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Welcome
I
would like to start this issue by thanking all readers who
made the effort to purchase May’s edition online or by
telephone. As a result of the COVID-19 pandemic all of
us on the FlyPast team are now working from home, and
we fully appreciate how difficult it has been for many of our
loyal readers to buy their magazine from their usual retailer.
With the current lockdown set to continue now would be
a good time to order a one- or two-year subscription and
you can do this by turning to page 86 or 79, depending on
whether you are in the UK or overseas. Rest assured, we
will continue to produce FlyPast and if you don’t want to
make the leap to subscribing regularly, you can still order
copies via the Key Publishing webshop (shop.keypublishing.
com). The spread of coronavirus and the subsequent social
distancing restrictions have forced some of our plans to
be amended: the advertised Classics feature on the Boeing
B-47 has been postponed and the competitions to win
airshow tickets are null and void due to current uncertainty
surrounding outdoor events. Aircraft restoration and
warbird activity may be limited in the immediate future, but
we’ll continue to focus on what is happening – such as first
flights for a Sea King and a two-seat Hurricane – and we’ll
include extra historical articles to provide a broad range of
exciting heritage aviation content.
The B-47 article has been replaced by a revealing
retrospective of the mighty MiG-25 Foxbat – a type that still
commands respect today. We also tell the story of a British
‘back-seater’ crewing the purposeful Vultee Vengeance
dive-bomber in the campaign against the Japanese during
World War Two, examine the career of Luftwaffe ace Günther
Lützow, and delve into the world of RAF Cold War training.
There’s no shortage of air-to-air action either, thanks to a
photo shoot with an immaculate Australian P-51 Mustang.
Wherever you are, please stay safe, get some exercise if you
can and take your mind off matters with FlyPast. I wish
you all well.
Chris Clifford - Editor
Official note: We are able to report that, at the time of going to press, ABOVE Mustang VH-MFT overflies the
production and despatch of our magazine is currently not affected Royal Australian Navy Huon-class
by the ongoing coronavirus pandemic. We will continue to update minehunter HMAS ‘Yarra’ just after dawn
on ANZAC Day (April 25) in 2016.
you as best we can, should this change. Some postal services may be MARK GREENMANTLE PHOTOGRAPHY
delayed. You can keep in touch with our latest updates and see what
we are doing to keep distribution as normal as possible by visiting
www.keypublishing.com/FAQs.
chris.clifford@keypublishing.com
June 2020 FlyPast 3

News
6 The Buzz 48 Missing in action
Debut flight for two-seat Hurricane, Chris Goss profiles Luftwaffe pilot
plus other stories. Günther Lützow, who having survived
the Spanish Civil War, lost his life
12 Restoration scene just two weeks before the close of
The People’s Mosquito receives World War Two.
backing, Newark Vulcan update
and more. 56 Australian Mustang
Steve Potter profiles P-51D Snifter,
which operates with Mustang
Features Flights Australia.
24 Dive bombers 88 A night at the airport

An artist’s impression
FRONT COVER: Air gunner Bob Harvey spent much of Andrew Critchell soaked up the
of Supermarine Seafires, led by the war battling the Japanese from the vibrations as the Gatwick Aviation
VP493, in action during the Korean back seat of a Vultee Vengeance. Sean Museum’s Shackleton ran its
War. Our special section on the Feast hears his story. Griffon engines for a nocturnal
1950-1953 conflict begins on photography shoot.
page 31. ANTONIS KARIDIS
Korean War 92 Getting your jet wings
A trio of incisive features examining air Gp Capt Tom Eeles offers a fascinating
action during the 1950-1953 Korean War retrospective of RAF fixed-wing pilot
FlyPast, ISSN 0262-6950 (USPS 6118) is
instruction during the Cold War era.
32 Seafires in action
published monthly by Key Publishing, PO
COVER STORY
Box 100, Stamford, Lincolnshire, PE9 1XQ,
United Kingdom. Tom Spencer tracks the final 110 Antique Tri-Motor
The US annual subscription price is $72.99. operations flown by Supermarine A pair of 1920s Ford Tri-Motors toured
Airfreight and mailing in the USA by agent Seafires in the conflict. the US last year. Frank B Mormillo
named WN Shipping USA, 156-15, 146th profiles the eldest of these, the Liberty
Avenue, 2nd Floor, Jamaica, NY 11434, USA.
Periodicals postage paid at Brooklyn,
38 Recovering a MiG Aviation Museum’s Model 5-AT-B.
NY 11256 The Royal Navy staged a daring
US Postmaster: Send address changes to recovery of a downed MiG-15, as
FlyPast, WN Shipping USA, 156-15, 146th Steven Taylor reveals.
Avenue, 2nd Floor, Jamaica, NY 11434, USA.
Subscription records are maintained at
Key Publishing, PO Box 100, Stamford,
42 Eyes in the sky
A recce version of the P-61 used in the
Lincolnshire, PE9 1XQ, United Kingdom.
Air Business Ltd is acting as our
Korean War is detailed by Warren
mailing agent. E Thompson.
ABOVE Hawker Hurricane Mk.IIb

BE505 made its first flight as a
two-seater on March 17 in the
hands of Stu Goldspink. See
page 8. DARREN HARBAR
Contents
JUNE 2020 No 467
The Qantas Founders Museum’s

Lockheed Super Constellation Regulars
‘Southern Spray’ has recently been
moved under cover. See page 10. 18 Restoration in focus –
ALLEYNE JOHNSON -QFOM C-47 Skytrain
Night Fright owner Charlie Walker
speaks to Steve Beebee about the
revival of a remarkable warhorse.
65 Above and beyond

Ronnie Churcher was Guy Gibson’s
deputy on the night the Dambusters
pilot was lost forever. Graham Pitchfork
examines Churcher’s career.
76 Glory Days
Andrew Thomas presents archive
images of South African Air Force
aircraft and their evolving insignia.
FlyPast Classics
MIKOYAN- 78 Spotters’ challenge
Test your aircraft recognition skills.
GUREVICH MiG-25
80 Battle of Britain –
66 Mighty Foxbat Messerschmitt Bf 109E
It’s the aircraft that has intrigued In the fourth of our anniversary
generations of enthusiasts mini-series, Malcolm V Lowe details
– a potent-looking twin- the fearsome Luftwaffe fighter.
finned interceptor capable of
astounding speed. Given the
NATO reporting name Foxbat,
84 Collector’s choice
Ian Wilson describes a pair of
the Soviet’s secretive and Schneider Trophy artefacts.
powerful MiG-25 has inspired
fascination and fear for decades.
In this special feature we delve 100 Museums
into the history of this fabled Richard Vandervord visits the Hellenic
machine, supported by Air Force Museum in Greece.
Andy Hay’s exclusive
colour artwork. 104 What’s New
The latest aviation products receive
the FlyPast verdict.
108 FlyPost
Readers’ letters.
USIVER
EXCLC RIBE
SUBS VERS
CO
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and SAVE!
Make great savings
70
See pages 86 and 87
for details or visit
www.flypast.com to
when you take out a find out more about
subscription to FlyPast. our digital packages.
The Buzz
News from the
World of Aviation
Heritage
steve.beebee@keypublishing.com jamie.ewan@keypublishing.com
Sea King returns to the air

Westland Sea King HAR.3 XZ597 (G-SKNG) made its first post-
rebuild flight in the hands of Capt Steve Daniels and owner
Andrew Whitehouse at Historic Helicopters’ base near Chard,
Somerset on March 20.
The aircraft, which first flew at Yeovil in June 1978 and served
with 22, 78, 202 and 203 Squadrons before being retired in July
2015, joined the collection in December 2017. Restoration began
following the return to flight of its Wessex, XT761, last summer.
The helicopter now joins its search and rescue predecessor
Whirlwind HAR.10 XJ729 among a growing number of airworthy
Westland machines. Sea King November-Golf is the only one of
its type currently flying on the civilian register but will soon be
followed by the same operator’s HC.4 ZA314 (G-CMDO), a Navy
Sea King HAR.3 XZ597 flying from Chard on March 20. LEE HOWARD Wings associate aircraft. www.historichelicopters.com LEE HOWARD
A Bristol Beaufort Mk.VIII cockpit has

recently arrived at Wings Museum.
COURTESY WINGS
Bruntingthorpe update
Following the acquisition on land excluded from the
of C Walton Ltd by Cox Cox Automotive lease. The
Automotive, the aviation Cold War Jets Fast Taxi Day
business and Cold War Jets is still likely to go ahead
Museum at Bruntingthorpe in August, subject to any
in Leicestershire have now restrictions brought about
closed and will not re-open. by the coronavirus outbreak.
David Walton is currently Further information on this
investigating the possibility will be released nearer the
of constructing new buildings time, and enthusiasts should
adjacent to the Lightning note that there is currently
Beaufort cockpit to be Preservation Group’s ‘Q

Shed’ to house some of the
no public access to the
site due to the pandemic.
restored in Sussex collection and safeguard

their future. This would be
www.bruntingthorpe.com
/aviation
Wings Museum has recently welcomed the arrival of a Bristol

Beaufort Mk.VIII cockpit from Australia. It had previously been in
the care of Historical Aircraft Restorations at Albion Park,
New South Wales.
The acquisition is one of the five Beauforts recovered in 1974
from Tadji in Papua New Guinea by David Tallichet and his team.
The Balcombe, Sussex-based attraction plans to restore the
exhibit to display condition – a cache of equipment and internal
fittings, such as the pilot’s seat, instrument panel and controls, was
included in the shipment.
The cockpit is believed to have belonged to an Australian-built
Beaufort that served with the RAAF’s 100 Squadron. The unit flew
its first operation in June 1942, and later that year deployed to New
Guinea where it flew recce patrols, anti-shipping and bombing English Electric Lightning F.3 XR713 in front of the ‘Q Shed’ at Bruntingthorpe.
sorties against the Japanese both there and in the Solomon Islands. KEY-JAMIE EWAN
www.wingsmuseum.co.uk WITH THANKS TO MIKE SIMMS-WINGS
6 FlyPast June 2020
‘Big Cat’ roars in Suffolk
ABOVE Jaguar XX741 on the runway with a successful brake ‘chute advance-ticket event later this one could ever have envisaged
at Bentwaters on March 15. deployment. The jet belongs to year. Graham Haynes, BCWM’s that one day the airframe would
GRAHAM HAYNES
Suffolk’s Bentwaters Cold War chairman and manager, be hurtling down the runway
SEPECAT Jaguar GR.1A XX741 Museum (BCWM). told FlyPast: “Today was a with the engines in full reheat.
completed two high-speed The run was undertaken as monumental achievement for A big thank you goes to the
taxi runs in the hands of part of the final round of testing both the Jaguar project team whole team for what proved
former type pilot Dheeraj before the Jaguar is cleared to and the museum – XX741 to be a very memorable day.”
Bhasin on March 15 – the perform in public. The team was totally stripped when we www.bcwm.org.uk
second of which concluded hopes to host at least one purchased her back in 2009. No WITH THANKS TO GRAHAM HAYNES
JUNKERS
SCULPTURE ON
SHOW AT
CAPEL-LE-FERNE
Pilatus PC-9 airlifted to A full-size sculpture of a crashed Junkers Ju 87 has
Swiss museum been moved to the Battle of Britain Memorial at Capel-

le-Ferne, Kent, to reflect the spirit of reconciliation and
international outlook of the charity that maintains the
On February 28, the Fliegermuseum Fahrzeugmuseum Altenrhein in Gallen, National Memorial to the Few. The ‘Stuka’, formerly
Switzerland, took delivery of its latest exhibit – ex-Swiss Air Force Pilatus PC-9
C-406. The 1992-built aircraft served primarily as a target tug with Zielflugstaffel on show at Burghley House in Lincolnshire (see
12 until being withdrawn in 2016. Stored at Dübendorf airfield, northeast of Zürich, July 2019 issue) is made of stainless steel. It
the machine was delivered to the attraction slung underneath a Kaman K-MAX is sited alongside a replica of a Battle of
helicopter. WITH THANKS TO FFA-BERNHARD VONIER Britain-era Spitfire and Hurricane.
WITH THANKS TO MALCOLM TRIGGS
June 2020 FlyPast 7
The Buzz News from the World of Aviation Heritage
Two-seat Hurricane makes successful debut flight

Stu Goldspink carries out a final The two-seater climbs away
inspection before getting airborne. from the airfield at Elmsett.
ALL DARREN HARBAR
Hawker Hurricane Mk.IIb BE505

flying on March 17.
A significant first flight took aircraft’s structure, meaning

place on March 17 when Stu that many careful calculations
Goldspink took to the air in had to be carried out.
the first two-seat Hawker One of the more interesting
Hurricane conversion challenges was how to give
completed by the team at access to the back seat while
Hawker Restorations (HR), still allowing the pilot entry
based at Elmsett in Suffolk. in the normal way. For this, a
Hurricane Mk.IIb BE505 split canopy with an additional
was previously owned by the glazing panel was developed
Hangar 11 Collection at North and fitted. Despite the change,
Weald, but was purchased by the aircraft’s profile remains
HR two years ago as it was similar to the original design. was insufficient room for a once the schedule is completed,
considered an ideal airframe An extra escape hatch for the complete second panel. the aircraft will be leased to
to convert to a dual-controlled rear cockpit has been added, The first flight went very well, Biggin Hill Heritage Hangar
version. A considerable amount but the machine otherwise with just a few small snags for passenger flights.
of preparatory work was closely resembles a ‘normal’ identified. Stu reported that www.bigginhillheritage
carried out before the team Hurricane. The passenger it “flew like a Hurricane” – hanger.co.uk
began modifying the airframe. position offers the potential exactly what the HR team was
Installing a second seat behind for dual control, though hoping to hear. Further test www.hawker
the existing seat required instrumentation is limited to flying has been delayed due to restorations.co.uk
unusual changes to the an airspeed indicator as there the coronavirus outbreak but, DARREN HARBAR
BELOW The Hawker lands safely at

Elmsett following its first flight.
8 FlyPast June 2020

Stallion51_fp.indd 1 29/01/2018 14:07
The Buzz News from the World of Aviation Heritage
Qantas Super Constellation reaches final destination

order to place it between the involved: “Over five years
other two airliners. The second ago, after keeping a watching
phase required the support brief for many years, we
of the Qantas Engineering successfully bid for and saved
Aircraft Recovery Team, and this Super Constellation from
involved jacking the aircraft at being scrapped in Manila [The
multiple points, one after the Philippines], so it is wonderful
other, placing trolleys under to see this beautifully restored
the landing gears and then aircraft under the protection of
carefully winching the Super our Airpark roof.”
Constellation sideways. The trio of classic airliners
Project manager Rodney will soon be joined by the
Seccombe described the museum’s Douglas DC-3.
completion of the move as www.qfom.com.au
The Super Constellation is moved into the museum’s Airpark. BOTH ALLEYNE JOHNSON-QFOM
a special moment for all WITH THANKS TO NICOLE CUTTNER-QFOM
Staff at Qantas Founders restoration work was carried
Museum in Longreach, out. It’s now positioned Rodney Seccombe
Australia, have moved between the attraction’s with ‘VH-EAM’.
Lockheed Super Constellation Boeing 747 and 707.
‘VH-EAM’ to its permanent The move was completed in
display position under the two stages with the aircraft
new Airpark roof. firstly towed forward about
The classic airliner 260ft (80m) across open ground
had previously been in a before being transitioned
reassembly compound while sideways around 65ft (20m) in
We Salute You
Sgt Maurice Askew – Lancaster flight engineer with 207
Squadron who was shot down in February 1944 – died on
February 29, aged 98; Flt Lt Bob Barckley DFC – flew Typhoons
FAIRFORD’S CONCORDE
and later Tempests, shooting down 12 V-1 flying bombs – on
March 28, aged 99; W/O Ron Dearman – Transport Command CONNECTION CELEBRATED
A plaque has been unveiled in Fairford, Gloucestershire to
pilot who flew an Anson over the Normandy beaches and later
commemorate the town’s links with BAC Concorde 002 G-BSST.
served in the Burma campaign – in March, aged 96; ACM Sir
The jet flew from nearby RAF Fairford from 1969 to 1976. Local
David Evans GCB CBE – Typhoon pilot who commanded a
sponsor Doug Newton, a former Concorde flight test inspector, said:
post-war Venom unit, going on to become AOC No 1 (Bomber)
“Concorde 002 arrived on April 9, 1969 to begin extensive flight
Group and the C-in-C Strike Command – on February 21, aged
testing. This [plaque] serves as a thank you to residents who should
95; Fg Off Basil Fish – 617 Squadron navigator who completed
be very proud of their connection with those pioneering days.”
24 ‘ops’ – on February 27, aged 97; Gp Capt Al Kearney CBE PHOTO-ROZ MORTON-FAIRFORD TOWN COUNCIL
– flew Victors before commanding 216 Squadron and RAF
Brize Norton – on March 29, aged 74; W/O Alan Mortimore
BEM – flew aboard VC10s with 10 Squadron’s medevac section
– on April 1, aged 90; Sqn Ldr Ron Salt MBE AFC – helicopter
pilot who helped lower the spire on to Coventry Cathedral in
1962 – on March 14, aged 87; Lt Cdr Pete Sheppard AFC – flew
Sea Furies during Korean War and later led the RNHF – on
February 6, aged 87; F/Sgt Maurice Snowball – Lancaster flight
engineer during 1945’s humanitarian Operation Manna; he
returned many times to visit the Dutch people he’d helped – in
March, aged 98; Air Cdre Roger Topp AFC** – test pilot and
Black Arrows leader (see last issue) – on March 3, aged 96; Flt
Lt John Watts – flew with Bomber Command’s XV Squadron –
on March 26, aged 96.
10 FlyPast June 2020

