Flypast 2017-05

EXCLUSIVE VULCAN XH558 - THE FUTURE Britain’s Top-Selling Aviation Monthly

Lightning Britain’s finest jet fighter

BREAKING THE GOTHIC LINE B-25s in action WORLD WAR 2

Spotlight Westland Whirlwind HISTORY

FROM GUNS TO GLORY

WORKSHOP

Seattle B-29 restoration in detail

Revolutionary twin-engined fighter WORLD WAR 2 www.flypast.com

MIDLAND’S HARTS, HURRICANES MARVELS AND HUNTERS

MANUFACTURERS

MUSEUMS

The story of Hawker Aircraft

MAY 2017 £4.60 CAN $9.99 AUS $11.50

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Welcome

H

ello, and welcome to your May edition of FlyPast magazine in which we celebrate what is arguably Britain’s favourite – and finest – jet fighter, the English Electric Lightning. As a child, one of the highlights for me of every RAF Stafford air show was when the Lightnings came in to thrill the crowd. Despite the aircraft only being visible for fleeting seconds, the earth-shattering roar of its mighty Rolls-Royce Avon engines was something that stays in the memory forever. Although it’s nearly 30 years since this wonderful aircraft was retired from regular RAF service, it continues to thrill younger generations, most noticeably at events such as the Bruntingthorpe Cold War Jets days, when two of the survivors stretch their legs again on fast taxi runs – although not their wings, alas. A truly British design, as distinctive as the Spitfire or Vulcan, the Lightning remains a firm favourite in the eyes of aviation enthusiasts, even though its development was nearly cut short by the publication of the 1957 Defence White Paper, which thought missiles would be a better bet. As Duncan Sandys, the then Minister of Defence said of the Lightning at the time: “Unfortunately, it has gone too far to cancel.” For that we are eternally grateful.

Assistant Editor Steve Beebee

Contributing Editor Ken Ellis

EDITORIAL: Editor – Chris Gilson Assistant Editor – Steve Beebee Contributing Editors - Ken Ellis and Dave Unwin Group Editor - Nigel Price General enquiries to: Editor’s Secretary: Tuesday Osborne FlyPast, PO Box 100, Stamford, Lincs, PE9 1XQ, UK Tel: 01780 755131 Fax: 01780 757261 E-mail: [email protected] www.flypast.com DESIGN: Art Editor – Mike Carr

Group Editor Nigel Price

Art Editor Mike Carr

Advertising Manager Alison Sanders

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 - Paige Hayward Ad Production Manager – Debi McGowan Ad Production Controller - Cheryl Thornburn E-mail: [email protected] Marketing Manager – Martin Steele Marketing Executive – Shaun Binnington

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Inside this issue, we’ve got three fascinating features on this great aeroplane including a look at how 74 Squadron took to its F.3s, how the P.1 programme was developed, and what it’s like to fire the cannon on a Lightning. We’re also bringing you the latest news from the Vulcan To the Sky Trust in an exclusive interview, the story of how a B-29 Superfortress escaped from the China Lake gunnery ranges to be restored in Seattle, and our usual array of articles and regular features. On a sombre note, most of us are aware that the Air Accidents Investigation Branch report into the Shoreham air crash of August 2015 has been released, along with its recommendations, and while FlyPast will not be commenting on its findings, it would be wrong not to acknowledge this long-awaited document. Let’s remember that the recommendations have been made to keep our airshows safe, and to keep the people who watch them safe. In the light of this, it is to be hoped the warbird community can move on with a clear outlook and sense of purpose. It’s time to rekindle our spirit again, and enjoy vintage aircraft where they should be – in the air. Enjoy your magazine.

Chris Gilson Editor

Below BAe Sea Harrier FA.2 ZD610 was lifted across Filton airfield to its new home at Aerospace Bristol on March 8. See ‘News’. ©MOD CROWN COPYRIGHT

FlyPast (ISSN: 0262-6950), May, 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 SUBSCRIPTIONS / MAIL ORDER: Manager – Liz Ward PO Box 300, Stamford, Lincs, PE9 1NA, UK Tel: 01780 480404 Fax: 01780 757812 E-mail: Subscriptions: [email protected] E-mail: Mail Order: [email protected] Readers in USA can place subscriptions by visiting www.flypast.com or by calling toll free 800-4283003 or fax 757-428-6253 or by writing to FlyPast, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. 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 2016. 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.

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

Printed in England ISSN 0262-6950

Britain’s top-selling aviation monthly

Features 20

30

Double trouble

One of the most unusual weapons in the Luftwaffe’s World War Two armoury was the Mistel composite bomber. Chris Goss tells its remarkable story.

Mitchell mission

The Brenner Pass was well defended by the Germans in the last days of the war. Thomas Cleaver describes how B-25 crews of the 57th Bomb Wing broke through.

News 36

Flying B-25s

38

Snow bird

A round-up of Mitchells that are maintained in airworthy condition.

Stephen Chapis talks to Virginia-based John Elliott about his rare Stearman, designed for Canadian winters.

• • • • • •

Mosquito gets new colours Canadian Spitfire to fly Kingcobra back in the air Tornado jets on the move New arrivals at Pima Merlin reaches NZ museum

114 Vulcan’s future

The Vulcan to the Sky Trust’s Dr Robert Pleming reveals future plans for XH558 and the Trust’s other exhibits in our exclusive interview.

Contents May 2017

No.430

Front Cover

An archive image of English Electric Lightning F.1 XM147 of the RAF’s 74 Squadron in flight. Our special section dedicated to the Lightning begins on page 45. KEY COLLECTION US Cover: North American B-25J Mitchell 44-8835 ‘Betty’s Dream’ is one of around 45 airworthy survivors. Our B-25 feature begins on page 30. MOOSE PETERSON

This page, main image: Richard Wilsher flying DHC-1 Chipmunk T.10 WP833 near the San Gabriel Mountains north of Southern California’s Cable Airport. FRANK B MORMILLO

20 Double Trouble

30 Mitchell Mission

38 Snowbird

Regulars

English Electric Lightning We pay tribute to a homegrown Cold War legend – the potent English Electric Lightning. 46 Tiger! Tiger!

Tony Clay describes the Lightning F.3 and its time with the RAF’s famous ‘Tigers’, 74 Squadron.

54 Lightning pioneers

The P.1 series of experimental jets paved the way for the Lightning. Tony Buttler reflects on the aircraft’s origins.

58 Gunfighters

Ian Black explains how the English Electric jet came to be fitted with cannon, and what it was like to actually press the firing button.

90

Manufacturers

97

FlyPost

98

Museums

Ken Ellis continues his survey of British post-war manufacturers with the successful Hawker fighter dynasty.

Readers’ letters and dates for your diary.

To celebrate the 50th anniversary of Coventry’s Midland Air Museum, John Berkeley describes how the pioneering collection got started.

104 Glory Days

Previously unseen images of a wartime exercise at Debden involving Bristol Blenheims and Hawker Hectors.

106 From The Workshop A close look at Boeing B-29 Superfortress T-Square 54, now resident within the Museum of Flight’s Aviation Pavilion.

122 The Way We Were

Andrew Thomas recounts the history of the RAF’s XV Squadron.

130 Finals

Hawker Hunter.

WIN! A day with the Fighter Collection. Also win tickets for Flying Legends airshow and the RNAS Yeovilton International Air Day. See page 44.

Spotlight

Westland Whirlwind

FREE gift when you subscribe! Great gift when you subscribe! Claim your FREE Warbirds Of Air Racing DVD or Pathfinder book when you take out a two-year or Direct Debit subscription to FlyPast. See pages 28 and 29 for details or visit www.flypast.com to find out more about our digital packages.

70 72

Origin and History

We recount the World War Two fighter’s history.

Men Behind the Machine

Tom Spencer profiles some of the key individuals involved in the Whirlwind story.

78

80

Whirlwind in Profile

Andy Hay artwork of a 263 Squadron aircraft that took part in an operation designed to deceive the enemy.

In Combat

Andrew Thomas relates some of the exploits of those who piloted the often underrated Westland twin.

NEWS THE LATEST IN AVIATION HERITAGE

New colour scheme for FHC’s Mosquito

Mosquito T.III TV959 has been repainted to represent FB.VI NS838 in Seattle. BOTH HEIJO KUIL

As this issue closed for press, Seattle-based Flying Heritage Collection (FHC) was applying the finishing touches to its repaint and reassembly of airworthy de Havilland Mosquito T.III TV959. It represents FB.VI NS838 ‘UP-J’ of the RAF’s 605 Squadron. The FHC’s Mosquito was built

in Leavesden, Herts, as a trainer in 1945, and was among the last of the type to be retired from RAF service in 1963. It was subsequently acquired by the Imperial War Museum (IWM) and appeared in the 1964 film 633 Squadron. After filming, the aircraft was stored in an IWM facility until 1988. It was

Tornado F.3 successfully delivered to Hawarden

6 FLYPAST May 2017

Phillips and Keith Skilling. The same crew made the debut flight of the first Avspecs Mosquito restoration, FB.26 KA114 on September 29, 2012. After further trials the aircraft was sent to its owners in the US where it has been reassembled and given new colours. www.flyingheritage.com

Sea Harrier airlifted to new Bristol attraction

Tornado F.3 ZE966 is delivered to Hawarden on February 18. COURTESY STUART CASE

Panavia Tornado F.3 ZE966 was delivered by road to the Tornado Heritage Centre, based at Hawarden in North Wales, on February 18. Transportation of the jet from Wroughton, near Swindon, to its new home was handled by DR & FA Ford Transport of Wem, Shropshire. The wings, tailfin and ‘tailerons’ were removed prior to the journey and arrived ahead of the fuselage, which travelled to Wales via the M4, M5, M6 and M54. After being unloaded, the aircraft was towed into Hangar 4 and is currently undergoing restoration work, which is expected to last from four to eight weeks. After this, it will be lifted by a crane onto a purposebuilt concrete apron where it will remain on static display.

The Mosquito is owned by the Flying Heritage Collection.

traded to FHC in 2003 and sent to Avspecs in Ardmore, New Zealand for restoration to flight. While the Mosquito retains some aspects of a trainer, additions were made to give it the appearance of a wartime FB.VI fighter-bomber. Registered ZK-FHC, it was taken aloft on September 26 last year by Dave

Built by BAe Systems at Warton, Lancashire, ZE966 was delivered to the RAF on January 9, 1990, and has the distinction of being the 800th production Tornado. It served with 43, 11 and 56 Squadrons, and after being decommissioned in July 2007 was donated to Manchester’s Museum of Science and Industry later that year. It remained in storage until March 2014 when it was moved from Manchester to the Science Museum Group’s storage facility at Wroughton. The jet was officially donated to the Tornado Heritage Centre on September 30, 2016. Visit the centre’s Facebook page for details on opening times and tour opportunities. WITH THANKS TO STUART CASE

BAe Sea Harrier FA.2 ZD610 was lifted across Filton airfield to its new home at Aerospace Bristol by an RAF Chinook helicopter on March 8. To reach its place within the new exhibition, the jet had to be transported across a railway line and over Filton airfield. With no road bridge wide enough for it to fit across, the RAF provided a Chinook from Odihambased 27 Squadron, with support from the RAF Joint Air Delivery Test and Evaluation Unit. Linda Coode, Collections Manager at Aerospace Bristol said: “We are thrilled to welcome the Sea Harrier and would An RAF team prepares to lift Sea Harrier FA.2 ZD610 across Filton airfield on March 8. ©MOD CROWN COPYRIGHT

like to thank the RAF for its tremendous support. We look forward to welcoming visitors this summer, when they will be able to see the Sea Harrier on display alongside many other exhibits, including its Bristol Siddeley-designed engine, which gave the aircraft its vertical and short take-off and landing capability. It is one of many important engines developed at Filton.” The centrepiece of the new attraction will be Concorde 216 G-BOAF, the last of the supersonic airliners to fly, which was towed into its new home on February 7 (see News, last issue). www.aerospacebristol.org

www.flypast.com

Successful first flight for Dixie Wing Kingcobra

Jim Dale flying the CAF Dixie Wing’s Kingcobra. CAF-JOHN WILLHOFF

The Commemorative Air Force Dixie Wing’s Bell P-63A Kingcobra 42-68941 N191H made its first post-restoration flight from Peachtree, Georgia, on February 18 in the hands of Jim Dale. The fighter rolled out of Bell’s plant in Niagara Falls, New York, on February 24, 1944 and although formally accepted by the USAAF, it was retained by Bell as a test aircraft. In 1945, it was transferred to the National Advisory Committee for Aeronautics’ Ames Research Center at Moffett Field in

Mountain View, California, where it was used on several research programmes. The Kingcobra joined the CAF on June 21, 1967, making its last recorded flight from Mississippi to Harlingen, Texas in 1975. While with the CAF’s Missouri Wing, the aircraft was damaged during the Mississippi River flood of 1993, and was subsequently transferred to the Dixie Wing in 1996. The first stages of a meticulous restoration process began in 1999. www.dixiewing.org

Harvard flies again in UK Noorduyn-built Harvard IIB FE511 made its first post-restoration flight on March 14 with John Dodd at the controls. The former Royal Canadian Air Force (RCAF) trainer flew from Staverton, Glos, to its new home with the Shuttleworth Collection at Old Warden. Delivered to the RCAF on October 13, 1942, FE511 served at No.6 Service Flying Training School at Dunnville, Ontario, for the duration of the war. Sold to the Swedish Air Force in 1947, it remained in that country until 2015, when it was acquired by Hurricane Heritage. The aircraft previously wore fictitious USAF markings, but has now been restored in the colours of

a Harvard provided to the RAF under the wartime lend-lease agreement with the US. Commenting on the restoration, which was undertaken by the teams at Bygone Aviation and RGV Aviation, Hurricane Heritage boss James Brown said: “We’re delighted to see this historic aircraft back at Old Warden. For the first time in over 70 years, she’ll once again undertake training duties for our Hurricane pilots as we prepare for the 2017 airshow season.” As well as re-establishing its original role as a warbird trainer, FE511 will also be making a number of airshow appearances throughout the summer. JAMES BROWN VIA DARREN HARBAR

John Dodd flying Harvard IIB FE511 to Old Warden on March 14. DARREN HARBAR

Triplane returns to the air at Old Warden ‘Dodge’ Bailey flying Sopwith Triplane ‘Dixie II’ on March 13. DARREN HARBAR

The Shuttleworth Collection’s Sopwith Triplane reproduction made a successful first postrestoration flight from Old Warden on March 13.

The aircraft, which is painted as ‘N6290’, was taken aloft by Roger ‘Dodge’ Bailey on an unseasonably calm and sunny afternoon at the Bedfordshire aerodrome. Nicknamed

Dixie II it represents the original Dixie which flew with No.8 Naval Squadron. The Triplane, registered G-BOCK, had been grounded for some time following a landing accident. On the

same afternoon, engineers also ran up the engine of the Collection’s Sopwith Camel reproduction, ‘D1851’ (G-BZSC) Ikanopit. www.shuttleworth.org

May 2017 FLYPAST 7

NEWS THE LATEST IN AVIATION HERITAGE

World tour begins for Breitling DC-3 Breitling’s Douglas DC-3 HB-IRJ is undertaking a world tour this year, to mark the release of the company’s new Navitimer watch. The distinctively marked DC-3 departed from Geneva, Switzerland, on March 9, and arrived in Zagreb, Croatia, the following day. The 500 limited edition Breitling watches are

being flown aboard the aircraft and will be sold later this year along with a certificate signed by the captain. After leaving the Balkans, RomeoJuliet headed for the Middle East and India, after which it will visit South East Asia, China and Japan, where it will participate in the Iwakuni Friendship Day airshow. It will then

cross the ocean to tour the US, prior to returning to Europe via Greenland and Iceland and completing its journey in September at the Breitling Sion Airshow in Switzerland. Built in March 1940, the DC-3 initially served with American Airlines before being leased to the US Army during World War Two. It subsequently flew

Breitling-sponsored DC-3 HB-IRJ is to fly around the world this year. BREITLING

with a number of civilian operators in North America, before being brought to Europe with Breitling’s support by pilot Francisco Agullo and a group of friends in 2008. The 77-year-old machine is believed to be the oldest aircraft to undertake a world tour of this type. www.breitling.com

Canadian Spitfire North Weald’s C-54 destined to fly this year Skymaster could fly again Ken Wood (left) and mechanic Pat Tenger place the top cowling panel over the engine bay to assess how to create the perfect fit. PETER HANDLEYVWOC

Gatineau, Quebec-based Vintage Wings of Canada (VWoC) is making good headway on its restoration of Supermarine Spitfire IX TE294. The remains of the fighter were rescued from a South African scrapyard in the 1990s and delivered to Canada. Since then, work has been under way to return the machine to the air, where it will pay homage to the wartime pilots of the RCAF’s 442 Squadron. It will represent ‘Y2-K’, the aircraft flown by Flt Lt Arnold Roseland, who completed 117 Spitfire flights, around half of them in ‘Y2-K’. 8 FLYPAST May 2017

The task was initially taken on by the Comox Air Force Museum in British Columbia. It was later transferred to VWoC, with the fuselage arriving in September 2014. The project is now nearing completion – the next stage will be to fit the cowlings and complete the paint work. The cowling panels currently lack structural integrity and need further shaping and trimming before being backed by ‘stiffeners’ and fitted to the aircraft. The fighter is likely to make its first post-restoration flight in late summer. www.vintagewings.ca

An ambitious restoration project to restore a 75-year-old Douglas C-54 Skymaster to flying condition was launched at the end of February at North Weald. C-54 N44914 was one of two flown to the Essex airfield in 2005 to appear in the film Candy Bomber, but the film was never produced and the aircraft has remained in open storage ever since. The other aircraft – N31356 – was scrapped in 2013, although its cockpit is now on display at RAF Burtonwood, Cheshire and the rear fuselage is stored at Bruntingthorpe. The surviving Skymaster was built in Chicago in 1943 as a Douglas C-54D. It was delivered to the USAAF as 4272525 before transfer to the US Navy Douglas C-54D Skymaster N44914/56498 at North Weald. SIMON MURDOCH

with the serial 56498. Later converted into a C-54Q, it was withdrawn from service in 1972 and placed in storage. After flying in civilian hands as N44914, it was then registered to Aces High at Wilmington, US. It was ferried to the UK in Air Transport Command Atlantic Division colours and markings, along with sister ship N31356. The airframe was recently inspected by Historic and Classic Aircraft Sales with a view to full restoration to flying condition. They have listed the aircraft for sale for £60,000 and are confident it can be fully restored. Engine runs have also been carried out over the years. www. historicandclassicaircraftsales.com SIMON MURDOCH

www.flypast.com

Messerschmitt close to completion in Košice The Museum of Aviation in Košice, Slovakia, is applying the finishing touches to its restoration of Messerschmitt Bf 109G-14 784993. The remains of the fighter were acquired by German collector Jürgen Dilger in October 2012, and the machine has gradually been restored to static display condition. Staff at

the museum are currently repainting the Messerschmitt into the White 13 livery it wore from late 1944. The JG 53 fighter was shot down on January 1, 1945, during Operation Bodenplatte – a concentrated attempt to destroy Allied aircraft on the ground – while being flown by Uffz Herbert Maxis. PAVOL SAJTAK

Messerschmitt Bf 109G-14 ‘White 13’ is almost ready for display in Košice. MIROSLAV HAJEK VIA PAVOL SAJTAK

Fairchild Argus taking shape in Northern Ireland The Ulster Aviation Society (UAS) is making rapid progress on its restoration of Fairchild Argus HB612. The Lisburn, Northern Irelandbased aircraft has been stripped of fabric, and parts of its metal frame have been repaired or replaced. Most of the wooden segments are new, as is the linen covering the wings, with fresh upholstery also due to be installed. Work on the cockpit is expected to be challenging, and the UAS is looking for a Warner Super Scarab engine to return the aircraft to display condition.

The RAF operated the machine as HB612 during World War Two. It later flew in civilian hands in England – its most recent registration was G-AJSN before it ground looped at Cork Airport in 1967, snapping the right wing’s main spar. It remained derelict until 2012 when it was retrieved from an Ulster barn and donated to the UAS. Chairman Ray Burrows expects the Argus to be completed in World War Two-era Air Transport Auxiliary markings. www.ulsteraviationsociety.org STEPHEN RILEY-UAS

The fuselage framework of the Argus is nearly complete, with most of the original metal still in place. STEPHEN RILEY-UAS

Miles Hawk arrives at Montrose Air Station Miles M.2H Hawk Major DG590 was recently delivered to the Montrose Air Station Heritage Centre from the RAF Museum’s storage facility in Stafford. The Scottish attraction put in a successful bid for the rare machine, one of only two extant, last year. Curator Dr Dan Paton said: “It is a real achievement for a small museum like ours, run entirely by volunteers, to convince one of the largest museums in Britain that we have the capability to look after this rare aircraft and the flair to display it to the visiting public. It will go on show in

our largest building as the focal point of an exhibition on training pilots, up to and during World War Two.” The acquisition renews the base’s connection with the Miles company – Masters once flew from there with the RAF’s No.8 Flying Training School. The Hawk arrived in a truck, supplied by the Edinburgh-based John Lewis company. Museum member Simon Law is a transport manager with the organisation, and was instrumental in arranging the move. www.rafmontrose.org.uk WITH THANKS TO NEIL WERNINCK

Miles M.2H Hawk Major DG590 at Montrose Air Station Heritage Centre. COURTESY NEIL WERNINCK

Tribute Phantom moved to new home Janine Sijan Rozina (right) looks on as Phantom 63-7704 is installed in its new position. TONY SACKETOS

McDonnell Douglas F-4C Phantom 637704, previously on display on College Avenue, Milwaukee, has been removed from its position and installed within a new memorial plaza near the city’s General Mitchell International Airport. The jet represents Phantom 64-0751, the mount of Capt Lance P Sijan in the Vietnam War. Due to a serious malfunction, the Milwaukee-born pilot had to eject from this aircraft in November 1967, and suffered serious injuries, including a fractured skull and a broken leg. He nevertheless managed to evade capture for 46 days, and after

being taken prisoner succeeded in escaping, before being recaptured. He died in Hoa Lò Prison on January 22, 1968, aged 25, and was posthumously awarded the Medal of Honor by President Gerald Ford in 1976. The effort to move the Phantom to its new, more prominent display area has been led by the pilot’s sister Janine Sijan Rozina who has championed a fundraising bid. A dedication ceremony will be held on May 26. F-4C 63-7704 also saw action in Vietnam, and shot down a MikoyanGurevich MiG-17 on May 14, 1967. May 2017 FLYPAST 9

NEWS THE LATEST IN AVIATION HERITAGE

Warning Star repaint and helicopter arrivals at Pima Lockheed EC-121T Warning Star 53-0554 is undergoing maintenance at the Pima Air & Space Museum in Tucson, Arizona, after which it will receive a new coat of paint. The aircraft, a military airborne early warning variant of the Constellation airliner, is currently in the markings of the 79th Airborne Warning and Control Squadron, based at Homestead, Florida, in 1974. After being declared surplus to USAF requirement, it was allocated to the museum in 1981. The attraction has recently added three helicopters to its collection. Aérospatiale Gazelle AH.1 XX384, a former Army Air Corps machine, arrived at Pima last summer. It has been reassembled on site and is scheduled to be on public display by the time this edition of FlyPast is published. Last December, it was joined by two Bell OH-58D Kiowa Warriors, the

US Army version of the JetRanger. Both 95-00915 and 93-00976 served in Iraq and Afghanistan, and are scheduled to go on display in the near future. The latter is distinctively painted with an image of Star Wars character Han Solo on its nose. www.pimaair.org WITH THANKS TO MEGHAN MARUM-PIMA

A pair of Bell OH-58D Kiowa Warriors have recently joined the collection.

Staff at Pima have completed reassembly of Aérospatiale Gazelle AH.1 XX384.

Kiowa 93-00976 has been painted with distinctive ‘Star Wars’-related nose art.

Lockheed EC-121T Warning Star 53-0554 is undergoing maintenance and a repaint.

briefings

ALL COURTESY PIMA

10 FLYPAST May 2017

Pilot John Shell is safe after his modified North American T-6S Texan N426KS crashed near Jamestown Road in Morganton, North Carolina on February 5. A pair of eye witnesses helped him escape from the scene before the aircraft was engulfed in flame. The airframe was reported to have been destroyed. ROGER SOUPART

Former WAAF Patricia Clark, a filter room plotter, who later became a bestselling novelist, died recently aged 95. Patricia took part in pioneering work designed to locate the positions of V2 rockets so they could be attacked from the air. She went on to write blockbuster historical romances using the pen name Claire Lorrimer.

2017 TOUR PROGRAMME

Aviation Tours

11 – 23 May USA: VIRGINIA BEACH AIRSHOW & MUSEUM OF THE EAST COAST: to Delaware, New York, Washington D.C., Virginia Beach, MCAS Quantico, NAS Patuxent River, Dover AFB etc, etc 1 – 10 Jun

FRANCE: LA FERTE ALAIS AIRSHOW & NORMANDY BATTLEFIELDS: Arras, Paris, Mt St Michel, Caen, Arromanches, Pegasus Bridge, Ouistreham etc. Also Sainte-Mere Eglise & Dieppe

5 – 10 Jun

FRANCE: NATO TIGER MEET, LANDIVISIAU: Spotter Day and 2 days on perimeter. Hotel in Morlaix. From London by coach & ferry Portsmouth-Cherbourg/St Malo

14 – 27 Jun

CANADA: CANADIAN WARPLANE HERITAGE & CFB BAGOTVILLE AIRSHOW: largest Canadian civil and military airshows plus aviation museums and collections

8 – 25 Jul

CANADA: YELLOWKNIFE AND FLOATPLANE BASES OF VANCOUVER: Yellowknife, Hay River, Edmonton, Calgary, Red Deer, Vancouver, Victoria, Port Alberni, Sproat Lake, Campbell River, Gold River, Port McNeil, Port Hardy, Comox and Nanaimo. Lots of optional floatplane flts!

20 – 24 Jul

RUSSIA: MAKS AIRSHOW: 1 day at the airshow & 1 day on private ship moored under ‘air display centre’. Visits to various aviation museums plus Mil and Antonov Repair Plant Chernoe

22 – 30 Jul

USA: OSHKOSH 2017 + OPTIONAL 7-DAY EXTN TO DAYTON & WASHINGTON D.C.: 6 days at the world’s largest aviation event. Extn to biggest aviation museum: USAF in Dayton; National Air & Space Museum, D.C. ;& Steven Udvar-Hazy collection at Dulles. Also, Grissom AFB Museum. Repeat of our hugely popular tour in 2016.

19 – 31 Aug FRANCE, BELGIUM, LUXEMBOURG, GERMANY & SWITZERLAND: Hunterfest Airshow & aviation museums and collections including Speyer, Sinsheim, Lucerne and Hermeskell 22 – 27 Aug RUSSIA: ARMY 2017: 3 full days on Kubinka AB. Visits to Aircraft Repair Plant and various museums. 19 – 25 Sep ITALY & MALTA: 25th Anniversary of the Maltese Int’l Airshow (with special participants, TBC) & the National Aviation Museum of Italy. Hotels in Rome and Sliema 2 – 19 Oct

JAPAN: ASHIYA AB OPEN DAY/AIRSHOW & BASES: 1 or more days at Tsuiki, Iwakuni, Komatsu, Hamamatsu, Iruma & Hyakuri. Includes RF/F-4 Phantoms & US-1A & US-2s!!

17 – 31 Oct KAZAKHSTAN & CHINESE AIRPORTS: Astana, Almaty, Urumqi (& ag airfield), Xi’an, Haikou, Shanghai Pudong & Hongqiao, & Beijing. Ramp tours in Kazakhstan. Flying Air Astana, China Southern, Tianjin and Air China. Plus airliner aviation museums in Beijing and Tianjin 7 – 13 Nov

USA: RAINBOW CANYON & 70th ANNIVERSARY OF US AIR FORCE: 2 full days on the famous “Jedi Transition” low-level route through Death Valley, California. Arrivals and rehearsals day plus 2 full days at Nellis AFB Airshow, Nevada Most itineraries now on our website. Or call 01487 832922 to discuss Terminal House, Shepperton, Middlesex TW17 8AS Telephone: +44 (0)1932 255627 Facsimile: +44 (0)1932 231942 E-mail: [email protected] www.ianallantravel.com/aviationtours

p011_FP_May17_ad.indd 1

14/03/2017 12:46

NEWS THE LATEST IN AVIATION HERITAGE

Trident project advances at Jet Age Museum

The forward fuselage of Trident G-AWZU at the Jet Age Museum.

The Jet Age Museum in Staverton, Gloucestershire, has been making progress on its restoration of the front fuselage of Hawker Siddeley Trident 3B G-AWZU. Beginning in February 2015, the initial work concentrated on removing seats, luggage racks, cabin windows and ceiling panels, among

other items, so that everything could be thoroughly cleaned. Holes in the floor were plated over, and windows cleaned and re-sealed, while the cabin walls were put back in place and the seat frames painted. Among numerous other tasks, LED lighting has now been put in, and cockpit panels have either been

Inside the project. COURTESY DAVID WEST

replaced or refitted. Some of the original instrumentation survives, while the remainder has been mocked up. The cockpit door has been repaired, painted and a new window made. The outside of the fuselage now sports BEA livery on the port side, with British Airways colours to starboard. The museum will be

holding a special Trident Day on July 9, with numerous relevant items on display. The team behind the restoration is keen to hear from any former Trident crew or engineers, as well as from anyone who might have instruments or fittings to assist the project. E-mail David West: [email protected]

RAF Museum gate guardians being refurbished

Antarctic pioneer returning to Washington Following the closure of the Virginia Aviation Museum last June, Fairchild FC-2W2 NX8006 Stars And Stripes will be returning to the National Air and Space Museum (NASM) in Washington DC. The aircraft had been on longterm loan to the Richmond-based attraction. The 1928-built machine was part of a group of aircraft brought together for the inaugural aerial expedition to the South Pole in 1929, led by Lt Cdr Richard Byrd. Its first flight in Antarctica was on January 15 that year, and it went

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Fairchild FC-2W2 NX8006 ‘Stars And Stripes’ at the Virginia Aviation Museum prior to its closure. TONY SACKETOS

on to gather thousands of aerial photographs showing unexplored terrain. As well as mapping and general reconnaissance duties, it also undertook several rescue missions, before being returned to the US in early 1935. It was then used for surveying across the US and Guatemala. Purchased by NASM in 1961, NX8006 was restored at the Cradle of Aviation Museum in Long Island, New York, in 1989.

As part of preparations for next year’s RAF centenary, the gate guardians at RAF Museum London are being renovated. The Hawker Hurricane Mk.II and Supermarine Spitfire Mk.IX replicas were dismantled and transported to the Michael Beetham Conservation Centre at the museum’s Cosford site earlier this year. Both replicas will be returned to Hendon in time for the centenary commemorations on April 1, 2018. They will be positioned near the new entrance on Grahame Park Way. The Hurricane currently represents a machine belonging to 121 Squadron, which was based at Kirton-in-Lindsey,

Lincs, during the summer of 1941. The scheme will now be changed to that of the Hendon-based 504 Squadron fighter flown by Sgt Ray Holmes. On September 15, 1940, Sgt Holmes prevented a Dornier Do 17 from completing its mission by ramming it with the wing of his aircraft, forcing the bomber to crash into the forecourt of Victoria Station. His Hurricane was badly damaged, coming down near the grounds of Buckingham Palace. Holmes bailed out injured but survived. The new scheme for the Spitfire has yet to be decided. The Spitfire replica is removed from its position at Hendon for refurbishment. COURTESY RAF MUSEUM

www.flypast.com

A view of the restoration project’s cockpit. Left

The RAAF Tiger Moth project in Arlington recently. HEIJO KUIL

Australian Tiger Moth to fly in US De Havilland Tiger Moth A17-370 is being restored to flying status in Arlington, Washington, US. Constructed in Australia in 1941, this aircraft was used to train pilots at Parafield and Tamworth RAAF bases, accruing 2,400 hours of flying time in the process. Declared as surplus after the war, it was sold to India and continued its training role at the Air Technical Training Institute near Calcutta until 1973. It was then acquired by a collector

in Canada before arriving in the US. The project has become a collaborative venture between several Tiger Moth restorers around the world. The aircraft still retains many of its RAAF-era features, including electrical wiring for night-flying equipment, and a first aid box in the rear fuselage. The team would love to hear from anyone who remembers the machine in military service. www.spitnbailingwire.com

Navy Harvard on show in Soesterberg North American Harvard 43-13160 ‘099’ was put on display at the National Military Museum at Soesterberg in the Netherlands on January 30. The aircraft, which flew with the Dutch Navy as B-103 and was previously FT419 has been repainted as Harvard 099 of the Dutch Marine Luchtvaartdienst (Fleet Air Arm). It had previously been in storage for around 15 years. ROGER SOUPART

LIZ MATZELLE VIA HEIJO KUIL

Boeing B-17F Flying Fortress ‘Memphis Belle’ in the National Museum of the USAF’s restoration hangar. USAF

‘Memphis Belle’ to be put on public display next year Boeing B-17F Flying Fortress 41-24485 Memphis Belle will go on display at the National Museum of the USAF in Dayton, Ohio on May 17, 2018, exactly 75 years after its crew finished their last World War Two mission. The first USAAF heavy bomber to complete 25 missions over Europe and return to the US, Memphis Belle is currently housed inside the

attraction’s restoration facility, and can only be seen by visitors participating in the museum’s Behind the Scenes Tours. The aircraft was delivered to Dayton in October 2005, when a long-term conservation and restoration project began, including corrosion treatment and the full outfitting of missing equipment, which continues today. According to Air Force Curator Jeff

Duford, the popular machine will soon be the centrepiece of a major exhibition in the museum’s WWII Gallery. “She is an icon that represents the thousands of bomber crews, maintainers, and others supporting the bomber mission, whose service and sacrifice helped win the war,” he said. “Work is under way to showcase the aircraft in the WWII Gallery, and the

surroundings will include interactive displays, rare archival film footage and many personal artefacts which have never been seen before by our visitors.” The Behind the Scenes Tours take place at the museum most Fridays – information and registration is available at: www.nationalmuseum. af.mil/Visit/GroupsandTours.aspx

May 2017 FLYPAST 13

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Major USAAF TV series in production Film company Playtone, part-owned by actor Tom Hanks, is making headway with its long-awaited TV series about the wartime US Eighth Air Force. Based on Donald Miller’s book Masters of the Air – and focusing on the 100th Bomb Group based at Thorpe Abbotts, Norfolk – the ten-part series follows the critically acclaimed Band of Brothers, about the US Army’s 101st Airborne Division, and The Pacific, which

focused on the Marine Corps. According to Donald, some scenes have already been filmed, including a 70-minute sequence aboard two B-17s during the infamous Schweinfurt/ Regensburg mission of August 17, 1943, when 60 Fortresses were lost. The author was in the UK in February, along with scriptwriter John Orloff and Playtone production chief Kirk Saduski, visiting airfield museums including Thorpe Abbotts – where Orloff said he wanted to gain a “better

understanding of the texture and context of where these men lived, fought and died”. Last October, Miller told Eighth Air Force veterans that the series, first mooted in 2013, would pull no punches – Tom Hanks demanding the same level of combat realism as in his previous wartime depictions. The storyline will include 100th BG pilots John Egan and Gale Cleven, who became prisoners of war; Robert ‘Rosie’ Rosenthal, who flew 53 missions and served as a

prosecutor at the Nuremberg trials; and Ken Lemmons, one of the 351st Bomb Squadron’s ground crew at Thorpe Abbotts. Playtone, which filmed interviews with veterans of the ‘Bloody Hundredth’ at the National Museum of the Mighty Eighth Air Force in Savannah, Georgia, in 2013, says scripting is expected to be finished by the end of this year, but it’s not yet known when the series will air. NORMAN WELLS

The 100BG’s Boeing B-17G Flying Fortress 42-102649 ‘Lady Geraldine’ at Thorpe Abbotts in 1944. IWM

briefings

Tipsy Junior J.111 G-AMVP is for sale in the Isle of Wight. Owner Alan Wershat is seeking offers for the rare aircraft after flying it for around 300 hours over the last 50 years. Designed by E O Tips, the distinctive machine is one of two built in Gosselies, Belgium in 1948. The first example was written off in a landing accident that year, leaving J.111 as the sole survivor. Initially flying as OO-ULA, it was later delivered to White Waltham, Berks, and joined the British civil register. From 1953 the Tipsy was flown by

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a series of test pilots – notably Peter Twiss who landed it on the Ark Royal in July 1957. The aircraft was acquired by Don Ellis in 1964, before arriving in the hands of its present owner two years later. In 2007 the aircraft was extensively refurbished and its Walter Mikron II engine was removed and overhauled. It has flown for 230 hours since, with a total flying time of 431 hours. Interested parties should contact Alan by e-mail: [email protected] or telephone: 01983 862884.

