, six Bf 109s were claimed in a fight over central Kent. However, five Hurricanes were also lost. Although 32 continued in action for another week, after almost two months of heavy engagement its men were exhausted. On the 25th it flew its final sorties during which it lost two more pilots to the deadly Bf 109s. On August 28, the unit withdrew north to Acklington to rest and rebuild. For the loss of 20 of

Canberra B.15 WH970 at Masirah, Oman, in April 1966. A J S JAMES

its own, 32 Squadron claimed 48 enemy aircraft destroyed. At the end of the year 32 returned south, to Middle Wallop, but saw little action, though it did claim a Heinkel He 111 in mid-January 1941. ‘Trade’ was scarce and monotonous convoy escorts were the main occupation. In May, under Sqn Ldr Ted Thorn, tactics switched to night fighting and acting as ‘parasites’ to the Turbinlite ‘flying searchlight’ Douglas Havocs of 1452 Flight.

Move to Manston Having moved to Manston with the cannon-armed Hurricane IIc, 32 began participating in cross-Channel sweeps attacking ground targets. During the raid on Dieppe on August 19 the unit was tasked to attack the ‘Hindenburg’ battery above the town. On later sorties 32 Squadron hit machine-gun posts that were causing carnage on the beaches. The CO was decorated for his leadership, it being noted that: “…he continued his attack though warned that an enemy aircraft was attacking him.”

Dieppe was 32’s swansong in Britain as it began preparing for overseas duty. On December 7, 1942 Sqn Ldr John Shaw led them into French North Africa as part of Operation Torch. Initially based at Philippeville in Algeria, 32 soon moved to Maison Blanche near the capital, Algiers, from where it was fully occupied with shipping protection by day and night. During night patrols over Sidi Ahmed airfield on the northern coast of Tunisia in mid-April, the CO shot down Ju 88s on successive nights. This was 32’s last action on the Hurricane as it began a slow re-equipment with Spitfires, with which it mounted detachments along the coast of North Africa. There was little sign of the Luftwaffe, but on September 2 a patrol off Bizerte intercepted two Focke-Wulf Fw 190s and two days later Flt Lt Brodie and Fg Off Miller scrambled and intercepted two more ’190s in the same area. Both were shot down and a third was destroyed on the 7th. The last action over North Africa was

on December 8 when three of the newly delivered Spitfire HF.VIIIs, scrambled from Reghaia, shot down a Ju 88 into the sea off Algiers. The squadron had kept a detachment at Foggia on the Italian east coast for some time, and at the beginning of February 1944 it moved there in toto. The first ‘op’ took place on the 2nd when the CO, Sqn Ldr M S Lewis, participated in a sweep over the Dalmatian coast. Yugoslavia became 32’s area of operations, escorting fighterbombers and, from the summer, also carrying bombs. In September detachments were sent to Greece to help following the German withdrawal, as communists attempted to seize control. The squadron began interdicting insurgent forces and transport lines. As operations intensified, 32 moved to Kalamaki, near Athens, in October 1944 where its duties included escorting Dakota transports and covering the British occupation of Salonika.

“Time and again 32’s Hurricanes scrambled against large formations of enemy aircraft. As August progressed it was often tasked to defend Fighter Command’s vital radar sites and airfields, including its own at Biggin Hill”

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THE WAY WE WERE 32 SQUADRON Aircraft flown by 32 Squadron 1949 to date Type De Havilland Vampire F.3 De Havilland Vampire FB.5 De Havilland Vampire FB.9 De Havilland Venom FB.1 English Electric Canberra B.2 English Electric Canberra B.15 Hunting Percival Pembroke C.1+ Beagle Basset CC.1 HS Andover CC.2 Bristol Sycamore HC.14 Westland Whirlwind HAR.10, HCC 12 HS HS.125 CC.1, CC.2; CC.3 HS Andover C.1, CC.2 Sud Gazelle HCC.4 BAe 146 CC.2, C.3 Westland Wessex HCC.4 Aerospatiale Twin Squirrel Agusta A109E + - partial equipment In early 1945, the squadron moved to Palestine where it became nonoperational – 32’s long war was over.