P-51
P-51B
“A detailed chronology and evolution of the
P-51 airplane, from development to the battlefield.
The story is both compelling and authentic.”
Gerald Landry, GALCIT
Wind Tunnel Manager, Ret.
MUSTANG JAMES WILLIAM MARSHALL AND LOWELL F. FORD
NORTH AMERICAN’S BASTARD

STEPCHILD THAT SAVED THE
EIGHTH AIR FORCE
In mid-1943, the USAAF was at

crisis point against the Luftwaffe in
the European Theater of Operations
following heavy losses in the Tidal Wave
offensive and Schweinfurt-Regensburg-
Munster raids. This groundbreaking new
volume tells the compelling tale of how
the P-51B Mustang helped turn around
the fortunes of the Eighth Air Force
with fascinating detail of its development
prior to the US entry into World War II,
through to D-Day in June 1944.
AVAILABLE FOR PRE-ORDER FROM ALL GOOD BOOKSHOPS

OR ONLINE AT WWW.OSPREYPUBLISHING.COM
Untitled-2
A4 1
full page.indd 1 20/03/2020 15:50:41
08/04/2020 12:45:01
Restoration Scene
“News and narrative on the latest heritage aircraft rejuvenation”
steve.beebee@keypublishing.com jamie.ewan@keypublishing.com
Airbus announces support for The People’s Mosquito

aerospace giant Airbus agreed a beautiful and iconic aircraft; Mosquito FB.VI RL249 begins to
to provide financial backing. Airbus has a direct relationship take shape.
The work is to be carried out by to it as more than 90 were built John said: “As the country
Retrotec in East Sussex. at our Broughton factory faces its toughest battle since
“We’re excited and proud to in Flintshire.” the end of World War Two,
be able to announce the link- The project has also launched efforts to return a Mossie to UK
up with Airbus,” said project a fundraising initiative, skies continue to gather pace,
boss John Lilley. “The support enabling supporters to have backed by British industry and
of such a high-profile industry their name added to the public donations. During times
name provides a significant fuselage mould. There are a of adversity, incredible stories
boost to our efforts to deliver variety of categories with each often emerge – the Mosquito
an airworthy Mosquito FB.VI level of support offering its being one such example from
to the five million people who own unique rewards package. our history. We’re incredibly
attend UK airshows every year.” Those who can donate £100 excited to be writing the next
Work in progress on the Mosquito Airbus UK’s Jeremy Greaves or more have the opportunity chapter in that story. The drive
fuselage mould at Retrotec. THE PEOPLE’S added: “We’re a strong believer to add their name – or that towards returning RL249 to
MOSQUITO
in preserving wider aviation of a loved one – permanently flight serves as a reminder, if
The UK-based charity hoping to heritage and we are proud to to the mould. Higher reward one was needed, of what we can
return a de Havilland Mosquito be supporting The People’s levels offer backers the chance achieve when we come together.”
to British skies received a Mosquito in this endeavour. For to visit Retrotec’s facility and www.peoplesmosquito.
welcome boost in March when us the Mosquito is more than witness history coming alive as org.uk/campaigns
Great War Albatros gains

its wings
In March, Sweden’s Arlanda Civil Aviation Collection reached an
important milestone in the long-term restoration of its Albatros
B.II when it attached the starboard wings to the fuselage. The
attraction, based north of Stockholm, has been working on the
Great War-era biplane since 2006.
Originally built in either 1917 or 1918 by Nordiska Aviatik at
Midsommarkransen with the designation NAB 9, the aircraft
flew in civilian hands until obtained by a Swedish film company
in the early 1920s. By removing the wings and cutting the
fuselage in half, it was used as a wind machine – its powerplant
was employed to create the effect of a strong breeze.
Retired from this role in 1967, it was initially donated to the
Flygvapenmuseum, near Linköping. The remains of the front
fuselage, minus the engine, were later transferred to Arlanda.
Since then, the wings and rear fuselage have been built using
contemporary plans. Various options in securing a Vabis-built
Mercedes engine are now being discussed. JAN FORSGREN
ABOVE RIGHT The starboard wings installed on Arlanda’s Albatros project.
JAN FORSGREN
RIGHT An archive view of the Albatros on a film set, where it was used as a wind
generating machine. VIA JAN FORSGREN

Canberra ‘nose job’ continues in East Yorkshire
acquired it in 2018 and decided including the Martin-Baker
to restore and convert it to ejection seats.”
an early Canberra B.6 trials Recently the duo has been
aircraft with a long nose focusing on the radome and
modification for testing radar assembly. Lyndon
weather radar. Over the said: “All of the electrical
past 18 months we have equipment is English Electric
removed the old skins and stock, so it is all genuine.
refitted new ones, which was Once that is finished, we
a challenge. Neither of us are will take off the canopy and
from an aircraft engineering navigator’s hatch and start
background so we’ve had to rebuilding the interior,
teach ourselves the fine art of beginning with a new floor.
ABOVE Canberra TT.18 WK124 shortly
after being recovered from RAF
Manston in 2016. ANDY RAWDEN
RIGHT After 18 months of work, the

nose section has been transformed.
LYNDON BLACKBURNE
Work to return the nose

section of English Electric
Canberra TT.18 WK124 to its
former glory is continuing in
the hands of East Yorkshire-
based father and son team
Lyndon and Joe Blackburne.
Built as a B.2 for the RAF in
1954, the aircraft was later
converted to a TT.18 and flew “When the nose was working with sheet aluminium All being well, we envisage
with 100 Squadron, before recovered in 2016, it was and bodywork. As it stands, another 18 months of work
ending its days on the fire nothing more than scrap,” we have all of the needed and then we will be looking
dump at RAF Manston, Kent. Lyndon told FlyPast. “We internal parts and components, for a museum to display it.”
Veteran Swedish Tiger

Moth to fly again soon
De Havilland Tiger Moth SE-ADF is expected to fly again soon following light
restoration. It’s owned by KSAK Vintage Aviation and based at Ålleberg with the
resident Segelflygmuseum (Sailplane Museum), but has been grounded since
2017 due to engine problems. A new unit is being sourced for the
former Swedish Air Force trainer. Once airworthy again, it’s
thought the 1932-built machine will be the world’s
oldest flying Tiger Moth. JAN FORSGREN
June 2020 FlyPast 13

Restoration Scene
Newark moves forward

with Avro Vulcan and
Super Sabre work
Prior to the recent lockdown enabled the museum to start
due to COVID-19, Newark Air cycling the opening and closing
Museum was making steady of the bomb bay doors.
progress on its overhaul Vulcan XM594 was flown
of Avro Vulcan B.2 XM594 to Newark (formerly RAF
and the repainting of North Winthorpe) from Waddington,
American F-100D Super Sabre Lincolnshire, on February 7,
54-2223. Members of the 1983. At the time of its arrival,
Nottinghamshire attraction’s it was the only Vulcan disposed Staff at Newark work on the underside of Vulcan XM594. ALL HOWARD HEELEY
team had also been applying of by the RAF to be flown into a
fresh paint to the underside non-licensed airfield.
of the Vulcan’s port wing. Staff have also been attending
Activity is expected to to the Super Sabre’s upper
continue throughout the year, surfaces, part of a wider
depending on the current project to tackle corrosion and
health crisis and access to rejuvenate the former USAF
the museum site. jet. The F-100D is on long-
Last year, the team term loan from the National
undertook significant Museum of the USAF in Dayton,
de-corrosion work, surface Ohio. Trustees at Newark
preparation and repainting of carried out pioneering work in
the underside of the Vulcan’s the 1970s to make such deals
starboard wing. Extensive possible. The Super Sabre
cleaning and renovation has arrived at its current home
also been carried out on the in 1978, having previously
airframe, much of which has been at Sculthorpe in Norfolk.
concentrated on the aircraft’s www.newarkairmuseum.org A thumbs up from Vulcan team member Geoff Leah – the museum is now able to
cavernous weapons bay. This HOWARD HEELEY cycle the opening of the bomb bay doors.
North American Super Sabre 54-2223

is being repainted at Newark.

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Restoration Scene
‘Just Jane’ to be fitted with different gun turret
The FN.121 rear turret (right) alongside the FN.82. The latter – seen here without The unit on loan from Yorkshire Air Museum will soon be fitted to ‘Just Jane’.
its guns – is set for refurbishment. BOTH MARTIN KEEN-LAHC
Avro Lancaster B.VII NX611 on loan from the Yorkshire April 1945 and, following batch of 150 B.VII’s fitted
Just Jane is to receive a Air Museum. refurbishment, it’s likely to be with the FN.82’s twin 0.50in
different rear gun turret As LAHC staff continue the back in place next year. calibre guns, enabling better
for what remains of the long process of returning the The FN.121 unit is an earlier firepower at greater range.
2020 season. Lancaster to the sky, the deal model featuring four 0.303in This made it a candidate
The bomber, which is based with the Elvington-based Browning machine guns – for the proposed daylight
at East Kirkby’s Lincolnshire attraction will enable them these were fitted in most operations with the Tiger
Aviation Heritage Centre to remove the existing FN.82 Lancasters for the duration Force in the Far East.
(LAHC), is to be fitted with turret for restoration. The of their wartime service. The www.lincsaviation.co.uk
an FN.121 emplacement latter has been installed since LAHC aircraft was among a MARTIN KEEN-LAHC
Flying Boxcar awaits restoration in US

Staff at the March Field a fire-bomber by the United 44-61669, a 1945-built aircraft Fortress Starduster will
Air Museum in Riverside, States Forest Service in that undertook 11 missions also be refurbished when
California, are to undertake Montana, and was donated to against the Japanese in World the current lockdown due
restoration work on the March Field in 1988. War Two. The cockpit of to COVID-19 is at an end.
attraction’s Fairchild C-119G In addition, the museum the attraction’s www.marchfield.org
Flying Boxcar. The former is carrying out work resident Fairchild C-119G Flying Boxcar 22122
Royal Canadian Air Force on Boeing B-29A B-17G is to be restored in California.
machine was later used as Superfortress Flying TONY SACKETOS

A4 full page.indd 1 08/04/2020 14:03:26
Restoration Scene
A Night To
Remember
A famous Douglas C-47 Skytrain at Coventry is being restored to fly, and
will eventually return to Membury, its wartime base. Steve Beebee spoke to
proud owner Charlie Walker
“I
was sat in the office last
year when I got a phone
call from a producer
at North One Television. They
said they were looking to
make a programme with Guy
Martin about the big D-Day
75th anniversary, focusing on
someone that’s restoring a C-47.
Did I want my aircraft to be the
subject of that? You bet I did!”
Charlie Walker, owner
of Douglas C-47A Skytrain
42-100521 Night Fright, is
remembering a conversation
that brought his restoration
project – a labour of love in
the truest sense – into the with bullet holes after a second
public eye. The resulting mission, this time towing gliders.
documentary, Guy Martin’s Night Fright went on to fly in
D-Day Landing, was broadcast virtually every major Skytrain
on Channel 4 last June and campaign of World War Two
featured the engineer and – see the panel for more on its
broadcaster enthusiastically remarkable history.
getting his hands dirty at Nobody involved in the Night
Coventry Airport, where the Fright C-47 Restoration Project
storied Skytrain is being is in any doubt – it is absolutely
returned to flight. imperative that the aircraft
In the end it didn’t matter must fly. So significant is its
that Night Fright wasn’t ready history and so determined is its
to participate in last year’s owner that any other outcome
commemorations. The footage would be disappointing and, in
was enough to illustrate the any case, the point of no return
strength of passion that will soon has long since passed.
return the C-47 to its natural “The idea was to acquire a
top Douglas C-47A Skytrain 42-
environment, the sky, and to its C-47 that flew from Membury, created a spreadsheet showing 100521 ‘Night Fright’ is taking shape
wartime home of Membury in which is where my family every single Skytrain that at Coventry. ALL KEY-JAMIE EWAN
Wiltshire. It was from there that hails from and where our operated with the 436th Troop UNLESS NOTED
the 79th Troop Carrier Squadron business, Walker Logistics Ltd Carrier Group from there. We
above left Rapid progress is being
machine took off to drop US is based,” explains Charlie. narrowed down the list and
made on the C-47’s cockpit.
paratroopers over northern “With the help of some local eventually found Night Fright.”
France on D-Day, and it returned historians, Tom Woodhouse After a long post-war career, above Charlie Walker with ‘Night
to the same station riddled and Roger Day, we actually the well-travelled machine Fright’ on January 31.

left After it is completed at Coventry,
the Skytrain will be based at Membury.
ended up in a scrapyard in
Walnut Ridge, Arkansas, USA,
which is where Charlie and his
father discovered it in 2012.
It had been listed on eBay for
a while, but luckily had no
bidders. Following a survey of
the airframe, carried out by
Florida-based Frank and Glen
Moss, the Walkers purchased
it for a reasonable price.
“We then found out about
its history, which was truly
amazing,” marvels Charlie.
“It just kept getting better
and better. We then made
contact with the families of the
wartime crew and got hold of
old photos and lots of
official documentation.”
Back to Blighty
Typical of the rugged DC-3
‘breed’, 42-100521 survived a
Restoration Scene
long and hard ‘life’ – but there

was no guarantee that it could
ever be made airworthy again.
Charlie’s goal was to establish a
living tribute to the frequently
overlooked 9th Air Force Troop
Carrier Command, focusing
on Membury’s essential
contribution to the war effort.
He toyed with the idea of face of obstacles that would top Inside the aircraft, looking towards
rebuilding it to static display have led many to abandon the the cockpit.
status and erecting it on a dream – or at least look for an
above In March 1963, ‘Night Fright’ re-
pole – but the lure of a flying alternative. The initial plan was entered military service with the French
machine, a ‘living, breathing’ to restore the aircraft in the US, Navy where it joined Escadrille 56S
salute to aircrew and soldiers, and then fly it back to Wiltshire. as ‘18984’. VIA CHARLIE WALKER
was too much to resist. This didn’t come to fruition,
right The team has three zero-timed
Indeed, Charlie and his team so a team led by type expert Pratt & Whitney Twin Wasp engines
are to be congratulated on Clive Edwards was dispatched in hand.
stoically continuing in the to the States to dismantle the
Night Fright
A potted history
It’s impossible to detail the extraordinary service of
Douglas C-47A Skytrain Night Fright in so small a space.
What follows is a greatly abridged account of a long and
varied career. See the project’s excellent website for a
more fulsome version: www.night-fright.com
Built at Long Beach, California in October 1943 and
allocated the serial 42-100521, the aircraft was assigned
to the 436th Troop Carrier Group’s 79th Troop Carrier
Squadron. It was flown by 1st Lt William K Watson The original ‘Night Fright’ crew prior to departing the US.
throughout its time in the European theatre. After a short Left to right: 1st Lt William Watson (pilot), 2nd Lt Frank
stay at Bottesford in Nottinghamshire it moved to Station Bibas (co-pilot), TSgt Owen Voss (crew chief), and SSgt
466 (Membury, Wiltshire) on March 3, 1944. Robert McKnight (radio operator), with Hap the Cocker
Spaniel. The crew’s four-legged friend flew on many
From there Night Fright flew paratroopers from the
missions and survived the war. VIA CHARLIE WALKER
101st Airborne Division to their drop zone near Saint-
Germain-de-Varreville during the early hours of D-Day. A second mission followed, this time towing gliders. The Skytrain
sustained around 100 hits and took four days to repair. Its next major mission was Operation Dragoon – the invasion of
southern France – in which it again towed gliders.
During Operation Market Garden, the costly bid to seize strategic bridges in Holland, Night Fright dropped more
paratroopers and was subsequently involved in numerous resupply and medical evacuation sorties. With the Battle of
the Bulge raging, it flew several sorties during Operation Repulse – the aerial resupply of troops defending Bastogne.
During the final major allied airborne offensive of the war, 1945’s Operation Varsity (see Silent Wings Over the Rhine in
April’s issue), Watson and his crew once more towed gliders to the combat zone.
Night Fright began its journey back to the US on July 10, 1945. Initially joining the US civil register as NC65384, it flew
for several operators and was procured for further military use in 1963 by the French Navy. Returning to the US in 1985,
it ended its flying days as a freighter.
“He advised me
to scrap Night
Fright and look
for another
example. It
might seem
crazy, but I still
wasn’t put off”
As a mark of respect, images of the was able to compare the

