Fly Past 201402

Britain’s Top-Selling Aviation Monthly

FREE SPITFIRE AND WARBIRDS POSTER

VICTORCELEBRATION

FROM THEWORKSHOP

HURRICANERETURNS

Two decades and still going strong

A special report from Cosford

We go air-to-air with a Battle of France veteran

V-BOMBER HERITAGE

“WE’RE HIT!”Combat in a USAF InvaderKOREAN WAR

WE PAY TRIBUTE TO THE FAMOUS FIGHTER AND POPULAR WARBIRD

• SPITFIRES ON THE EASTERN FRONT • ACES AND THEIR AIRCRAFT • BIGGIN HILL’S NEW FLYER• HIGH-ALTITUDE VICTORY• TWO-SEATER TIMES TWO

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FEBRUARY 2014 £4.30 CAN $9.75

Bomber Command’s forgotten warrior in pro� le

SpotlightArmstrong WhitworthWhitley

Bomber Command’s

Whitley

WORLD WAR 2

Spotlight

BERLINCALLINGGermany’s Gatow MuseumPRESERVATION

SPITFIRE SPECIAL

WARBIRDS

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Britain’s top-selling aviation monthly

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

General enquiries to: Editor’s Secretary: Julie LawsonFlyPast, 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

PRODUCTION:Production Editor – Sue BluntDeputy Production Editor – Carol RandallSub Editor - Norman Wells Production Manager – Janet Watkins

ADVERTISING AND COMMERCIAL: Commercial Director – Ann SaundryGroup Advertisement Manager – Brodie BaxterAdvertisement Manager – Alison Sanders E-mail: [email protected] Executive - Charlotte BrewsterE-mail: [email protected] Production Manager – Debi McGowanAd Production Controller - Louise TalbotE-mail: [email protected]

Marketing Manager – Martin SteeleMarketing Executive – Shaun BinningtonMarketing Assistant – Jessica Jagger

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SUBSCRIPTIONS / MAIL ORDER: Manager – Roz CondéPO Box 300, Stamford, Lincs, PE9 1NA, UKTel/answerline: 01780 480404 Fax: 01780 757812E-mail: Subscriptions: [email protected] E-mail: Mail Order: [email protected] Readers in USA can place subscriptions by visiting www.flypast.com or by calling toll free 800 676 4049 or fax 757 428 6253 or by writing to FlyPast, 3330 Pacifi c 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.comWe are unable to guarantee the bonafi des 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 2014. 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.

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

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PUBLISHED MONTHLY BY:

Key Publishing Ltd, address as Editorial

Printed in England ISSN 0262-6950

Contributing EditorKen Ellis

Assistant EditorSteve Beebee

Art EditorMike Carr

Advertising ManagerAlison Sanders

Welcome

Hello and welcome to the February issue of FlyPast. The legendary Supermarine Spitfire is the special theme for this edition, which comes complete with a large-scale warbird poster featuring

fighters of the North Weald-based Hangar 11 Collection. I thought it appropriate to include R J Mitchell’s famous creation on both sides of the poster, and very much hope you approve! Thanks to Hangar 11 boss Peter Teichman for making the photo shoot possible.The second major section in this issue looks at what’s often referred to as a forgotten bomber of World

War Two – the AW Whitley. The Whitley was the backbone of Bomber Command in the early days of the war, and its crews suffered greatly when pitted against the more technically advanced German defences. It’s such a pity that not a single example of the type was preserved as a tribute to the brave crews who fought in them. Thankfully, the UK-based Whitley Project team is working hard to right this wrong and recreate a static example of the bomber, largely from salvaged parts. Progress has been steady since the work began in 2000, but I’m sure Elliott Smock (the man behind the venture) and his

helpers will be successful. The first parts of the airframe’s centre section are currently being re-assembled in a jig, and many of the other components have been restored and are waiting to be fitted when their time comes. I’m sure all FlyPast readers will join me in wishing the team the very best of luck with the project.

Nigel PriceEditor

This is the month that was... This is the month that is...

Follow us on Facebook at www.facebook.com/� ypastof� cial

Twitter: www.twitter.com/FlyPastMag and /FlyPastEditor

Today, his record-breaking Mew Gull is being prepared by the Shuttleworth Collection for a busy 2014 airshow season to commemorate the � ight. Photo: Mew Gull G-AEXF airborne in 2007. RICHARD PAVER

In early February 1939, Alex Henshaw and his Percival Mew Gull broke the solo speed record for a � ight from the UK to South Africa. He did the 12,754-mile round-trip in 4 days, 10 hours and 20 minutes.

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20 Bomber Pilot 32 Invader Hit! 116 Return of the Hurricane

20 Bomber Pilot Nigel Turner’s extraordinary military

flying career is detailed by Robert Dixon.

26 Mosquito Jailbreak Seventy years ago this month a daring

Mosquito raid resulted in an unlikely prison breakout.

28 V for Victor Ian Finch witnesses Handley Page Victor

K.2 XL231 ‘Lusty Lindy’ firing up at Elvington.

32 Invader Hit! Navigator Charles W Hinton recalls

a terrifying moment flying in a B-26 Invader over North Korea.

106 Arabian Hunters Nigel Walpole reflects on flying the

Hawker Hunter in Aden.

116 Return of the Hurricane Darren Harbar profiles a Battle of

France-era Hawker Hurricane that has returned ‘home’.

Features

ContentsFront Cover Peter Monk flying Supermarine Spitfire LF.XVIe RW382 from Biggin Hill. Our special Spitfire coverage begins on page 39. JOHN DIBBS

This page, main image: The Shuttleworth Collection’s Westland Lysander V9367 flying over Bedfordshire on December 3 (see pages 8-9). DARREN HARBAR

ContentsFebruary 2014 No.391

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Regulars

SpotlightSpotlight

66 Origin and History A look back at the bomber’s history.

68 Inside the Whitley Cutaway artwork of a Mk.V.

70 Men Behind the Whitley

Air Cdre Graham Pitchfork profiles three famous bomber pilots who flew the Whitley.

78 Whitley in Pro� le Pete West artwork of a Coastal

Command variant.

80 In Combat Pilot Hubert Walters survived

several close scrapes in Whitleys, as described by Sean Feast.

88 Warriors A rocket-assisted take-off version of

the Whitley.

News

66 Origin and History 78 Whitley in Pro� le

90 From The Workshop Ken Ellis visits the Michael Beetham

Conservation Centre at Cosford during its special open week.

94 What’s New The latest books, prints and other

products receive the FlyPast verdict.

98 Museum - Berlin A visit to the Berlin Gatow Museum

with Ben Dunnell.

104 FlyPost and ‘Ops’ Board

Readers’ letters and dates for your diary.

114 Glory Days A portfolio of archive images taken

from the aircraft carrier HMS Eagle.

122 Finals Warbirds from the Texas Flying

Legends Museum.

• Great War bomber wings found• Spitfire flies from Biggin Hill• Duxford P-40 going to US• Swordfish new colours• MiG roars at North Weald• US Sea Fury progress

40 ACES Andy Thomas pays tribute to some of the

Spitfire’s most successful pilots.

42 HIGH FLIGHT A victory achieved by a high-altitude

version of the fighter is described.

44 MADE FOR TWO Rachel Morris witnesses a formation

flight by two twin-seat Spitfires.

48 RED STAR SPITFIRES Vladimir Kotelnikov reveals the fighter’s

combat career with Soviet forces.

56 BIGGIN HILL HERO Rachel Morris profiles the recently

re-flown Spitfire LF.XVIe RW382 of the Biggin Hill Heritage Hangar.Biggin Hill Heritage Hangar.

GIVE THE GIFT THAT LASTS ALL YEAR!A subscription to FlyPast makes a great gift. See pages 30 and 31 for details or visit www.flypast.com to find out more about our digital packages.

SpotlightSpotlightArmstrong WhitworthWhitley

CELEBRATING AN ICON OF BRITISH MILITARY AVIATION, WE PRESENT A SERIES OF ARTICLES AND IMAGES FOCUSING ON THE FIGHTER’S HERITAGE AND A FEW OF THOSE THAT STILL FLY TODAY.

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6 FLYPAST February 2014

NEWS THE LATEST IN AVIATION HERITAGE

New colours for RNHF Swordfi sh

The Royal Navy Historic Flight is continuing to make progress on its restoration of Fairey Swordfi sh I W5856 at its Yeovilton base.

The aircraft is being painted to represent a machine from 820 NAS of HMS Ark Royal in May 1941 during the Royal Navy’s pursuit of the German warship Bismarck. Having previously worn the highly colourful pre-war markings of an aircraft of 810 NAS,

it was felt that a change of scheme to represent the wartime exploits of the Swordfi sh was appropriate. The colours and markings, researched and supervised by Fleet Air Arm historian Lee Howard, represents the aircraft fl own by Lt Hugh de Graaf Hunter who would later be awarded the DSC for his part in the attacks. Having been stored since 2003, it is hoped that the aircraft will fl y again during 2014.

Built by Blackburn Aircraft at Sherburn-in-Elmet, W5856 fl ew for the fi rst time on October 21, 1941. After a year of service in the Mediterranean, it returned to Fairey’s Stockport factory for refurbishment.

Designated for training purposes, it operated in Canada before being placed in storage at the end of World War Two. It later passed through the hands of at least two civilian

operators before being purchased by Sir William Roberts to join his Strathallan Collection in Scotland.

Bought by British Aerospace for presentation to the Swordfi sh Heritage Trust, the partly-restored airframe went to BAe Brough for complete restoration to fl ying condition, the work being completed in 1993. WITH THANKS TO LEE HOWARD

www.royalnavyhistoricfl ight.co.uk

Fairey Swordfi sh Mk.I W5856 having new markings applied at Yeovilton. LEE HOWARD

The Midair Squadron’s second aircraft has been offi cially unveiled in its new silver colour scheme at Kemble. Hawker Hunter T.7 XL577 (G-XMHD) joins Canberra PR.9 XH134 (G-OMHD), and together with Hunter XL600 (G-RAXA) will fl y as the Midair Squadron at international events throughout the 2014 display season. KARL DRAGE-GLOBALAVIATIONRESOURCE.COM www.midair-squadron.com

Trident and Gladiator at Jet Age MuseumThe Jet Age Museum at Staverton, Gloucestershire, took delivery of the forward section of Hawker Siddeley Trident 3B G-AWZU on November 30.

Formerly used as a fi re safety trainer at Stansted Airport, it had been kept in storage for some time before being acquired by the museum (also see feature in the December 2013 issue).

“Its relevance to Gloucestershire is that Cheltenham-based Smiths Industries were at the forefront of ‘blind landing’ development, and the Trident was the fi rst aircraft to operate ‘autoland’ commercially,” the museum’s Darren Lewington

told FlyPast. “We have the cockpit instrumentation and, with three rows of seats and the galley, we’re sure it will become a popular exhibit.”

Earlier in November the fuselage frame of Gloster Gladiator N5914 arrived at Staverton from Retro Track & Air, where it had been rebuilt as part of a long-term project. Flown by Plt Off James Leon Wilkie, a 20-year-old New Zealander, from Bardufoss on June 2, 1940, the biplane was attacked by two Messerschmitt Bf 110s of I./ZG 76 east of Rombaksfjorden. Wilkie was killed when the 263 Squadron machine was shot down by the German ace

Lt Helmut Lent. The Gladiator wreckage was recovered from the crash site for restoration at the end of 1998. A bullet

hole can still be seen in one of the fuselage cross members.www.jetagemuseum.org

The nose of HS Trident 3B G-AWZU arriving at Staverton on November 30. DARREN LEWINGTON-

JET AGE MUSEUM

Kemble’s silver Hunter emergesCollector and restorer Matt Buddle has recently acquired the nose section of English Electric Lightning F.6 XR754. It was delivered to Upwood, Cambs, on November 17. The jet was retired from service on June 22, 1988, after making its fi nal fl ight to Honington, Suffolk, for use as a static fi re and rescue trainer. Matt intends to fully restore the nose and would like to hear from anyone who has fl own ’754 or has any parts that may assist. Contact: [email protected]

Lightning nose to be restored

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February 2014 FLYPAST 7

www.fl ypast.com

Great War bomber wings found in garageWhat is believed to be a unique set of wing sections from a Handley Page O/400 bomber has been saved by a team from the RAF Museum.

Personnel from Cosford’s Michael Beetham Conservation Centre have rescued the 95-year-old parts from a garage in Connah’s Quay, North Wales. The 25ft (7.6m) long wooden sections include four lower starboard wings and one lower port wing that had been used as roof supports.

The museum was fi rst alerted to the existence of the parts in April 2013 when an email was received suggesting that the roof of the building, which was due for demolition, had been constructed using components from a Vickers Wellington. On inspection, staff realised that the wings were from a much earlier aircraft.

“A visit to the site revealed that these were wooden wings with a type

of construction known as box spars,” said Cosford curator Al McLean. “This suggested that the aircraft dated from the latter part of World War One and given the size of them, there were only a few types they could have originated from. The Handley Page

O/400 was the obvious candidate and after a brief look at a manual we were fairly positive that that was what we were looking at.”

On learning of the wings’ rarity, site owner Alan Sullivan allowed the museum to remove the components

before the garage was prepared for demolition. The Handley Page parts were retrieved in October and moved to a storage facility at Stafford. Here the museum houses other O/400 sections, including a panel from an upper wing, a number of interplane struts and a set of elevators, all believed to be the only examples in the world.

With a span of over 100ft, the twin-engined biplane was the RAF’s standard heavy bomber during the closing months of World War One. From October 1918, O/400s undertook night raids against targets in Germany and continued in service as communication and transport aircraft until 1921. The last RAF examples were retired in 1923, though some were converted into airliners and used by Handley Page Transport Ltd to fl y passengers between London and Paris. www.rafmuseum.org

Handley Page O/400 ‘A2’ of 207 Squadron in fl ight. TRUSTEES OF THE RAF MUSEUM

The four Olympus jet engines of Avro Vulcan B.2 XL426 were run on November 16 at London Southend Airport, as part of the aircraft’s ongoing Return To Power programme.

The Vulcan Restoration Trust (VRT), which preserves and maintains the bomber, is aiming to keep it in running order for another 20 years. The delta, which performed as the RAF’s offi cial display Vulcan between 1984 and 1986, made its fi nal fl ight on December 19, 1986, having fl own around 6,230 hours.

Kept ‘alive’ at Southend and given the civil registration G-VJET, it last performed a taxi run in 2006, but it is hoped to resume these later this year. VRT also hosts open days at the airport, including cockpit visits and guided tours around the aircraft.www.avrovulcan.com

Southend Vulcan roars back to life

Avro Vulcan B.2 XL426 undergoing an engine test on November 16. PHIL WHALLEY

Bruntingthorpe Meteor on the ‘gate’Armstrong-Whitworth-built Gloster Meteor NF.13 4X FNA has been placed on ‘gate guard duty’ alongside Dassault Mystère ‘8-MV’ at Bruntingthorpe. The Meteor is ‘WM366’ – a composite that includes the rear fuselage of F.8 VZ462 and the nose section of TT.20 WM234. It was restored and resprayed by a team under the auspices of Beech Restorations. www.beechrestorations.com BEN BROWN

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The Shuttleworth Collection’s Westland Lysander IIIA V9367 took off from its Old Warden base on December 3 for a fl ypast over a new memorial at Tempsford, Bedfordshire, where two special ‘ops’ units were based during World War Two.

The memorial, unveiled on the day by HRH The Prince of Wales, bears the names of 75 women from 13 different nationalities, who worked as saboteurs, wireless operators and couriers with

the Special Operations Executive (SOE). The monument was built following a successful campaign led by Tempsford resident Professor Tazi Husain to recognise the achievements and sacrifi ce of the women involved.

The Lysander, painted in the colours of a Tempsford-based 161 Squadron machine, was fl own by the collection’s chief pilot Roger ‘Dodge’ Bailey. The aircraft was built in Canada in 1942 and used by the RCAF as a target tug.

After the war it entered civilian hands, arriving in the UK in October 1971. Following restoration, it fl ew again as G-AZWT in December 1979, painted as V9441, a Lysander of No.309 (Polish) Squadron.

Grounded in 1986, it was purchased in 1998 by the Shuttleworth Collection and has since been fully restored, repainted and fi tted with a long-range dummy fuel tank and ladder to represent V9367 ‘MA-B’ of 161 Squadron.

Gp Capt Percy Charles Pickard who led this unit in the early days of World War Two, was awarded a second bar to his DSO in March 1943. He would go on to lead Operation Jericho, the bombing of the prison at Amiens in February 1944 (see pages 26-27), a sortie on which he was killed in action.

ChangesIn other recent news from Old Warden, ACM Sir John Allison has stepped down

Lysander tribute toSpecial ‘Ops’ unit

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www.fl ypast.com

as the collection’s aviation trustee.Sir John, a keen pilot and restorer

of light aircraft, was present for the delivery of Percival Mew Gull G-AEXF on October 6 (see News, December issue) and will continue in his role as president of the Light Aircraft Association. His successor has been confi rmed as Tim Routsis, a fellow director at Old Warden.

Another legacy from Sir John’s tenure is expected to arrive at the Bedfordshire

aerodrome shortly. During a recent visit to Australia, he successfully negotiated purchase of the Santos-Dumont Demoiselle reproduction built by Doug Bianchi for use in the 1965 fi lm Those Magnifi cent Men In Their Flying Machines. The aircraft had been residing for many years in a museum at Ballarat in Victoria. FlyPast wishes both Sir John and Tim the very best for the future. www.shuttleworth.org STEVE BEEBEE –

WITH ADDITIONAL REPORTING BY DARREN HARBAR

Lysander tribute toSpecial ‘Ops’ unit

Westland Lysander IIIA V9367 with former airfi eld Tempsford in the background.

The memorial at Tempsford. ALL DARREN HARBAR

‘Dodge’ Bailey fl ying Lysander V9367 on December 3.

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MiG roars at North WealdMikoyan-Gurevich MiG-17 G-MIGG, a long-term resident at North Weald airfi eld, ran its engine for the fi rst time in fi ve years on October 30. In addition to several low-power runs, those present were also treated to the lighting of the afterburner which produced a jet of fl ame from the tailpipe. Further engineering work will be carried out on the former Polish Air Force machine over the next few years and a new set of markings will be applied. www.wealdaviation.com JACK ABBOTT

The Royal Museum of the Armed Forces and Military History in Brussels has fi tted the wings to Fieseler Fi-156C-3 Storch 5503.

As reported in the May 2013 issue of FlyPast, this 1941-built example is unusual in that it still has its original, German-built wings. It served in Russia during its service with Luftwaffe liaison unit 2.(H)/Aufklärungsgruppe 12. Volunteers have refurbished the wings with the assistance of Belgian organisation Poncelet, and the slats, fl aps and ailerons will be fi tted in the near future.

In addition, restoration work is continuing on de Havilland Mosquito NF.30 RK952. The museum is currently fi tting the aircraft’s specialist night-fi ghter equipment – an SCR-720 radar

indicator has been installed in the cockpit, while a radio transmitter is now

in place in the rear fuselage. BEN DUNNELL

The Hagerstown Aviation Museum (HAM) is in the process of preparing its Fairchild C-123 Provider N681DG to fl y to its Maryland base from Fort Lauderdale in Florida.

A crew from the museum travelled to Florida in November to inspect the 1956-built aircraft in readiness for the ferry fl ight. The C-123 was found to be in good overall condition and although the engines ran well and all major systems were satisfactory, some time-consuming and costly work still needs to be done. Staff at HAM are now seeking the support of its local community to complete the task.

Acquired a year ago, N681DG will join the museum’s collection of 20 historic aircraft, most of which – like the C-123 – were built in Hagerstown. After it has returned to HAM, a display intended to honour local Vietnam veterans will be housed inside the aircraft. www.hagerstownaviationmuseum.org WITH THANKS TO JOHN SEBURN

Provider prepared for ferry fl ight

Belgian Storch gets its wings

Fairchild C-123 Provider N681DG fi ring up its engines in Florida recently. HAM

Fieseler Fi-156C-3 Storch 5503 ‘KR+QX’ at the Royal Museum of the Armed Forces and Military History in Brussels. VIA ERIC DESSOUROUX

Dutch Dakotas return to Lelystad

DDA Classic Airlines, also known as the Dutch Dakota Association, has recently returned to its previous home in Lelystad, the Netherlands, after being based at Schiphol East for several years. Its Douglas DC-3 PH-DDZ, fi nished in an historic Martinair scheme, is awaiting a new engine and some restoration work. PHOTO: PAUL VAN DEN BERG

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Another Spitfi re fl ies from Biggin Hill

Keith Perkins’ Supermarine Spitfi re HF.IXe TD314 (G-CGYJ) returned to the air in the capable hands of Peter Monk on December 7 after being fully restored by The Spitfi re Company (Biggin Hill) Ltd.

The fi ghter was built at Castle Bromwich in 1944 and initially supplied to No.33 MU at Lyneham on April 2, 1945. Powered by a Rolls-Royce Merlin

70 engine it also fl ew with 30 MU at Sealand, North Wales, and 6 MU at Brize Norton before being allocated to 183 (Gold Coast) Squadron based at Chilbolton, Hants, on June 24, 1945. It then passed to 234 Squadron at Bentwaters, Suffolk, on July 26, 1945.

After seven months of service with this unit, TD314 went to 9 MU at High Ercall, Shropshire on February 27, 1946,

and after a return to Sealand was declared surplus to requirement in March 1948. Sold to the South African Air Force (SAAF), it was crated for shipment and sailed from Birkenhead on April 19, 1948, arriving at Cape Town on May 12. Serving with the SAAF for around six years, it was sold to the South African Metal and Machinery Company in 1954 for disposal.

The fuselage and other parts were recovered by Larry Barnett in Johannesburg between 1969 and 1972 before being sold on to two Canadian owners during 1985. TD314 was acquired by Peter Monk for restoration during 2009, and today fl ies in the colours it wore with 234 Squadron. ROBIN J BROOKS

www.bigginhillheritagehangar.co.uk

Supermarine Spitfi re HF.IXe TD314 fl ying on December 7.

Another view of the Spitfi re’s fi rst post-restoration fl ight. BOTH ROBIN J BROOKS

Duxford warbird leaves for the US

Curtiss P-40B Warhawk 41-13297, the only surviving airworthy American fi ghter present at Pearl Harbor during the Japanese attack, has been acquired by the US-based Collings Foundation from The Fighter Collection at Duxford.

One of 131 P-40Bs built at the

Curtiss facility in Buffalo, New York, during 1940-1941, the fi ghter was delivered to the US Army Air Corps in March 1941. It was sent to Wheeler Field, Hawaii, the following month, becoming part of the 19th Pursuit Squadron of the 18th Pursuit Group.

In October 1941, seven months

after delivery, it was involved in a landing accident and was placed in a maintenance hangar for repair. The P-40 was still within the relatively secure confi nes of this facility when the Japanese attacked Pearl Harbor on December 7, 1941.

Following repairs it returned to

the air. On January 24, 1942, after nine months of service and 56 hours of fl ight time, it crashed into the side of a mountain during a training fl ight, killing pilot Lt Kenneth Wayne Sprankle. Due to the diffi cult terrain surrounding the crash location the aircraft was left at the site after the airman’s body was recovered.

The Warhawk’s remains were ‘rediscovered’ in 1985 and, after preliminary investigation, it was determined that the airframe had the potential to be removed from the crash site and restored. In 1989, the Curtiss Wright Historical Association was formed in Torrance, California, and serious work on the recovered fi ghter began. Two other P-40Bs, 39-285 (which also crashed in Hawaii) and 39-287 which went down in bad weather in the US, were utilised for parts.

After completion, the aircraft joined The Fighter Collection in 2003, and has been a popular attraction at recent airshows. The Curtiss fl ies in the colours and markings worn during its time in Hawaii with the 18th Pursuit Group. www.collingsfoundation.org

Curtiss P-40B Warhawk 41-13297 fl ying at Duxford. DARREN HARBAR

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brie

fi ngs


Progress with US Hawker Sea Fury

A view of the Sea Fury’s double cockpit and canopy arrangement. Hawker Sea Fury T.20 WE820 is taking shape in California. BOTH VIA KEN DWELLE

The Dwelle family is continuing to make steady progress on restoration of Hawker Sea Fury T.20 WE820 in California.

Since Sanders Aeronautics of Ione delivered the completed fuselage of the aircraft – formerly known as Critical Mass – to the family in December 2011, they have carried out most of the remaining work themselves. Over the past few months Ken Dwelle has worked on the hydraulic system, and in late 2013

began to fabricate bushings for the wing fold cylinders, and installed all the necessary fl ex hoses. The two cockpits and canopies are now also close to completion.

The latter, along with the fi xed centre section that separates them, have been completed by Aero Trader of Chino, and permanently installed. The windscreen will be added later after further work. The Dwelles are also fi tting the original canopy release mechanism, which will make

WE820 one of the few fl ying Sea Furies equipped with it.

Securing an appropriate oil cooler has been particularly problematic. Ken originally hoped to acquire an aluminium cooler built to original specifi cation. That plan changed in November, when an overhauled original version was sourced and installed in the aircraft.

When the above projects are complete, the Sea Fury will be prepared for its fi rst engine run.

The Dwelles are not working to any specifi c timetable. “When it’s ready, it’s ready,” said Ken. “Right now my dad, my brother, and I are enjoying working on the aircraft together.”

Looking back at the work so far, the Dwelles consider themselves fortunate to have located so many hard-to-fi nd parts. However, they are still searching for a speed ring for the cowling. If you can help, please contact FlyPast: fl [email protected] STEPHEN CHAPIS

Miles M.65 Gemini G-AKDK was transported by road to Coventry Airport on November 1.

Formerly owned by Miles enthusiast Peter Turner, it has been acquired by the Classic Aircraft Trust which plans to restore it to airworthy status in a process expected to take a few years.

Delta-Kilo was built in 1947 and fl own in the UK by various owners until exported to Denmark in or around 1971. It was withdrawn from use two years later and then stored

in a dismantled state for decades, before being returned to the UK by Peter.

The aircraft is said to be in good overall condition but will need extensive work to restore it to its former glory. Few complete examples of the Gemini (and the related Aries) survive, and only four are currently airworthy. The Trust is seeking sponsors to help fund the work – details can be found on the Classic Air Force website. www.classicairforce.com TIM BADHAM

Gemini revival at Coventry

North American T-28B Trojan VH-FNO is among several historic aircraft currently listed for sale by Platinum Fighters. The aircraft served with the US Navy at Washington, Corpus Christi and Pensacola before it was exported to Australia. It is currently airworthy and based at Mareeba in Queensland. www.platinumfi ghters.com

IWM Duxford has triumphed at the recent Jodi Awards for its Historic Duxford trail. The trophy, in the Access Planning and User Engagement category, rewards excellence in digital media use to widen participation by disabled people at museums. The judges described Historic Duxford as a “benchmark for the sector.”

A Sikorsky CH-53A Sea Stallion helicopter is to be added to the Fort Worth Aviation Museum collection. The combat veteran from US Marine Corps unit HMH-463 served in Vietnam and earned the name ‘Patches’ in recognition of repairs following heavy damage from rocket attacks. It is the 24th aircraft to join the Texan attraction and its fi rst exhibit with a cargo compartment large enough to allow interior tours. A loan agreement with the National Naval Aviation Museum in Pensacola, Florida, and donations of funds from around the US made the move possible. www.fortworthaviationmuseum.com

Miles M.65 Gemini G-AKDK, seen at Baxterley, Warks, on November 1, is a new addition at Coventry. TIM BADHAM

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www.fl ypast.com

Nord 1002 G-ASTG (formerly F-BGKI) has recently returned to the skies and is undergoing air tests from Spanhoe, Northants, in the hands of Windmill Aviation’s Carl Tyers. Kept in storage since the mid-1970s, it has been rebuilt over the last few years and is now painted to represent Messerschmitt Bf 108 BG+KM. MICK BAJCAR

‘Messerschmitt Bf 108’ back in the air

Funding boost for Kenley The Kenley Revival Project has been awarded £56,000 by the Heritage Lottery Fund (HLF) to help it preserve the famous Croydon airfi eld’s heritage.

The project, overseen by the City of London Corporation, aims to conserve the area, maintain an historical archive and increase community involvement. The new funding supports the development stages of the scheme, a phase that is expected to last around a year. After this, the partners involved will submit a second stage application to the HLF to fund project implementation.

Work is scheduled to start before the summer of 2015, to coincide with the 75th anniversary of the Battle of Britain, in which Kenley played a signifi cant role. The City of London Corporation’s Gordon Haines said: “The revival project will give people a unique chance to get involved in the hands-on conservation of our wartime heritage, to learn about the airfi eld’s heroic past and be part of its future story.” www.kafg.org.uk/inforevival.htm

‘Red Tail’ airmen honoured in FloridaA marble and bronze statue honouring the African-American pilots of the 332nd FG – part of the so-called Tuskegee Airmen – has been unveiled at the entrance of the Orlando Science Center’s Loch Haven Park.

The monument, the fi rst of its kind, stands over 14ft (4.3m) high, and was dedicated by the City of Orlando, the Science Center and education group Vision of Flight. A small group of veterans attended the ceremony and witnessed a fl ypast from a North American P-51D Mustang, an aircraft painted with the distinctive ‘Red Tail’ of the Tuskegee fi ghter pilots.