Nomadic existence At Ramat David 32 Squadron was re-equipped with Spitfire IXs and began policing operations to keep order in an increasingly fractious Palestine. Searches for illegal immigrants and terrorists became the norm. On February 26, 1946 the squadron was the victim of an attack when its base at Petah Tikva was targeted by Zionists and seven aircraft of 32 and 208 Squadrons were destroyed. In an act of cool heroism, 32’s CO, Sqn Ldr Sylvester, removed a device from one of his aircraft. Spitfire FR.18s arrived in the

From Jul 1948 Jun 1950 Apr 1952 Sep 1954 Jan 1957 Jul 1961 Feb1969 Feb 1969 Feb 1969 Feb 1969 Jan 1970 May 1971 Sep 1975 May 1976 Apr 1995 Apr 1995 Apr 1996 Apr 2006

To Jul 1950 Jun 1952 Jan 1955 Jan 1957 Mar 1962 Feb 1969 Sep 1969 May 1974 Mar 1995 Aug 1972 Nov 1981 Mar 2015 Mar 1995 Apr 1996 date Mar 1998 Mar 2006 date

spring of 1947, and as the end of the British Mandate approached 32 moved to Nicosia, Cyprus. A detachment was maintained at Ramat David as British forces were attacked by both sides, and on May 22, 1948 it lost two aircraft in an Egyptian air attack. The next day the unit flew out to Cyprus. As part of the permanent presence in the Middle East, 32 Squadron became the first in the region to re-equip with jets when Vampire F.3s arrived in July. Two years later, improved FB.5s were taken on and with these came a move to the Suez Canal Zone. Four Vampires flew a routeproving sortie to South Africa and a detachment also went to Khormaksar in Aden for policing

operations in support of the resident 8 Squadron while it also converted to Vampires. It was at Kabrit, Egypt, in September 1954 that 32 re-equipped with Venoms, before moving variously to Iraq, Malta and, at the end of 1956, to Jordan where 32’s long career as a fighter squadron ended at Mafraq.

Bomber interlude In place of the Venom, four Middle East Air Force squadrons were re-equipped with the Canberra B.2s. The new 32 Squadron was already working up in the UK and moved to Akrotiri, Cyprus, in March 1957 under Sqn Ldr P B Wills. Once again 32 led a nomadic life, with regular detachments

throughout the Middle East. The more capable Canberra B.15, which could deliver a wider range of weapons including air-to-ground rockets, began to arrive in 1961. It was the B.15s that 32 took to Tengah, Singapore, in November 1964 for a three-month detachment during the so-called ‘Indonesian Confrontation’. The unit went to Kuantan in Malaya for another period the following year. The day of the Canberra was ending and with the arrival of Vulcans in Cyprus 32 Squadron was again disbanded, on February 3, 1969.

VIP duties Phoenix-like, 32 Squadron was re-formed at Northolt on the same day by the simple expedient of

On reforming in 1969, 32 Squadron inherited a variety of types including some veteran Sycamore HC.14s.

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VIP Whirlwind HCC.12s served the unit for nearly 12 years.

No.32 Squadron’s fixed-wing fleet contained a number of Andovers, including CC.2 XS794.