Ferry services from Portsmouth were suspended for several hours on February 22 when a German World War Two bomb was discovered in the water near the harbour. The device, believed to be a 500lb (227kg) SC250 explosive was towed out to sea and safely detonated by the Royal Navy. PHOTO-ROYAL NAVY

Sole surviving Tipsy Junior for sale

Unique Tipsy Junior J.111 G-AMVP is for sale in the Isle of Wight. COURTESY ALAN AND PAT WERSHAT

Shortly after our last issue was published it was announced that the RNAS Culdrose Air Day will not be held this year. Aircraft and personnel at the Cornish base have been tasked with supporting operations around the new HMS Queen Elizabeth aircraft carrier. The Culdrose Air Day is one of only three airshows organised by the UK military, the others being at RAF Cosford (June 11) and RNAS Yeovilton (July 8), both of which are still going ahead. It is not yet known if the Culdrose event will return next year, but combining the two RNAS Air Days to create one South West Fleet Air Arm event is currently being considered.

www.flypast.com

Polish ‘MiG’ delivered to US museum

Starfighter returns to gate guard ‘duty’

PZL-Mielec Lim-5 1010, a Polish-built version of the Mikoyan-Gurevich MiG-17, was delivered to the Castle Air Museum in Atwater, California in February, where it is currently being restored. The jet had previously been stored at Davis-Monthan’s AMARG facility in Tucson. It arrived at the Arizona ‘boneyard’ on January 4, 1990. USAF/309TH AMARG

After a year of restoration work, Lockheed F-104A Starfighter 56-0754 has been returned to its pole-mounted position outside Dayton, Ohio’s National Museum of the USAF. The 1956-built jet has been treated for corrosion, had a new canopy installed and its wings repainted. It represents Starfighter 56-0879. TONY SACKETOS

New Zealand museum acquires pilot’s Merlin

The engine from Spitfire IX EN572 shortly after arrival at Wigram.

New Zealand ace Johnny Checketts during World War Two.

BOTH COURTESY AIR FORCE MUSEUM OF NEW ZEALAND

The Rolls-Royce Merlin engine that powered Supermarine Spitfire Mk.IX EN572 in World War Two recently arrived at its new home, the Air Force Museum

of New Zealand in Wigram, Christchurch. The Spitfire was the mount of New Zealand fighter ace Wg Cdr Johnny Checketts DSO DFC, whose son Chris was

The Collings Foundation has acquired the last known remaining Fairchild PT-19A used to train Tuskegee pilots. PT-19A 43-31512 was used by the famous African-American unit in World War Two. The Foundation is aiming to restore the trainer to flying condition, and is seeking donations to support the project. Records acquired by the US organisation indicate the aircraft was built by Aeronca and delivered to the USAAF on February 6, 1944. It was assigned to the Primary Pilot Training School at Tuskegee, Alabama the following week. Restoration work is required on the fuselage, engine, trim tabs, brakes and other areas. www.collingsfoundation.org

among those present to witness the Merlin’s arrival. On September 6, 1943, Checketts took off with fellow pilots of 485 (NZ)

Squadron on an escort mission to France. In a dogfight with Focke Wulf Fw 190s, EN572 was shot down – Johnny bailing out safely. With help from the French Resistance, the Kiwi pilot evaded capture for nearly two months and made it back to England. He later served as a volunteer guide at the Air Force Museum, and died in 2006, aged 94. In March 2015, French aviation enthusiast group Somme Aviation 39-45 uncovered the remains of Johnny’s Spitfire, and excavated the engine. After restoration work, the unit was shipped to New Zealand, with the support of Mainfreight, a logistics and transport company, arriving on February 22. The Merlin is likely to be on public display by the time this edition of FlyPast is published. www.airforcemuseum.co.nz WITH THANKS TO MICHELLE SIM

Little Gransden Air & Car Show in Cambridgeshire, which raises money for the BBC’s Children In Need appeal and local charities, is looking for people to lend a hand. Organiser Dave Poile MBE said: “We need more people to pitch in. You don’t have to be a pilot, or have particular skills – we need keen individuals who can turn their hand to most things. There are lots of jobs to do leading up to the show, some taking just a couple of hours a week.” Since starting 25 years ago, the show has raised around £350,000 for charity. This year’s event takes place on August 27. If you think you can help, please contact Dave - [email protected] May 2017 FLYPAST 15

NEWS THE LATEST IN AVIATION HERITAGE

Tornado F.2 transferred to fire service for ‘disaster training’ Panavia Tornado F.2 ZD899 was delivered to the Greater Manchester Fire and Rescue Service (GMFRS) Training Centre by Jet Art Aviation on February 8. This aircraft was the first of only 18 ADV F.2s built, and flew for the last time in 2004. It spent most of its ‘life’ as a trials aircraft before being used as a spares source at Boscombe Down, Wiltshire, to support other Tornado test airframes. After defence technology company QinetiQ donated ZD899 to the GMFRS Training Centre in 2015 for educational and training use, Yorkshire-based Jet Art Aviation was tasked with dismantling and extracting the airframe from Boscombe Down and holding it

in storage. The Tornado will now be used by the fire service for ‘disaster training’. It has been installed next to a row of collapsed structures, simulating an incident where an aircraft has come down hitting buildings and causing widespread damage. The jet has been sympathetically installed with future preservation in mind. It is raised off the ground on sleepers and has been professionally assembled with the bolts and mechanical connections greased to withstand exposure. None of the training will be destructive and a maintenance plan will be implemented to prevent deterioration. www.jetartaviation.co.uk

The fuselage of Tornado F.2 ZD899 is lowered into position at the GMFRS Training Centre in February. ALL VIA CHRIS WILSON-JAA

WITH THANKS TO CHRIS WILSON-JAA

The Tornado was removed from Boscombe Down and held in storage by Yorkshire-based Jet Art Aviation.

ZD899 is installed at its new home in Manchester.

Tornado F.2 ZD899 in its final position – a crash scenario for fire service ‘disaster training’.

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p017_FP_May17_ad.indd 1

14/03/2017 15:58

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Centenarian veteran flies in Biggin Hill Spitfire Ray Roberts flies in Spitfire Mk.VIII MT818 alongside a Learjet from Biggin Hill. GARY STONE-BIGGIN HILL

Former Supermarine Spitfire pilot Ray Roberts was one of three 100-year-old veterans to enjoy a special flight from Biggin Hill on February 13. Ray flew in Spitfire Mk.VIII MT818 (G-AIDN) with pilot Pete Kynsey,

while Trudi Baxter and Lily Osborne, the latter an ex-Bletchley Park signals intelligence officer, flew alongside in a Zenith Aviation-operated Learjet 75. Both aircraft are now based at Biggin Hill. Friends and family gathered to watch the three centenarians take

flight from the historic Kent airfield. The event was also symbolic for the aerodrome, which this year marks its 100th anniversary. The first aircraft to land at the airfield was a Royal Aircraft Factory RE.7 in service with the Wireless Testing Park in 1917. Its

unit was involved in experimenting with ground-to-air and air-to-air communications. The recent event is one of several planned to mark this year’s centenary. www.bigginhillairport.com WITH THANKS TO ROBIN J BROOKS

Remembering Russ Snadden

briefings

We are sorry to report that wellknown warbird restorer Russ Snadden died on March 3. Russ is best known as the driving force behind the return to flight of Messerschmitt Bf 109G-2 Black 6, the very complete Luftwaffe fighter restored over a period of 19 years and operated at IWM at Duxford for six seasons. The originality of its postrestoration airframe makes this a feat unlikely to be repeated on this type. A lifelong aviation enthusiast, he became a key member of the Historic Aircraft Preservation Society, tracking down and facilitating the move of the

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Supermarine Walrus now at the Fleet Air Arm Museum. Among the society’s other accomplishments was the return of Avro Lancaster B.VII NX611 to the UK. After a career in the RAF and with Britannia Airways, Russ spent many hours restoring a genuine wartime Bücker Bü-181C Bestmann, and led the rebuild of Black 6 after its accident in 1997. His family intend to complete the restoration of the Bestmann. Russ will be greatly missed by all. WITH THANKS TO GRAEME SNADDEN

Russ Snadden (left) and son Graeme with Messerschmitt Bf 109G-2 ‘Black 6’. COURTESY JOHN ELCOME

The Aeroplane Collection has taken delivery of DHC-1 Chipmunk T.10 WB730 (G-AOUO). Built in 1950, the former RAF machine arrived at the organisation’s base in Hooton Park, Cheshire, in March. It has also acquired the cockpit section of Chipmunk WK640 which it will use to provide donor parts for T.10 WG303. www.theaeroplanecollection.org

A new set of LED interior lights is being installed inside Douglas VC-118 The Independence at Dayton, Ohio’s National Museum of the USAF. The aircraft, which has been temporarily closed to the public, was a military version of the DC-6 airliner modified for use by President Truman from 1947 to 1953. www.nationalmuseum.af.mil

www.flypast.com

Merlin-derived tank engines for sale

Bell-Boeing CV-22B Osprey 99-0021 is now on display in the National Museum of the USAF’s Cold War Gallery. After operating as a trials aircraft, it was transferred to the USAF in 2007. Assigned to the 413th Flight Test Squadron, based at Hurlburt Field, Florida, it flew a further 400 test missions before being allocated to the Dayton-based museum in 2013. TONY SACKETOS

One of the recently discovered Rolls-Royce Meteor engines. COURTESY BAIV

Dutch company BAIV BV, which specialises in restoring historic armoured vehicles and tanks, has recently discovered a pair of RollsRoyce Meteor tank engines. These powerplants were based on the Merlin aero engine. In its early days of development, parts from recovered Merlins were used in the new engines. While unsuitable for re-use in aircraft, the Rolls Royce chassis division began collecting and refurbishing the Merlin parts, hoping to find an alternate use. The first Meteor

Osprey joins Cold War display in Ohio

Mk.I engines were assembled out of many recovered parts, and were initially tested at Aldershot in September 1941. They surpassed all expectations. The Meteor was de-rated to around 600bhp, running on lower octane petrol instead of high-octane aviation fuel. Nevertheless both of the recently discovered engines retain much similarity with Merlins and are likely to be of interest to collectors. For more information, see the advert on page 2. www.baiv.nl

Vampire to be auctioned in Australia

Aviation artefacts belonging to the late John Fisher are to be sold at auction on April 30 at Maryborough Airport in Victoria, Australia. Among them is static de Havilland FB.9 Vampire R1380 and airworthy DHC-1 Chipmunk T.20 VH-POR. The former is a 1951-built Rhodesian Air Force example now in museum display condition. www.mossgreen.com.au

Ford 5-AT Tri-Motor on static display at Kalamazoo Ford 5-AT Tri-Motor N4819 is now on static display in the main exhibition hall at the Air Zoo in Kalamazoo, Michigan. The 1929-built machine operated pleasure flights until a few years ago but was originally delivered to National Air Transport with whom it is believed to have delivered cargo and mail. After modification work by Ford, it was sold to Northwest Airways flying the Minneapolis-Saint Paul to Chicago

Ford 5-AT Tri-Motor N4819 on display at Kalamazoo’s Air Zoo recently. TONY SACKETOS

Wg Cdr Mike Pollitt has been appointed chairman of the 655 Maintenance and Preservation Society. The group maintains Wellesbourne-based Vulcan B.2 XM655 in taxiable condition (see News, last issue). Mike, a former Vulcan pilot, takes over from Charles Brimson, who has stepped down after eight years in the post.

Westland Sea King HAR.3 XZ593 was delivered to the Falkland Islands Museum & National Trust earlier this year. The helicopter was retired from service at RAF Mount Pleasant in March 2016 and made the 35-mile journey to Port Stanley under an RAF Chinook on January 14. It first arrived on the islands in May 1982 during the Falklands conflict.

route. The Tri-Motor was flown to Monroe, Michigan in 1945 where Monroe Airways overhauled and used it for barnstorming and passenger rides. Kal-Aero of Kalamazoo (later acquired by Duncan Aviation) then purchased N4819 and started rebuilding it. After many years of work, the rare machine flew again on July 15, 1991. It was subsequently allocated to the museum. www.airzoo.org TONY SACKETOS

Cessna Citation G-DWJM has been converted into a classroom for pupils at Milton Hall Primary School in Southend. It was delivered by road on March 10, following restoration work and a repaint. The 1981-built jet was withdrawn from service in 2010 and was due to be scrapped at Gloucester before being acquired by the school. SIMON MURDOCH May 2017 FLYPAST 19

WORLD WAR TWO LUFTWAFFE

Bomb Piggyback

One of the most unusual weapons in the Luf twa Chris Goss tells its remarkable story

R

Piggyback inspiration

A pair of Miles Falcons escorting the Short-Mayo Composite during the first flight in piggyback guise, January 20, 1938. VIA DEAN WRIGHT

One of the most striking examples of a piggyback aircraft, and possibly the inspiration for the Mistel, was the British Short-Mayo Composite. The brainchild of Major Robert Mayo, technical manager of Imperial Airways, it was designed to extend the range of service, providing non-stop transatlantic mail services. The Short-Mayo was the reverse of the Mistel concept. A four-engined flying-boat, Maia (G-ADHK), carried the upper component – fourengined mail-carrying floatplane Mercury (G-ADHJ). After take-off and climb, the floatplane was released and it set course. Mercury first flew in September 1937 and Maia two months earlier. The first successful in-flight separation was achieved on February 6, 1938, followed by an inaugural flight to Canada on July 21. Although the Short-Mayo attracted massive press coverage, it did not develop further.

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eleasing the tow line, the Junkers Ju 52/3m tri-motor banked away from the remarkable combination of aircraft that it had tugged aloft. A twoseat Klemm Kl 35B monoplane trainer was attached by a trapeze arrangement to a Deutsche Forschungsansalt für Segelflug (DFS) 230 assault glider. It was September 1, 1942 and DFS was experimenting with a new method of ‘delivering’ the troopcarrying glider to the battlefield. The DFS 230 had proved to be a spectacular success, putting Germany at the forefront of airborne

forces warfare. The neutralising of the Eben-Emael fortress in Belgium in May 1940 and the airborne invasion of Crete a year later had shown the value of the DFS 230 and glider-borne soldiers. The September 1942 trials were designed to expand the use of the glider, particularly in what today would be called ‘special forces’ operations. The Klemm would propel it close to the drop zone, then detach and return to base while the DFS 230 landed with more precision than a conventional aerotow would allow. As the trials continued, a

mber

k

Left

The prototype Mistel composite, Bf 109F-4 ‘CI+MX’, atop a Ju 88A-4 during trials at Ainring, west of Salzburg, early 1944.

Luf twaffe's World War Two armoury was the Mistel composite bomber. Focke-Wulf Fw 56 parasol monoplane replaced the Klemm. The mothership-and-glider was called Huckepack – pick-a-back or piggyback. Testing finished in June 1943 by attaching a Messerschmitt Bf 109E via a more substantial trapeze to a DFS 230B with a rigid wheeled undercarriage This combination could launch itself off the ground, doing away with the need for a Ju 52 tow-plane. The concept of piggyback aircraft was far from new, tracing its origins back to World War One. But opportunities to use the DFS 230 operationally dwindled as the war progressed and the trials were abandoned.

The seeds had been sown, however, and a new form of Huckepack would appear.

Grossbombe

As the tide of war turned against Germany, the Luftwaffe envisaged another use for the piggyback. Following the earlier trials, DFS presented a report outlining how a Bf 109 and a Junkers Ju 88 could be used. This composite was referred to as the Mistel (mistletoe), and it’s thought the name came about because, just as the parasitic plant lives off trees, the DFS proposal had the upper aircraft taking its fuel from the lower, larger component before they separated. The DFS document stated: “The Mistel combination offers the possibility of using the Ju 88A-4 as an

unmanned Grossbombe [big bomb] remotely controlled by the Bf 109F to a target on a predetermined glide path. With a range of 1,500km, the Mistel can still deliver a 3.5-tonne payload of high explosive… “Such aircraft can be stripped of all unnecessary equipment and can therefore carry substantial amounts of explosives. This method has the advantage that the fighter can remain outside the range of the antiaircraft guns of a sea target since it can disengage its payload from out of range of said anti-aircraft fire and escape due to its superior speed from any pursuing fighter cover. Another advantage is that such a mission requires only one pilot.” Mistel experimentation took on the codename ‘Beethoven’ and a small team of mechanics and fitters set about assembling a Bf 109/

Far left

Horst Rudat, probably the most experienced Mistel pilot. Below left

The first Mistel combination. The trapeze structure required considerable strengthening for the operational versions.

“The Mistel combination offers the possibility of using the Ju 88A-4 as an unmanned Grossbombe remotely controlled by the Bf 109F to a target on a predetermined glide path”

May 2017 FLYPAST 21

WORLD WAR TWO LUFTWAFFE

Right

A photograph taken at great risk by a member of the French Resistance at St Dizier, August 1944. Close examination reveals a Mistel of 2/KG 101. Below

Moment of separation for the prototype Mistel during early trials. At this stage the Ju 88 was manned.

Ju 88 combination to try out the Grossbombe idea. At the same time static tests were carried out with SHL 3500 hollowcharge warheads against a captured French warship. To make the ‘target’ more representative, an additional four incles of steel armour plate was fitted. When it was detonated, the SHL 3500 drove through the additional armour and the existing 12in plate of a gun turret, exited the opposite side and then pierced another turret. Simultaneously, experiments had been

successfully carried out with similar warheads that could blast through 60ft of concrete. Delivered with precision, the SHL 3500 was a devastating weapon against ships or bunkers. Junkers began to devise how to fit a warhead with similar capability to a Ju 88 in a manner that could done with relative ease by specialist armourers in the field.

Mock funeral

In February 1944 the first trials using a Mistel fitted with a live warhead took place from the experimental airfield at Peenemünde on the Baltic coast. In attendance were two highly decorated and influential officers:

Oberst (group captain) Dietrich Peltz, with responsibility for the bombing campaign against Britain, and Oberst Werner Baumbach, in charge of the development and testing of new guided weapons. The initial test was almost a disaster – believed to have been caused by a break in the electrical feed in the Bf 109’s autopilot. The target was a 360ft high chalk cliff on the Danish island of Møn, northwest of Peenemünde. With the combination starting to dive out of control, the test pilot had to carry out an emergency separation and the explosive-laden

Ju 88 smashed into the ground close to a village. There was a flash, a loud blast and then a mushroom-shaped cloud of smoke rose 3,500ft into the air. For reasons of security, the Luftwaffe devised a story of a Ju 88 crashing in the area. Apparently, there was a mock funeral with full military honours for the ‘crew’. A second test on May 25 was aimed at the same cliff. The composite separated but the Ju 88 fell into a vertical dive, crashing 250ft from the target. Undeterred, testing continued and the first examples of the still largely untried Mistel were handed over to the Luftwaffe for training purposes.

Lofty seat

The task of training fell to the Einsatzstaffel (trials detachment) of Kampfgeschwader 101 (KG 101) which had been formed in January 1944 at Varrelbusch under the command of 23-year-old Knight’s Cross holder Hauptmann (Hptm/flight lieutenant) Horst Rudat. Rudat had concerns: “I’d already had some experience flying the Ju 88 but had not previously flown the Bf 109. Instruction on the Messerschmitt was brief. “A few days later, I made my first flight with the Mistel. I have to admit that I did not feel very confident sitting high above the ground in a Bf 109 mounted to a Ju 88. “Take-off proved to be a problem; control commands electrically transmitted from the upper to

“Take-off proved to be a problem; control commands electrically transmitted from the upper to the lower aircraft seemed to take rather a long time reaching the Ju 88’s control surfaces before they responded... The pilot, therefore, had to anticipate every manoeuvre before it actually took place” 22 FLYPAST May 2017

Left

An operational Mistel with the Ju 88A-4 element fully modified with the hollow-charge warhead and probe-mounted proximity detonator. The Bf 109F-4 is 10130 ‘CD+LX’. Both were lost on the night of June 14, 1944.

the lower aircraft seemed to take rather a long time reaching the Ju 88’s control surfaces before they responded... The pilot, therefore, had to anticipate every manoeuvre before it actually took place. “During training with the Mistel S1 [Bf 109F and Ju 88A] the Ju 88 was flown with a two-man crew who were able to correct any bad mistakes made by the pilot of the Bf 109. Everything turned out well and after take-off I was surprised to find how easy it was to control a large composite aircraft from a small fighter cockpit. I was particularly impressed by the accuracy of the three-axis, gyro-stabilised autopilot. “During mock attacks, very little control movement was needed to keep the composite on course towards its target – a tree – once the aircraft had reached its optimum speed. Naturally, the greatest surprise was the feeling I had when I flipped the switch to separate the Bf 109 from the Ju 88.” In the spring of 1944, the Einsatzstaffel transferred to Kolberg on the Baltic coast. Equipped with about a third of the initial batch of 15 Mistels, the first aiming trials again targeted the cliff at Møn. Training continued apace, which

was as well because four months after it was set up Einsatzstaffel/KG 101 was committed to operations over the Normandy beaches.

Combat debut

After the Allied invasion on June 6, 1944, the Luftwaffe rushed a number of units into battle, including Einsatzstaffel/KG 101 which was redesignated as 2 Staffel of KG 101. Its objective was to attack Allied shipping. By June 10, the Staffel’s ground staff had established themselves at St Dizier in France and prepared for operations. On the evening of the 14th, Oberleutnant (Oblt/flying officer) Albert Rheker (24) and Oberfeldwebel (flight sergeant) Heinz Lochmüller (28), both experienced pilots and holders of the Honour Goblet and German Cross in Gold, were briefed to fly the first Mistel missions. They set course for Seine Bay, west of Le Havre. However, on patrol over the beachhead was a Mosquito night-fighter of 410 Squadron RCAF, crewed by Flt Lt Walter ‘Dinny’ Dinsdale and Fg Off John Dunn. The weather was good with a few broken clouds, and Dinsdale could see his target quite clearly. It was

moving so slowly that he was forced to lower his wheels and flaps to avoid overshooting. He closed in from behind and below. Dunn described the encounter: “We closed to 750ft and made positive identification with the aid of night glasses on a Ju 88 with what appeared to be a glider bomb attached to the upper fuselage. Identification was confirmed by my pilot... Strangely enough, there was no evasive action taken by the ‘Bandit’ throughout this action. “My pilot opened fire with a short burst from our four 20mm cannon; parts of the enemy aircraft burst into flames and it banked to port and went down in a steep dive. We followed on radar and visually. It hit the ground southeast of Caen at 23:40 hours. There was a massive explosion which lit up the whole countryside. Hedges, roads and buildings were visible...” It would appear the 410 Squadron crew had shot down Lochmüller, whose body was discovered and buried at Lisieux, south of Caen. Flt Lt John Corre in a Mosquito of 264 Squadron reported shooting down a composite over the Seine Bay about 45 minutes before the Canadian kill, so it’s likely that he accounted for Rheker, who still remains missing.

Left

Bf 109F-4 ‘SK+ML’ on top of Ju 88C-6 0430123 ‘SE+CE' of 2/KG 101, Burg, Autumn 1944. Note the undercarriage of the ’109 is lowered.

First strike

After a disastrous start, operations began again ten days later. On the evening of June 24, it’s believed that five of the dozen combinations were prepared for an attack against Allied ships in Seine Bay, in particular the battleship HMS Nelson which had been bombarding German positions around Caen but by then had left the Normandy coast. Again, things didn’t appear to be going well when Hptm Rudat’s Mistel was hit by German flak and he had to separate. Feldwebel May 2017 FLYPAST 23

WORLD WAR TWO LUFTWAFFE

Above

Mistels of KG (J) 30 at Prague-Ruzyne, February 20, 1945. Right

In the foreground a burnt-out Mistel with Ju 88G versions in the background; Bernburg, south of Magdeburg, May 1945.

(Fw/sergeant) Heinz Saalfeld experienced control difficulties and was forced to conduct an emergency release. His Ju 88 crashed into the sea, witnessed by an incredulous Mosquito crew. At least one Mistel was successful and exploded close to HMS Nith at anchor off Normandy’s Gold Beach. The frigate’s starboard side was blown in amidships and its entire length raked by steel fragments. Nine crewmen were killed and 27 wounded. For the rest of 2/KG 101’s time

24 FLYPAST May 2017

in France, its operations were few and far between, and ineffective. A mission in early July against Allied shipping involved four combinations led by Rudat but the ships put up a smokescreen and the Germans were unable to observe results.

English impact

Shipping in Seine Bay was again the target on the night of August 10/11. No vessels are known to have been hit but one of the pilots became disorientated and flew close to the

English coast. With fuel running low, he decided to jettison his Ju 88 which crashed into open farmland at Binley, Hampshire, at 23:35. The explosion was “so violent that the aircraft was entirely disintegrated”. RAF Intelligence tried to glean as much as possible and reported: “Coded ‘5T+CK’, the ‘C’ black on yellow is the only marking. Dark green upper surfaces, light green on some lower surfaces. The whole under surface of the mainplane appears to be yellow. “Fragments of the warhead were recovered and these were made up of many laminations welded together. The warhead was constructed on the hollow-charge principle and it is estimated that its weight was 8,000lb, of which 4,000lb was explosive filling.” On August 18 and 19, St Dizier was bombed by the USAAF and 2/KG 101 pulled back to RheinMain in Germany. Two Mistel bombs crossed the English coast on the night of September 1 and came down 150 miles apart. The first crashed at Warsop in Nottinghamshire, the explosion spreading debris over a quarter of a mile. The second made a crater 12ft deep and 40ft across at Hothfield in Kent. It’s believed both had been intended for shipping targets off the French coast.

bridge over the Waal at Nijmegen. One turned back and another was reported missing. The other two reported launching their bombers but missed the target. At the end of September, the bulk of 2/KG 101 was absorbed into the newly formed III/KG 66 at Burg near Magdeburg, under Knight’s Cross holder Hptm Kurt Capesius. The Gruppe’s 8 Staffel flew the Mistel operationally while 9 Staffel, under Rudat, acted as an Ergänzungsstaffel (training and replacement crewing). On the afternoon of October 3, five composites took off from Burg destined for the Nijmegen bridge. In worsening weather three crashed into woodland in the Bielefeld area while the other two are believed to have been forced to jettison their Ju 88s; one of their pilots was shot down by Allied fighters in his Bf 109F-4 over southern Holland. Three days later, Leutnant Balduin Pauli was appointed Staffel Kapitän of 8/KG 66. The unit was tasked to use all available aircraft against sluice gates at Kruisschans on the River Scheldt, northwest of Antwerp. It cannot be confirmed if this mission, or any that followed, were flown by III/KG 66. On October 27 there were 18 combinations on strength with 8 Staffel, of which six were serviceable, with only 12 crews.

Nijmegen bridge

Dragon's lair

The swansong of 2/KG 101’s operations came on the evening of September 27 when four combinations took off to attack the

Left

An Fw 190/Ju 88 Mistel, probably from II/KG(J) 30, at Oranienburg, March 1945. Note that the Ju 88G has a shorter SHL 3500 fuse and both aircraft have additional fuel tanks. Below

Warhead-equipped Mistels of 6/KG 200 at Burg, 1944-1945.

As the winter of 1944 approached, III/KG 66 was destined for redesignation. From then on, the Mistel would be tasked with

“Fragments of the warhead were recovered and these were made up of many laminations welded together. The warhead was constructed on the hollow-charge principle and it is estimated that its weight was 8,000lb, of which 4,000lb was explosive filling”

May 2017 FLYPAST 25

WORLD WAR TWO LUFTWAFFE

Mistel survivor

A former top component of a Mistel composite, Fw 190A-8/R6 733682 is displayed at the RAF Museum, Cosford. KEN ELLIS

Following Germany’s surrender in May 1945, the Allies discovered a number of Mistel combinations in various states of repair or completion, but their use was limited. The Royal Aircraft Establishment secured three at Tirstrup, Denmark, but only one entire Mistel came to Farnborough. Ju 88A 2492 and Fw 190A 733759 were ferried separately in September and October 1945 and reassembled, but not test-flown as a composite. On display at the RAF Museum Cosford is Fw 190A-8/R6 733682 – and the attachment points for the struts to connect it to a Ju 88 can be seen under its wings. It flew to Farnborough on November 11, 1945, but the Ju 88H-1 it was attached to at Tirstrup did not make the trip. Below

A trainer Mistel S2 with Fw 190A-8 ‘97’ and Ju 88G-1 590153 at Merseburg, west of Leipzig, May 1945.

some of the most ambitious and audacious operations ever planned by the Luftwaffe. In early November the Gruppe became part of the famous KG 200. Under the redesignation, the headquarters flight (Stab) became Stab II/KG 200; 7/KG 66 became

5/KG 200, undertaking target illumination; 8/KG 66 became 6/ KG 200 flying the Mistel; and 9/KG 66 became 7/KG 200, responsible for replacement and training. Trials were under way with a new combination using a Focke-Wulf Fw 190 as the upper component with a Ju 88A-4 or ’G in what would become known as the Mistel S2. The more powerful Fw 190 also offered marginally extended range over the Bf 109F-4. The first S.2s were delivered to 6/KG 200 at the end of December. In January 1945 Reichsmarschall Hermann Göring wanted a highprofile mission to be flown and ordered Oberst Baumbach, by then Kommodore of KG 200, to prepare a strike on the Royal Navy anchorage at Scapa Flow in the Orkney Islands. By the 10th there were sufficient aircraft for the attack. Fifteen combinations would form the core strike force, supported by Ju 88 and Ju 188 illuminators. Two days later, the aircraft transferred from Burg to Tirstrup in Denmark from where Operation Drachenhöhle (dragon’s lair) would be launched. In February, four Mistel S1s from 7/KG 200 were assigned to bolster the strength of the raid, leaving their base at Kolberg on the afternoon of the 3rd, with the Ju 88 components crewed. But they met up with P-51 Mustangs of the Eighth Air Force’s 55th Fighter Group (FG) returning

from escorting bombers to Berlin. Led by Lt Col Elwyn C Righetti, the American pilots claimed to have destroyed six composites. What actually happened is best illustrated by one of the German pilots: “The Mistels flown by Fw Willi Kollhoff and myself separated, the Me 109s heading for the clouds, but they were shot down. Franz Pietschmann’s Mistel dived into the ground. Kollhoff made an emergency landing on the bank of the River Sude but was strafed on the ground; a member of his crew was killed... “The crew of my Ju 88 were not injured even though the left engine was on fire and I had to make an emergency landing in the woods.” The decision to launch Drachenhöhle was postponed by three days, but worse was to come. Around 11:10 on February 14, two Mosquitos of the Ford, Sussex-based Fighter Interception Development Squadron, crewed by Fg Offs Roy LeLong and J A ‘Mac’ McLaren and Flt Lt Tony Craft and Fg Off John Waters, attacked Tirstrup, claiming to have destroyed at least two combinations between them. This raid appears to have been the catalyst for the permanent postponement of Drachenhöhle, notified on the 16th. From then on Mistel operations would in the main concentrate on Soviet forces.

“With Allied air superiority and improved anti-aircraft defences, bad weather, poor serviceability and replacement aircraft being destroyed on the ground, effective attacks were all but impossible.”

26 FLYPAST May 2017

Suicide mission

A large-scale Mistel operation was planned against major powerstations in the Moscow and Upper Volga regions. Under the codename Eisenhammer (iron hammer), on March 17 pilots from both KG 200 and newly formed Mistel unit KG(J) 30, together with pathfinder crews, were ordered to Berlin for a week of secret briefings. The plan was for the entire attack force to fly north to Bornholm and turn eastwards across the Baltic, crossing the coast north of Königsberg. Having flown over East Prussia and the Soviet border, the second leg would take the formation along a highway from Minsk to Smolensk where it would split. One group would turn southeast to hit Stalinogorsk and Tula while the

Left

The Junkers airfield at Bernburg in April 1945.

Desperate attacks

remainder continued east towards Gorki. Northwest of Moscow, one section would make for Rybinsk. Despite meticulous planning and intensive training, the rapidity of the Soviet advance in March 1945 saw Luftwaffe forward bases overrun, making the distance to the target even greater. Soviet fighters were also on the increase. On March 30 the operation was postponed. An air raid on RechlinLärz on April 10 destroyed 18 combinations while another attack on Oranienburg took out another five Mistels and six Fw 190 upper components. Like Drachenhöhle before it, Eisenhammer was permanently postponed – no doubt to the great relief of the German pilots, some of whom regarded it as a suicide mission.