“I met the ‘Red Tail’ pilots just over two years ago and realised I never knew their full story and what they have contributed to American history,” said Mike McKenzie, founder of Vision of Flight, a charity dedicated to preparing students for careers in aviation. “Their story sparked something in me and I made it my goal to get them the recognition they deserve. Thankfully, I met my now dear friend Mr Syd Levy, who also believed in the mission, and funded the project in its entirety.” www.visionoffl ight.org

The ‘Red Tail’ monument in Orlando, Florida.

A service of remembrance was held at Baginton, near Coventry Airport, in November to honour Polish airmen who lost their lives during World War Two while serving in Warwickshire. Nine are buried in the village, all of whom fl ew Supermarine Spitfi res or Hawker Hurricanes with 308 (Krakow) Squadron from Baginton.

Bomber County Aviation Resource has received a grant of £11,400 from the HLF for the Lincolnshire World War Two Aircraft Crash Records project. The initiative aims to research details of wartime military aircraft crashes in the county. A group of volunteers will carry out the work over the next 18 months. www.bcar.org.uk

The often forgotten contribution of car maker Morris to the World War Two aviation industry was marked at the recent Classic Motor Show in Birmingham. A quarter scale model of DH Tiger Moth G-BSTJ was displayed by the Morris Owners Club at the event. During the war, the company built 3,200 of the trainers at its Cowley plant. GEOFF JONES

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The New England Air Museum has added former US Coast Guard (USCG) Dassault HU-25A Falcon 2121 to its expanding collection in Connecticut.

The jet arrived by road on November 13 and is currently being kept in a storage hangar while staff prepare it for display. It has been loaned by the coast guard facility at Mobile, Alabama, and will soon be viewable alongside the museum’s other USCG aircraft, a Sikorsky H-52 Seaguard and a Grumman HU-16 Albatross.

A total of 41 examples of the French business jet were built for coast guard use, and seven of these were later converted into pollution control variants with side-looking airborne radar (SLAR) underneath the fuselage. Although production ceased in 1988, some remain in USCG service. www.neam.org JERRY O’NEILL

The Experimental Aircraft Programme (EAP) technology demonstrator, the jet that paved the way for the Eurofi ghter Typhoon, has been put on display at RAF Museum Cosford.

Donated by BAE Systems, the aircraft arrived by road in March 2012, remaining in storage until the late summer of 2013 when

it was moved to the museum’s award-winning Michael Beetham Conservation Centre. Following a small amount of work, the machine has now joined the Shropshire attraction’s Test Flight Collection.

The EAP was rolled out at Warton, Lancs, in April 1986 and made its maiden fl ight in August of the same year in the hands of David Eagles, BAe’s Executive Director of Flight Operations. During this initial sortie the jet exceeded Mach 1 and after further months of testing attained a maximum speed of just over Mach 2. It was used to investigate around 35 technological developments before going on to perform for crowds at airshows.

Four more years of trialling new systems followed. The aircraft conducted its last fl ight in May 1991, having completed 259 sorties totalling 195.2 fl ying hours. It then spent almost 16 years on display at Loughborough University in the Department of Aeronautical and Automotive Engineering. www.rafmuseum.org

EAP jet goes on show at Cosford

The EAP technology demonstrator on display at Cosford. RAF MUSEUM

Falcon nests at US museum

Dassault HU-25A Falcon 2121 at the New England Air Museum on November 21. JERRY O’NEILL

Repaint for ‘F-5’ gate guard

The 20th National Warbird Operator Conference (NWOC) will take place in Dallas, Texas from February 20 to 24. Founded in 1993, the event brings together US warbird owners, operators and museum directors to address particular events, concerns and goals. NWOC will focus on an exchange of ideas and information concerning the safe operation and restoration of historic aircraft. It will also offer initiatives to enhance pilot skill, expand aircraft technician and restorer knowledge, develop awareness of medical and insurance facts, and address topics that relate to specifi c types. The conference will include a visit to the Cavanaugh Flight Museum and the possibility of fl ights in some of its aircraft. www.nwoc.aero

Canada-based Hawker Hurricane XII C-FDNL has been sold to the Pay Collection of Scone, New South Wales, Australia, in a deal brokered by Platinum Fighters. Overhauled and rebuilt in the UK during the early 1990s as G-ORGI, the fi ghter was purchased by California’s Museum Of Flying before being acquired by Canada’s Russell Aviation Group in 2004.

Repaint for ‘F-5’ gate guardRepaint for ‘F-5’ gate guardRepaint for ‘F-5’ gate guardCanadair CL-226 K-3003, a Canadian-built version of the Northrop NF-5A, has been given a ‘facelift’ and repainted in the markings of NF-5A K-3066. The jet, which is used as a ‘gate guardian’ at Gilze Rijen air force base in the Netherlands, has also received some restoration work. ROGER SOUPART

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Sea Kings arrive at BruntingthorpeThe ‘Cold War’ collection at Bruntingthorpe has recently expanded with the delivery of three Westland Sea King HC.4 helicopters.

The fi rst two of the three – ZG822

and ZD627 – arrived on November 27. Both were delivered from Gosport, Hampshire, and belong to Gary Spoors’ GJD Services. The HC.4 was the commando assault and utility transport

version developed for the Royal Navy.The former is likely to remain with

the museum on long-term loan, and is expected to be restored using certain components from the other

two Sea Kings, as well as parts due to be sourced from elsewhere. Staff and volunteers aim to return ZG822 to ground running condition. www.

bruntingthorpeaviation.com STEVE BUCKBY

Westland Sea King HC.4 ZG822 (nearest camera) with ZD627 at Bruntingthorpe

in late November. STEVE BUCKBY

A summer residency programme for teachers at IWM Duxford’s American Air Museum will be held from July 31 to August 14 this year. This professional development project, sponsored by Northrop Grumman, will bring together teachers from the UK and the US to collaborate on innovative ideas that they can take back to the classroom. Organisers state that the ultimate aim is to “‘ignite in their students a new spark of fascination in the study of World War Two and, within it, the role of engineering and technology”. Teachers will take part in exclusive tours and lectures at Duxford and other signifi cant historical sites in the local area.

A plaque was unveiled on November 30 to commemorate one of Nottingham’s earliest aviation events – the city’s fi rst successful balloon fl ight, undertaken 200 years ago. It has been installed close to what is believed to have been the original launch site, a location originally called Company’s Wharf on the present Canal Street. HOWARD HEELEY

Supermarine Spitfi re IX PH-OUQ of the Royal Netherlands Historical Flight has been named ‘Polly’ after Polly Grey, the parrot symbol of RNLAF 322 Squadron. Since 1943 when it was based in England, the unit has kept a parrot – always called Polly Grey – as its mascot. The squadron is now based at Leeuwarden, while the Spitfi re is resident at Gilze Rijen Air Force Base. ROGER SOUPART

Giles Wilson’s 1967-built Alon A-2 Aircoupe G-AVIL is now fl ying from Eggesford in Devon. Originally registered as N5471E, it has more recently appeared as VX147 in RAF colours. While in the hands of Mick Allen at Turweston, Northants, it received its current civilian paint scheme in December 2011, and is pictured here at Eggesford on November 30, 2013. GEOFF JONES

Dutch Spitfi re named parrot-fashion Aircoupe fl yingfrom Devon

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www.fl ypast.com

The US-based Collings Foundation is seeking a mechanic to travel with its Wings of Freedom tour next year, ensuring the serviceability of its travelling fl eet of warbirds. Those with experience of Merlin, R-1830 and R-1820 engines are particularly welcome to apply. The Collings Foundation is based at a private airfi eld in Stow, Massachusetts, and includes a small museum that opens for special events and pre-arranged tour groups. It operates two touring collections of historic military aircraft, the Wings of Freedom Tour and The Vietnam Memorial Flight. Its fl eet includes Consolidated B-24J Liberator Witchcraft (see October 2013 issue). For more details contact: [email protected]

The Aviation Heritage Museum of Western Australia has acquired Canadair-built CL-13B Sabre Mk.6 383 from the late Bob Wylie’s collection at Jandakot. The bulk of the former South African Air Force jet was received on November 29, although a few components had been scrapped prior to its acquisition. WITH THANKS TO MIKE MIRKOVIC

Signifi cant expansion plan for US museumThe National Museum of the USAF, already the largest military aviation museum in the world, is set to get even bigger.

A new 224,000 sq ft (20,809m2) building will be constructed at the Dayton, Ohio attraction from late

spring, with completion expected in the summer of 2015. Construction of the new exhibition hall, which will be similar in size and shape to the three existing hangars, is being privately fi nanced by the Air Force Museum Foundation, a non-profi t organisation

chartered to assist in the development and expansion of the facilities. The cost is likely to be around $35.4m (£21.6m).

According to Museum Director Lt Gen Jack Hudson, the fourth building will provide more educational opportunities, increase visitor access

to former-presidential and research and development aircraft, and offer better viewing of space exhibits and large aircraft.

“We’re extremely excited about the fourth building because this new facility will help us to further tell the USAF story with much needed exhibit space, and also provide dedicated educational areas for initiatives based in science, technology, engineering, and mathematics,” he said. “There will be opportunities for visitors of all ages, but a special emphasis will be placed on programmes that inspire and motivate our youth.”

The museum has recently received its latest exhibit – Bell Boeing CV-22 Osprey 99-0021. The tiltrotor aircraft that combines the vertical take-off capability of a helicopter with the long-range, fuel effi ciency and speed of a turboprop aircraft, arrived at its new home on December 12. The machine in question is a pre-production model built for the US Navy that fl ew more than 600 test fl ights. It made its fi nal sortie from Hurlburt Field, Florida, on October 31, 2013.

The Bell Boeing CV-22 Osprey destined for the National Museum of the USAF. NMUSAF

D-Day ‘Grasshopper’ returns to FrancePiper L-4H Cub 43-30036 has been acquired by Iza Bazin, who will base the aircraft in France as F-AYZA.

Before leaving the UK (where it fl ew it as G-BLPA) it was repainted in military olive drab colours in preparation for the 70th anniversary of D-Day later this year.

Built in 1943, the L-4H arrived in England during January 1944 and served with the 12th TRS (Technical and Reconnaissance Squadron) of the US Eighth Air Force. Known as Grasshoppers in USAAF use, 43-30036 wore the paint scheme it has recently been returned to, including the distinctive white and blue chequers on the tail and nose cowling. The unit took part in the D-Day and

Normandy campaigns, later moving to Germany.

At the end of the war, the Piper entered civilian usage in Belgium,

fi rstly fl ying with the Royal Antwerp Aviation Club. Having been damaged in an accident, the aircraft was returned to Britain in 1972 for restoration. Flying

again in 1994, it passed through the hands of several owners while in the UK, and was latterly painted in an overall yellow scheme.

Iza, who had been searching for an aircraft with an interesting history, had her new acquisition returned to its 1944 appearance and refurbished by Sky4 Aviation of Seaton, Devon, before transferring it to the French civil register. She is currently helping to organise a tribute fl ight of ‘L-birds’, the plan being to fl y over several D-Day departure points on the UK’s south west coast, and the Normandy beaches. www.delta-juliette.org WITH

THANKS TO IZA BAZIN

Piper L-4H 43-30036 (F-AYZA) in its new markings. COURTESY VINCENT DAUDON

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The prototype Airbus A400M, nicknamed Grizzly 1, has been retired from use by Airbus Military following a fi nal fl ight from Toulouse on November 4. The aircraft, registered F-WWMT, will be preserved and put on public view, with the manufacturer’s heritage department to decide on its fi nal display location. Having made its debut fl ight less than four years ago, on December 11, 2009, Grizzly 1 was the fi rst of fi ve test aircraft to be fl own as part of the A400M development programme. The third aircraft, MSN3, has been placed in long-term storage but has the potential to be returned to fl ight test duties if required.

A Pilatus B4-PC11 glider has been installed on a plinth at Vitacura, in Santiago, Chile, where it acts as a ‘gate guard’ for Club de Planeadores de Vitacura. Registered CC-K17W, the aircraft was built in 1976. It was retired from use in the early 2000s and arrived at its new location in November 2013. A total of 335 PC11s were built. ÁLVARO ROMERO

The de Havilland Aircraft Heritage Centre has reached the half-way stage in its restoration of 1957-built de Havilland Sea Venom FAW.22 XG730.

Seven years after work began on the jet at its Salisbury Hall, London Colney base, the centre has announced that it plans to complete the project by 2020 or before. The museum acquired the aircraft in 1978 after its retirement from Royal Navy

service. With the help of IWM Duxford and volunteers, a restoration team stripped down, restored and rebuilt the engine, before switching attention to the cockpit, and the removal of instruments, controls and wiring.

The next stage is to carry out anti-corrosion work on the metal booms, wings and tail, and to re-fabricate and paint the fuselage ‘pod’. WITH THANKS TO

PETER JEFFERY-DHAHC

We salute you

Fg Off Bob George - fl ew Supermarine Spitfi res with 616 Squadron and was one of the fi rst RAF pilots to convert to jets when the squadron was re-equipped with the Gloster Meteor in June 1944 - died on November 8, aged 92; Sqn Ldr Ken Holt DFC - bomb aimer on Short Stirlings with 218 Squadron and then bombing leader on 115 Squadron equipped with Avro Lancasters - on November 28, aged 91; Flt Lt Douglas Jarvis DFC - fl ew Lancasters with 635 Squadron of the Pathfi nder Force – on November 15, aged 92; ACM Sir Jock Kennedy GCB AFC* - former C-in-C RAF Germany whose early career was on transport aircraft, participated in the Berlin Air Lift, later becoming Station Commander of Brize Norton – on November 18, aged 85; Flt Lt Ian MacLennan DFM - RCAF Spitfi re pilot of 1435 Squadron who destroyed six enemy aircraft during the Siege of Malta - on November 6, aged 94; Harold Jellicoe Percival – Bomber Command veteran who served as ground crew for the Dambusters in 1943 - in October, aged 99; Wg Cdr Brian Spragg DFC - Hawker Typhoon pilot with 257 Squadron who later fl ew the North American F-86 Sabre in Korea - on November 28, aged 89; Flt Lt D W Sturgeon – Whirlwind, Typhoon, Mosquito and Hornet pilot who joined 19 Squadron pre-war as an armourer and worked his way through the ranks, surviving a bale-out from a Tempest and three days adrift in a dingy - on November 14, aged 93; Maj Antoni Tomiczek - pilot on 1586 Special Duties Flight fl ying Handley Page Halifax re-supply missions on the Warsaw Airlift of August 1944 and to the partisans in the Balkans - on November 18, aged 98.

Milestone reached for Sea Venom project

Restoration workers Alistair Hodgson (right) and Geoff Follett with the fuselage pod from DH Sea Venom FAW.22 XG730. DHAHC

Army Historic Flight on the way backThe Middle Wallop, Hants-based Army Historic Aircraft Flight has added its fl eet to the UK civil register as it endeavours to return these veteran Army Air Corps (AAC) types to the skies.

“Following a year of administrative diffi culties, the transfer of these aircraft from the MAA [Military Aviation Authority] to the CAA [Civil Aviation Authority] register, under Permits to Fly, is the fi rst stage in re-establishing the Flight under an independent charitable trust ‘sponsored’ by the AAC,” said Maj George Bacon, who oversees the AAC’s air display activities.

“This is most likely to be called the Historic Army Aircraft Flight and will be operated entirely under CAA regulations. It

will be several months yet before we can re-commence fl ying, but normal husbandry of the aircraft continues at Middle Wallop under existing arrangements.”

The machines in question are Sud Aviation Alouette II XR379 (G-CICS), Auster AOP.9 XR244 (G-CICR), DHC Beaver AL.1 XP820 (G-CICP), Westland Scout AH.1 XT626 (G-CIBW) and Agusta-Bell Sioux AH.1 XT131 (G-CICN). All have been registered to the Ministry of Defence (MoD).

“There is a long road to travel here with issues relating to army governance, operations, training and forward fi nancing,” George emphasised. “Sponsorship will be key, especially towards maintenance costs.” BEN DUNNELL

US-based Nanchang CJ-6A N5616N has been painted in World War Two-era Fleet Air Arm (FAA) colours. The scheme has been applied as a tribute to the pilots and machines of the FAA, which in fact never used the Chinese-built trainers. ROGER SOUPART

‘Fleet Air Arm’ Nanching

Florida sun for retired DakotaDouglas Dakota N839M is now resident at the Florida Air Museum at Lakeland, best-known as the home of the annual Sun ’n Fun Fly-In.

Built in 1943 as C-47 Skytrain 20166, it was later used for pest control and based at Lehigh Acres, also in

Florida. With its fl ying days over, the Douglas has been restored in a smart white, gold and black civilian livery for static display. It is now part of the museum’s outdoor collection and is the largest of the propeller-powered aircraft in its ‘fl eet’. ROGER SOUPART

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William Henry Nigel Turner – born on March 27, 1910 – was always

known within the family as Nigel. Brought up in Somerset, he was educated at St Peter’s School, Bristol, and later the nearby Clifton College. It was around this time [circa 1927-ED] that he had his first encounter with flying. The Cornwall Aviation Company (CAC) of St Austell visited the area, and the young Nigel was photographed sitting in the passenger seat of a CAC-operated Avro 504.

The impact of that early flight must have been considerable and lasting as, while at Clifton, he made up his mind about where his future lay – in the RAF.

Turner was at RAF College Cranwell from August 1929 until July 1931, when he was commissioned. He completed his training and left Lincolnshire destined to become a bomber pilot with 40 Squadron, which had recently re-formed at Upper Heyford with Fairey Gordon light bombers. Photographs

show that he ‘bombed’ Bristol and the J S Fry and Sons chocolate factory during practice night sorties.

In early 1933, Nigel was posted overseas to 45 Squadron, based at Helwan, Egypt. No.45 flew the Fairey IIIf in the bomber role and he soon converted onto the new type, going on to carry out mail

Pro� cientMORE THANPro� cient

William Henry Nigel Turner – born on March

The impact of that early flight

NIGEL TURNER HAD AN EXTRAORDINARY CAREER, FROM

AVRO 504S TO SUNDERLANDS, AND TIME AS A PRISONER OF WAR. ROBERT DIXON CHARTS HIS

ADVENTURES

AboveNigel, in the middle,

embarking on a fl ight in a Cornwall Aviation

Co Avro 504, 1919.

RightCadet Turner at

Cranwell, 1929-1931.


ROYAL AIR FORCE BOMBER PILOT

20-25_Bomber_fpSBB.indd 20 03/12/2013 17:02

delivery flights and further training sorties, including night flying and oblique photography. During this period his logbook was signed by his commanding officer, who noted: “Slow to learn, but no particular failings.”

On September 10 the Duke of Gloucester was in the area and Turner played his part in flying as escort. In 1935 George V’s silver jubilee was celebrated with a series of flypasts, and Turner took part in the events at Cairo and Alexandria in IIIf JR9827 (the ‘R’ in the serial

indicating that the airframe had been substantially rebuilt – ED). On June 6, 1935, he made his final sortie with 45 Squadron in KR1703. The last entry in his logbook from the CO was a bit more complimentary: “Above average”.

CIRCUITS AND BUMPSTurner was then sent on an instructors’ course at the Central Flying School, Upavon, kicking off with a flight in the student’s seat in Avro Tutor K3410 on September 18, 1935. He flew a variety of types,

including the Avro 504K, the 504N ‘Lynx-Avro’ and Hawker Hart, and remained at CFS until early December when his air skills were rated as “above average”. His last official CFS flight was in Armstrong Whitworth Atlas Trainer K1472 on December 6, 1935.

Newly qualified as an instructor, Turner was posted to 6 Flying Training School (FTS) at Netheravon. Life was circuits and bumps until July 1936 when he flew his last sortie with the unit, a cross-country out-and-back to Tangmere in Tutor K3388.

Pro� cient

“No.45 fl ew the Fairey IIIf in the bomber role and he soon converted onto the new type, going on to carry out mail delivery

fl ights and further training sorties, including night fl ying and oblique photography”

AboveFairey IIIfs of 45 Squadron over Egypt. Second from right is Mk.IVB K1708 which was written-off in November 1935.

BelowWhitley III K8978 ‘MH-P’ at Linton-on-Ouse. Turner fl ew it on February 14, 1939. The other Whitley is K8979 ‘MH-B’. VIA ANDY THOMAS



After some leave, he was sent to 9 FTS at Thornaby, Yorkshire, taking Hawker Audax K7311 on a practice sortie on July 27. On August 18, he flew Hawker Hart K6490 on a return flight to Bircham Newton in Norfolk with Plt Off Peter Brothers, later a Battle of Britain pilot with 32 Squadron.

Nigel was detailed on January 2, 1937, to find Plt Off Bonar Whaley and his lost Hawker Fury, which he succeeded in locating the following day. [Whaley and Fury K8221 had flown into the ground near Glaisdale Head, Yorkshire. Bonar survived but was injured.] On March 24 he was part of the search for the 71-year-old Duchess of Bedford who was overdue on a flight from Woburn Abbey in Moth Major G-ACUR – but on this occasion he was unsuccessful and the Duchess is thought to have perished in the North Sea. He left 9 FTS in July, making his final trip with the school in Audax K7328.

After some leave, he was sent to 9 FTS at Thornaby, Yorkshire, taking

“Turner’s fi rst ‘op’ came on the night of January 23, 1940, it being merely recorded

as “night bombing”. This was almost certainly a leafl et drop, or a strike against a

maritime target”

AbovePilots from 607

Squadron at a summer camp in 1939. In the

background is a Gladiator I. VIA ANDY

THOMAS

RightTurner in Egypt,

sampling another form of transport.

Centre rightA crewman

demonstrating how bundles of

propaganda leafl ets were deposited

through the fl are chute of a Whitley.

51 SQN RECORDS VIA

ANDY THOMAS




AUXILIARIES AND WHITLEYSHis next unit was the auxiliary 607 (County of Durham) Squadron at Usworth near Sunderland. Nigel appears to have got on very well with its pilots, and was regularly seen to be ‘mucking in’ at the annual summer camps, frequently appearing in photographs of social occasions. He remained with 607 until December 1938, making flights in Tutor K3407 and Hart K6482 on his last day, the 17th.

Neither Usworth nor 607 had seen the last of Turner: he was back on February 6, 1939. He flew Gladiator K7982 that day, logging it as “20-minute flight, air practice”. The unit had re-equipped with the Gloster fighter and he could never resist the temptation of adding a new type to his ever-growing list.

He was then sent to 51 Squadron, at Dishforth in Yorkshire, and appointed commander of ‘B’ Flight. He got his first taste of a Whitley as second pilot on Mk.III K8978 on February 14, 1939. The twin-engined Armstrong Whitworth bomber was by far the biggest aircraft Nigel had flown, but he soon mastered the type and soloed on K8938 on February 17.

His log notes that he ‘bombed’ Newcastle and took part in air-firing off South Shields on June 20 as well as making a number of sorties in an Anson. He was paired with Fg Off Anthony Colin Peach who became his co-pilot.

With the outbreak of hostilities in September, 51 Squadron flew reconnaissance sorties to Bremen in Germany from a forward operating base at Reims, France, on the 27th.

Turner’s first ‘op’ came on the night of January 23, 1940, it being merely recorded as “night bombing”. This was almost certainly a leaflet drop, or a strike against a maritime target.

On the night of March 19, 1940, the RAF mounted an attack against the German seaplane base at Hörnum on the Isle of Sylt. Turner, in Whitley V N1408, led his flight as they joined the main force. This was the first real bombing sortie for the Whitley and the first raid on a German land target. After it, Nigel was awarded the DFC for his actions and Air Marshal Charles Portal, later to be commander of the RAF, mentioned him in despatches dated May 19, citing “gallant and distinguished service”.

Once more flying Whitley N1408, Turner and his crew attacked a ship near the Skagerrak (Norway) on

April 2. The same combination flew on a strike on Oslo on April 16, but failed to see the target. He reported simply “light flak” when he took part in a raid on Aalborg (Denmark) on the 22nd.

IN THE BAGThe raid that was to change Nigel’s life took place on May 18/19, 1940. By now a squadron leader, he took off in N1408 K-for-King at the head of a four-aircraft flight from Dishforth at 20:20 hours and set a course for oil refineries near Hanover. After the first run on the target the crew realised the bomb release mechanism had a fault so they attempted another go. There had been little flak before, but it was heavy on the second run and N1408 suffered three hits. The Whitley was severely damaged and

Turner’s first ‘op’ came on the night of January 23, 1940, it being merely

April 2. The same combination flew on a strike on Oslo on April 16, but

LeftTurner, second right, and Dudley Craig, far left, with two German guards after an escape attempt on January 15, 1942. NICHOLAS CRAIG

BelowThe remains of Whitley ‘MH-K’ at Wunstorf.



came down near Wunstorf. All the crew managed to bale out,

but were taken prisoner. As well as Turner, the crew of K-for-King comprised of Fg Off A C Peach, Sgts B J R Wilson and D S Edmondson and AC2 G B Smith. Turner was taken to a prisoner of war transit camp and then to a more permanent holding facility at Spangenberg, Germany.

Pre-war, Turner had taken the time to learn how to send codes within letters, a system devised by Section ‘Y’ of MI9 [Military Intelligence Section 9, a secret group that among other duties tried to communicate with airmen incarcerated in PoW camps] and taught to airmen and soldiers. He was one of only four officers in captivity with knowledge

of the MI9 codes, so much of his time was taken up with passing on this skill to other PoWs. He also took part in escape activities, including an attempt to walk out of the camp gates dressed as a German guard on the night of January 15, 1942. His partner in this bold effort was an old 607 Squadron friend, Dudley Craig.

of the MI9 codes, so much of his time was taken up with passing on this skill to other PoWs. He also took part in escape activities, including an attempt to walk out of the camp gates dressed as a German guard on the night of January 15, 1942. His partner in this bold effort was an old

RUSTICRETIREMENT

On his retirement, Nigel took over the family farm in Somerset. Having had no practical experience, he put himself through a one-year full-time course in farming management at Cannington Farm Institute. His farming career came to an end when his farm and home were compulsorily purchased to make way for a bypass. William Henry Nigel Turner died June 26, 1976.

partner in this bold effort was an old 607 Squadron friend, Dudley Craig.

gates dressed as a German guard on the night of January 15, 1942. His partner in this bold effort was an old

RETIREMENT

On his retirement, Nigel took over the

RETIREMENT

On his retirement, Nigel took over the

“The majority of his trips in the fl ying-boat were as a second pilot. During this

period he also worked on Air-Sea Warfare Development Unit trials”


BOMBERS AGAINWith the end of hostilities, Turner was determined to return to flying. He was sent to 7 Flying Instructors School at Upavon and made his first post-war flight in an Airspeed Oxford on July 17, 1945. During the next few weeks he flew a mixture of Oxfords and Harvards,

AboveNigel Turner in his

‘civvies’.

Above rightA 230 Squadron Sunderland over

Gibraltar.




also made visits to other countries. In November he flew Anson ‘362’ on a tour of the Mediterranean, travelling through Gibraltar, Valencia, Istres and Toussus before returning to Hendon. He also added another type to his log when he flew a US Navy Lockheed Neptune on January 16, 1949, recording it as a “demonstration”.

Gp Capt Turner was next posted to the Far East, making what he described as an “air test” in Auster ‘990’ on May 4. (There’s a good chance this was AOP.6 VW990 which was on charge with the Far East Communications Squadron at Changi, Singapore, at the time – ED.) He made a round trip from Hong Kong through Saigon to Changi as second pilot in a Dakota of the Royal Australian Air Force on September 19.

Three months later he had his first of many flights in a Sunderland, and went ‘solo’ on type on April 13, 1951. The majority of his trips in the flying-boat were as a second pilot. During this period he also worked on Air-Sea Warfare Development Unit trials.

After he was deployed back to the UK, Turner regularly flew Chipmunks, ferrying himself about as well as giving air experience flights. In between, he managed to

log more time on the Sunderland, mainly described as “conversion flights”– with one as far as Gibraltar in May 1952. He was then sent on an instrument rating course to Debden, Essex, from December that year to January 22, 1953, and declared “proficient”.

From August, Turner was a staff officer at 24 Training Group when most of his flying was on Chipmunks and Oxfords. One of these was 1942-built X6781, at that time on charge with 8 FTS and described that year, at the Coronation Review, as the oldest Oxford on display.

Gp Capt Turner recorded his last RAF flight on July 26, 1957, when he flew Anson ‘363’ on a ‘local’ for 20 minutes. He retired from the air force later that year, ending a long, varied and eventful flying career.

The author would like to thank the family of Gp Capt Turner and, in particular, the late Mrs Pamela Turner, for help with the compiling of this article. All photographs courtesy of the Turner family unless noted

mainly as a second pilot as he attempted to get back the ‘feel’ for flying. He flew his last sortie with 7 FIS in Oxford ED294 on August 1, 1945.

He was promoted to the rank of wing commander on April 1, 1946, and at the end of the month was sent to 21 Operational Training Unit at Moreton–in-Marsh in the Cotswolds. He spent most of his time at 21 OTU flying Wellingtons, the course lasting until the end of May after which he was passed out as “proficient”. Next came 16 OTU at Cottesmore, and the Mosquito, Nigel making his first flight in T.III TV976 on July 5. He soloed four days later in T.III RR292.