Wg Cdr Stephen Courtnadge OC 32 Squadron “The demand for the squadron’s services continues unabated despite the recent reductions in aircraft and crews. This provides many challenges for my personnel as we attempt to balance operational requirements. Overlaid on top of this is the constant need to train and prepare the aircrew for potential deployments and tasks worldwide. “The aspect of the squadron with which I am most proud is our ability to respond at extremely short notice to any and all of these needs. My staff and crews show great flexibility, patience and skill in their planning and execution of such tasks. The utilisation of squadron aircraft has never been higher and I am encouraged by the constant flow of praise and recognition that the unit receives for our significant contribution. “I am particularly looking forward to the arrival of a new AW109SP helicopter later this year. This will give 32 Squadron an enhanced capability for the point-to-point transfer of our most senior passengers. The recent decision to maintain the 32 Squadron capabilities out to at least 2022 allows us to proudly continue ‘Rallying Round’.” The unit’s longest serving type was the HS.125: CC.3 ZD704 at a bomb-damaged Kandahar airfield in late 2004.

re-numbering the Metropolitan Communications Squadron, under Sqn Ldr Ian Temple. The ‘new’ 32 flew a mixture of Beagle Bassets, Percival Pembrokes, Bristol Sycamore helicopters, and a solitary HS Andover for longer-range work. Tasks were the speedy movement of VIPs, senior officers and other key personnel to destinations within Britain and Europe. Due to wing spar fatigue problems the Pembrokes

were withdrawn and soon afterwards more capable Westland Whirlwind helicopters arrived. In March 1971, the first executive jets were delivered in the shape of four HS.125 CC.1s that could take passengers further afield faster and in greater comfort. These were supplemented in 1973 by two more powerful CC.2s in ‘C’ Flight and these allowed for the disposal of the Bassets. Additional Andovers for ‘A’

No.32 Squadron uses a leased Agusta A109E to fulfil its rotary tasks, often flying into central London. ALL 32 SQUADRON RECORDS UNLESS NOTED

Flight, and the arrival of Sud Gazelle helicopters in 1976, provided the squadron with a period of relative stability. With eight Andovers, a dozen HS.125s and six Gazelles, 32 was one of the biggest squadrons in the RAF by 1990. When British forces moved to the Gulf a detachment of HS.125s was also sent to provide secure in-theatre transport for British commanders. On April 1, 1995 the unit was merged with the Queen’s Flight to become 32 (The Royal) Squadron. Members of the Royal Family, including the Queen, were flown, as well as senior members of government. With the merger came three BAe 146 CC.2s and Westland Wessex HCC.4s. The latter were withdrawn in 1998 leaving three leased Aerospatiale Twin Squirrels to fulfill helicopter tasks. With increasing British commitments in Iraq and later Afghanistan, 32’s role changed significantly, moving from the carriage of VIPs to providing transport and logistical support to military operations. In 2006,

leased Agusta A109Es arrived, and to fulfill additional intra-theatre requirements in Afghanistan two additional BAe 146s were delivered in 2012. Fitted with the same antimissile capabilities of their VIP brethren, these wore tactical grey camouflage and their flexibility to carry both passengers and freight was quickly exploited. Detachments were maintained in the Middle East while at the same time 32 remained committed to emerging operations, notably in 2011 in support of UN Resolution 1973 in Libya. The culmination of the campaign in Afghanistan in 2014 meant that for the first time in 12 years all of 32 Squadron’s aircraft were back at Northolt. As part of ongoing defence reductions, in March this year all the remaining HS.125 CC.3s were withdrawn, leaving 32 with just the four BAe 146s and a solitary Agusta. Despite these reductions, 32 Squadron continues to provide an important capability in the Middle East and elsewhere, maintaining the fine traditions that have been built up over almost 100 years.

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FINALS SEA VIXEN De Havilland Sea Vixen FAW.2 XP924 (G-CVIX) made an eyecatching return to the skies over Somerset on July 1. Now owned and operated by the Fly Navy Heritage Trust, Cdr Simon Hargreaves took the former 899 NAS machine for its first test flight since its arrival last year. The 1963-built jet is maintained at Yeovilton by Naval Aviation Ltd, a subsidiary of the Trust. It subsequently displayed at Yeovilton’s Air Day on July 11. www.fnht.co.uk LEE HOWARD

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Next month we tell the moving story behind a nocturnal Beaufighter’s Do 217 shoot down, feature the amazing Il-2 Sturmovik warbird and bring you the best news and airshow coverage around. PLUS Spotlight shines on a Cold War great – the Buccaneer. Don’t miss this special issue, which is in the UK shops on September 1. * Overseas deliveries are likely to be after this date.