Despite these setbacks there was still an intention to use the Mistel operationally. On March 1, II/KG 200 at Burg had 14 of different variations, plus nine pathfinders, three reserves and a weather reconnaissance aircraft on strength. It was decided to use them against railway bridges at Warsaw, Deblin and Sandomierz. The weather, however, forced a postponement and the following day Mustangs from the Americans’ 357th FG destroyed or damaged ten newly completed combinations at Kamenz, all of which were intended for II/KG 200. The next target was the Oder bridges and on March 8 four Mistels were part of an attack against pontoon bridges and rope ferries at Göritz. One Mistel narrowly missed the southern bridge and hit the west bank, leaving a large crater, but the centre of the northern bridge was destroyed. Desperate attacks against American troops, vehicles and the pontoon bridges near Oppenheim followed on March 25. Four Mistels of 6/KG 200 took part: one was lost to anti-aircraft fire while another was reported missing and although the remainder released their Ju 88 ‘bombs’, it was another failure. On the 31st, six 6/KG 200 combinations struck at the railway bridge at Steinau. Three suffered

technical failures but post-attack reconnaissance showed serious damage to the western end of the bridge. The situation was increasingly dismal for the Luftwaffe. With Allied air superiority and improved anti-aircraft defences, bad weather, poor serviceability and replacement aircraft being destroyed on the ground, effective attacks were all but impossible. Another Mistel strike against the Steinau railway bridge and Autobahn bridges across the Bober and the Queiss rivers was ordered for April 10, but that afternoon II/ KG 200’s base at Burg was raided. At least 200 bombs fell; the hangars and workshops were badly damaged and the runways and taxi tracks were declared unusable. At Oranienburg, five combinations were destroyed by bombing. At Rechlin-Lärz the runway was rendered useless with 29 aircraft destroyed and a further 45 damaged, while a P-47 Thunderbolt of the 56th FG strafed a Mistel. By the end of the day the Mistel mission was cancelled and on May 7 the units ceased all operations. By then, many pilots had been reassigned to other units and most if not all Mistels were grounded. These extreme guided weapons had been rendered useless by a lack of fuel, spares or by Allied air and ground superiority.

Left

An Fw 190A-8 atop a Ju 88G-1 – a Mistel S2 combination. ALL CHRIS GOSS ARCHIVE

May 2017 FLYPAST 27

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WORLD WAR TWO B-25 MITCHELL

BREACHING the

The Brenner Pass was ferociously defended by the Germans in the final throes of World War Two. Thomas Cleaver describes how the crews of the 57th Bomb Wing broke through.

GOTHIC LINE M

ission 578 for the USAAF’s 321st Bomb Group’s 36 North American B-25 Mitchells was an attack on the Galliate Railroad Bridge in Italy’s northwestern Po Valley on October 3, 1944. The bridge was dreaded throughout the Twelfth Air Force’s 57th Bomb Wing (BW) as a well defended target. Captain Lawrence ‘Ace’ Russell, one of the most respected pilots in the 445th Bomb

30 FLYPAST May 2017

Squadron (BS), flew lead. Group lead bombardier was Danny Galindo. For both men, it would be their final mission. Flying Pistol Packin’ Mama was 1st Lt Dan Bowling who, arriving on Corsica in late August 1944, was assigned to the 445th BS and celebrated his 22nd birthday shortly afterwards. On their third flight together, the check pilot announced that Bowling had more hours as a B-25 first pilot than he did and, after four missions in his first week, Bowling began instruction as a ‘lead pilot’. A miner’s son, Dan was raised in Bisbee, Arizona. His father had been a union organiser later elected to the Arizona state senate on the Socialist Party ticket. Dan had learned early on never to back down from a fight; he had a reputation for not ‘taking guff ’ from anyone, regardless of rank. What the crews hadn’t been told at the morning briefing was that the Galliate Bridge was at that moment the most important railway objective in the Brenner Pass. Republic P-47 Thunderbolts had taken out the line north of the bridge, blocking troop trains on their way to Bologna with reinforcements. The Germans had brought in several new 88mm guns, in addition to those already at the vital site. That morning, the Galliate railroad bridge was the most heavily defended target in northern Italy.

Last defensive line The Gothic Line was Field Marshal Albert Kesselring’s last defensive line in Italy, designed by Erwin Rommel and constructed over the autumn of 1943 and spring and summer of 1944. Extending across Italy along the line of the Apennine Mountains, it featured 2,376 pillboxes with interlocking fire, 479 anti-tank, mortar and assault gun positions, 390,000ft (118,872m) of barbed wire and several miles of anti-tank ditches. All were positioned on steep hillsides, reducing combat to small-unit infantry struggles. After the fall of Monte Cassino during the week of the Normandy invasion, General Mark Clark’s failure to capture the German Tenth Army prolonged the war in Italy. Veteran units were sent on to France and were replaced by the inexperienced Brazilian Expeditionary Corps and the American 92nd Infantry Division. There were only 18 divisions to confront the Germans’ 14 frontline divisions and seven reserve divisions. Operation Olive, the offensive to break the Gothic Line, began in late August and quickly became the biggest battle ever fought in Italy, with more than 1,200,000 men

E Lucky 13 B-25J Mitchell Peggy Lou of the 445th Bomb Squadron was also known as ‘Lucky 13’ to the crews who flew the bomber. It was one of the original J-models delivered new to the unit when it transferred to Corsica in May 1944. Peggy Lou survived to the end of the war. Dan Bowling flew 50 of her 127 missions. Above

Space for bomb tallies was at a premium on the nose of B-25J ‘Peggy Lou’. The bomber ended the war with 127 missions to its credit.

Above

Bombs exploding on the Brenner rail line. Left

Captain Dan Bowling of the 445th Bomb Squadron survived 67 missions between September 5, 1944 and April 14, 1945.

May 2017 FLYPAST 31

WORLD WAR TWO B-25 MITCHELL

Right

B-25s over the Brenner Pass rail line through the Italian Alps.

involved. The B-25s of the 57th Bomb Wing (BW) were closely involved as they went after German transport routes.

Flak field There was three-tenths cloud cover over the Po Valley as the 36 B-25s droned north-northeast at an altitude of 10,000ft. When the target was sighted, Russell led the bombers in a turn at the initial point.

Bowling remembered: “Russell and Galindo always had long bomb runs, straight and level for three to four minutes.” This gave the Germans time to put six or seven volleys in the air. The flak field of black clouds ahead was thick. “Two minutes into the bomb run, my left wingman exploded. With 30 seconds to go, Russell’s plane pulled up and to the right. I told my bombardier, Joe Silnutz, we were taking lead, and just then Russell radioed they were all baling out.”

Field on Corsica, Bowling orbited to enable the other damaged aircraft with wounded aboard to land first. He and his crew counted 64 holes in Pistol Packin’ Mama. “She was reconditioned with patches everywhere, so many in fact that her new nickname was ‘Patches’.” Of the dozen B-25s from the 445th, two were lost, seven were hit by flak and four aircrewmen on two different aircraft were wounded. The survivors had made a 100% drop, with those following making accurate runs that knocked out the bridge. It was the toughest mission the squadron had flown since its arrival in North Africa 18 months before. The loss of Russell and Galindo – as well as Captain Robert Casaburi, the squadron lead navigator, along with Sgts William Hickey and John Plott, and Cpl Joseph Tronolone – deeply affected the rest since all were ‘old hands’. Tronolone, a mechanic, had volunteered as a gunner to get the chance to go home. Bowling determined that as long as he was the 445th’s lead pilot they would never again fly such a bomb run.

Operation Bingo At the end of October, autumn rains turned to snow, heralding the arrival of the coldest European winter in a century. It was clear the Allied armies were not strong enough to overcome the well supplied Germans, their Above

The Brenner Pass, autumn 1944. Right

A bridge over the Po River is knocked out in April 1945.

Bowling and his bombardier made an accurate drop. “We pulled up and broke right and I noticed solid flak at our previous position. There were two close explosions I could hear over the engines, followed by the sound of hail on a tin roof as we were showered with shrapnel.” The shards damaged the rudder controls, leaving only the trim tabs for directional control, while the hydraulic system was hit and lost pressure. There were several large holes in the wings. When he arrived back at Solenzara

32 FLYPAST May 2017

needs coming from Munich and Augsburg by rail through the Brenner Pass to Bologna. A train from Augsburg took less than 12 hours to make the trip. Now that large-scale offensive operations were impossible until the spring thaw, some way had to be found during the winter months to reduce enemy strength. The target would be the Brenner Pass railway. The 57th BW was given the assignment of carrying out what was named Operation Bingo. The first mission, on November 6, 1944, saw the 310th Bomb Group hit the transformers at San Ambroglio, while the 340th and 321st BGs hit those at Trento and Ala respectively. The attacks were successful, cutting electrical power to trains as far north as Balzano and forcing the Germans to bring in coalfired locomotives from elsewhere in their overstretched rail transportation system. Friday, 10 November was tough for the 321st. A force of 44 Mitchells went to Ostiglia to bomb the rail bridge and a ferry terminal the Germans had recently

completed. Bowling was the second group lead. The bridge was fiercely defended but the bombers knocked out seven spans of the pontoon. Two formation leaders and two other B-25s were shot down and 30 aircraft were holed. Thirty-two aircrew were wounded, one of the heaviest losses on any one mission. Newcomer 2nd Lt Paul Young

remembered: “It was my first mission where the Germans made a serious attempt to kill me. It wasn’t easy to sit there as co-pilot and take it as all that flak exploded around us, but in retrospect it was better I had that first experience as a co-pilot where I wasn’t responsible for a crew.”

25 below zero The B-25 had only limited heating and the oxygen systems had all been removed because of fire danger from flak hits. Radioman Staff Sgt Jerry Rosenthal recalled: “Anoxia was a big problem, since the missions into the Brenner Pass were generally flown at 11,500 to 15,000 feet. We would take our gloves off to check our finger nails for signs of anoxia even though we couldn’t do anything about it. “We also got to know all about aerotitis media, the inflammation of the inner ear from changes in altitude. The air temperature in the airplane at my station as radioman was around 25 [°C] below, and if you took off your glove and touched anything you could freeze your skin to whatever it was.

“The pilots and bombardier and turret gunner in the nose had a couple of heaters that probably got the temperature up to 10 below, as did the tail gunner. But the radioman’s position was unheated and draughty since it was right behind the bomb bay. “I acquired a blue wool electric flight suit, even though there was no electricity available for it in the airplane, but I wore it over my GI long johns, then a wool shirt over that followed by my A-2 jacket with a super heavy sheepskin coat over that! “Wool socks, then GI shoes with the wonderful sheepskin-lined flying boots over them; I had sheepskin overalls to cover the wool GI pants, and with all that I was able to prevent frostbite!” As well as the cold, there was nature to contend with. Turbulent winds swept down the pass at speeds of 50 to 60mph . The mountains on either side were mostly around 8,000 to 9,000ft high, with some reaching as high as 10,000ft.

Second Lt Victor Hanson, a co-pilot with the 445th, recalled a mission where his B-25 got hit and dropped out of the formation. The pilot pulled away from the flak into a box canyon that was too narrow to turn around in. “We were climbing against the downslope winds that were going down only a little bit slower than we were going up. We were holding maximum power and just barely climbing. All those rocks out in front definitely had my attention as we got closer and closer. In the end, we cleared the ridge by maybe 20 feet. That was my scariest mission and it didn’t have anything to do with the Germans.”

Evasive action The anti-aircraft fire never let up. Primary defence on November 1, 1944 was provided by IV Flak Korps, with 366 deadly 88mm anti-aircraft guns. Every month

“It was my first mission where the Germans made a serious attempt to kill me. It wasn’t easy to sit there as co-pilot and take it as all that flak exploded around us...” May 2017 FLYPAST 33

WORLD WAR TWO B-25 MITCHELL of the campaign, more guns were added: in March 1945 the number reached 541. The flak map Young’s bombardier had in February showed gun positions as red dots. There was a solid red line half-an-inch wide running from Verona to Innsbruck.

Above

The 321st BG hit the Trento transformer on November 6, 1944, the opening mission of Operation Bingo. Above right

The toughest target in the Brenner Pass was Rovereto, located at the narrowest section of the pass; the bombers could only attack in one direction. Right

B-25J Mitchells of the 321st BG over the Brenner Pass.

At Rovereto, known as the worst flak trap in Italy, the bombers could only attack from one direction. The Germans put concrete gun pits halfway up to mountainsides in the narrow pass to either side of the town, almost at the B-25s’ altitude. Bowling and Silnutz decided to find a way to avoid this exposure and still hit the target with an accurate drop. “Joe and I decided that the only way to survive our missions was by performing evasive action,” noted Dan. “We practised many times on the bomb range. We’d fly a certain compass heading to the practice target circle, then turn 10 to 15 degrees right or left, then change again to a different compass heading and immediately change to the exact course to target. Joe’s timing with that Norden sight was so accurate that we would only be 30 to 40 seconds straight and level to the target.” Shortly after they worked out their evasion tactic, Bowling was made lead pilot and Silnutz lead bombardier. “When I was out front ahead of everyone else, they had to do what I did, so they followed me. “I could look out just after we changed course and see a barrage of flak go off right where we would have been had we continued on. Then we’d turn and there would be another barrage go off where we would have been.

34 FLYPAST May 2017

“When we turned on to the bomb run, the gunners were so confused they didn’t have the time to put up that last volley before we dropped and broke formation.”

Catch-22 Silnutz was probably the best bombardier in the 57th, and Bowling was one of the top pilots. Only a few other lead crew pilot/ bombardier teams tried to emulate their tactics. Colonel Richard Smith,

the 321st’s group commander, ordered crews to fly straight and level for four minutes since he was quite open that “I want a star when I leave”, and held bombing accuracy as the key to it. Bowling told the pilots in his formation to follow him. “I was proud of two things about the missions I led. One was that we had the highest bombing accuracy of anybody in the group, and the other was that I had the lowest losses. We got the target and we didn’t lose our friends.” Eventually the 445th’s squadron

commander, Colonel Cassidy, ceased arguing with Bowling, giving him instead the highest unspoken praise possible: he became the pilot picked to lead every tough mission during the worst period of the Battle of the Brenner. As Young put it: “Dan was the squadron leader. That’s different from the squadron commander.” With replacements to the 57th BW few and far between as army leadership looked to a final victory, the mission total changed until the men were informed in late February that the tour of duty was now ‘for the duration’. Some tried to turn in their wings, willing to accept transfer to the infantry as an escape from the repeated ‘Charges of the Light Brigade’ into the Brenner Pass, but were refused. Paul Young commented: “It really was like what was in the novel: you had to be crazy to continue, but if you tried to get out that meant you were sane and you had to stay. It wasn’t called Catch-22 or anything, but the policy was there.” The war’s finale saw the 57th BW leave Corsica in early April 1945.

Its campaign had been successful. At the end of March, the quartermaster general of the German Fourteenth Army reported the Brenner line was only open 12 days that month; that it was permanently broken in four places, necessitating unloading and reloading cargo at the breaks; and that a shipment took seven to eight days to get from Munich to Bologna. Less than 20% of the minimum needed supplies were getting through.

Yellow smoke The 321st BG moved from Solenzara on Corsica to Falconara on the Adriatic coast on April 5, 1945. The final Allied offensive began four days later. Mission 846, to bomb the German troop assembly area at Argenta in front of the Australian division of the Eighth Army, was Dan Bowling’s 60th and most memorable of the war. Newly promoted to captain, he led 18 Mitchells at the forefront of a formation of 48 B-25s from all four squadrons in one of the newest aircraft in the squadron. The briefing emphasised that timing was of the essence. Allied troops would light smoke pots to mark the lines. Yellow smoke would signify Allied troops had begun their attack. “We were to bomb at 10,500 feet and 200 miles per hour. This was the most heavily defended target we had gone against. I knew it was going to be tough.” With one turn over the field for join-up, Bowling led the 48 on

the 40-minute flight to Ravenna. “When we were climbing to 10,500 feet I realised the plane was very sluggish. When we got to altitude I had to set the engines at nearly full-throttle to maintain 200 miles an hour and the cylinder head temperatures on both engines were nearly at the red line. “I had to do something to save the engines, so I notified the formation I was reducing speed by 20 miles an hour and climbing 500 feet. Three minutes from the target we would dive back down to the correct altitude and pick up the right speed.” It was crucially important to have the right speed and altitude, since those were the settings in the Norden bombsights; any variance meant they could not drop accurately. The bombers arrived over the target three minutes early. Bowling increased power and dived back to 10,500ft as he picked up speed back to 200mph. “Suddenly all hell broke loose with black flak puffs right where we would have been had I not dived and picked up speed. Those flak gunners were right on us.” As the B-25s turned onto their run the navigator, coincidentally named Mitchell, stated that he saw yellow smoke on the ground. Silnutz replied: “Bomb doors closing.” Bowling sensed something wrong and screamed at his bombardier to reopen the doors: “Roll forward six or seven hundred feet and bomb! I’ll take the blame!”

Mitchell kept arguing they had to abort. “Then the flak was all around us. The plane on our right was hit twice and gone. I pulled to the right and had both engines past the red line, waiting for them to explode.” The formation followed and evaded using Bowling’s tactic as German gunners put a solid field of exploding flak where they would have been. “They were ten seconds too late to get us.” They turned back left and 45 seconds later Silnutz announced: “Bombs away!” Forty minutes later they were back at Ancona. Two jeeps with four officers were waiting. Bowling shut down while Silnutz and Mitchell climbed out. “I thought we’d done it, hit our own troops. I saw it was the intel officer, ops officer, group bombardier and the deputy group CO.” And then the four were grabbing Silnutz and Mitchell and shaking their hands. When Bowling crawled out, Colonel Camara, the deputy group CO, told him the mission had been perfect and they had hit the Germans directly on target with a 100% drop. It was later discovered that the power settings had not been changed on the engines after the B-25 had been delivered to North Africa and that the British officer in charge on the ground had lit the wrong smoke pot accidentally. Ten days later the Allied armies controlled the Po Valley and the German Army surrendered in Italy.

Below

B-25s of the 321st BG amid the snow at their new base in Fano, Italy, April 1945. ALL VIA AUTHOR

“Suddenly all hell broke loose with black flak puffs right where we would have been had I not dived and picked up speed. Those flak gunners were right on us”

May 2017 FLYPAST 35

SURVIVORS B-25 MITCHELL

KEEP ’EM FLYING

Here we list some of the North American B–25 Mitchells known to be airworthy today

AIRWORTHY SURVIVORS There are well over 100 North American B-25 Mitchells extant, the aircraft having won considerable fame during World War Two. Approximately 45 remain airworthy, with the majority located in the US. The following list should not be regarded as definitive. The situation is constantly changing, with some machines technically airworthy but not flying, others kept in storage, and with more being restored to flight, or retired. Austria B-25J

44-86893

Red Bull

Flying Bulls in Salzburg.

Canada B-25J

45-8883

Hot Gen!

Canadian Warplane Heritage in Hamilton, Ontario.

Netherlands B-25J

44-29507

Sarinah

Royal Netherlands Air Force Historical Flight at Gilze-Rijen.

United States RB-25 B-25D B-25D B-25H B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J B-25J PBJ-1J PBJ-1J

40-2168 43-3318 43-3634 43-4106 43-27868 43-28059 43-28204 43-35972 44-28866 44-28925 44-28932 44-28938 44-29199 44-29465 44-29869 44-29939 44-30129 44-30254 44-30423 44-30456 44-30606 44-30734 44-30748 44-30801 44-30823 44-30832 44-31385 44-86697 44-86698 44-86725 44-86734 44-86747 44-86777 44-86785 44-86791 44-86797 45-8835 45-8884 45-8898 44-86758 44-30988

Miss Hap Grumpy Yankee Warrior Barbie III Yellow Rose Apache Princess Pacific Princess Maid in the Shade Champaign Gal How Boot That Tondelayo Old Glory In The Mood Guardian Of Freedom Miss Mitchell Briefing Time Wild Cargo (unnamed) Photo Fanny Russian Ta Get Ya Tootsie Panchito Heavenly Body Executive Sweet Pacific Prowler Buck U Show Me Killer B Paper Doll Super Rabbit Special Delivery Mitch The Witch II Georgie’s Gal Georgia Mae Mitchell III Ol Gray Mare Betty’s Dream Lady Luck Axis Nightmare Devil Dog Semper Fi

American Airpower Museum in Farmingdale, New York. Historic Flight Foundation in Mukilteo, Washington. Yankee Air Museum in Ypsilanti, Michigan. History Flight in Wilmington, Delaware. Commemorative Air Force (CAF – Central Texas Wing) in San Marcos, Texas. Fantasy of Flight in Polk City, Florida. B-25 Mitchell LCC in Missoula, Montana. CAF (Airbase Arizona) in Mesa, Arizona. Champaign Aviation Museum in Urbana, Ohio. Cavanaugh Flight Museum in Addison, Texas. Collings Foundation in Stow, Massachusetts, formerly a TB-25N. J L Ward Aviation Co in Coulterville, California. Westpac Restorations in Colorado Springs, Colorado. Lyon Air Museum in Santa Ana, California. CAF (Minnesota Wing) in South St Paul, Minnesota. Mid-Atlantic Air Museum in Reading, Pennsylvania. Military Aviation Museum in Virginia Beach, Virginia. Flying Heritage Collection in Everett, Washington. Planes of Fame in Chino, California. Lewis Air Legends in San Antonio, Texas. TSM Enterprises in Carson City, Nevada. Delaware Aviation Museum in Georgetown, Delaware. Erickson Aircraft Collection in Madras, Oregon. American Aeronautical Foundation in Camarillo, California. William Glover in Mount Pleasant, Texas. Claire Aviation in Philadelphia, Pennsylvania. CAF (Missouri Wing) in St Charles, Missouri. T Reilly Vintage Aircraft in Wilmington, Delaware. Fagen Fighters WWII Museum in Granite Falls, Minnesota. Oklahoma Museum of Flying in Oklahoma City, Oklahoma. Lone Star Flight Museum in Galveston, Texas. Palm Springs Air Museum in Palm Springs, California. Liberty Aviation Museum in Port Clinton, Ohio. Wiley Sanders Truck Lines in Troy, Alabama. Yanks Air Museum in Chino, California. Lauridsen Aviation Museum in Buckeye, Arizona. Texas Flying Legends Museum in Houston, Texas. Lady Luck LCC in Blaine, Minnesota. Tri-State Warbird Museum in Batavia, Ohio. CAF (Devil Dog Squadron) in Georgetown, Texas. CAF (Southern California Wing) in Camarillo, California.

36 FLYPAST May 2017

Aitken Airplane FP.indd 1

14/03/2017 12:39

WARBIRDS PT-27

BIPLANE

F or All S ea sons

Stephen Chapis talks to Virginia-based John Elliott about his rare PT-27, designed for Canadian winters 38 FLYPAST May 2017

ns

A

nyone lucky enough to own and operate a Boeing Stearman biplane in the northern hemisphere can revel in the delight of open cockpit flying from mid-spring through to early autumn without wearing a lot of extra clothing. Even when the temperatures drop and the 100mph slipstream brings a distinct chill into the cockpit, one can still enjoy the flight by donning an always stylish leather flying jacket and scarf. But once the mercury drops below freezing, most Stearmans are sequestered in their hangars for the winter. During World War Two, open

cockpit flying didn’t take a break in wintertime – pilots were needed on the front line. In the US, cadets donned their heavy Shearling jackets, pants and gloves and gritted their teeth as they took off into the sting of winter winds. For their brothers in arms in Canada, not even a Shearling could make those open cockpits bearable during the long, bitter winters. To that end, the Canadians trained in closed cockpit variants of the de Havilland Tiger Moth and Fairchild Cornell. In early 1942, Britain helped the Royal Canadian Air Force (RCAF) place an order for 300 Stearmans, designated PT-27s. They were built

as standard USAAF specification PT-17 Kaydets but featured a number of modifications to operate in the ‘Great White North’. The cockpits had gasolinepowered heaters and were fitted with sliding canopies, which could also be hooded for instrument training. For ease of construction, even when the canopies were fitted the standard windscreens remained in place.

Left

Enclosed cockpit Boeing PT-27 Kaydet FD993 (NC60810). ALL IMAGES AUTHOR

“...as the brutal Canadian winter approached, training in the still unmodified Stearman biplanes came to a halt”

The plate on FD993’s Continental seven-cylinder W670-6A (USAAF designation R-670).

A close-up of the biplane’s prominent landing light.

Stencilling on the forward fuselage shows the date the PT-27 was signed off at Boeing’s Stearman Division at Wichita, Kansas – February 2, 1942. It was delivered to Canada 37 days later.

May 2017 FLYPAST 39

WARBIRDS PT-27 The Continental R-670 sevencylinder engines were ‘tweaked’ for cold weather operation and were partially enclosed with a bonnettype cowling. The PT-27s had an electrical system that powered external lighting, including landing lights mounted in the leading edge of the lower wings. Boeing’s Stearman Division at Wichita, Kansas, delivered the unmodified aircraft to Canada where the RCAF-specific parts were installed from specially prepared kits.

Logistical bungling At least, that’s what was supposed to happen. Owing to bureaucratic and

logistical bungling very few PT-27s received the ‘winter’ modifications. Even when the all-

important canopy was installed it often created more problems than it resolved. With a lack of proper venting, the glazings often fogged up before cadets even made it to the end of the runway, while at night the cockpit lighting produced a very distracting glare. Throughout the summer of 1942, initial impressions of the Stearman were positive. It was a joy to fly and easy to maintain, but there were a number of ground loops and noseover accidents. However, as the brutal Canadian winter approached, training in the still unmodified Stearman biplanes came to a halt. Even before winter, the PT-27s were not used for nocturnal training owing to the nondelivery of night flying equipment and the aforementioned canopy glare issues. So Tiger Moths were retained for night training. This presented its own problems. Unlike the relatively docile Stearman, the Tiger Moth had to be flown every single moment. To have a student go from the PT-27 during the day to the Tiger Moth at night was not a good practice. Regardless of these issues, PT-27s trained cadets at three Elementary

“When it was deactivated in June 1945, a total of 10,000 pilots from 30 nations had trained at Thunderbird Field 1”

40 FLYPAST May 2017

Flying Training Schools in Alberta, Canada: 31 EFTS at De Winton, 32 in Pearce and 36 at Bowden. On November 28, 1942, the RCAF decided to return the PT-27s to the US in exchange for Fleet-built PT-26 Cornells. All parties agreed and between December 1942 and June 1943 a total of 287 were returned and dispersed among army and navy training units across the US.

One of the few

PT-27 FD993 was delivered on March 11, 1942 and arrived at Calgary, Alberta, on the 25th. It was assigned to 36 EFTS, Bowden, on April 11. On the first line of its Aircraft Record Card, “Stored Reserve 4JC” has been entered. The exact meaning of this is a mystery, but it raises the question of whether it ever flew during its short stay in Calgary. Flown or not, FD993 returned to the US on December 26. On New Year’s Eve 1942, the PT-27 – assigned the USAAF serial 42-15595 – arrived at the newly established McKellar Field in Jackson, Tennessee. This was home to the USAAF’s Southeast Training Center (later Eastern Flying Training Command) as a primary pilot training airfield. Instruction at Jackson was under contract to Georgia Air Services, using a mixture of PT-17 Kaydets and PT-19 Cornells with a few PT-27s thrown in for good measure. It appears that ’595’s stay at McKellar was relatively short, for its records indicate it passed through Fairfield Air Depot at Wright Field, Ohio, before being assigned to another Southeast Training Center airfield, Smyrna in Rutherford

County, Tennessee, which was primarily a bomber training field where students flew Boeing B-17 Fortresses and Consolidated B-24 Liberators. What capacity a PT-27 served in there is unknown, but by August 1943 the Stearman had found its way to a famous airfield outside Glendale, Arizona.

Thunderbirds

Thunderbird Field had been established in 1939 as a collaborative effort by Hollywood agent and producer Leland Hayward, former US Army Air Service pilot John H Connelly and Life magazine photographer John Swope. The airfield was backed by a number of A-list celebrities of the day, including Hoagy Carmichael, Cary Grant, Henry Fonda, Jimmy Stewart, Margaret Sullivan and Robert Taylor. Located 25 miles from central Phoenix, the field was laid out by artist Millard Sheets to resemble the mythical North American Indian Anasazi Thunderbird. The control tower formed the head of the bird, the hangars the wings, the administration building the body and the gardens the tail feathers. Three 3,500ft runways were built and, once the USAAF signed a contract with Southwest Airways, the first class of 59 cadets arrived in March 1941. Four unpaved auxiliary (or satellite) airfields were operated by Thunderbird Field between 1942 and 1944. The main airfield was redesignated Thunderbird Field 1 after Thunderbird Field 2 was established in Scottsdale, Arizona, on June 22, 1942. When it was deactivated in June 1945, a total of 10,000 pilots from 30 nations had trained at Thunderbird Field 1.

510 DOLLAR biplane

In October 1944, PT-27 FD993 moved to Echeverria Field, a deactivated basic training base near Wickenburg, Arizona, and turned over to the Civil Aeronautics Authority (CAA). What the

Stearman did during its tenure with the CAA has been lost to time. Its history begins again on October 20, 1945 when John Mahalchik, a former USAAF pilot, purchased the biplane for $510 and brought it to his home in New York. Since that day this Stearman has remained in the mid-Atlantic or New England regions of the USA. In July 1946 it must have been involved in a minor ground loop because the records indicate a repair to the right rear spar at the wing tip. By that stage it had just 949 hours’ total time. Although purchased by Wilbur and Louise Sliker on April 4, 1959, it’s believed the aircraft hadn’t flown since 1950 and didn’t fly in the three decades it was in the Slikers’ care. Throughout 1989 and most of 1990, it went through a number of owners, but on November 25, 1990 noted Stearman restorer John Roethlisberger acquired it from David Johnson and Robert Lee of Hookstown, Pennsylvania.

Bottom, left to right

For ease of production, the original windscreens were retained on PT-27s – the fully enclosed canopy was fitted as an addition. Proud owner: John Elliott. A view of FD933 with the large canopy opened for access.

Oshkosh Champion

In late 2015, Roethlisberger, a Vietnam veteran Bell UH-1 ‘Huey’ crew chief and retired US Air pilot, spoke to the author about the restoration of FD993: “I’ve been restoring Stearmans since about 1987, and the PT-27 was the first one I completed. I had two or three others going at the same time, but they were bought before I finished them. “When I got the PT-27, it was just a pile of parts, including the factory-original canopies, which were actually built by Piper Aircraft Corporation. At the time I wasn’t really interested in building a PT-27 per se and did not plan on putting the canopy on the airplane.”

May 2017 FLYPAST 41

WARBIRDS PT-27

NC60810’s roomy cockpit – and warm in the winter.

It was John’s brother-in-law who recognised the rarity of the aircraft and talked him into restoring it in all of its Canadian glory – a decision he would not regret. Once John decided to restore the Stearman as an authentic PT-27, he made every attempt to make it as correct as possible, from the flying wires to the size of the roundels. This attention to detail paid off when he flew it to Oshkosh, Wisconsin, for the first time. “When I took it to Oshkosh in 1996, it won Military Trainer/ Liaison Champion, and afterwards I did a photo flight with the Experimental Aircraft Association [EAA] and it ended up on the cover of the October 1996 issue of EAA’s Vintage Aircraft magazine. It won awards at Galesburg [Illinois] and reserve grand champion at Sun ‘n’ Fun [Lakeland, Florida] in 1997. So, I’m pretty proud of the airplane.” After two years of flying the PT-27, John sold it to a couple in Portsmouth, New Hampshire, where it remained until Arlington, Virginia, resident John D Elliott purchased it on April 24, 2015.

Flying Circus

The author met up with John Elliott in July 2015 at the Flying Circus Aerodrome in Bealeton, Virginia, the longest continuously operated flying circus in the world. For more than 40 years its dedicated volunteers have put on an airshow every Sunday between May and October. The large airfield is completely surrounded by trees, with its 2,500ft grass runway situated on the west side. Attending an event at the Flying 42 FLYPAST May 2017

Circus is truly a trip back in time to the heyday of barnstorming. The summer air was thick with oppressive humidity. The music of Count Basie, Benny Goodman and Glenn Miller wafted across the aerodrome and the aroma of fresh cut grass, Avgas and hot dogs surrounded us as John leaned on the wing of his Stearman. He recalled how he became the owner of a PT-27: “I grew up in this area and when I was eight or nine years old my parents brought me here to the Flying Circus and I was absolutely fascinated. They had to peel me off the fence so we could leave. “Both my grandfathers were pilots in World War Two, one in the air corps and one in the navy, and of course they both trained in Stearmans. Thankfully they lived long enough for me to talk to them about their experiences. “Their stories really got me excited [about the Stearman], so after I got my pilot’s licence in 2008 I came out here to talk to the guys about buying a tailwheel airplane. I was right out of Cessna 152s!”

Exciting and calming

“After getting ten hours with Dave Brown in his Stearman, I bought a Fleet [Canadian-built training biplane], but kept my eye on a Stearman.” Like John, the author had his first ride in the type at the Flying Circus in 1987. There’s nothing quite as exciting, yet calming, as aerobatics in one of these. With his Fleet, John realised his dream of joining the Flying Circus, and in the next few years he also purchased a 1929 Bird BK, a three-

seater Brunner-Winkle biplane of the late 1920s. The Boeing remained elusive but, like they say, good things come to those who wait. He continued: “I lived in England for a while with my parents, so I became a huge Anglophile. I’ve owned a few Austin Healey’s [sports cars] and simply like things that are just a little bit different. My mom wanted me to get a PT-17 and my dad said get an N2S, but the idea of a Stearman in RAF colours was really appealing to me. On top of all of that – my girlfriend is from the UK!” John spent several months looking for his British example and his persistence and patience paid off: “One day I found this PT-27 and loved the paint scheme. When I found out that John Roethlisberger had restored it, I knew it would be a pristine example because he does great work. “The fact that it had original canopies was a huge benefit because I fly year ’round. I’ve flown my Bird BK in temps as low as 48 degrees and it gets pretty cold at 100mph, so I’m absolutely charmed that I can fly the PT-27 in the winter with the canopies on and not be frozen at the end of the flight.” The bright yellow paint scheme and RAF roundels really make John’s PT-27 stand out among a proliferation of standard army and navy Stearmans on the Flying Circus ramp. So, if you ever find yourself in northern Virginia on a Sunday between May and October, pay a visit to the Flying Circus Aerodrome and see this beautiful PT-27 in action. You’ll have a good time for sure.

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15/03/2017 10:06

A DAY WITH THE FIGHTER COLLECTION FLYING LEGENDS 2017 AIRSHOW 8-9 JULY ADVANCE TICKET PURCHASE ONLY

GOLD PASS PRIZES PLUS ADULT TICKETS TO FLYING LEGENDS also up for grabs! Our friends at The Fighter Collection are giving away to one lucky reader ‘A Day with The Fighter Collection’ – Get to spend a day with the Fighter Collection team at an IWM airshow, see behind the scenes and the Fighter Collection aircraft up close! For two lucky runners-up, The Fighter Collection are offering two pairs of Gold Pass prizes to this years’ Flying Legends Airshow, to be held on 8 and 9 July at Imperial War Museum, Duxford. The 24th Edition of this world famous aerial spectacular will feature world class, unrivalled, choreographed displays featuring unique aircraft types rarely seen together in the UK skies or anywhere else. Flying Legends culminates in the finale Balbo formation when all the WWII fighters take to the skies to salute you in a mass flypast. Step back in time and enjoy the musical entertainment, enjoy a glass of Pimms, view the large scale model aircraft exhibits and ladies, have your vintage makeup done in the Vintage Village. Flying Legends is the Airshow not to miss, it has something for everyone.