wartime crew are kept on display position of bullet holes in the
within the aircraft. airframe with original wartime
photographs. It’s now certain
airframe, crate it and transport to go ahead, to finish what we that this is the real 42-100521,
it home. The news that came started. It’s about the aircraft’s a veteran of every major World
back wasn’t good. Clive phoned history, its links to Membury, War Two campaign involving
Charlie and his tone was grave. and our determination to tell the type. “That’s why we’ve
“He seriously advised me to that story.” gone to such lengths with this
scrap Night Fright and look Another, smaller, obstacle restoration,” adds Charlie. “It’s
for another example,” Charlie was proving to doubters that not just to fly it, but to make
recalls, with a rueful smile. this machine genuinely was it as authentic as possible,
“It might seem crazy, but I Night Fright. Among much and packaging it with that
still wasn’t put off. I just had other evidence, the team incredible history.”
Restoration Scene
it’s ready,” says Charlie. “I’d “It has actually turned out to
previously been spending large be a much bigger project than
sums of money per month I ever could have imagined. If
to have it done for last June, you were to ask me if I’d do it all
and we had around 15 people over again, the answer would
working on it full-time. When probably be no. However, the
we discussed the situation, it devotion to this project grows
was apparent that we couldn’t ever stronger and there is no
tell exactly how long it would doubt that we will now see it
take to finish, so with that in through to its conclusion.”
mind we decided to ease The biggest challenge has
back slightly. undoubtedly been dealing with
“We’ve separated the schedule corrosion. Although virtually
into sections – things like inevitable on a 77-year-old
structural work and systems, aircraft, the true extent of the
fuel, hydraulics, electrics, and issue wasn’t realised until Clive
then there’s all the original delivered his report from the
detailing and painting to do. US. On arrival at Coventry, the
Restoring the hydraulics panel
We’ve broken it down into team conducted a thorough
involved fabricating new tubes while bite-sized chunks and we’re inspection of the fuselage,
every filter, valve and accumulator managing those on a monthly centre section and tail, and
was stripped, inspected basis, but slightly reducing the spent upwards of six months
and refurbished. overall input. addressing the corrosion
To this end, Charlie is working unbelievably well, and we Wartime pilots 2nd Lt James Hardt
with Neil Jones – a serving literally couldn’t have done it and 1st Lt William Watson flew ‘Night
Fright’ through every airborne
“This aircraft is a
sergeant in the RAF, part of
the C-17 Delivery Team and a
without him.”
The two men also collaborated
campaign in the European theatre. veteran of every
major World War
VIA CHARLIE WALKER
leading authority on troop- with the production team
carrying C-47s and World War behind the Channel 4
Two gliders. Neil has taken on documentary, and not just on Two campaign
– and almost completed – the
Herculean task of acquiring
scenes involving their own
aeroplane. “It was like having a
involving the
period parts, returning all second job for several months type”
sections to 1944 spec, starting – but great fun and I would do
with the cockpit. He has it all again,” smiles Charlie. “I
sourced all original radio and am sure Night Fright benefited
navigation gear, first aid kits from the publicity. Guy Martin
and many other items, most of came here on a number of
which are currently in storage, occasions and was fantastic.
waiting to be fitted. It was hands-on, he really got
“Another C-47 came up involved and worked with us
for sale on Facebook in on various aspects; it wasn’t just
Canada,” says Charlie. “We staged for the cameras.”
purchased it in order to
strip it for spares. We spent Steady progress
a week in temperatures of Restoration work at Coventry,
around -30° removing things which is being led by Ben Cox
like paratrooper benches, and his team from Heritage
bulkheads, the cockpit floor Air Services, began in earnest
and first aid brackets. It was around three years ago, after
certainly an adventure. It an aircraft destined for the
helped enormously, but we’ve Indian Air Force’s Vintage
been to the ends of the earth Squadron was rolled out.
to source parts – as well Having not completed Night
as Canada we’ve acquired Fright in time for last year’s
bits and pieces from the US, anniversary, the team had a
Bolivia, on eBay and via social rethink and decided to relax
media. That’s been a full-time the pace a little.
job for Neil, and it’s more than “We opted to take our time
99% there now. He’s done and get it ready for whenever
found throughout. “I’d never per cent of the structural work Sadly, there are now no living being funded purely from our
seen anything like it,” Charlie is complete – an inspection of links to Night Fright’s wartime family business, although we
reflects. “People often ask the wings will follow. “Right past, but Charlie did have the have had some very generous
why it’s taking so long, but it’s now, we’re looking at things opportunity to speak to two donations, including from
because you can’t predict what like the horizontal tailplane of the aircrew by Skype prior Indestructible Paint, which has
lies ahead and often you have and other items such as the to their passing. He remains kindly supplied all of the paint
to strip parts out, replace and brackets that World War Two in regular contact with the for free.”
rebuild. It all amounts to a radio equipment would have men’s families – several who The next venture is an
significant period of time.” sat on,” notes Charlie. “Then have visited the project have important one: to build a
Along with a new set of we’ll get the fuel and oil tanks been clearly moved by the suitable hangar at Membury.
propellers, the project has installed. We could have started experience. “Keeping those Night Fright’s history is
three zero-timed Pratt & on the wings already and made connections alive is a huge intertwined with that of
Whitney Twin Wasp engines it look more complete, but we’re part of what we’re doing,” the airfield and it’s vital to
in hand. Two were overhauled just trying to go about it in a he nods. Charlie that both machine and
by Global Radial Engines in logical order. The hydraulics are location are commemorated.
Oklahoma, with Anderson virtually done and currently Flying memorial The C-47 team will look to
Aeromotive of Idaho taking the one big unknown is Unsurprisingly he is reluctant have discussions with other
care of the third. Around 95 the electrics.” to speculate on a completion organisations and clubs based
date but explains that with at the airfield to potentially
enough personnel involved facilitate access and benefits
it could fly in as little as six for all. They’re also set to create
months. Next spring, he a small museum at the site
reveals, is more realistic target. – free to visit and curated by
The aircraft arriving at Coventry in

2016. VIA CHARLIE WALKER
above The project has sourced Charlie, Neil, Tom, Roger and
an extensive cache of wartime
equipment, which will be installed other local individuals.
in due course. “We’ll be able to use the aircraft
as the showpiece and hopefully
above right Among the parts due attract people to the museum
to be fitted are sets of original and educate them about the
paratrooper benches.
area’s wartime past. Most people
left With the lower access panels don’t even know what Troop
removed, the flying control linkages Carrier Command was, or
and cables can be seen. that there were five important
airfields within the area. Neil
“If I went back to putting 15 and I have already established
guys on it, it’d fly this summer, an education programme, and
no question,” he considers. “I we’re going around local schools
doubt we’ll do that, because I giving presentations.”
do of course have to manage Charlie’s passion to honour
the cash flow on an ongoing the memory of those who flew,
basis. Also, that plan does come and especially flew in Skytrains,
with complications – if you get shines as brightly as his love for
that many people working on the aircraft itself: “Of course it’s
a project at once, they can get about the machine, but it’s also
on top of each other. It’s easier about history and our heritage.
to manage with fewer people. It’s about trying to pass this
We don’t have sponsors; it’s along to future generations.” FP
Moments of Triumph THE RAF IN ASIA
B
BELOW A rare air- ob Harvey had always been AG, he flew with several different [conduct] a reconnaissance and
to-air image of fascinated by aeroplanes. pilots in varying types including not to get too near to the ships,
a 110 Squadron As the world was gripped by the Vickers Wellington, Bristol although we couldn’t find a thing
Vengeance
Mk.I – B Flight’s
war in 1939, he was holding down a Blenheim, Avro Anson, de Havilland in the fog and sea mist – and there
EZ804/T in early job as a bank clerk but volunteered Dominie and Percival Proctor. were fighters everywhere. Luckily
1943. The aircraft for flying training as soon as he With all the ticks in the right we managed to make it
was involved in a could. His hopes of becoming an boxes, he was posted briefly to the back unscathed.”
collision on April 21, aviator, however, were dashed Bristol Blenheim Mk.IV-equipped The ‘Channel Dash’ as it soon
1943 over Ranchi
during gunnery
almost immediately, when he was 139 (Jamaica) Squadron at RAF became known, or Operation
training. ANDY THOMAS told there were already too many Wattisham, Suffolk towards the end Cerberus (officially Unternehmen
fledgling pilots on the waiting list. of the year, before moving across Zerberus in Germany) was
BOTTOM RIGHT He was given two options – serve the airfield to join 110 Squadron. successful for both the
‘The Horrible Twins’:
as groundcrew or learn another Both units had suffered incredibly Kriegsmarine and Luftwaffe, yet
Bob Harvey (left)
and his regular pilot aircrew trade. heavy losses, having been engaged signalled a dismal failure for the
Reg Duncan pose in the bomber war from the start Royal Navy, Fleet Air Arm and RAF
while operating Slow start of hostilities. At first seeking a – the two German Scharnhorst-
from RAF Mauripur He opted for the latter and soon transfer, for reasons forgotten in class vessels passed through
near Karachi, in late
joined 2 Electrical & Wireless the mist of time, Bob soon crewed virtually unscathed, and with
1942. ALL BOB HARVEY
UNLESS STATED
School at RAF Yatesbury, Wiltshire with Canadian pilot Sgt Gerry little interference.
in January 1941, before progressing Gorrell and settled into everyday Conducting training flights and
to air gunnery training on the Isle RAF life; it was about this time he squadron duties for the rest of the
of Man with 5 Air Observers School successfully passed his parachute month, Bob soon parted company
six months later. and dinghy drills. with his pilot as he cryptically
Having successfully completed It was with Gorrell that Bob flew relates: “He left because of an
his training to become a wireless his first operation on February 13, incident with a girl.”
operator/air gunner (WOP/AG) 1942 – a singularly unsatisfactory In March, the squadron left
by September that year, Bob was sortie hunting Kriegsmarine for India to conduct
promoted to sergeant and posted to battleships trying to make their operations over
11 Operational Training Unit at RAF way through the English Channel. southeast Asia
Bassingbourn, Cambridgeshire, as His logbook simply states: “Search – in particular
part of 41 Course. Alternating his for Scharnhorst and Gneisenau. Burma
duties between WOP/ DCO [Duty Carried Out].” Bob
remembers: “We were told to
Former air gunner Bob Harvey spent much of the war in the back seat of a Vultee
Vengeance dive bomber fighting the Japanese. Sean Feast hears his story

(today’s Myanmar). Arriving in mid- kept it in perfect flying condition,
May, the unit began converting to in what were often pretty
the Vultee Vengeance Mk.I – one of difficult circumstances.”
the unsung workhorses of the war Bob flew in a Vengeance (serial
in the Far East. AN921) for the first time on
November 7, 1942 with Plt Off
‘The Horrible Twins’ White practising diving and low-
The American all-metal stressed- level flying. Four days later, after
skin Vengeance was designed and performing stall recoveries
built with one role in mind – dive- and local familiarisation
bombing. Powered by the 1,600hp work with his new pilot Sgt
(1,193kW) Wright Double Cyclone Reg Duncan, the pair was
radial engine, it had a top speed grounded for two weeks
of around 280mph (450km/h) for blowing down the CO’s
and the ability to climb to more tent during a very low
than 24,000ft. “The Blenheim pass; the CO
was a lovely aircraft for what
it was,” remembers Bob, “but
the Vengeance was a different
kettle of fish altogether. It was an
absolute dream. The engine was
American and virtually faultless.
We had a couple of groundcrew
assigned to our machine and they

at that time was a Canadian, Sqn a fighter escort with its

Ldr Frederick Lambert (he was Curtiss Mohawks.
succeeded in March 1943 by Sqn Two more sorties soon
Ldr Arthur Gill). followed, including an attack on
Bob reminisces: “Reg was a a Japanese headquarters near
Canadian from Nova Scotia and Laungchaung – this time in the
about ten years older than me – we company of protective Hawker
RIGHT During training
hit it off straight away. We were Hurricanes. Bob recounts: “We
flights in the very north
of India, Vengeance nicknamed the ‘horrible twins’ by normally carried either two 500lb
crews flying at the flight and we were known to bombs or four 250-pounders
10,000ft could often often test the CO’s patience. He was on racks. Most often our targets
see Mount Everest a first-class pilot and we became included Japanese supply lines,
on the border of
very close. There was total trust communication stations, enemy
Nepal and China. This
photograph was taken between us – there had to be.” troop concentrations and such like,
by Bob on one During the first few months of or providing close support to the
such occasion. 1943, Bob and Reg flew training army on the ground.”
RIGHT Bob Harvey
(far right) during his
training in January
1941. Of the three men
pictured, Bob was the
only one to survive
the war.
RIGHT CENTRE A formal

photograph of 110
Squadron personnel
and a Vengeance
shortly after arriving in
India during mid-1942.
flights almost every day. Taking Typically, Vengeance crews would

off from Madhaiganj airfield,
northwest of Calcutta, the pair
dive on their objective from
between 12,000-10,000ft with "The Vengeance
often found themselves dropping
either 500lb (226kg) or 250lb
the aim of pulling out no lower
than 500ft, as Bob remembers:
Mk.I was among
(113kg) bombs on a nearby range “Generally we approached the the unsung
or against ships.
On March 15, 1943 Bob completed
target on a direct line. You were
not to go below 500ft in a dive, but workhorses of the
a course in elementary navigation
and re-categorised as a ‘nav’.
sometimes Reg didn’t listen – there
was more than one occasion when I
war in the
Having taken over command of thought we would hit the trees. We Far East"
the squadron earlier that month, usually flew in a formation of six
Sqn Ldr Gill wrote to his superiors aircraft and would follow the leader
requesting that men like Bob into the dive. Everyone would then to escape an onslaught by Japanese
deserved higher pay and greater head in a different direction as bombers determined to obliterate
recognition for their multi-tasking they pulled out – that was always a Madhaiganj. The Japanese returned
skills – especially the ability to challenge for navigation.” two days later.
perform low-level map reading As the tempo of operations
with a DR [Dalton Computer, a High sortie rate subsided through June and July,
circular slide rule]. May 1943 was a particularly busy and subsequently into August, Bob
It was not until March 20 that month over Akyab – the capital and Reg – the latter having then
Bob and Reg – who had been of Burma’s Rakhine State – with been commissioned – were posted
promoted to flight sergeant – flew Bob and Reg flying ten operations to the Air Fighting Training Unit
their first ‘op’ together. Tasked in 15 days against a range of targets (AFTU) at RAF Amarda Road, 130
with striking enemy positions including warehouses, a bridge and miles (209km) to the southwest.
near Thaungdara (written in the even the dam on the Royal Lake. Commanded by an Australian, Sqn
unit’s Operational Record Book as On May 22, Bob and the rest of the Ldr George Bassingthwaighte DFC,
Shaungdara) 5 Squadron provided squadron were forced to scramble, the AFTU was formed in 1943 to

LEFT CENTRE Spunky,
the mongrel pup
adopted by Bob.
His original owner
was a Canadian
pilot killed when he
failed to pull out of
a dive over Karachi
Harbour during a
training flight.
teach aircrews facets of air fighting made quite an impact on the Robertson, when a bomb blew up ABOVE LEFT Although
such as gunnery and deflection young observer who noted in his on the runway. 110 Squadron’s
losses were
shooting, while enhancing their logbook: “The new ‘J’ – Wizard!” “We were on our way back from
reasonably light
basic fighter manoeuvring skills Bob had flown 16 sorties by the end attacking enemy troops around compared to other
and tactical prowess. of October. In November he flew Teinkaya [central Burma] and units, they did
One of the exercises included another eight, followed by the same joined formation with Robbie and happen. Sgt Harold
a ‘black out’ test, but most of the number in quick succession during Tony. Side-on I could see there was Elsdon Thorpe
(right) of B Flight
time was spent undertaking fighter the first two weeks of December – a problem so started to signal to
was killed aged just
evasion. That could be dangerous, all relatively unscathed. However, him with my hands using Morse 24 when his aircraft,
as Bob’s logbook on August 10 on the 17th of that month disaster [code]. Robbie soon realised I was EZ804, collided with
simply states: “Formation fighter struck; two of his friends were killed signalling that he had a bomb another Vengeance
control. Exercise incomplete. in a tragic accident, as Bob recalls: ‘hung up’ under the starboard over Ranchi on April
21, 1943.
Hurricane attacking crashed.” “Compared to other squadrons, our wing. We flew around his aircraft
The pilot – Fg Off Rodolfo ‘Rudy’ losses were comparatively light. We [EZ904/N] to see if there was any BELOW ‘A’ Flight
Mendizabal – was killed. were given a Hurricane escort on other damage, but it seemed OK. captured by the lens
every operation and although no They began waggling the wings to while detached to
Tragedy strikes enemy fighters were encountered, see if he could shake it loose – but RAF Dohazari from
Madhaiganj, India,
Rejoining 110 Squadron at RAF flak was a constant danger. But we with no success. We landed first to
in March 1943. The
Kumbhirgram in northeast India, then lost Australian Tony Davies clear the runway and they made rivalry between the
they were soon back in the thick and his observer, Jackie ‘Robbie’ their approach. As the aircraft two flights was such
of operations, including several touched down, the bomb shook that the two seldom
in Vengeance Mk.Ia EZ903/J. loose and exploded.” Bob noted mixed. Bob is far left
perched on top of
Delivered brand new to the the incident in his logbook: “Ops.
the airbrake.
squadron, the machine must have Troops at Teinkaya. Tony Davies