He finished his course at Cottesmore on August 21, moving to a staff post at Coningsby. Here Nigel got ‘time in’ on Avro Lincolns and Lancasters as well as Oxfords and Mosquitos. He was again mentioned in despatches, which cited his distinguished service and had been promoted to the rank of group captain.

An administration posting to HQ Coastal Command at Northwood, Middlesex, was next, starting on October 4, 1947. He regularly ferried himself around various airfields, mainly within the UK but

BelowSunderland GR.5s of 205 and 209 Squadrons, part of the Far East Flying Boat wing in the autumn 1950. VIA ANDY THOMAS


WALLS OF JERICHOInspired like so many artists by

the audacious raid on Amiens prison in February 1944, Adam

Tooby’s Jail Breakers (published by Finest Hour Art – see panel) is a vivid, all-action depiction of a flight of de Havilland Mosquitos diving in and out of the target area. The aim was to knock out the walls of the prison, but not to destroy it, causing just enough damage to enable those being held there by the Gestapo to escape.

During 1943, hundreds of Frenchmen attached to the Resistance movement were captured by the Germans and imprisoned

at Amiens. Twelve were executed in December of that year, and it was learned that around 100 were due to be shot on February 19, 1944. A combined force of RAF, RAAF, RNZAF and RCAF aircrew flew on Operation Jericho, a sortie designed to breach the prison walls, giving those being held within the opportunity to flee their captors. The local Resistance are said to have requested the raid as a ‘last resort’, even if it risked killing some of the Frenchmen.

In atrocious weather on the morning of February 18, eighteen Mosquitos took off from Hunsdon,

Herts. Led by Gp Capt Percy C Pickard, the decision to carry out the attack was made just two hours before the ‘deadline’ for striking the target. Due to falling snow and appalling visibility, five Mosquitos had to turn back, leaving nine to carry out the attack, with four in reserve.

Shortly after noon, the aircraft reached the target, with three ‘Mossies’ from 487 Squadron aiming for the prison’s northern and eastern walls. With the outer walls successfully breached, aircraft from 464 Squadron prepared to press home their attack from an altitude

Seventy years ago this month a daring Mosquito raid resulted in an unlikely jailbreak

WORLD WAR TWO OPERATION JERICHO


26-27_Mossie_fpSBB.indd 26 11/12/2013 19:26

of just 50ft, armed with eight 500lb bombs. Not all the ordnance struck home, but a direct hit on the guardhouse killed or disabled its occupants.

On the runA diversionary attack on a nearby railway station delayed a German response for two hours, enabling many of the prisoners to make good their escape. Around 255 fled from the smashed walls as a result of Operation Jericho, although many were subsequently recaptured.

Flying overhead in Mosquito FB.VI HX922 ‘EG-F’, Pickard observed

men running from the damaged building and gave the order to return home. Shortly afterwards his aircraft was shot down by a Focke-Wulf Fw 190 from JG 26. Both Pickard and navigator Flt Lt J A Broadley were killed in the action. Their bodies were recovered and laid to rest within St Pierre Cemetery near Amiens.

Although hailed by the RAF as a complete success, the raid was not without controversy. Around 100 prisoners perished as a result of the bombing. In addition, several Resistance members refused to leave as they feared an escape might prompt German retaliation towards

their families. Post-war research has also led some to suggest that the French Resistance may not have requested the ‘op’ and that there were no executions scheduled for February 19.

Whatever the truth of the matter, Operation Jericho certainly involved courageous actions from both those in the air and on the ground, and expert flying in adverse conditions by the Mosquito crews. It also illustrated the aircraft’s potency in the low-level strike role, an ability to take out specific targets of strategic importance, albeit at considerable risk.

WALLS OF JERICHO Adam Tooby’s Jail Breakers depicts Gp Capt Percy C Pickard’s 487 Squadron Mosquito FB.VI HX922 ‘EG-F’ clearing the prison building at Amiens on February 18, 1944. Adam’s company Finest Hour Art uses digital technology to create its striking images. All prints are A2 in size, measuring 23.4 x 16.5in (59.4 x 42cm), and cost £34.95. See the website for details: www.fi nesthourart.com

JERICHOJERICHOJERICHOJERICHOJERICHOSeventy years ago this month a daring Mosquito raid resulted in an unlikely jailbreak

‘Jail Breakers’ by Adam Tooby. www.fi nesthourart.com


26-27_Mossie_fpSBB.indd 27 11/12/2013 19:26

On the afternoon of November 25, 1993, the roar of four Rolls-Royce Conway engines

resonated around Elvington airfield near York. All eyes were fixed on the gargantuan ‘V-Bomber’ that had just touched down – Handley Page Victor K.2 XL231 Lusty Lindy had arrived at her new Yorkshire Air Museum home, following retirement by the RAF.

XL231’s new owner, André Tempest, and a small band of volunteers were determined to keep

the former tanker aircraft in the best possible condition, and to taxi her on a regular basis. Although the hurdles over the years have been many, the members of the team have done just that, and they held a special event to celebrate exactly 20 years after her arrival.

The highlight was an enactment of her delivery, minus the flight of course! At 2.15pm and 30 seconds, Lindy launched from the start of Elvington’s 08 runway and powered along at high speed. At 2.16 precisely

her 32-foot brake parachute was deployed to symbolise her arrival two decades before. The run was completed without a single fault.

Afterwards, André said: “Twenty years ago my father, Gerry, was kind enough to buy the Victor. This 20th anniversary is especially poignant, as due to the terrible disease – cancer – he was unable to be with us in body, only in spirit.” He would surely have been proud of what André and the team have achieved – keeping XL231 going strong for future generations.

Still going strongstrong


PRESERVATION HANDLEY PAGE VICTOR

28-29_V-Bomber_fpSBB.indd 28 03/12/2013 16:22

Still going strong Ian Finch reports from a very special

Victor XL231 celebration at Elvington

LeftThe proud XL231 team at Elvington. VIA IAN FINCH

BelowVictor K.2 XL231 ‘Lusty Lindy’ coming to the end of its 20th anniversary run on November 25. IAN FINCH

Serial Variant Location

XH648 B.1A(K2P) Imperial War Museum, Duxford, CambsXH672 K.2 RAF Museum, Cosford, ShropshireXH673 K.2 Privately owned, RAF Marham, Norfolk. ‘Gate guardian’XL231 K.2 André Tempest at the Yorkshire Air Museum, Elvington, YorkXM715 K.2 Cold War Jets Collection, Bruntingthorpe, Leics.

Cockpits: B.1 XA917, private owner, Cupar, Scotland; B.1A XH592, Phoenix Aviation, Bruntingthorpe, Leics; K.2 XH669 and B.2 XH670, The Cockpit Collection, Rayleigh, Essex; K.2 XL160, the Victor Association, on loan to Norfolk and Suffolk Aviation Museum, Flixton, Suffolk; K.2 XL164, Bournemouth Aviation Museum, Dorset, on loan; K.2 XL190 RAF Manston History Museum, Manston, Kent; K.2 XL191 private owner, Ohio, USA; K.2 XM717, RAF Museum, Hendon, London. A very complete simulator nose section can also be found at the Newark Air Museum (see News, December 2013 issue).

HP Victor Survivors


28-29_V-Bomber_fpSBB.indd 29 03/12/2013 16:23

Flying low-level combat missions on moonless nights in mountainous terrain

is a gut-clenching experience. This was especially true of a mission I flew over Korea in early 1952, long before night-vision equipment or terrain avoidance radar.

I served as a navigator with the USAF’s 13th Bomb Squadron, equipped with Douglas B-26 Invaders at Kunsan, otherwise known as K-8. During this time

I carried out 50 low-level night interdiction missions. [The Douglas Invader had previously been designated as the A-26, but the ‘A for Attack’ category was scrapped by the US Air Force in June 1948, and the A-26 became the B-26. The World War Two era Martin B-26 Marauder had been phased out of service by that point, hence the ‘recycling’ of the designation – ED]

I need to set the stage and describe my ‘office’. A navigator/bombardier entered a glass-nosed B-26 (a

C-model to purists) through a trap door, with built-in steps, under the nose. You climbed in, reached down and pulled up the door and latched it. Then you laid a hinged, flat aluminium panel down to smooth out the floor. Up front was a Norden bombsight, sitting out on a platform surrounded by Plexiglas. There was sheet metal shelf on the left, about elbow high, with some navigational instruments on it. On the right was an APN-9 LORAN set, supposed to provide electronic

WE’RE HIT!WE’RE HIT!

KOREAN WAR B-26 INVADER

RightThe view from an

Invader’s nose over Korea. VIA WARREN

THOMPSON


32-36_Invader_fpNP.indd 32 12/12/2013 15:50

long-range navigation assistance. Behind and above the trap door

was a 6in (15.2cm) platform that you sat on for take-off and landing – usually on a lead-filled flak protector. But throughout most of the mission you knelt on the aluminium panel over the trap door, leaning over the bombsight, with a good view of the action. You held your microphone switch so you could talk to the rest of the crew while you helped the pilot find good targets.

Charles W Hinton recalls a terrifying moment over North Korea




Searchlights locked onOn May 4, 1952, I spent about four hours with one of the real ‘tigers’ of the 13th, Captain Austin Ayotte. I never thought Austin would make it home – but he did. Co-pilot for this mission was Bill Moyna.

We were searching up and down the Purple 11 route in north-west Korea – ‘MiG Alley’ to the jet-jockeys – looking for trains and

trucks. We were working in the mouth of the Yalu River area and it was really well defended.

Some ‘Commie’ (we really called them that) searchlights had locked on us for quite some time and Ayotte was making a dive for a valley to escape them. As we were scrambling to get out of this situation we are being severely sprayed with anti-aircraft fire. The 20mm and 40mm fire came up at you with tracer shells, about

every fifth round. It looked like somebody was using a hose to squirt you with red golf balls.

As the flak arced upwards, it seemed to start out slowly and then speed up as it got closer. You got used to it – well no, you didn’t, you tolerated it. Mostly the tracers didn’t seem very accurate – except when they hit you.

This gunner was doing pretty good. Ayotte opened the throttle wide while in a dive to escape and

“The shells seemed right on us; I think some went over us and some under. I was hiding behind my ‘bullet-proof’ map – which was my

usual practice”

AboveA formation of B-26s

from the 13th BG over North Korea.

VIA WARREN THOMPSON

BelowThis 13th Bomb Group

B-26B is loaded with two napalm canisters during

the early days of the war. CHARLES BARTELS

VIA WARREN THOMPSON



we were going at a high speed. The shells seemed right on us; I think some went over us and some under. I was hiding behind my ‘bullet-proof ’ map – which was my usual practice.

Adrenaline rushThen, BLAM! There was a steady blast of air coming through my compartment. I announced: “Pilot – we’re hit!” Ayotte came back very calmly: “I don’t think so. The airplane seems to be flying normally.”

I was experiencing a hurricane, so something was wrong. I tried to think the problem through. Where was that air coming from?

A jolt of adrenaline went through

my body. My trap door had gone and I was kneeling on a flimsy piece of aluminium. That was all that was between me and the dark void over North Korea.

I stuck one elbow on top of the LORAN set and the other on the aluminium shelf to my left. I squeezed the mike and told Ayotte: “For Christ’s sake don’t pull any ‘Gs’. My trap door is gone!”

Hanging by your elbows over North Korea while you try to inch back to something solid is hard. Try hanging by your elbows for a while.

Finally, I got back to my platform and off the aluminium panel. I lifted it and saw that the hatch was closed. Hmmmm! I still had a gale blowing through the compartment.

Above leftA view of the Norden bombsight and clear vision panels in the nose of a B-26. CORKY SUMNER

Left‘Tiger’ pilot Austin Ayotte, going hunting. CHARLES HINTON

LeftB-26 ‘Versatile Lady’ of the Third Bomb Wing. JOHN HARRIS VIA

WARREN THOMPSON

Below‘Colonel Brady’s Dixie Special’ – a glass-nosed B-26C with the entry hatch open.


I traced the blast of air forward and found a hole in the Plexiglas in front of the bombsight. It was the hinged sheet of plate glass that provided an optically perfect view for the sight.

During our high speed dive to get out of the searchlights, pressure had caused the catch to release and let the glass cover open up. I reached down, closed and latched the plate and all was quiet again.

I was so embarrassed over the ruckus with the little open window that I didn’t remember the rest of the mission which otherwise would have been very exciting. In the diary for the day I noted that we caught a train and worked it over: we damaged the loco and destroyed five cars and got a bullet through our tail fin. On the facing page at the bottom I noted: “Thought I was going to walk home from Purple 11.”

the glass cover open up. I reached down, closed and latched the plate and all was quiet again.

facing page at the bottom I noted: “Thought I was going to walk home from Purple 11.”

Production: Five built at Long Beach, California and 1,086 at Tulsa, Oklahoma

Engines: Two Pratt & Whitney R-2800-27 or -79 Double Wasp piston radials, which produced 2,000hp

Dimensions: Span – 70ft; Length – 51ft 3ins; Height – 18ft 3ins; Wing area – 540 sq ft

Weight: Empty 22,850lbs; Gross 35,000lbsPerformance: Max speed – 373 mph; range 1,400 milesArmament: Six 0.50in guns; 4,000lbs of bombs

Douglas B-26C Invader

“In the diary for the day I noted that we caught a train and worked it over: we damaged the loco and destroyed

fi ve cars and got a bullet through our tail fi n”


This Invader had just joined the unit when the photograph was taken – the 13th BS’s markings had yet to be applied. KEN HIGH VIA WARREN THOMPSON

BelowThe 13th Bomb Squadron’s ramp at Kunsan as the unit’s aircraft are prepared for another round of attacks on North Korea. RAY ANASTOS VIA WARREN

THOMPSON




LEGENDEXAMINING BOTH ITS HERITAGE AND PROFILING A FEW THAT STILL FLY TODAY, WE CELEBRATE AN ICON OF BRITISH AVIATION, THE SUPERMARINE SPITIFIRE.

PAGE 40 – SPITFIRE ACES

PAGE 42 – FLYING HIGH TO VICTORY

PAGE 44 – TWIN-SEAT SPITFIRE FLIGHT

PAGE 48 – SOVIET RED STAR SPITFIRES

PAGE 56 – BIGGIN HILL HERO RISES

An illustration of Supermarine Spitfi re IIa P7966, the mount of Wg Cdr Douglas Bader, by Adam Tooby. www.fi nesthourart.com

39_Spit Opener_fpSBB.indd 39 12/12/2013 18:09


PILOTS

SENIORSENIOR SPITFIRES

RightThe legendary Wg Cdr

Douglas Bader (second from the right) was one of

the fi rst wing leaders in 1941 when he commanded the Tangmere Wing, which

was known as ‘Bader’s Bus Company’. He is

credited with at least 20 ‘kills’ during World War Two, despite spending nearly four years as a

PoW. T R ALLONBY

LeftDouglas Bader fl ew Spitfi re II P7966 ‘DB’ – the code represented his initials, and his ‘Dogsbody’ call sign. The aircraft is pictured at Westhampnett in the summer of 1941. T R ALLONBY

RightSydney-born Gp Capt Clive Caldwell was the most successful Australian pilot of World War Two, with 28.5

kills. RAAF

BelowAfter promotion in 1944, Gp Capt Clive Caldwell was appointed to command 80 Wing in New Guinea where

he fl ew his personal Spitfi re VIII A58-484. VIA R C B ASHWORTH

40-41_Spit Aces_fpSBB.indd 40 11/12/2013 18:18


ANDY THOMAS PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST PAYS A PICTORIAL TRIBUTE TO SOME OF THE MOST SUCCESSFUL SENIOR PILOTS WHO FLEW SPITFIRES IN WORLD WAR TWOSUCCESSFUL SENIOR PILOTS WHO FLEW SPITFIRES IN WORLD WAR TWOSUCCESSFUL SENIOR PILOTS WHO FLEW SPITFIRES IN WORLD WAR TWOSUCCESSFUL SENIOR PILOTS WHO FLEW SPITFIRES IN WORLD WAR TWOSUCCESSFUL SENIOR PILOTS WHO FLEW SPITFIRES IN WORLD WAR TWO

AboveWhen the leader of 251 Wing in the Mediterranean, Wg Cdr E ‘Teddy’ J Morris, wanted to identify his personal aircraft so he used ‘TM’. RAAF

LeftWg Cdr Teddy Morris, a South African, claimed the last of his six victories in the Florence area while leading 251 Wing in the summer of 1944. IAN SIMPSON

BelowThe highest scoring Spitfi re ace was Wg Cdr ‘Johnnie’ Johnson. He led Canadian Wings through 1943-1944 and ended the war with 34 and seven shared victories. CANADIAN FORCES

AboveWhen the leader of 251 Wing in the Mediterranean,

BelowIn the spring of 1944, while with 127 Wing, Johnson fl ew Spitfi re IX EN398 ‘JE-J’ that also carried the Canadian maple leaf insignia. He claimed 17 victories in it. VIA C H THOMAS

AboveWhen promoted to become the commander of the 31st Fighter Group, Lt Col Frank A Hill adopted Spitfi re VIII JF452 as his mount and it carried his initials ‘FA’. F A HILL

LeftOne of the most successful USAAF Spitfi re pilots was Major Frank Hill, who as CO of the 309th Fighter Squadron in Tunisia, claimed seven ‘kills’. F A HILL

40-41_Spit Aces_fpSBB.indd 41 11/12/2013 18:21

IN COMBAT


In mid-January 1944, a big change was on the cards for No.602 (City of Glasgow) Squadron. It had

been flying sweeps over France from its base at Detling in Kent, but was ordered north to the Orkney Islands to defend the vital naval base at Scapa Flow. Relocated to Skeabrae under the command of Sqn Ldr Max Sutherland, the unit had a full complement of Spitfire LF.Vbs, and a trio of Spitfire VIIs for high-altitude interceptions. In contrast to the clipped wings on the Mk.V, the latter

had extended pointed wingtips and wore the special high-altitude blue/grey colour scheme.

During the mid-morning of February 20, Oblt Helmut Quednau of 1(F)/120, a Luftwaffe strategic reconnaissance unit, left Sola airfield in Norway in Messerschmitt Bf 109G-6/R-3 ‘A6+XH’ on a mission to Scapa Flow. He was detected on British radar approaching Orkney at very high level and shortly after noon a pair of Spitfire VIIs were scrambled to intercept. Plt Off Ian Blair led Red

Section in Spitfire MD114 ‘DU-G’, with Flt LT W G Bennetts flying MB763 as his wingman.

TALLY HO!In an interview after the war, Glasgow-born Blair recalled what happened: “We scrambled to intercept a high-flying Me 109 on a recce. In my logbook I have written: ‘Scrambles. 26 min to Tally Ho! A/C destroyed.’ I was in a Mk.VII Spitfire which had a pressure cabin, and we climbed smartly up to

HIGH-FLYINGHIGH-FLYING TALLYBelow

Spitfi re VII MD114 was the aircraft fl own by Ian Blair

in combat on February 20. The pointed wingtips are

prominent.

42-43_Spit Combat_fpSBB.indd 42 11/12/2013 17:55

ANDREW THOMAS OUTLINES A ‘KILL’ BY A OUTLINES A ‘KILL’ BY A OUTLINES A ‘KILL’ BY A OUTLINES A ‘KILL’ BY A OUTLINES A ‘KILL’ BY A SPECIAL HIGH-ALTITUDE VARIANT OF THE SPITFIRESPECIAL HIGH-ALTITUDE VARIANT OF THE SPITFIRESPECIAL HIGH-ALTITUDE VARIANT OF THE SPITFIRESPECIAL HIGH-ALTITUDE VARIANT OF THE SPITFIRESPECIAL HIGH-ALTITUDE VARIANT OF THE SPITFIRE

12,000 feet and spotted a vapour trail. We got to 38,000 feet and the ‘Hun’ turned and dived to starboard at IAS [indicated air speed] of 500 miles per hour. I had two ‘squirts’ at him from a thousand yards then my No.2 passed and closed to 300 yards in the stern, but his guns failed to fire. I then had another go – just three seconds at 100 yards. His starboard wing blew off and the aircraft crashed in the drink with no sign of the pilot.

“My aircraft was struck by pieces of

wreckage and coolant started to leak out. I was half way to Norway – it was a clear day and you could see Norway. I cooled the engine down and managed to get back to Stronsay Island – a little bit north of Skeabrea. I put it down in a peat bog, and the two radiators dug a furrow and [the emergency landing] resulted in me getting two black eyes and a cut on the bridge of my nose. I called up on the R/T that I was OK and I got out and walked to a crofter’s cottage. An old lady opened the door - she

spoke no English, only Gaelic, but she phoned for the doctor who put a stitch in my nose. Next, a Tiger Moth came along – and who came to collect me but Pierre Clostermann [a French ace who finished the war with over a dozen victories] who took me back to base.”

For his effort Blair was awarded the DFC to join his earlier DFM and among the congratulations was a telegram from Admiral Sir Bertram Ramsay, the Commander in Chief Home Fleet.

TALLY

“The ‘Hun’ turned and dived to starboard at 500 miles per hour. I had two ‘squirts’ at him from a thousand yards”


Below leftPlt Off Ian Blair and his fi tter. BOTH IAN BLAIR VIA

DUGALD CAMERON

42-43_Spit Combat_fpSBB.indd 43 11/12/2013 17:58


PILOT TRAINING

Throughout World War Two, one Allied fighter was there matching the enemy at every

level on every front, inspiring pure emotion in those who relied on it with their lives. In recent decades, while admired by millions at airshows, experiencing flight in the Supermarine Spitfire has been the preserve of a very fortunate minority. When the Boultbee Flight Academy launched in 2011, it brought a new accessibility to this aviation classic by offering Spitfire training to pilots worldwide. With a range of courses for ICAO (International Civil Aviation Organisation) Private Pilots Licence holders (including assistance gaining a PPL if required), students can begin with the popular two-day introduction course and progress to the ultimate entry in any pilot’s licence – the full Spitfire type rating. As a follow-on, Boultbee has set up a syndicate offering 1/10th shares in a Spitfire XVI. While warbirds are never cheap, the company has nonetheless introduced a previously unknown affordability to Spitfire ownership. Academy graduates get the opportunity to fly a single-seater, while non-pilot stakeholders will also get their share of fun via Boultbee’s two-seater.

TOPTOP OF THE CLASSRight

Spitfi re Tr.IXs SM520 ‘KJ-I’ (G-ILDA) and ‘QV-I’

(G-CCCA) high above southern England on

November 12, 2013. ALL PHOTOS BY JOHN DIBBS

44-47_Spit 2-seat_fpSBB.indd 44 11/12/2013 17:18


RACHEL MORRIS SAMPLES A FLIGHT IN THE BOULTBEE FLIGHT ACADEMY’S TWIN-SEAT SPITFIRE



PILOT TRAINING

IN THE COCKPITThis experience was perfectly demonstrated when Boultbee invited the author into the back seat for a two-ship photo sortie on November 12. After being strapped in to the academy’s Tr.IX G-ILDA, pilot John Dodd yelled ‘clear prop’ and the Rolls-Royce Merlin roared into life. With 1,670hp bridled in that legendary powerplant, the vibrations that ran through the airframe penetrated the soles of my feet and moved up through my body. The chills on the back of my neck then turned into an irrepressible grin, arising from the knowledge that I was strapped in to one of history’s most famous fighters.

Lining up on the runway, John opened the throttle and as we got aloft, the Aircraft Restoration Company’s Tr.IX G-CCCA (which Boultbee uses when required), rose alongside in close formation. Once airborne, the starboard side horizon boasted a spectacular autumnal sunset with the sun’s rays bursting through the clouds. To our port, the other Spitfire was tucked in tight. Gazing out across those iconic elliptical wings with their proud RAF roundels took my breath away. The decades slipped away as my imagination was inevitably sparked by those who risked their lives to fly this magnificent machine in combat.

GOODWOOD’S FINESTThe Boultbee fleet occupies Hangar 8 at charming Goodwood airfield on the English south coast. Known during World War Two as Westhampnett, the picturesque grass strip hosted the Spitfires of 602 Squadron during the Battle of Britain. In July 1942, the USAAF’s 308th and 309th Fighter Squadrons, 31st Fighter Group, arrived without aircraft. Stateside they trained on Bell P-39 Airacobras, but these were deemed unsuitable for fighting the Luftwaffe and were left behind. Instead they were launched into action with the Spitfire Mk.Vb, earning the accolades of being the first complete Fighter Group on British soil and the first operational within the USAAF’s VIII Fighter Command.

Seven decades on, Goodwood’s timeless atmosphere makes it easy to picture the field bustling with Battle of Britain or 31st FG activity. Thanks to Boultbee, another generation of British and American pilots can now commandeer the controls of a Spitfire over England’s historic skies, creating exhilarating memories that will last forever. www.boultbeeflightacademy.co.uk

The author and photographer would like to thank Matt Jones and the Boultbee Flight Academy. G-ILDA was flown by John Dodd, with John Romain piloting G-CCCA. Tim Ellison flew the cameraship.

“The Boultbee fl eet occupies Hangar 8 at charming Goodwood airfi eld on the English

south coast. Known during World War Two as Westhampnett, the picturesque grass strip

hosted the Spitfi res of 602 Squadron during the Battle of Britain”

Tr.IXs SM520 at the end of the working day.



PILOTS

“I shot down my first Spitfire in Russia. It was at Krymskaya, and when I reported it there

was a lot of talk... Next day, there they were – we saw many of them.”

That’s how Luftwaffe ‘ace’ Günther Rall recalled his first Spitfire ‘kill’ in May 1943, highlighting an all too often overlooked combat theatre for R J Mitchell’s superb fighter.

Soviet personnel got their first taste of a Spitfire in the most surprising of places: Germany. In March 1941 – before the outbreak of war between the two nations – the Germans showed a captured Mk.Ia to a Soviet delegation and allowed test pilot S P Souproun to sample it. He made two flights and was clearly impressed. He liked its excellent stability and controllability. The only shortcomings noted were its low fuel capacity and lack of cannons and large calibre machine-guns.

Everything changed six months later when Germany invaded the USSR, and what the Soviets called the Great Patriotic War began. Now allied to Britain, the Soviets could formally acquaint themselves with Spitfires. In August 1941 several British types, including the Supermarine fighter, were demonstrated to a contingent of Russian aviation specialists at Duxford. On the 20th, a pilot from the group made a trial flight.

Initially, the British were planning to provide only Hurricanes, but during negotiations in Moscow in October Lord Beaverbrook, the Minister of Aircraft Production heading the British delegation, also offered Spitfires. Stalin asked for an all-Spitfire force, but this was declined.

As an olive branch, Beaverbrook offered to increase the number of

Hurricanes. Then Stalin decided that the simultaneous introduction of two different types would be too difficult for the Worker’s and Peasant’s Red Army Air Force and accepted only the Hurricanes. People’s Commissar of the Aviation Industry, Aleksei Shakhurin, tried to dissuade his leader but with no luck. Stalin’s decision delayed the appearance of Spitfires in large numbers in the

RED STARRED STAR SPITFIRES

“In March 1941 – before the outbreak of war between the two nations – the

Germans showed a captured Mk.Ia to a Soviet delegation and allowed test pilot S P

Souproun to sample it”

RightA 2 GvIAK Mk.Vb fi tted

with the Soviet RPK-10M radio direction fi nder at Leningrad in 1945. Note its circular aerial aft of

the cockpit.

RightGround crew painting

a red star in place of a British roundel.

48-55_Spit Reds_fpSBB.indd 48 11/12/2013 17:28


SPITFIRES VLADIMIR KOTELNIKOV REVEALS THE FIGHTER’S COMBAT CAREER WITH SOVIET FORCES

AboveRed star Spitfi res Vb being prepared at Abadan.

LeftLF.IX of 26 GvIAP, Leningrad Air Defence Forces, 1945. ALL ARTWORK

BY ANDREY YURGENSON

UNLESS NOTED

LeftLt Col V Matsievich, Commander of the 26 GvIAP and an LF.IX. GENNADY PETROV ARCHIVE

completion of the task on November 11, these were also left behind at Vaenga.

RAF Spitfires flew for the last time to the Kola Peninsula in March 1944, and operated until the end of

May. Only two of 542 Squadron’s machines got through and one

of these was written off on April 19.

from the Shetland Islands in the spring of 1943, led by Sqn Ldr

Robinson of 543 Squadron. They were to provide information to

help in the planning of Operation Bron, a

diversionary raid by midget submarines against the Tirpitz, anchored at Altenfjord in northern Norway. After

USSR for almost two years.

GIFTS LEFT BEHINDDespite this, several Spitfires reached the USSR – PR.IV reconnaissance versions left behind by RAF detachments based at Vaenga, near Murmansk. These arrived in September 1942 as part of the air cover for convoy PQ.18, Operation Orator. When this was completed, two airworthy and one damaged PR.IV were presented as a gift to Air Force of Soviet Northern Fleet on October 20, 1942.

Three more PR.IVs were flown to Vaenga



SOVIET SERVICE

As before, when the work was done, the remaining example was presented to the Soviet Northern Fleet.

All seven PR.IVs were taken on by 28 Independent Reconnaissance Aviation Squadron (Russian abbreviation ORAE) during the course of the war. This unit was later merged into 118 Independent Reconnaissance Aviation Regiment (ORAP). As of January 1, 1943, the squadron had three Spitfires, two Tupolev SBs and four Petlyakov Pe-3s in service. Northern Fleet Spitfires were flown by experienced pilots who had been trained pre-war; often these were former flying school instructors.