HOW TO ENTER Send your name, address, contact telephone number and email (if you have one) on a postcard or sealed-down envelope to:

Flying Legends Competition FlyPast magazine, Key Publishing, PO Box 100, Stamford, Lincolnshire PE9 1XQ or email the same information to:

[email protected] with subject header ‘FP Flying Legends Competition’. Please state if you would prefer to attend on Saturday or Sunday. ADVANCE/EARLY BIRD TICKET PRICES

Adult (age 16+) Senior (60 yrs+) Child (5-15 yrs)

£31.50 £25.00 £17.00

Discounts available for group bookings

EACH GOLD PASS PRIZE INCLUDES: • Special Fighter Collection Merchandise (To collect from FOTFC enclosure at Flying Legends) • Your individual Gold Passes • Gold Car Pass to your VIP parking area (One car pass per pair) • Entrance to the Air Show and Museum • Viewing enclosure on the flight line • A copy of the souvenir programme • Free, direct access to the flight line walk

WANT TO KNOW MORE.... To book tickets, or for the latest flying programme, visit: www.flyinglegends.com Alternatively, you can book your tickets by calling: +44 (0)1223 499 353 All flying subject to weather, serviceability and operational commitments. Gold Pass Available for £85.00 per person per day or £111.95 with lunch.

f irs o ! a p ir 5 Close Date: 12.00 GMT 26 May 2017. win per pa Winners will be notified no later than o t 0 y 0 Friday 2 June 2017 unit 63. port over £ p o rth he lso t kets wo a 281/17 s ’ ic re The Adult T

On occasions Key Publishing Ltd and The Fighter Collection may make offers on products or services that we believe to be of interest to our customers. If you do not wish to receive this information, please write NO INFORMATION clearly on your entry. Transport and accommodation not included for any prize. No purchase necessary. Editor’s decision is final and there is no cash prize alternative.

281 FP Legends 2017 fp.indd 44

16/03/2017 15:24

ENGLISH ELECTRIC LIGHTNING

Days

of thunder

I

46 TIGERS IN THE SKY

58 ARMED AND DANGEREOUS

In the summer of 1960 the Lightning F.1 was brought into frontline RAF service by 74 Squadron, followed in 1964 by the potent F.3. Tony Clay describes the latter and its time with the RAF’s famous ‘Tiger’ Squadron.

54 LIGHTNING PIONEERS

A series of ground-breaking experimental jets paved the way for the illustrious Lightning. The origins of the jet and the development work that led to it is analysed by Tony Buttler.

n this issue we pay tribute to one of the true greats of British Cold War design and engineering, the English Electric Lightning. Although there are no Lightnings currently flying in the UK, the type remains a source of great fascination, and is usually regarded as being Britain’s greatest fighter of its era. The entire project would have been cancelled if former Minister of Defence Duncan Sandys had had his way, and yet the unorthodox fighter – renowned for its phenomenal speed and noise – went on to serve the RAF and other nations with distinction. With a series of features and rarely seen images we look back at the supersonic jet’s origins and history.

Former Lightning pilot Ian Black reflects on how the British jet came to be fitted with guns, and examines how crews were training in the art of gunnery.

Above

English Electric Lightning T.5 XS458 is maintaind in ground running condition at Cranfield, Bedfordshire. DARREN HARBAR

May 2017 FLYPAST 45

ENGLISH ELECTRIC LIGHTNING TIGER SQUADRON

Twin

Hair Dryer Tony Clay describes the Lightning F.3 and its time with the RAF’s famous

T

hree silver jets streaked at high speed down the centreline of the runway before each broke high into the circuit, lowered their undercarriages and prepared to land at Mehrabad Airport, Tehran. The commander of 74 ‘Tiger’ Squadron, Sqn Ldr Bill Maish, had just led a flight of three of the RAF’s newest version of its Lightning interceptor, the F.3, in a display in front of the Shah on his 46th birthday – October 17, 1965. The routine would usually have contained four of English Electric’s finest, but Mehrabad at that time of year was hot and very, very dry. Problems with the volatile AVPIN isopropyl nitrate starter motor fuel evaporating and high-energy igniters led to one of the four Lightnings refusing to start. Despite this setback, the show was deemed a success and the personnel of the Imperial Iranian Air Force were great hosts. It wasn’t that long ago, during World War Two, that 74 viewed Mehrabad as home, protecting the northern approaches to the Middle East with Hurricanes.

46 FLYPAST May 2017

Mission and diplomacy fulfilled, all four Lightnings had returned to Leuchars via Akrotiri by the end of October. Along the way, 74 had set a new unofficial record for the longest Lightning flight, from Cyprus to Scotland in 5 hours, 40 minutes. The Tigers were enjoying their new mounts but this is somewhere near the middle of the story; we need to go back to the start.

Unsurpassed

In the early summer of 1960 the Lightning F.1 had been brought into frontline RAF service by 74 Squadron, then based at Coltishall in Norfolk. After nearly four years it was becoming apparent through the serviceability rates that the stresses of hard flying – mainly aerobatic and display work – were taking their toll on the F.1s. While the ground crews were working round the clock to keep service levels high, many systems were starting to fail with monotonous regularity. Hope arrived in Scotland on April 14, 1964 in the shape of the

‘Tigers’, 74 Squadron

first F.3, the second one following towards the end of the month. Showing early promise, both F.3s racked up 40 sorties between them in the first month. It would be August before 74 received its full complement. The F.3 was considered a vast improvement on its F.1 and F.2 predecessors; the most notable change aesthetically being the tail fin. The older curved version gave way to a square tip which added an extra 11.5% to

Left

Two-seat T.5 XS416 was delivered to 74 Squadron at Leuchars in January 1966. Below

Sqn Ldr Bill Maish rotating in his F.3 XP753 at Leuchars. ALL VIA AUTHOR UNLESS NOTED

the total fin area. The older RollsRoyce Avon 210s were replaced with the newer 301 version, and a new ‘fueldraulic’ fuel system for wing-towing transfers came as standard. The cockpit was updated with many new or newer systems, including the Air Data System Mk.2 and AI.23B radar. Red Top air-to-air missiles could be fitted giving enhanced offensive capabilities, but this required deletion of the gun armament which aircrew considered

a disadvantage. Overall, most pilots agreed that the F.3 was a considerable leap in the right direction. Sqn Ldr Henry Ploszek from

74 recalls: “the better thrust to weight [ratio] made it a formidable interceptor with a rate of acceleration and climb to over 60,000ft which would be unsurpassed among Western jets for several years to come.”

Burning holes in the sky

In June 1964 the unit was surprised to suddenly find itself declared nonoperational so that it could conduct Intensive Flying Trials (IFTs). As 74 was the very first squadron equipped with the new F.3, it was intended to quickly put 300 hours on each of the six airframes on charge so that an accurate measure of parts serviceability and schedules could be taken.

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WW2 DESERTER ENGLISH ELECTRIC OR PATRIOT? LIGHTNING TIGER SQUADRON

The theory was that this would aid the type’s introduction to other RAF squadrons. In practice the value of this exercise was questionable at best and was certainly not popular with either air or ground crews. High flying rates and turnaround times put immense stress on all concerned for what was considered a “nonoperational ‘burning holes in the sky’ activity”. When it was declared that the Tigers would be fully operational again on December 1 and the IFT would finish in January 1965, the news was warmly welcomed.

One last loop

By far the saddest moment before the year came to an end was the loss of 31-year-old Flt Lt Glyn Owen on August 28, 1964. His death hit the squadron hard and cast a gloom

over the whole station – just a month before, he had flown a spirited display at Lossiemouth introducing the F.3 to the public. This time at Leuchars in front of a large contingent of the unit and some members of his own family, Owen had been briefed to carry out two practice sequences in XP704, which were completed successfully. He requested one last loop and ran in at 500ft and 320 knots. Engaging reheat, he started the loop with a speed of approximately 180 knots as he went over the top. Suddenly the nose dropped sharply but the aircraft seemed to settle for a moment before the Lightning entered into a spin from which it could not recover. At this point, Flt Lt Owen tried to eject and had pulled the face blind down on his ejection seat. The canopy

was seen to leave the aircraft cleanly but XP704 impacted the ground before the seat cartridges could fire. He was buried with full military honours at Leuchars on September 1.

New Boss

On December 14, 1964 the new CO arrived. Sqn Ldr Bill Maish had come over from 111 Squadron and replaced Group Captain Peter Botterill who had been in command since December 1961. With Maish’s arrival the Tigers went back to their ‘bread and butter’ task of Quick Reaction Alert (QRA) with their sister unit, 23 Squadron. The two Lightning units had their work cut out as at that time they were the only ones available to cover the whole of the northern sector. This didn’t stop the squadron

“The Americans took great delight in sending the detached probe heads back to the squadron. It was also known for them to send Green Shield ‘reward’ stamps if a successful transfer of fuel had been achieved”

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from participating in various trials and exercises, with the new year seeing 74 pitted against electronic countermeasure Canberras. Setting procedures with the new radar and testing the new full-pressure and immersion suits were part and parcel of the routine in the first few months of 1965. On March 26 Sqn Ldr Maish took an F.3 down to Upper Heyford in Oxfordshire where compatibility trials were undertaken with USAF Boeing KC-135 tankers. This had become a necessity after the demise of the Valiant tanker force when cracks in the main wing spars had mothballed the whole fleet.

The Victor tanker was not going to be ready for at least another seven months and so the KC-135 was going to act as a stand-in for the foreseeable future. The trial went well, although a few probe heads were lost due to the shortness of the probe itself and the lack of slack from the KC-135’s drogue attachment on the USAF-standard ‘flying boom’. The Americans took great delight in sending the detached probe heads back to the squadron. It was also known for them to send Green Shield ‘reward’ stamps if a successful transfer of fuel had been achieved.

Serviceability wars

April 1965 saw the Tigers send six aircraft and eight pilots on a ten-day detachment to the Luftwaffe base at Wittmundhafen. This was famous as the home of the Richthofen Wing during World War One, but biplanes had been replaced by the Lockheed

F-104 Starfighters of JG 71. During the course of the detachment the F-104s started to suffer from serviceability problems to a point where towards the end of the visit 74’s six serviceable Lightnings outnumbered the German jets. Pride among air and ground crews to keep their respective aircraft flying was at an all-time high. On the last day, a crowd had gathered around the Lightnings to view the start-up procedures when it was noticed that one F.3 was having trouble. German crews no doubt secretly hoped that 74 Squadron’s 100% success rate was about to come to an end. Enter Chief Tech Ron Trussler who wandered out of the crowd and across to the pan to the troublesome Lightning. He climbed up onto the back and flipped open one of the spine panels. Sharing a few hand signals with the pilot, the start-up sequence was initiated while the Chief Tech thumped the offending component as hard as he could. The Mach Two jet sprang to life as Trussler closed the panel, slid down to the ground and sauntered off back to the admiring crowd of onlookers with 74’s record unblemished.

Top left

With full black tail and ‘Tiger’ regalia, F.3 XP705 joined 74 Squadron in June 1964. Above

F.3 XP702 at Leuchars in the more subdued unit markings. Left

Lightnings XP702 and XP751 over Leuchars, circa 1964. VIA ANDY THOMAS

Below

A misty and dank day at Leuchars: F.3 XP752 in the foreground.

Probe and drogue

After arrival at Leuchars, press days were held to publicize the Scottish base as the first fully operational Lightning F.3 station and “one of the key bases in Britain’s eight-mile high fighter defence wall”. A month later, HRH Princess Margaret presented the squadron’s new standard. The Princess was treated to flypasts from a Spitfire and Hurricane from Coltishall, a scramble by two Lightnings emerging from the recently built QRA sheds and then a 12-aircraft reheat rotation take-off. Final action of the day was a four-ship from 74 carrying out a sixminute aerobatic display. May 2017 FLYPAST 49

ENGLISH ELECTRIC LIGHTNING TIGER SQUADRON

Above

With black fin and spine and yellow ‘T-band’, 74’s T.4 XM974. Right

Issued to 74 Squadron in April 1964, F.3 XP700 served with the unit until October 1966. KEY COLLECTION

The priority for August 1965 was given to more air-to-air-refuelling (AAR) practice, this time in the shape of one of the new Victor K.1s. This was deemed to be a straightforward exercise and somewhat easier than topping up from a KC-135. It still didn’t stop a number of the more inexperienced pilots from returning to base with black rubber from the drogue having grazed their fin. The reason for this urgent training was because four F.3s were to detach to Akrotiri, the first time they had operated from the Mediterranean island. The resident Gloster Javelins of 29 Squadron had had to deploy to Ndola in Zambia following the Rhodesian Unilateral Declaration of Independence from the Commonwealth and the British imposing trade sanctions. In the UK, several displays were given during the Battle of Britain airshow season with one being particularly memorable. The ‘Boss’ and Flt Lt Terry Maddern were to fly over Leuchars demonstrating AAR with a Victor K.1. As the formation crossed over the coast, convection of the hot sand caused an up-gust which caused Terry to lose contact between his probe and the Victor’s drogue. Within seconds, and using all his skill, Maddern managed to plug himself back in and everything carried on as usual. Later, a spectator applauded his timing in connecting with the drogue directly in front of the crowd. Unfortunately, the Ministry of Defence (MoD) was not as impressed and all in-flight demonstrations were banned. Another four F.3s were sent to Cyprus aided by tankers, leaving just the last four and a single T.4 two-seater in Scotland. It was then that four of the silver jets became the

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furthest travelled F.3s by deploying to Iran as described at the beginning of this article. November in Scotland came as a nasty shock for the Tigers after their spell in the ‘Med’. The order of the day was once again QRA, with the plan to have a fighter rolling down the runway within five minutes of getting the scramble signal. November also saw the 74’s T.4 replaced by the slightly more capable T.5.

Humour failure

In December 1964 the Tigers almost engaged the enemy. After a series of scrambles which failed to establish visual contact, Sqn Ldr Bill Maish achieved a positive lock on what was said to be a pair of Soviet Tupolev Tu-95 Bears. This incident led to an increased need for a Victor tanker detachment to be sent to Leuchars when high activity was anticipated. It was also around this time when the black tails of 74 were stripped back to plain silver. The MoD had issued a directive that all Lightning units were to remove bright tail colours, and squadron badges on fins were to be presented within an 18-inch

diameter circle. The nose markings were to conform to a strict geometrical pattern. So what was the reason for this sudden lack of ‘fun’ from the ministry? It was said the straw that broke the camel’s back was when Wg Cdr Hank Martin’s Lightning from 54 Squadron appeared with white and red chequerboard markings on the fin making it look like a flying ground control approach hut. The MoD had a sense of humour failure and issued the directive. Early 1966 saw a detachment make its way to Valley on Anglesey for a missile practice camp. Five live firing sorties with Firestreak were planned and pilots including Sqn Ldr Henry Ploszek were keen to grasp the opportunity as he had never fired a missile in all his six years on Lightnings. By January 31, 1966 the last missile was finally launched. While it was gratifying that not one sortie was wasted as a result of unserviceability, confidence in the Firestreak was low. Two out of the five missiles did not explode correctly and it was disappointing that a simple task,

“Within seconds, and using all his skill, Terry managed to plug himself back in and everything carried on as usual. Later, a spectator applauded his timing in connecting with the drogue directly in front of the crowd” such as live firing, could not be accomplished successfully in the threeweek detachment.

Rumour mill

During the spring of 1966 word was received that Lord Shackleton, the Defence Minister, had mentioned in passing a possible move for 74 to the Far East the following year. It was even suggested that the Lightning may be used in a ground attack role. This was the year for hearsay and rumours. Word was going around, that Britain was on the verge of ordering the General Dynamics ‘swing-wing’ F-111 after the cancellation of the BAC TSR-2, and 74 was supposedly first in line for the American jet.

Following a spell of dissimilar air combat training against the Hunters at West Raynham, Norfolk, May provided the chance for the Tigers’ ground crews to prove their worth in front of Air Marshal Sir Frederick Rosier, the new Air Officer Commanding-in-Chief. The F.3 had gained a great reputation for the speed of its operational turn around and the subsequent exercise given in front of Sir Frederick didn’t disappoint. June proved to be a month of potential disasters, with a number of incidents occurring. Sqn Ldr Henry Ploszek had just taken off from Leuchars on an exercise when a No.2 engine fire warning light came on. Taking immediate fire drill precautions, he declared his intention

to divert to the 2,000-yard long runway at Turnhouse (Edinburgh Airport). Despite a very wet runway, the overweight aircraft was landed safely where it was discovered that the fire warning had been a false one. Henry was awarded a Green Endorsement – an award given in recognition of his courage and flying skills. The following day Flt Lt Mike Laughlin had just touched down on Runway 27 after completing an instrument landing when very shortly after deploying his brake ’chute he was horrified to see another Lightning approaching head on and taking off on a QRA scramble. Luckily both pilots took the appropriate standing procedure for

Above

Lightning F.3 XP755 with an air-to-air refuelling probe fitted under the port wing. Below

F.3 XP754 on the line at Leuchars, September 1966. ROGER LINDSAY VIA ANDY THOMAS

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“An interesting spectacle was the scramble of a Lightning alongside a Phantom. The F.3 shot forward into an early lead in the climb-out, but by 30,000ft the American had caught up” Below

A line-up at Leuchars prior to a display in September 1965. The cockpit of the aircraft in the foreground, XP703, is today preserved at Bruntingthorpe by the Lightning Preservation Group. STEWART SCOTT VIA ANDY THOMAS

such an event by turning and using the right-hand side of the runway – passing each other harmlessly.

Tiger Meet

Back in 1960 when 74 first equipped with the Lightning F.1, the squadron’s CO, Sqn Ldr John Howe, was aware that the USAF’s 79th Tactical Fighter Squadron at Woodbridge, Suffolk, was also a ‘Tiger’ unit – having a badge that featured the big cat. A phone call, possibly to arrange some kind of operational exchange with the North American F-100 Super Sabreequipped unit, led to greater things. Over the next six years this initiative had become the NATO Tiger Meet. It was the turn of 74 Squadron and Leuchars to host the gathering in 1966. Although the arrangements could often be protracted, necessitating visits from advance parties to discuss the details, Fighter Command turned out to be very supportive financially and in terms of manpower. Sponsorship from local industries was forthcoming, and every department and section at Leuchars helped encourage this. With 21 aircraft and 700 extra personnel arriving, the logistics were immense. Participants started arriving on July 5, among them Belgium F-104s, French Super Mystères, American F-4 Phantoms and F-100s, German F-86 Sabres and T-33s and more F-104s from the Canadians. During the course of the week, sorties included local familiarization and reconnaissance. Trips in each other’s two-seaters were organised, and insights into some of the problems of the different types were debated.

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The Phantom attracted the most attention and 74 had a great opportunity to draw comparisons between it and the F.3. An interesting spectacle was the scramble of a Lightning alongside a Phantom. The F.3 shot forward into an early lead in the climb-out, but by 30,000ft the American had caught up. On the final day of the meet tragedy struck when Captain Joel Dancel from 1/12 Escadrille of the French Air Force took off in his Super Mystère to practise for the afternoon’s closing flypast. Minutes later he crashed into a field just outside Leuchars’ perimeter fence and was killed instantly. All activity came to a stunned halt. After discussion, it was decided to carry on with the afternoon display as it was something Capt Dancel had been very keen to take part in, and would be a fitting tribute to him Led by 74’s T.5, a single type from each of the participants flew in formation over the base to bring formalities to a close. The sixth NATO Tiger Meet was to be the last one 74 would attend for another 20 years, as later that year it moved to RAF Tengah and disbanded in 1971. It re-formed in October 1984.

Bears and Bisons

Either side of the Tiger Meet, 74 had been busy intercepting Soviet long-range aircraft including the usual Tu-95 Bears. Former Dunsfold test pilot Flt Lt Heinz Frick also encountered the Myasishchev M-4 Bison. While intercepting two of the type he found that his air brakes refused to close after he had slowed down to keep pace with the Soviet bomber. He quickly made his way

to Kinloss where he landed, air brakes still fully deployed with only five minutes of fuel remaining. On October 7, Wg Cdr Ken Goodwin arrived to take command of 74 from Bill Maish. A small gathering took place during which the Malan Sword – the ceremonial sword named in honour of former squadron commander Gp Capt Adolph ‘Sailor’ Malan – was handed over for safe keeping and before Bill left the Tigers to join the Royal Australian Air Force Staff College, Ken generously let Bill fly the first sortie in the newest of the Lightning family, the F.6. The major external difference between the F.3 and F.6 was the larger ventral fuel tank which was meant to improve endurance. This, together with a more efficient wing, increased endurance by 20%. The F.6 also rectified the lack of cannon in later production models by installing an ADEN gun pack within the ventral tank. By the end of the year, all of the F.3s had moved on to pastures new. In June 1967, the Tigers were operating F.6s out of Tengah in Singapore. Sometimes known by envious squadrons as the ‘Twin Hair Dryer’, the F.3 was arguably thought of as a stop-gap version from the Lightning’s original F.1 variant to the F.6 final incarnation, by which time its limitations had been overcome. It could also be considered to be the version that educated air and ground crews on how to get the most out of English Electric’s design and the best way it should be operated. It was so effective in its role as an interceptor that F.3s flew in a limited capacity up until the mid-1980s just prior to the Lightning fleet being retired.

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ENGLISH ELECTRIC LIGHTNING P.1

Pioneers Lightning

Tony Buttler highlights the P.1s, the experimentals that paved the way for the Lightning

Below

The first P.1 blasting past the control tower at Warton. Note the placement of the pitot tubes, above and below the air intake. KEY COLLECTION

E

nglish Electric’s famous Lightning saw service with the RAF from 1960 until 1988 and continues to have an allure all of its own. The operational fighter was based on, and was a considerable development of, the manufacturer’s original P.1 research aircraft. Much has been written about the relationship between the P.1 and Lightning, but two original project brochures held by the North West Heritage Group of BAE Systems clarify the effort that went into creating the P.1 and show the changes needed to turn it into the Lightning. The original P.1 was proposed in November 1948 for supersonic research and data gained from its testing resulted in the recordbreaking Fairey Delta 2. As first envisaged, the P.1 was quite different to the aircraft as built, for example it had finlets on the tips of the V-shaped tailplane. However, the design introduced the hallmark arrangement of one engine being mounted above the other within the fuselage, which reduced frontal area and proved very successful.

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Wind tunnel mods

On October 1, 1949, English Electric produced a brochure which showed the up-to-date development work. While the basic design had not been changed, wind tunnel trials had revealed the need for refinements and alterations. After studying a full mock-up of the cockpit, the pilot’s view over the nose was increased from 3° to 6°. Wind tunnel tests had shown that the large forward extending leading-edge fillets, in which it was intended to house the cannon, were aerodynamically unsound. The guns were moved into the fuselage in a compartment behind the pilot’s pressurised cabin. Much of the design effort had gone into refining the wing. It retained its leading-edge sweep angle of 60° but featured ailerons at the end of the wing, not along the conventional

trailing edge. The wind tunnel investigations confirmed that this configuration proved to be more effective over the whole incidence range, with excellent stall and lift characteristics. The tail unit was completely revised. It had been found necessary to lower the tail to the bottom of the fuselage to obtain satisfactory longitudinal stability in low-speed flight, especially at higher angles of attack. The all-moving tail’s range had been increased to -20° and +3°. This placing of the tail unit was disputed to such an extent that a low-speed research aircraft, the Short SB.5, was ordered to assess the new feature. The SB.5, WG768, which first flew in December 1952, had two interchangeable rear fuselages, one with a low-set tailplane and one with

Left

The second P.1A, WG763, during its display at the 1955 Farnborough airshow. BARRY JONES VIA TERRY PANOPALIS

a T-tail. A conventional vertical fin and rudder had been substituted as much simpler than the twin type formerly proposed. Calculations had shown that the pilot could be ejected clear of this under all flight conditions. At that stage, Rolls-Royce Avon RA4s were specified, but Armstrong Siddeley Sa.5 Sapphires were fitted to the P.1s. These were still arranged in a staggered layout with the upper unit ahead of the lower engine and the jet pipes emerging at the extreme rear of the fuselage.

Centre left

Manufacturer’s model of the original P.1 proposal from November 1948.

“A conventional vertical fin and rudder had been substituted as much simpler than the twin type formerly proposed. Calculations had shown that the pilot could be ejected clear of this under all flight conditions” This configuration allowed the wing structure to run uninterrupted through the fuselage. The rear fuselage had been re-shaped to allow for two circular reheat exit nozzles with variable orifices, and a full-scale mock-up was nearing completion. It was considered that the first flight of the prototype would be advanced by as

much as six months if it was made without reheat installed.

Speed of sound

Specification F23/49 had been raised to cover the prototypes, WG760 and WG763. By the time WG760 flew, it was fitted with a fixed reheat nozzle. The wing had been raised in relation to the tailplane and the position of the engines altered accordingly. The first P.1 was flown by Wg Cdr Roland ‘Bea’ Beamont from Boscombe Down, Wiltshire, on August 4, 1954. The second

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P.1s Today

P.1A WG760 at Farnborough in 1957 – today it is on show at the RAF Museum Cosford. VIA TERRY PANOPALIS

Both of the P.1As survive, owned by the RAF Museum: WG760 is displayed at Cosford, Shropshire, with the Short SB.5 WG768 close by. The first P.1B, XA847, is cherished by a private collector in Suffolk. Of the other two, XA853 was broken up at Boscombe Down, Wiltshire, in 1965 and XA856 was scrapped at Hucknall, Notts, in 1968.

“During a sortie on November 25, 1958 the P.1B became the first British aircraft to achieve sustained flight at twice the speed of sound – Mach 2.0” Above right

P.1B XA847 showing the radar mounted within the centre-body within the jet intake. An additional pitot tube has been installed on the centre-body. Right

An original wind tunnel model of the P.1 with the tailplane mounted on the fin. VIA AUTHOR

example, WG763, had its maiden flight also in the hands of Beamont, on July 18, 1955 from the English Electric test centre at Warton, Lancashire. Just a week after WG760’s maiden flight, it became the first British aircraft to exceed the speed of sound in level flight. The maximum level speed achieved by either P.1 was Mach 1.51.

B-model

Although the second example carried guns, it was clear that the P.1s were never going to be frontline fighters. Well before the first one flew, it had been realised that the design needed to be further developed. At a meeting held at the Ministry of Supply on June 9, 1952, the decision was taken to order additional F23/49 prototypes. The extra F23/49s were to have modified forward fuselages, as proposed by English Electric, and were to be known as P.1Bs. The original P.1s automatically became P.1As. A brochure dated June 18 explained how the redesigned nose would permit the carriage of more armament and equipment, and improve the pilot’s vision even further, without unduly sacrificing performance. The principal change 56 FLYPAST May 2017

was the adoption of a centre-body – or conical spike – air intake and a raised cockpit. Space was available in the centre-body for a radar scanner with an unobstructed view of the forward hemisphere. This modification produced virtually no overall effect on the maximum speed, barely improved its endurance, and caused a slight loss in ceiling due to the extra weight. This judgement was once more based on very detailed wind tunnel analysis. Sapphire engines were specified in the brochure but, as flown, the P.1Bs and production Lightnings used versions of the

Rolls-Royce Avon. The P.1B looked considerably ‘beefedup’ compared with the original P.1A and its format varied little as the programme changed from experimental to production. The first of three P.1Bs, XA847, had its maiden flight on April 4, 1957. During a sortie on November

25, 1958, this version became the first British aircraft to achieve sustained flight at twice the speed of sound – Mach 2.0. Following on from the P.1Bs a batch of 20 development

aircraft was ordered. The first full production contract was placed in November 1956. It was announced in 1958 that in RAF service the type would be called Lightning F.1. A fighter legend had been born.

The author is indebted to the staff of the North West Heritage Group, in particular the late Bob Fairclough, for permission to use material. Images courtesy NWHG unless noted.

Above, top to bottom

Almost certainly the first illustration to show the classic Lightning configuration with conical nose intake. It comes from a brochure issued in June 1952. General arrangement of the P.1B from the June 1952 brochure showing under-fuselage ventral fuel tank and Firestreak missiles. Drawing of the P.1 from the October 1949 brochure. Note the staggered engine arrangement and the root fairing on the fin. Left

Early air-to-air session with P.1 WG760 showing off the ‘tubular’ fuselage and the famous wing shape. PATRICK TILLEY VIA PHIL BUTLER

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Gunfighters

Ian Black explains why the Lightning was fitted with cannon and

T

he English Electric Lightning had a turbulent affair with the air-to-air cannon. The aircraft was conceived in an era of rocket technology and was often described as a ‘missile with a man in it’. From the outset, designers sought the best way to incorporate a gun as part of an overall weapons package. Early in the 1950s, air defence tacticians believed massed hordes of high-level Soviet bombers were best tackled with a guided air-to-air missile (AAM) system, despite the technology being in its infancy. On reflection, this was a little naïve; certainly, the team at English Electric’s design office thought so. The intended weapons fit for what

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what it was like pressing the firing button

became the Lightning was just two short-range, infrared, heat-seeking missiles. The probability of kill (PK) of the Firestreak and Red Top AAMs was low, meaning the RAF would need to launch an awful lot of the type to foil a large raid. A way to improve the PK would be to put more than two AAMs on each aircraft, but the lean airframe offered few positions where additional missiles could be hung. One solution would be to make the AAMs more lethal. As revealed in the feature Armed Lightnings to Strike in the April FlyPast, use of the Douglas AIR-2/ MB-1 Genie nuclear-tipped missile

was considered in the late 1950s. Only one ‘live’ round was ever fired, on a range in the USA. The weapon might well have been the answer to engaging a large formation raid of Soviet bombers, but it was a tactic of desperation.

Left

The summer heat in Cyprus often reached the high 30s, so sunshades were the order of the day for the early-model Canberra ‘goldfish bowl’ canopies. To the left, a Lightning T.5 awaits the fitting of the master armament safety key.

Design miracle

English Electric had always envisaged its new interceptor would carry guns, to give pilots greater flexibility in combat, despite the Ministry of Defence (MOD) obsession with AAMs.

The RAF air defence fighters of the mid to late-1950s were the Hawker Hunter day fighter and the all-weather Gloster Javelin. The Hunter solely relied on 30mm guns while the Javelin had both cannon and Firestreak AAMs. Perhaps influenced by the Hunter’s gun pack, the Lightning also had a removable weapons pallet. Missiles, guns or cameras in interchangeable packages could be quickly fitted. At the time this was revolutionary, allowing the aircraft to be ‘role configured’ long before the advent in the late 20th century of swing-role (air-to-air and air-toground) fighters. Space limitations on the airframe

left few options on where to put the guns. The wings were too thin and the undercarriage and precious fuel supplies were carried internally. The nose was the obvious location, but this was not an easy task as the intake ‘tunnel’ took up much of the room and housed the all-important AI.23 radar in a conical ‘bullet’. One scheme was to place guns in the spine behind the pilot, with the ammunition bays just behind his head. Additional cannon could be carried in the weapons pack under the forward fuselage. This was a design and engineering miracle given the space available. The designers settled upon a pair of guns in

Below

Live armed F.6s hold formation. The gun pack is located in the forward part of the ventral tanks.

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WW2 DESERTER ENGLISH ELECTRIC OR PATRIOT? LIGHTNING GUNNERY

Right

The ability to carry four ADEN 30mm cannon gave the Lightning F.2A a formidable punch. Seen on start-up, a 19(F) Squadron pilot is assisted by his ground crew prior to a low-level CAP (combat air patrol) mission.

“Red Top led the RAF to conclude that guns were no longer needed in air combat, a strange decision given the missile’s lack of capability”

Above

On the strength of 11(F) Squadron, XR725 waits to be loaded with its full fit of 120 rounds of 30mm bullets. On an average day, a fighter squadron could easily use 10,000 rounds. The image clearly shows the different coloured paint used on the bullets to mark individual pilot’s scores.

the upper section of the nose, above the air intake. Production F.1s were fitted with 30mm ADEN cannon in a similar position. Having proved the concept on the P.1A, XG309 from the initial batch of 20 pre-production airframes was earmarked for gun trials. English Electric chose to fit a proven gun to what was in most respects a revolutionary aircraft with highly swept wings, vertically stacked twin jets and single pilot. The 30mm ADEN canon, as fitted to the Hunter and Javelin, went on to be used by the early Hawker Siddeley Harriers and the Hawk in the tactical trainer role. The ADEN gun was named from the organisation that created it, the Armament Development Establishment and its place of manufacture, Enfield in North London.

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Holy Grail

As the Lightning entered service, emphasis was naturally put on developing tactics for using the radar and missile combination; a new concept for single-seat, allweather fighters. The early F.1s possessed a more sophisticated gunsighting system that in theory would have allowed a pilot to fire the guns against a target in cloud or at night. It was a challenging manoeuvre. The F.2 was introduced to service in late 1962 and the weapons fit was still the standard two guns and two missiles. There was an option of four guns: two in the nose, two in the pallet. As the Vietnam war started to heat up, it was clear that AAMs were the future of air combat. The ‘Holy Grail’ was a missile with an allaspect, head-on capability. Enter the Red Top which turned

out to be limited head-on and was never an all-aspect missile. Experience proved that if the target was high enough and fast enough, the heat generated by air friction over the wings gave the missile a chance. Red Top led the RAF to conclude that guns were no longer needed in air combat, a strange decision given the missile’s lack of capability. The F.1 evolved into the F.3, in service from January 1964, and the ultimate RAF version, the F.6, which had its debut with 5 Squadron at Binbrook, Lincs, in December 1965. Neither carried guns.

Gun or no gun

A fortune had been spent trying to rectify the aircraft’s Achilles heel – a lack of internal fuel giving limited endurance. The design team came up with an extended ventral tank holding 600 imp gallons (2,727 litres). It wasn’t long before the ‘gun or no gun’ argument reared its head. Space originally occupied by the nose guns was used for other purposes in the F.3s and F.6s, so where could cannon be fitted without a major redesign? British genius rose to the challenge and came up with the idea of using

the forward part of the increased ventral tank to mount a pair of 30mm ADENs with 60 rounds of ammunition per gun. Amazingly, a small amount of fuel could be held in the space between the two cannon. Only the British would place its fighters’ guns in the midst of fuel. The RAF had the best of both worlds as the extended-range F.6 had both missiles and guns. This meant the Lightning force was split into capability by variant: in RAF Germany, the upgraded F.2As retained the four-gun option; the F.3s had no air gunnery capability and the F.6s could go for less fuel and guns or more fuel and no guns. This meant Mk.3 units had no need to train on air-to-air gunnery, very unusual for a fighter squadron at the time. German-based machines deployed to Decimomannu in Sardinia for Armament Practice Camps (APCs). The UK squadrons with F.6s initially went for APCs to Luqa on Malta and in later years to Akrotiri in Cyprus to try out the guns.