and Jack Robertson blew up billeted on one side of a tennis the food! The Indians were capable
on landing.” court and the Japanese were on the of making a sausage roll without any
The new year started where the other side – they were that close. sausage. The Americans managed to
previous one had ended – more The area was surrounded by them.” lay their hands on an assortment of
operations in symphony with A few days later his promotion to fresh fruit and vegetables, but RAF
attacks from long-range ‘heavies’ pilot officer was confirmed, and he rations comprised mainly cabbage
including Consolidated B-24 returned to base in a Dakota. and potatoes, with the occasional
Liberators. The pace soon intensified While Reg Duncan remained his lettuce and tomato. It was a source
with Bob noting 11 sorties between regular skipper, Bob also flew six of tension between the two – as
March 3-26, the longest being a 3hr ‘ops’ with A Flight Commander Flt well as the squadron and its senior
20min strike against the Japanese Lt Rodney ‘Topper’ Topley in May, commanders. Accommodation
31st Division’s HQ at Sekhon in as well as one each with Flg Off
India’s Punjab region. Allen and Flt Lt Corbishley RNZAF.
Bob remembers: “Topper was an
Operational challenges Englishman, and certainly looked
The level of detail in Bob’s logbook after us. He’d started as a flight
suggests the quality of intelligence commander but later took over
available to the aircrews was the squadron [in September 1943].
considerable. As well as the assaults Although A Flight and B Flight
on the 31st Division, further raids never mixed, there was an excellent
were recorded against the Japanese squadron spirit. But they had their
33rd Division and brigade HQ. men and we had ours.”
In March, Bob flew some 37 The conditions in India were
hours operationally – a record challenging on many counts. The
RIGHT Vengeance
Mk.I EZ810 awaits
its next mission at
Kumbirgram, India, in
late 1943. Surviving
its tenure with 110
Squadron, the aircraft
was relegated to
ground instructional
duties in October 1944.
Note the airframe
carries white and dark
blue China-Burma-
India theatre for him. This was almost bettered
markings. the following month with 11
operations north of Imphal, the
RIGHT Vengeance
capital city of India’s Manipur state.
crews were delighted
when their outdated The devastating effectiveness of
fighter escorts were such attacks is recorded in grim
replaced by Spitfires; simplicity: “Ops. 1,000 troops eight
groundcrews worked miles north of Imphal. Ops Report.
tirelessly to keep the
400 bodies found.”
aircraft fuelled, armed
and ready for The quality of fighter escort
action in often had also improved; the outdated,
austere conditions. lightly armed and underpowered
Mohawks and Hurricanes making
way for Supermarine Spitfires. Bob
comments: “Better late than never!” heat meant aircrews invariably was also somewhat primitive. I
Despite being pushed back, Japan’s flew in nothing more than a short- remember sleeping under the
fighter force in Burma was far sleeved shirt and shorts and with wing of our aircraft on more than
from a spent force and an almost a service revolver. The unit had one occasion.”
constant menace – Nakajima Ki-43 an Indian bearer who looked after
Hayabusas (allied codename ‘Oscar’) the limited comforts that could Man's best friend
were often spied by Vengeance crews be found – he carried an ancient For company Bob adopted a dog
during missions. One operation was cutlass in fear that one of the that had previously belonged to a
recalled after more than 90 enemy villagers might attempt to steal pilot killed after diving into Karachi
aircraft were reported waiting from his masters. Harbour on a training flight: “We
over the objective. Food, however, was a constant acquired a mongrel puppy who we
On May 1 Bob flew to Imphal in a problem – especially for British called Spunky. Occasionally he would
B-25 Mitchell for a commissioning personnel used to English cooking fly with us, with his head sticking
interview. He recalls: “We were as Bob reveals: “Better not talk about out of the window, though not

once again at Labuan in Malaya Asia (Communication) Flight at ABOVE An unidentified
less than 18 months later. RAF Ratmalana, Sri Lanka and 110 Squadron
Despite having flown more settled into stooging around in Vengeance in flight
during late 1943
than 182 operational hours, Bob Avro Ansons. He also took dual to early 1944. It is
was not considered, or certified instruction in de Havilland Tiger possible the machine
tour expired, until July 31. Like and Puss Moths, having never quite is AN949/H, in which
many WOP/AGs, Bob might have lost the desire to fly. He logged two Bob flew a cross-
expected recognition for his operations in December 1944 flying country navigation
sortie on the last day
impressive operational record, as Plt Off Michod’s navigator. The of 1943. ANDY THOMAS
but the lack of decorations was a important passenger for the pair’s
bone of contention. Early in their second tasking was Gen George LEFT Bob Harvey’s
tour when Bob was still an NCO, Peregrine Walsh – chief of staff to logbook makes for
interesting reading,
the commander of the 14th Army,
with eight missions
Gen Bill Slim – resulting in their flown throughout
“The enemy didn’t Beechcraft 18 being escorted by
Spitfires. At the start of the New
December 1943
against Japanese
like us very much Year, Bob was detached to the fortifications, troop
concentrations and
and we didn’t like Bengal Burma Communications
Squadron, which flew Lord Louis
artillery. SEAN FEAST
them” Mountbatten and his staff.

With his final operational flight
BELOW LEFT Bob
Harvey very much
occurring during the first week of enjoying life in 2017.
SEAN FEAST
on operations." Sadly the animal had Reg was summoned to see the CO BOTTOM LEFT
to be put down. and told he’d been nominated for The personal aircraft
Bob flew his 83rd and final a medal. His response was “What – believed to be
operation with ‘Topper’ in the about Bob?”, to which he was told: Vengeance Mk.II
AN709 – of 'A' Flight
front seat on May 24, attacking a “Sorry but there won’t be any ‘gongs’ commander, (later
Japanese convoy on the Tiddim for NCOs.” Bob recalls Reg and his CO) Flt Lt Rodney
Road in the Chin Hills of Burma, actions: “As a result, Reg refused his ‘Topper’ Topley
which stretched north to Imphal. and it caused quite a fuss. He said awaits its next sortie
The squadron then stood down and that if I wasn’t getting one, he didn’t at Kumbhirgram.
Note the bombs on
ceased operations. In November want one and that was the way it the left awaiting
1944 it began converting to the was. He was a lovely chap.” loading. VIA SARA
'wooden wonder' - the de Havilland In August Bob was posted to MOSHER
Mosquito FB.VI - before disbanding the Air Command South East
February 1945, Bob still has vivid

memories of the Japanese: “The
enemy didn’t like us very much
and we didn’t like them. We knew
that if we were captured it would
be the end.” He also has respect
for the troops and all those who
served in the Far East: “They were
the forgotten army and we were the
forgotten air force. We seemed to
have nothing and were always the
last on the list in terms of aircraft,
spares or supplies. I loved the flying
part, but the rest wasn’t great…” FP

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Korean War 70TH ANNIVERSARY
BELOW After a lengthy mission along the Korean coast, this F-15 Reporter heads for its home base at Johnson AB in Japan.
This was the only chance to capture accurate images of the area before the Korean War started in late June 1950.
THOMPSON COLLECTION
BOTTOM Replacement Seafire FR.47s pack the deck of HMS ‘Triumph’ on August 4, 1950, at the port of Kure. RAN
KOREAN WAR
Marking the beginning of the Korean War 70 years ago
with three fascinating themed features 70th Anniversary
32 Griffons Over The 38th Parallel
FlyPast examines the last hurrah in combat for the
British Supermarine Seafire FR.47.
38 Stealing The Crown Jewels

We describe the operation led by the Royal Navy to gain
intelligence on the MiG-15 Fagot fighter by salvaging a
downed example from the sea.
42 Dual-Identity Spy
Learn how Lockheed’s Reporter – developed from the
World War Two P-61 Black Widow night-fighter – was
instrumental in providing reconnaissance before and
during the Korean War.

Korean War SUPERMARINE SEAFIRE
GRIFFONS
over the 38th Parallel
The last operational use of the Supermarine Seafire came during the opening weeks of
the Korean War. Tom Spencer tracks its final campaign
W
hen the light fleet
carrier HMS Triumph
left Britain bound for
the Far East in 1949, the conflict
in Korea had not yet begun to
escalate. On board Triumph was
the 13th Carrier Air Group (CAG),
which comprised 800 Naval Air
Squadron (NAS), led by Lt Cdr Ian
MacLachlan and equipped with
12 Rolls-Royce Griffon-powered
Seafire FR.47s – and 827 NAS

with the Fairey Firefly FR.1. These conducted strikes on suspected a resolution approving military ABOVE Seafires of
Seafires were the last operational terrorist hideouts in the jungle. action, to which Britain agreed 800 NAS attack
a ground target
examples at sea in the Royal Navy. However, the ship moved to various to commit forces.
during the Korean
After working up in the parts of the Far East for exercises War. It would be the
Mediterranean, the ship, under with allies and making ‘flag- Early sorties last operational use
Capt Arthur Torlesse DSO, sailed to waving’ port visits. It was sailing Having loaded with war stocks of the type.
join the Far East Fleet in Singapore from the Japanese port of Ōminato at Kure Naval Arsenal near ANTONIS KARIDIS
where the campaign against in northern Honshu on June 25, Hiroshima on June 29, Triumph
Communist terrorists in Malaya 1950 when the North Koreans and her escorts, the cruiser HMS
was at its height. Thus, during unleashed their attack on the south, Jamaica and destroyers HMS
October when disembarked to thus initiating the Korean War. Cossack and Consort, then sailed
Sembawang, Triumph’s squadrons The United Nations swiftly passed for the Yellow Sea off Korea’s west

ABOVE With the diving from 5,000ft and covering the

Seafire FR.47s of area with debris, and strafing troops.
800 NAS parked Four more Seafires maintained a
forward, HMS
‘Triumph’ departs combat air patrol (CAP) over TF 77.
Subic Bay in the It was immediately evident that
Philippines for the US Navy aircraft were better
exercises shortly suited for long-range ground
before the start of attacks, while the Seafire was
the Korean War. USN
clearly the best interceptor. They
RIGHT Seafire FR.47s concentrated on defensive CAPs,
on the deck of HMS with a high sortie rate averaging
‘Triumph’ when en more than 20 per day. However, the
route to the far east.
P H T GREEN COLLECTION
intensive flying had its effect on the
RIGHT 800 Sqn coast. On July 2, the RN

badge Force rendezvoused with Seafire FR.47s known to have been used by
US Navy Task Force by 800 NAS in Korea:
77, based around the
carrier USS Valley PS950, PS951, PS953, PS955, VP427, VP429, VP430/P 172, VP452,
Forge, and they began VP456/182/P, VP459/179/P, VP460/176/P, VP462/172/P, VP464/173/P,
operations the next day. VP477/171/P, VP480, VP482/177/P, VP485/181/P, VP489, VP493/174/P,
At 0545hrs on July VP961/ 179/P, VP962/171/P, VR968, VR969/182/P
3, Triumph launched
nine Seafires with a
dozen Fireflys to attack successfully landed back on Seafires; skin wrinkling caused by
the coastal airfield at Haeju, 50 Triumph. “I managed to return heavy landings became a particular
miles (80km) north of the border, to the ship with a complete loss of problem. After this first period of
with rockets and cannon, while coolant and all temperatures off operations Triumph returned to
US Navy aircraft targeted airfields the clock. I consider myself lucky Kure to replenish – but was back
around Pyongyang. The assault as I was too s***-scared to bale out on station on July 9 escorted by
destroyed several hangars, though over shark-infested seas.” He was the C-Class destroyer HMS Comus
the last section of Seafires found subsequently awarded the DSC for and three Canadian ships, HMCSs
the target shrouded in smoke. bringing back aboard two damaged Kenya, Sioux and Athabaskan.
Some Seafires used rocket-assisted aircraft and eventually became a test The 800 NAS Seafires also
take-off gear (RATOG) due to the pilot for the Saunders-Roe SR.53. flew regular photographic
minimal deck space. At 1000hrs the next day seven reconnaissance sorties, for example
Lt Peter ‘Sheepy’ Lamb’s Seafire Seafires with Fireflys of 827 NAS to Mokpo, Kunsan, Chinnampo
sustained splinter damage but he attacked a bridge in the Haeju area, and Inchon (Incheon). During this

period 800’s Seafires attacked
railways and oil storage facilities,
as well as sinking two North Korean
gunboats. Then on the 18th, US
aircraft from TF 77 covered an
amphibious landing at Pohang on
the southeast coast, when Seafires LEFT This Seafire
flew 20 CAPs, which were repeated FR.47 suffered
damage when its
the next day. However, with the
propeller ‘pecked’
typhoon season beginning, strikes the deck. Incidents
were cancelled on the 20th, and the like this meant that
carrier headed for port and a short availability was
maintenance period. often restricted
during operations.
R VON T B KETTLE
Friendly fire
Triumph rejoined the fleet on the swears I was out [of the cockpit] BELOW LEFT Lt Peter
26th, when RN aircraft continued to within ten seconds of a gaping ‘Sheepy’ Lamb flew
cover the retreat of UN forces as they “At 05.45hrs on July hole appearing in my fuselage, through the tour
in Korea and was
were pushed into Pusan (now Busan),
the last allied foothold in Korea. 3 Triumph launched about a foot behind my head.
I [baled] out at 10,000ft or so,
awarded a DSC
for recovering two
Two days after returning to station
there was a tragic incident of
nine Seafires with realising my clothes were probably
on fire. I could still hear them
damaged Seafires
back to the ship.
so-called friendly fire. When flying a dozen Fireflys to banging away with their .50 [cals] SARO VIA P H T GREEN
attack the coastal as I floated down on my ‘brolly’.

‘Sheepy’ circled me going down and
BELOW While a
Seafire makes a low
airfield at Haeju” switched his IFF to emergency. The pass astern, others
are prepared for
sea was very rough.” Fortunately,
their next mission
although injured he was rescued by on the deck of
the destroyer USS Eversole after an ‘Triumph’. P H T GREEN
CAP about 20 miles (32km) from hour in the water. COLLECTION
the ship, the Seafires led by ‘Sheepy’ Operations and replenishment
Lamb were ordered to investigate continued unabated and in mid-
a possible enemy aircraft. The August, with US carriers absent,
contact was in fact a USAF B-29 as Triumph’s squadrons returned to
one of the section, Lt John Treacher offensive work. On the 13th a pair
(who later became admiral and of Seafires reconnoitred the port of
received a knighthood), recalled: Mokpo and they also strafed two
“The top gunner hit my wingman, small vessels at Kunsan. The next
Commissioned Pilot White, in the day two Seafires photographed the
fuel tank behind his head and North Koreans’ main naval base
he had a nice fire.” Dennis White at Chinnampo, about 30 miles
said: “It was no accident. We were (48km) southwest of the capital
fired on quite deliberately. Sheepy Pyongyang. These were targeted

in the afternoon by a
strike from six Seafires
ABOVE Seafire FR.47, armed with 60lb (25kg)
VP485/181/P of 800 rockets, along with six Fireflys that
NAS during its tenure damaged a minesweeper in the
aboard HMS ‘Triumph’
off Korea in 1951. Taedong estuary, while a 2,000-
ANDY HAY-FLYING ART ton (1,800-tonne) freighter and a
small coaster in the harbour were
RIGHT Adorned with also hit. Further offensive sorties
black-and-white
identity stripes and
followed on successive days and
fitted with RATOG on August 19 a section of Seafires
gear, this Seafire FR.47 led by ‘Sheepy’ spotted a tempting
begins its take-off roll target. The unit diarist noted:
for another sortie off “The vessel was well camouflaged later; when a Firefly hit the barrier, a into clouds of steam and flames.”
the Korean coast.
KEY COLLECTION
and carried a deck cargo. After a piece of debris hit and killed the CO However, Lt James Abraham’s
few runs it caught fire and was Lt Cdr Ian MacLachlan, who was in Seafire, VP430/172/P, suffered a
BELOW RIGHT United seen later to be completely burnt the plotting room. He was buried at hydraulic failure and landed on
States Marines pass out.” The writer also recorded sea and replaced by the Senior Pilot, with one wheel retracted. Lt D
burning North Korean
a recce flown the next day, led Lt Tommy Handley. After a four-day I Berry’s Seafire was unable to
tanks destroyed by
800 NAS Seafires, by Lt Cdr MacLachlan: “They patrol Triumph returned to Sasebo, lower its arrestor hook, so he was
six miles east of flew up the river as far as the where six replacement Seafires were ordered to bale out but was quickly
Inchon after they had capital Pyongyang. As the flight taken aboard from the maintenance recovered by the destroyer
been holding up the approached, they were engaged by carrier HMS Unicorn. HMAS Bataan.
advance from adjacent
accurate and heavy flak.” Nonetheless, despite bad
high ground. USN
East coast strikes weather that somewhat inhibited
Tragic loss By then the situation on the ground operations, the following day a
During this period a Seafire spotted in Korea was desperate, with pair of 800’s Seafires escorted
the fall of shot for HMS Consort allied forces pushed into a small four Fireflys attacking the airfield
when it bombarded Kunsan, while perimeter at Pusan. Due to the lack at Koryŏ, causing significant
in a surprise assault on August 22, of a US Navy carrier, on September damage. Command Pilot Reid
two North Korean Ilyushin Il-10s 6 the Task Group sailed into the flew VP430/172/P on the strike. He
attacked Comus, damaging the hull. Sea of Japan to join the US 7th recalled flying in and out of low
The Seafire CAPs increased and Fleet for strikes on the east coast
assumed a new urgency thereafter. port of Wŏnsan – until a US vessel
After an intensive period of became available. Operations on
operations, when Triumph the east coast commenced at dawn
returned to Sasebo in Japan for on September 8, with six Seafires
maintenance and replenishment escorting eight Fireflys on an armed
on the 23rd it had just nine recce of the road and railway
operational aircraft available. communications around Wŏnsan
Suitably restocked with aircraft that lay on the pre-war border. The
and munitions, HMS Triumph and 800 NAS operations diary noted:
its squadrons returned to station “Wŏnsan was completely covered
in the Yellow Sea and on August in cloud so the strike proceeded
27 launched an armed recce to the south along the main railway line.
north. The four Seafires sank a pair Heading back towards the coast
of junks at Antung (aka Andong) in a train was spotted, Lt Abraham’s
the mouth of the Yalu River on the section spraying [it] with cannon
Sino-Korean border. However, 800 fire and rockets. Several hits were
NAS suffered a sad loss two days seen, and the locomotive exploded