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AIRFIELDS

STATION/AIRFIELDS USED IN THE BATTLE OF BRITAIN Map reference

Station name/location

Map reference

Station name/location

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

Acklington, Northumberland Aldergrove, Antrim, Northern Ireland Bibury, Gloucestershire Biggin Hill, Kent Bircham Newton, Norfolk Boscombe Down, Wiltshire Castletown, Caithness, Scotland Castle Camps, Cambridgeshire Catterick, Yorkshire Chilbolton, Hampshire Church Fenton, Yorkshire Collyweston, Northants Coltishall, Norfolk Croydon, Surrey Debden, Essex Digby, Lincolnshire Drem, East Lothian, Scotland Duxford, Cambridgeshire Dyce, Aberdeenshire Eastchurch, Kent Exeter, Devon Filton, Gloucestershire Ford, Sussex Fowlmere, Cambridgeshire Gatwick, Surrey Grangemouth, Stirling Gravesend, Kent Hatston (Fleet Air Arm), Orkneys Hawkinge, Kent Hendon, Middlesex Hornchurch, Essex Hullavington, Wiltshire

33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62

Kenley, Surrey Kirton-in-Lindsey, Lincolnshire Leconfield, Yorkshire Manston, Kent Martlesham Heath, Suffolk Middle Wallop, Hampshire Montrose, Angus, Scotland North Weald, Essex Northolt, Middlesex Pembrey, Carmarthen, Wales Prestwick, Ayrshire Redhill, Surrey Roborough, Devon Rochford, Essex Sealand, Flintshire, North Wales Skitten, Caithness, Scotland Speke, Lancashire St Eval, Cornwall Stapleford Tawney, Essex Sumburgh, Shetlands Tangmere, Sussex Ternhill, Shropshire Thorney Island, Sussex Turnhouse, Midlothian, Scotland Usworth, Durham Warmwell, Dorset West Malling, Kent Westhampnett, Sussex Wick, Caithness, Scotland Wittering, Northants

Notes: County information reflects the 1940s boundaries.

B AT TL E O F B R ITA I N 75TH A N N I V E R S A RY

52

28

7 48

RAF FIGHTER COMMAND ORDER OF BATTLE, AUGUST, 1940

61

19

39

26

17

56

SQN

AIRCRAFT

UNIT BASES CODE

SQN

AIRCRAFT

UNIT BASES CODE

1 1 RCAF 3 17

Hurricane Hurricane Hurricane Hurricane

JX YO QO YB

SO DZ

Tangmere, Westhampnett, Drem, Martlesham Heath, Stapleford,

Blenheim

YP

145 151 Digby 152 213 219

Hurricane Hurricane

23

Acklington, Warmwell, Exeter, Tangmere, Catterick, Redhill

Blenheim

ZK

29

RO

222 229 232

ZD RE EF

32 41 43 46 54 56 65 66

Blenheim/ Beaufighter Hurricane Spitfire Hurricane Hurricane Spitfire Hurricane Spitfire Spitfire

Spitfire Hurricane Blenheim/ Beaufighter Spitfire Hurricane Hurricane

UM AK FK

25

Tangmere, Northolt, Wittering Northolt Wick, Castletown, Turnhouse Debden, Tangmere, Martlesham Heath Collyweston, Wittering, Middle Wallop, Ford Martlesham Heath, North Weald, Debden Digby

234 235 236 238 242 245 247 248 249

Spitfire Blenheim Blenheim Hurricane Hurricane Hurricane Gladiator Blenheim Hurricane