These pilots rated the Spitfire highly - it was fast, manoeuvrable, simple and comfortable to fly. At altitude it could leave behind any German or Soviet type. It could also take a lot of punishment. Captain Platonov returned safely from a reconnaissance mission with a hole in the wing

As before, when the work was done, “though which the land could be seen”. Spare parts were a constant problem but Russian technicians were very inventive. For example Lt Manochkin fitted the wheels from a Mikoyan-Guryevich MiG-3 fighter onto a PR.IV.

As a naval unit, 118 ORAP’s main recce targets were naval bases in northern Norway, with Altenfjord top of the list. On May 7, 1943, Soviet Spitfires successfully photographed the Scharnhorst and Admiral von Scheer, among other warships in the fjord.

One of the Northern Fleet’s best pilots was Captain El’kin (later a Hero of the Soviet Union) and in September 1943 he managed to reach Altenfjord in thick cloud. At about 160ft (50m), and in heavy rain, he made his first pass, before deciding to circle until the visibility improved. Thirty minutes later he made three runs, bringing back

superb images after six hours in the air. Unfortunately, on a mission to Narvik on February 29, 1944, El’kin failed to return. The wreckage of his PR.IV was discovered in Norway in 1993.

By February 1945 only two recce Spitfires remained serviceable. In 1946, the last survivor of seven PR.IVs was presented to the Museum of the Northern Fleet in Murmansk. Its final fate is unrecorded. In 1943, a Spitfire Vb was modified in a similar manner to the PR.IV by removing the armament, increasing

AboveAdjusting the armament

at Abadan before delivery.

RightA Spitfi re V, modifi ed in

the USSR for photo-recce similar to the PR.IV,

during tests at the NII VVS in 1943.


fuel capacity and installing cameras. That May it was tested at the Flight Research Institute of the Air Force (NII VVS) and was highly regarded.

HURRICANES ECLIPSEDHurricanes were proving to be inferior to the Luftwaffe’s Messerschmitt Bf 109Fs, and the High Command of the Red Army Air Force began to insist on the supply of Spitfires. On September 25, 1942, First Deputy of Air Force Commander G A Vorozheikin wrote to Stalin asking him to press the

point that by the end of the year the majority of British-supplied fighters should be Spitfires, and that from the New Year deliveries be exclusively of the type. The Soviet Ambassador, I Maiskyi, relayed this request on October 4.

Five days later Churchill responded by confirming delivery of 150 aircraft plus another for use as spare parts. The Spitfires bound for the USSR had all seen service with the RAF and were overhauled and brought to a common standard before shipment. The TR1133 VHF radio sets were replaced by earlier TR9D models, but as far as the Red Air Force was concerned these were still acceptable. They would be shipped to the Middle East and then ferried along what was known as the Southern Route, via Iraq and Iran. On January 10, 1943, the vessel City of Derby delivered 35 Mk.Vbs to Basra and the remainder of the batch arrived by the end of March.

A total of 143 Mk.Vbs were accepted for service at Shaibah airfield in Iraq. Red stars were applied and the fighters were ferried through Iran to Azerbaijan. Pilot conversion training was undertaken at Adji-kabul, in Azerbaijan, by 25 Reserve

Aviation Regiment (ZAP). First regiment to convert was 57

Guards Fighter Aviation Regiment (GvIAP), headed by Lt Colonel A Osipov, which gave up its last four Polikarpov I-16s fighters in February 1943. Initially, the regiment was provided with just one Spitfire, which was thoroughly studied but not flown because there was no flight manual available. Later, Osipov risked a sortie and found the task to be surprisingly simple: the Spitfire was much easier to fly than the austere I-16. As more pilots mastered the new fighter, shuttle flights were set up to ferry more examples from Tehran.

On April 23, Spitfires landed at Krasnodar near the frontline and 57 GvIAP was incorporated into 9 Guards Fighter Aviation Division (GIAD) of the 4th Air Army. Soviet troops were being prepared for a new offensive and the immediate target was Krymskaya, the German main strong point in the region. Combat sorties started on the 28th but Soviet anti-aircraft artillery and fighters attacked the unfamiliar Spitfires. Eventually it became necessary to arrange a tour around neighbouring regiments to demonstrate the new type on the ground and in the air.

fuel capacity and installing cameras. That May it was tested at the Flight

“The Spitfi res bound for the USSR had all seen service with the RAF and were overhauled and brought to a common standard

before shipment”

AboveA PR.IV during tests at NII VVS.

LeftAn unknown Spitfi re pilot of the 26 GvIAP, Leningrad. GENNADY PETROV

ARCHIVE

BelowA Mk.Vb of an unknown Guards regiment. GENNADY

PETROV ARCHIVE



SOVIET SERVICE

On April 29, the unit made 28 sorties covering bombers and attack types and 23 ground support sorties. Four air combats also took place that day but there were no ‘kills’. This was probably due to outdated Soviet tactics: fighting in the horizontal, whereas the Spitfire was superior in vertical manoeuvring. According to the opinion of 57 GvIAP pilot A L Ivanov, the British type surpassed both the Yakovlev Yak-1 and Lavochkin La-5 in this regard.

The enemy’s prowess also should not be underplayed, however. The opponents were the hand-picked elite of JG 3 and JG 52, including Günther Rall who is quoted at the beginning of the article. But Spitfires with red stars were shortly to make their mark.

INTO COMBATNew tactics were adopted, and on May 3 successes where chalked up in a very active day. Four Spitfires, led by Sr Lt Soldatov, attacked a group of Heinkel He 111s near Neberdjevskaya. One of the bombers was shot down by Soldatov, and the others dumped their bombs and dived away.

Later, four Spitfires engaged 18 Luftwaffe bombers and 12 fighter escorts and one of the

latter was downed. At dusk, 18 He 111s, supported by ten Bf 109s, approached the front. Eight Spitfires of 57 GvIAP attacked the escorts while two others Spitfires struck the bombers. One He 111 exploded and another started to emit smoke but escaped. On that famous day, the regiment shot down nine enemy aircraft in 52 sorties. Within six days the total of ‘kills’ had reached 26.

Air combat activity around Krymskaya was intensive, with pilots usually making four or five sorties a day. On the 8th, four Spitfires led by Soldatov were to cover Ilyushin Il-2 ‘Shturmoviks’ on a raid to an enemy airfield near Krymskaya. On the way to the rendezvous with the Il-2s the Spitfires were attacked by eight Bf 109s. The Soviet pilots shot down one Bf 109 for the loss of Lt Martinov.

During the combat, Lt S Azarov saw that Soldatov was being attacked by two Bf 109s. Out of ammunition, Azarov shielded his leader by putting his Spitfire in the line of fire. Azarov’s fighter caught fire and he baled out, but he was seen to be on fire as he descended on his parachute. Azarov died of his wounds and was posthumously awarded with the Star of the Hero of the Soviet Union.

On May 15, the regiment moved

to Slavyanskaya and intensive air combat continued. By 10am on the 28th the unit had achieved six victories. But losses with the 57 GvIAP were increasing and serviceability decreasing. On average, each shot-down Spitfire made 32 sorties.

The regiment badly needed spare engines, and as a stopgap technicians put washers made of empty tins over the piston rings to keep them in service. At the end of June, 57 GvIAP received an order to hand over its remaining Spitfires. On the 14th the unit started to convert to Bell P-39 Airacobras.

At the beginning of August, another Spitfire squadron appeared at the front – Major V Chalov’s 821 Fighter Aviation Regiment (IAP) with a complement of 29 aircraft. As part of 8th Air Army, the unit fought in the area of the Molochnaya river and was based in Shakhty and Chapayevka.

The Spitfires were used mostly to support land forces over the front line, because their worn-out engines frequently failed and 821 IAP suffered many forced landings. Nevertheless, only one Spitfire was written off for non-combat reasons.

On the 9th, Jr Lt Lobachev ran out of ammunition during combat with a pair of Bf 109s. While returning

SOVIET SERVICE

RightMk.Vb ‘65’, Moscow, 1945.

RightMk.Vb ‘538’ of an

unknown Guards unit.

“At dusk, 18 He 111s, supported by ten Bf 109s, approached the front. Eight Spitfi res of 57 GvIAP attacked the escorts while two

others Spitfi res struck the bombers. One He 111 exploded and another started to emit smoke but escaped”



to base, he spotted an Fw 189 and decided to ram the enemy twin-boom observation type. Using the Spitfire’s wing like a scythe, Lobachev cut off the tail of the Fw 189; the German crew baled out and became prisoners.

By the 26th, five Bf 109s, three Focke-Wulf Fw 189s, one Fw 190 and one Junkers Ju 87 had been shot down or, in the case of Lobachev, brought down. Regiment losses were not high; nine aircraft, including the one written off in an accident. As with 57 GvIAP, keeping good serviceability was tough work. Parts were always the problem – not one of the promised 50 ‘spares’ airframes ever arrived. On August 26, the regiment was recalled for conversion and did not use Spitfires again.

DEFENDING THE CITIESAlthough the brief era of the Mk.V over the frontline was at an end, the type’s excellent high-altitude characteristics were extensively utilised in the defence of Moscow. Twenty Mk.Vbs were delivered for this purpose in 1943, and used by 16 and 67 IAPs.

From July 1942 the Germans began to use Ju 86Rs for high-altitude reconnaissance flights over the Soviet capital. Flying at up to 13,000m (42,650ft) these were inaccessible for anti-aircraft guns and fighters based in the Moscow region.

On August 22, 1943, a pair of Spitfires of 16 IAP, together with 13 fighters of different types, took

MK.V: TEST CENTRE VERDICT

Top leftPilots of 26 GvIAP and a Spitfi re IX-UTI two-seater.

Top rightDecreased gross weight Mk.Vb of the 24 Squadron of Naval Aviation installed on the catapult of the ‘Molotov’, September 1944.

AboveA Spitfi re, minus its cannons, on the catapult trolley of the ‘Molotov’ cruiser.

LeftA pilot on the wing of an LF.IX. GENNADY PETROV

ARCHIVE

were always the problem – not one of the promised 50 ‘spares’ airframes ever arrived. On August 26, the regiment was recalled for conversion and did not use Spitfires again.

Although the brief era of the Mk.V over the frontline was at an end, the type’s excellent high-altitude characteristics were extensively

Twenty Mk.Vbs were delivered for

During May and June 1943, Soviet test pilots evaluated the Spitfi re V. They concluded that the type was easy and simple to pilot, even for those rated lower than average. The Merlin 46 developed 1,165hp (869kW) at 19,000ft while the Klimov M-105PA (the main Soviet engine installed on the fi ghters of 1941-1942) gave only 1,050hp at 13,125ft. With an almost equal fl ying weight to the Yakovlev Yak-1 fi ghter, the Spitfi re Vb had better altitude characteristics and a higher service ceiling. In terms of armament, the Mk.Vb surpassed all Soviet fi ghters of the fi rst half of 1943. Two cannons and four machine-guns provided a salvo fi ring weight of 7.6lb (3.45kg) per second. This characteristic was exceeded only later by the Yak-9T. In contrast to Hurricane, which was also utilised in the USSR for ground support, Spitfi res were used only as ‘pure’ fi ghters and did not undergo local modifi cation with bomb racks or rails for rocket projectiles.

A Spitfi re Vb during tests at NII VVS, May 1943. GENNADY PETROV ARCHIVE



SOVIET SERVICE

off to intercept a Ju 86R which had been hanging around over Moscow for 90 minutes. Not expecting any opposition, the daring German pilot was teasing the air defences.

Only one of the defenders, Spitfire pilot A Semenov, was able to approach the enemy. Reaching 37,750ft – the extreme limits of the aircraft – Semenov spotted the Junkers 1,640ft above and ahead. He managed to continue climbing and made several shots, but the guns froze and failed after a couple of seconds.

Another Junkers was back over the city on September 6. Jr Lt Zernov coaxed his Spitfire up toward the intruder but the oxygen in the breathing system was fully consumed before he got to firing distance.

Three (or two, according to other sources) Mk.Vbs were delivered in the summer of 1943 to 2 Guards Fighter Aviation Corps (GvIAK), which protected Leningrad. For some time these machines flew with 26 GvIAP. Spitfires Vbs served with anti-aircraft defence regiments until the end of war – 12 were listed in records at the end of 1945.

NAVAL SPITFIRESSeventeen Mk.Vbs were handed over to Naval Aviation. Almost all of them were delivered to the Air Force of the Black Sea Fleet, in particular to 3rd Squadron of 7 IAP, which was tasked with providing air cover for the fleet bases on the Black Sea coast. The regiment had mixed equipment,

including MiG-3s, Curtiss P-40E Warhawks and even Polikarpov I-15bis biplanes. As of November 1, 1944, ten Spitfires were on the 7 IAP service list.

There were plans to use Spitfires as catapult fighters to protect big warships in a similar manner to the British CAM-ship Hurricanes. At the

off to intercept a Ju 86R which had MK.IX: TEST CENTRE VERDICT

Soviet pilots evaluated the LF.IX in September 1944. Testing showed that with its powerful and high-altitude engine, it had a considerably greater service ceiling than any serial production Soviet fi ghters of the time. The LF.IX steadily reached an altitude of 41,000ft and the HF.IX version, tested during May-August 1945, climbed to 42,979ft. This was 8,040ft higher than the service ceiling of the Yakovlev Yak-9U and 7,700ft more than the Lavochkin La-7. The British fi ghter also surpassed them on climbing speed and fi repower.

An LF.IX during tests at the NII VVS, September 1944. GENNADY PETROV ARCHIVE

“During 1944 the USSR requested delivery of 1,200 Spitfi re IXs and Britain agreed to

supply 1,050... In the beginning, Britain provided overhauled examples... but these were soon followed by ones straight off the

production lines”

TopA Soviet Spitfi re LF.IX in

fl ight. GENNADY PETROV

ARCHIVE

AbovePilots and ground crew

of the 2 GvIAP, Leningrad area, 1945. GENNADY PETROV

ARCHIVE

Above rightA PR.IV, based on a

written description as no photos are available. Note

the name ‘Mable’ which probably dates back to

the aircraft’s RAF service. In 1944, this Spitfi re was

fl own in the 3rd Squadron of the 118th ORAE.


end of 1943, a facility in Leningrad began design work to put a catapult on a warship, and work to modify the Black Sea Fleet cruiser Molotov started the following year.

In the autumn of 1944, ten Spitfires were transferred to the specially formed 24 Aviation Squadron of Ship-based Aviation based at Alma-Tomak airfield. During the war no Spitfire catapult launches were made, but in 1946 one example was flown off the Molotov.

MK.IXS IN QUANTITYDuring 1944 the USSR requested delivery of 1,200 Spitfire IXs and Britain agreed to supply 1,050. The first six were delivered to Basra on board the City of Eastbourne. In the beginning, Britain provided overhauled examples that had seen service with the RAF, but these were soon followed by ones straight off the production lines. In total, the Soviet Union received 1,183 of LF.IXs and a pair of HF.IXs. Additionally, nine of the externally similar LF.XVIs were supplied.

The LF.IX was significantly inferior to the newest Soviet fighters at low and middle altitudes. Its airspeed at

ground level was 100km/h (62mph) slower than an La-7. Therefore, it was decided not to use Spitfires at the front, and almost all were transferred to anti-aircraft defence aviation regiments. In 1944, a total of 297 Spitfires were issued to 26 and 27 GvIAPs (Leningrad region), 16 and 177 IAPs (Moscow region), 767 IAP (Murmansk region).

The Mk.IXs got a warm welcome at the units. Pilot A Kacharovsky of 767 IAP recalled that flying a Spitfire was easy and similar to a Yak-1, but manoeuvrability was slower, even on examples with clipped wings. By the end of hostilities in Europe, 26 out of a total of 81 air defence regiments were equipped with Spitfires. As of May 1945, records note 843 Mk.IXs in service with such units.

When in use as an interceptor in the ‘big skies’ of the USSR, one of the drawbacks of the Spitfire was its lack of navigation equipment and systems for targets detection in bad visibility. At the end of the war two examples from 26 GvIAP were equipped with the RD-1 television system. The image from the ground radar station’s cathode-ray tube (with details of the region applied

over it) was transferred to a screen in the fighter’s cockpit. Regiment Commander, Lt Col V Matsievich and Captain N Scherbina tested these aircraft.

POST-WAR USESpitfires continued in Soviet service after the end of war, mostly until 1947-1948, but some units still had examples in 1951. For instance, 177 IAP converted from Spitfires to Yak-17 jets at Yaroslavl in 1948.

Spitfires played an important role in the training of high-altitude fighter pilots in the post-war years, smoothing the transition to jets. Several were modified to two-seater Spitfire IX-UTI status (UTI - Uchebno-Trenirovochnyi Istrebitel or Training Fighter) and sometimes dubbed as ‘Spitfire 9Us’. These had a second enclosed cockpit and full set of flight controls for an instructor behind the standard cockpit. The prototype of this conversion was tested in October 1945. Modifications were performed by air force repair shops, and UTIs were spread around the regiments.

Parachutist V Romanyuk made a world record delayed drop on September 25, 1947, bailing out from a Spitfire IX-UTI from 43,000ft. He fell for 107 seconds before opening his parachute and landing safely. The joy of this achievement was very soon replaced by sadness, as on the same day N Amitaev was killed in the delayed drop from another UTI over Podolsk. The tube of his oxygen device broke.

While the combat career of Spitfires on the Russian front was fairly modest, the type gained a noteworthy position in the history of Soviet aviation.

September 25, 1947, bailing out from a Spitfire IX-UTI from 43,000ft. He fell for 107 seconds before opening his parachute and landing safely. The joy of this

Amitaev was killed in the delayed

Below leftAn air defence force Spitfi re LF.IX after a crash, late 1940s. IMAGES FROM

THE ARCHIVE OF VLADIMIR

KOTELNIKOV AND GENNADY

PETROV UNLESS NOTED

BottomAn airfi eld used by the 26 GvIAP, Leningrad, 1945. GENNADY PETROV ARCHIVE

over it) was transferred to a screen over it) was transferred to a screen



WARBIRDS

SWEETSWEET SIXTEENAfter countless hours of

engineering work, the Spitfire Company (Biggin Hill) Ltd

successfully test flew one of its latest restorations, Supermarine Spitfire XVIe RW382 (G-PBIX), from the Kent airfield on September 18, 2013. As well as being an important achievement, the flight was also something of a reunion for its pilot, Clive Denney. He was involved in its first rebuild many years ago and had last flown this Spitfire some 22 years before.

Built at Castle Bromwich, RW382 rolled off the production line on July 20, 1945, just months after the war’s end. As a LF.XVIe this aircraft was identical to a Mk.IX, except for its Packard Merlin 266 engine and low-altitude fighter (LF) configuration, with ‘low back’ fuselage and clipped wings. After a period of storage with 6 Maintenance Unit (MU), RW382 was allocated to 604

(County of Middlesex) Squadron, Royal Auxiliary Air Force. Arriving on April 1, 1947, it was coded ‘NG-C’ and served with No.604 for three years. When the squadron re-equipped with de Havilland Vampire jets, RW382 endured more time in storage at RAF Lyneham before going to 3 Civilian Anti-Aircraft Co-operation Unit (CAACU) at Exeter in June 1951.

No.3 CAACU was managed by Exeter Airport and provided target towing, testing and instrument calibration for all three branches of the military, using types such as the Bristol Beaufighter, de Havilland Mosquito, Spitfires F.XXI and LF.XVIe, and later, jets. After four months’ duty with 3 CAACU, RW382 went to the Control and Reporting School at Middle Wallop. Set up by Fighter Command in 1940, the school used Spitfires to teach controllers radar skills.

On July 14, 1953, RW382 was flown to 45 MU at Kinloss, and two weeks later to 29 MU at High Ercall in Shropshire. It was eventually struck off military charge on December 14, 1954.

ON GUARDAfter a period of use as an instructional airframe, RW382 was repainted in preparation for the duties that would occupy its next four decades. Wearing the scheme of RW729 ‘DW-X’, RW382 became a gate guardian at RAF Leconfield in East Yorkshire during 1957. A brief respite came with the 1968 Battle of Britain film, when it was loaned out to feature as a static aircraft. In 1973 the airframe returned to its gate guardian task, mounted on a pole at RAF Uxbridge’s main entrance. It remained there until 1988 when Tim Routsis of Historic Flying Ltd (HFL) obtained Ministry

BelowPeter Monk at the controls

of the newly restored RW382. ALL JOHN DIBBS

UNLESS NOTED

56-60_Spit Biggin_fpSBB.indd 56 11/12/2013 18:04


of Defence agreement to remove RW382 and replace it with a replica Spitfire, thus marking the start of HFL’s famous gate guardian restorations.

Wearing its original style paint scheme and ‘NG-C’ code, RW382 was returned to airworthy status at HFL’s Audley End base on July 3, 1991. Both Tim Routsis and Clive Denney completed their first solo Spitfire flights in the airframe. Although purchased by David Tallichet of the Military Aircraft Restoration Corporation, California, RW382 was kept at Audley End until 1995 when it was dismantled and shipped to the US. The airframe was involved in a crash that sadly killed its pilot in California three years later.

Returning to the UK several years after, a complete rebuild started in 2005 at Airframe Assemblies on the Isle of Wight. The fuselage arrived

with the Spitfire Company (Biggin Hill) in February 2011, and the company completed the restoration and applied the paint scheme. To commemorate the only Mk.XVI squadron ever based at the airfield, India X-Ray carries 322 (Dutch) Squadron markings, complete with the ‘3W-P’ code. Now returned to airworthy status, RW382 will be operated by the Biggin Hill Heritage Hangar and is set to remain there for the foreseeable future.

NO.322 (DUTCH) SQUADRON RW382 wears the RAF roundels and bright orange Dutch triangles that adorned 322 (Dutch) Squadron fighters. When Hitler’s Blitzkrieg swept through Europe, a number of pilots and engineers from the Netherlands managed to escape to England via France. Many of them joined 167 Squadron. On June

RACHEL MORRIS PROFILES SPITFIRE XVIE RW382, WHICH HAS RECENTLY RE-FLOWN AFTER A MAJOR OVERHAUL

SPITFIRE LF.XVI SPECIFICATIONS

Construction: 20,351 Spitfi res of all models were built including 1,054 of the Mk.XVI. Prototype Mk.IXs fi rst fl ew in early 1942. The XVI was essentially a late model IX (from October 1944) with a Packard Merlin engine.

Powerplant: One 1,720hp (1,282kW) Packard Merlin 266 driving a four-bladed propeller.

Dimension: Span 36ft 10in (11.23m). Length 31ft 1in. Height 12ft 8in. Wing area 242.1 sq ft (22.48m2).

Weight: Empty 6,200lb (2,812kg). Normal loaded 7,500lb.

Performance: Max speed 408mph (657km/h) at 25,000ft (7,620m). Rate of climb 4,100ft per min. Service ceiling 43,000ft. Normal range 434 miles (698km).

Armament: Two 20mm cannon and two 0.50in machine guns. Max bomb load 1,000lb (454kg).

“...the fl ight was also something of a reunion for its pilot, Clive Denney. He was involved in its fi rst rebuild many years ago and had last fl own this Spitfi re

some 22 years before”



WARBIRDS

“No.322 Squadron had its busiest day against the Divers on June 29, fl ying 62

sorties and destroying ten V-1s. By the end of July its pilots claimed 100 kills”

AboveThe Spitfi re’s immaculate cockpit. MARK WAGNER

RightStencilling detail on the Spitfi re’s rear

starboard side fuselage



12, 1943, it was decided that 167 should become a dedicated Dutch outfit and 322 (Dutch) Squadron was formed. The unit started out with Spitfire Vs, mainly flying escort sorties for medium bombers, but in March 1944 it received the Spitfire Mk.XIV. Within months, its operational focus changed dramatically.

On June 13, the first Fieseler Fi 103 pilotless flying bomb landed in England. After the success of D-Day and with the Blitz long behind them, Londoners were not prepared for Hitler’s Vergeltungswaffe 1 (V-1, revenge weapon 1). Launched from sites along the northern occupied coastline, the next three days saw

more than 70 of the bombs reach England’s capital. Carrying a one tonne payload, the V-1 was powered by an ominous-sounding pulse jet engine that earned it the nickname Buzz bomb or Doodlebug. The terrifying new weapon quickly wrought devastation upon the city, inflicting casualties and inducing great anxiety as the daily attacks grew in intensity. Code-named ‘Divers’ by British intelligence, new air defence tactics were swiftly put into action. The fast Griffon-powered Spitfires of 322 Squadron were deemed perfect for the risky business of knocking the V-1s out of the sky.

The unit claimed its first V-1

kills on June 18, with Flying Officers Meljiers and Burgwal both succeeding in destroying a bomb each. Soon after, 322 joined forces with 91 Squadron to form 24 Wing, lead by Wg Cdr Bobby Oxspring.

No.322 Squadron had its busiest day against the Divers on June 29, flying 62 sorties and destroying ten V-1s. By the end of July its pilots claimed 100 kills. The advancing Allied armies in occupied Europe began to slow the barrage of flying bombs as the launch sites were overrun and on August 10, 322 Squadron was taken off the anti-Diver task. By that time it had claimed 128 V-1 kills, with seven pilots reaching ace status. With

AboveSpitfi re RW382 in the late afternoon sun.


a final total of 24 claims, Fg Off Rudi Burgwal was the unit’s highest-scoring pilot. Sadly, Burgwal went missing during an escort mission on August 12.

A MOVE TO BIGGINThe squadron was re-equipped with the Spitfire Mk.IX and re-tasked with close air support for troops, ground attack and fighter escort duties. In November 1944, the unit moved to Biggin Hill and was given the new Spitfire Mk.XVIe for missions over Europe. The following January it moved to the continent,

occupying several ‘home’ bases in the Netherlands before pushing on to Germany. Disbanded in October 1945, the squadron number was given to the Royal Netherlands Air Force and is still in use today.

The author and photographer would like to thank Peter Monk who flew RW382 for the photo sortie and Andy Hill who piloted the cameraship. For further reading the author recommends Griffon Spitfire Aces by Andrew Thomas, Osprey Publishing, and Spitfire Flying Legend by John Dibbs and Tony Holmes, Osprey Publishing.

“...with a fi nal total of 24 claims, Fg Off Rudi Burgwal was the unit’s highest-scoring pilot. Sadly, Burgwal went missing

during an escort mission on August 12”

BelowThe Spitfi re at rest at

Biggin Hill.

WARBIRDSWARBIRDS


62-63_Centres_fpSBB.indd 62 03/12/2013 16:34

Peter Monk fl ying Biggin Hill-based Supermarine Spitfi re LF.XVIe RW382. JOHN DIBBS

62-63_Centres_fpSBB.indd 63 03/12/2013 16:34

Spotlight

66 Origin and history

68 Inside the RAF bomber

70 Men behind the Whitley

78 Artwork -Coastal Command

80 In combat - courage in the air

88 From the archive

Spotlight this month focuses on an often overlooked World War Two bomber – Britain’s Armstrong Whitworth Whitley.

Main pictureA 58 Squadron Whitley crew with their aircraft at Finningley in 1939. VIA ANDY THOMAS

22 Pages in detail

Armstrong Whitworth

Whitley

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Armstrong Whitworth Whitley

Spotlight

With the benefit of hindsight it is tempting to regard the Armstrong

Whitworth Whitley as a crude forerunner of the more fit-for-purpose bomber designs that rapidly followed. In fact, though it failed to gain the ‘fame’ that later aircraft would, the Whitley fulfilled a significant role for the RAF, especially in the early war years. Although its place in history has often been overlooked, it was used extensively – and often effectively – in the hands of many courageous crews.

Armstrong Whitworth was a major British manufacturing company specialising in aircraft, shipbuilding and locomotives. Having merged with Vickers in 1927, its aircraft division was bought out by J D Siddeley and became a separate entity. Of the many machines it produced both before and afterwards, the Whitley was built in the greatest numbers.

Early daysAs the British Government entered its rearmament programme in the 1930s, the AW.38 Whitley was designed to meet an Air Ministry specification for a heavy bomber. Compared to the later Avro Lancaster, Short Stirling and Handley Page Halifax, the Whitley seemed far from ‘heavy’, but in the early part of World War Two it was capable of carrying the largest bombs available to the RAF.

Designed by John Lloyd, Whitley prototype K4586 first flew on March 17, 1936, from Baginton (now Coventry Airport) in Warwickshire, piloted by Alan Campbell-Orde. It was powered by two 795hp (593kW) Armstrong Siddeley Tiger IX radial engines. These were swapped for Tiger XI units in the second prototype. The same engines equipped the first production Whitleys but were rapidly upgraded in subsequent variants. The Whitley Mk.V, by far the most numerous version,

Scrutinizes the history of...

The Armstrong Whitworth

WhitleyWe examine the history of the Whitley,

one of three medium bomber types in RAF service

when World War Two began


WhitleyWhitleyThe Armstrong Whitworth

WhitleyThe Armstrong Whitworth

AboveWhitley Mk.V

T4149 took part in rocket assisted take-off trials at

Farnborough. One of the rocket pods can

be seen below the wing.