planned a major counterstroke. In contrast, after several days’
Triumph formed part of Task intense activity, there was just one
Group 91.1 to support Operation mission on the 18th when Lt Tallin
Chromite, the amphibious landings led a section to assault a pair of
at Inchon on the Korean west supply barges in the Haeju area.
coast, about 20 miles (30km) from Operations continued the next day
South Korean capital Seoul. The when, during an armed recce, Lt
Seafires of 800 provided vital air Abraham attacked and damaged
cover for the landings in their first a 500-ton (450-tonne) ship, while
cloud in driving rain, few days, which were to outflank others rocketed another on the
which was unusual in the Northern forces. As part of the slipway and on a flak position.
Korea for that time of year. Over preparatory activity, 800’s Seafires However, on return to the ship
the two days, and in the face of flew recces of coastal positions as Command Pilot Warren had a
inclement conditions, the two well as maintaining CAP. Some barrier engagement, leaving just
squadrons mounted more than aircraft also conducted spotting, three Seafires operational.
100 sorties – but at a cost – as four Lt Abrahams calling out the fall
Seafires had to be written off with of shot for HMS Jamaica when Final flurry
‘wrinkling’, reducing 800 NAS to bombarding targets at Kunsan. On September 20, Tommy Handley
just six machines. The landings began on September in VP430, led the only serviceable
15 with Triumph just 60 miles Seafires on an armed recce over
After this, Triumph returned to (96km) offshore. As well as the Chinnampo area and the ABOVE LEFT The
Sasebo to replenish aircraft stocks providing CAP cover over the sea lanes to the north. With the destroyer USS
‘Eversole' picked up
but was back on station two days audacious amphibious invasion, Senior Pilot Lt Peter Lamb flying
the pilot of a Seafire
later on September 12 for its most which put ashore 13,000 allied as his wingman in VP471/175/P shot down in error
crucial period in Korea. troops with equipment, Seafires they damaged a patrol boat in the by B-29 gunners on
also flew ground-attack sorties. Chinnampo estuary. The squadron’s July 28, 1950. USN
Critical landings During the day they engaged targets ‘ops’ diary recorded: “Rocket hits
ABOVE A Seafire
With the North Koreans held of opportunity such as coastal were attained and a final strafing FR.47 of 800 NAS
on the Pusan perimeter, the UN shipping, troop movements and run carried out.” These were also in an all-too familiar
flak batteries. That afternoon, for the last operational sorties flown pose, as the type
example, Lt Lamb’s flight assaulted by 800 NAS from Triumph as suffered problems
flak positions and Lt John Treacher with the landings successfully flying from the deck
due to its weak
rocketed a coaster. Further completed, on September 21 the undercarriage.
offensive sorties were flown the vessel sailed into Sasebo for two R VON T B KETTLE
next day when Seafires led by days’ maintenance. Just one Seafire
Treacher targeted gun positions remained serviceable at that point.
near the airfield at Haeju. Later, On the 25th Triumph was relieved
following a report of two junks on station by HMS Theseus, having
minelaying, Lt Randy von Kettle made five patrols into the Yellow
led a section that sank one and Sea. The 800 NAS Seafires had
damaged the other. Then on the flown 115 ground-attack sorties and
17th, 800 NAS aircraft once again 245 more on defensive CAP, with
struck the airfield at Haeju, though the 13th CAG squadrons having
two North Korean Air Force aircraft reached a peak of performance –
evaded the defences to attack allied achieving higher sortie rates than
warships, albeit without causing had been considered possible. It
serious damage. was the Seafire’s last hurrah. FP

Korean War MiG-15 RECOVERY
STEALING
the 'Crown Jewels'
Steven Taylor describes the Royal Navy’s daring recovery of a downed
MiG-15 during the Korean War
B
eginning on June 25, 1950, action to capture the wreckage of World War Two veterans), the MiG-
the three-year Korean War a crashed example for analysis – a 15 proved a formidable adversary.
was one of the bloodiest mission in which the Royal Navy The introduction of a state-of-
conflicts of the Cold War. Not only (RN) would play the main role. the-art, swept-wing fighter that
did it entail intense battles on To begin with, the NKPAF – could easily outperform every
the ground, but it also resulted equipped with small numbers allied aircraft in theatre, soon
in fierce air combat between of World War Two-era Soviet presented a serious challenge
western and communist pilots. propeller types, including the to the UN’s command of North
Furthermore, it was the first global Yakovlev Yak-9 and Ilyushin Korean skies. Almost immediately,
conflict in which jets played a Il-2 Shturmovik – was expected the area around the Yalu River in
central role. to pose little threat. As such, the northwest of the country was
For the airmen of the United UN forces were quickly able to notoriously dubbed ‘MiG Alley’ by
Nations (UN) forces, their achieve air superiority. However, UN pilots. It was here that some of
principal opponent was the North that changed in November 1950 the most vigorous dogfights of the
Korean People’s Air Force (NKPAF) when the first examples of the war took place.
and its Soviet-built Mikoyan- diminutive MiG appeared over The threat posed by the type over
Gurevich MiG-15s, which were North Korea. the peninsula was dramatically
given the NATO reporting name emphasised on April 12, 1951,
Fagot. Such was the MiG-15’s Aerial mayhem when a sizeable force of MiG-
impact on the air war that an Often flown by Soviet volunteers 15s attacked a formation of
audacious operation was put into (many being combat-hardened B-29 Superfortress bombers.

Despite a near 100-strong escort held Ch’o-do island. ABOVE An artist’s
of Republic F-80 and F-84 jets, At the time, the RN’s impression of the
the Fagots downed three B-29s Colossus-class light fleet final moments of the
MiG-15 eventually
(although some sources state carrier HMS Glory was steaming recovered by a Royal
ten) and damaged seven more machine and develop effective nearby and launched several Navy-led team.
for reportedly no losses. The retaliatory tactics. Hawker Sea Fury FB.11s from 804 Mystery surrounds
US aircrews dubbed it ‘Black One of the first attempts occurred Naval Air Squadron to pinpoint the aircraft, as no
Thursday’ and, as a result, USAF in April 1951, when USAF the wreck, to no avail. Two days allied fighter claims
explain its demise.
bomber sorties over the country intelligence officer Donald Nicholls later, despite fog and the reported ANTONIS KARIDIS
were discontinued for almost conceived, planned and led a position being ‘off’ by almost 15
three months. daring mission deep into enemy- miles (24km), the remains were
held territory, to photograph and located submerged several miles
Shallow grave strip parts from a downed MiG-15. offshore, some 30 miles (48km)
As the number of UN aircraft Less than three months later, north of the Taedong estuary. It
falling to the MiG-15’s on July 9, another opportunity transpired that the wreckage was
guns mounted, there was a presented itself when reports were sitting in 19ft (5.7m) of water and
determination, bordering on received about a wrecked MiG could only be seen during low tide.
obsession, by allied air chiefs to visible in shallow water, just off Photographs taken by the Sea Fury
acquire one of these fearsome jets. the west coast of North Korea. The pilots confirmed that the wreck
The plan was to technologically reported location was around 40 lay on a mudflat, and although the
and tactically assess the Soviet miles (64km) north of the allied- tail section had broken away, it

Korean War MiG-15 RECOVERY
operation, it was revealed that “the of the British Rolls-Royce Nene,

USN sailors christened the jet the controversially sold to the Soviets
‘million-dollar baby’ on account of in 1946 – appeared intact. The tail
the American view that it would be section was found some 350m
a very valuable prize.” (1,148ft) from the fuselage. The
report reveals that: “Working half
Jewel in the crown naked and without shoes the party,
Their British counterparts, some 50 strong, found parts of the
however, dubbed it the ‘Crown aircraft exposed on the mudflats.
Jewels’. According to the report: The recovery team lashed lines
“The name stuck because it was with buoys attached to the
rather like an attempt to find King wreckage, to lift it out of the water.
John’s crown in the shallow waters This was the worst part of the job,
of the Wash.” It also indicated that for it entailed floundering about
the operation was undertaken among pools and depressions.”
top left The North appeared reasonably complete. The with the greatest of secrecy. One of the British sailors, PO
Korean MiG-15 question was soon asked: could UN In the early hours of July 21, William Feltham, was equipped
discovered by Royal forces launch a salvage mission and the recovery effort got under with diving gear and plunged
Navy Sea Furys on
July 11, 1951. The
recover the MiG? It wasn't certain. way with a USN Sikorsky HO3S-1 into the surrounding water
circular items on the The wreckage was within range of helicopter, escorted by two Sea numerous times to search for
upper wings are not North Korean gun emplacements in Furys from Glory, dropping a wreckage. After several hours,
insignia, but coils a narrow, shallow channel thought buoy on the wreck to highlight its the fuselage and engine had been
of rope placed for to be brimming with sea mines. To position. With Kenya stationed successfully retrieved. But failing
the pending salvage
operation. MALCOLM V
make matters worse, its final resting in the Yalu Gulf to provide early light prompted the suspension of
LOWE COLLECTION place was just on the fringes of MiG warning radar coverage, and the operation for the night, and
Alley – the NKPAF’s main operating several of Glory’s Sea Furys flying the crews returned to Cardigan
above Seen here with base at Antung was just ten minutes’ a roving combat air patrol (CAP) Bay, forcing the ship to remain
US and British officers
flying time to the northwest. above, Cardigan Bay escorted in an extremely exposed position
in Korea sometime
during 1952, R Adm Despite this, British and American the landing craft and motorboat near the enemy coast. During
Alan Kenneth Scott- naval commanders ordered an all- through what was described as the night, Glory was relieved by
Moncrieff (third from out effort to retrieve the machine. “treacherous channels between the US carrier Sicily, with its F4U
left) commanded the The opportunity to capture an sand banks – only a few miles off Corsairs assuming CAP duties
daring mission to
example of the deadly Soviet fighter the enemy coast.” On board the when the operation resumed
capture the downed
MiG-15. NAVAL HISTORY was too good to miss. Assembling landing craft was a joint RN-USN at first light. However, during
AND HERITAGE COMMAND a joint Anglo-American flotilla salvage team, along with several the final phase of work, a North
comprising Glory, the frigate HMS USAF technicians. Korean shore battery targeted the
above right This rear Cardigan Bay, the cruiser HMS Once the frigate had reached vessels, prompting the fighters
deck view of HMS
‘Glory’ was taken Kenya, a USN LSU-960 landing the end of the main channel it to intervene. Drawing both light
as the vessel left craft equipped with a crane, and a could proceed no further due to and heavy anti-aircraft fire, the
Singapore at the start South Korean motorboat, the group the shallow water, so Cardigan F4Us attacked the enemy position
of its third wartime fell under the command of R Adm Bay’s launch took over. On and, along with support fire from
deployment to Korea Alan Kenneth Scott-Moncrieff. arriving at the jet’s location, the Cardigan Bay, destroyed the gun.
in November 1952. It’s
Sea Furys had located He decided to mount the salvage team got to work immediately. A similar assault took place later
the submerged MiG-15 operation on July 21 while the tide Despite the apparent impact in the day.
in July the previous was at its lowest. having ripped away the tail, the After collecting as much of the
year. KEY COLLECTION In the RN’s official report on the VK-1 engine – ironically a copy wreck as they could, the landing

craft, launch and motorboat The MiG arrived in Incheon, South its success. The advantages to be
returned to Cardigan Bay before Korea, on July 23 and was loaded gained by this publicity would not
the task group withdrew. Cardigan onto a C-119 Boxcar and flown to outweigh the obvious gain to the
Bay’s captain, Walter Brown, Wright-Patterson Air Force Base, enemy in knowing that we were in
later paid tribute to the airmen Ohio, for evaluation by the USAF’s Air possession of one of his
involved in the operation, stating: Technical Intelligence unit. latest aircraft.”
“The part played by the aircraft When it became clear that the BELOW LEFT A US
Navy Sikorsky
from HMS Glory in locating and Public relations coup US was set on releasing the story, HO3S-1 helicopter
marking the position of the crashed Although certainly not airworthy, the an RN liaison officer based in flown by LT P
fighter contributed materially to wreck yielded considerable amounts Washington DC, anxious to ensure O’Mara was used
the success of the recovery. The of valuable information about the that the service’s leading role wasn’t to help pinpoint the
presence of the low flying close strengths and weaknesses of the overlooked, wrote to the Admiralty. MiG’s wreckage
prior to the recovery
air support of Glory and Sicily’s Soviet type, allowing UN pilots to He suggested that any release was operation. NAVAL
aviators was of the greatest adapt their countering tactics. to be made simultaneously between HISTORY AND HERITAGE
moral value.” With the fighting in Korea having Washington and London, so that the COMMAND
ABOVE United States

Navy F4U Corsairs
from the carrier USS
‘Sicily’ provided
determined air
cover during the
salvage operation.
This example is
being prepared for
a combat mission
during the Korean
hostilities. NAVAL
HISTORY AND HERITAGE
COMMAND
LEFT In September
1953, North Korean
MiG-15 pilot Lt No
Kum-sok defected
reached a stalemate and with RN received its full share of to Kimpo Air Base in
South Korea, finally
public alarm at home growing over well-deserved publicity. providing the West
mounting casualties, the Americans In September 1953, two months with an intact, flyable
wanted some positive publicity and after a ceasefire ended the fighting example of the Soviet
were keen to release details of the in Korea, North Korean aviator jet. KEY COLLECTION
recovery. However, the British were Senior Lieutenant No Kum-Sok
LEFT Dangling the
initially reluctant to alert the Soviets defected to the South and landed carrot: attempting
to the fact they possessed a MiG-15. at Kimpo Air Base, delivering the to get its hands on
On August 14, 1951, the director UN its ‘ultimate’ war prize: an an airworthy MiG-
of the RN Operations Division, intact MiG-15. Despite this, the 15, the US dropped
leaflets over several
Capt Patrick W Brock, wrote: “One operation whereby the Royal Navy
North Korean air
of the ships taking part was fired successfully stole the ‘Crown Jewels’ bases, offering a
on, but it does not necessarily from under the noses of the North $100,000 reward
follow that the Russians are aware Koreans remains one of the greatest for the first pilot to
of the object of the operation and coups of the Cold War. FP defect. USAF

Korean War NORTHROP REPORTER
DUAL-IDENTITY
DUAL-IDENTITY A reconnaissance version of Northrop’s mighty P-61 Black Widow played
a vital role during the Korean War, as Warren Thompson details Spy
N
orthrop’s P-61 Black Widow propeller-driven aircraft reduced Initially, 20 aircraft were
proved its worth as a rapidly, with very few exceptions. designated as the F-15A-1, while the
devastating night-fighter Fortunately, Northrop still had ‘skin rest were branded the F-15A-5. The
during World War Two. Late in in the game’. Its Reporter was the Reporter had a revised centre pod,
that conflict, efforts were made to first aircraft to continue in quantity with the pilot and camera operator/
develop the type into the XP-61E, production at the firm’s Hawthorne navigator seated in tandem under
a long-range fighter to escort B-29 plant post-war, albeit with the a single, high-visibility ‘bubble’
bombers, but this variant – later original contract for 320 airframes canopy. The aircraft’s six cameras
renamed the F-15 Reporter and cut to 175. Ultimately, due to the were housed in an elongated nose,
then RF-61C – was soon reworked advent of jet power, just 36 Reporters replacing the XP-61E’s four guns.
and its role switched from aerial were completed, these being Production F-15As were powered
combat to reconnaissance. When converted from P-61Cs that were part by the same turbo-supercharged
hostilities ceased, the production of of a cancelled production run. R-2800-73 engines as the P-61C.