Fox 3

What was gun firing in the Lightning like? Every fighter

pilot worth his salt wants to claim a guns ‘kill’ (or ‘Fox 3’). A missile shot can be taken at longish range and requires far less hands-on skill than getting to a position 300 yards (274m) behind a target that is evading being shot down. Air-to-air gunnery is perhaps the ultimate skill requiring a pilot to manoeuvre at the limit of his and this aircraft’s ability. Unlike firing at a ground target, aiming at an aircraft that is pulling high ‘G’, and turning on a sixpence while climbing or descending, is no easy task. ‘Guns jinking’ was a tactic developed after Vietnam to defeat attacks and was adopted by the Lightning force. It was similar to the World War Two bomber pilot’s gambit of ‘corkscrewing’ to make the opponent’s job as hard as possible. Having passed the conversion course where little or no gunnery was taught, it was an eye-opener to start shooting for real. In training, RAF pilots only flew a few gun sorties in the Hunter or latterly Hawk against a towed banner. RAF air defence squadrons deployed to Akrotiri once a year for up to six weeks in the summer to fire guns and become qualified. The good weather, clear airspace and lack of operational commitments was a bonus, but getting ten aircraft and the very short-range, two-seat trainer to the Mediterranean was another

Left

RAF Germany was the first to tone down its silver Lightnings, with the UK following suit. On the flightline, a 19(F) Squadron pilot performs his walk-round; the upper gun ports are open while the lower gun ports have been faired over with steel plates.

Below

A pair of 11(F) Squadron F.6s return to Akrotiri post gun-firing. The nearest aircraft has chalk marks applied under the cockpit to show the number of rounds loaded (60x2) and some cartoon artwork courtesy of the ground crew. A year after this image was taken, XR769 was lost over the North Sea, due to an in-flight fire.

May 2017 FLYPAST 61

ENGLISH ELECTRIC LIGHTNING GUNNERY

Above

Victor tankers were used to getting the thirsty Lightnings to Cyprus. The pilot on the right keeps station with his rudimentary gun sight in the up position. Right

Armed Air Defence aircraft were a rare sight on RAF stations except on Quick Reaction Alert duties. With two live Red Top missiles and a full load of 120 rounds of 30mm tracer, XS898 awaits its turn to scramble on a live mission. The gun blast deflector muzzles are just visible at the forward part of the gun pack. They were fitted a few years after the guns were introduced.

issue. After arrival, the fighters were given final preparations by the ground crew to get them ‘match fit’. Prior to deployment, the armourers spent many hours ensuring the guns were correctly harmonised. Using a large board in the hangar, the guns could be moved by small amounts to ensure they were pointing exactly where the sight was aiming. Junior pilots were under pressure during gunnery camp. They would have completed an obligatory dual sortie in the trainer with a weapons instructor prior to leaving the UK but nothing quite prepared the ‘baby’ pilot for an actual gunnery sortie. The aim was to become ‘ace’ qualified – a NATO requirement of two scores of 15% during six consecutive sorties. With 60 rounds per gun this meant getting 18 hits on the banner - if all the ammunition was expended. Experienced pilots might stop firing half way through a sortie if they thought they had some good hits. This would increase their score, but could be a risky ploy.

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“The pairs of aircraft waited until the Canberra was in position and the aerial ballet began; trying to get both aircraft to achieve firing positions while the target tug flew its pattern...” Tango airborne

Most NATO countries used a large dart-shaped target like a giant paper aeroplane but the RAF, in its wisdom, chose to shoot against a towed hessian banner (also called a flag, sometimes a sleeve). This system was essentially unchanged since the 1930s. Towing the banners on Cyprus were English Electric Canberras of 100 Squadron. The unit was known as the ‘Tatty Ton’. Targetfacilities flying was demanding work.

Tugging a banner by a steel cable a couple of hundred yards long behind a Canberra caused enormous drag. Losing an engine at the critical moment of rotation was almost certainly going to be terminal. The banner was only really stable up to around 200kts, any faster and it would start to fray in the slipstream or break away, ruining evidence of sharp shooting. Careful co-ordination was vital because the Canberra was top-speed limited and its ‘customers’, Lightnings

and Phantoms, were twice as fast. Temperatures in Cyprus often rose to 30°C (86°F) making earlymorning starts the order of the day to avoid the midday sun. Working closely with the Canberra, first launch was often before 0700hrs. Checks included ensuring the guns’ electrical linkage was live and that the gun doors were shut. The last action for the ground crew was to remove the master armament safety key housed in the starboard main wheel well. Flown in pairs, the interceptors launched off just after the Canberra got airborne and the banner had safely streamed. Air traffic called ‘Tango airborne’ and the Lightnings did a scramble start to catch up as the tug headed south. Flying as number two, the junior pilot had his work cut out on what would be the ultimate ‘one-armed paper hanger’ exercise. In my case, I had less than 100 hours on type and probably fewer than 40 on the F.6.

Most Warsaw Pact aircraft had spans of around 20 to 30ft, and a fuselage around 40 to 50ft long. The MiG-21 Fishbed was 23ft wide and the MiG-29 Fulcrum 37ft. The towed target was 6ft tall and 24ft long; hardly fighter-sized and not easy to hit when pulling 3g and doing nearly 400kts.

Aerial ballet

To maximize the number of fighters that could shoot on one banner run, the ‘Tango’ flew a figure-of-eight pattern at between 180 and 200kts. The profile was flown as accurately as possible because deviations would make the fighter’s job harder. The pairs of aircraft waited until the Canberra was in position and the aerial ballet began; trying to get both aircraft to achieve firing positions while the target tug flew its pattern, alternating left and right-hand turns.

At the same time, the fighters tried not to hit each other – the risk of mid-air collision was high. Hitting the banner required 100% focus with little capacity for look out. Maintaining awareness of where the target and the other fighters were required great skill. Pilots initially acquired the target on radar aided by the banner having a ‘spreader bar’ at the trailing edge, containing radar reflectors. The first few sorties were ‘cine’ only, with no ammunition expended. The film was assessed by the weapons instructor to ensure each pilot was flying safely.

All Greek

Having acquired the target on radar it became a struggle to visually locate both the Canberra and the banner because visibility over the Mediterranean in summer is

sometimes poor. Once the flag was seen, it was a case of placing the gun sight and the centrally displayed ‘pipper’ on its image. Like a game of three-dimensional chess, it was a black art to try to place the interceptor at the right range and correct angle off with the appropriate speed. A little bump felt through the airframe was an indication that the banner’s slipstream had been hit, so at least one of the parameters was right. As the range got closer, with 200kts of overspeed, things happened very quickly – this was known as ‘blossoming’. The banner suddenly became quite large and target fixation was a real issue. In present-day fighters, the pilot would lock to the target and the radar would give accurate ranging and compensate for manoeuvring. In the Lightning the only aid was the LFS – Light Fighter Sight. After the decision to remove guns from the later variants, a very rudimentary sighting system was fitted and only really to be used in the event of radar failure. It was no more than an aiming mark from a reflected image. Weapons instructors delight in the complexity of gun firing terms such as, ‘sight-line deflection’, ‘gravity drop’, ‘velocity jump’ and ‘parallax’. Such terms are all Greek to the average squadron pilot. They like to wrap them up with the phrase ‘compensating errors’: hitting the target but with no idea how. There’s a little more science to it than that. The known parameters

Above

An 11(F) Squadron weapons instructor checks the target banner for bullet holes. Every inch of the hessian flag would be meticulously checked for the slightest trace of coloured paint. In this case the flag seems to have around a dozen or so hits from red (or perhaps purple) bullets. Left

Looking like Mexican bandits with bandoliers, these armourers are re-loading an F.6 with red-tipped ammunition. Ground crew have the door open under the ventral tank to insert a case of bullets, while just visible is the electrical gun firing lead, which has been disconnected to make the gun safe.

May 2017 FLYPAST 63

ENGLISH ELECTRIC LIGHTNING GUNNERY

Above

Towed behind the Canberra at 180-200kts, the vertical spreader bar was mounted to the rear of a long length of rope. The bar was hollow and inside were radar reflectors to help the fighters get a lock. The black circle was used to give the pilot an idea of range. Having finished firing practice, it was customary for the last two fighters to do a check – because if the banner had been hit and the strands of rope damaged, the target could fly out of kilter and cause problems for the tug.

“...bullets were dipped in different non-curing paint that left a mark on the flag. Colours were red, yellow, green, purple, blue and brown. Pilots had ‘lucky’ colours and red always showed up well” Above right

The Lightning gun sight was very basic. Pilots needed to know the exact wingspan of their targets so they could asses the firing range accurately by placing the pipper on the target and using the circles to estimate range.

are the size of the symbol in the gun sight – the pipper is 2mm wide and the outer large circle 35mm and the bars are 70mm wide. By knowing these figures the pilot can work out that when the small pipper fills the banner width his range is 1,000 yards and at half the width he’s at 500 yards. By the time he squeezes the trigger it will be 375 yards. A half-second burst will shoot 10 to 20 rounds and bring him in to 350 yards. Crucially the pilot is trying to achieve an angle off the target of 20°. Flying up the back of the banner would be 0° with a huge risk of shooting down the ‘Tango’. Trying to hit the target at right angles – 90° – would be very hard as the time it would spend in the sight would be fleeting.

Favourite colour

On a normal sortie of about 40 minutes, around six ‘hot’ passes were possible. With time of the essence, 64 FLYPAST May 2017

having exhausted the ammunition a return was made to Akrotiri to hand the aircraft to the engineers and armourers to re-arm in rapid time. As a way of scoring hits, the bullets were dipped in different non-curing paint that left a mark on the flag. Colours were red, yellow, green, purple, blue and brown. Pilots had ‘lucky’ colours and red always showed up well. As the Canberra returned to base the flag was dropped over the airfield, collected and speedily delivered to the squadron. A gaggle of fighter pilots huddled around the flag to check their skill, or lack of it. The squadron’s weapons officer would mark the banner. He was the sole adjudicator as to who had what hits – no discussion. Having assessed the cine film, the weapons instructor could also determine the angle off by the size of hole left in the flag. Successfully qualified to ‘ace’ standard, pilots moved on to more complex shoots

with time limits and fewer shells loaded. It was tradition that the armourers ‘chalked’ the colour of rounds and the number loaded on the side of the fuselage. There was no way of knowing inside the cockpit how many bullets had been fired. Air-to-air gunnery was perhaps the highlight of a squadron’s year. Air and ground crews worked together for up to six weeks at a time and there was a chance to show off pilot skills. Different aircraft gave different scores with pilots quick to realise that aircraft ‘D’ or ‘G’ might be good shooters. A firm landing might jolt the gun slightly and de-harmonise it. While the chance of getting an air-to-air gun ‘kill’ might be rare, it’s worth remembering that the last British one was by a former RAF Lightning pilot. In 1982 Flt Lt John Leeming shot down an Argentine Douglas A-4 Skyhawk using his ADEN 30mm cannon while piloting a Royal Navy Sea Harrier.

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A fine study of English Electric P.1B XG308 in flight. KEY COLLECTION

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16/03/2017 15:15

Spotlight Westland

Whirlwind

19 Pages in detail

70 Origin and history 72 Men behind the machine 78 Whirlwind in profile 80 In combat - the Whirlwind at war

Main picture

Westland Whirlwind Mk.I P7062 of 263 Squadron. This aircraft crashed during a training exercise on February 19, 1943, with the loss of F/Sgt Francis Hicks. KEY COLLECTION

This month, we focus our Spotlight on a World War Two RAF fighter that has almost been forgotten. Were it not for its troublesome RollsRoyce Peregrine engines, the Westland Whirlwind might have lived up to its design’s considerable potential. Popular with pilots due to its excellent visibility and handling, the Whirlwind was especially effective at low level, and packed a considerable punch with four nose-mounted cannon. With exclusive artwork and rarely seen images, we reflect on the wartime use of this promising but flawed fighter.

Spotlight Westland Whirlwind

Scrutinizes the history of...

The Westland Above

The Whirlwind prototype, L6844, flew for the first time on October 11, 1938. BOTH KEY

Whirlwind M

any people regard the Westland Whirlwind as a complete failure. Due to the low numbers built (only 114, including prototypes), it is often forgotten by historians. Complicating matters is the fact that Westland reused the name Whirlwind when they licencebuilt the very successful Sikorsky S-55 helicopter in the 1950s and ’60s. The fame of this much longer-lived Whirlwind has only diminished the perceived status of the original machine. In fact, while the twin-engined fighter never came close to attaining the fame of the Mosquito, its wartime de Havilland contemporary, its failure may simply have been due to the lack of suitable engines. Had it been fitted with the far more effective Rolls-Royce Merlin (like the Mosquito), rather than the unreliable Peregrine, it might well have lived up to its promise.

Potential

The aircraft was developed in response to a 1935 requirement for a ‘cannon fighter’. Led by W E W ‘Teddy’ Petter, who went on to

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design numerous successful aircraft, including the English Electric Canberra and Folland Gnat, the Whirlwind emerged as a potentially potent twin-engined fighter capable of accommodating four 20mm cannon grouped in the nose. It was to be powered by RollsRoyce’s new Peregrine engine, a development of the successful Kestrel. Although there was no reason to suspect it at the time, the Peregrine turned out to be both unreliable to run and awkward to service. The engine was the fatal flaw in an otherwise outstanding design. A pair of prototypes were ordered in February 1937, and the initial airframe, L6844, flew for the first time on October 11, 1938. With the pilot sitting high in one of the world’s first full bubble canopies, visibility was superb. However, test pilot Harald Penrose almost lost control when one of the long, internal exhaust ducts broke, leading to an immediate change to more conventional, external exhausts. Aside from this issue, the new fighter exhibited excellent handling characteristics. With the four cannon in the nose, its potential weight

of fire placed it among the most heavily armed aircraft of similar configuration in the world. By the time it entered service, other cannonarmed fighters were available, but the Whirlwind nevertheless packed a considerable punch. Teething troubles with the Peregrine – the first of many – meant initial deliveries did not begin until June 1940. Both units (137 and 263 Squadron) to receive them were impressed with the fighter’s performance, especially at low altitude, but they were sadly dogged with engine difficulties. Another problem was the machine’s high landing speed which made it tricky to operate from the short grass airfields in use at the time.

Flawed

As the clearly superior Merlin engine was urgently needed by other aircraft already in service, the Whirlwind units had to soldier on with what they had. Both 137 and 263 Squadron initially used them as long-range escort fighters, accompanying daylight bombers over Europe. 25 Squadron received them for night-flying trials, but was

SPOT FACT It was the RAF’s first cannonarmed, single-seat, twin-engined fighter

Origin & history

Westland Whirlwind

AT A GLANCE: RANGE (miles) 0

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AT A GLANCE: CEILING (feet) 0

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“The Westland Whirlwind was certainly one of the most distinctive looking British fighters of World War Two...”

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A total of 116 were made. The first prototype, L6844, made its debut flight on October 11, 1938. Two Rolls-Royce Peregrine I liquid-cooled V12 engines, each developing 885hp (660kW). Span 45ft 0in (13.7m). Length 32ft 3in. Height 11ft 0in. Wing area 250sq ft (23.2sq m). Empty 8,310lb (3,777kg). Loaded 10,356lb. Max speed 360mph (580km/h) at 15,000ft (4,570m). Service ceiling 30,300ft. Max range 800 miles (1,288km). Four Hispano 20mm cannon with 60 rounds per gun, and two 250lb (115kg) or 500lb bombs. One.

eventually equipped with Bristol Beaufighters. The Westland fighters were used effectively for ground attack ‘ops’ over France, destroying German trains, marshalling yards, and damaging airfields. While useful in this role, and apparently capable of holding their own against Messerschmitt Bf 109s at low level, the ongoing Peregrine issues limited production. The last Whirlwind mission was flown on November 29, 1943, by 263 Squadron. One of that unit’s pilots, Sgt G L Buckwell, later summarised the fighter. It was: “great to fly – we were a privileged few...[but] a radical aircraft requires either prolonged development or widespread service to exploit its concept and eliminate its weaknesses”. The Westland Whirlwind was certainly one of the most distinctive looking British fighters of World War Two, and was clearly effective when used to its best advantage. Had the dice of history fallen more kindly for Westland, it is not inconceivable that it could have gone on to make a huge impact. We will never know.

Left

The aircraft turned out to be a potent adversary at low level, though its performance fell off at high altitude.

RAF squadrons operated Whirlwinds in World War Two May 2017 FLYPAST 71

Spotlight Westland Whirlwind

Cutting Ed Tom Spencer profiles some of the key individuals of the Whirlwind story

Above

Harald Penrose in the cockpit the second prototype Whirlwind, L6845. ROLLS-ROYCE-KEC

G

ifted, but by all accounts difficult to work with, William Edward Willoughby Petter was just 30 when the twin-engined fighter he had designed first took to the air. ‘Teddy’ was the eldest son of Sir Ernest Petter, who became the chairman of Petters Ltd, of which the Yeovil-based Westland was a sub-division until it became a separate company in 1935. With a ‘First’ in mechanical engineering from Cambridge, he joined the aircraft division of his family firm as an apprentice, working in every department. He said of those days: “I looked on this as sheer drudgery at the time, but knew afterwards that without

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workshop knowledge I would never have become a designer.” After a period as the assistant to the managing director in 1934, Teddy joined the board as technical director – aged only 26. The appointment was not welcomed by older members and led to several resignations, while Petter’s inexperience made the Air Ministry reluctant to offer contracts to Westland. But his innovative mind soon became apparent with the automatic slats fitted to the Westland PV.7 prototype. The ministry then offered Westland the chance to bid for the replacement for the new army co-operation aircraft, eventually accepting Petter’s Lysander. Buoyed by this success, when

Specification F37/37 was issued for a single-seat cannon-armed fighter capable of at least 330mph (531km/h) at 15,000ft, Westland was again invited to offer a design. Petter and his team conceived the P.9, an elegant low-winged twinengined monoplane with a ‘T’ tail incorporating the latest technology. For example, to minimise drag, its 885hp (660kW) Rolls-Royce Peregrines were fitted in closely streamlined nacelles with the radiators incorporated within the inboard wing sections. Another drag-reducing measure was to route the exhausts through the wing fuel tanks, but this changed after the first two prototypes. The prototype P.9, L6844 – the type was named Whirlwind upon

250

SPOT FACT The first two production Whirlwinds flew night-flying trials

Edge

0

entering RAF service – took its maiden flight, in the hands of Harald Penrose, from Boscombe Down, Wiltshire, on October 11, 1938. Some of the advanced and novel features – and problems – with the Peregrines led to a protracted development period, which included night flying trials with 25 Squadron in May and June 1940. When it entered service with 263 Squadron in early July 1940, the Whirlwind was by far the most heavily armed fighter in the RAF inventory, with four 20mm cannon in its sleek nose. Deliveries were slow, however, and its operational debut delayed. Such was Petter’s frustration that he wrote to the C-in-C Fighter Command in November: “The Whirlwind is probably the most radically new aeroplane which has

Men Behind the Whirlwind ever gone into service... New ideas I am afraid, even with the greatest care, always mean a certain amount of teething trouble...” Petter stayed with Westland until July 1944 when he joined the newly formed aviation department at English Electric, going on to design the RAF’s first jet bomber, the Canberra. His final creation was the Gnat lightweight fighter for Folland which began development in 1954. W E W Petter died in France in 1968 aged just 60.

Below

The head of the team that designed the Whirlwind: ‘Teddy’ Petter during his days with English Electric. KEC

Test pilot

Four years older than Teddy Petter, Harald Penrose became enthused by flight at an early age. Unable to find an aircraft industry apprenticeship, he began a course in aeronautical engineering during which he had placements with both Handley Page and Westland. He found employment with the latter and first

was the approximate number of modifications made to the two prototypes May 2017 FLYPAST 73

SPOT FACT Some pilots were credited with several trains damaged or destroyed in a single mission

“...Penrose reported that the Whirlwind offered great potential and exhibited excellent handling characteristics”

Above

Westland chief test pilot Harald Penrose in the cockpit of a Lysander. PETER GREEN COLLECTION

Above right

As OC 263 Squadron, Sqn Ldr Henry Eeles was tasked with introducing the Whirlwind to service. GP CAPT T EELES VIA P LISTEMANN

worked on the factory floor, but was so keen he was soon airborne as a test observer. Taking unpaid leave in 1927 he learned to fly with the Reserve of Air Force Officers at Filton. In 1928 he was appointed as manager for civil aircraft as well as the managing director’s principal assistant. Three years later, following an accident involving chief test pilot Louis Paget, Penrose took over the post. He conducted the maiden flight of the Lysander at Yeovil on June 15, 1935 and, with the highperformance P.9 on the horizon, he flew in the Bristol Blenheim, Fairey Battle and Supermarine Spitfire prototypes to gain experience. Penrose was closely engaged with Petter on the design of the new fighter. From the first 20-minute excursion from Boscombe Down on October 11, 1938, and on subsequent flights, he noted inadequate directional control during take-off – eventually cured by increased rudder area. He had vehemently opposed routing the exhausts through the fuel tanks, a view reinforced during a test flight in early 1939 when an exhaust burnt through a control rod. Petter argued for aerodynamic purity but the pilot’s view prevailed and a redesign followed.

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This and other concerns notwithstanding, Penrose reported that the Whirlwind offered great potential and exhibited excellent handling characteristics. It proved to be very easy to fly at all speeds, and trials by RAF pilots at Martlesham Heath in Suffolk concurred. On the outbreak of war Penrose had expected to be called up for military service but his role at Westland was deemed more important and he tested Whirlwinds as they came off the production line. He did, however, encounter the Luftwaffe. Descending through cloud in an unarmed Whirlwind on test in the summer of 1940, as he emerged he found himself head to head with a Messerschmitt Bf 109 and promptly flew back into the cloud! With Whirlwind production limited to just 112, Westland turned to building Spitfires and Seafires. While testing them, Penrose was also involved in the development of the Welkin high-altitude interceptor and, later, the Wyvern naval strike fighter – which he first flew in 1946. Harald Penrose retired from test flying in 1953 to become sales manager for Westland, a post he held until 1966. He then concentrated on writing and boat design, and this grand old man of British aviation passed away in 1996, aged 92.

First Commander

The radical Whirlwind would require particular expertise to introduce it to service and develop tactics to exploit its strengths – particularly the heavy cannon armament. Having suffered heavy losses during the Norwegian campaign, the remains of 263 Squadron embarked on HMS Glorious – but the carrier was sunk on June 8, 1940, taking more than 1,000 souls and what was left of the 263’s Gloster Gladiators to the bottom of the North Sea. Re-formed at Drem in Scotland four days later and moving to Grangemouth on the 28th, the squadron was selected to introduce the new Westland type and partially equipped with Hawker Hurricanes to give it an immediate operational capability. Its new CO, 30-year-old Sqn Ldr Henry Eeles, had graduated from the RAF College at Cranwell, Lincs, ten years earlier. After a course at the Air Armament School, Eastchurch, Kent, he became a weapons specialist well qualified to help with the Whirlwind’s debut, and after refresher courses he assumed command of the squadron on June 24. With few available aircraft, Eeles managed just 55 minutes’ familiarisation on the new fighter at Martlesham Heath before flying 263’s first Whirlwind, P6966, up to Grangemouth on July 6. The new aircraft were issued to ‘C’ Flight, under Flt Lt Wynford Smith, but by the end of the month only two had arrived. As more slowly began to appear, Eeles and Smith supervised the

Men Behind the Whirlwind

conversion of pilots to their new mounts: no easy task as few had previously flown twins. Among other snags with the Whirlwind were difficulties with the retractable tailwheel, the CO suffering two collapses in a matter of weeks. The state of Grangemouth’s runway did not help, and the squadron returned to Drem at the beginning of September. Later that month, frustrating engine problems meant Eeles had to take a Whirlwind to Rolls-Royce at Derby. He voiced his concerns at first hand, which eventually led to some improvements.

Fully functional

Despite the problems, training continued into the autumn, concentrating on low-level flying and firing the battery of 20mm cannon, meanwhile ironing out many of the minor glitches.

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Eventually Fighter Command declared the Whirlwind operational. On November 28, Eeles led his ten available aircraft down to Exeter in Devon to join 9 Group. One aircraft flew most of the way from the intermediate stop at Sealand in North Wales on one engine – the other having seized! After settling in, on December 7, Eeles and Smith were among pilots who left Exeter for a patrol over Plymouth: five months after delivery to 263 Squadron, Westland’s twin-engined cannon fighter was operational. Soon afterwards Eeles was promoted and left 263 to be replaced by Sqn Ldr John

Munro who, having particular knowledge of the Hispano 20mm cannon, had been flying with the unit to help develop the weapon. Eeles, who had laid the foundations for 263 to become fully functional, left to become the station commander at Drem, where he managed to keep a Whirlwind as his personal mount. He later joined the Staff at HQ Fighter Command. Remaining in the RAF post-war he became the Commandant of the RAF College before retiring in 1959. He passed away in 1992.

Above

Whirlwind P7037 of 137 Squadron following an accident in October 1942. VIA J HALLEY

Below

Mock-up of the Westland P.9 showing the drum feed of the heavy cannon armament. WESTLAND VIA T BUTTLER

was the initial production order, though this was later curtailed May 2017 FLYPAST 75

SPOT FACT The aircraft's robust frame gave pilots a good degree of protection in the event of accidents incident. Poor weather precluded most operational flying through January 1942, Häggberg managing just six sorties.

Right

Plt Off Ralph Häggberg flew with 137 Squadron but was killed during the ‘Channel Dash’.

Channel Dash

VIA HÄKEN GUSTAVSEN

The situation livened up in early February: within the first ten days, the newly commissioned Plt Off Häggberg flew ten sorties, including convoy escorts off the East Coast. On the 12th, the German battle cruisers Scharnhorst and Gneisenau, under cover of thick cloud and very heavy escort, sailed through

Below right

Whirlwind P7055 was flown by Sgt Charles Mercer on the ‘Channel Dash’ sortie. VIA J HALLEY

Oberleutnant Egon Mayer of 7/JG 2 who had scored the 29th of his eventual 102 victories. Plt Off Ralph Häggberg, who has no known grave, was one month short of his 20th birthday.

No two-seater

Nicknamed ‘Curly’ on account of his unruly shock of dark hair, James Coyne hailed from Manitoba, Canada. He joined the Royal Canadian Air Force and received his ‘wings’ in June 1941 alongside Sgt John Gillespie Magee, writer of the

Swedish ally

The contribution of the many exiled European pilots in the RAF is well known, but less recognised are aircrew from neutral countries. At least six Swedish pilots served the RAF, one of them flying Whirlwinds. Schooled in England, Ralph Häggberg volunteered in 1940, and on completion of training was posted on September 15, 1941 as a sergeant pilot to 263 Squadron, then based at Charmy Down, Somerset. After two weeks with the pioneer Whirlwind squadron he was one of ten of its pilots posted on October 1 to the recently formed 137 Squadron, also flying the type, under Sqn Ldr John Sample. From their bases in the southwest, both units flew patrols over the western Channel and ground attacks into Brittany. At the end of the month, 137 Squadron went into action when the CO led a pair from Predannack, Cornwall, and shot up a train. Häggberg flew P7094 as a reserve, but in the event, he was not needed. Nicknamed ‘Haggie’, the young Swede continued to build his experience and by mid-November was considered ready for operations. By then, 137 had moved to Coltishall in Norfolk from where, on the 15th, he set off on his first operation in company with two other debutants, Sgts John Luing and Jack Maddocks, in a four-ship led by Plt Off Mike Bryan. Six days later, along with Plt Off Lawton, Häggberg flew another North Sea patrol at the controls of P7036. On November 24, led by a new CO, Sqn Ldr Humphrey Coghlan, he flew P7050 in a search for E-boats. The squadron moved the short distance to Matlaske at the beginning of December. During Häggberg’s first full month on operations he flew nine patrols or scrambles, all without real

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“Häggberg and three others were recalled from local training flights and briefed to provide escort for the Royal Navy – but not told they were to attack the German fleet!” the Channel into the North Sea, heading for Germany. During the morning Häggberg and three others were recalled from local training flights and briefed to provide escort for the Royal Navy – but not told they were to attack the German fleet! W/O Basil Robinson and Sgt Charles Mercer formed Red Section with Plt Off Joe de Houx and Haggie (in P7093) making up Blue Section. The Swede led all four off at about 12:50 hours in poor weather. Off the Belgian coast at around 13:30, they spotted ships through a hole in the cloud and descended to investigate, only to be immediately bounced by around 20 Bf 109s. The Whirlwind pilots were soon fighting for their lives; Mercer had a Messerschmitt in his sights but his cannon jammed while de Houx expended all his ammunition without apparent effect. Both Robinson and Häggberg failed to return, one of them probably falling victim to Knight’s Cross holder

famed poem High Flight. Sent to England, Coyne joined 263 Squadron at Charmy Down at the beginning of September. He first flew a Whirlwind on October 12, recalling: “It was scary to fly for those first few flights. There was no two-seat version for dual instruction, no way of learning to manage an aircraft with two engines or become familiar with any odd characteristics.” Promoted to flight sergeant, he flew his first operation on December 12. Two months later the squadron moved to Fairwood Common near Swansea where, three days after moving in, the wheels of Coyne’s Whirlwind sank into the soft surface of the newly laid runway and his aircraft overturned; fortunately, he was not seriously injured. To be closer to the action 263 regularly mounted operations from Cornish airfields. During one of these, Coyne, by then a pilot officer, flew as part of Red Section in a ‘Ramrod’ to Lannion and Morlaix airfields in Brittany. Escorted by Spitfires of 234

Men Behind the Whirlwind Squadron, the Whirlwinds were led by their CO, Sqn Ldr Bob Woodward. In July, ‘A’ Flight detached to Predannack for operations over Brittany, and on the 23rd Jim Coyne flew as the CO’s wingman for a ‘Rhubarb’ – a harassment raid – to Landivisiau where they attacked the airfield and a trawler on the way back.

Turning the tables

These sorties continued into the autumn and increased following a move to Warmwell in Dorset in midSeptember. The Whirlwinds had

– the first time the Whirlwind had encountered the much feared ‘Butcher Bird’. Shipping strikes and armed recces occupied the unit throughout the winter months – ops that were often abortive because of bad weather. Such was the case on March 19, 1943 when a dozen Whirlwinds went after a convoy reported south of Guernsey. Frustratingly, it could not be found in the thick haze and the now Flying Officer Coyle and the others returned to base. Later in the month Coyne led Plt

on an armed recce at dusk to catch German E-boats leaving Cherbourg to attack Channel shipping, but none were found. The following night the Whirlwinds of 263 similarly drew a blank. Often, shipping was reported but before attacking vessels were identified as French fishing boats and usually left unmolested. During a shipping recce led by the CO on May 16 a pair of Fw 190s attempted to engage, but Coyne managed to turn the tables, claiming one as damaged. At the end of the month another convoy reported off Le Left centre

Sgt Jim Coyne of 263 Squadron flew the Whirlwind from September 1941 to June 1943. J P COYNE VIA LARRY MILBERRY

Left

A rare colour image of a Whirlwind - this is P7007 of 263 Squadron at Wellesbourne Mountford in December 1941. F PRATTLEY

Below left

seen little of the Luftwaffe for more than 18 months, but that changed on December 14 when Coyne was flying P7057 in company with Australian Sgt Max Cotton. Off St Aldhelm’s Head, they were bounced by two Focke-Wulf Fw 190s of 10/JG 2 and a dogfight ensued. Coyne got a burst of cannon fire on one and was credited with a ‘damaged’

1

Off Jocelyn Yates in an attack on lock gates at Ouistreham, west of Le Havre. Having damaged the target with cannon fire, as Coyne pulled away in P7108 he was hit by flak just behind the cockpit, which left a gaping three-foot wide hole in the fuselage; nonetheless the return flight was uneventful. On April 16, Coyne led four aircraft

Havre again turned out to be a group of trawlers. Promoted to flight lieutenant, Coyne became OC ‘A’ Flight that month and was also awarded a DFC, his citation saying he had “completed numerous sorties involving low-level attacks on airfields, dock installations and rail communications. His courageous leadership, tenacity and keenness have been inspiring.” It was a fitting tribute to one of the longest serving Whirlwind pilots who, on June 20, finally left 263 Squadron, having flown 137 operational sorties. He later completed a second tour flying Mosquitos on night intruder operations and remained in the RCAF post-war until retiring to become a teacher in 1965. One of the last surviving Whirlwind pilots, Jim Coyne died in February 2013.

Flt Lt Jim Coyne at the controls of Whirlwind P7094 in the spring of 1943. J P COYNE VIA LARRY MILBERRY

Below

With the airfield still under construction, a pair of Whirlwinds leave Fairwood Common in March 1942. 263 SQUADRON RECORDS

aircraft - P6994 - was sent to the US for trials in 1942 May 2017 FLYPAST 77

Spotlight Westland Whirlwind

False

Alarm Artwork

Westland Whirlwind Mk.I P7097 of 263 Squadron in the markings it wore for Operation Starkey in September 1943. ANDY HAY-2017

T

he last unit to operate the Westland Whirlwind was 263 Squadron, which received its first examples in the late summer of 1940 and retained them until December 1943. It spent two years flying from airfields around Dorset, Wiltshire, and Gloucestershire, six months in south Wales, and six months in Devon and Cornwall. Pilots were frequently engaged in attacking enemy airfields,

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Andy Hay artwork of a Whirlwind that took part in an operation designed to deceive the enemy

roads and railways in France. The unit also flew strikes against enemy shipping, usually E-boats and armed trawlers, and provided escorts to bombers and convoys. On September 8/9, 1943, our subject P7097 was one of 16 Whirlwinds used on Operation Starkey, an attempt to deceive the enemy into believing an amphibious assault was about to take place in northern France. Starkey was a sham British and Canadian

invasion near Boulogne, backed by air support. The Whirlwinds received special ‘invasion’ markings to add to the illusion. It was one of three deception plots but the initiative was later branded a complete failure. The Germans did not fall for the trick and there was no Luftwaffe or naval response to Starkey. They instead moved ten divisions out of northern France to be used in other theatres.

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Whirlwinds are

bel

SPOT FACT A plan to build 600 at Castle Bromwich was dropped for producing Spitfires

Whirlwind in profile

m

are

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Spotlight Westland Whirlwind Andrew Thomas relates some of the exploits of those who piloted the Westland twin Right

A trio of 263 Squadron Westland Whirlwinds in flight during World War Two. ALL 263 SQUADRON RECORDS UNLESS NOTED

A

gainst all the odds, Sgt H H ‘Kitch’ Kitchener of 263 Squadron had achieved a couple of victories over the invading Germans during Britain’s futile defence of Norway. The unit’s Gloster Gladiators flew operations from a frozen lake at Lesjaskog from late April 1940 but they had taken a mauling. During the withdrawal, the last stragglers of 263 embarked upon the aircraft carrier HMS Glorious, only for it to be sunk on June 8. Under Sqn Ldr Harry Eeles, 263 Squadron was reborn as the first unit to put the Westland Whirlwind into action. Eeles had a few of the experienced 263 Squadron Norway veterans as the core of his unit, including Kitchener. By the end of November 1940, 263 moved to Exeter in Devon to start operations with the type. The first ‘op’ took place on December 7

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Reaping

the Wh when Eeles (in P6974) with Flt Lt W O L Smith (P6975) and Plt Off J G Hughes (P6976) flew a patrol off the south coast. Just over a week later Sqn Ldr John Munro arrived as CO. After uneventful patrols the Whirlwind first encountered the Luftwaffe on December 23 when Smith in P6970 sighted a Junkers Ju 88 during a patrol off Start Point, Devon. It disappeared into the thick cloud before he could engage it.