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Origin & history


-plus were produced during the war years

SPOT FACT The Mk.III was the � rst Whitley to feature powered gun turrets

In Britain’s fi rst attempt to drop soldiers behind enemy lines, Whitleys were tasked with delivering paratroopers to Calitri in southern Italy, where they were to destroy an aqueduct which supplied water to several ports used by the enemy. Six aircraft from 78 Squadron were converted into troop carriers for the ‘op’ on February 10, 1941.

A combination of mechanical failures and navigational errors led to some of the men and equipment landing in the wrong area, but the remaining soldiers succeeded in disabling the aqueduct. It was, however, rapidly repaired and all the men were captured. Fortunato Picchi, an Italian translator, was executed, with all but one of the others becoming PoWs. Lt Anthony Deane-Drummond managed to escape and eventually made it back to England.

Operation Colossuswas powered by two Rolls-Royce Merlin X liquid-cooled V12s, each generating 1,145hp.

RAF orders for 80 machines had already been placed by the time it first flew – the Mk.I, technically advanced for the day, being the first aircraft with a stressed-skin fuselage to be produced for the air force. It was soon joined in military service by the supercharged Mk.II and III – the latter featuring a larger bomb bay and improved armament.

The Merlin engine was available for the Mk.IV and V versions, increasing range, speed and bomb-carrying capacity. Four RAF squadrons – 10, 51, 58 and 78 – were equipped with Whitleys at the outbreak of war. Some of the aircraft were committed to action on the very first night of hostilities, ten Mk.IIIs from 51 and 58 Squadrons flying a propaganda leaflet dropping ‘op’ over Hamburg and Bremen.

War HorseFurther leaflet drops followed, but the first ‘aggressive’ Bomber Command use of the type came on the night of December 12/13, 1939, when Mk.Vs attacked German seaplanes departing Borkum on the Frisian Islands. The focus on German coastal installations continued into the early part of 1940 with mixed results.

On March 19, a large group of Whitleys from 10, 51, 77 and 102 Squadrons were joined by Handley Page Hampdens in a raid on the seaplane base at Hörnum, on the island of Sylt. The action intensified over the spring and summer of 1940, aircraft attacking railway stations and German supply routes into the Netherlands. On June 10, Whitleys made the RAF’s first bombing sortie against Italy, although only 13 of the 36 that took off actually reached the targets due to a combination of poor weather and technical difficulties.

In August, the type registered another ‘first’ when aircraft from 51 and 78 Squadrons were involved in the inaugural raid of the war against the German capital, Berlin. Attacks on many other targets in Germany and Europe occupied Whitley crews for the next 12 months.

The more robust and capable Vickers Wellington gradually began to replace the Whitleys in 1941, the older machines being relegated to operational training units (OTU) and other roles. The Armstrong Whitworth last flew in ‘anger’ with Bomber Command on April 29, 1942, targeting the harbour at Ostend in Belgium. Although by now outdated, a few OTU aircraft were later assigned to take part in the ‘1,000 Bomber Raid’ on Cologne on May 30.

Elsewhere, Whitleys admirably carried out tasks with the RAF’s Coastal Command, the Mk.VII being fitted with the ASV II anti-surface radar. They were also used as troop transports. Aircraft from 78 Squadron dropped 37 SAS soldiers behind enemy lines in Italy during Operation Colossus (see panel) and others were engaged in ‘special duties’ operations (typically dropping agents over France) or were used as glider tugs.

Having first evaluated the aircraft in 1942, the Fleet Air Arm operated a number of modified former RAF machines from 1944 to 1946, mostly to train aircrew in fuel transfer and engine management procedures. This was the final use of the type, the RAF retiring its last examples in 1945. Though undoubtedly one of the less ‘celebrated’ bombers of World War Two, the Whitley was an effective and versatile workhorse. Its use laid the foundations for the successes that followed, largely – it must be remembered – due to the bravery of the men that flew them.


Whitleyanother ‘first’ when aircraft from 51 and 78 Squadrons were involved in the inaugural raid of the war against the German capital, Berlin. Attacks on many other targets in Germany and Europe occupied Whitley crews for the next 12 months.for the next 12 months.

Vickers Wellington gradually began to replace the Whitleys in 1941, the older machines being relegated to operational training units (OTU) and other roles. The Armstrong Whitworth last flew in ‘anger’ with Bomber Command on April 29, 1942, targeting the harbour at Ostend in Belgium. Although by now outdated, a few OTU aircraft were later assigned to take part in the ‘1,000 Bomber Raid’ on Cologne on May 30.

1,0001,000

Below leftWhitley K7183, an early example of the Mk.I, pictured in April 1937.

BelowArmstrong Whitworth Whitley Mk.V N1349 of 10 OTU. This aircraft was the fi fth production Whitley V.

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SpotlightArmstrong Whitworth Whitley

1 Starboard wing tip2 Wing tip navigation light3 Fabric covered aileron4 Aileron hinge controls5 Outboard wing panel, with

dihedral6 Leading edge de-icer7 Corrugated inner wing skin8 Fabric covered trailing edge9 Starboard flap10 Flap hydraulic jacks11 Trailing edge bomb bays12 Outboard leading edge fuel

tank, capacity 182 Imp Gal (827 litres)

13 Inboard leading edge fuel tank, capacity 93 Imp Gal

14 Starboard engine cowlings15 Exhaust stubs16 de Havilland three-bladed

propeller17 Air intake18 Frazer-Nash nose gun turret19 Vickers 0.303 in (7.7 mm) gas-

operated machine gun20 Bomb aimer’s window21 Oxygen bottles22 Ventral escape hatch23 Oblique camera port24 Auto pilot controller25 Pilot’s floorboards26 Rudder pedals27 Instrument panel28 Windscreen panels29 Cockpit roof escape hatch30 Navigator/second pilot’s seat31 Control column handwheel32 Pilot’s seat33 Cockpit heating air duct34 Spring loaded bomb-bay doors35 Fuselage forward bomb-bay

36 Radio transmitter/receiver37 Radio operator’s seat38 Astro-dome observation hatch39 Oxygen bottles40 Wing attachment diagonal

struts41 Wing centre section framework42 Front aerial mast43 Direction-finding loop aerial44 Fuselage fuel tank, capacity

155 Imp gal45 Fuel tank filler cap46 Cabin air intake47 Centre fuselage production

joint48 Main longeron49 Toilet50 Oxygen bottles51 Fuselage top decking frames52 Cabin heater air ducting53 Aerial cable54 Rear aerial mast55 Starboard tailplane56 Starboard elevator57 Leading edge de-icing58 Starboard fin59 Rudder balance horn60 Fabric covered rudder61 Rudder hinge control62 Rudder tab63 Tailplane bracing strut64 Frazer-Nash tail gun turret

Armstrong Whitworth Whitley V

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SPOT FACT The Whitley entered service in March 1937, replacing Handley Page Heyfords

Inside the Whitley

65 Four Browning 0.303in machine guns

66 Fabric covered rudder construction

67 Port rudder tab68 Elevator trim tab69 Fabric covered elevator

construction70 Port tailplane construction71 Tailplane leading edge de-icer72 Corrugated spar box

construction73 Tailplane spar centre section74 Rear fuselage production joint75 Tailwheel mounting76 Self-centring spring cables77 Castoring tailwheel78 Rear fuselage gangway79 Crew entry door80 Entry door integral ladder81 Ventral aerial82 Fuselage frame and stringer

construction83 Rear fuselage flooring84 Fuselage skin plating85 Fuselage window panels86 Wing root trailing edge fillet87 Fabric covered trailing edge

ribs

88 Trailing edge bomb-bays89 Port split flap90 Port aileron91 Aileron hinge controls92 Port navigation light93 Wing tip construction94 Rear spar95 Spar box lattice ribs96 Leading edge nose ribs97 Landing and taxying lamps98 Outer wing panel joint99 Corrugated spar webs100 Outboard leading edge fuel

tank101 Box spar internal rib bracing102 Corrugated box spar inner skin103 Inboard leading edge fuel tank104 Oil tank105 Engine bearer support

framework106 Main undercarriage legs107 Shock absorber struts108 Main undercarriage rear fork

strut

109 Mainwheel doors110 Mainwheel111 Fireproof bulkhead112 Tubular steel engine bearers113 Carburettor intake114 Rolls-Royce Merlin X liquid-

cooled 12-cylinder Vee engine115 Exhaust stubs116 Coolant radiators117 Air intake118 Coolant header tank119 Propeller hub mechanism120 Spinner121 de Havilland three-bladed

propeller

8080 aircraft were ordered before the prototype had even � own

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Cutting theirteethAir Cdre Graham Pitchfork outlines three famous

bomber pilots who started ‘ops’ on the Whitley

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February 2014 FLYPAST 71February 2014 February 2014 February 2014

SPOT FACT It was the � rst RAF aircraft to have a semi-monocoque fuselage

Whitley units were operational when World War Two began

Men behind the Whitley

77

teeth Blenheims, Hampdens and Wellingtons all provided valuable operational experience for some of

Bomber Command’s greatest airmen. There is another type to add to that list, though, the robust Whitley.

Jimmy Marks, Charles Pickard, Bill Staton and Dennis Witt, among others, started on Whitleys and went on to establish everlasting reputations as outstanding bomber commanders. Here, the focus is on the early careers of three of the most brilliant: Hamish Mahaddie, Leonard Cheshire and Willie Tait.

‘Bumph Bombing’Scottish former metal rigger and irrepressible ex-Halton apprentice, Hamish Mahaddie, trained as a pilot in Egypt before flying Westland Wapiti biplanes with 55 Squadron from Hinaidi in Iraq. He returned to the UK in 1937 just as the expansion of the RAF was gaining momentum in the face of gathering threats in Europe.

In 1939, he was well established on 77 Squadron at Driffield, flying Whitley Vs and the last of a few

Mk.IIIs left on the unit. On the outbreak of war in 1939, the Whitleys of 4 Group were given the task of dropping propaganda leaflets over German

cities, irreverently called ‘Bumph Bombing’. For the next eight months attacks on the German mainland were not authorised.

With his crew of two other sergeants and two leading aircraftsman, Mahaddie flew his first operation within days of the opening of the war. He headed for Kiel and turned for the Ruhr, spreading leaflets over the towns and cities.

On the return journey a force of Belgian Air Force Fairey Fox biplanes surrounded his aircraft. The Whitley had strayed into neutral Belgium and he was invited to land, but he outran them to the coast. After the war, he discovered that the Belgian ace and future NATO commander, Michel Donnet, was piloting one of the chasing Foxes.

Over the next few months of the so-called ‘Phoney

BelowA Whitley V bombing up in preparation for an evening fl ight. ALL VIA

AUTHOR UNLESS NOTED



SPOT FACT The Mk.III was the � rst to have hydraulically operated bomb bay doors

Hamish Mahaddie

After his debut on Whitleys, Hamish Mahaddie went on to complete a tour on Stirlings in the Pathfi nder Force before joining the staff of 8 Group where he recruited candidates for the force. He served in the post-war RAF and retired as a group captain, having been awarded the DSO, DFC, AFC and Bar and the Czech Military Cross. Hamish acted as a consultant for several fi lms, his most famous being Battle of Britain, which was released in 1969, when he gathered all of the aircraft needed. He died in 1997.

War’ Mahaddie spent most of his operational time over Germany on leaflet raids. This ineffectual activity did provide him and his crew with experience, but it also highlighted the inadequacies of the aircraft’s equipment and the difficulties of flying and navigating on long-range sorties over hostile terrain.

On March 19, 1940, he headed for Sylt to bomb the seaplane base at Hörnum. This was a reprisal for

a German attack two days earlier on British shipping in Scapa Flow. Some thirty Whitleys and twenty Hampdens were tasked and, at the time, it was the largest raid of the war.

Hörnum was claimed to be successful but Mahaddie always considered that this was a public relations venture rather than an accurate account. The raid was largely ineffective with minimal,

“Hörnum was claimed to be successful but Mahaddie always considered that this was a public relations venture rather than an accurate account. The raid was

largely ineffective with minimal, if any, damage caused”

“Hörnum was claimed to be successful but Mahaddie always

As daylight raids were rare, ‘DY-P’ of 102 Squadron is probably on a training fl ight from Driffi eld in 1940, or is positioning prior to a combat sortie.



‘ops’ were � own by Whitleys in World War Two


8,9968,996

if any, damage caused. After five years as a sergeant, Mahaddie was commissioned on April 1.

BlitzkriegThe Germans invaded Denmark and Norway on April 9 and Bomber Command was ordered to do what it could to slow down the sea and airborne landings. Whitleys attacked Norway for the first time on the night of April 15/16.

Mahaddie attempted to hit targets in the Oslo Fjord with his 250lb bombs but the weather intervened. A few days later his bomb aimer had a fleeting sight of the airfield at Stavanger. It was a similar tale for the rest of the crews and the damage inflicted was negligible. The month of intensive operations had virtually no effect on the German advance.

Early on the morning of May 10, the German Blitzkrieg was launched against Belgium and the

Netherlands, and suddenly the pace of the war accelerated dramatically.

On the night of May 11/12, Mahaddie and his crew took part in Bomber Command’s first attack on a German town, hitting the railway network near Mönchengladbach – the ‘Phoney War’ was over. Restrictions limiting actions to the west of the River Rhine were lifted on the 15th, heralding the opening of Bomber Command’s five-year strategic offensive against Germany.

As the military situation in the newly invaded France became increasingly critical, the Whitleys of 4 Group were also tasked to support the British Expeditionary Force. While the British Army retreated towards the Channel, 77 Squadron attacked road and rail communications at Abbeville, Bapaume and Givet in northern France, in an effort to slow down the pursuing Germans.

Individual aircraft unleashed 500

and 250lb bombs at night from heights between 7,000 and 10,000ft. Although target identification was difficult and the use of flares was common, crews regularly reported successful attacks. Mahaddie was not so sure this was the case.

Alpine debacleWith the fall of France, sorties against targets in Germany increased. Mahaddie and his crew flew intensively in a six-week period to locations including Gelsenkirchen, Hanover, Hamm and Rheydt. On the Gelsenkirchen raid on May 19, his aircraft (N1348) was badly damaged by flak but he landed safely.

Railways, river traffic, airfields and oil installations were the priority. The small bomber force was thinly spread and achievements were very limited; location of targets proved particularly difficult. Crews were

AboveA Whitley V of 51 Squadron in September 1940. Willie Tate was a fl ight commander with the unit at this time.

BelowA Whitley of Hamish Mahaddie’s 102 Squadron at Driffi eld, circa April 1940.



SPOT FACT The Mk.V � rst � ew in December 1938 with production continuing until June 1943

briefed to bring back

their bombs if the objective could not

be sighted and Mahaddie freely confessed that he returned with his on numerous occasions.

After Italy declared war on June 10, Bomber Command sent a force of 36 Whitleys to factories in Turin. The aircraft positioned in Jersey and Guernsey before taking off for Italy.

Many, including Mahaddie, encountered bad weather en route and attempts to climb over the Alps were thwarted by the build up of ice on the aircraft. Mahaddie made two bids to conquer the Alps but, in the end, had to abandon his efforts, as did the great majority of the force.

This was to be his 30th and final operation, having flown 23 in the few weeks since May 10. A week later he left for Kinloss to join the instructional staff of 19 Operational Training Unit.

Bomber Command achieved little in the early months of the war and Mahaddie was critical of some of the planning and use of the ill-equipped aircraft. However, he gained much valuable experience for the future conduct of operations, many of which he would lead as a Pathfinder.

Vital experienceJust as Hamish Mahaddie was coming to the end of his tour at Driffield, an Oxford University

graduate was arriving to join the other Whitley unit based on the East Riding airfield. It was June 5 when 22-year-old Leonard Cheshire arrived to join 102 Squadron.

No.102 had at that stage suffered few losses and Cheshire was one of the first of the ‘new boys’. He was also the first university graduate and, according to

Hamish Mahaddie: “He was not one of us, we viewed him with some suspicion”.

The Whitley always flew with two pilots, and novices were assigned to experienced captains before being given crews of their own. Cheshire joined up with New Zealand Pilot Officer Hugh ‘Lofty’ Long DFC. It was a partnership that Cheshire valued immensely and one from which he gained very important experience. He was soon able to dispel the ‘suspicions’ of his new colleagues.

Cheshire flew his first ‘op’ on June 9 as Long’s second pilot; they were tasked with bombing the advancing German Army at Abbeville. Then it was only a matter of a few days before the crew started making regular visits to Germany to attack communications and oil installations.

With Long as his captain, Cheshire flew eight sorties. It was a period when he learned a great deal about the Whitley, as well as operational flying and personal relations with his air and ground crew under the inspirational and professional leadership of Long.

Unusually, his captain gave him time at the controls over enemy territory and Cheshire appreciated the value of this experience which other second pilots were denied. Years later, Cheshire commented: “I must have been the only pilot in the squadron who was ever given such a start as this”. When Long was lost a year later, Cheshire was deeply affected.

Leonard Cheshire

From his baptism on Whitleys, and over the next four years, Leonard Cheshire’s leadership qualities would be displayed many more times. This resulted in the award of two more DSOs, the DFC and, fi nally, the supreme award of the Victoria Cross – a testament to him as one of the RAF’s greatest operational pilots. He was a witness to the explosion of the Nagasaki atomic bomb and this was pivotal in the next phase of his life. He established a hostel for the disabled and this led to today’s Leonard Cheshire Disability charity. Cheshire died in 1992.

AboveWhitley Vs Z6743 ‘EY-V’ and Z6625

‘EY-L’ of 78 Squadron in 1941 – the unit

supplied aircraft for Operation Colossus, of which Willie Tait

commanded the air element. VIA ANDY

THOMAS

BelowWhitley V Z6487

‘MH-G’ of 51 Squadron taking off from Dishforth. This

aircraft was lost in combat during a raid

on Hanover on July 19, 1941. VIA ANDY

THOMAS


Whitleys were lost in action February 2014 FLYPAST 75


the synthetic oil plant at Wesseling near Cologne was the target.

By this stage, Cheshire had moulded his crew into an excellent and happy team inspired by their captain. On this night a new wireless operator, 18-year-old Sgt Henry Davidson, joined them for his first ‘op’.

Cheshire arrived over the area to find some cloud. A fault on the intercom took

some time to resolve and it was difficult

to pinpoint the exact target, so he elected to bomb the secondary, the marshalling yards at Cologne. Flying at 8,000ft, he was intending to drop a flare when the Whitley was engaged by intense flak.

A shell smashed through the nose and front turret and Cheshire was momentarily blinded. He lost control as a second shell exploded near the port wing root. Davidson was standing by the flare chute and a splinter ignited a flare. The aircraft was filled with thick smoke and a fire broke out.

Regaining control, Cheshire was informed of the severe damage to the aircraft. There was a gaping hole in the port side of the fuselage in addition to the damaged nose, but he pressed on and dropped the bombs.

Davidson was badly burned and blinded but he insisted on returning to his wireless where the rear gunner, ‘Riv’ Rivaz, guided his hands over the dials and keys until they discovered that the set was no longer

working.Cheshire

headed for home, a

flight described by Rivaz as a

“nightmare”, while Desmond

Coutts, the second pilot, looked after Davidson. Taffy Roberts navigated as best as he could, given that he had no maps as they had been blown away.

Eventually, and after all at Linton had given up hope for them, they arrived back at base. Cheshire put the Whitley down immediately and Davidson was rushed to hospital. Nobody could believe how the bomber had managed to return in such a state.

Three weeks later it was announced that Cheshire had been awarded an immediate DSO and Davidson a DFM. It was almost unprecedented for a pilot officer to receive the DSO and his deeds were widely publicised. The citation concluded: “He displayed great courage, determination and leadership throughout”. Cheshire completed his tour in January 1941.

Crew of his ownEarly in August Cheshire was given his own crew and aircraft N-for-Nuts. Inspired by the way Long had run his crew, Cheshire set out to follow his example and establish a

close rapport with his colleagues, irrespective of rank. On August 10, Cologne was their first target and others

in Germany soon followed.

On the night of August 13/14, the Whitleys of 102 Squadron

were positioned at Harwell [then in Berkshire, now in

Oxfordshire] to refuel, prior to making the long trip to Italy. It was Bomber Command’s first attack on the industrial cities in the north of the country since the ill-fated attempt in June.

In better weather, Cheshire crossed the Alps at 16,500ft to hit the Caproni works in Milan. When landing back at Harwell after almost ten hours in the air, he described the sortie as “a very successful trip”.

The following day fortunes were reversed. The crews were relaxing in their messes at Dishforth when the air raid warning sounded at lunchtime – a force of Junkers Ju 88s were dropping bombs. Within minutes, 15 people had been killed, ten Whitleys were destroyed and all four hangars were badly damaged. The destruction on the airfield was so severe that 102 Squadron had to head for a new home at Leeming.

For the next few weeks the squadron’s Whitleys came under the control of Coastal Command, with detachments to Aldergrove in Northern Ireland. Cheshire flew his first patrol on September 8, providing an escort for a convoy of 21 ships.

Over the following two weeks, he and his crew flew another eight long patrols – on one occasion he was airborne for more than 12 hours and almost out of fuel when he landed. He found the interlude over the Atlantic “tedious”.

Nightmare sortieThe squadron returned to Bomber Command and moved to its new home at Linton-on-Ouse - Cheshire then flew in the attacks on the railway yards at Pretzsch on October 18. On November 12/13,

269269

the synthetic oil plant at Wesseling near Cologne was the target.

Davidson was badly burned and blinded but he insisted on returning

AboveThe smashed open fuselage of Cheshire’s Whitley V P5005, shortly after the November 12/13 ‘op’.


Hawker Typhoon


SPOT FACT The Mk.VI was a proposed Pratt & Whitney powered version; none were built

occasions at a time when navigation and bombing aids were rudimentary. He was awarded the DFC and in December was promoted to command the squadron.

Airborne commandosIn June 1940, the Prime Minister, Winston Churchill, had instructed that an experimental British parachute force be formed. This was established at Ringway, now Manchester Airport, using old Whitley Is. Known as ‘X’ Force of

airfield at Oslo. In June he flew 15 sorties, mostly into Germany, but he was one of a handful of crews that managed to cross the Alps in a thunderstorm and bomb Turin on June 11.

On August 25, he took part in the first raid on Berlin, mounted as a reprisal for the German attack on London. The Whitley was the only type which had the range to carry a bomb load to such distant targets.

Before the end of the year, Tait ‘visited’ Berlin on three more

Cranwell cadetJames Brian Tait, known to crews as ‘Willie’, was awarded a cadetship at the RAF College Cranwell and graduated as a pilot in 1936. He joined 10 Squadron flying the Heyford, before converting to the Whitley I. Due to a leg injury he did not participate on the early operations of the war. Once recovered in April 1940, he joined 51 Squadron at Dishforth as a flight commander.

His first ‘op’ was to attack the

briefed to bring back their bombs if the objective could not be sighted and Mahaddie freely confessed that he returned with his on numerous occasions.

After Italy declared war on June 10, Bomber Command sent a force of 36 Whitleys to factories in Turin.

Willie Tait

Beyond the Whitley, Tait was to write his name into the history books of the RAF. A fearless leader, he went on to be awarded three more DSOs and a second DFC. He replaced Leonard Cheshire as CO of 617 Squadron and led the force of Lancasters that sank the Tirpitz in a Norwegian fjord. After completing 101 bombing operations, he was recommended for the Victoria Cross for sustained gallantry over a long period. In the event, he was awarded an unprecedented third bar to his DSO. He died on August 31, 2007, aged 90.



lb was the weight of the heaviest single bomb carried by Whitleys

the 11th Battalion of the Special Air Service, these pioneers of British Airborne forces were ready for action by the end of 1940.

For their initial operation they went to Italy, as this appeared to be the most promising area in which to achieve complete surprise and create the most confusion. It was felt that the Italians would be more susceptible to alarm and panic than their more stoic allies, the Germans. A large aqueduct spanning the River Tragino in the southern Italian province of Campagna was chosen.

In January 1941, preparations for Operation Colossus commenced. Bomber Command provided eight Whitleys, four each from 51 and 78 Squadrons. Tait, the CO of 51 Squadron, was appointed to command the force. The eight specially selected crews left for a three-week period of intensive training at Ringway.

Modifications had to be made to the Whitleys to enable each to carry, and drop, six parachutists. The bomb racks had to be adapted to carry air-droppable containers of explosives and stores. Crew training

included flying and navigating precisely at low level.

All was ready by early February and, on the 3rd, the eight Whitleys departed for Mildenhall to join up with ‘X’ Troop. Four days later they took off for Malta, crossing over France during the night and landing at Luqa after an 11-hour flight.

Following a briefing and a short test flight at dusk, and with Tait leading, the eight aircraft took off for the pioneering sortie. Six were tasked to drop the party of 35 parachutists and two were to bomb Foggia, some 30 miles from the target, as a diversionary tactic.

They flew to the assigned area at 9,000ft before descending to low level. Tait led the first four into the valley and the dropping zone at 500ft. With flaps lowered, they slowed to 100 knots before the troops dropped through the exit hole in the centre of the fuselage. All landed close to the objective.

Tait dropped the first stick and then orbited the area until all the troops were on the ground. With full power selected, the Whitleys climbed out of the valley and

attacked local targets with 250lb bombs to act as another diversion.

A fifth aircraft carried out a successful drop but the sixth was late and dropped its troops in the adjacent valley.

The Whitleys arrived back at Luqa after a seven-hour flight. ‘X’ Troop was able to damage the aqueduct before heading for the coast to rendezvous with a Royal Navy submarine. Unfortunately, one of the two bombers suffered an engine failure and ditched, unwittingly compromising the pick-up point. The submarine sailed away and all the members of ‘X’ Troop were captured together with the Whitley crew. So ended the first British airborne commando raid.

Tait and his crew returned to the UK. Operation Colossus was his last operation with 51 Squadron and he was awarded the DSO. The Whitley provided him with ideal experience for outstanding service. As the panel reveals, with six gallantry decorations to his name, Willie Tait remains one of the most distinguished airmen in the history of the RAF.

2,0002,000

LeftFive of the converted bombers during a practice para drop.

BelowNo.51 Squadron preparing for another sortie from Dishforth.





In the early days of World War Two, the Whitley played a prominent role in operations with the RAF’s Bomber

Command. As technology advanced, the need for heavier, faster and better armed aircraft soon relegated the Armstrong Whitworth type to other roles.

While some became trainers or troop transports and others were earmarked for use as glider tugs, a handful of Mk.Vs were employed

by the RAF’s Coastal Command from November 1940. Several of the subsequent Mk.VIIs remained in service until June 1943 and were among the last Whitleys to undertake frontline duties.

Rather than simply being a modified version of existing types, the VII was designed specifically for Coastal Command (although some Vs were also reconfigured to VII status). It had additional fuel tanks fitted in the bomb bay and fuselage, extending

its range to around 2,300 miles, a significant improvement on the V’s 1,650-mile radius. The aircraft was also equipped with air-to-surface vessel radar for anti-shipping patrols, with four distinctive ‘stickleback’ dorsal radar masts.

Whitley VII Z6633 was assigned to 612 Squadron at the end of 1941, remaining with the unit until mid-1943 when the fleet swapped over to Vickers Wellingtons. (The latter type had been in service with 612 in small

WatchingRight

Armstrong Whitworth Whitley VII Z6633

‘WL-G’ of 612 Squadron, based at

Wick, Scotland, 1942. PETE WEST

the waterPhased out of Bomber

Command service, the

ageing Whitley enjoyed

a revival with Coastal

Command

78-79_Spot profile_fpSBB.indd 78 03/12/2013 15:46


Whitleyin pro� le

Whitleys were earmarked for anti-submarine patrols in August 1942

SPOT FACT A Whitley was shot down by three Arado 196 � oatplanes on July 12, 1942

Watchingnumbers since November 1942.)

During its time with 612, Whitley Z6633 mainly flew patrols from Wick in Caithness, Scotland, but was also detached to Reykjavik, Iceland, from December 15, 1941, to August 18, 1942. The unit operated Wellingtons until the end of the war, at which time it re-equipped with Supermarine Spitfires and later de Havilland Vampire FB.5s until disbandment on March 10, 1957.

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SpotlightArmstrong Whitworth Whitley End

Any pilot who survived a tour in a Whitley in the winter of 1940/1941 had an exciting tale or two to

tell of distant targets, searchlights and flak. The danger started long before they got over enemy territory. Training both at an Operational Training Unit (OTU) and on a squadron could also test a pilot’s mettle, straining the nerves of instructor and instructed alike.

An airman who had more than his fair share of excitement flying Whitleys was Hubert Walters who

joined the RAF Volunteer Reserve immediately after the Munich crisis in 1938. Hubert Joseph Walters initially learned to fly on Tiger Moths, before progressing to Harts, Hinds and Audaxes at Marshall’s airfield (now Cambridge Airport).

With the outbreak of war, Hubert’s training accelerated, on Magisters from Redhill before moving on to twins at Lossiemouth, the home of 15 Service Flying Training School. It was at 10 OTU at Abingdon (then in Berkshire) that he was introduced to the Whitley, making

Journey’sHubert Walters had several close shaves in

Whitleys, but the last ‘dicey’ moment may have

saved his life. Sean Feast explains

Journey’s

LeftHubert Walters proudly displaying his Volunteer Reserve badge. ALL VIA AUTHOR UNLESS NOTED

BelowCrews of 58 Squadron’s ‘B’ Flight in October 1940.