In early 1946, the USAAF was behind the rear crew member stationed at
keen to apportion the aerial could accommodate 520gal Johnson Air Base
mapping task to the peacetime F-15, (1,968lit). Speed came via the same (AB), Japan.
which would conduct such flights two engines that took the night- On June 24,
mostly from the Japanese Islands, fighter P-61 Black Widow into 1947, the squadron
including those occupied by the combat, but fitted to a much received a call that
enemy in the Pacific. Even after the lighter airframe. it would be flying the
Korean War started in June 1950, When World War Two came to F-15 and that the aircraft
the only photos of Korea possessed an end, there were still vast tracts had been delivered and
by the US were those taken by the of the Pacific that were practically were ready to be collected at
F-15A back in 1948. The US Marine unknown. Even though the Allies Kisarazu AB, Japan. Capt Rowan
Corps filled in the gaps with its had fought in the area, there was no Jarvis and Lt Virgil Heistand would ABOVE This F-15 was
recce-configured Grumman F7F-3P up-to-date cartography available. be the first pilots in the Far East to ‘snapped’ while en
Tigercats in 1950. The Army Air Corps assigned the fly the Reporter in a forward area. route to Johnson AB
after photo-mapping
5th Reconnaissance Group to The six groundcrew assembling some of the islands
Long legs – and quick handle the task of ‘mapping’ the the aircraft at Kisarazu were kept southwest of Japan.
The F-15’s strongest features were Pacific, including Japan, Korea and busy – by late July, there were CHARLIE RUSSELL
its range and speed. The former the Philippines, and the group’s four aircraft ready, with the same
was attributed to its impressive key component in this endeavour number again by late August.
fuel capacity: two inboard main was the 8th Photo Reconnaissance The first pilot to conduct a photo
tanks carried 265gal (1,003lit) each, Squadron, nicknamed the ‘Eight mission in the Reporter in late
while two main outboard tanks Ballers’. This unit was reactivated July was Capt Wilmer Moore, who
held 400gal (1,514lit) apiece, and in the spring of 1947 and attached flew for a brief spell along the
the substantial reservoir located to the 35th Fighter Group, then Japanese coast. On August 2, 1947,

a highly experienced photo-recce

veteran from World War Two,
RIGHT Capt Stan
Lt Col Benjamin K Armstrong,
Alukonis and his assumed command of the 8th. He
camera operator, Capt formulated the complicated plans
Bill Moore, taxi out at for the mapping of Japan and
Clark AB, Philippines, Korea, with details of the latter
for a mission to photo-
map the local coastline
proving invaluable when South
in February 1948. Korea was invaded by the North
TONY LINKIEWICZ in June 1950.
the commanding general of the

Thirteenth Air Force.
“The aircraft’s Toward the end of their
six cameras were deployment, the Reporters had
increased their coverage to a total
housed in an of 18,000 miles (28,968km).
Lt Anthony Linkiewicz remembers
elongated nose, a particular mission: “Our
ABOVE Lt John Biddle
(left) and Capt Stanley
The long, tedious photo missions
began in the late summer of replacing the detachment was assigned to take
pictures and one of these was
Walden prepare for
another long-range
1947, with all available aircraft XP-61E’s four to film the entire Bataan Death
concentrating on the Japanese March route. The Death March war
photo-mapping flight
from Clark AB in mainland. During September, guns” photos were supposed to be used
the Philippines. a detachment of three F-15s
CHARLIE RUSSELL were sent to Kyushu to cover
BELOW ‘The Missing
the western end of Japan. They operations for as much as ten
Link’ was one of the operated from the expansive days at a time. Fortunately, there
8th PRS’s aircraft. This Itazuke AB, located on the were several aircraft at Kisarazu
image was taken at northernmost tip off Kyushu, and from which they could cannibalise
Johnson AB, Japan, flew missions lasting from four necessary components.
in April 1948.
TONY LINKIEWICZ
to seven hours each. By October Eventually, the squadron received
that year, the ‘Eight Ballers’ had orders to operate in warmer climes,
received their 16th Reporter – just with its new assignment to map
two short of the full complement. the Philippines, while based at
the islands’ Clark Field. In January
Temporary groundings 1948, five F-15s under the command
Severe weather in the winter of of Capt Stanley Alukonis took off
1947, along with a lack of spare on a mapping mission and the
parts, meant the F-15s had to cease results were highly praised by

LEFT The 8th PRS
spent most of its
time at Clark AB
throughout 1948.
Finally, on March
25, 1949, use of the
F-15 (RF-61C) was
terminated and the
unit’s aircraft were
transferred to Yokota
AB, Japan.
TONY LINKIEWICZ
by the war crimes prosecutors bring the five F-15s back from the In May 1948, a detachment of five BELOW LEFT Pilot Lt
in Tokyo to prove that water was Philippines to help finish the task. F-15s and crews was pulled from George Kroman
poses beside his
available for the prisoners along There was a delay in executing this, Johnson AB and sent to Itazuke in
F-15 at Johnson AB,
the route. We never heard the which allowed two of the Reporters Japan. The aircraft were to photo- Japan, in 1947. At
results of our work, but hopefully time to fly down to Manado, on the map the coastline beaches in that the time, the 8th PRS
we were able to contribute.” northern tip of Celebes Island (aka immediate area from an altitude was in the process of
Top priority during the early Sulawesi). This vast area had never of around 20,000ft. This project photographing the
coastlines of Japan
months of 1948 was given to the been mapped. However, it was a was given top priority, with no
and nearby islands.
photo-mapping of Japan and Korea. crucial phase of the overall mission distractions, and it was completed GEORGE KROMAN
Due to the adverse weather and and provided complete coverage in three days.
maintenance problems, the project of Borneo to the west and Ceram
fell behind and pressure was to the east. The Celebes were, at the Close to calamity
being exerted by Fifth Air Force to time, overseen by the Netherlands. The only near tragedy for the 8th
Lt Charles C Russell recalls: “The occurred on July 2, 1948. Aircraft
Dutch supplied support for our ‘303’ took off for a practice
detachment, by providing meals formation run, in readiness for
and a place to sleep, in exchange a big July 4 airshow over Tokyo.
for some of the maps. There Immediately after take-off, at a
were 12 of us – four pilots and dangerously low altitude, the fire
eight mechanics, which included warning light for the right engine
communication experts. The pilots came on. The pilot feathered the
switched around on the missions: engine but continued to lose
one day flying front seat and, on height. His efforts to get back on
the other, navigating and operating the runway fell short as the F-15
cameras. We flew off a strip that crashed about 500ft (152m) short of
looked like it had been paved at safety. The crew managed to escape,
one time. It was extremely rough, but the aircraft was a total loss.
but we completed our assigned job In August 1948, the F-15 was
without a single mishap.” re-designated RF-61C and, on

ABOVE Clark AB, November 18, 1948, Capt George hell. When we completed our lines, them in all directions with no
Philippines, 1948. Kroman recalls a mission to photo- Rolla said: ‘Let’s get down from results and it really scared the hell
This crew is setting map South Korea: “The flight here – I’m freezing my butt off!’ I out of me. I could see the altimeter
out on a photo-
mapping mission in started at Itazuke, when I flew said: ‘If you want to get down in a unwinding 19,000ft…18,000ft…
the southern part of with 2d Lt Rolla Bishop, and our hurry, hang on and I’ll split S and 17,000ft… and I could see that the
the area. The B-17 assignment was to take pictures of get us down fast.’ nose was slowly coming down until
in the background is a certain area along the east coast, “I remember cutting back on the we were heading straight down
from the 5th Photo south of the 38th Parallel. We were power, pushing the nose down with the airspeed building up
Reconnaissance
Squadron, also based flying at 20,000ft when we arrived a little and starting a right-hand like mad. I watched the airspeed
at Clark. TONY LINKIEWICZ in our area, which was the assigned descending rollover. About three- go through the red line. This all
altitude to start our film rolling. I quarters of the way through, I felt happened incredibly fast. I don’t
BELOW Reporter believe the temperature outside of the aircraft shudder and it flipped know what airspeed we hit, but I’ll
559323 gets ready
the cockpit was around 50° below completely over on its back. I could bet it was well over 500mph.
to pull out of its
revetment at Clark AB zero. We were wearing sheepskin see the airspeed really falling off “The guys in the 35th Fighter
for a photo-mapping flying suits as the F-15 had no fast and the feeling we were falling Group called the (F-15) ‘Whistling
mission in 1948. electric heated suit capabilities. upside down. The controls were S*** Houses’ because of the noise
TONY LINKIEWICZ I remember we were colder than completely limp – I could move the turbo-superchargers made.

assigned was completed. During LEFT This image
the early part of September 1948, was taken at
Zamboanga,
all Reporters in and around the
Philippines, in March
Philippines were brought back 1948. The longest
to Johnson AB. The end of their of the missions
operations came on March 25, 1949, expended so much
when the 8th TRS was transferred fuel that the aircraft
tanks had to be
to Yokota AB, Japan, minus their
full to the
equipment and personnel. There brim beforehand.
it became the 82nd Tactical TONY LINKIEWICZ
Reconnaissance Squadron.
On April 1, the 82nd, which then BELOW LEFT The sew-
on patch worn by
consisted of the former ‘Eight members of the
Ballers’ personnel and 8th PRS. THOMPSON
their Reporters, COLLECTION
was deactivated,
placed on the
While we were in this dive, they to going in. inactive list and
were really screaming like a The flight back all aircraft were
German Stuka dive-bomber. In to Itazuke was assigned to the
the dive, trying to pull out, I pulled uneventful and, 35th Maintenance
on the elevator controls and they when we landed, I Squadron at
felt like they were anchored in got out and looked Johnson AB, being
concrete. They wouldn’t budge. I the F-15 over for any used for salvage,
remember looking at the ground structural damages spares or other
rushing up at me and glancing at and it seemed okay. The disposition. The crews
the airspeed indicator, scared stiff. film we had taken south of were sent to Yokota to
I reached forward and gave the the 38 Parallel was [good] and we work up on the new RF-80 aircraft.
elevator trim tab a couple of quick completed the mission we From the nine Reporters allotted to
pulls and it took effect immediately. were assigned.” Air Material Command, a handful
We started one hell of a fast pull- were operated temporarily by the
out. I have no idea how close we Mission accomplished Pennsylvania Air National Guard at
came to the ground in the pull-out, The high-priority photo-mapping Harrisburg, before they were also
although I am sure we were close mission that the RF-61Cs had been sent to the scrapyard. FP

Inside Stories GÜNTHER LÜTZOW
Lost WIT

WITHOUT TRACE
Chris Goss profiles the Luftwaffe pilot
Günther Lützow, who having survived the Spanish Civil War, lost his life just two
weeks before the close of World War Two
G
ünther Lützow was born fighter pilot training in 1931 at a taking the reins of 5./JG 132, only LEFT Lützow with his
in Kiel, northern Germany secret facility at Lipetsk, Russia. to then be posted to lead 3./JFS 1 at wife Gisela and son
on September 4, 1912 – the Three years later he transferred Werneuchen in November 1937 – Hans-Ulrich in 1941. ALL
CHRIS GOSS UNLESS STATED
son of Admiral Friedrich and to the Luftwaffe proper, joining where his experience as a combat
Hildegard Lützow – and was the the Reklamestaffel in Döberitz – a aviator in Spain was invaluable BELOW Messerschmitt
third of five children. His father cover name for Jagdgeschwader 132 to trainees. It was there in early Bf 109E-1s of J.88,
had joined the German Imperial (JG 132 – fighter wing 132) – as an 1938 that he met his future wife Lützow’s unit, with a
Navy as a cadet in 1899 and during instructor and after this he taught Gisela von Preisdorf and they were Heinkel He III (left)
in Spain.
World War One served with at the Jagdfliegerschule (JFS – married in Berlin in March the next
distinction on warships, including fighter school) at Schleissheim. In year. In November 1939, he was
taking charge of the small cruiser 1936 Lützow became adjutant of JG placed in charge of I./JG 3 at Zerbst
Hamburg and submarines. By 132 with the rank of Oberleutnant and, after a quiet ‘Phoney War’ (his
the end of the war he was leading and later that year it is believed he Gruppe recorded no victories, nor
U-Flotille Pola (U-boat Flotilla took command of the Geschwader’s did it suffer any combat losses), was
Pola). However, ‘Franzl’, as Günther 4th Staffel (squadron). still leading I./JG 3 when the Battle
was also known, did not follow his of France commenced. During this
father into the navy, rather joining Into Combat time, his son Hans-Ulrich was born;
the infantry as a junior officer In March 1937, Lützow arrived in a daughter, Carola, would enter the
in August 1930. He began flying Spain to lead the Bf 109-equipped world in August 1942.
training the following year at the 2.J/88 previously commanded by While operating from Hargimont,
Deutsche Verkehrsfliegerrschule Hptm Siegfried Lehmann. Luxembourg, his sixth and seventh
(German aviation school) at Günther shot down five aircraft victories came on May 14, 1940
Schleissheim. His brothers did in Spain, his debut ‘kill’ being when he attacked a pair of Curtiss
join the Kriegsmarine, though, made on April 6, 1937 and his last, a machines northwest of Dinant,
Werner being killed in action Polikarpov I-16 ‘Rata’ on August 22 Belgium at 2020hrs. Pilots of I./
as the head of 4.Schnellboot- just over four months later. JG 3 claimed eight French fighters
Flottille on November 24, 1943 On September 6 that year he that evening and it is believed
while Joachim survived the war, handed over command to Hptm their victims were Bloch 152s from
having supervised a minesweeper. Joachim Schlichting and was Groupe de Chasse (GC) 6/10 and
While still serving as an infantry promoted to Hauptmann himself GC III/10. It has been suggested that
junior officer, Günther undertook shortly after his return home, Lützow’s victims were Lt Pierre
“Günther shot
down five aircraft
in Spain, his debut
‘kill’ being made on
April 6, 1937”

Martin who baled out wounded 1, 1940. Lützow claimed just one
near Ragnies in Belgium and Adj victory with I./JG 3 in the Battle of
Marcel Schneider, who force-landed Britain, a Spitfire on the evening of
near the French commune of Le August 16, 1940. Five days later he
Hérie-la-Viéville. He would claim took command of the Geschwader
another Curtiss the following day from Obstlt Carl Vieck – the
and by June 3, 1940 he had shot leadership of I./JG 3 was inherited
down seven French aircraft. Three by Hptm Hans von Hahn, formerly
days later he was the victor over of 8./JG 53, six days later. Lützow’s
his first RAF aircraft, believed to first victory as Kommodore was
have been a Bristol Blenheim of 40 on August 26, 1940 when he and
Squadron flown by Sqn Ldr Brian his adjutant, Oblt Friedrich-
Paddon. The Blenheim crashed Franz von Cramon, claimed
between St Valéry and Abbeville, three Boulton Paul Defiants
with two of the crew being while escorting Dornier Do 17s of
captured; Paddon managed to evade Kampfgeschwader 3 ‘Blitz’ to attack
the enemy initially but was later RAF Manston. Three 264 Squadron
apprehended. However, he took Defiants were reported shot down
badly to incarceration and became
a serial escaper, returning to Britain
after his 11th attempt in August 1942.
Two days later, Günther shot down
his second RAF aircraft, a Blenheim
thought to be from 21 Squadron
flown by Fg Off Hugh Dunford-
Wood who, with his two crew
members, were killed. This would
be Lützow’s ninth and final victory
ABOVE Günther Lützow
(left) escorting Obstlt
Theodor Osterkamp
“...Günther’s score of the Battle of France.
(right). This photo

was taken at JFS 1,
stood at 15 and by Gathering Storm
By the start of the Battle of Britain,
which Osterkamp
commanded from
the end of 1940, it I./JG 3 was located at Grandvilliers,
April 1937 to the
outbreak of war, while
had reached 18” near Poix in northern France, but
moved to Colembert east-northeast
Lützow led 3./JFS 1 of Boulogne-sur-Mer on August
from November 1937.
BELOW Two Bf 109E-4s

of I./JG 3, spring-
summer 1940. It is
possible the aircraft
on the left
was Lützow’s.

in the area of Kent’s Herne Bay;
Sgt Edward Thorne crash-landed
east of Margate while Flt Lt Arthur
Banham and Fg Off Ian Stephenson
were shot down over Herne Bay.
By the time of his award of the
Ritterkreuz (Knight’s Cross) on
September 18, 1940 Günther’s
score stood at 15 and by the end
of 1940, it had reached 18. He
would secure no more victories
on the Channel Front in 1941, but
on May 7 that year his Bf 109F-2
Wk Nr 8117 was slightly damaged
in combat. Allegedly this took
place mid-morning between
Calais and Dover. Hptm Gordon
Gollob, Staffelkapitän of 4./JG 3,
Lützow’s initial ‘kill’ in the east 101st ‘kills’ came on the 24th of ABOVE Lützow’s Bf
(his 19th) came on the first day of that month and he was promoted 109E-4 Wk Nr 3742
seen at Desvres,
Operation Barbarossa, Germany’s to Oberstleutnant a few days
northern France,
invasion of the Soviet Union. after. Following these victories, during the Battle
When he shot down his 40th on and as he was the second German of Britain.
July 17, 1941 he was awarded the fighter pilot to claim 100 aircraft
Eichenlaub (Oak Leaves) to the in combat, he was restricted in LEFT Lützow (left) with
Oblt Johannes Loidolt
Ritterkreuz three days later. On the number of operational flights
of 3./JG 3. The latter
September 17 that year his Bf he could make. By this stage, he was shot down and
109F was apparently damaged by was in command of JG 51 as well taken prisoner on
flak and he force-landed behind as JG 3 after Maj Friedrich Beckh August 31, 1940, his
Soviet lines, but quickly returned. was wounded on September 16, Bf 109E-4 crashing
at Chadwell Heath,
The award of the Schwerter 1941. However, JG 3 moved back
Greater London.
(Swords) to the Ritterkreuz came to Germany in early November
on October 11, 1941, with his score 1941, shortly after arriving at
standing at 92. Lützow’s 100th and Wiesbaden-Erbenheim. BELOW LEFT Lützow at
On the wheel of his staff
car in the summer
of 1940.
was the only claimant from the
Geschwader that day for a Spitfire BOTTOM LEFT Lützow,
off Gravelines, northern France, at Hptm Wilhelm
1125hrs. Feldwebel Rolf Helber of Balthasar (centre)
and Oblt Egon Troha
5./JG 51 claimed another Spitfire
(right) frame the tail of
at the same time, close by. Several Balthasar’s Bf 109E-4
pilots from 74 and 611 Squadrons Wk Nr 559. Troha was
reported damaging Bf 109s. shot down and taken
Remaining in France for just over prisoner on October
29, 1940.
a month, JG 3 relocated east to
Breslau and then Hostynne-Zamość
in Poland, where it was residing
when Germany attacked the Soviet
Union on June 22, 1941.
November 17, 1941 GenOberst

Ernst Udet, former World War One
ace and the Luftwaffe’s Director
General of Equipment, committed
suicide and Lützow was part of the
honour guard for his funeral. The
following month JG 3 was given the
honorary title ‘Udet’ in the veteran
pilot’s memory. The unit’s return
to the Eastern Front was delayed
until mid-May 1942 and Lützow