First contact

The New Year of 1941 opened promisingly when, on January 2, Fg Off David Crooks and Sgt Morton scrambled after a ‘plot’ that was in the event intercepted and damaged by a Supermarine Spitfire from 234 Squadron. It was not long until the Whirlwind saw action. On January 12 while on detachment at St Eval on the rugged coast of north Cornwall, Plt Off

David Stein, at the controls of P6972, and Sgt Mason in P6968 took off at 0940hrs. Southwest of the Isles of Scilly they spotted a Ju 88, as Stein described in his report: “After approx 10 minutes flying intercepted one Ju 88. I chased the E/A [enemy aircraft] and eventually came at him from front quarter. As attack developed into full beam, I opened fire and gave him a four-second burst. The enemy top gunner opened fire simultaneously, but stopped immediately. “I saw my shells hit top of fuselage about two-thirds distance from tail and a minor explosion occur. The E/A went into a spiral dive into cloud – which was 10/10 – and, though I searched above and below, I did not see him again.” It was claimed as probably destroyed and later radio intercepts seemed to confirm its loss. Either way, the RAF’s latest fighter had been blooded.

SPOT FACT Service trials were carried out at Martlesham Heath in Suffolk

Whirlwind in Combat

Whirlwind The following day Plt Off Pat ThorntonBrown (P6972) with Kitchener as his No.2 in P6988 were patrolling at 19,000ft south of Land’s End when they spotted a Heinkel He 111 slightly above and some distance ahead and the pair immediately gave chase. The unit diary described: “South of the Scillies, Pink 2 [Kitchener] found himself short of petrol, according to his petrol gauge, and opened fire from astern, firing a 4 to 5 second burst. The E/A took violent evasive action and Pink 2 closed to 300 yards but had only two shells left in the magazine and had to break off the engagement. The E/A did not open fire. “Pink 1’s petrol was also running low and he fired a short burst from astern

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at 800 to 500 yards range. E/A, which had been diving, now entered a patch of cloud at 3,000 feet, flying southwards. Towards the latter end of the engagement one of the E/A’s rear gunners fired tracer ineffectively. “Pink 1 followed E/A down into the cloud with 440mph showing on the clock. He levelled out and came out of cloud base at approximately 200 feet.” The bomber escaped, and on return it transpired that both Whirlwinds had sufficient fuel. It was the fuel gauges that were faulty!

Below

A 263 Squadron Whirlwind in the snow at Exeter, February 1941.

Raid 139

Soon after breakfast on February 8, 1941 Blue Section comprising Hughes (P6991) and Sgt Cliff Rudland (P6989) left Exeter for a training sortie. They were diverted to investigate an unidentified radar plot designated as ‘Raid 139’ after being airborne for 20 minutes. The controller vectored them over the sea and, when orbiting south of Start Point, Rudland spotted the distinctive shape of an Arado Ar 196

Rolls-Royce Peregrine engines were built May 2017 FLYPAST 81

SPOT FACT Low production rates of the Peregrine engine caused delays in delivery for squadron use

Above

The Whirlwind’s first confirmed victory was achieved on February 8, 1941 by Plt Off Ken Graham flying P6969 when he shot down an Arado Ar 196. Right

Whirlwind P6976 of 263 Squadron crashed on landing after an interception patrol on January 13 1941. Below

One of 263’s Whirlwinds taxiing at Exeter in early 1941. J W MUNRO VIA R C B ASHWORTH

floatplane. The intruder flew into cloud, but Hughes spotted it again about half a mile off to his left. He turned immediately and made a beam attack, opening fire with a fivesecond burst from 450 yards (411m), keeping the fusillade going as he closed to 200 yards. Hughes saw no result before the floatplane once again disappeared into the murk. Meanwhile, Red Section, Crooks in P6968 and Plt Off Ken Graham (P6969) had been scrambled from St Eval and initially ordered to patrol Dodman Point off the village of Mevagissey. At about 0940hrs the pair split up, with Crooks flying above the cloud and Graham below. Having seen nothing, Crooks descended and just as he emerged through the cloud base he spotted P6969 heading west and turned slowly left to join up, just as the Whirlwind disappeared in the low cloud. Remaining clear of the cloud, two minutes later Crooks saw a seaplane dive inverted from out of the cloud

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and crash into the sea with its floats uppermost and the black crosses clearly visible. At the same time, the local coastguard reported the sighting of two aircraft crashing into the sea south of Dodman Point, one of them in flames. Sadly, the 20-year-old Ken Graham did not return, but was credited with the Whirlwind’s first ‘scalp.’ His victim was Ar 196A ‘6W+ON of

5/Bordflieger Gruppe 196 flown by the Staffelführer, Oblt Adolf Berge.

Evasive action

Later in February 1941, the CO left for the Aircraft Gun Mounting Establishment at Duxford, Cambridgeshire, and Sqn Ldr Arthur Donaldson took over command of 263 Squadron. Ironically, he was the brother of 263’s first CO, J W ‘Baldy’

Whirlwind in Combat Donaldson who had been lost in HMS Glorious. Throughout March, 263’s Whirlwinds regularly encountered the Luftwaffe over the Western Approaches such as on the morning of the 1st when Plt Offs ThorntonBrown (P6989) and Kitchener (P6996) spotted a Ju 88 ahead, south of Land’s End. The bomber turned and fled and in the ensuing long chase the pair managed to get close enough to open fire, but they were only able to claim it damaged. These two pilots were also involved in an incident on the morning of the 5th. They left Predannack, Cornwall with Kitchener leading and to the south they again spotted a Ju 88, at 19,000ft. Thornton-Brown became lost in cloud while positioning to open fire.

outboard of the engine. It was as if a mat had been blown up by the wind. I cannot describe it more accurately. I imagine that an HE (high explosive] shell exploded in the wing. E/A then entered thick cloud. “When I emerged, E/A was five miles to starboard still diving. At 200 feet it levelled off. I gave chase and within 5 minutes closed to 350 yards. I gave five short bursts exhausting all my ammunition and saw E/A go down at appreciable speed and turn for home. I noticed that he turned very gently and took no evasive action. I think this may have been due to the damaged wing.”

Back on one

Six days later, on March 5, 1941, Kitchener was scrambled once more in P6985 at 16:40 and climbed to

port engine, which was streaming glycol, and so I had to feather it. “I headed back towards Predannack, flying on my starboard engine, but this too must have been damaged because as I approached the airfield I saw that it was on fire and it eventually stopped just before the runway and I spun in and crashed.” Kitchener was badly injured, suffering a fractured skull and a broken arm and was dragged from the blazing wreck just before it exploded. He spent a long period in hospital before returning to service, but his flying days were over. He left the RAF after the war and passed away aged 95 on July 7, 2010.

Leaning into France Sqn Ldr Donaldson, 263’s CO (P6998) and Flt Lt David Crooks

Left centre

Sqn Ldr John Munro (centre) was CO of 263 for a short time in early 1941. He was succeeded by Sqn Ldr Tommy Pugh (on right). On the left is Flt Lt David Crooks. VIA P LISTEMANN

Left

Sgt Cliff Rudland had the distinction of shooting down two Bf 109s in one day. 64 SQUADRON RECORDS

“Crooks saw a seaplane dive inverted from out of the cloud and crash into the sea with its floats uppermost and the black crosses clearly visible” Kitchener closed on the enemy alone: “I approached for a port quarter attack, but when I was within 300 yards E/A dived slightly towards cloud. I followed immediately astern at full throttle. Although E/A was kept in sight and the chase was started approximately over Land’s End, it was not until we reached the Scillies that I was able to close to 400 yds. “There was light cirrus cloud all the way down to 4,000 feet, a slight break at 4,000 but below this there was a thick black rain cloud. At 5,000 feet I gave a short burst as E/A was approaching a thick bank of cloud. “I saw damage to the port wing just

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23,000ft to the south of the Lizard Peninsula. After an hour, he spotted an aircraft and later described the events: “Coming up from the area of the Scillies was a Ju 88 again, similar to the one that I had chased a few days earlier. He must have spotted me too as his nose went down and he opened up to full throttle with me diving flat out after him. “At about 10,000 feet I had closed to about 400 yards and opened up at the same time as his rear gunner did. Just before he went into cloud I fired another burst and saw pieces coming off the top just behind the canopy. I couldn’t follow as his fire had hit my

DFC (P6989) flew an evening patrol on April 1, 1941. North of the Lizard they spotted a Dornier Do 215 that Donaldson attacked and damaged. Tragically, on return P6989 crashed in flames near Helston, Cornwall, killing Crooks. Although Donaldson did not hear a call from Crooks, it was assumed that the Canadian also engaged the bomber but was hit by return fire and shot down. The 28-year-old from Toronto was laid to rest in Illogan churchyard, near Redruth. By the spring, Fighter Command was firmly on the offensive as it adopted the policy of ‘leaning into France’. The switch of German focus east to the Balkans and Russia meant a considerable reduction of activity against Britain. The Whirlwinds of 263 Squadron began venturing over western France, strafing airfields on the Cherbourg Peninsula in mid-June, for example. The range and heavy armament of the Whirlwind made it highly suitable

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SPOT FACT Building a Whirlwind consumed three times as much alloy as a Spitfire Right

Whirlwinds of 137 Squadron lined up at Matlaske, Norfolk, in early 1942. J GATES

for the attack role upon which 263 started to concentrate. As the unit diarist noted, August was a “mensis memorabilis” (memorable month). On the 5th, the CO led a strike on Maupertus airfield where several aircraft were hit. On the following day four Whirlwinds strafed an E-boat offshore. At midday another quartet headed towards Maupertus where they surprised Bf 109s of JG 2’s training unit as they took off. Flying P7002, promoted Plt Off Rudland shot down the ’109 flown by Uffz Helmut Rainer, who was killed. On the way out, two tankers were strafed just outside Cherbourg harbour with the cluster of 20mms doing considerable damage. Donaldson’s squadron returned to the area for a third time to go after the tankers again. However, the Luftwaffe was alerted by radar and, as about 20 Bf 109s intercepted the four Whirlwinds and the escorting Spitfires of 118 Squadron, a sharp dogfight ensued. Spotting a Messerschmitt on the tail of P7001, the CO fired a short burst, saw it dive away and fired as he followed it down, seeing a panel fly away as the enemy headed inland. Meanwhile Rudland had two ’109s on his tail and F/Sgt Brackley in P6983 flew to help, taking on one of the fighters. Rudland turned on the other Messerschmitt and, as it crossed his nose, fired a devastating burst. He saw it crash into the sea; Fw Bach having baled out; as witnessed by 118’s CO, Sqn Ldr Frank Howell. In this most intensive fight involving Whirlwinds, Brackley may also have shot down a Bf 109, although it is possible that this was confused with Bach’s aircraft. Assaults on western France continued through August 1941, such as on the 26th when two formations, each with Spitfire escort, hit Maupertus and Lannion airfields. At the former, Sqn Ldr Tommy Pugh, appointed CO a few days earlier, wreaked havoc. At Lannion, the Whirlwinds destroyed or damaged five Do 217s and Ju 88s.

Another unit

The RAF had received sufficient Whirlwinds by September 1941 to enable the formation of a second unit. Under Sqn Ldr John Sample, 137 Squadron was initially based alongside 263 at Charmy Down, Somerset, becoming operational in October.

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Sadly, later that month Sample died in a flying accident when two Whirlwinds collided and was replaced by Sqn Ldr Humphrey Coghlan from 263 who led the unit east to Coltishall, Norfolk, during November. Thus the two Whirlwind units never operated together as a wing, but one covered the western Channel and the other the North Sea. Their roles were similar, with 137 carrying out ground attacks and anti-shipping patrols off the Belgian and Dutch coasts as did 263 over western France. Both units suffered steady losses. The worst day for 137 was on February 12, 1942 during the infamous ‘Channel Dash’. Four aircraft were tasked to escort destroyers unaware of the breakout of German warships and were surprised by Bf 109s of JG 2. The enemy shot down two and accounted for two of the replacement section that had been sent out. On a convoy patrol off Great Yarmouth, Norfolk, on July 27 Plt Off John McClure (P7104) and W/O Bob Smith (P7012) finally broke 137’s ‘duck’ by downing a Ju 88. Near the Smith’s Knoll lightship McClure and Smith sighted a Ju 88 at sea level. After initial attacks from both, during which McClure’s aircraft was hit by return fire, the pair re-engaged. Closing from astern, Smith expended all his ammunition, hitting the starboard engine before pulling away. McClure moved in, firing two more bursts into ‘8H+KL’ of 3(F)/122 before it crashed into the sea. Four days later, during another

convoy patrol in the late evening to the north east of Happisburgh off the Norfolk coast, Flt Sgt John Rebbetoy (P7058) and Sgt Leo O’Neill (P7005) spotted another reconnaissance Ju 88 which, as they approached, began violent evasive action. Despite accurate return fire that struck O’Neill’s aircraft the pair closed in and their fire sent Ju 88D ‘F6+EL’ of 3(F)/122 crashing into the sea. On the morning of August 19, Fg Off Mike Bryan and Sgt Des Roberts were scrambled after a radar contact over the North Sea and, after about 50 miles, spotted a Do 217. Making the first pass, Bryan’s cannon shells struck all over the Dornier causing pieces to break off. Roberts moved in and his three-second burst struck home, forcing the crew to bale out of the doomed bomber.

‘Whirlybombers’

As 263’s role became involved with more offensive work, in late 1941 the CO, Sqn Ldr Pugh, suggested fitting the Whirlwind with underwing racks to enable the carriage of bombs. This idea was not taken up initially, but in August 1942 Fighter Command issued the instruction that made Whirlwinds into fighter-bombers, soon nicknamed ‘Whirlybombers’. One long-serving pilot lamented: “If I had wanted to drop bombs I would have flown a Lancaster!” As the only fighter-bomber unit in the South West, 263’s services were in demand. The first action came on September 9 when a quartet led by

2

aircraft

typ

raft

Whirlwind in Combat A Squadron and its dog

Whirlwind I P7002 of 137 Squadron providing a backdrop for a ‘team photo’ at Manston, Kent, on March 5, 1943. Among those pictured are: Plt Off Smith, Fg Off Musgrave, Plt Off Roberts, Flt Sgt Barclay, W/O Brunet, Flt Lt Bryan; Fg Off DeHoux, Sgt Smith; Fg Off McClure, Sgt Dugdale, Sgt Sutherland, Sgt Bolster, Fg Off Hadow, Sqn Ldr Coghlan, Sgt Woodhouse. In the foreground is Lynn, Flt Lt Bryan’s dog. J B WRAY

Sqn Ldr Robert Woodward struck at four vessels off the Channel Islands and sank the 350-ton motor vessel Henca and the escort V-207. It was a successful start to a new career for the Westland fighter, albeit a highly dangerous one as losses increased. Fighter-bomber attacks against transport on land and shipping at sea continued for the rest of the year and into 1943. Enemy fighters were still sometimes encountered, such as on December 19 when Bryan and Rebbetoy were

on patrol over the Channel when they were engaged by Fw 190s and a turning fight developed. Rebbetoy described a close shave: “He passed over my head missing me by about 15 feet. I turned to port and attacked him from astern firing a 1½-second burst. Black smoke started to pour from the engine and both made for home at slow speed.” They were credited with a ‘probable’. As 1943 progressed the Whirlwind was seen as increasingly obsolescent. The final sortie for 137 Squadron was

staged on June 21 when four attacked the airfield at Poix, France. A fifth machine, unable to locate the target, let loose its cannon on a train. In the Southwest, 263 Squadron claimed the type’s last air combat victory on the night of August 14. Having shot up and sunk an E-boat off Jersey, Sqn Ldr Reg Baker, flying P7113, spotted a Ju 88 north of Guernsey. Closing slowly from below, he fired a short burst that set the port engine on fire and a second sent it crashing into the sea. The squadron diarist noted the sortie as: “…quite simply a most remarkable individual achievement”. The unit’s last month on operations was dominated by the presence of the blockade-runner Münsterland in dry dock at Cherbourg. The final Whirlwind operation was on November 29 when the CO led a sortie to intercept minesweeping Ju 52s off Cherbourg, but thick cloud and heavy rain prevented any sightings. Just 114 of this innovative fighter were built and they equipped only two squadrons. When first devised, the Whirlwind was highly advanced and, had its introduction into operational service not been delayed by engine problems, it might have been available for the Battle of Britain. It would doubtless have made its mark against the massed bomber formations. As it is, this elegant aircraft has largely been forgotten.

Below

Groundcrew loading 250lb bombs under the wings of Whirlwind P7012 of 137 Squadron at Manston, Kent, in May 1943. J B WRAY

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MANUFACTURERS HAWKER

Master Masterclass V

ast numbers of Sopwith types were produced during World War One, with the Camel becoming almost a brand name for British single-seat fighters. After the Armistice of November 11, 1918 orders for warplanes vaporised and the industry braced for lean times, or worse. Top of the list of companies deemed most likely to survive was the giant founded by the shrewd and visionary Thomas Octave Murdoch Sopwith at Kingston-uponThames, Surrey. While he was busy cutting overheads and diversifying, Sopwith was hit by an enormous, and unwarranted, demand for Excess War Profits

Duty at the start of 1920. The collapse was rapid and by October the name Sopwith vanished. The great pioneer aviator was far from down and out. In late 1920 he formed H G Hawker Engineering; its title taken from his incredibly gifted test pilot and designer, Harry George Hawker MBE AFC. Australianborn Hawker did not have much time to bask in this accolade; he was killed in the one-off Nieuport Goshawk G-EASK at Hendon on July 12, 1921. The post mortem carried out on the 32-year-old

Top

Trevor ‘Wimpy’ Wade getting ready to display the prototype Sea Hawk, VP401, to the press at Langley, 1948. KEY COLLECTION Above

Among the last of the new-build Sea Fury export contracts was a dozen for Egypt, delivered during 1951-1952. HAWKER Right

Design bedrock of the Hawker dynasty, Sir Sydney Camm. BRITISH AEROSPACE

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discovered Hawker had advanced tubercular degeneration of the spine which would very likely have curtailed his valiant life before long.

Growing family Thomas Sopwith went on to turn Hawker into another giant, this time of considerable longevity and multi-faceted. Following the philosophy established in World War One, aircraft were carefully evolved, minimising risk and maximising commonality of the

manufacturing process. The breakthrough came with the Hart day bomber of 1928 which spawned a family meeting RAF, Fleet Air Arm (FAA) and extensive export needs. By the early 1930s, market penetration was such that the RAF was referred to as the ‘Hawker Air Force’. The organisation was renamed Hawker Aircraft in 1933 and the following year Gloster Aircraft was acquired. In July 1935 the holding company Armstrong-Siddeley Development was

Ken Ellis continues his survey of British post-war manufacturers with the spectacularly successful Hawker fighter dynasty

snapped up. This brought Coventrybased Armstrong Whitworth Aircraft (AW) and the sister Armstrong-Siddeley Motors (ASM – making aero engines and motor vehicles), Air Service Training (AST) at Hamble, Hampshire, and Avro in Manchester into the fold.

From near oblivion in 1920, Thomas Sopwith (Sir Thomas from 1953) had become Britain’s most prominent aircraft mogul. All of the businesses constituted Hawker Siddeley Aircraft (HSA), but continued to trade under their own names, although there was increasing ‘cross fertilisation’ in development and manufacture. While Sopwith presided over corporate

expansion, design at Hawker was in the exceptional hands of Sydney Camm (also knighted in 1953). Camm signed up as a draughtsman in 1922, but three years later was appointed chief designer. Along with Sopwith’s right-hand man, Fred Sigrist, Camm developed the modular tubular steel construction technique that became the backbone of Hawker piston warplanes, all the way through to the Sea Fury. Frustrated with misguided Air Ministry

specifications, Camm conceived the Hurricane as a private venture. From the prototype of 1935, a new fighter dynasty followed: Typhoon, Tempest and Fury.

Transition to jets Production of Napier Sabrepowered Tempest Vs came to an end in the autumn of 1945, but it was June 1948 before the last Bristol Centaurus-equipped Tempest II was tested at Langley, near Slough. As Hawker prepared to enter the jet age it was the Fury, the ultimate development of the piston fighters, that

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MANUFACTURERS HAWKER

Trevor ‘Wimpy’ Wade flying P.1081 VX279, July 1950. HAWKER

“The Sea Hawk was attractive but performance was limited by the straight wing. Thankfully, its configuration meant sweeping the wings was relatively easy”

A flight of four Sea Hawk F.1s of Brawdy-based 806 Squadron, the first operational unit, off the Pembrokeshire coast, mid-1953. KEC

carried the organisation through the transition. Indeed, it was still making money in 1960. Originating with joint RAF-FAA Specification F2/43, the prototype Fury flew on September 1, 1944, but the air force lost interest, while the navy persisted. The first true Sea Fury was airborne in February 1945 and production FB.11s entered service in May 1948. A batch of 60 T.20 two-seaters followed. Australia and Canada were supplied through Royal Navy stocks. Egypt, Iraq, the Netherlands and Pakistan also ordered the type; the last new-built example going to Pakistan in 1954. Production of Sea Furies came to 860 units, but Hawker was quick to capitalise on the secondary market, buying back and refurbishing former FAA machines for other customers, including Burma, Cuba and a German civilian target-

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tug contractor, the last being delivered in 1960. The tried and trusted tubular steel technique would not work for jets and the design team had to devise new methods. The result was the Sea Hawk and to Camm’s acclaim the company’s first stab at a jet fighter remained in production from November 1951 to October 1962. Work began in 1944, crystallising in a FAA requirement, N7/46, for a Sea Fury replacement. To keep the jet pipe short and the powerplant near the centre of gravity, Camm patented a bifurcated exhaust arrangement. The Y-shaped jet pipe allowed the Rolls-Royce Nene turbojet to vent either side of the fuselage, just behind the wing’s trailing edge. Bill Humble flew the first example, VP401 (designated P.1040) from Boscombe Down, Wiltshire, on September 2, 1946.

Bentwaters-based F-86A Sabres of the 81st Fighter Interception Wing dropping in at Dunsfold to view the prototype Hunter, P.1067 WB188. Neville Duke is looking into the cockpit. HAWKER SIDDELEY

The navy was impressed with what was surely the most beautiful of Britain’s ‘first generation’ jets. The straight wing permitted easy folding, with unrestricted views forward from the cockpit. At Hamble, AST carried out major modifications to VP401 and in mid-1950 it emerged with an ASM Snarler liquid fuel rocket motor in

the rear fuselage. Both AST and ASM were HSA members, proving the capabilities of the consortium Sopwith had established. With the rocket, VP401 was known as the P.1072. The maiden flight with the Snarler used ‘in anger’ took place on a sortie out of RAF Bitteswell, Leicestershire, on November 20, 1950. Test pilot

naval air arms of India, Netherlands and West Germany, with a mixture of new-build and refurbished types. Production of Sea Hawks totalled 550 units. The Indian Navy retired the last few examples in 1983 when the first Sea Harrier FRS.51s were delivered – exceptional loyalty to the Hawker brand.

Sweden was the first export customer for the Hunter F.4 day fighter, receiving 120 F.50s from August 1955 through to 1958. BRITISH AEROSPACE

The Sea Hawk was attractive but performance was limited by the straight wing. Thankfully, its configuration meant sweeping the wings was relatively easy. Two prototypes, designated P.1052, were ordered for trials. To keep things simple, the tailplanes remained unswept. Trevor ‘Wimpy’ Wade flew the first example, VX272, from Boscombe Down on November 19, 1948. Deck landing trials on HMS Eagle were carried out in May 1952 which explains why VX272 is today held by the Fleet Air Arm

Sweeping the wings

took VX279 for a test from Farnborough on April 3, 1951. He experienced some form of difficulty and ejected at about 2,000ft (610m). Analysis failed to define the nature of the emergency as recording devices were not activated for the sortie. The body of 31-year-old Sqn Ldr ‘Wimpy’ Wade DFC AFC was found still strapped to the ML Aviation seat, near Lewes, Sussex. The seat was not automatic, the pilot had to initiate unstrapping and dropping of the seat post-ejection. It was thought the seat was rotating at such a rate that Trevor could not physically extract himself and deploy his parachute.

Exceptional Hunter The Kingston design office took the initiative away from the Air Ministry in the late 1940s in the same manner that Hawker had created the Hurricane in the early 1930s.

Choose your weapons

The Hunter production line, circa 1954.

The Hunter evolved to take an incredible array of armament. From the rear: DH Firestreak and Fairey Fireflash air-to-air missiles; 5in unguided rocket pylons; 2in and 3in unguided rocket pods; 3in unguided rockets (left) and 2in unguided rockets (right); 5in unguided rockets with A Hunter F.6 on the southern taxi track at warhead options; four 30mm ADEN Dunsfold, with weapon options. HAWKER cannon pack with ammunition lined up in front; napalm tanks, 100-gallon drop tanks, 230-gallon drop tanks; 500lb and 1,000lb bombs; practice bombs and their dispensers. HAWKER

BRITISH AEROSPACE

Neville Duke had a close shave on January 18, 1951 when the Snarler exploded at around 40,000ft (12,200m) necessitating a successful forced landing. Limited testing continued into 1952, when the project was shelved. In 1950, Hawker acquired the airfield at Dunsfold in Surrey to act as final assembly and test centre for the jet era and Langley was wound down. The first production Sea Hawk F.1, WF143, flew from Dunsfold in November 1951. The Sea Hawk had a smooth introduction to Royal Navy service, with 806 Squadron in March 1953. By that time, Hawker was well into testing the Hunter, a much more complex and challenging programme. Accordingly, the bulk of Sea Hawk manufacture was handed to another HSA company, AW at Bitteswell. As well as FAA contracts, AW also supplied the export customers, the

Museum at Yeovilton, Somerset. Through this very simple step, knowledge of swept wings grew steadily at Kingston. The design office was already scheming the next member of the jet family. The Royal Australian Air Force (RAAF) was interested in an improved P.1052 and the result was the P.1081, a ‘halfway house’ to the layout adopted by the Hunter. The second P.1052, VX279, was given an entirely new rear fuselage, featuring a straight jet pipe exhausting at the extreme rear and swept vertical and horizontal tail surfaces. Wade took the P.1081 on its maiden flight on June 19, 1950. Trials were going well but six months later interest from Australia waned and VX279 passed into the hands of the Royal Aircraft Establishment at Farnborough (RAE), Hampshire. After modifications to the flaps and the tailplane, Wade

What became the exceptional Hunter was devised with an eye to the needs of the RAF, but effectively as a private venture. The steps achieved by the P.1040, the P.1052 and the P.1081 all fed back into the P.1067 highperformance day fighter. Minds at Kingston and the Air Ministry focused on Specification F3/48 and in October 1950, nine months before the first flight of the prototype, contracts were placed for 200 units each from Kingston, for Rolls-Royce Avon-powered F.1s, and from AW at Bitteswell for F.2s with ASM Sapphires. Off-the-drawing-board orders had been commonplace during World War Two but in 1950 they made a come-back as the Hunter and the entire British military aircraft industry entered a new, buoyant, era. The Korean conflict had broken out that June and followed the tensions resulting from the

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MANUFACTURERS HAWKER Berlin Airlift of 1948-49. It put a new term on everyone’s lips – Cold War. Sqn Ldr Neville Duke took the prototype Hunter, P.1067 WB188, into the air from Boscombe Down for its maiden flight on July 20, 1951. For ‘peace time’ the pace of development of the Hunter was blistering. The first production F.1, WT555, was airborne on March 16, 1953 and examples were issued to 43 Squadron at Leuchars in Scotland in July 1954. By that time the entire programme had been given a new label. It was declared a ‘Super-Priority’ venture in August 1952. To meet capacity Hawker took over the factory at Squires Gate, Blackpool that had previously built Vickers Wellingtons. The competing Supermarine Swift was slow to get going and was disappointing as a day fighter; clearing the way for the Hunter to enter mass production. Studies at Kingston for a ‘Super’ Hunter with greater sweep, thinner wings and re-heat were dropped in 1953 as the basic Hunter’s potential emerged. This was emphasised on September 7 that year when Duke took

the modified prototype to a new record of 727mph (1,169km/h) and on the 29th clinched the 100km closed circuit record at 709mph while operating from Tangmere, Sussex. (Part of the RAF Museum’s collection, WB188 is displayed on loan at the Tangmere Military Aviation Museum.) The Hunter’s revolutionary 30mm ADEN four-cannon quick-change ‘pallet’ brought up a major problem. When the guns were fired, the Avon engine sometimes surged or even failed. A ‘fix’ was found by altering the cannon muzzle troughs, and early operational experience of the F.1s and F.2s was used to hone the design, leading to the muchimproved Avon F.4s and Sapphire F.5 engines. The definitive singleseat version was the F.6, which first appeared in January 1954 and it standardised on the Avon turbojet. A two-seat trainer with combat capability was developed, the P.1101 prototype XJ615 having its maiden flight on July 8, 1955. A total of 102 were built from new, serving the RAF as the T.7 and the FAA as the T.8, plus export customers. The Hunter was adopted by the US

Right

As well as attending airshows, Hawker-operated Hurricane II PZ865 ‘The Last of the Many’ was also occasionally used as a ‘chase-plane’. This work included shadowing P.1127 XP831 during its early excursions from Dunsfold. HAWKER SIDDELEY

Above

Hawker was quick to capitalise on its success with the P.1127 – early publicity brochure. AUTHOR’S COLLECTION

Right

The prototype P.1127 is displayed at the Science Museum in London. KEN ELLIS

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Mutual Defense Assistance Program and its ‘off-shore’ funding to NATO allies. A large number of RAF F.4s came under this arrangement as did licence manufacture by FokkerAviolanda for the Royal Netherlands Air Force and Avions Fairey for the Belgian Air Force. With three production lines in Britain, Hawker also had the capacity to meet burgeoning export requirements. Denmark, India, Sweden and Switzerland all placed substantial orders. Hunter production amounted to 1,985 units; an incredible figure for a UK ‘peace time’ programme. The last Hunter, a T.66 for India, was test flown at Dunsfold on October 21, 1960. From 1958 to 1964 Hawker was busy upgrading the RAF’s fleet of F.6s to FGA.9 ground attack status to further extend the jet’s service life. Following in the footsteps of the Sea Fury and Sea Hawk secondary market, refurbishing Hunters became a major occupation at Dunsfold and Bitteswell. India and Switzerland placed repeat contracts that were met by rebuilt examples bought back by Hawker from previous customers. An impressive list of new export customers

added to a lucrative trade in ‘refurbs’ that lasted into the late 1970s.

Upwardly mobile The final design presided over by Sir Sydney Camm was also the most radical of the jet family and the last to carry the Hawker name. In fame it was to eclipse the Hunter, the aircraft that it replaced in RAF service. Like Sopwith’s Camel of 1917, it was to become a household name – the Harrier. The man responsible for this worldbeater was Ralph Hooper who took the Harrier from tentative concept to service introduction. Indeed, it was Hooper who conceived the vectored thrust layout that was applied to Bristol Siddeley’s BE53 vertical takeoff engine proposal, transforming it into the Pegasus. The Y-shaped jet outlets of the Sea Hawk inspired Hooper’s visionary thinking. As the Pegasus evolved, Hooper realised it could power a compact fighter and before long the abbreviation V/STOL – Vertical or Short Take-Off and Landing came into common usage. Hawker and Bristol Siddeley bit the bullet

and started work on the world’s first practical V/STOL warplane at their own risk. This was designated P.1127. The prototype, XP831, was laid down in May 1959 and rolled out at Dunsfold in July 1960. A special gridded area was readied for a careful, step-by-step, series of ground runs and hovers from late 1960. With Bill Bedford at the controls, XP831 made the first tethered hover on October 21, 1960 and on November 19 a free hover. The P.1127 was roaded to RAE Thurleigh, Bedfordshire, and on March 13, 1961, Bill carried out the type’s inaugural sortie as a conventional jet. In four sorties at Dunsfold on September 12, 1961, Bill Bedford and Hugh Merewether took XP831 from a vertical takeoff to a conventional landing and then from a ‘normal’ take-off to a vertical landing.

True V/STOL transition had been achieved. XP831 is also part of the RAF Museum’s collection and is displayed on loan at the Science Museum, London.

Colossus Entering squadron service at Wittering, near Stamford, on April 18, 1969 the Harrier had come a long way, via the P.1127 and the developmental Kestrel. Ahead of it lay unparalleled export success and the re-shaping of combat tactics. All of this, however, lies beyond the story of Hawker as a ‘standalone’ name. As mentioned earlier, in the 1930s Thomas Sopwith had acquired Gloster followed by

Armstrong Whitworth and Avro, among others, to create Hawker Siddeley Aircraft. This was not the end of his ‘collecting’. In January 1955 Avro Canada and other Canadian aviation businesses were snapped up; all of the companies were gathered under the ‘umbrella’ of the Hawker Siddeley Group (HSG). With political pressure mounting for the consolidation of the British aircraft industry, three other organisations joined the HSG: Folland (in February 1959), de Havilland (January 1960) and Blackburn (May 1960). In his

72nd year, Sir Thomas Sopwith was president of an international aviation colossus. As with the set-up in the 1930s, the various concerns kept their names, but not for much longer. The holding company morphed into two bodies on July 1, 1963: Hawker Siddeley Aviation looking after aircraft design and manufacture, and Hawker Siddeley Dynamics specialising in propulsion systems, missiles and space technologies. On All Fool’s Day 1965 all of the constituent companies ceased using their historic names and instead blended under the Hawker Siddeley banner.

“The final design presided over by Sir Sydney Camm was also the most radical of Hawker’s jet family and the last to carry its name. In fame it was to eclipse the Hunter, the aircraft that it replaced in RAF service. Like Sopwith’s Camel of 1917, it was to become a household name – the Harrier” May 2017 FLYPAST 95

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FLYPOST

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

A Spitfire in York Bridlington Grammar School in the early 1950s, I flew in an Avro Lincoln from RAF Cranwell, and have enjoyed flying ever since. MIKE WILSON BRIDLINGTON

I photographed this Spitfire at the foot of Clifford’s Tower, York in either 1956 or 1957. The numbers on the side are ‘Q3L 7245M’. I believe the aircraft

Dealing with ‘Black Jack’ I, like Doug Wheeler (FlyPost, April), have taken an interest in the story of Gloster Meteor NF.14 WS788, which was previously a gate guardian at RAF Patrington, Yorkshire. I was stationed there between 1969 and 1970 and remember Doug very well, in fact I have a couple of photographs of him standing next to the Meteor. The CO’s name I cannot remember, but we on the technical side referred to him as ‘Black Jack’ because of his dark complexion and black moustache. He was in the practise of opening his station headquarters office window to loudly invite some luckless soul, sauntering along, into his office where he was heard throughout the vicinity berating his victim. The most memorable of these was a very junior officer who

was a gate guardian at RAF Church Fenton, Yorkshire around 1955. Do you have any more information on this aircraft? When I was an RAF cadet at

hadn’t escaped the CO’s eagle eye. I didn’t escape his wrath either, failing to salute him when in his staff car travelling through Patrington village. I used the sun in my eyes as an excuse – but to little avail. It was believed ‘Black Jack’ flew WS788 at one time but very few, if any, dared ask him. Doug mentions the excitement of searching for the crew of the two-seater EE Lightning T.5 XS455, which recalled the loss of Lightning XS894 and USAF exchange pilot Cpt William Schaffner on the September 8, 1970. I was on duty at RAF Holmpton, also in Yorkshire, carrying out routine servicing on radar consoles when told to cancel the servicing and hand the equipment back to the controllers. It was a long night.