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February 2014 FLYPAST 81February 2014 February 2014 February 2014 February 2014

SPOT FACT The RAF retired its last Whitley in 1945

Mk.Vs were made

Whitleyin combat

1,4661,466

his first trip as a second pilot on August 12, 1940, in a Mk.III. Only six weeks later he was off on his first operational sortie, again as second pilot, in a more powerful Mk.V of 58 Squadron from Linton-on-Ouse in Yorkshire.

Lost nerveAs a novice, it was normal procedure to complete a number of sorties in the co-pilot’s seat before gaining

command of an aircraft. Hubert – then one of small number of sergeant pilots – did well to be skippered by Plt Off Ernest ‘Brownie’ Brown for his first ‘op’, to Zeebrugge in bright moonlight, which passed without incident. He stayed with Brown for his first half-dozen sorties before acting as second pilot to Sgt Colin Hughes until he was at last trusted with his own crew.

These raids were filled with incidents. For example, on his third operation – his first to Berlin – one of Hubert’s crew lost his nerve and became uncontrollable, obliging them to abandon the mission. On landing back, their aircraft was surrounded by RAF Police and the airman taken away, never to be seen or heard of by them again. The observer, John Mitchell (later Air Cdre John Mitchell LVO DFC AFC and Churchill’s

navigator), noted in his logbook afterwards one single word to describe his fellow airman – “Mad”.

A long haul to Stettin, Germany (a round trip of some 9 hours, 40 minutes), at the beginning of October had to be abandoned because of bad weather, and indeed the climate was as dangerous as the enemy in those early days of the bomber war. Make no mistake, though – the German night-fighters were a very effective force: an intruder accounted for ‘Brownie’ Brown and all but two of his crew on the night of October 21.

Long slogHubert took the controls in his own right for the first time on November 14, with Plt Off Hildyard in the second pilot’s seat, for an attack on Lorient in western France. On

“...raids were � lled with incidents. For example, on his third operation – his � rst to Berlin – one of Hubert’s crew lost his nerve and became uncontrollable, obliging them

to abandon the mission”

his first trip as a second pilot on August 12, 1940, in a Mk.III. Only six weeks later he was off on his first

AboveThe Linton-on-Ouse ops board for February 11/12, 1941.

LeftSgt Walters at Linton-on-Ouse in 1940.



SPOT FACT The Mk.V was by far the most numerous variant

their return, Hubert was furious to see Coventry ablaze from a heavy German raid, and set out to look for any German aircraft that might still be in the area. The Whitley had never been designed with night-fighting in mind and a contest against a German Heinkel or Dornier could have been interesting!

Further raids followed to Antwerp (Belgium) and Duisburg before

Hubert’s crew were briefed for an operation to Turin on November 26. Owing to the great distance involved, the 58 Squadron aircraft taking part flew down to Wyton, near Huntingdon, to refuel before attempting the long slog over the Alps. With a full load of bombs and petrol, it was asking a great deal of the Whitleys to make it there and back without incident.

Sure enough, there was trouble en route. Hubert’s aircraft was part of the way through the mountain range when the engines began playing up, losing boost. Without this he was unable to climb, and as such was again obliged to return to base. On the way home, he made sure his bombs were not wasted, scoring a direct hit on a German ammunition dump in the docks around Calais, and earning a

“With fuel running dangerously low (they had been in the air now for more than 10 hours)

and unable to � nd Drem, Hubert took the unenviable decision to

abandon Mk.V T4322”

RAF Whitley Squadrons

Bomber Command: No.7 (March 1938 to May 1939); 10 (March 1937 to December 1941); 51 (February 1938 to November 1942); 58 (October 1937 to December 1942*); 77 (November 1938 to October 1942); 78 (July 1937 to March 1942); 97 (February 1939 to April 1940); 102 (October 1938 to February 1942); 166 (June 1939 to April 1940).

Coastal Command: No.53 (February 1943 to May 1943); 58 (see above); 502 (October 1940 to February 1943); 612 (November 1940 to June 1943).

Transport Command: No.295 (August 1942 to November 1943); 296 (June 1942 to March 1943); 297 (February 1942 to February 1944); 298 (August 1942 to October 1942).

Special Duties: No.138 (August 1941 to October 1942) and 161 (February 1942 to December 1942).

* Total time operating type, including Bomber Command and Coastal Command use.

AboveAn all-sergeant team

from 58 Squadron during a briefi ng.

RightWalters (second from the right)

and his crew in the autumn of 1940.



Mk.Vs were converted into freighters by BOAC in 1942

Whitleyin combat

1515

well-deserved pat on the back for his efforts from the CO on his return.

At the end of 1940 and early in 1941, many of the targets centred on the German navy; attacking ships and harbour installations in Wilhelmshaven, Bremen and Brest. It was while returning from a raid on Bremen on February 11 that Hubert had his first real brush with death. By now he had a regular, all-sergeant, crew: second pilot Thomas Thurling, observer Boreham, wireless operator Arthur Sayner and air gunner Halliday [Sadly, the first names of Sgts Boreham and Halliday have been lost in the mists of time – ED]. The weather during the day was bad, and Hubert expressed his concerns to the CO but was told not to worry.

Taking off in poor visibility and heading for Germany, they dodged the usual searchlights and flak over the target to complete a successful run and head for home. They arrived back over Linton-on-Ouse to find the airfield covered in a thick blanket of cloud and were ordered to make for Drem, in Scotland, where the weather was thought to have been clearer. It was evident from the wireless traffic that others were experiencing similar difficulties.

With fuel running dangerously low (they had been in the air for more than 10 hours) and unable to find Drem, Hubert took the unenviable decision to abandon Mk.V T4322. Waiting until his crew had safely

knocked on the door of a farmer’s house to be greeted by a man in long johns and a lady in a long nightdress. After their initial shock, they invited him in and offered him a cup of tea.

On his return to Linton, Hubert learned that his was not the only aircraft missing that night. Indeed, it had been a disaster for Bomber Command, and 4 Group especially. Eighteen aeroplanes were lost that night and not a single one to enemy action.

departed, he trimmed for straight and level flight and at a height of around 10,000ft dived through the forward escape hatch. For a few brief moments he feared his parachute would not open, but then with a reassuring crack the canopy blossomed above his head and he began to descend into the darkness, which was momentarily lit up by the crash of his own aircraft close by.

Landing in a field, Hubert gathered his parachute and his senses and

AboveHubert Walters (in the centre) at war’s end.

BelowWhitley V ‘GE-S’ shortly after landing with considerable battle damage to its port wing. This aircraft, believed to be serial number Z6947, was the personal Whitley of 58 Squadron’s CO, Wg Cdr Sutton. 58 SQUADRON

RECORDS



SPOT FACT It was named after a suburb of Coventry, home to an Armstrong Whitworth plant

Command to make up the numbers.Instructing proved a dangerous

occupation. One night, on a cross-country navigation exercise, Hubert’s pupil managed to take a Whitley into an area populated by barrage balloons and almost crashed into one. Although Hubert just managed to grab the controls in time, it was not quick enough to avoid the balloon’s trailing cable attaching itself to the wing. At this point Hubert’s heart would have stopped, for at the end of the cable was a small explosive device which fortunately failed to explode.

This made for a tense flight home and a terrifying landing, the pair thinking that at any moment the charge could fuse and blow their aircraft apart. Happily it did not, although they had the horror of watching the device bouncing along behind them as they sped along the runway.

Down the High StreetOn the night of September 2/3, 1942, Hubert’s war all but came to an end. Instructing out of

Balloon encounterAs a fully paid-up member of the Caterpillar Club (a jewelled gold caterpillar was sent to all of those who survived a parachute bale out by the Irving Air Chute company), Hubert was soon back in action for a raid on Düsseldorf, which he completed successfully despite having to fly the entire operation with a frozen airspeed indicator.

Considered tour-expired, Hubert was posted back to 10 OTU in March 1941 and soon after commissioned. As a pilot officer he attended the Central Flying School to undertake an instructor’s course and returned to Abingdon in October.

Although this was designated a period of rest, it did not prevent him from taking part in further ‘ops’ when he could. One of these was the second Thousand Bomber raid, to Essen, on the night of June 1/2, 1942. This was a ‘showpiece’ devised by ‘Butch’ Harris to show what his Bomber Command crews were capable of, even if it meant trawling through the OTUs and Coastal

Command to make up the numbers.Instructing proved a dangerous

Balloon encounterAs a fully paid-up member of the

AboveA damaged Whitley from 58 Squadron.

RightAlthough the reason

why this Whitley’s Merlin Xs are being

ground run is unclear, the lack of

crew visible on board suggest it was for post-maintenance

tests. VIA AUTHOR


Mk.II was used as a test-bed for the 1,200hp Deerhound engineFebruary 2014 FLYPAST 85

Whitley in combat

Armstrong Whitworth Whitley V

Construction: 1,814 were built, including two prototypes. By far the most numerous variant was the Mk.V with 1,466 made.

First Flight: The prototype Whitley fi rst fl ew on March 17, 1936, from Baginton, Warwickshire, in the hands of AW chief test pilot Alan Campbell-Orde.

Powerplant: Two 1,145hp (858kW) Rolls-Royce Merlin X V12s driving three-bladed propellers.

Dimension: Span 84ft 0in (25.6m). Length 70ft 6in. Height 15ft 0in. Wing area 1,137sq ft (106m2).

Weight: Empty 19,350lb (8,777kg). Loaded 28,200lb.

Performance: Max speed 228mph (367km/h) at 17,750ft (5,410m). Initial climb rate 800ft per minute. Service ceiling 17,600ft. Loaded range 470 miles (756km). Max range 1,650 miles.

Armament: Five 0.303in Vickers and Browning machine guns in nose and tail turrets. Maximum bomb load 7,000lb (3,175kg).

Crew: Five.

Note: performance and weights varied according to role and confi guration.

11

BelowA 58 Squadron Whitley V being loaded with bombs prior to a combat sortie. 58 SQUADRON RECORDS


Hawker Typhoon


SPOT FACT No.100 Group used Whitleys to carry airborne radar

Stanton Harcourt, a satellite of Abingdon, he volunteered as an extra instructor for a night cross-country in Mk.V N1391 with a sergeant pilot named Peter Gammon and a number of trainee crew. Hubert had flown with the youngster on a number of occasions and was not unduly concerned. He was perched on Gammon’s right with an extension of the controls to use as required.

Some way into the flight at around 3,000ft, one of the engines caught fire, with flames pouring out of the exhaust. Hubert immediately assumed command and asked for a mayday call to be put out and for the appropriate distress cartridge signal to be fired.

Despite the fire, Hubert felt confident he could land on one engine, if only he could receive an answer to his calls for help. He was in the vicinity of York and, having served with 4 Group, was familiar with a good many airfields in the area.

As the minutes ticked by, and still with no reply, Hubert opted instead to head back towards Abingdon, and attempted to restart the damaged Merlin X. It was a mistake, for it once again began belching flames and smoke. Steadily losing height, it was now urgent that they found somewhere to land.

Concerned for the safety of the crew, he ordered them to bale out,

which they all managed safely – with the exception of his pupil pilot. Gammon could only exit via the roof hatch or by bundling past his instructor, neither of which presented an attractive proposition. He opted instead to stay.

Down to below 1,000ft, Hubert desperately scanned through the gloom for a safe place to land. As he did so he caught sight of what he thought was a flare path. These friendly lights proved to be along Nuneaton High Street! A number of local inhabitants heard and saw the stricken bomber struggling overhead.

Putting N1391 into a glide and turning on his landing lights, Hubert picked out a cornfield that seemed to offer his best chance of survival, and with the wheels retracted and the top escape hatch open, he offered up a silent prayer. This must have been answered, for the Whitely made a perfect crash landing, skidding along the ground until coming to a halt as one of the wings struck a tree.

Hubert was momentarily stunned, but regained consciousness to find his gloves and flying clothes on fire. He had the presence of mind to look for his pupil, but there was no sign of him, so he set about saving himself. Scrambling out, he beat at the flames on his clothes and shouted for help.

Assistance soon arrived in the shape of Vera Woodward, an 18-year-old

farm girl. An ambulance was called and Hubert was taken to Nuneaton hospital where he was patched up, prior to being transferred to the burns ward of the RAF Hospital at Cosford.

Soon after his arrival he was reunited with Peter Gammon, who had serious burns to his hands and his face. Unlike Hubert, he had not been wearing gloves or a flying helmet.

Treated under the care of the great Sir Archibald McIndoe, Hubert underwent a long period of recovery at East Grinstead, and was obliged on his release to undergo another full Air Ministry medical. His flying category was reduced to A2 non-operational status: light aircraft in daylight only, and below 5,000ft.

Hubert was philosophical about his accident. It saved him from a likely posting to a Halifax squadron and a return to ‘ops’. Ironically, the burns saved his life. In three years, Hubert had flown 101 different Whitleys. He finished the war as a squadron leader and chief ground instructor. He died in July 2000.

The author would like to acknowledge the help of David Walters, Hubert’s son, in researching his father’s life. He would also like to thank Air Cdre John Mitchell, 58 Squadron observer, for referencing his book Churchill’s Navigator.

AboveWhitley V N1436

‘JL-A’ of 10 OTU undergoing repairs

to its undercarriage. B LOWE VIA ANDY

THOMAS

BelowWhitley V T4134 after making a crash-landing

close to Lübeck on Germany’s Baltic

coast on September 11, 1940. All the crew

survived and were taken prisoner. VIA

ANDY THOMAS


WhitleyPhoto File


SpotlightArmstrong Whitworth Whitley Rocket Man

Spotlight Next MonthFaireyBattle

Next month Spotlight focuses on the ill-fated Fairey Battle. Sleek and futuristic-looking on the design table, the single-engined light bomber turned out to be an especially vulnerable war machine. Slow and poorly armoured, it was shot down in large numbers during the Battle of France. We look back at its use in combat, the bravery of its crews, and its other uses following withdrawal from frontline service. Our March issue is on sale in the UK on January 31 – or see page 30 for our latest money-saving subscription offers.

A look at a Whitley bomber adapted for rocket-assisted take-off

After the type had been withdrawn from frontline duties, the Armstrong Whitworth Whitley was

used in a variety of secondary roles. Perhaps the most unusual of these was the one undertaken by T4149, a Mk.V version, which played a part in the development of rocket-assisted take-off (RATO).

One of a batch of 150 aircraft delivered between August and December 1940 by the manufacturer

to Baginton, T4149 never served with a squadron and was instead assigned to the Royal Aircraft Establishment at Farnborough. Here, in July 1943, it was fitted with two rocket pods for RATO trials. The containers – one held under each wing – were designed to accommodate 24 three-inch rockets, but were suitable to provide take-off assistance to bombers weighing between 30,000 (13,608kg) and 80,000lbs, and to the General Aircraft Hamilcar, a military glider.

The rockets were fired in sequence rather than all at once to provide boost over a long enough period to ‘launch’ a large aircraft. As well as testing on the Whitley and Hamilcar, they were also tried on the Horsa glider. Both of the gliders would receive a ‘boost’ from the rockets having already been towed into the air behind a tug. The Whitley would use the power to assist in take-off. With the ending of these trials, T4149 was struck off charge on February 29, 1944.

AboveWhitley V

T4149 getting airborne with

the assistance of wing-mounted

rocket pods.

A view of T4149 clearly showing its underwing rocket canisters.

Whitley T4149 never saw frontline action and was based for much of its ‘career’ at RAE Farnborough.

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Ken Ellis joins the crowds sampling the superb Conservation Centre at Cosford during its recent special open weekKen Ellis joins the crowds sampling the superb Conservation Centre at Cosford during its recent special open week

PilgrimsVisitors to the MBCC’s annual open day have unparalleled access.

FROM THE WORKSHOP RAF MUSEUM COSFORD

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Ken Ellis joins the crowds sampling the superb Conservation Centre at Cosford during its recent special open week

PilgrimsLong before the doors of the

Michael Beetham Conservation Centre at the RAF Museum

Cosford were due to open, lots of people were gathering in anticipation. This rare chance for visitors to view inside the purpose-built workshop happens only once a year, usually in early November, and is a highlight of many an enthusiast’s calendar.

Named in honour of Sir Michael Beetham, the longest serving Chairman of Trustees of the RAF Museum, the flagship facility came into being in May 2002. Since then its gifted staff have worked on a wide range of projects and won several awards. Letting the public into the workshop on a day-to-day basis isn’t possible for practical reasons, but an annual open week is, and it works well for the museum and its visitors.

For the 2013 get-together, I joined the throngs and was staggered at

the freedom they had to roam, take photos and question the restorers. There were FlyPast readers at every footstep: “I wouldn’t miss this for anything” and “It’s great to see the progress being made and to take a look at what’s new,” being typical comments.

Laid out was the latest MBCC inmate, 1944 Hawker Typhoon Ib MN235, close to a Hawker from a very different era, 1965 Kestrel FGA.1 XS695. The bulk of the floorspace was taken up by 1918 LVG C.VI 7198/18 getting ready for the Great War centenary and two long-term bomber ‘heavyweights’: 1942-built Handley Page Hampden TB.I P3144 and 1944’s Vickers Wellington T.10 MF628.

Missing linkMuch curiosity was generated by components from the Goodwin Sands Dornier Do 17Z-2. The

Wellington T.10 MF628 attracted a lot of interest.

The complex hand-painted roundels of the Tri-Partite Evaluation Squadron on the Kestrel.

Next to roll out of the MBCC is Kestrel FGA.1 XS695.

Latest arrival at the MBCC, Typhoon Ib MN235.



FROM THE WORKSHOP RAF MUSEUM COSFORD

Harrier ‘Missing Link’ - Kestrel FGA.1

The HS P.1127 proved the short take-off and landing concept, and to take the idea further, nine examples (XS688 to XS696) of an improved version were ordered in 1963, and were designated Kestrel FGA.1s. The prototype Kestrel, XS688, fi rst fl ew at Dunsfold, Surrey, on March 7, 1964, with the last taking to the air in the following March. With additional funding from the USA and West Germany, a special unit was set up at West Raynham, Norfolk, on October 15, 1964 under the aegis of the RAF’s Central Fighter Establishment. This outfi t was the Tri-Partite Evaluation Squadron and it was manned by personnel from all three nations - in the case of the USA, with pilots from the USAF, Marine Corps and the Navy. Intensive operational trials were fl own until late November 1965. At the conclusion of testing, the three nations were to retain three Kestrels each, but the Luftwaffe did not take up the offer. Accordingly, six Kestrels moved to the USA with the designation XV-6A (serials 64-18262 to ’67). As well as Cosford’s XS695; three Kestrels survive in the USA:

XS688 64-18262 National Museum of the USAF, Wright-Patterson, OhioXS689 64-18263 Virginia Air and Space Centre, Hampton, Virginia – on loan from the National Air and Space MuseumXS690 64-18264 United States Army Aviation Museum, Fort Rucker, Alabama

RightCosford’s XS695 during its time as a test airframe. KEY COLLECTION

“With the Hampden and Wellington, we have a lot of aircrew and their families who are keen to reacquaint

themselves, or fi nd out more. We extend an open invite to veterans. We get as much out of the visit as they do”

The Hampden makes steady progress, both externally and inside the tiny fuselage.

LVG C.VI 7198/18 awaiting its moment to take part in the Great War centenary display.



bulk of this aircraft is on view in ‘poly-tunnels’ outside while it comes to terms with life out of its sandbank home since August 1940. Reaction to the Dornier has been incredible; not just in galvanising worldwide interest. Lots of organisations are helping, including the Mary Rose Trust, which knows a thing or two about the effects of seawater on man-made objects, and the Imperial College London.

The Dornier, Hampden and Wellington have been well charted in FlyPast. As a life-long Harrier fan, my eyes were drawn to the Kestrel, the ‘missing link’ between the P.1127 prototypes and the world-beating Harrier family.

To show that the P.1127 could be a viable warplane, Hawker Siddeley followed up the six prototypes with nine improved Kestrel FGA.1s. These were subjected to intensive operational trials at West Raynham, Norfolk, by the specially-formed Tri-Partite Evaluation Squadron (TES) crewed by British, American and West German pilots.

The MBCC example, XS695, flew with TES from March to November 1965, after which it carried out experimental flying until an accident at Boscombe Down put it out of commission in March 1967. On RAF Museum charge since 1974, it joined the Royal Navy four years later, acting as an instructional airframe until 1994.

Work is nearing completion on XS695’s Bristol Siddeley Pegasus 5 vectored-thrust turbofan. The cockpit is fully kitted out and the airframe is ready for assembly. The intricate TES roundels were hand-painted and are glorious! If all goes according to plan, XS695 will be rolled out in the New Year and put on display.

Passionate gatheringI asked Conservation Centre Manager Darren Priday his thoughts about the open week at the MBCC. He said: “At first we wondered what we were letting ourselves in for,” he said, adding, “all involved find it very enjoyable. Visitors make it very obvious they have a great passion for what we do.”

It is not just a case of opening the doors and letting the throngs in. The MBCC must be given a clean-up and airframes, workbenches and components prepped so that they are accessible and safe.

Everyone pitches in, the full-time staff, the award-winning apprentices, plus the volunteers. The Rotary Club of Wolverhampton, which has ‘adopted’ the apprentice scheme, sent along a team to act as stewards.

A goodly number of visitors came bearing gifts. This happens at Cosford and Hendon all year

round, but the open week tends to concentrate the minds of potential donors. Darren explained that most items are memorabilia – logbooks, photo albums etc – and need to be moved along to the curatorial team for consideration. But things like BA (Imperial measurement) bolts and the like tend to be snapped up by the MBCC team.

Veterans are especially welcome and unashamedly get special treatment. Darren: “With the Hampden and Wellington, we have a lot of aircrew and their families who are keen to reacquaint themselves, or find out more. We extend an open invite to veterans. We get as much out of the visit as they do.”

A lady clutching a clipboard was seeking opinions about making a charge to attend the MBCC open week – the museum itself remaining free. It has been agreed that, should this happen, monies will be routed directly to the restoration projects. I may get pilloried for this, but I think that for such a memorable and convivial occasion, a fee would be in order.

A visit to the MBCC should be on the ‘to do’ list of any FlyPast reader; it will not disappoint! The next Conservation Centre Open Week at Cosford is November 9 to 15, 2014. Mark that in your diary now and join the pilgrims: 01902 376200 www.rafmuseum.org


WHAT’S NEW NEW PRODUCT REVIEWS

book briefsDefending Cambridgeshire, Mike Osborne, The History Press, 224pp, illus, sbk, £18.99 – describes the function and purpose of defensive structures in the county, from Roman times up to and including current day airfi elds. It’s an unusual and compelling account that straddles many centuries. Recommended. www.thehistorypress.co.uk

Convair Advanced Designs II, Robert E Bradley, Specialty Press, 280pp, illus, hbk, £23.95 – an intriguing look at how Convair developed many advanced aircraft, as well as producing detailed design studies on some genuinely innovative machines. This is a well-researched account covering the years 1929 to 1973. www.specialtypress.com

The Great War – From The Air Then And Now, Gail Ramsey, After The Battle, 128pp, illus, hbk, £19.95 – during World War One, aerial photography was in its infancy, but was an essential tool for those deciding strategy. Gail Ramsey compares battlefi eld images from the war with the same scenes today. An interesting take on war history. www.afterthebattle.com

Harrier – The Biography, Jonathan Glancey, Atlantic, 304pp, illus, hbk, £20 – this gripping account charts the history of the remarkable Harrier, from prototype to GR.9. It describes the jump jet’s development and subsequent use in confl icts such as the Falklands War in 1982. This is a great tribute to a much-missed ‘Cold War’ warrior. www.atlantic-books.co.uk


Eagle Tributewww.valorstudios.comNew work by Nicolas Trudgian is always a talking point for lovers of aviation art. The popular artist has created two superb new images, presented as a pair but also available individually. Both feature the classic Trudgian trait of combining stunning aircraft images with detailed landscapes recalling specifi c moments from history.

Defenders of Bastogne depicts a fl ight of Republic P-47 Thunderbolts from the 406th Fighter Group roaring over the Belgian town at dawn. Below, local people and personnel from the 101st Airborne division look on. After the Battle of the Bulge, the 406th was tasked with defending the liberated territory from the air, providing welcome relief to the exhausted soldiers.

The second print, effectively a sequel, is Advance To Victory, a dramatic view of North American P-51D Mustangs from the 354th Fighter Group completing a low sweep over advancing allied units and German PoWs in May 1945. Both prints measure 32 x 22.5in (81 x 57cm) and are supplied with signatures from various veterans. Limited edition artist proof versions are also available – see the website for more details.

Just In Timewww.oris.chPaying tribute to the vital work of the Royal Flying Doctor Service (RFDS) of Australia, Swiss watch maker Oris has launched its latest limited-edition timepiece.

Developed in close collaboration with RFDS, which operates a fl eet of 61 aircraft, the watch is presented in a distinctive box with a leather business card wallet containing listings of the service’s emergency numbers. The functional orange ‘pulsation’ scale on the dial of the watch aids doctors in reading the pulse of patients. One stainless steel crown on the outside of the watch controls the time settings, while another – marked with the silhouette of Australia – operates the inside turning dial ring for the second time zone.

The watch case is made of domed sapphire crystal with an anti-refl ective coating for enhanced readability. The RFDS logo is included on the case back. With just 2,000 being produced, the Royal Flying Doctor Service Limited Edition is a functional but highly desirable timepiece developed with the aviation enthusiast in mind. See the website for full details of pricing.

Calendar Girls (and aircraft)A colourful new calendar featuring real-life retro-styled ‘pin-up girls’ posing alongside famous historic aircraft has been released to raise cash for the RAF Benevolent Fund (RAFBF).

This special edition 1940s-themed calendar showcases a selection of the most popular World War Two RAF fi ghters and bombers, including Supermarine Spitfi re Mk.Vb, Hawker Hurricane, Avro Lancaster, Avro Anson and Bristol Blenheim. With seasonal settings, historic locations and months that relate to specifi c events or turning points in the war, this is a glossy, high-quality product that uses computer software to create unusual and striking visual effects.

All the models are members of the public who auditioned for the shoot, and the calendar’s publisher is already on the look out for 2015’s recruits.

The RAFBF is the Royal Air Force’s leading welfare charity, providing fi nancial, practical and emotional support to both serving and former members of the RAF. The calendar is available, priced £12.99 (including postage) from: www.pinupcalendar.co.uk

In The Postwww.harleyfordart.co.ukAn evocative, aviation-themed selection of greetings cards and postcards has recently been published by Harleyford Art of Norwich. Several depict famous aircraft in profi le – including Bristol Blenheim, Supermarine Spitfi re and de Havilland Mosquito – while others are retro-styled images that hark back to those fi rst published in the 1940s.

Also included is J D Carrick’s dramatic depiction of combat between RAF SE.5a fi ghters of 24 Squadron with a Fokker D.VII during the Great War, and a tribute to AVM ‘Johnnie’ Johnson’s iconic Spitfi re IX EN398 ‘JE-J’. All the artwork is taken from the archive of books and paintings commissioned by the late D A Russell, featuring

military aviation from the Harleyford books of the 1950s to 1970s, and from model kits dating back to the 1930s.

The cards all come with descriptive quotes from the original books. See the website for more information on this fi ne collection.

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book briefs pageturners


Birds Of Preywww.casematepublishing.co.uk

Unsung Eagles – True Stories of America’s Citizen Airmen in the Skies of World War II, Jay Stout, Casemate, 320pp, illus, hbk, £19.99This intriguing salute to US airmen features numerous anecdotes giving readers a rare insight into the reality of fl ying wartime missions in Europe and the Pacifi c. These are stories that have seldom, if ever, been published before – tales of supposedly ordinary men doing extraordinary things.

Ray Crandall describes how he was nearly ‘knocked’ out of the air by a warship’s main battery during the Second Battle of the Philippine Sea, while Jesse Barker tells of dodging naval bombardments in the stinking mud of Guadalcanal. Bob Popeney recalls how he saw a Douglas A-20 Invader, fl own by a friend, blown out of formation by sudden bursts of German anti-aircraft fi re. The combat careers of 22 pilots from all services are captured in this crisply written book. It is an engaging history that gives a personal context to the great air battles of World War Two.

The Phantom Menacewww.ianallanpublishing.com

F-4 Phantom, Tim McLelland, Ian Allan Publishing, 336pp, illus, hbk, £55One of the best known and most popular of all post-war military jets, the McDonnell Douglas F-4 Phantom has a long and interesting history, explored here in colourful detail by aviation historian Tim McLelland. F-4 Phantom provides an in-depth, comprehensive study of the development of the Mach

2 jet, tracing its full service deployment with the USAF, US Navy, US Marine Corps, RAF and the air forces of many other nations.

The author also covers the extended and complex story of the British version of the Phantom. Purchased for both the Royal Navy and RAF, it became a much respected carrier-borne fi ghter-bomber. It provided the RAF with a nuclear strike aircraft, later becoming its standard interceptor. This new book includes a wealth of illustrative detail, including plans, drawings, colour artwork and over 350 images, making it a useful read for both aircraft enthusiasts and modellers.

Cold War must havewww.coldwarshield.co.ukCold War Shield Volume 2 - RAF Fighter Squadrons 1950-1960, Roger Lindsay, 368pp, illus, £60 inc UK P&PJust occasionally a book appears that is defi nitive, beautifully produced and it becomes a ‘must have’. Roger Lindsay’s mammoth volume 2 of his review of RAF fi ghter squadrons of the 1950s is one such tome. This edition follows the format

of its predecessor and explores the use of the Vampire, Venom and Sabre, not only in the UK and Germany, but also in the Middle and Far East.