ABOVE Both standing to

attention with swords,
Adolf Galland (5th “Lützow was
from left) and Lützow
(4th from right) head relieved of his
the honour guard for
Ernst Udet’s funeral, post… for openly
November 22, 1941.
Note Adolf Hitler at criticising
far right.
Luftwaffe chiefs”
RIGHT This December
1940 photo shows
Adolf Hitler sitting next
to Lützow (far right)
at an all-ranks
Christmas lunch.
scored his 102nd victory on the 21st Tagjagd (Inspector of Fighters)
RIGHT Oberst Günther of that month. Two days later, his for the Eastern Front, working for
Lützow wearing Bf 109F-4, Wk Nr 10098, suffered Gen Adolf Galland. In April 1943,
the Ritterkreuz mit a technical problem and he force- he was promoted to Oberst and
Schwertern (Knight’s
Cross with Swords), landed at Tschuhgujew (also became Inspekteur der Tagjagd
which was awarded known as Tschugujew, but now for the Italian Front around three
in October 1941. Čhuhuiv, Ukraine) – but he was months later. Soon after that he
reportedly uninjured. However, on took command of 1 Jagd-Division,
August 11, 1942 he handed over the responsible for the defence of
Geschwader to Hptm Wolf-Dietrich northwest Germany. But he fell foul
Wilcke, his last success with JG of his immediate superior GenMaj
3 being his 103rd 'kill' on July 29, Joseph ‘Beppo’ Schmid, and was
1942. It would be another two and relieved of his tenure in March 1944,
a half years before he would again being replaced by Oberst Hans-
fly on operations and even then, it Joachim ‘Hajo’ Herrmann, a former
would be short-lived. bomber and single-seat night-
Lützow became Inspekteur der fighter pilot who himself would

later be relieved of his command for joined Galland’s unit Jagdverband
similar reasons. Lützow was then 44 (JV 44 – equipped with the
posted to command 4.Fliegerschule Messerschmitt Me 262) as its
Division, responsible for training operations officer, and at last
fighter pilots. returned to operational flying. He
As January 1945 closed, after would not, however, live to see
what became known as the the war’s end.
Fighter Pilots’ Mutiny, Lützow
was relieved of his post, as were Final Combat
Galland and other highly decorated During his short time with JV 44,
aces, for openly criticising Günther was credited with shooting
Luftwaffe chiefs – in particular down two American bombers. The
Reichsmarschall Hermann Göring date of the first is not certain but
– and was apparently posted to in the afternoon of April 24, 1945
be Jagdfliegerführer Oberitalien he was one of six Me 262 pilots
(fighter leader northern Italy) scrambled from Riem, near Munich
and banned from returning to to intercept B-26 Marauders of
Germany. Early in April 1945, the 17th Bomb Group, which were
when the tide had very much attacking ammunition dumps at
turned against Germany, Lützow Schwabmünchen in Bavaria. Led by
ABOVE LEFT An official
1941 propaganda
photograph of Lützow.
LEFT Lützow (third from

left) and fellow pilots
embark on a hunting
trip late in 1940.
TIM OLIVER
BELOW LEFT This

classic photo of
Lützow portrays him
in the early stages of
Operation Barbarossa
– the invasion of the
Soviet Union. TIM OLIVER
Lützow, two aborted with technical

problems leaving Hptm Walter
Krupinski, Lt Klaus Neumann, an
unidentified pilot and Lützow to
intercept. Krupinski and Neumann
were Ritterkreuz holders and
very successful in their own right.
At least two of the Me 262s were
equipped with R4M rockets and
it is believed that Lützow and
Neumann each shot down a B-26,
the 34th Bomb Squadron reporting
the loss of those flown by Lt Fred
Harms and Lt Leigh Slates, the
former crashing at Oberroth, the
latter at Unterschönegg. However,
P-47 Thunderbolts flown by Capt
Jerry Mast and Lt William Myers of
the 388th Fighter Squadron/365th
Fighter Group reported chasing

apparently saw either Capt Mast’s

or my own plane bearing down on
RIGHT Obstlt Werner
him and immediately went into a
Mölders (centre) steeper dive, from which he never
handed over JG 51 to recovered. He hit the ground and
Maj Friedrich Beckh exploded. I had to black myself out
on July 19, 1941, but [pull high G] to keep from hitting
Beckh was wounded
on September 16,
the ground”.
1941. Lützow (right)
took temporary Continuing enigma
command of JG 51 in The only recorded loss that day was
addition to JG 3. To the Me 262 flown by Lützow, who
the left is Hptm Karl-
Gottfried Nordmann
was last seen near Donauwörth,
who assumed the about 31 miles (50km) northwest of
leadership of IV./JG Schrobenhausen. Walter Krupinski
51 from Beckh and reported seeing an explosion on
would be awarded the the ground, which afterwards was
Ritterkreuz in
August 1941.
RIGHT A rack of R4M an Me 262, which crashed near

rockets under the Schrobenhausen at 1525hrs. The
starboard wing of an following report was submitted
Me 262. It’s believed
that Günther Lützow
by Myers:
and other pilots “I was flying Red Two position
employed the weapon on Maj J R Hill’s wing on an escort
to shoot down B-26 mission. Near the target area, four
bombers in April 1945. Me 262s bounced the bombers.
BELOW A pair of Me
During the ensuing dogfight, I saw
262s scrambling to a single Me 262 heading towards
intercept allied aircraft Red [Flight]. At this time, I started
in 1944. Günther to call Elwood Red Leader as to
Lützow converted to the position of the plane but he assumed to have been the crash of
the type with JV 44.
banked sharply and I thought he Lützow’s aircraft.
had already seen him. A minute “After the war, After the war, surviving pilots
later I heard someone call ‘I lost concluded that Lützow was not
him’. Believing this was my leader, surviving pilots comfortable in the then new jet
I immediately rolled over and
dove down on the aircraft, which
concluded that and, despite being an experienced
and renowned fighter pilot until
was now heading down. I headed Lützow was not the summer of 1942, he had lost his
straight down cutting him off, edge – and possibly also his nerve
indicating better than 600mph. I comfortable in the – and his demise was inevitable.
figured I could shoot him down
as soon as he started to pull out.
then new jet and No wreckage has ever been
found and Günther Lützow is still
He started to pull out once but had lost his edge” reported as missing. FP

As early as January 1943, when
Hitler’s 6th Army was destroyed at
Stalingrad, it was evident that the
war in Europe could only end with
the defeat of the Third Reich.
Yet the Germans fought on, as

the Soviet forces inflicted one
crushing defeat after another on
the Eastern Front.
What drove the German people

to fight on, knowing that ruin and
devastation was the inevitable
consequence? Why did the
generals continue to follow Hitler’s
orders? Did the Allies win the war
in Europe, or did Hitler lose it?
All this and more is covered in

this 100-page special publication
detailing the invasion of Germany
and the defeat of Hitler.
ORDER DIRECT
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197 Victory Spec fp.indd 55 15/04/2020 17:27

Living History MUSTANG A68-110
Fancy a
I
first became acquainted The P-51’s appearance was
with Snifter about ten years particularly poignant for one
ago during an annual Royal man standing among us, Jim Keen.
Australian Air Force (RAAF) He had flown Mustangs and P-40
aircrew reunion in the New South Kittyhawks during the latter stages
Wales city of Tamworth. As this of World War Two and was one
Mustang’s sleek silver airframe of the founding members of this
soared gracefully through clear reunion established in 1951. As the
blue skies, I felt a wave of emotion aircraft disappeared, I remember
as I heard the distinctive growl a great sense of admiration
of its Packard-built Merlin towards the dedicated enthusiasts
engine. While its flypast was in and operators restoring, flying
stark contrast to the thunderous and maintaining these historic
spectacle of the RAAF F-111’s party aeroplanes in salute to veterans
piece just moments before – the – and those who never made it
famous ‘dump and burn’ – my home from wartime service.
thoughts inevitably turned to That moment was an adjunct to
a bygone generation. my own experience of the type a

n
ht in a n Australia
l flig
fi rs t in s pirationa curious to find
his en
Ever since even Potter has be ies behind the
St tor
Mustang, re he reveals the s der’
He Un
out more. of the type ‘Down
ion
proliferat
The Mustang bulbous Perspex canopy. ABOVE Being one of

owes its existence In 1942, Rolls-Royce test pilot six or so airworthy
to an RAF specification in Ronnie Harker suggested Mustangs in
Australia, it is easy
1940 requesting a single-seat swapping the Allison powerplant to see why ‘Snifter’
fighter that was fulfilled by North with the firm’s 1,565hp (1,170kW) is a firm favourite
year or so before when I was lucky American Aircraft. supercharged Merlin 61. This with enthusiasts.
enough to ‘back-seat’ in another ultimately transformed the Note the underwing
Mustang out of RAAF Point Cook, Engine merry-go-round Mustang’s performance from hardpoints visible
as Matt formates on
approximately 590 miles (949km) Unfortunately, the first examples lacklustre to thoroughbred and the cameraship. ALL
southwest in Victoria. Although delivered just over a year later were was standardised. In time, further MIKE JORGENSEN UNLESS
it was a short trip, it made a powered by an un-supercharged developments led to the P-51D STATED
lasting impression on me: it’s Allison engine, which hindered the featuring a modified fuselage and
an incredibly powerful, capable type’s performance above 15,000ft. the Perspex teardrop canopy for all-
and robust machine, quite unlike Without the desired capability, round visibility. The result was one
anything I’d experienced before it was consequently relegated of the most outstanding fighters of
in my 17,000 hours of flying time. to low-level roles, including World War Two – an aircraft that
It was then that I wondered why reconnaissance and ground could escort daylight bombers all
Australia had been blessed with attack. Moreover, the close-fitting the way to Berlin while intercepting
what seemed to be an abundance cockpit hood hampered the pilot’s enemy fighters, and then execute
of airworthy P-51s – some of which visibility, a major drawback in low-level attacks on the way back
offer once-in-a-lifetime ‘joy rides’ the intense European theatre of if fuel and ammunition allowed.
to suitably enthusiastic members operations. This was in part solved Its armament comprised six wing-
of the public. The answer lies with by retrofitting the aircraft with the mounted .50 cal machine guns,
the RAAF and World War Two. Malcolm hood – a British-designed with two under-wing hardpoints

Up in the wild blue yonder: built by CAC as a single-seat Mk.21 in 1948 for the RAAF, Mustang A68-110 displays the
type’s famously elegant lines. MIKE JORGENSEN
ABOVE Another day each capable of carrying a 500lb However, given the urgent need As well as this, the country
of adventure flights (226kg) bomb or up to ten 5in for the new fighter, the first 80 received nearly 300 P-51s from
awaits ‘Snifter’.
MIKE JORGENSEN
(127mm) rockets. airframes – designated CA-17s – the US through the Lend-Lease
It comes as no surprise to were delivered as ‘kits’ to CAC for agreement, meaning the type was
BELOW RIGHT Former learn that by late 1944 the RAAF final assembly at its Fishermans in plentiful supply when it was
RAAF fast jet pilot had selected the Mustang as its Bend factory in Melbourne. progressively struck off charge
Matt Hall starts preferred fighter – noting its But significant delivery delays following World War Two. This
‘Snifter’ as an air-
to-air photography
performance at high altitude and resulted in the first CAC-produced explains why so many are still
sortie out of its ability to fly longer ranges. The Mustang not flying until April 29, flying in Australia today, and why
Caboolture beckons. P-51 was the perfect replacement 1945 – just a week or so before the Antipodean nation has since
MARK GREENMANTLE for the then outdated Kittyhawks hostilities ended in Europe; become a nirvana for operators
PHOTOGRAPHY
and Boomerangs operating across Japan’s surrender would follow seeking airframes and spare parts.
the South West Pacific theatre. four months later. The remaining
With the ability to carry drop CAC-built machines were labelled Homage to a hound
tanks of varying sizes, the type could CA-18s, with the last airframe The machine that was to become
remain airborne for more than eight appearing in 1952. Snifter rolled off the production
hours. If the larger 137 imp gal (165
US gal) tanks were used they would
add 2,204lb (999kg) to the type’s
10,000lb (4,535kg) combat-ready
weight. However, with judicious use
of power settings, pilots launching
from island bases some 750 miles
(1,207km) away would have the
ability to loiter over Japan for up
to two hours.
In late 1943, the Australian
government placed an order for
200 P-51Ds powered by Packard
Merlin V-1650-7 engines – most
of which would be built under
licence by the Commonwealth
Aircraft Corporation (CAC).

In 1995, Ed commenced a seven- At this stage, readers
year ground up restoration at might be pondering the
Sandora’s Caboolture Airfield significance of the name Snifter.
facility near Brisbane in The brainchild of Estonian-born
Queensland. However, he decided illustrator Hardtmuth Lahm,
to modify the machine into two-seat ‘Snifter’ was a cartoon dog with
configuration with dual control, famously inconvenient toilet habits.
to accommodate a passenger or Appearing regularly in Australian
second pilot. The aircraft was also propaganda during World War Two,
given a new look and now wears the he soon started appearing on the
LEFT Almost there:

‘Snifter’ undergoing
the final stages of
its comprehensive
maintenance cycle at
Caboolture in 2018.
STEVEN POTTER
noses of various airframes – the LEFT Detailed stencils

in the gun bays were
dark humour of marking one’s replicated during the
territory over the enemy was not aircraft’s restoration,
lost on RAAF servicemen. If you which was led by then
look just to the right of A68-110’s owner Ed Field.
STEVEN POTTER
nose art, you will see ‘Snifter’ – halo
and all – preparing for mischief!
Assigned the civilian registration
VH-MFT, the aircraft undertook
its first post-restoration flight on
January 24, 2002 from Caboolture,
where it is still based today.
Meticulous masterpiece
Powered by a V12 Packard Merlin
V1650-7, fitted with a two-stage
two-speed supercharger producing
line in 1947 carrying the serial A68- markings of P-51D A68-769/FA – the 1,590hp (1,185kW), Snifter is
110, and was delivered to the RAAF personal mount of 82 Squadron maintained by chief engineer Dave
in February the following year. CO Sqn Ldr Frank Schaaf while Kingshott of Complete Aircraft Care.
Remaining in service for about seven the unit supported the post-war Also based at Caboolture, the outfit
years, the aircraft was struck off British Commonwealth Occupation is responsible for the Mustang’s
charge in 1955 following an accident Force in Japan. Unusually for a servicing and engineering between
while taxiing; it was stripped for RAAF Mustang, A68-769 carried passenger flights and airshow
spares and sold for scrap two years nose art (a golden Pegasus on a appearances. When not out on the
later. It would then lie dormant for light blue circle) in honour of 82 road or undergoing work, Snifter can
the next four decades or so, until Ed Squadron’s adopted motif and usually be found among the exhibits
Field of Sandora Aviation entered the name Mabel II on the canopy at Caboolture’s Warplane Museum.
the equation in 1994 – by which time framing; Mabel was in fact Schaaf’s But after nearly 20 years on
A68-110 was in the US. Purchasing wife. The airframe later flew several site, plans are afoot to move the
the remnants in March that year, he combat missions over Korea with 77 aeroplane to the Hunter Valley
had it shipped back to Australia to Squadron, before it was disposed region in New South Wales under
return it to flight. of in early 1952. the care of Matt Hall of Red Bull

Air Race (RBAR) fame. Matt is one

of the 11-strong syndicate which
owns and operates VH-MFT and
can often be seen putting Snifter
through its paces at airshows; of the
11, just six fly the aircraft.
Whenever in the area, I would
always drop into Caboolture and
catch up with the engineers in the
hangar. The last time I managed to
do this was while the aeroplane was
undergoing major maintenance in
early 2018. Inspecting the airframe
at close quarters, I was hugely
far right
Commonwealth
Aircraft Corporation
CA-18 Mustang
A68-110 exemplifies
the type’s instantly
recognisable planform,
while flying over
Moreton Bay on
Australia’s east coast.
MIKE JORGENSEN
air. Most recently, I saw Hawker Sea Fury project, WG630.
right In 2018 the it at RAAF Edinburgh Roger flew with British Overseas
engineering team late last year while Airways Corporation (BOAC)
removed the cockpit helping at the show before joining British Airways
floor plates to carry there. Working alongside the and had previously been part of
out maintenance on
the coolant pipes.
RAAF airshow team, I had the the syndicate that owned Spitfire
STEVEN POTTER chance to have a look round the FR.XIVe G-FIRE in the UK, while
participating aircraft – including Matt is a highly decorated ex-RAAF
impressed by the painstaking Snifter resplendent in new silver fast jet pilot and a championship-
work that had been – and still is – paint. It was quite a contrast to winning aerobatic pilot. Notably,
evidently carried out. This Mustang the partially dismantled state in Matt won the 2019 RBAR World
is in remarkable condition and which I had last witnessed it at Championship, a title that he may
a credit to ‘her’ owners and Caboolture. Matt Hall displayed well keep in perpetuity with the
maintenance team. it that weekend alongside Temora series being discontinued. Roger
In 2016, I spent several days at Aviation Museum’s superb Grey told me: “Having had the privilege
Queensland’s RAAF Townsville Nurse – Supermarine Spitfire to fly the Griffon-engined Spitfire
for the annual Australian Defence Mk.VIII VH-HET. FR.XIVe, the P-51 handles far better
Force Air Show. While there, I met on the ground but doesn’t quite
with an erstwhile colleague from Enthusiastic entourage have the same climb performance
British Airways, Roger Hendry. Mustang Flights Australia not only – but then the Mustang wasn’t
Having flown the Boeing 747-400 allows people the chance to ‘take really an interceptor. The Merlin
as a check/training captain, he a flight into history’ but also gives engine is just sublime and sends a
now lives in Sydney where he has them the opportunity to see and tingle down one’s spine every time
immersed himself in Australia’s hear the aircraft at commemorative it bursts into life. The aircraft itself
general and vintage aviation scenes events and airshows all over handles beautifully, although the
– including taking the controls of Australia. Added to that experience laminar flow wing’s performance
the Mustang. As part of the group is the unbridled enthusiasm the requires due regard when
Mustang Flights Australia operating syndicate members share for manoeuvring.” The other three
Snifter on adventure flights, aeroplanes and flying – they are pilots all fly for Australia’s national
Roger was one of the pilots flying all passionate about inspiring an carrier Qantas, Frank Deeth and
passengers during the two-day interest in aviation history across Lars Larson the Airbus A380, and
event, along with Geoff Kubank, an the generations. Steve Robinson the Boeing 737.
ex-RAAF Mirage and Qantas The pilots all come from a variety There is no doubt that the pilots
airline pilot. of backgrounds and contribute and owners of this magnificent
It was heartening to see the their own different expertise and machine offer a tremendous
aircraft again in a different experience. For example, Mark Hall service in presenting aviation
location, but more so because flies for an international airline history from a long-gone era – and
it allowed so many people the as a check/training captain and Snifter is a fitting tribute to all
experience of seeing and hearing is also involved with the Historic those men and women who served
such a remarkable machine in the Aircraft Restoration Society’s in Australia’s air forces. FP