The Spitfire shown is LF.XVIe RW382, which was built in 1945 and served with 604 Squadron (Royal Auxiliary Air Force) from 1947 until April 1950, when it was withdrawn from frontline use. It then passed to No.3 Civilian Anti-Aircraft Co-operation Unit at Exeter in June 1950, before moving to the Control and Reporting

School at Middle Wallop in October of the same year. Finally, in July 1953 it was retired from flying and was struck off charge on December 14, 1954. It then moved to RAF Church Fenton and was allocated as an instructional airframe before moving as a gate guard to RAF Leconfield, followed by Henlow and Uxbridge. It was also used for static scenes in the Battle of Britain film. After various spells in the US, it is again airworthy and flies with the Biggin Hill Heritage Hangar at Biggin Hill in Kent - ED

Mercator memories After reading the late Bob Dorr’s article on the Martin P4M Mercator (FlyPast, April), I have re-discovered a photo of a P4M-1, serial number 122207 taken by me at Blackbushe airfield in 1959. PAUL PEARSON CORNWALL

DAVID CROFT BRIDLINGTON

OPS BOARD

--------------------------------------------------------------------------------------------April 15, Sywell Museum, Sywell Airfield - Grand Opening E-mail: sywellaviationmuseum@ gmail.com June 5, AirACES, Arun & Chichester Air Enthusiasts Society, Chichester - From First Loop to Red Arrows – a talk by Chris Roberts. www.airaces.org.uk

June 26, AirACES Arun & Chichester Air Enthusiasts Society, Chichester - The Operation of the Puma, Merlin and Chinook helicopters at RAF Benson Wing – a talk by Wg Cdr Andrew P Baron. www.airaces.org.uk October 8, Midland Air Museum, Coventry - Aviation Fair. www.speedbird707.wixsite. com/midlandaviationfair

Faded glory Recently, I was in Peru tracking down some old warbirds at Juanjuí and came across a former United States Marine Corps Douglas C-117 (DC-3S), serial number 43347 (ex-N973SN) lying derelict. It was last operated by former Brazilian airline Aeronorte as OB-T-1325, but now seems beyond redemption. Also at Pucallpa on the same trip I came across two more derelict Douglas DC-3s in long-term storage. SCOTT HUBBARTT

May 2017 FLYPAST 97

MUSEUMS MIDLAND AIR MUSEUM

Museum

in the Making A

viation heritage is now a multi-million-dollar global phenomenon, but half a century ago things were very different. At its peak in the 1930s Warwickshire had 45 airfields and landing grounds within its boundaries and the region made a massive contribution to manufacturing in both world wars. Coventry alone could boast an output of more than 14,000 aircraft. Yet in the 1960s there was little or no evidence of this great industrial heritage: it was as though it had never happened. Britain’s grassroots preservation movement was still in its infancy when Roger Smith, a 19-yearold apprentice draughtsman at Dunlop Aviation, founded the Midland Aircraft Preservation

Society (MAPS) five decades ago. A classified advertisement in the Coventry Evening Telegraph invited enthusiasts to a meeting on May 24, 1967, at which 17 founder members agreed to join forces to foster the area’s heritage. Significantly, many of them were already active with projects of their own. Carl Butler had two Mosscrafts, MA.1 G-AFHA and MA.2 G-AFJV; John Coggins had a collection of Percival Prentices; Ken Wooley had Foster Wickner Wicko G-AFJB; and Roy Nerou had Klemm L.25 G-AAHW, among others. They were followed by the likes of Joe Wood and Don Burgoyne, both of whom had built and ‘flown’ Mignet ‘Flying Fleas’ G-AEBT and G-AECN, respectively, in the mid-1930s.

Top right

Founder members of MAPS with their first aircraft, Parnall Pixie III G-EBJG, in August 1967. Left to right: Roger Smith, Dave Phillips, Gordon Riley, Mick Abbey and Rick Clarke. COURTESY COVENTRY EVENING TELEGRAPH

Above

The BBC TV studios at Pebble Mill, Birmingham, on November 26, 1973. Left to right: Spitfire replica, Humber Monoplane, Meteor F.4 and Flying Flea. MAURICE BUTLER

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First steps

With no fewer than 3,530 Royal Aircraft Factory RE.8s built in Coventry during World War One – nearly 90% of the total – it’s fitting that the new society’s first acquisition should be a propeller from the famed observation biplane. Carried through the city’s streets, it caused quite a stir reminiscent of a medieval passion play! The newly formed MAPS attracted others with links to the locality’s past. James Rowe’s family farm at Stratford-uponAvon had served as a landing ground for the town during the 1920s and 1930s. In August 1967 he donated the remains of Parnall Pixie III G-EBJG, which took part in the Lympne Light Aeroplane Trials

in both 1924 and 1926. MAPS had its first airframe, and one with local provenance, G-EBJG having flown from a field near Nuneaton from 1935. James continued to support the society, a converted pigsty on his farm being used as a store until 1988. At first, the generosity of donors content to pass on redundant airframes was the main method of gaining potential exhibits, and several gliders found their way into the growing collection – including relatively familiar types, such as the Slingsby Cadet and Grunau Baby, while the experimental Nyborg TGN.III sailplane was a true one-off. The priority was to raise funds and attract new members by visiting airshows with a sales and

To celebrate the 50th anniversary of the Midland Air Museum, John Berkeley describes how this pioneering collection got started

g publicity stand. Society chairman Bob Ogden bought the wings of Flying Flea G-AEGV, discovered in a garage in Northampton, and donated them to MAPS. Members built a new fuselage and the aircraft became the ideal travelling exhibit, capable of being transported in a van.

After five years MAPS decided to take a more proactive approach towards acquisitions. The first ‘target’ was de Havilland Vampire F.1 VF301, serving as a ‘gate guardian’ at Debden in Essex. The procedure back then was to contact the Ministry of Defence (MoD) office in Harrogate and

express an interest. A response would come by post with a fixed price, probably based on the aircraft’s empty weight. No competitive tendering, just a simple ‘take it or leave it’ transaction and, in the case of VF301, an asking price of £100! Gloster Meteor F.4 EE531

followed soon after, still in its wartime camouflage and gathering dust in a Royal Aircraft Establishment hangar at Lasham, Hampshire. At £175, and with dismantling and transport costs to cover, the search began for a sponsor. Fortunately, the Birmingham telephone directory turned up a car dealership in Moseley named Meteor Ford – and, freshly repainted, EE531 became the centrepiece of a forecourt display in the summer of 1973. Neither of the two jets had been declared surplus by the MoD. The Vampire and the Meteor were the oldest surviving operational examples of their breed in the UK, and an important step had been taken towards the future direction of the museum.

“In a bid to bring the society’s problems to a much wider audience, four aircraft were moved to the BBC TV studios in Birmingham for a live Pebble Mill at One transmission on November 26, 1973” May 2017 FLYPAST 99

MUSEUMS MIDLAND AIR MUSEUM Dismantling the Vampire F.1 at Debden in March 1973. GORDON RILEY

‘Flying Flea’ G-AEGV in the MAPS workshop in Coventry. VIA ROGER SMITH

Finding a home Having accumulated nine engines and 15 airframes – some more complete than others – a permanent base became an urgent need during those first five years. Lock-up garages and converted pigsties were simply no longer fit for purpose. Many possibilities had been explored, as far afield as Halfpenny Green (now Wolverhampton Airport) and the old Stratford aerodrome. Lord Brooke at Warwick Castle offered the use of a small site in the town centre, but it would have provided no scope for expansion. Thanks to Roger Smith being employed there as a surveyor, the National Agricultural Centre at Stoneleigh near Kenilworth came to the rescue. In August 1972, MAPS displayed several aircraft and engines at the first Town and

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Country Festival. Following the event, the society was offered storage and workshop facilities on the site, an arrangement that lasted for the next five years. Without it MAPS could not have continued to expand and develop. In a bid to bring the society’s problems to a much wider audience, four aircraft were moved to the BBC TV studios in Birmingham for a live Pebble Mill at One transmission on November 26, 1973. Disappointingly, although the switchboard was jammed with offers of help, none came from within the Midlands. Then, after strenuous canvassing, Coventry City councillors commissioned a report on the society’s proposal to establish a museum at Coventry Airport. The project won approval and the council formally transferred

The Meteor F.4 on display with a Ford dealership sponsor in Moseley, Birmingham, during August 1973. GORDON RILEY

its responsibility for recording and preserving the city’s aviation heritage to MAPS. This was the start of a unique affiliation that played a vital role in its future, supported by individual councillors, a succession of Lord Mayors and the local press. The original site on the edge of the airport was small but afforded an uninterrupted view of the main runway. It was opened to the public as the Midland Air Museum (MAM) for the first time on April 2, 1978.

College graduates MAM’s long-term objectives included establishing a museum centred on the life and work of Sir Frank Whittle; and creating a broad, well-balanced collection throughout the 1970s and 1980s. Early in its existence the College of Aeronautics at Cranfield (now

Cranfield University) had amassed a remarkable variety of airframes, some of which had already found their way into major museums. Thanks almost entirely to the generosity of Professor Denis Howe, a stream of aircraft and major components transferred to Coventry. Among them were all that remained of several early British jets, such as the outer wing of Gloster E1/44 TX150 and the cockpit canopy of the sole Supermarine 545, XA181. The cost, 44 years ago, was £15! Parts from a BAC TSR.2, Bristol 188 XF923, Meteor F.1 EE223 and others followed, together with more substantial acquisitions: the first was Fairey Ultra-Light Helicopter G-APJJ, the last of six produced from 1955. Like the Flea, this diminutive

rotorcraft was an ideal travelling exhibit. The Flettner Fl 282B Kolibri of 1941 was the world’s first helicopter to enter operational service, and Cranfield’s example, ‘CJ+SN’, the 20th prototype, was almost certainly the sole survivor. Although generally complete back in 1945, shortage of space at Cranfield led to the removal of its rear fuselage and cropping of its intermeshing rotor blades. When collected in May 1975, only the bare forward fuselage frame on its undercarriage remained, together with the all-important rotor head. Because of the Flettner’s significance and rarity, every effort was made to return it to Germany to be professionally restored and exhibited. With Cranfield’s full agreement, enquiries began in 1976 with the aim of arranging an exchange for one of the top priorities on our ‘wants’ list. Four German collections were

A unique Whittle W2B-type engine discovered under a tarpaulin in a Coventry scrapyard in April 1975, where it had lain for 30 years. VIA AUTHOR

anxious to negotiate a deal but, unfortunately, none were able to offer something suitable. A third Cranfield airframe presented a different challenge. The sole Midlands-built Boulton Paul P.111A delta-wing jet, VT935, posed a real problem. Although having a span of only 25ft 8in (7.82m), it couldn’t be dismantled. Various means were explored, including slinging it beneath a USAF Sikorsky HH-3E ‘Jolly Green Giant’ helicopter – but, eventually, permission was granted for a dawn move along the M1 and M45 motorways on a Sunday in July 1975.

Special relationship From the early 1970s, former French Air Force aircraft funded under the US Mutual Defense Assistance Program were ferried to Sculthorpe in Norfolk for scrapping. Along with several other organisations, MAM applied for one of each type on offer: Dassault Mystère

A brace of Lightnings – F.6 XR771 and T.55 ZF598. VIA AUTHOR

Lorry-bound, the Boulton Paul P.111A negotiating a roundabout close to Coventry Airport, July 13, 1975. VIA AUTHOR

May 2017 FLYPAST 101

MUSEUMS MIDLAND AIR MUSEUM Midland’s Humming Bird The Fl 282B V20 under test at Holtenau, 1944. KURT LASTIG VIA STEVEN

Powered by the unique Coventrybuilt Double Mamba, Fairey Gannet T.2 XA508 arrived at MAM on September 26, 1982. COVENTRY CRANE HIRE

COATES

The 20th prototype Flettner Fl 282B Kolibri (Humming Bird) was used for trials, including shipboard development flying, at Kiel’s Holtenau airfield in northern Germany. It was captured at Travemünde, eastwards along the Baltic coast near Lübeck, in mid-1945, moved to Britain by July and issued to the College of Aeronautics at Cranfield on August 1, 1946. In cut-down form it transferred to the Midland Air Museum in May 1975.

Space restrictions at Cranfield meant that the Fl 282 was stripped down, but the all-important intermeshing rotors were retained. VIA STEVEN COATES Squeezing Gloster Javelin FAW.5 XA699 under the bridge at Cosford, heading for the museum, September 19, 1981. VIA AUTHOR

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IVA, Lockheed T-33A and North American F-100 Super Sabre. They were to be held on indefinite loan from what was then the USAF Museum. Despite the engineering team’s previous experience, dismantling 10-ton F-100D 54-2174 with none of the specific equipment required proved quite a challenge. After the three-hour journey to Sculthorpe, one of the specially made tools broke – so it was back to Coventry to make a new one in a school workshop. Eventually the fuselage arrived safely in March 1978, followed by the wings a month later. Following in May and June 1979 respectively were T-33A 51-4419 and Mystère IVA 70, and in March 1981 Kaman HH-43B Huskie 62-4535, with intermeshing rotors like the Fl 282, arrived from Woodbridge, Suffolk.

New-found friends at the US Defense Property Disposal Service asked if we would be interested in a US Army U-6A, otherwise known as the de Havilland Canada Beaver. It had been operated on intelligencegathering missions along the Berlin Wall. Ramstein Air Force Base kindly offered to ship the Beaver from Mannheim inside a Boeing CH-47 Chinook as a ‘training exercise’ – which, as a means of transport, was hard to beat. In March 1982, the special relationship strengthened further when it was agreed that the then Defense Security Assistance Agency would assist with other surplus aircraft on the same terms. Ten years later, that support, aided by Tom Brewer from Dayton, Ohio’s National Museum of the USAF, had led to the arrival of no fewer than 11 aircraft and one cockpit section,

with three other airframes awaiting collection – more than any other UK museum. In January 1986, a Royal Danish Air Force Lockheed F-104G Starfighter became available. It flew in on April 30, 1987 as cargo inside an RDAF Lockheed C-130 Hercules. Once again, the museum’s central location on an operational airport proved invaluable. Not every offer could be taken up, however, and a former Pakistan Air Force North American F-86 Sabre at Peshawar proved just a little too far away. Research meanwhile revealed that batches of RAF Hunter F.6s had been funded by the US. One of them, Coventry-built XF382, was located at Brawdy in Wales and quickly dismantled during November 1986, before being brought to Coventry. Across Europe, the USAF had used retired jets for battle damage repair training. In 1991 MAM expressed an interest in three McDonnell types: Voodoo TF-101B 56-0312 at Alconbury and Phantom F-4Cs 63-7414 at Woodbridge and 63-7699 at Upper Heyford. The fact that ’699 was also a genuine Vietnam ‘MiG-killer’ was a great bonus. Understandably, they were not in the best condition, but the museum believed this might be the only opportunity to preserve such aircraft in Britain. In due course, MAM acquired all three, together with the forward fuselage of F-101B 57-0270 for conversion to a ‘handson’ exhibit.

Community project As a voluntary organisation, the museum’s most important and valuable resource was its members. But by the early 1980s the sheer pace of development demanded additional manpower. Thankfully, the Thatcher Government had introduced the Community Programme, providing temporary work for the long-term unemployed. In 1983, the first of three such schemes began, MAM employing 20 people on a mix of site work and restoration. It was the start of a seven-year partnership, a unique collaboration that finally led to the opening of a dedicated aircraft restoration workshop at Edgwick in Coventry city centre in 1985, largely staffed by a team made redundant with the closure of Hawker Siddeley’s facility at Bitteswell, near Lutterworth. The first project was former Southend Historic Aircraft Museum Saab J29F 29640, which included some re-skinning. The Meteor F.4 came next – the start of a 12-month restoration – followed by Coventrybuilt Hawker Sea Hawk FGA.6 WV797. The Edgwick team’s final task was Percival Prentice T.1 VS632, which had come from Chelsea College at Shoreham, Sussex, in 1982. Its wings had been removed outboard of the undercarriage, but MAM obtained replacements. An event in Coventry city centre in 1981 to celebrate the 40th anniversary of the maiden flight of

Britain’s first jet, the Gloster E28/39, provided an opportunity to launch an appeal for funds to erect a hangar/ workshop at MAM.

Jet pioneer After the festivities, the then Lord Mayor confessed he had no idea that Sir Frank Whittle had been born in Coventry – which showed how much effort would be needed to win public recognition for the ‘Father of the Jet Engine’ and create a permanent and fitting tribute to him. It was left to Roger Smith to have a commemorative plaque erected at Whittle’s birthplace. The museum’s Blériot-based Humber Monoplane replica had been installed as the centrepiece of the terminal at Birmingham Airport in October 1984. During the preparations, MAM developed an excellent relationship with the airport’s owners, West Midlands County Council (WMCC). At a meeting with WMCC in December 1985 the museum applied for financial support to create the Sir Frank Whittle Jet Heritage Centre. To everyone’s great relief, on April 2, 1986, just a few hours before WMCC ceased to exist, a cheque for £110,000 was handed over – worth half-a-million pounds at today’s rates. At long last, MAM’s ambitious aim could be realised. Back in 1976 the museum plot had been a mere 150 x 180 yards (137 x 164m) but a decade later it had moved to an adjacent 4.5-acre site. A construction contract for the Whittle

building was signed on October 30, 1986, with completion plans for the following February. The Sir Frank Whittle Jet Heritage Centre was designed to provide a clean, uncluttered exhibition space for the Meteor, Vampire, T-33 and J29, complemented by engines and other relevant exhibits. With the benefit of hindsight, it’s now clear that the little Boulton Paul delta, which contributed much to aerodynamic and control system research, should also have been accommodated within it. Sir Frank Whittle had given his blessing to the project back in 1981, with five of his contemporaries, Sir Rolf Dudley-Williams, Sir Arnold Hall, Sir Stanley Hooker, Sir Arthur Marshall and Lord Kings Norton, agreeing to be patrons of the fundraising appeal. The official opening was conducted by Lord Kings Norton, former chairman and managing director of Power Jets. At the end of its first quartercentury, the Midland Air Museum had a collection of nearly 50 aeroplanes, rebalanced a city’s appreciation of its industrial heritage and led the way in securing local recognition for the most significant ‘Coventrian’ of the 20th century. Looking back to the beginnings of that grassroots preservation movement, although some of the early pioneers have fallen by the wayside, those that remain can be justifiably proud of an incredible achievement. www.midlandairmuseum.co.uk

View of the original museum site, circa 1983. VIA AUTHOR

A view of the Whittle centre shortly after its opening. MAURICE BUTLER

Argosy 101 G-APRL, donated by Air Bridge after negotiations lasting ten years, flew into Coventry on February 20, 1987. VIA AUTHOR

May 2017 FLYPAST 103

GLORY DAYS PHOTOGRAPHIC MEMORIES

WHEN HECTOR M IN THE SPRING OF 1938, AN ARMY CO-OPERATION EXERCISE TOOK PLACE AT RAF DEBDEN IN BUCKINGHAMSHIRE. THE TWO UNITS INVOLVED WERE 4 SQUADRON, WHICH WAS FLYING HAWKER HECTORS OUT OF ODIHAM, AND 44 SQUADRON WITH ITS NEW BRISTOL BLENHEIMS. FLYPAST PRESENTS A SELECTION OF PREVIOUSLY UNSEEN IMAGES FROM OUR ARCHIVE

Above

Napier Dagger-engined Hawker Hector K8120 lifts off from Debden. Underneath are the tents housing various sections involved with the exercise, while in the background the airfield buildings are still under construction. The aircraft was on charge with 4 (Army Co-operation) Squadron, and survived until January 1945 after being passed to 422 Squadron Air Training Corps in December 1940. Right

Wearing gas masks, airmen provide fuel to an unknown Hawker Hector during the exercise.

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R MET BLENHEIM Far left

With 44 Squadron numbers clearly visible, Bristol Blenheim I K7133 sits with K7132 at Debden. After an eventful career that included being hit by a taxying Spitfire, K7133 was finally struck off charge on October 1, 1943. Its stablemate, K7132, met a premature end, being destroyed by an intruder on April 24, 1941 while with 54 Operational Training Unit. Left

The mobile transmitting station used during the exercise. The masts are visible in the background, while the nearest truck contains switchgear and other pieces of equipment. The third truck, parked alongside a portable generator, is loaded with batteries. Below

Work begins on fuelling Blenheim I K7140 from a small bowser, while K7141 adjacent is being run up. Both aircraft were gone by November 1941 – K7140 was struck off charge during that month, while K7141 stalled on approach to RAF Jurby near the Isle of Man, and crashed on August 2, 1940.

A study in planning as NCOs and an unknown squadron leader examine a map of the exercise area. One wonders what the airman in the background is thinking.

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FROM THE WORKSHOP MUSEUM OF FLIGHT B-29

From Target To Tr W

hen old military aircraft reach the end of their working lives they normally have three final destinations. The majority are ignominiously scrapped and sent to the smelter, with the valuable aluminium and other metals comprising their fabric recycled for a variety of purposes. Alternatively, a select and lucky few are sent to museums for preservation and a possible return to flight, although most of these will spend the remainder of their days on the ground – critiqued by the curious and visited by the nostalgic. Thirdly, there are the airframes that are chosen to perform one last valuable service for their country such as being

Once the most classified instrument in the Army Air Force, this is the Norden bomb sight in the nose of the B-29. ALL PICTURES MUSEUM OF FLIGHT/KENT RAMSEY UNLESS NOTED

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used as training aids in fire schools, shot at and re-patched for battledamage repair training or taken to a desolate gunnery range and used as static targets for other pilots in newer aircraft to practise their firing skills. One such facility is the Naval Air Weapons Station (NAWS) at China Lake in California’s Mojave Desert. Covering more than 1,100,000 (4,500sq km) acres of land and using 19,600 square miles (51,600sq km) of controlled airspace over its two ranges – more than 12% of California’s total – it is a place where once proud aeroplanes ‘go to die’. Yet, perversely, it is thanks to China Lake’s existence

that a number of Boeing B-29 Superfortresses survive today. By the mid-1950s, the B-29 fleet was rapidly being diminished, with the final survivors soon disposed of and replaced by the later B-50 variant and B-47 Stratojet. Numbers of the Boeing veterans gathered at China Lake – the majority flown in – and parked in a spot known as the ‘B-29 area’. Most of these aircraft met their designated end as targets but some lingered on as late as the 1990s, with 13 successively sold on for preservation, including the two flying examples – 44-62070 Fifi and 44-69972 Doc. Among them was 44-69729, known to all as T Square 54.

A charmed life

Rolling off Boeing’s Kansas production line in 1944, construction number 10561 was allocated the serial number 44-69729 and sent to the 875th Bomb Squadron, 498th Bomb Group, 73rd Bombing Wing operating out of Isley Field at Saipan in the Mariana islands. The B-29 was given the task of a crew rotational aircraft, acting as a spare when no other Superfortresses were available, or when one was undergoing

Triumph repairs. Probably because of this, and unlike most USAAF bombers, it was never named and instead was known by its code, painted on the vertical stabiliser, T Square 54. It saw combat with 37 missions over Japan, before its allocation for conversion to a KB-29 tanker in June 1949. Early KB-29s were fitted with so-called ‘Tokyo Tanks’, where additional fuel capacity was fitted in the bomb bay with a trailing hose system used for refuelling.

This was later changed to a fixed boom that was still fitted when the aircraft was recovered from China Lake. During the Korean War, and by now in the black and silver colour scheme worn by the majority of the last B-29s in use, 44-69729 was stationed in Europe, before being sent back to the United States, finally being retired in 1956 and sent to California for destruction as a test target. While other Superfortresses were destroyed, or saved, T Square 54 baked in the hot sun until December 1986 when the aircraft was sent in sections by lowloader to the Lowry Heritage Museum (LHM) at the

Boeing B-29-60 Superfortress ‘T Square 54’ was rescued from the brink after life on the range. Chris Gilson travelled to Seattle’s Museum of Flight to see a grand work in progress. then Lowry Air Force Base, Denver, Colorado. On arrival 44-69729 had already lost its rudder, but unlike other B-29s at China Lake retained its vertical stabiliser. Inside however, was a different story. Years of exposure to the elements, unwanted attention from souvenir hunters, in addition to the parts removed after the bomber arrived in California had left many areas of the aircraft, such as the cockpit, a stripped shell. On the plus side, the Wright R-3350-23 Cyclone engines were in place, but there would be no need to run them, as at that time it was intended that the airframe be cosmetically restored for static display only. From October 2, 1987, the B-29

was re-dedicated and placed on display at LHM as part of the base’s 50th anniversary celebrations, and the 40th anniversary of the USAF. By September 1994 however, Lowry AFB had closed, and LHM had become the Wings Over the Rockies Air and Space Museum. The USAF moved T Square 54 to the Museum of Flight (MoF) in Seattle, Washington – the home of parent company Boeing, and there began a new phase in the story of 44-69729.

Back home When T Square 54 arrived in Seattle by truck it was taken to Boeing’s then cavernous – but since demolished – Plant 2

‘T Square 54’ gleams in the Pavilion at the Museum of Flight in Seattle. It is hard to believe this aircraft sat for 30 years in the Californian desert as a range target.

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FROM THE WORKSHOP MUSEUM OF FLIGHT B-29

The flight engineer’s complex station, situated behind the pilot, with duplicate sets of throttles clearly visible.

for assessment and decisions on how to proceed. A more suitable restoration site could not have been chosen, given the type of aircraft involved. Once again work resumed on the Superfortress with a regular team of up to 25 volunteers readying it for display. By 1996, the B-29 was unveiled to the public at MoF, albeit outside because there was no space in the museum for Sitting unhappily after a landing gear collapse, B-29A 42-65221 ‘Gravel Gertie’ of the 882nd BS, 500th BG, at Saipan on June 8, 1945. Note the 73rd Bomb Wing makings on the fuselage. VIA KENT RAMSEY.

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such a large airframe. During this time, the wetter Seattle weather affected the metal, and a battle with the elements began to prevent the aircraft suffering from corrosion and deteriorating in the damper environment. At the same time, extensive interior work began in earnest with components replaced, overhauled and renewed where necessary – a shortlist from a membership bulletin dating from

2001 gives some idea of the scale of the operation: • Installed restored control columns of pilot and co-pilot • New control cables in the cockpit section • Installed restored lower front turret • Continued restoration for the four-gun upper turret • Treated catwalk structure to stop corrosion

• Restored generators and other rotary electrical equipment • Started design of blister sight mounts • Started tail turret fabrication • Rebuilt body structure to support lower aft turret The aim now was to restore T Square 54 as completely as possible short of returning the aircraft to flight – no mean

task given the complexity of the systems on a Boeing B-29. Even with the earlier restoration undertaken at Lowry, the sheer amount of work required would have daunted fainter hearts, but the volunteers pressed on. In 2011, 44-69729 was once again removed from the public eye by the MoF and stored. It was shrinkwrapped to preserve the airframe, which was still outdoors, with the team’s work continuing steadily under the protective covering. Finally, on April 7 last year, it was moved inside the new Pavilion at the museum and unveiled to

a sea of Zinc Chromate green primer, one of the cockpit colours favoured by the USAAF for its aircraft. What first strikes you about the ‘office’ of the Superfortress is how compact everything is, although in T Square 54, it’s the amazing level of detail that draws the eye. Even the Bakelite ashtrays on the pilot’s panels are faithful recreations of the original – they’re identical to car ashtrays from the same era, and were sourced accordingly. “All the instruments were stripped out at China Lake,” confirms Dale, “so everything has

The navigator’s restored plotting table in the rebuilt cockpit of 44-69729. Note the green padding on the walls.

The co-pilot’s station.

The pilot’s seat in the B-29. The round, brown spherical object in the instrument panel is the ashtray – identical to that used by car manufacturers of the time.

“What first strikes you about the ‘office’ of the Superfortress is how compact everything is, although in T Square 54, it’s the amazing level of detail that draws the eye” specially invited guests who had been associated with the B-29 throughout its life. The unwrapping was the highlight of a ceremony that involved the restoration team cutting away the shrink-wrap with scissors and knives in a matter of minutes to reveal the gleaming Superfortress underneath. Since then, T Square 54 has been on display, but work has by no means abated and continues in earnest.

The guided tour Dale Thompson is the crew chief for T Square 54’s restoration, and on a damp Seattle morning I was privileged to join him, Museum of Flight trustee Kent Ramsey and the volunteers working on T Square 54 - Larry Tietze, Syd Baker and Wally Cain. As I take notes, his team is listening to him proudly explain the story so far. Standing in the B-29’s cockpit, which is not as spacious as you might expect, we’re gazing at

had to be replaced. It was just the barest shell.” Looking round it’s hard to believe this aircraft sat for 30 years on a test range. The complex flight engineer’s station – essentially replicating the pilot’s engine controls plus all the instruments – is a masterpiece of restoration, while the fabric padding that insulates the walls of the cockpit is clean and fresh. Outside, visitors are continuously taking pictures of the aircraft – a B-29 always draws interest in an exhibition setting and 44-69729 is no exception. Dale continues the tour, first showing us the famous tunnel that runs down the Superfortress’ tubular fuselage, before taking us to the spacious bomb bay, now stripped of its extra tanks. “We’re not finished yet,” Dale says, “[We’ve completed] maybe 90 to 95%. Recently, we have installed the trailing wire liaison radio antenna system,

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FROM THE WORKSHOP MUSEUM OF FLIGHT B-29

One of the defining characteristics of the Superfortress is its nose glazing. This view from inside gives some indication of the all-round visibility given to the pilots.

No trace remains of the black paint worn by ‘T Square 54’ from its time as a KB-29 tanker.

Control cables within the bomb bay, most of which have been replaced.

Sister ship to ‘T Square 54’, B-29A 44-61781 ‘T Square 57’ of the 875th BS, 498th BG sits at Isley Field, Saipan. VIA KENT RAMSEY

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completed the liaison radio wiring at the operator’s position, made the tail skid operational, completed more of the interior wiring, and moved forward on the radar operator’s equipment. The central fire control (CFC) system [to operate the General Electric remotely controlled gun turrets] is also operational now for the first time since we put it into storage.” The fire control computer is the only functioning example of its kind on a B-29 today, a remarkable achievement on the part of Dale’s team when considering how complex the primitive system is. Stage by stage we work our way through the giant aircraft while

members of the team point out their handiwork with pride. To them, this is the culmination of a project that began 31 years ago, and each restored item represents part of that journey. The radar compartment is a sobering place to visit. Bereft of windows, it houses the upper fourgun turret as well as the radar operator’s station. It does not take much imagination to envisage the operator sealed off from the rest of the crew without a visual reference to the outside world. Initially, the turret was removed after restoration, and was on display in the MoF Great Gallery, but has now been refitted.

Above

A rare colour view of the radar operator’s compartment on a B-29. VIA KENT RAMSEY Right

Engine controls for ‘T Square 54’. The attention to detail during the restoration process is apparent. Left

The tail gunner’s restored position. The armoured glass window sits above the barbette.

“The fire control computer is the only functioning example of its kind on a B-29 today, a remarkable achievement on the part of Dale’s team when considering how complex the primitive system is”

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FROM THE WORKSHOP MUSEUM OF FLIGHT B-29

The restoration team on the day of FlyPast’s visit. From left: crew chief Dale Thompson, Larry Tietze, Syd Baker and Wally Cain.

The China Lake survivors 42-24791 (nose only) Big Time Operator – Maryland (awaiting restoration) 42-65281 Miss America 62 – Travis Air Force Base Heritage Centre, Fairfield, California 44-61535 Raz’N’Hell – Castle Air Force Museum, California

Of the two aircraft in the background at China Lake in 1975, 44-62022 survives as ‘Peachy’ in Pueblo, California. The other aircraft, 44-69957, suffered an unknown fate. KEY COLLECTION

44-61669 Three Feathers III – March Field Air Museum, Riverside, California 44-61748 It’s Hawg Wild – Imperial War Museum, Duxford 44-62022 Peachy – Pueblo Weisbrod Aircraft Museum, Pueblo, Colorado 44-62070 Fifi – Commemorative Air Force, Addison Texas (airworthy) 44-69729 T Square 54 – Museum of Flight, Seattle, Washington 44-69972 Doc – Doc’s Friends, Wichita, Kansas (airworthy) 44-69983 Duke of Albuquerque – National Atomic Museum, New Mexico 44-70102 Here’s Hopin’ – in store for Naval Museum of Armament & Technology, China Lake, California 44-87779 Legal Eagle II – South Dakota Air and Space Museum, Rapid City, South Dakota 45-21739 Unification Kia – KAI Aerospace Museum, Sachon, South Korea

A walk around the outside of the airframe offers a chance to admire the gleaming skin of the bomber, with the giant ‘T’ emblazoned on the tail, followed by the square and the number 54. Along the fuselage runs the yellow stripe of the 73rd Bomb Wing, together with the unit’s distinctive winged globe insignia. One of the restoration team’s greatest memories of the project was created last October, when 94-year-old Wallace van Eaton visited T Square 54 in the Pavilion. Van Eaton was co-pilot of the crew that ferried 44-69729 from the

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Boeing factory at Kansas, to Saipan in January 1945. He went on to fly five of his 23 combat missions in the aircraft. “I just figured I’d never see the ’plane again,” he told the Everett Herald newspaper. Of that time, Dale said: “I walked up to him and he gave me a hug. He was so happy we are looking after the ’plane he flew. [For the restoration team] that’s our pay.” FlyPast thanks Dale Thompson and his team, Kent Ramsey, John Dibbs and the Museum of Flight in Seattle for their help with this feature.

“One of the restoration team’s greatest memories of the project was created last October, when 94-yearold Wallace van Eaton visited T Square 54 in the Pavilion” Former co-pilot Wallace van Eaton revisiting T Square 54 last October.

p113_FP_May17_ad.indd 1

17/03/2017 11:05

PRESERVATION VULCAN XH558

Paving

The Way

Below

Avro Vulcan B.2 XH558 moves out of Hangar 3 at Doncaster Sheffield Airport on February 1. LUKE WEBSTER-VTST

T

hose who saw it will never forget the experience. Whether it was banking at an eye-catching angle over Duxford, re-enacting a Black Buck operation at Cosby or flying past on its farewell tour in 2015, Avro Vulcan B.2 XH558 has left a sky full of memories in its wake. It was operated for 8 years – twice as long as originally envisaged – by the Vulcan to the Sky Trust (VTST), and housed for the past six years in Hangar 3 at Doncaster Sheffield Airport, which also proved to be an ideal centre for the public to visit the aircraft.