There is a brief description of the RAF structure before each of the types is examined in great detail. Each unit’s operations are covered with the very informative text supplemented by detailed tables of individual serial numbers and aircraft code letters. The text is complemented by a staggering collection of photographs most of which have a ‘fresh’ feel to them. Finally, there is a section of 64 colour side profi les of aircraft and a useful section showing the colourful squadron markings. Postal enquiries, write to: R Lindsay, 7 North Meadow,Hutton Rudby, North Yorkshire, TS15 0LD.

The Last Of The 39-ers: Sqn Ldr Alfi e Fripp, Sean Feast, Grub Street, 160pp, illus, hbk, £17.99 – the story of Alfi e Fripp, a long-serving PoW who was shot down over Germany in October 1939. His story is told to Sean Feast with striking honesty and simplicity, and written with pace and insight. www.grubstreet.co.uk

Hubert Latham 1883-1912 Forgotten Aviator, Barbara Walsh, Odyssey Pictures Publishing, 376pp, illus, sbk, $35 (inc postage) – enhanced US edition of this comprehensive account of the life and career of French aviation pioneer Hubert Latham, the fi rst person to attempt to cross the Channel in an aircraft. www.hubertlatham.com

Get Airbornewww.classicairforce.comOne of the ultimate gifts for any historic aircraft enthusiast is the opportunity to fl y in a classic. Among the few companies that can accommodate such fl ights in the UK is the Classic Air Force. Two types of gift voucher are now available – for pleasure fl ying in a de Havilland Dragon Rapide or Percival Prentice, or for a more exuberant, aerobatic trip in a DHC Chipmunk. Flights take place regularly throughout March to October from the company’s Newquay and Coventry bases, with other dates and venues, such as Old Warden, frequently being added.

Pleasure fl ight vouchers cost £97.50 with the aerobatic version priced at £175. Gift voucher packs include a limited edition hardback copy of Aircraft of the Classic Flight.

Halifax Homecomingwww.posart.comThe latest print from Leicestershire artist Mark Postlethwaite, titled Morning Glory, is a stunning depiction of a fl ight of Handley Page Halifax bombers returning from a night raid on Germany. As dawn breaks over England, the leading Halifax approaches its destination, fl ying low over a snow-covered fi eld, as a dog walker looks on.

The orange-tinted early morning hues and pastoral setting render this an enormously evocative image. It is easy to imagine the relief and tiredness of the seven crew members as their aircraft nears safety. From one engine of the nearest Halifax, a thin trail of smoke issues, giving some idea of the peril its crew has endured overnight. Each print measures 27in x 15in (70cm x 38cm) and prices start at £50 for the standard, artist-signed prints, strictly limited to 150 copies. Various artist proofs and remarques are available at extra cost. See Mark’s website for full details.

94-95_Whats New_fpNP.indd 95 12/12/2013 18:22

Spitfi re: A Test Pilot’s Story bookMega Airport Helsinki Vantaa, the premier work of the new developer team A-Flight in breathtaking quality for FSX and Prepar3D. Enjoy this accurate and high detailed rendering of the major airport of Finland and the main hub of Finnair. Day-and night textures as well as textures for all seasons including snow banks in winter reveal the special Nordic atmosphere. 336 pages, paperback

O N LY £ 1 0 . 9 5

Luftwaffe Fighters’ Battle of Britain Book

New in Paperback. The story of how the outnumbered RAF fought and defeated the superior Luftwaffe in the Battle of Britain will always be a source of fascination. However, accounts of summer 1940 have tended to centre on the British defenders, both in the air and on the ground, whilst the story of the losing German side has remained largely untold.Softback, 192 pages.

Code: B342

O N LY £ 7 . 9 9

Bristol Blenheim DVDThe Bristol Blenheim was originally built as a civilian plane, sponsored by the Daily Mail who wanted something to get their reporters to these scenes of breaking news first. When it was found to out-perform existing fighters. Running time 68 minutes. Region 2 (PAL) DVD – Please check that your player is compatible before ordering.

O N LY £ 9 . 8 9

Avro Lancaster BookComprehensively illustrated throughout with a stunning collection of black and white and colour photographs, presented in a large, landscape format, this book is an entertaining read not only for aviation enthusiasts, but for all who know the legend of the Lancaster bomber in Britain’s wartime history. Hardback, 128 pages.

Code: IA2

O N LY £ 1 5 . 0 0

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

Code: B399

O N LY £ 4 . 9 9

RIAT 2013 Collector’s Edition DVD

One of the first widebody airliners, the DC-10 features three engines with the centre engine positioned in the vertical tail. Although not a new design, hundreds are still in daily service around the globe and safely deliver both passengers and freight. Featuring a massive 38 high-quality worldwide liveries spread over 15 model variations, the DC-10 is a great addition to the F-lite range. Region-free DVD,Running Time: 183 minutes

Code: DVD569

O N LY £ 2 3 . 9 9

The Spitfi re Collection 4-DVD SetThe story of the Spitfire is told in this collection of 4 DVDs, which includes a look at how R.J. Mitchell developed the plane from an aviation racer into a weapon of war and the fighter’s crucial role during the darkest days of the war. Region-free PAL 4 DVD set, Running time: 358 minutes

O N LY £ 1 0 . 8 9

No Moon Tonight BookA Bomber Command classic depicting the deep feelings associated with the human cost of the air war in World War II. This is the breathtaking story of a wartime bomber crew facing the hazards of bombing strongly defended targets. A navigator with the RAAF based at Elsham Wolds, Charlwood writes sympathetically and understandingly of the hopes and fears of the crews as squadron losses mounted.Softback, 224 pages.

O N LY £ 7 . 9 9

Eagle’s War BookHMS Eagle was already old when war was declared in September 1939 and her new Swordfish biplanes were soon flying escort to vital Australian troop convoys in the wastes of the Indian Ocean. When the war moved to the Mediterranean, Eagle’s meagre air group bolstered by a few Sea Gladiator biplanes. Softback, 192 pages.

Code: B400

O N LY £ 7 . 9 9

RAF Waddington International Airshow 2013 DVD

Re-live the 2013 Waddington International Airshow with this Official DVD. Featuring 107 minutes of high-quality display action including Patrouille de France, Solo Turk F-16, Royal Jordanian Falcons, Swedish Air Force Historic Viggen and many more! We also go on-board with Vulcan XH558 as the pilot takes you on an exclusive tour of the cockpit. Region-free DVD, Running time: 107 minutes

Code: DVD567

O N LY £ 1 5 . 9 9

Flying Legends 2014 Calendar

The Flying Legends 2014 sixteen-month calendar features legendary World War II warbirds from around the world, captured in flight by award-winning photographer John M. Dibbs. Mr. Dibbs’ Flying Legends books and calendars are longtime bestsellers. Razorsharp, unretouched air-to-air photography brings these old warbirds to life-you can almost hear the roar of their piston engines as they fly past the photographer.

Code: M153

O N LY £ 1 0 . 4 9

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Stormbird bookBomber pilots who become fighter pilots are rare, hermann Buchner was one. The author, a luftwaffe nCO pilot and Knight’s Cross holder gives a riveting account of his training with the pre-war austrian airforce, instructing with the luftwaffe then the terrifying ground attack operations on the Eastern Front trying to stop the russian mincing machine. Softback, 272 pages.

O n ly £ 1 0 . 9 5

The Dambusters Raid DVDThe true story of a bombing raid which played a pivotal role in the allied effort in World War II. Fascinating archive footage and new material produced by former Tomorrow’s World presenter William Woollard. as seen on the discovery Channel. Please note: This dVd is Pal format, please check that your player is compatible before ordering. running time 60 minutes.

O n ly £ 4 . 6 9

Flights into the Night Book

as a young raF pilot anthony leicester’s wartime service took him to Canada, the Middle East, India and Burma as well as Europe. he survived a midair collision in Canada, then, at nineteen, as the Captain of a Wellington II, lost an engine over the atlas mountains during the african campaign an illuminating insight into the experiences and emotions of wartime raF service. Paperback, 248 pages

O n ly £ 7 . 9 9

Supermarine Spitfire book

Thought by many to have saved Britain from almost certain German invasion, the Spitfire is a British legend. This striking book is a fitting tribute to one of the greatest symbols of British success and victory. Hardback, 128 pages.

O n ly £ 1 9 . 9 9

Clean Sweep bookThe story of air Marshal Sir Ivor Broom who completed three full tours of operations over enemy territory, including 31 low-level attacks from his operations base in Malta. after the war, he went on to set a new speed record while flying from Canada to the UK, and was one of the early squadron commanders of the red arrows display team. Paperback, 288 pages.

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MUSEUMS BERLIN GATOW


No matter how much Berlin changes, echoes of its ‘Cold War’ past will always

abound. The former RAF airfield at Gatow, in the German capital’s south-western suburbs, is a place with more resonance than most. One of the most important Berlin Airlift hubs, it was a key base during the long years of East-West division.

For close on two decades Gatow has been the site of a museum that counts among Europe’s most significant. Previously called the Luftwaffenmuseum, it came under the auspices of

the Militärhistorisches Museum (MHM) in July 2010, and was renamed the Museum Flugplatz Berlin-Gatow.

When the Luftwaffenmuseum moved in from Uetersen, near Hamburg, in 1995 both runways were available to park aircraft, but only Hangar 3 offered covered space. The former control tower was turned into a small exhibition area, and included Berlin Airlift- related items.

From 2006 more display space came in the shape of Hangar 7,

restored and opened to mark 50 years of the post-war

Cold War HubBen Dunnell examines the ambitious plans in

store for Berlin’s Gatow airfi eld

Training ties

The Gatow museum pays tribute to the Luftwaffe’s F-104 Starfi ghter, F-4 Phantom and Tornado training programmes outside Germany. Rooms in Hangar 7 take in the famed ‘Cactus-Staffel’ of Starfi ghters, the more recent presence in the US of German Phantoms and Tornados and the RAF Cottesmore-based Tri-National Tornado Training Establishment of 1980-1999. In each case, the cockpit of a relevant aircraft is displayed along with photographs and memorabilia.

Nose of TF-104G 28+01 in the ‘Cactus Staffel’ Starfi ghter training exhibit.

Pembroke C.54 AS-558 after its recent restoration. MHM

Former Australian Dakota IV A65-69 is an important exhibit, given the site’s Berlin Airlift heritage.

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February 2014 FLYPAST 99February 2014 FLYPAST 99

Bundeswehr – the German defence forces. But many machines still remained outside, the weather taking its toll. More buildings have come on line since.

Gatow director Oberstleutnant Ralf-Gunter Leonhardt explained the morphing from Luftwaffenmuseum to becoming part of the MHM structure: “The Bundeswehr restructured its museums, and decided to put those at Dresden and Gatow together. Now we’re part of one organisation, with three sites - the main one in Dresden, our museum of aviation history at Berlin-Gatow

and a ‘satellite’ exhibition at the Festung Königstein [a fortress close to Dresden].

“Fundamentally, we operate here as an autonomous collection. The main changes have occurred in the organisational and management areas. The second big advantage to have resulted from the merger is that the Dresden museum is internationally known as a renowned, forward-looking museum. This supports us in terms of planning our redevelopment.

“It will also ensure a different perception of our collection

here at Berlin. We have the problem that we are viewed as a centre of aviation technology or a collection of weaponry. This is not so. We are an historical museum, and we will be developing our profile in that direction.”

First phase plans“We’re planning for the re-conception and rebuilding of the museum,” Ralf-Gunter continued. “This is not a simple

task, as the site is so

big – we have

nine hangars, of which six must be refurbished, and three other large buildings, including the control tower, which must likewise be renewed.

“Added to this is the reorganisation of the museum, so it adds up to a considerable financial burden needing to be met by the military budget. We’re currently in the costing phase for the complete project.

“We want to redevelop Hangar 4 into the new main museum building. In there, the chronological progression of aviation history on German

Cold War HubIlyushin Il-28 208 will soon be moved inside the restoration hangar.




territory will be displayed. I say ‘German territory’ because that includes all foreign armed forces that have been engaged here.

“The external display area will be completely changed – visitors should feel like they’ve come to a functioning airfield. Another important part of our concept relates to the history of this airfield, from its construction in 1934-1935 as part of the establishment of the Luftwaffe and the Third Reich, up to the history of the RAF here – the Berlin Airlift, the lives of the based personnel and so forth.

“The control tower building is reserved for this, and [exhibition curator] Hauptmann Jan Behrendt has been carrying out extensive research in the UK. And in the fire station building we’ll show, for the first time in Germany, the history of a typical airfield fire service.”

Deeper immersionThe second phase of development involves Hangar 3 (the current main display hall), 5 and 6 (used as a store). Their planned use will offer the visitor deeper immersion in specific topics. Ralf-Gunter explained: “Hangar 3 will deal with aerial warfare and its execution. Hangar 5 will look at ‘Man and Technology’ – for example, ejection seats and g-forces. Hangar 6 will have the theme ‘Air and Space’, because the two can no longer be separated, and it will provide a window on the future.

“Of the others, Hangar 1 is our restoration facility, which will also be totally refurbished in the coming years, and the rest will be used as stores. We will need Hangars 9 and 10, the large storage buildings, to protect those items currently sitting outside once they have been restored. It’s a drawback of

our museum that so many objects are kept outdoors, exposed to the weather and at risk of corrosion. We’ll try in the medium term to bring as many as possible of them inside.”

Those aeroplanes that remain in the open will be presented in an imaginative fashion, according to their role and with appropriate ground equipment. “We want to create scenarios: for example the refuelling of an aircraft, how a crash crew operates or all the other functions that can be found on an airfield – radar, air traffic control and so on.

“Often, visitors only come to appreciate the role of the pilot, but the pilot is only the tip of the iceberg. We want to get across the whole system that goes into sending an aircraft into action.

“We are very well equipped with machines from the Cold War

period. One of the only things we’re missing is a MiG-25 Foxbat, a machine that really had an influence on military history here in Germany.

“We hardly have any large items from World War Two, and perhaps we’ll need to make some acquisitions. It would be nice, for instance, to have British aircraft from World War Two and we’re currently in contact with the Russian Federation about getting something to represent the former Red Army, which we’re also missing. For us the most important thing is to have items with personal histories attached to them, and we’re always on the look-out for such items.”

German ‘warbirds’Several German World War Two aircraft are already in the Gatow collection. On show at present is a Hispano Buchón reconfigured as

“Often, visitors only come to appreciate the role of the pilot, but the pilot is only the tip of the iceberg. We want to get across the whole system

that goes into sending an aircraft into action”

A fi ne range of World War One replicas includes an Avro 504K and a Siemens-Schuckert D.III.

A facsimile Lilienthal glider above a replica

Farman III.

A Hispano Buchón airframe has produced a convincing Bf 109G-2.

Early F-104F 29+06 in Hangar 3.


a Messerschmitt Bf 109G-2, a very fine replica DFS 230A-2 troop-carrying glider incorporating some original components and Me 163B-1a Komet 191904.

Away from public view, the museum has been working on Focke-Wulf Fw 190D-9, 210968, which served as Black 8 with 2/JG 26 and was recovered from the Schweriner See, near the Baltic coast. During the mid-2000s this was joined in the restoration hangar by a new-build Flug Werk FW 190A-8/N, which has been fitted with some original parts.

Ralf-Gunter: “We have decided to finish the ’A-8/N as quickly as possible. Because the work required on the ’D-9 is so immense, we’ll be postponing the restoration for an indefinite period. It will not be completed – it will more or less stay in its current condition. We require one or two replacement parts, and then it’ll be put on the back-burner.

“We want to finish the restoration of our V-1 flying-bomb and also

restore our ‘Heinkel He 111’ [Spanish-built CASA 2.111B B.2I-117] which is currently in storage, and which we definitely require as part of our new concept for the museum. The ‘He 111’ will be our biggest project over the next few months. A big advantage for us is that the Deutsches Museum at Oberschleissheim, near Munich, recently [in 2009] finished restoring a sister aircraft, so we can make use of their experience.”

Some years ago the Luftwaffenmuseum built a Me 262 partial replica based on substantial original items from wrecked or incomplete airframes. This is currently loaned to the Luftfahrttechnisches Museum Rechlin, but will be brought back in due course.

Held in store, but hopefully to eventually augment the selection of World War Two types, are Swedish-built Bücker Bü 181B-2 Bestmann ‘NF+IR’ and Morane-Saulnier MS.500 Criquet (licence-built

The DFS 230A-2 assault glider is a mixture of original and replica parts.

The Flug Werk FW 190A-8/N is a priority for completion.

Panavia Tornado P01, prototype of the Anglo-German-Italian swing-wing bomber.




Fieseler Fi 156 Storch) ‘7A+WN’, which once flew in the UK as G-AZMH.

Cold War restorationsOf the Cold War era, perhaps the most important aircraft at Gatow is Douglas Dakota IV A65-69. The former Royal Australian Air Force transport was for many years the airfield’s ‘gate guardian’, owned by the Deutsches Technikmuseum Berlin. In May 2012 the freshly-restored A65-69 was moved across the site and now stands next to the control tower, where once so many Dakotas were lined up during the airlift of 1948-1949.

MHM has just finished restoring

Former East German military equipment of varying potency: a Trabant and MiG-29 29+03.

Gatow boasts a superb selection of Warsaw Pact hardware, including a specially-marked Su-22M-4 and an Egyptian Air Force Su-20.

Starfi ghters heading a Cold War line-up: TF-104G 27+90 and F-104G 26+49.



former Luftwaffe Percival Pembroke C.54 AS+558, sporting markings it wore while in service with Flugzeugführerschule ‘S’ at Memmingen in 1957. Meanwhile, MiG-17PF Fresco 619 is being returned it to its original silver paint job and the markings of East German unit JG 9 at Peenemünde. Next in line is Ilyushin Il-28 Beagle 208, one of only two examples on show in West European museums (the other being in Finland).

In urgent need of conservation is one of the MHM’s newest additions, Panavia Tornado P01. Although externally this prototype may look in good condition, years of use as an instructional airframe at Erding have taken their toll. This important

exhibit will be getting the care it deserves before long.

Ralf-Gunter: “We try to bring every exhibit into the restoration hangar once a year in order to remove rust, clean and generally conserve them before they go back outside.” Efforts have been made to try and ensure some completed airframes are not put straight outdoors again, undoing the restorers’ good work. Examples are former French test-bed Gloster Meteor NF.11 NF11-14 and Antonov An-14 Clod 996, both of which are inside the storage hangars.

Productive connectionsWithin the present exhibition hangars, artefacts and airframes

are changed around regularly. For instance last year a replica Farman III, built to airworthy standard (but not flown) by Historischer Flugzeugbau Fürstenwalde, arrived in Hangar 3. On show nearby, following restoration, is a very different machine, a twin-rotor transport helicopter, Vertol H-21C Shawnee 83+08.

Over in Hangar 7, the most recent newcomers are Cessna T-37B ‘Tweety Bird’ 65-11824, on which many Luftwaffe pilots trained with the USAF, and recently-retired MBB Bö 105P1 86+32, operated by the Heeresflieger, the German army’s air arm.

Temporary displays are regularly staged, such as the

impressive ‘From World War to World War: German and Hungarian Air Armament 1918-1945’ presentation. This expo is currently in the Hadtörténeti Múzeum in Budapest, with which the MHM has been collaborating. The wreck of Bf 108 Taifun 2126, salvaged from a lake four years ago, was transported from Berlin to Hungary in time for an appearance at the Kecskemét airshow last August (2013) to promote both the exhibition and the participating museums.

This is not the only productive international connection made in recent times. Ralf-Gunter views ties with other museums and organisations, especially in Europe, as highly important, and in the past couple of years, links with the UK have been strengthened.

Exhibition curator Jan Behrendt has, for example, taken inspiration from the Imperial War Museum’s ‘Historic Duxford’ concept in developing ideas for the depiction of Gatow’s heritage. Jan is seeking to gather as many personal recollections as possible relating to Gatow, not least from its time as an RAF station. Should anyone be able to assist, contact Jan via the website.

Visits to Russia have also been fruitful, resulting in co-operation with a museum in Volgograd on a Stalingrad exhibition. With the ambitious plans MHM has in prospect, it may well be not long before curators from other European museums reciprocate and beat a path to Gatow. www.mhm-gatow.de

Gatow airfi eld lives!

MHM’s big annual event at Gatow is its Flugplatzfest, which sees fi xed wing aircraft using the truncated 2,700ft (830m) eastern stretch of one runway. Attending during the 2013 event were machines from the Quax-Flieger fl eet, a Do 28D-2 Skyservant operated by German military reservists and an An-2 Colt. The runway also facilitates the delivery of airworthy exhibits, as was the case when Transall C-160D 50+56 arrived in September 2011. The 2014 Flugplatzfest is scheduled for September 6-7.

Luftwaffe transports on the Gatow runway: Transall C-160D 50+56 and Noratlas 99+14.

Heading another impressive Cold War line-up, an F-86K Sabre and an OV-10B Bronco.

“Exhibition curator Jan Behrendt has... taken inspiration from the Imperial War Museum’s ‘Historic Duxford’ concept in developing ideas for the depiction of

Gatow’s heritage”




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

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

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email: [email protected]

Time-served Hurricane instructors

Following the December ‘Hurri-bomber’ issue, former RAF pilot Keith Bennett e-mailed us to share tales about his flying instructors.

Each had a strong connection with the famous Hawker fighter: “One, who served with Bader in the Battle of Britain, and later

flew 12-gun Hurricanes from Malta, where he was up against armour-plated Ju 88s. He said that he might as well have used pea shooters. I only had one lesson with him.

“My long-term instructor flew Hurri-Bombers in Burma. They flew at such low level that the Japanese resorted to tying landmines to the upper branches of trees, which were detonated as the Hurricanes flew past. On one occasion my instructor, Pat Courtney, was attacking a Japanese position with his four cannon, and a Japanese soldier popped his head above

the parapet. Pat was outraged and put the nose down to give the character a further squirt. As a consequence his aircraft hit the ground, but being a Hurricane it flew on and he returned safely to base.

“The 14th Army unit he was supporting were so impressed that they sent him a copy of a cartoon that shows a Hurri-Bomber with bayonets tied to its cannons. That cartoon still graced his logbook in 1963. Looking back on my flying instruction, I sometimes wonder, who scared my instructor most – me or the Japanese Army.”

Bruntingthorpe celebrationA special open day was held at Bruntingthorpe on Sunday, November 17 to mark the 30th anniversary of the airfield being acquired by the Walton family. In the three decades that the family has owned and cared for the site, the resident ‘fleet’ of historic Cold War jets has continued to grow. The entire collection – plus a couple of special military aeroplanes awaiting a decision on their future – was lined up on the two-mile-long runway for a unique photographic opportunity during the day.

“Each and every one of these

aircraft has its own particular significance in terms of the defence of our country and our military operations around the world,” said Bruntingthorpe’s managing director, David Walton. “It was in August 1983 that we acquired what was then Chrysler UK’s proving ground and started our mission to ensure that the long and successful contribution Bruntingthorpe has made to national and international security is never forgotten. The fact that we assembled all the historic jets for a very special photograph at the time the nation was celebrating Remembrance Day made it particularly poignant.”

The Cold War Jets collection on Bruntingthorpe’s runway for the 30th

anniversary photo-shoot. GERRY WEATHERHEAD

VIA PAUL ATKIN

Crash GordonI thought you might like to hear of an interesting experience I had while in 304 Squadron ATC [Air Training Corp] at Hastings. A flight had been arranged for us in a Tiger Moth at Rochester airport. When it was my turn I was strapped into the seat in front of the pilot’s and we took off.

While in the air the pilot asked over the intercom if I would like to do some aerobatics. I agreed and we did some loop-the-loops and flying upside down. While in this position the Tiger Moth engine cut out, I was assured that the engine would re-start when we were flying normally – unfortunately it didn’t.

The pilot calmly assured me that we would have to land in a nearby barley field. At 15 years old it was a nerve-wracking experience, but the pilot made a perfect landing, cutting a huge swathe through the barley – much to the annoyance of the farmer who was waiting to have a few words with us. After the incident I was forever called ‘Crash Gordon’ by my mates in the ATC.

Also, reading your articles regarding Vampire jets, I recalled another memorable experience while doing my National Service (1955-1957) in the RAF. I was stationed at RAF Cranwell, a flying training centre, as an Electrical Mechanic (Air) maintaining and servicing single and dual-seat Vampire jets. One Friday afternoon a flight lieutenant came into the crew room and asked if anybody would like a flight to Biggin Hill

on Saturday morning. I jumped at the chance as I was going home to Hastings.

I sat next to the pilot and we landed at Biggin Hill after a 20-minute flight. An amazing experience! He then took me in his sports car to Victoria railway station to catch my train to Hastings. What a service.GORDON MESSAGE

HASTINGS, EAST SUSSEX

104-105_FlyPost_fpSBB.indd 104 12/12/2013 15:57


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


Jottings...Letters in Brief

Periscope mysteryReader Anthony Barton has sent in this photograph of an aircraft’s periscope, and is trying to find out more about its history. “I have recently acquired the periscope and although I know what it is, I have no idea what it was used for and to which aircraft it was fitted. The details on it are: Ref No.6B2764; Type No.KPG 0502; Serial No.101/KHI/56, and the name Kelvin & Hughes Ltd. If you can help, please write or e-mail us at the editorial address and we’ll forward the information to Anthony.

January 3, Martlesham Heath – ‘Building Maurice Hammond’s P-51 Mustang Fighters’, a talk by Ted Warner, The Martlesham Heath Aviation Society, Martlesham Heath Community Centre, Old Felixstowe Road, Martlesham Heath, IP12 4PB www.mhas.org.uk

January 8, London – ‘Britain’s first supersonic nuclear bomber, the TSR-2’, a talk by Brian Mann, London Society of Air-Britain, The Victory Services Club, 63-79 Seymour Street, London. E-mail: [email protected]

January 14, Milton Keynes – ‘Aircraft carriers’, a talk by Barry James, Milton Keynes Aviation Society, Kents Hill Community Centre, Frithwood Crescent, Kents Hill, Milton Keynes, MK7 6HQ – 01234 742057

February 11, Milton Keynes – ‘The Dams Raid’, a talk by David Keen, Milton Keynes Aviation Society, Kents Hill Community Centre, Frithwood Crescent, Kents Hill, Milton Keynes, MK7 6HQ – 01234 742057

February 12, London – ‘USAF worldwide Reconnaissance in the Cold War, 1946-1991 and Beyond’, a talk by Lt Col John Bessette, London Society of Air-Britain, The Victory Services Club, 63-79 Seymour Street, London. E-mail: [email protected]

March 9, Ellesmere Port – Cheshire and North Wales Aviation and Militaria Fair, Vauxhall Motors Clubhouse and grounds, Rivacre Road, Ellesmere Port, Cheshire, CH65 1NJ - 0151 327 4701 or 07745 873491. [email protected]

------------------------------------------------------------------------------------------------OPS BOARD

Winners!We are pleased to announce the lucky prize winners in our recent free-to-enter competitions! The Bomber Command-themed competition in the October issue asked which RAF unit used Lancasters to attack the Ruhr dams in May 1943. The answer was, of course, 617 Squadron. The first three correct answers drawn after the closing date won a 1:72 scale die-cast Lancaster model, courtesy of our friends at Corgi. The winners were: Richard Brady of Bacton-on-Sea, Norfolk; Dave Whitmore of Crewe, Cheshire, and Mark Naylor of Shifnal, Shropshire. Ten runners-up each won a No Moon Tonight Lancaster book by Don Charlwood, so well done to: Mr T Grist of Trowbridge, Wiltshire; Mr G Montgomery of Chertsey, Surrey; Mr V Waterhouse of Leeds, Yorkshire; Chris Wiseman of Exeter, Devon; Euan Dear of Perth, Scotland; Mr J Newham of Beeston, Nottingham; Alison Buckley of Connah’s Quay, Wales; Colin Pomeroy of Bideford, Devon; Mr D Tillyer of Aylesford, Kent and D Kirby of Dudley, West Midlands. We also had three Bomber Command DVDs to give away, and they were won by R Allen of Eltham, London; Russell Parrott of Colchester, Essex and Alan Compton of Billericay, Essex.

The October issue also gave you the chance to win one of five copies of Howard Shaw’s fine book, Betrayal in Burgundy. The lucky winners were: Miss H Towner of Salisbury, Wilts; Mr D Watling of Diss, Norfolk; Mr T Mattingley of Faringdon, Oxfordshire; Mrs S Rose of Chichester, West Sussex and Ursula McDermott, of Selby, Yorkshire. Well done to all our winners, and a big thank you to everyone who took part.

Mosquito updateThe Mosquito nose from HJ711, mentioned on Page 53 of the December issue, was a training aid with No.27F (Chingford) Squadron Air Training Corps, in Chingford, London, from the 1950s until about the early 1970s. It then joined the ‘Reflectair’ museum collection of Blackpool, and was later passed onto Tony Agar, and is now to be seen as part of his most excellent composite aircraft at Elvington, home of the Yorkshire Air Museum.GRAHAM TRANT

VIA E-MAIL

Helicopter in distressDoes anyone have any information about this unidentified helicopter, which is on show in derelict condition at the Aburi Botanical Gardens in Ghana, asks reader George Duncan. It is said to have been a left in the area by the British in the 1950s and is probably a Westland Whirlwind. If you can shine any light on the helicopter’s history, please contact George by writing or e-mailing us at the editorial address.