AZ LA FA VK LE DX HP WR GN

72

Spitfire

RN

73 74

Hurricane Spitfire

TP ZP

79

Hurricane

NV

Biggin Hill, Acklington Hornchurch, Catterick Tangmere, Northolt, Usworth Digby, Stapleford Tawney Hornchurch, Catterick North Weald, Boscombe Down Hornchurch, Turnhouse Coltishall, Kenley, Gravesend, West Malling Acklington, Biggin Hill, Croydon, Leconfield Church Fenton, Castle Camps Hornchurch, Wittering, Kirton-in-Lindsey, Coltishall, Biggin Hill Biggin Hill, Hawking, Sealand, Acklington, Pembrey Martlesham Heath, Debden, Croydon, Castle Camps, Church Fenton, Kirton-in-Lindsey, Church Fenton, Exeter, Bibury, Hullavington Pembrey, Biggin Hill Croydon, Debden, Drem, Dyce Turnhouse, West Malling, Hawkinge, Grangemouth, Dyce, Turnhouse, Drem, Gatwick

Hornchurch Wittering, Northolt Sumburgh, Castletown, Skitten, Drem St Eval, Middle Wallop Bircham Newton Thorney Island, St Eval Middle Wallop, St Eval, Chilbolton Coltishall, Duxford Turnhouse, Aldergrove Roborough Dyce, Sumburgh Leconfield, Church Fenton, Boscombe Down, North Weald Kirton-in-Lindsey, Turnhouse, Prestwick, Kenley Hendon, Northolt, Debden, Martlesham Heath, North Weald Grangemouth, Drem

GZ EB FT PO KL US YT LZ

85

Hurricane

VY

87

Hurricane

LK

92 111 141

Spitfire Hurricane Defiant

QJ JU TW

43

253

Hurricane

SW

257

Hurricane

DT

263

Whirlwind/ Hurricane Defiant

HE

264

266

Spitfire

UO

302 303 310 312 501

Hurricane Hurricane Hurricane Hurricane Hurricane

WX RF NN DU SD

504

Hurricane

TM

600

Blenheim/ BQ Beaufighter

601 602 603 604

Hurricane Spitfire Spitfire Blenheim/ Beaufighter Hurricane Hurricane Spitfire Spitfire Spitfire Hurricane Spitfire

1

57

605 607 609 610 611 615 616

2 9

421 Flight Spitfire 422 Flight Hurricane FIU* Beaufighter/ Blenheim/ Hurricane 804 FAA Sea Gladiator 808 FAA Fulmar

13 GROUP 35

11

PS

UF LO XT NG UP AF PR DW FY KW QJ L-Z ZJ? ZQ?

Duxford, Fowlmere, Kirton-in-Lindsey, Hornchurch, Rochford Wittering, Eastchurch, Hornchurch, Wittering Leconfield, Northolt Northolt, Leconfield Duxford Duxford, Speke Croydon, Middle Wallop, Gravesend, Kenley Castletown, Catterick, Hendon, Filton Northolt, Manston, Hornchurch, Redhill, Catterick Tangmere, Debden Drem, Westhampnett Dyce, Montrose, Hornchurch Middle Wallop Drem, Croydon Usworth, Tangmere, Turnhouse Northolt, Middle Wallop Gravesend, Biggin Hill, Acklington Digby, Ternhill, Kenley, Prestwick, Northolt Leconfield, Kenley, Coltishall, Kirton-in-Lindsey Gravesend Shoreham Tangmere

Uncoded 7A

Hatston

Castletown

* Fighter Interception Unit

34 49 47 16 5

54

12

13

62

12 GROUP 24

18 8

15

37

40 3

42

4 25

10

6

44

38

60

10 GROUP 55 21

50 45

58

31

14

32

22

51

30

46 27

33

23

36 29

11 GROUP 53

20

59

Supermarine Spitfire Mk.I N3200 (QV) and P9374 (J) in formation with Bristol Blenheim I L6739. The Blenheim was crewed by John Romain and Martin Overall, while the Spitfires were flown by Stu Goldspink and Dave ‘Rats’ Ratcliffe. Tim Ellison kindly flew the camera ship for the sortie on June 9. © JOHN DIBBS 2015

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