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Sadly, with the airport requiring the hangar to handle increasing business demands, the famous delta and VTST’s other assets have had to be moved to a new, temporary hangar. The facility is not accessible to the public, so the Trust’s successful visitor tours have had to be stopped, and the resulting financial loss means the charity now faces a shortfall (see News, last issue). Perhaps the most severe repercussion has been the dramatic reduction in personnel – from 22 to just eight full-time staff. While the entire Vulcan operation

has drawn criticism from those who believe it’s simply been too costly, no-one who’s followed the story will be surprised to learn that optimism and forward thinking continue to light the way. Meeting VTST boss Dr Robert Pleming at the Ramada Encore hotel opposite the airport on February 21, there’s no sense that things are winding down or becoming downbeat – even though Robert is among those currently no longer on the Trust’s payroll. At the time of writing, the team had already secured 84% of the funds it needs to make up for the

Despite having to move out of its long-time home, plans to place Vulcan XH558 at the heart of a major new attraction are progressing. Steve Beebee spoke to Vulcan to the Sky Trust’s Dr Robert Pleming recent shortfall, proving beyond doubt that public support has not waned. Once the current target of £200,000 has been met, the new sustainable, low cost business plan will match known expenditure with conservative estimates of revenue from ongoing donations, merchandise sales, raffles and events around the country. The Trust is now working with airport authorities initially on plans to build a new hangar designed specifically to cater for visitors, public tours and events, but also in the longer term to create a larger permanent and publicly accessible home on the site.

Immediate concerns

This new hangar will house not only the Vulcan but Supermarine Swift F.4 WK275 (on behalf of its owner) and English Electric Canberra B.6 WK163, among many other items. The Trust views the longer-term project, nicknamed ‘Etna’, as not only a major visitor attraction but also a centre of excellence to inspire Britain’s next generation of engineers. As well as returning the Canberra to the sky and keeping XH558 taxiable, it’s keen to include other, airworthy aircraft within its stable.

“The money we’re raising right now will not go towards the new hangar,” Robert emphasises. “That will be completely independently funded. It’s likely to cost over £1.5m so we’re looking for a developer to come in and make the investment. We would pay them back over a long-term leasing arrangement. If it looks appropriate, we might ask the public to invest in certain displays, but we will not be undertaking a massive fundraising campaign to build the new hangar. It would take too long and I don’t think it’s the right thing to do.

Above left

On a gloomy February morning XH558 is towed towards its new, temporary accommodation. LUKE WEBSTER-VTST

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PRESERVATION VULCAN XH558

Above

English Electric Canberra B.6 WK163, seen here at Coventry on May 19 last year, is to be restored to flying condition by VTST. KEY-STEVE BEEBEE

Right

Swift F.4 WK275 was transported to Doncaster last November. CHRIS WILSON-JET ART AVIATION

“The £100,000 we’re attempting to raise now, which will be matchfunded by a group of generous philanthropists, is to ensure that the business is sustainable now and in the future. Following the cuts we’ve made, we also need to make sure we can cover the costs of the move and the redundancies. Because we’re not currently earning money, we had no choice but to issue an appeal. “We’re carrying out our duties as a charity responsible for a national asset, and as ever the board of directors have to do whatever they can to avoid insolvency and going into administration. This appeal is designed to do exactly that. People have been extremely supportive, as has the airport. I have to say the response has been wonderful, and reading the comments of those who have donated has been truly heartening.” The Vulcan and other assets belonging to VTST – including the Swift – moved into temporary accommodation at the airport on February 1. The organisation had hoped to continue to host tours, an essential source of revenue, but sadly Hangar 1 is a bonded, customscontrolled area of the airport, which means it can’t be opened to the public. “The tours were proving to be a remarkable success,” says Robert. “We would typically get 1,500

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“We’ve been allowed to use Hangar 1 for free for a limited time, which we’re very grateful for, but the main push going forward will be the design of the new, purpose-built hangar” visitors per month, on a pre-booked basis. Given that we’d finished flying in October 2015, I thought it was going really well. “As we can’t host visitors in Hangar 1, it’s removed much of the revenue-earning side of the business. There were other obstacles, such as lack of disabled access and no heating, which we thought we could overcome, but it wasn’t to be. It’s incredibly sad, because it’s taken the aircraft, a national heritage asset, away from the public and, of course, we’ve had to significantly cut staffing.

“We’ve been allowed to use Hangar 1 for free for a limited time, which we’re very grateful for, but the main push going forward will be the design of the new, purpose-built hangar. This will be the place where we restart and grow our tours and events activities. “It will be built specifically to optimise the visitor experience. I’m convinced that Doncaster remains the right place for us to be, because of our long-term aims, which include flying other aircraft. You really need to be at a licensed airfield to do that easily.”

Important skills

We Need You! Vulcan Ambassadors sought The Vulcan to the Sky Trust wants to recruit a nationwide team of volunteers to help raise awareness of its work and future plans. Six Vulcan Ambassadors are already in place, all based within 50 miles of Doncaster, but the team now wishes to expand this network across the country. “They would arrange local fundraising events, maybe have Robert come down to do a talk, or form mutually beneficial relationships with other local organisations, such as ex-service clubs and RAFA branches,” explains VTST’s publicity manager Richard Clarke, a Trustee and volunteer himself. “To do that, we need to have people out there knocking on doors. With a reduced team we certainly can’t do it all ourselves. “We can’t currently host visitors at the airport, so we’re looking to arrange events further afield – that could involve people liaising with aircrew to do talks, going out to schools to do presentations there, or at anything from corporate events to village fetes. We certainly want to engage disadvantaged young people too, perhaps within informal education settings.” When the new hangar is built, the emphasis will change towards driving business towards the new attraction. “By that point, and with our support, our ambassadors will have lots of good contacts,” says Richard. “We’re looking for people who have great passion for the Vulcan and aviation in general, who have good communication skills, but more than anything have the ability and desire to represent the Trust in their local area.” If you’re interested, contact Richard Clarke. Tel: 07541 133683. E-mail: [email protected]

There’s no doubt Robert is genuinely saddened to have had to bid farewell to many skilled and valued members of the VTST team – but it’s worth reiterating that both he and business director Michael Trotter are among those continuing to carry out various duties without being on the payroll. They are supported by numerous volunteers, such as Richard Clarke, who continues to front the Trust’s considerable press and publicity campaign (see panel). There’s also the hope that various members of the old team might be reunited at an appropriate time. The bid to return the Canberra to the sky – and Robert is adamant it will fly – will require the skills of experienced engineers. “We’ve lost some great technicians, but they can always be brought back when the time is right, assuming they want to, and ‘Taff ’ Stone is staying with us as our chief engineer. We’ve suspended our CAA approvals, but the CAA recognises that it would be a simple matter for us to reinstate them. “The Canberra project will be subject to a separate stream of fundraising activity. We will certainly approach the Heritage Lottery Fund and ask them to contribute. Given our track

Above

Vulcan XH558 was the last remaining airworthy V-bomber until its retirement in October 2015. KEY COLLECTION

Left

Also resident at Doncaster is recently restored Supermarine Swift F.4 WK275, seen here with XH558 on November 24 last year. CHRIS WILSON-JET ART AVIATION

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PRESERVATION VULCAN XH558

Above

Classic Flight’s Trevor Bailey (left) officially hands the Canberra over to Dr Robert Pleming last May. KEY-STEVE BEEBEE Above right

The Vulcan to the Sky Trust and its charge occupied Doncaster Sheffield Airport’s Hangar 3 for around six years. VTST

Below

Another view of XH588 (G-VLCN) in flight. KEY COLLECTION

record, I have to believe there’s a good chance we’ll be successful. It’s a unique project that captures the public imagination and has a tremendous amount of support. “Another facet will be keeping XH558 in ground-running condition. We’re fully committed to that, and there’s every reason to think she can be kept operable for many, many years.”

Waking Etna

Once it has weathered the current storm – which, at the time of writing, it was well on the way to accomplishing – the Trust will channel most of its energy into creating a new hangar exhibition space, leading eventually to the so-called ‘Etna’ project. There are various elements to this plan. From a heritage perspective, the most important is that it will provide a permanent and accessible home to the Vulcan and other aircraft. Featuring taxiable and airworthy aircraft along with static exhibits, it will undoubtedly be popular among aviation enthusiasts and other visitors. Secondly, it will be a centre of engineering excellence – it’s hard to think

118 FLYPAST May 2017

of an organisation better placed to run and maintain classic jets than VTST, especially in the light of stricter CAA regulations after the Shoreham tragedy. Thirdly, it will be tailored towards inspiring young people to take an interest in engineering, an aim for which Robert has a particular passion. “There were lots of opportunities that snared my interest when I was younger, but there’s much less of that now,” he explains. “I really want to create something that will inspire youngsters – there needs to be far more done for children nowadays. There are various campaigns and initiatives, but I think something permanent needs to be established. “When we were flying the Vulcan, we also recognised that we had established a benchmark of how to do this safely and properly. We had extremely strict safety management systems in place, and post-Shoreham that’s definitely how things are going to have to be done. “Running heritage aircraft, especially jets, is complex, expensive and utilises some very rare skills. We think there needs to be some consolidation in the industry today, and our belief is that, over time, we should put our hand up and act as a

centre for that consolidation. “Finally, and utilising those skills, we fully intend to restore the Canberra to fly. It may take longer than we first expected, but to flight it will return. We also want to talk to other heritage flying individuals and groups about how we can bring people together, achieve some cost savings and consolidate skills, because the skills required are becoming harder to find.” To ensure there’s always something new happening, the Trust will also invite ‘guest aircraft’ to be brought to Doncaster and put on show in the new hangar. They already have the Swift, which will remain in their care for the foreseeable future, and plans are in place for another machine to arrive when the time is right. “It keeps things exciting and gets us closer to our overall goal,” says Robert. “Here in Doncaster we’re in the middle of the country and very well connected. We’ve got great support from the airport and the local authorities, so it ticks all the boxes. We’re positive about this, and are determined to push plans forward and start doing lots of great things with what we already have, and also with flying aircraft.” www.vulcantothesky.org

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THE WAY WE WERE 15 SQUADRON

Aiming Sure With over a century of service to its credit,

A

s the RAF contracts its longserving Tornado force, the time has come to bid farewell to 15 Squadron, a unit with an incredible heritage. Referred to as XV Squadron, from the Roman numerals used on its badge, it maintained its ‘bomber’ traditions by adopting the potent swing-wing Tornado strike jet in 1983. In recent times, it carried out the role of the type’s operational conversion unit. Like most other squadrons that were established during the early part of World War One 15 Squadron Royal Flying Corps (RFC) began life in the army co-operation role.

It was formed at Farnborough, Hampshire, under Major Philip Joubert de la Ferté on March 1, 1915. For the next few months it trained up with a miscellany of aircraft, but by October it was just about fully equipped with the Royal Aircraft Factory BE.2c. It was with these and a few Bristol Scouts for escort work that 15, led by Major Henry Brock, deployed to France just before Christmas 1915. On January 5, 1916 it moved to Droglandt, Belgium and flew its first recce over the Front on the 9th. For the next three years 15’s aircraft

Badge and Battle Honours The badge, approved by HM King Edward VIII in May 1936, depicts a hind’s head flanked by a set of wings and commemorates the unit as the first to operate the Hawker Hind. The motto is ‘Aim Sure’. Battle Honours: Western Front 1915-1918*, Somme 1916*, Arras, Cambrai 1917*, Somme 1918, Hindenburg Line*, France and Low Countries 1939-1940, Meuse Bridges*, Dunkirk, Invasion Ports 1940, Fortress Europe 1941-1944, Ruhr 1941-1945*, Berlin 1941-1945*, Biscay Ports 1941-1945, France and Germany 1944-1945, Normandy 1944*, Gulf 1991*. (Honours marked with an asterisk are emblazoned on the Squadron Standard.)

122 FLYPAST May 2017

XV Squadron disbanded in March. Andrew Thomas

lumbered up and down over the lines looking for new enemy movements and spotting on behalf of British guns.

Brutal introduction The unit’s introduction to action coincided with the so-called ‘Fokker Scourge’ during which the RFC’s BE.2s suffered heavily. Early on January 17, 1915 several recces were flown but a Fokker got a burst into Daimler-built BE.2c 2105, mortally wounding its pilot, Captain Vivian Wadham. As the biplane spun downwards, the BE.2c’s

observer, Sgt N V Piper, managed to gain partial control by sitting on the dead Wadham’s lap, enabling him to jump clear just before it struck the ground; he became a prisoner of war. It was a brutal baptism of fire. Two days later, observer Cpl C Nott, flying with Captain Henderson, fought off an Aviatik. For this Nott received a Distinguished Conduct Medal – 15’s first decoration. Repositioning to Marieux in March, in preparation for the Battle of the Somme, 15 flew as part of the RFC’s 4th

rela

mas

Left

A line-up of 15 Squadron RE.8s at Courcelles-le-Comte in 1917. VIA J D R RAWLINGS Below

Tornado GR.4 ZA593 lifting off on a mission from Gioia del Colle, Italy, laden with laser-guided bombs and Brimstone missiles in April 2011. MOD Bottom

BE.2c 2105 was 15’s first operational loss when it fell victim to a Fokker monoplane on January 17, 1916. VIA C HUSTON

relates its exceptional heritage Brigade. Duties included aerial photography of the trenches and the unit’s tasks required lowlevel flying – casualties mounted steadily; victims of both German scouts and ground fire. In part to counter this, during the summer of 1916 the squadron received an armoured BE.2c for trials. It was usually flown by Captain Jenkins, but the BE’s already limited performance was seriously reduced by the increased weight of the armour. The unit continued its daily tasks until the Battle of the Somme drew to a muddy, bloody, close

in mid-November. Seven days into the New Year a contact patrol – aimed at finding the positions of your own troops – took part in a trench recce, and flying at only 400ft dispersed a unit of 80 enemy infantry. A few days later, another foray, at 300ft over the Ancre Salient located British troops who had captured a trench, unknown to headquarters. These sorties drew special praise from the

Commander of the British Expeditionary Force, Sir Douglas Haig. The squadron was at full stretch supporting the spring offensive at Arras but suffered severe losses during what became known as ‘Bloody April’. One of 15’s pilots was Lt F F Wessel, the RFC’s only Danish pilot, who was shot down and wounded in BE.2c A2868 on April 20, 1917; it was his 94th sortie.

“As the biplane spun downwards, the observer Sgt N V Piper managed to gain partial control by sitting on the dead Wadham’s lap, allowing him to jump clear just before it struck the ground; he became a prisoner of war” May 2017 FLYPAST 123

THE WAY WE WERE 15 SQUADRON

While 15 Squadron worked within A&AEE at Martlesham Heath, Hawker Horsley J8932 carried out weapons trials, including torpedo dropping, in 1930. A formation of Hawker Hinds taking off from Abingdon, 1937. VIA B DUNNELL

“Under Sqn Ldr Thomas Elmhirst it received Hawker Harts in the day bomber role and returned to operational duties” Major types flown by 15 (XV) Squadron

‘Harry Tate’ After a short-distance move to Courcelles, Belgium in June, 15 Squadron was re-equipped with the Royal Aircraft Factory RE.8 by late July. The biplane’s designation led to its nickname ‘Harry Tate’ after the music hall comedian. The new type’s performance was little improved on the BE.2’s but at least the observer/ gunner sat behind the pilot instead of a previously exposed position in the nose! After several changes of base, 15 supported the Tank Corps during the Battle of Cambrai that opened on November 20. The unit remained on the Somme Front into 1918 and during the massive German spring offensive that broke through lines 15 flew flat out on ground attacks to help stem the advance. Over Millencourt, France on April 11, 2nd Lts Hart and Richardson in RE.8

124 FLYPAST May 2017

B844 were attacked by four German scouts. Despite their wounds and severe damage to their aircraft they managed to drive three of the enemy down, two in flames. As part of the newly formed RAF, 15 Squadron served through the great battles to breach the Hindenburg Line. Just two days before the Armistice – November 11, 1918 – a German scout shot down Lts Holmes and Richardson in RE.8 C2967; 15’s final loss of the war. The unit did not survive long, as it was soon reduced to a cadre and disbanded at the end of 1919.

Testing times Re-formed on March 20, 1924 to carry out weapon trials, 15 Squadron was part of the Aeroplane and Armament Experimental Establishment at Martlesham Heath, Suffolk.

Type Royal Aircraft Factory BE.2c/d/e/f/g Royal Aircraft Factory RE.8 De Havilland DH.9A Hawker Horsley II Hawker Hart Hawker Hind Fairey Battle I Bristol Blenheim IV Vickers Wellington Ic Short Stirling I, III Avro Lancaster I, III Avro Lincoln B.2 Boeing Washington B.1 English Electric Canberra B.2 Handley Page Victor B.1, B.1A Hawker Siddeley Buccaneer S.2B Panavia Tornado GR.1, GR.4

From Apr 1915 May 1917 Mar 1924 Oct 1926 Jun 1934 Mar 1936 Jun 1938 Dec 1939 Nov 1940 Apr 1941 Dec 1943 Feb 1947 Feb 1951 Mar 1953 Sep 1958 Oct 1970 Sep 1983

To Aug 1917 Feb 1919 Oct 1926 May 1934 Jun 1936 Jul 1938 Dec 1939 Oct 1940 May 1941 Dec 1943 Mar 1947 Nov 1950 Apr 1953 Apr 1957 Oct 1964 Jul 1983 Mar 2017

Note: As well as BE.2s the following types were used in very small numbers up to the end of 1915: Farman F.20, Longhorn and Shorthorn; Avro 504; Blériot IX; Morane Types H and L. Notionally it was a ‘bomber’ unit for which it ‘owned’ a few de Havilland DH.9As that were later replaced by Hawker Horsleys in 1926. All the latest types offered by British manufacturers, such as the Hyderabad and Hinaidi from Handley Page and the Virginia

and Vellore from Vickers passed through 15’s hands. Although the Vellore did not enter service, the prototype arrived for testing in October 1928 where 15’s pilots described its performance as: “better than predicted and with perfect reliability.”

Above

Blenheim IVs of XV Squadron (foreground) with examples from 82 Squadron at Wyton in July 1940. 15 SQUADRON RECORDS Below

Fairey Battle P2177 ‘Sylveste’ at Condé-Vraux, France, as part of the Advanced Air Striking Force, late 1939. V F BINGHAM VIA N J ROBERSON

Testing continued until mid-1934 when with a change of policy regarding development units, 15 Squadron moved to Abingdon, Oxfordshire. Under Sqn Ldr Thomas Elmhirst it received Hawker Harts in the day bomber role and returned to operational duties. Its Harts were identified by ‘XV’ on the fuselage sides and the use of Roman numerals stuck. After a brief period flying Hinds in June 1938, monoplane Fairey Battles were delivered. On the outbreak of war in September 1939, Wg Cdr J L Wingate led XV to France where it established itself at Condé-Vraux south of Reims as part of the Advanced Air Striking

Force. It soon became apparent that the Battle was hideously vulnerable and in mid-December, XV Squadron settled on Wyton, then in Huntingdonshire, where it re-equipped with Bristol Blenheim IVs and transferred to 2 Group.

Crippling losses First encounter with the Luftwaffe came on April 1, 1940 – during a reconnaissance by nine Blenheims to the German Bight on the North Sea coast a Junkers Ju 88 was damaged. On May 10 the Germans launched their offensive in the west and two days later XV flew its first raid of the war when nine Blenheims led by Sqn Ldr Hector Lawrence in

L8849 attacked German aircraft on Waalhaven airfield, near Rotterdam. Over a dozen Ju 52 transports were destroyed or damaged; all of the Blenheims returned to base. The German advance was greatly helped by the capture of various bridges, including those across the River Meuse. On the morning of May 12 in a clear, blue sky a dozen Blenheims from XV led by Sqn Ldr John Glenn headed for the vital bridges at Maastricht, following those of 107 Squadron. Approaching the target at low level they were harassed by marauding Messerschmitt Bf 109s and a barrage of ground fire, but they pressed on. Fg Off Len Trent, in L8855, strafed a line of marching German soldiers but was so low that he returned with leaves lodged in the wings. Losses were heavy and half of XV’s aircraft were lost and most of the survivors returned damaged. Attempts to halt the German

break-out across the Meuse near Sedan also incurred heavy losses. The squadron could only muster three Blenheims to attack the enemy advance and they met a maelstrom of fire; another Blenheim was lost and the others damaged. Attacks continued as aircraft became available until after the evacuation from France. Raids against invasion barges assembling in Channel ports were staged through the summer until the threat passed. In November 1940 the unit was transferred to 3 Group, re-equipped with Vickers Wellingtons and switched to night bombing. Under Wg Cdr Herbert Dale, XV Squadron carried out the first Wellington raid against Bremen on December 21. Although it only flew the ‘Wimpy’ for a few months, this was the first of countless nocturnal ‘visits’ XV made to Germany over the next four years.

May 2017 FLYPAST 125

THE WAY WE WERE 15 SQUADRON

Big City In April 1941 the squadron was selected to be the RAF’s second four-engined heavy bomber unit as it gradually re-equipped with Short Stirling Is. The first operation was on the night of April 30 when four aircraft ventured to Berlin. On May 11, N3654 was shot down over Holland by a Bf 110 flown by Oberleutnant Egmont Prinz zur Lippe Weissenfeld of 4/NJG 1. Wg Cdr Dale, XV Squadron’s CO, and all his crew perished. By June, the unit was fully equipped with Stirlings and, under Wg Cdr Pat Ogilvie, XV began some daylight raids. The first was to Emden on June 28 when Plt Off Campbell’s N3656 was damaged. Sqn Ldr Paddy Menaul led the first daylight ‘Circus’ under heavy fighter escort soon afterwards. These dangerous sorties continued into August when with some relief XV returned fully to night ‘ops’. The ‘Big City’ – Berlin – was again the target on September 7 when N6045 was skippered by Flt Lt R P Wallace-Terry. Just after the capital had been bombed, the Stirling was hit by flak as the navigator, Sgt ‘Ginger’ Pape recalled: “A shell exploded smack in front of

126 FLYPAST May 2017

us, shattering the outer starboard motor. The crippled engine belched into a globe of flame as petrol from the severed pipelines caught fire.” The crew managed to extinguish the flames but so much fuel had been lost that N6045 crash landed in Holland and the crew was soon captured. Pape later escaped and made it home, receiving a Military Medal for his exploits.

Enduring name Three nights later, XV Squadron mounted its first raid on Italy when it bombed Turin, requiring a hazardous flight over the Alps. In late October 1941, the longest raid to date was made to the Skoda works at Pilsen, western Czechoslovakia. Also during October, a Stirling arrived to begin an enduring association with XV Squadron. Presented by Lady Rachel MacRobert in memory of her three sons, N6086 was named MacRobert’s Reply and was allocated to Fg Off Peter Boggis and his crew who flew it on most of its ‘ops’ (see panel on page 129). On December 18 MacRobert’s

Reply participated in a daylight raid on the German battleships in Brest harbour. Boggis recalled: “There was a heavy box barrage and enemy fighters attacked us through the barrage. My aircraft was attacked several times and my gunners shot down one Me 109.” Early on January 30, 1942, N6086 participated in an unsuccessful attack on the Tirpitz in a Norwegian fjord, but was badly damaged when landing after the raid.

Top

Armstrong Whitworth-built Lancaster I NG445, operated from Mildenhall, 1945 to 1946. VIA AUTHOR Above

Stirling N3669 of 15 Squadron logged no fewer than 67 operations. M J F BOWYER Below

Wellington Ic T2961 carrying the colourful nose-art of its pilot Flt Lt Stuart Menaul. S W B MENAUL

“...there were many close shaves. F/Sgt Sutcliffe, a flight engineer, described: ‘Suddenly our pilot pulled up the kite almost on its tail and a black shadow passed below, it was one of theirs.’” It had been a long, bloody war for XV Squadron during which its aircrew were awarded over 200 gallantry decorations.

Jet age

Top

Lincoln B.2 RF395 climbing out from its Wyton base shortly before replacement in 1950. J D R RAWLINGS Above

Washington B.1 WF347 at Coningsby in February 1951. D H NEWTON

The panel holding the family crest badge was removed and put on W7531 to preserve the name. The second ’Reply was lost on a minelaying operation on May 17. The naming of selected aircraft as MacRobert’s Reply was perpetuated at intervals by XV Squadron, up to and including the Tornado era.

Close shaves At the end of 1942 Paddy Menaul, by then a wing commander, became CO. Improved Stirling IIIs arrived in January but they made little difference to the loss rate. In April,

the unit moved to Mildenhall in Suffolk, where it remained until after the war. With the Mk.IIIs, XV participated in the great ‘bomber battles’ of 1943 against the Ruhr and Hamburg. It also flew on the devastating attack on the research centre at Peenemünde on August 18. During this, 21-year-old F/Sgt Robert Grundy and his crew in EE908 were shot down over the Baltic. The long and costly Battle of Berlin began in earnest on November 18. So vulnerable were the Stirlings that they were mainly restricted to secondary targets. Having flown the Stirling longer than any other unit, XV’s last ‘op’ with the type took place on December 22. By then the first Avro Lancasters had arrived. After a brief conversion period, it returned

to action on January 14, 1944 with a raid on Brunswick when a Ju 88 night-fighter was shot down. Berlin raids predominated and the bomber battles reached a climax with the disastrous Nuremberg raid on March 30. The squadron was fortunate not to lose any aircraft that night, but there were many close shaves. F/Sgt Sutcliffe, a flight engineer, described: “Suddenly our pilot pulled up the kite almost on its tail and a black shadow passed below, it was one of theirs.” Attention switched to the coming invasion and destroying the transport system in France became a priority. After June 1944 a return was made to more traditional targets, particularly German oil supplies. These continued into 1945 and the daylight attack on Bremen on April 22 was XV’s last.

As one of Bomber Command’s senior squadrons, XV was retained as part of the post-war establishment and returned to Wyton in mid-1946. Under Wg Cdr Gerald Bell, the unit flew some ‘Grand Slam’ modified Lancaster I Specials on combined trials with the USAAF. In April 1947 Sqn Ldr L F Kneil became CO and at the same time the first Avro Lincolns arrived. At Marham, Norfolk, in early 1951 the mighty Boeing B-29A, known to the RAF as the Washington B.1 became XV’s new mount. In August Flt Lt Ware took one to the US and participated in the Strategic Air Command bombing competition. The Washington was only an interim type and on May 29, 1953 the first English Electric Canberra B.2, WH724, arrived, and XV Squadron entered the jet age at Coningsby, Lincolnshire. Under Sqn Ldr J M Ayshford the unit trained hard and became operational in both visual and ‘blind’ bombing by day and night, making its first live training drops of four thousandpounders in May.

May 2017 FLYPAST 127

THE WAY WE WERE 15 SQUADRON

Low-level over Cairo In early 1955 Honington in Suffolk became XV’s base. Routine operations continued, including deployments as far as Aden in the Middle East and Nairobi, Kenya. With trouble brewing between the UK and Egypt during August 1956, the squadron flew 56 sorties to Malta to stockpile bombs in case a military intervention was needed. As relations with Egypt over the Suez Canal deteriorated, on October 23 Sqn Ldr A R Scott led ten Canberras to Nicosia, Cyprus, where they received black and yellow identification stripes in preparation for Operation Musketeer. On the last night of October, XV Squadron took part in four raids on Egyptian airfields including Kabrit on which many MiG fighters were seen. These attacks were repeated the following night and by dawn on November 2 it was assessed that over 100 Egyptian aircraft had been destroyed. Phase 2 began with a precision low-level attack against Cairo Radio in the Abu Za’bala suburb. Eighteen

Nicosia-based Canberras were escorted by a dozen French Republic F-84F Thunderstreaks. Flying WK132 was Sqn Ldr Alan Thompson of XV who said: “We approached at about 1,500 feet or so at 300-plus knots and shot up to 3,000 feet to drop bombs at a slow speed. Flying at high speed and low level over the Cairo suburbs made visual map reading extremely difficult. I think we were fairly close and happy enough with the accuracy to off-load the bombs. Cairo Radio did go off the air.” By the time of the ceasefire on November 5, the unit had flown 37 ‘ops’ and dropped more bombs than any other Canberra squadron. Returning to home three days later, XV was redeployed

Above

Now preserved at Duxford, XV Squadron Victor B.1 XH648 conducting a trial drop of 35 thousand-pounders over the Song Song range in Malaya on January 22, 1964. MOD Right

Buccaneer S.2B XX889 in its low-level element over West Germany, 1982. RAF GERMANY

128 FLYPAST May 2017

back to Malta for a further six weeks later the same month in case of further trouble. The unit disbanded at Honington on April 15, 1957.

Nuclear role As the Canberra force ran down so the mighty V-force expanded and XV Squadron re-formed on September 1, 1958 at Cottesmore in Rutland. It was the second unit with Handley Page Victor B.1s. The unit commander, Wg Cdr David Green collected the first example, XA941 on the 16th. As part of Britain’s nuclear deterrent forces, XV had to be capable of scrambling four Victors within four minutes and this capability

was frequently tested, while crews also regularly flew on overseas reinforcement training in the conventional bombing role. In mid1960, XV Squadron received the improved B.1a variant, with Red Steer tail warning radar. A heightened state of alert was maintained throughout the Cuban Missile Crisis of 1962. The following year, with tensions rising with Indonesia because of the MalayaIndonesia Confrontation, XV began detachments to Tengah in Singapore as a show of force. These continued until October 31, 1964 when XV once again disbanded. It was not until October 1, 1970 that XV re-formed, under Wg Cdr Dave Collins at Honington with the formidable Hawker

Siddeley Buccaneer. After working up in January 1971 the unit moved to Laarbruch as part of RAF Germany in the low-level strike/ attack role. The Cold War was at its height and XV again held a nuclear role, training intensively on NATO exercises and live weapon training camps in Sardinia. Participation in Exercise Red Flag in the US earned XV Squadron and the Buccaneer an enviable reputation.

New threats In the early 1980s the RAF introduced Tornado GR.1s into service, and XV was the first squadron in RAF Germany to receive them. Under Wg Cdr Barry Dove the ‘new’ XV worked up and assumed the mantle from the Buccaneer unit on September 1, 1983. While the roles remained much as before, XV’s night/all-weather capabilities improved immeasurably. The fall of the Berlin Wall in 1989 presaged an end to the Cold War, but new threats quickly emerged. Following the Iraqi invasion of Kuwait in

August 1990 the RAF moved a large Tornado force to the Middle East. Establishing itself at Muharraq, Bahrain, XV Squadron began operations on the night of January 17, 1991 with a low-level attack on Tallil airfield. In addition to conventional bombs, the Tornados also delivered JP233 runway denial weapons. When a second wave attacked Shaibah, one of the squadron’s crews was shot down by ground fire and taken prisoner. The tempo was unrelenting and conducted by day and night in the face of heavy fire. Later, attacks were switched to medium level, often in concert with Buccaneers. During an attack on Al-Taqaddum airfield on February 14, ZD717 was shot down by SA-2 surfaceto-air missiles. Sadly, 26-year-old navigator Flt Lt Stephen Hicks was killed, but the pilot, Flt Lt Rupert Clarke, survived. Clarke recalled:

“The first one got us as we were trying to evade. The whole cockpit was shattered.” Following the ceasefire at the end of February, XV Squadron soon returned to Laarbruch, and among the awards presented to unit personnel was a DSO for the CO, Wg Cdr John Broadbent. Post-Cold War reductions soon caught up with the RAF in Germany and XV was disbanded on December 10, 1991.

At the peak Following the cutbacks, to keep some senior units in existence, operational conversion units or existing squadrons were given

squadron numbers, or re-numbered. At Honington, the Tornado Weapons Conversion Unit, 45 Squadron, became the new XV on April 1, 1992.

Its role was to convert pilots and navigators (the latter by then called Weapon Systems Officers) to the Tornado GR.1, working with both ab initio aircrew straight from training and experienced aircrew returning to operations. In November 1993 the squadron moved to Lossiemouth in Scotland and from 2001 it re-equipped with the muchimproved Tornado GR.4. In addition to conducting conversions, XV Squadron also hosted Qualified Weapons Instructor, Electronic Warfare Instructor and Instrument Rating Examiner courses. Additionally, XV

provided both air and ground crew to support frontline Tornado operations, including those in Iraq, Afghanistan and Libya. With the remaining RAF Tornado units heavily engaged over Iraq and Syria against the so-called Islamic State, XV played a key role in maintaining the flow of trained personnel to the front line. Commanded by Wg Cdr Paul Froome, XV Squadron ensured these units were kept at the peak of effectiveness, living up to its motto – ‘Aim Sure’. When it was announced in 2010 that the Tornado force was to be withdrawn by 2019, XV’s role was no longer required. On March 31, over a century of proud service was brought to an end when it disbanded.

Thumbs up from Boggis! The CO of XV Squadron, Wg Cdr Patrick Ogilvie DSO DFC, handed over Short Stirling N6086 MacRobert’s Reply to Fg Off Peter Boggis with due ceremony at Wyton on October 10, 1941. Two days later Boggis captained N6086 on a raid to Nuremberg; he skippered it on at least five more occasions.

Above

To commemorate the unit’s centenary in 2015 Tornado GR.4 ZA461 carried an eye-catching colour scheme. RAF LEEMING Top left

With black and yellow recognition stripes applied, XV Squadron Canberra B.2 XA536 at Luqa, Malta, November 8, 1956 for Operation Musketeer. VIA AUTHOR Top right

Tornado GR.1 ZA392 low over the desert on a training flight before the Gulf War. It was lost with its crew from another unit when attacking Shaibah on January 18, 1991. BRITISH AEROSPACE

Peter Boggis giving a thumbs up from the cockpit of Stirling N6086, 1941. VIA AUTHOR

The bomber commemorated the loss of Lady Rachel MacRobert’s three pilot sons: Alasdair (aged 26) in a civil flying accident in June 1938; Roderic (26) killed in action May 1941 and Robert (24) killed in action the following month. Lady MacRobert noted that through the Stirling her sons: “would be glad that their mother replied for them and helped to strike a blow at the enemy”. In August 1980 retired Sqn Ldr Peter Boggis DFC officiated at a ceremony when Buccaneer S.2 XT287 was named MacRobert’s Reply at Laarbruch in West Germany. A double ‘thumbs up’ was repeated from 39 years before. Seated in an XV Squadron Buccaneer, Peter Boggis repeating his ‘MacRobert’s Reply’ thumbs up in 1980. RAF LAARBRUCH

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FINALS HAWKER HUNTER Hawker Hunter F.58 ZZ190 is pictured flying near its home base of Scampton in Lincolnshire on February 7. The jet is operated by Hawker Hunter Aviation as a civilian owned military aircraft, and is used to fly defence simulation and other trials work. The company undertakes this tasking on behalf of the MoD. Having originally flown with the Swiss Air Force as J-4066, it later flew on the UK civil register as G-HHAE and G-BXNZ. It joined the Hawker Hunter Aviation fleet in 1999. PHOTO-NICK GREEN

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In next month’s issue, we assess the Battle of Midway, one of the key conflicts of the Pacific campaign. Among the aircraft featured are the Grumman Avenger and Douglas Dauntless. Meanwhile, our Spotlight subject is a sometimes overlooked Cold War jet, the twin-engined Douglas B-66 Destroyer. The June issue will be in UK shops on May 2, or see page 28 for our latest money-saving subscription offers. * Overseas deliveries are likely to be after this date.

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