Living HistoryReading the recent Bomber Command special in January’s FlyPast brought to mind a recent experience of mine at East Kirkby. I was passing the home of Lancaster Just Jane and, as it was midday, decided to stop for lunch. As I entered the cafe I noted seven young men all kitted out as members of a heavy bomber crew. It appeared there was an American film crew taking footage of the men in and around Just Jane.

What really struck me was their age. They all looked so young and

suddenly it occurred to me – this was living history and what I was seeing was a scene as it would have been 70 years ago with a crew preparing for a sortie. It was their age that got to me and it really made me appreciate how young these boys were who took the heavies over the Reich night after night, with many not returning. Seeing this has left a lasting impression on me and now I hope I understand the people who were the crews a little better.RICHARD HALL,

VIA E-MAIL

104-105_FlyPost_fpSBB.indd 105 12/12/2013 15:57

Unparalleled in its adaptability, versatility and overall performance, in the 1960s

the Hawker Hunter was a very potent warplane. Its multi-role effectiveness is well illustrated through the combined air and ground operations against dissident factions in the Aden Protectorates.

Its guns were not known to have been fired in anger in the air-to-air mode, or even in warning against the MiG fighters and Ilyushin transports which had deliberately, or accidentally, violated airspace from the Yemen. Despite this, the RAF’s air defences there were ready, very willing and able to respond to the threat – and surely acted as a deterrent.

The Hunters of Tactical Wing (later ‘Strike Wing’) at Khormaksar, on the northern outskirts of Aden, comprised of three ground-attack units of single-seat FGA.9s (8, 43 and 208 Squadrons), and the tactical-reconnaissance FR.10s of 1417 Flight. All of these were supported by two-seat T.7 operational trainers.

With outstanding performance at all levels, armed with four 30mm ADEN cannon internally and flown by well-trained pilots, it was more than a match for the MiGs known to be based in the Yemen. [The ‘ADEN’ for the cannon has no link with the Protectorate, it comes from Armament Development Establishment, Enfield, the organisation that created the weapon - ED.] With judicious use of the flap, airbrake and 10,000lb (44.48kN) of thrust from the Rolls-Royce Avon Mk.203 or Mk. 207 turbojets in the single-seaters, these aircraft had all the speed and manoeuvrability needed in the potentially hazardous terrain ‘up-country’.

Constant alertAfter three fast-jet tours in Germany and the US, I was appointed the squadron leader staff officer responsible for the Hunters, at HQ Air Forces Middle East, Steamer Point, Aden. Far from being an onerous posting, this consisted of staff

duties during the standard working day until 13:00 hours, after which I was free to fly with any of these units at nearby Khormaksar, or sun myself on Tarshyne Beach – the latter for me being a rare indulgence.

It was 1963 and trouble with tribal factions and insurgents, encouraged, armed and supplied by the Yemen, was brewing rapidly throughout the Federation of South Arabia (as the Protectorate became in 1963). This was particularly so in the Radfan Mountains and the border region around Lodar and Beihan, well to the north of Aden. The British Army, together with the Federal Regular Army (FRA), was becoming increasingly involved against dissidents.

In the air, the RAF’s Tactical Wing of Shackletons and Hunters was supported by Beverley, Argosy, Pioneer and Andover fixed-wing transports plus Belvedere and Whirlwind helicopters. The FGA.9s and FR.10s were committed not only to ground-attack and reconnaissance, but also

Nigel Walpole describes the vital role of the RAF’s Hunter Strike

Wing in the Aden con� ict

AboveA Hunter at Beihan,

1967. TIM SMITH


COLD WAR WARRIORS HAWKER HUNTER

106-111_Hunter_fpSBB.indd 106 12/12/2013 15:32

to air defence. The FR.10s flew with loaded guns but carried no external weaponry, leaving all four pylons free for drop tanks full of fuel, allowing them to loiter for longer than the FGA.9s when committed to air defence duties.

It was largely in Beihan and Lodar that border violations took place, usually by Il-14 Crate transports, MiG-15 Fagot and MiG-17 Fresco fighters [from the Yemen - ED]. Some of the latter strafed local communities and this could not go unopposed, so Hunters carried out random patrols, or were held on ground alert. The fundamental air defence requirement being the earliest possible warning of hostile intruders, a TPS-34 radar was sited on high ground at Mukeiras. From there it was able to look well into the Yemen, but this warning was

rarely enough to enable successful interception of intruders, especially if they approached at very low level.

I flew one such patrol on Christmas Day, 1963, as wingman to Flt Lt Anthony Mumford, in FGA.9 s of 208 Squadron, perhaps with some anticipation that the Yemen might think that, with our traditional Christian festivities, we would let our guard down. Anthony was having none of that. His planning and briefing were meticulous. My responsibilities were made crystal clear – I should never fly lower than him.

With no more than an exchange of greetings between us and air traffic control, and the comforting ‘purr’ of our Avons, an eerie quiet prevailed over the airways that warm, clear morning. We toured the border, swinging up and down the cave-

ridden wadis, from which dissidents were known to hide and operate, but saw nothing amiss.

I landed after a 90-minute trip in the most happy of moods – until the debriefing. Anthony had spotted me flying a fraction below him over a particularly flat piece of desert, and proceeded to tell me, in no uncertain terms, what he thought of such a flagrant piece of indiscipline – albeit ending with a ‘Sir’. Suitably chastened, I followed him to the bar.

Forward airstripWith hostile activity increasing throughout the region in the early to mid-1960s, No.5004 Squadron Airfield Construction Branch was tasked with developing the existing, rudimentary airstrip at Beihan for limited use by Hunters. This was no easy task, it took the ACB men more than two years to get all the stone they needed. They were credited with ‘moving a mountain’, crushing and laying thousands of tons of stone before the airstrip and readiness platform could be overlaid with bituminous macadam.

In 1966, Wg Cdr Martin Chandler, officer commanding (OC) of the Strike Wing, was the first to land and take off in a Hunter at Beihan. He declared that only selected pilots should be tasked with alert duties there, and he also set strict safety

Below leftA vulture met its end in the intake of Flt Lt Ken Simpson’s FR.10. KEN

SIMPSON

BelowA Hunter FR.10 of 8 Squadron approaching Aden in 1962. SANDY

BURNS



conditions for all operating from the airstrip. Beihan-based fighters were configured with 100 gallon (454-litre) drop tanks on the inner pylons only, with no other external stores, and to be deployed from Khormaksar at daybreak – returning at dusk.

For the chosen few this was no sinecure; under canvas beside the airstrip, they sweltered in the heat awaiting the MiGs which never came, until dusk approached and they could return to the luxuries they enjoyed in Aden. Of course their presence was well known to their potential adversaries and it would be easy to believe that this alone was an effective deterrent.

Low-level hazardsFlying, mostly at very low levels, in the very diverse terrain and spectacular scenery, over flat coastal

In addition to the highly effective 30mm ADEN cannon, the FGA.9s could deliver bombs and 3in (7.62cm) unguided rockets, with 60lb explosive or concrete warheads. The standard fi t of two 230 gallon drop tanks on the inner pylons, left the outers free to carry weapons or additional 100 gallon drop tanks. Main operational equipment for the FR.10s consisted of three F95 high-speed strip-aperture cameras, set for oblique photography in port, starboard and nose-facing stations. While these aircraft could not carry bombs or rockets, all four cannon were retained.

The Hunter’s arsenal

“Flying, mostly at very low levels, in the very diverse terrain and spectacular scenery...

was challenging and potentially very hazardous”

RightFlt Lt Sandy Burns

‘snapped’ Flt Lt Johnny Morris with his F95 ‘nose-facer’, while

carrying out a fl ag-waving sortie over a

village on the Western Aden Protectorate.

RALPH CHAMBERS VIA RAY

DEACON

Below rightBeihan airstrip, home

to a pair of Hunters on intercept standby. KEN

SIMPSON

carry bombs or rockets, all four cannon were retained.


plains and along narrow, winding wadis flanked by sheer rock faces, was challenging and potentially very hazardous. It demanded concentration and anticipation but was equally rewarding. It is perhaps surprising, with so many pilots on their first tour in this terrain, sometimes in the teeth of sudden sandstorms which could reduce the visibility to a few yards, sand-blast their cockpit canopies and penetrate the systems, that there were not more incidents.

Among the few Hunter accidents, one catastrophic systems failure in an FGA.9 left the pilot with no option but to eject, which he did successfully and was unhurt on landing. But the desert always entailed risks, especially if injured, and the victim had to endure intense heat or capture by unfriendly tribesmen. Although the fliers all carried ‘goolie chits’, which promised rewards for their safe return, one Army Air Corps (AAC) helicopter crew, brought down by gunfire, was believed to have been taken by tribesmen and murdered.

There was always the possibility of being struck by a stray bullet from the ground. While searching for a stolen Land Rover in an FR.10, Flt Lt Derek Whitman was hit by a ‘lucky’ shot fired by a Yemeni sergeant at a frontier post, causing a spume of vaporising fuel to issue from his starboard wing. Following an airborne inspection, he decided to drop his external tanks and make for home, to land cautiously at Khormaksar without further incident.




Natural hazards, such as bird strikes, were inevitable at low level – indeed Flt Lt Ken Simpson collided with a huge Griffin Vulture. It entered the starboard intake of his FR.10 causing the engine to surge before it settled down in mid-range, where Ken sensibly left the throttle. He dropped his external tanks and eased the aircraft up to 10,000ft (3,048m) on a heading for Khormaksar, where he carried out an immaculate emergency landing.

Show of forceWith tensions and violence escalating throughout the Federation in 1963, an Orders Group (‘O’ Group) was called on New Year’s Day 1964, presaging the start of a major offensive in the Radfan. A brigade headquarters was set up at Thumier, in the north of the region, to run ‘Radforce’, composed of the British-led but largely untried FRA, local Arabs and a number of British units. The initial task was to secure the area and re-open the strategically important road from Aden to Dhala.

Air support was to be provided by the Hunters during daylight hours and by the resident Shackleton squadron at night. These were controlled by

a Brigade Air Support Operations Centre co-located with the brigade HQ. The Hunters soon proved their worth.

As always, an aircraft’s contribution is only as good as its pilot and the tuition he has received. A good example of the Hunter force’s highly skilled aircrew was Flt Lt Roger Pyrah, a Cranwell-trained fast-jet pilot who had learned his tac-recce skills on the Swift FR.5 in West Germany. That is where I first met him, on 79 Squadron at Gütersloh, in 1957. Arriving in Aden in the summer of 1963, initially as a ground-attack pilot on 43 Squadron, his fighter-reconnaissance expertise was soon recognised and he was posted to the FR.10-equipped 1417 Flight, commanded by Flt Lt Peter Lewis.

That tasking would have to wait, because no sooner had Roger arrived in Aden than he was ‘volunteered’ for the duties of Air Liaison Officer and Forward Air Controller. The ALOs and FACs were essential links between ground forces and the aircraft supporting them.

In this case, the ground party consisted of 600 Arab soldiers of the Hadramaut Bedouin Legion (HBL), a geologist and a doctor, commanded by a British army colonel. Their

destination was Al Ghaidha, their purpose to make friends with local tribes and establish a form of administration, while building a fort, a hospital, a school and an airstrip suitable for Aden Airways Dakotas. This was far from easy.

En route, the HBL was ambushed twice, and while at Al Ghaidha, the detachment was attacked by Kidda tribesmen, who left two HBL soldiers dead. Retribution was called for and the tribesmen were forewarned that their large building on the edge of the town was to be destroyed.

First, the colonel laid on a rather ineffective fire power demonstration using the Shackleton’s 20mm cannon against the building’s 4ft mud brick walls, coupled with machine-gun fire from a Scout car and a shower of mortar bombs.

Roger went one better. With the colonel’s blessing, he requested immediate back-up and in short order a pair of Hunters arrived to deliver 60lb high-explosive 3in rockets and 30mm cannon rounds at the target – with precision and to devastating effect. The Kidda assailants had wisely withdrawn to the safety of a nearby hill and suffered much ‘loss of face’ with the locals, and the detachment saw no more of them.

AboveFlt Lt Ken Simpson fl ying a 1417 (FR) Flight Hunter FR.10 in its normal confi guration with two 230 and two 100 gal external fuel tanks. KEN

SIMPSON


Tracks in the sandRoger took command of 1417 Flight in the spring of 1964, and put his skills to good use to develop its operational effectiveness. The FR.10 pilots had become very good at detecting covert troop movements, typically by tracing camel tracks in the sand, locating supply dumps through rudimentary camouflage and looking into caves likely to be used by dissidents.

Flying with maximum fuel and guns loaded at all times, they had generous authority to shoot without further say-so at any obviously hostile activity in prescribed areas, within specific time windows. They were able to engage a range of important targets before the enemy could disperse.

Alternatively, the FR.10s could call up any other Hunters flying in the area, with sufficient fuel, ammunition

and perhaps armed with 3in rockets, offering to lead them back to the area and even mark the targets for them with their guns. If neither option was available, the recce pilots would mark the precise location on their imperfect maps, for future attention.

A joint operation could then be mounted without delay, in which the FR.10 would return with a strike force of FGA.9s. Using his guns, he would mark the target 20-30 seconds before

the first of the fighter-bombers began their attacks – giving any terrorists on the site little or no chance to escape. This was ‘recce/attack interface’ at its best – and it worked.

Captured on � lmTo most people, reconnaissance meant photographs, and the definitive evidence that they provided. Typical of the photo tasks was one flown by Roger and Wg Cdr John Jennings,

Whether diverted in fl ight or launched from the ground in haste, it was always a race to reach a suspected intruder before it could escape across the border. I know of only one who failed to get away. This was an Il-14, which we may not have detected, or if we had, had no time to effect an interception before it landed, clearly by mistake, at Lodar airstrip in the west of the Federation. It is believed that the pilot then realised his mistake, and might have taken off again had it not been for a very vigilant British Army offi cer who placed his Land Rover in front of the unfortunate transport.

Mistaken identity

“Flying with maximum fuel and guns loaded at all times, they had generous authority to shoot without further say-so at any obviously

hostile activity in prescribed areas...”



AboveHunter FGA.9 and

FR.10s of 8 Squadron, at Khormaksar in 1962.

RAY DEACON

BelowHunter FGA.9s, FR.10s and T.7s on the fl ight

line at Khormaksar. RAY

DEACON



OC Tactical Wing, providing a ‘stand-off ’ image of the fort at Qataba, taken by one of the side-facing, oblique F95 cameras. On this occasion the sporadic and ineffective ground fire they attracted was a clear indication that the target was occupied and that they were not welcome.

Understandably, soldiers loved photographs, but they often received them too late to take advantage of what they revealed. Film had to be returned to a base with processing facilities, removed, processed, usually printed and taken to where the images were needed – a time-consuming procedure.

Roger did much to reduce these delays, the favourite being delivering ‘hard copy’ by air. Where time was of the essence, and airborne visual reports would not suffice, an FR pilot would return to Khormaksar with all speed for the groundcrew to off-load the films and rush them to a mobile film processing unit. The pilot remained in the cockpit with the engine running. A second, pre-briefed recce pilot would view the negatives on a light table and select the required target frames for printing. The prints were placed in a small sack attached to a time-expired ejection seat drogue parachute, weighted with four small cans of iced beer – all of which fitted neatly between the internal frames of the Hunter’s airbrake.

Thus loaded, the jet would take-off and fly at high speed to where the photos were needed. Flying low and slow, the airbrake would be opened

and photos and beer floated down to the waiting recipients. Given drop accuracies of 20 yards and minimum delays, this initiative was greatly welcomed by battle managers.

Usually, the plan worked well; the FR.10 carried sufficient fuel for most tasks in the nearby Radfan mountains. The long runway at Khormaksar allowed the Hunter to make the interim landing and take-off safely with a heavy fuel load.

Photographs were far from the only contribution FR pilots could make – their own sightings enabling them to take immediate action with cannon against any lucrative target. Alternatively, given good radio communications and well-rehearsed procedures, a pilot could pass basic, real-time information to other airborne or ground assets enabling them to respond quickly.

Zoom climbThe pilots on 1417 Flight also played their part in the air defence of the Federation, ever ready, willing and able to deal effectively with any unwelcome intruder – including MiGs. Aden FR.10s, configured with four external fuel tanks, had a significant advantage over the FGA.9s, being able to fly to the

Bahrain region - where most border infringements took place - at 300 knots for a ‘MiGs Watch’ in sorties of 2½ hours.

Given such a task, Roger resisted the temptation to climb to the reported height of a possible intruder. This avoided exposure to Yemeni radars and took advantage of any terrain masking while he increased speed towards the target, zooming up at the last moment, hoping to achieve surprise. Sadly, this tactic was to no avail; the MiGs never stretched their luck.

On August 27, 1965, Roger completed his final operational sortie with another successful armed reconnaissance against a dissident base in Wadi Yahar. He handed over command of 1417 Flight to Flt Lt Ralph Chambers. He had flown 362 hours in the FR.10 during his two-year tour.

After Roger had left the RAF he was recruiting for a first officer to fly with him in an executive jet. One of his candidates was an Egyptian pilot who admitted that he was a MiG squadron commander operating at that time in the Yemen. On a couple of occasions he had crossed the border into the Federation, but turned tail on sighting a pair of Hunters. Perhaps he and Roger had met before?

and photos and beer floated down to the waiting recipients. Given drop

Bahrain region - where most border infringements took place - at 300

LeftFlt Lt Roger Pyrah – fi ghter reconnaissance pilot. ROGER PYRAH

LeftArmed with 20mm cannon, bombs and fl ares, Shackletons of 37 Squadron provided ground forces in the Federation with air support around the clock. ALL AUTHOR’S

COLLECTION UNLESS NOTED


DECKEAGLE’SLUKE ROSKILLY RECENTLY DISCOVERED

PHOTOS BY HIS GREAT, GREAT, UNCLE, REG

THURGILL. HE PRESENTS THE CREAM OF THE

CROP, TAKEN ON BOARD HMS EAGLE

GLORY DAYS PHOTOGRAPHIC MEMORIES

A deck full of Hawker Osprey two-seat fi ghter-reconnaissance aircraft aboard the carrier HMS ‘Eagle’, circa 1934. A total of 129 were delivered to the Royal Navy from late 1932 and the type served until 1940. Nearest to the camera is Mk.I K2783 ‘291’ (the

chequered tail marking almost certainly indicating it was the squadron CO’s aircraft) and to the right is Mk.I S1689 ‘294’. Both machines belong to 803 Squadron.

Fairey IIIF S1821 ‘83’, possibly of 824 Squadron, shortly after landing on the ‘Eagle’, circa 1934.

Five ‘Eagle’ crewmen circa 1934. The Petty Offi cer on the far right took all the other photos on this page.


104-105_Glory Days_fpSBB.indd 114 11/12/2013 19:07

One of the Eagle’s biplanes, thought to be a Fairey IIIF, in the sea alongside the carrier.

A torpedo being fi red from HMS ‘Eagle’ in 1934.


104-105_Glory Days_fpSBB.indd 115 11/12/2013 19:09

FrenchFrenchC O N N E C T I NFrenchFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchC O N N E C T I NFrenchFrenchC O N N E C T I NFrenchC O N N E C T I NFrench

WARBIRDS HAWKER HURRICANE


FrenchDARREN HARBAR PROFILES A BATTLE OF

FRANCE VETERAN THAT HAS RETURNED ‘HOME’

116-120_Hurri_fpSBB.indd 116 11/12/2013 18:43

FrenchC O N N E C T I N

Hurricanes were commonplace in French skies during the first couple of years of World

War Two but since then Hawker’s classic has been seldom seen above France. All that changed in 2013 when genuine 73 Squadron Battle of France veteran P3351 was acquired by pilot and vintage aircraft collector Jan Roozen.

Civilian-registered as ZK-TPL, P3351 had been part of Sir Tim Wallis’ Alpine Fighter Collection since January 2000. A decade later Papa-Lima was offered for sale and its spell flying in New Zealand came to an end. In January 2013 a move was agreed and it was bound for France.

REARGUARD ACTIONMk.I P3351 rolled off the Hawker

production line at Brooklands in February 1940. With the Battle of France raging, it was dispatched on June 1 as an attrition replacement to 73 Squadron. Part of the British Air Force in France (BAFF), 73 was fighting a crucial rearguard action against the German blitzkrieg and on June 3 decamped to Echemines, near Rouen.

It was there that P3351 caught up with the squadron and was thrown straight into action. Hastily given the code letter ‘K’, it was assigned to ‘A’ Flight providing defensive cover during the retreat. With the advancing German war machine bearing down on it, the unit moved to Nantes on the 15th – its sixth change of base in a month. No.73’s Hurricanes provided cover above the ports of St Nazaire and Brest.

With the Germans on the doorstep, 73 Squadron flew its last sorties from Nantes on June 18th. Having refuelled following patrols, 18 Hurricanes departed Nantes in the early afternoon and headed for their new home at Church Fenton, Yorkshire. Piloted by Plt Off Peter Carter, P3351 was one of the last Hurricanes to leave France.

PATCHED AND REPAIREDAt Church Fenton, personnel enjoyed a brief respite from combat while their battered aircraft were repaired, with P3351 gaining the 73 Squadron identification code ‘TP’ to add to its individual letter K-for-King.

The unit resumed operations in early July and P3351 flew to

Below leftHurricane P3351 during a visit to the UK in the summer of 2013. ALL

PHOTOS BY DARREN HARBAR

UNLESS NOTED


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“The Hurricane’s exact service record during its time in Russia is sketchy, but it is

thought to have seen combat against the Luftwaffe...”


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a bullet in its radiator; sufficient to have brought it down in the tundra near Murmansk. Tim Wallis bought the Hurricane in 1992 and soon afterwards the newly-established Hawker Restorations Ltd company set about restoring P3351 back to its Mk.I days, adhering to original design specifications. By late 1995, it was ready for shipment to New Zealand.

Many other parts were secured, including a late model Merlin 35, complete with its original RAF records. By 1998 the fighter was ready for its fabric covering by the Croydon Aircraft Company in Mandeville, South Island.

In the final months of 1999, the engine was tested and the Hurricane

was prepared for its post-rebuild debut. The exceptional restoration took to the air again on January 12, 2000.

COMING ‘HOME’Bringing P3351 back to France was an easy decision for Jan Roozen, as he explained to FlyPast: “I had seen P3351 was for sale and was interested in buying the fighter. The more you research Hurricanes, the way they are made, the historic importance in the Battle of

Prestwick in Scotland for night flying training on the 19th. Returning from a sortie on the 21st, pilot Alf Scott undershot the runway in the darkness; P3351’s undercarriage collapsed and the Hurricane ended up on its nose.

Repairs included a new engine, and in September P3351 was allocated to 32 Squadron, part of 13 Group, at Acklington, Northumberland, providing cover for vital convoys plying the north-east coast. In December, 32 transferred to the control of 10 Group and moved to Middle Wallop in Hampshire.

But within a few days, P3351 was heading north again, to join 71 (Eagle) Squadron at Kirton-in-Lindsey in Lincolnshire. Plt Off Ken Sampson-Taylor put P3351 back in the workshop when he damaged the fighter upon landing on March 10, 1941. Repairs took just short of a month and the Hurri rejoined the unit, which had moved to Martlesham Heath near Ipswich on April 9.

By the spring of 1941, Hurricane IIs were filtering into service and P3351 was relieved of frontline duties. It was issued to 55 Operational Training Unit at Usworth, near Sunderland, training Polish pilots.

On May 13, instructor Sgt Stanislaw Karubin was piloting P3351 when, despite his experience, he flew into high-tension power lines, but by some miracle managed to land at Ouston in Northumberland. Repairs were made to the wing and

another new engine was installed.

The litany of incidents was not over. On September 9, Sgt Ness Polson reported that P3351 had suffered an engine failure, resulting in a forced landing. It seems that he was engaged in a competition with his wingman to see who could fly the lowest. It’s fair to say Polson won, as the Hurricane passed through a hedge and came down in a field.

NEW LEASE OF LIFEThis was not the end of the story; the fighter was repaired and upgraded, leaving the factory as Mk.II DR393. After a period of storage it was transported to Glasgow in March 1942. Along with 23 other Hurricanes, DR393 was loaded onto the SS Ocean Voice for shipment to Murmansk in the USSR. On May 3, the ship was hit by a bomb which caused serious damage and the loss of a significant amount of cargo, including many of the aircraft aboard.

One of the Hurricanes that survived to be offloaded was DR393, which was reassembled and joined the Soviet inventory. The Hurricane’s exact service record during its time in Russia is sketchy, but it is thought to have seen combat against the Luftwaffe – and known to have been fitted with cannons before coming to grief one final time in the winter of 1943, near Murmansk.

In the 1980s and 1990s Jim Pearce made a name for himself as a specialist in the recovery of wartime wrecks from the USSR. Among these were the substantial remains of DR363 and inspection revealed

A GROWING COLLECTIONHurricane I P3351 joins Jan Roozen’s collection based at Cannes-Mandelieu Airport in the south of France. Jan started acquiring classic aircraft in 2009. In the spring of 2012 he bought the former Frédéric Akery Fury, which has appeared in the UK a number of times. He also has a number of early classics, including the last remaining Laird Speedwing, a Ryan ST-A, a Stinson SR-8E, the prototype Rearwin Speedster and a 1930 Fairchild KR-31.

Jan Roozen’s fi ne Hawker Fury F-AZXL.

LeftThe Hurricane showing its black and white underwing colours.

Below leftHawker Hurricane Mk.I P3351 in its Battle of France-era 73 Squadron markings.


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Britain and France, the more fascinated you become with them.

“We now have so many Spitfires flying that I was rather drawn to the rarer Hurricane. Until P3351 there were no other representatives flying on the continent. I already had an example of Hawker’s last piston fighter with my Fury, which I was very much enjoying. Having the first Hawker monoplane as a counterpoint in the collection was therefore very attractive to me. Living in France, having an aircraft that fought in the Battle of France is of course something very special.”

P3351 left New Zealand on February 10, 2013, with the Alpine Fighters team preparing her for the voyage. The centre section of a Hurricane is too large to fit in a standard shipping container, so the team had to build a frame to fit the aircraft into a special container that would travel as deck cargo.

Shipped across the Pacific, through the Panama Canal, the Hurri reached Le Havre on March 30. From the dockside, P3351 was taken by road to Aéro Restauration Service at Dijon for reassembly, care of a joint effort between Bruno

Ducreux’s crew and Raymond Middleton. On May 14, French-registered as F-AZXR, the fighter returned to the skies with Bruno at the controls.

PLEASURE TO FLYAfter the successful test flight, Jan picked up his new acquisition and flew it to Cannes to join his growing collection. He found P3351 to be everything he wanted. “My first flight in the Hurricane was very much like most other people’s. They warn you about the light elevator and low gear speed. Once in the air the aircraft is well-behaved and landing presents no problem, providing you are trimmed out on the approach. The Hurricane is a pleasure to fly but very far from the perfection of the Fury – but this is what makes its character.

“The Hurricane was very popular with its pilots back in the war and

that was for very good reasons. She turns on a sixpence and has very nice ailerons up to medium speeds. When getting faster, they harden up like all other fighters of the time. Visibility from the cockpit is excellent in flight and still good on the ground. Handling is very easy

once you know where they hid all those controls.

“Flying her for the first time in 73 years across the Channel to Duxford for Flying Legends was moving for me. I’m not a war buff but I very much appreciate what those ‘boys’ did for us.”

“Flying her for the fi rst time in 73 years across the Channel to Duxford for Flying Legends was

moving for me. I’m not a war buff but I very much appreciate what

those ‘boys’ did for us”



RightThe Hurricane’s ‘offi ce’.

Below rightJan Roozen with P3351 on

the Duxford fl ightline.

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next* Overseas deliveries are likely to be after this date.

Within next month’s very special bumper issue we will pay tribute to the men and machines of the ‘Cold

War’, with stories from both sides of the front line. We also shine the Spotlight on the Fairey Battle – the

RAF’s principal daylight strike aircraft at the start of World War Two. Don’t miss this extra-value issue, in

the UK shops on January 31, or see page 30 for our latest money-saving subscription offers.

FINALS TEXAS FLYING LEGENDS


The Texas Flying Legends

Museum of Ellington Field,

Houston, operates several

immaculately restored World

War Two-era aircraft. Pictured

in this formation is Mitsubishi

A6M2 Model 21 ‘AI-I-I29’ (nearest

camera), a rare example of a

genuine Japanese-built Zero

fi ghter. Above it are Curtiss

P-40K Warhawk N401WH, North

American P-51D Mustang

Dakota Kid II/Long Island Kid,

P-51D Little Horse, Goodyear

FG-1D Corsair N209TW, and

B-25J Mitchell Betty’s Dream.

All of the above displayed at

the Commemorative Air Force’s

AIRSHO 2013 in Midland, Texas

last October (see last issue).

www.texasfl yinglegends.org

PHOTO: LUIGINO CALIARO

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Hornby Hobbies F_P.indd 1 06/12/2013 11:49

Fly Past 201402

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