RAAF MUSEUMPoint Cook I Victoria 3027 I Australia
Located at historic RAAF Base
Point Cook, the birthplace
of the Royal Australian Air
Force, the RAAF Museum is
home to an amazing range of
beautifully preserved historic
military aircraft.
Here you will find a treasure
trove of priceless artefacts
and fascinating stories of
past deeds, giving visitors an
understanding of the rich history
and traditions of this arm of the
Australian Defence Force.
Our Heritage Gallery incorporates multimedia technology

and hands-on experiential activities to take the visitors
through time from the Australian Flying Corps operating
during World War I through to the RAAF’s peacekeeping
and civil aid missions to the present day.
The displays are augmented by thirty historic aircraft

from the entire 99 year history of the RAAF, some of
which are maintained in flying condition for displays at
1:00pm every Tuesday, Thursday and Sunday (weather
permitting). Additionally, visitors are also treated to an
opportunity to see the Museum’s Restoration Hangar,
where staff and volunteers are currently rebuilding a
World War II Mosquito reconnaissance aircraft and a
DH60 Gypsy Moth training aircraft.
Models, books, patches, clothing and mementos can be

purchased at the Museum shop.
OPEN: Tuesday to Friday - 10am to 3pm

Weekends & Public Holidays - 10am to 5pm
CLOSED: Mondays, Christmas Day & Good Friday
Call us on: +613 8348 6040

Or Email us: RAAF.MuseumInfo@defence.gov.au
Main Website: www.airforce.gov.au/raafmuseum
Shop Website: www.shopraafmuseum.org.au
See Facebook: www.facebook.com/RAAF.Museum
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FlyPast Key Aero fp.indd 64 15/04/2020 11:35

Above
and Beyond
DISTINGUISHED FLYING CROSS RONNIE CHURCHER
Ronnie Churcher was Guy Gibson’s deputy on the night the Dambusters pilot was
lost forever. Graham Pitchfork examines Churcher’s career and DFC actions
R
onnie Churcher was the devastating ‘firestorm’ raids speak to Gibson before
just 18 when he started and, on August 23, he flew in they took off.
training as an RAF pilot the raid that opened the long Churcher identified the “He twice
in 1940. The following year, and bitter Battle of Berlin. It target but, as he started his attacked
he joined 106 Squadron, then was the first of six visits to dive, part of his aircraft’s port
still equipped with the pre- the ‘Big City’. engine broke free and the
Hamburg during
war Handley Page Hampden After completing 21 sudden glare caused him to the devastating
bomber. He flew several mine- operations he was again rested lose his night vision, forcing ‘firestorm’
laying sorties to the Baltic and awarded a Bar to his DFC him to break off his descent.
and bombed targets in the for his “exceptional skill and Confusion followed, not helped raids...”
Ruhr, before the squadron was fine courage.” by Gibson’s lack of experience
re-equipped with the ill-fated In August 1944, Churcher in this type of attack. Gibson
Avro Manchester. volunteered to complete a countermanded his orders just commanding the Comet-
During the spring of 1942, third tour and joined 627 as Churcher regained contact equipped 216 Squadron. He
future Dambusters leader Guy Squadron at Woodhall Spa, with the target to place his later served as air attaché in
Gibson arrived to command Lincolnshire as a flight markers accurately. Gibson Rome and retired from
the squadron and, over the commander. The unit operated again changed his instructions, the RAF in 1977. FP
following weeks, Churcher the Mosquito in the target- but the raid was petering out
attacked targets across marking role. Under an and only a few of the
Germany. On May 30, he flew umbrella of flares dropped by Lancasters bombed
a Manchester during the first Lancasters, the Mosquitos dived Churcher’s
thousand-bomber raid, when from 5,000ft to 1,000ft to place markers.
the target was Cologne and, two coloured markers on the target Gibson was
nights later, he took part in the with pinpoint accuracy, which heard to tell
second of the three sorties, this the main bomber force then the crews
time to Essen. used as their aiming points. to “beat it
The squadron re-equipped Initially, Churcher focused on for home”,
with the Avro Lancaster and objectives in northern France, but he and
Churcher was one of nine in support of the Normandy his navigator,
crews, led by Gibson, that landings. He was often Sqn Ldr James
mounted a daring daylight appointed as deputy controller Brown Warwick,
attempt to bomb Danzig and attacked key targets in failed to return,
(now Gdańsk, Poland). After Germany, including Berlin, having crashed in
30 operations, Churcher Munich and the Dortmund- the Netherlands.
was rested and Gibson Ems Canal. On December 13,
recommended him for the It was Mönchengladbach and Churcher was the
DFC for his “skill, great ability the city’s borough of Rheydt leader of a force that
and dash.” that were the targets on the attacked German cruisers in
After a period as a bombing night of September 19-20, 1944. Oslo Fjord, his 75th and final
instructor, Churcher was made To the great surprise of the 627 operation. He added a
the flight commander of a new crews, Guy Gibson, who was DSO to his two DFCs.
Lancaster squadron, 619. By not in regular flying practice, Churcher remained
then, the Battle of the Ruhr was appointed as the controller. in the RAF and
had intensified, and German Churcher was to be his deputy was a pilot on
opposition was determined. He and the marker leader, and the King’s
twice attacked Hamburg during was to be one of the last men to Flight before

Classics
MIKOYAN-GUREVICH MiG-25 No 07
Feisty W
hen the concept for
the MiG-25 was first
developed, it was
Foxbat
arguably at the threshold of a
new age in technology.
To begin with it was expected
that the preceding Mikoyan-
Gurevich E-155 prototype,
with its Uragan-5 guidance
system and combined power
(comprising both turbojet and
liquid-fuelled rocket engines),
would be able to intercept
targets flying at speeds of
2,485mph (4,000km/h),
Nikolay Yakubovich describes the Soviet Union’s and at altitudes of between
blisteringly powerful MiG-25 98,425–164,042ft. Its armament

was to consist of the K-9/K- enabling effective attacks
155 (AA-4 Awl) radar homing to be made using missiles –
missile. Three aircraft were to albeit with relatively large
be produced and flight-testing guidance errors – by relying on
was to begin by June 1960. assistance from the Vozdukh-1
‘Enlightenment’ came that ground control system.
same year in that another, The specialists developing the
almost hypersonic, aircraft was E-155 envisaged the possibility
rejected after all attention was of guiding the aircraft onto a
focused on the development target from different aspects,
of the S-155 interceptor, which using what back then seemed
incorporated the E-155P like an advanced system, the
fighter-interceptor design. Luch-1, and by employing
The tactical range and flight K-8M (AA-3 Anab) missiles,
duration of the E-155 enabled with twice the launch range
MiG-25P the S-155 system to operate of the K-9.
Specifications beyond the capabilities of At the same time MiG’s
short-range anti-aircraft designers proposed the E-155M
Powerplant Tumansky R15B-300 missiles. In the space of one variant as a light, frontline
Crew 1 sortie, the aircraft could missile carrier for the Kh-58
Length 78ft 2in (23.82m) attack opposing types several (KS-11 Kilter) air-to-air missile,
Wingspan 46ftin (14.02m) times, and additionally the and for carrying ballistic aerial
Wing area 661sq ft (61.4m²) interceptor could be redirected bombs for striking ground
Empty weight 44,092lb (20,000kg) to other targets. targets via co-ordinates
Gross weight 80,954lb (36,720kg) It was proposed that the then obtained previously from
existing K-90 or Smerch-A reconnaissance. Furthermore,
Performance Tornado be used as its radar, it was proposed that navigation
Maximum speed 1,811mph (2,915km/h) the target detection range of and control of the aircraft
Range (Mach 0.9) 1,160 miles (1,860km) this equipment sufficiently would be fully automated,
Service ceiling 70,538ft (21,499m)
Armament Various missiles, including R-23 (AA-7 Apex),
R-40 (AA-6 Acrid), R-60 (AA-8 Aphid) and R73A
(AA-11 Archer)
ABOVE Soviet Air Force MiG-25RB ‘Foxbat-B’, White 40, climbs to altitude.
ALL NIKOLAY YAKUBOVICH, UNLESS STATED

Classics 07 MiG-25 FOXBAT
with an air bypass door. Use equipment was mounted

of the latter not only made in the nose section and, to
adjusting the parameters of increase the flight range, non-
the airflow as it entered the disposable fuel tanks were
engine easier across the type's fitted to the wingtips, which
speed, altitude, and angle of carried 264 imp gal (1,200
attack ranges, but in addition lit). Another notable external
it enabled a reduction in the trait were the special fins,
reserve of longitudinal stability aerodynamic surfaces attached
during supersonic speed. And to the additional fuel tanks
employment of twin tailfins, – these were designed both
along with ventral fins reduced to reduce the aircraft’s excess
the aircraft’s height but also reserve of lateral stability,
made the airframe lighter. and to enhance the reserve of
ABOVE An artist’s impression of the
E-155 strike aircraft – forerunner of
airframe would become very
the MiG-25. hot, and the temperature of
the nose section and wing
RIGHT The first prototype of the E-155R-1 leading edges so high that
reconnaissance version. Note the 132 the mechanical properties of
imp gal fuel tanks on the wingtips.
not only the aluminium, but
BELOW An E-155P experimental also the titanium alloys in
interceptor numbered ‘83’. Of interest existence at the time, would
are the vertical wingtip endplate fins. be undermined. Therefore,
OKB-155’s emphasis was on a
which meant a crew of just one blueprint demanding the use
could fly the machine. of stainless steel as a
Both the interceptor and principal material.
attack variant were to be based The application of a thin,
on a common fuselage with high wing with a moderate This was how the
a delta wing and with the air
intakes – together with the
sweep, combined with the
aircraft’s high fuel-to-weight
appearance of the multi-role
MiG-25 Foxbat, an aircraft “The use of twin
main ski-type undercarriage
legs – mounted on the side.
ratio, enabled it to conduct
long flights with missiles
capable of operating in the
interceptor, reconnaissance
tailfins, along
Both aircraft would carry a full under the wings at speeds of and training roles, gradually with ventral
complement of what was, at
the time, modern radio and
up to 1,615mph (2,600km/h) at
altitudes of between 60,000-
began to take shape.
fins, reduced the
navigation equipment. 65,000ft. Furthermore, this Recce-bombing aircraft’s height
One of the most difficult tasks enabled the aircraft to undertake specialist
at the OKB-155 experimental manoeuvres up to 4.3g. The first pre-production but also made
design bureau was linked
to overcoming the ‘thermal
Another idiosyncrasy of the
prototype was the straight,
airframe available for testing
was the E-155R reconnaissance
the airframe
barrier’. Due to friction the side-mounted air intakes fitted variant. All of the recce lighter”

ABOVE Very busy tactical camouflage
adorns 'White 37', a MiG-25BM
‘Foxbat-F’ anti-radar variant.
flight on March 6, 1964. During torsion boxes, and where been fitted with the Peleng
factory trials on March 16, 1965 necessary an 879 imp gal (4,370 navigation system. But the RB,
he set three world records lit) conformal fuel tank was which had SRS-6 and SRS-7
in this aircraft under the usually employed. The fuselage signals intelligence gear,
designation E-266. Fedotov flew was also changed in that the was only capable of general-
a 621-mile (1,000km) circuitous nose section was lengthened purpose reconnaissance.
route at an average speed and the tail section toughened. However, the detailed radio
of 1,441mph (2,319.12km/h) The principal stage in MiG-25 intelligence packages that had
without a payload, and then series production at Gorkiy appeared by that time, namely
with 2,204lb (1,000kg) and began in 1965. In May of Kub-3 and Kub-4, expanded
4,409lb (2,000kg) loads. that year the fuselage, along the aircraft’s capabilities
A second example of the with an array of the aircraft’s significantly, and the sub-
recce airframe was produced components, was delivered. type was thus designated
at the end of 1964 and its The first flight of the E-155R3 MiG-25RBK. These aircraft
directional stability. testing began in March the took place on July 6, 1966. were manufactured in series
Principal recce gear projected following year. In contrast to A fourth example, production from 1974-80.
for the E-155R comprised AFA- its predecessor, this machine designated E-155R4, was At almost the same time the
70, AFA-72, AFA and NAFA-75 was fitted with equipment for manufactured in May 1968 MiG-25RBS, fitted with the Sabl
detachable aerial cameras. photo and communications and this became the standard side-looking airborne radar,
The last of these was designed intelligence. A third example model for production. After entered series production and
to photograph at night, for of the reconnaisssance testing concluded in 1969 it was built until 1977.
which it was proposed eight variant – the E-155R3 – was was accepted into service Four years later the factory
100kg (220lb) and 250kg (551lb) manufactured in 1965. Testing under the designation began producing the MiG-
photoflash bombs would of the first prototype machines MiG-25R (Razvedchik – 25RBF recce version fitted with
be carried under the wing. revealed a lack of directional reconnaissance). the Shar-25 signals intelligence
Additionally, the aircraft was stability. In response, the In 1969 the Soviet Air system. Every time such
fitted with an AE-10 aerial vertical tailfin area was Force decided to expand equipment was replaced on
camera for contour mapping increased on pre-production the functional capabilities the MiG-25, a new designation
as well as the Romb-4A or MiGs and the fuel tanks on the of the aircraft by fitting it for that aircraft would appear,
-4B unit for general-purpose wingtips were deleted. The lack with ground attack weapons. such as the MiG-25RBP and
signals intelligence work. of additional fuel was balanced Furthermore, a payload of ’RBF. There is also evidence of a
Test pilot Aleksandr Fedotov by installing extra tanks in up to 4,409lb (2,000kg) could MiG-25RBM modification.
took the E-155R1 on its first the wing and vertical tailfin be carried on under-fuselage The last in this line was
racks. Subsequently, with the the MiG-25BM with Yaguar
BELOW This view of a MiG-25RB in fitting of wing-mounted bomb radar-absorbent radio-
flight reveals this variant's photo- racks, the load increased to countermeasures (ECM), the
recce / signal intelligence-gathering
nose layout. GENNADY PETROV
8,818lb (4,000kg), and the Bereza-L signals intelligence
variant was manufactured in package and Siren-1D-OZh and
this configuration until 1972. Lyutik active jammers. Aside
Trials of the MiG-25RB from missiles, the aircraft was
bomber-recce sub-type began able to carry up to 11,023lb
in 1970; test pilot Aviard (5,000kg) of bombs.
Fastovets was the first to Externally the BM differed
drop two bombs in automatic from RB variants due to
mode from the jet, which had the elongated – by almost

Classics 07 M
Mi
MiG-25
i G-25 FOXBAT
Three-view colours
Field Green
Dark Olive Drab
Light Brown
Light Grey
MiG-25 RBF, 'Red 20', 2nd Aerial

Squadron, 47th Separate Guards
Reconnaissance Aerial Regiment,
Soviet Air Force, Shatalovo Air
Base, Smolensk Oblast, Russia,
May 2001. As part of this unit’s 60th
anniversary celebrations, the names
of former World War Two personnel
who were awarded the Hero of the
Soviet Union medal were painted
on the air intake sides of various
aircraft. This example carried the
moniker ‘Rostislav Yashuk’. ALL
ARTWORK ANDY HAY – FLYING ART

MiG Ye-155R-3, 3155, pre-production reconnaissance prototype, 1967.
Bare metal finish.
MiG-25PDS, 'Red 87', 933rd Fighter Aviation Regiment, Ukrainian Air Force, Dnipropetrovsk, 1995. Light grey, with dark grey
radome and dielectric panels, black anti-glare panel.
MiG-25PDS, 'Blue 52', 146th Guards Fighter Aviation Regiment, 8th Air Army, USSR air defence, Vasilkov Air Base, Ukraine, 1983.
The orange and black motif is to mark the 60th anniversary of the Soviet All-Union Leninist Young
Communist League, otherwise known as Komsomol.
MiG-25RU DS362, 102nd Aerial Squadron 'Trisonics', Indian Air Force, Bareilly Air Base, Uttar
Pradesh, India, 2000. This aircraft is today preserved at Kalaikunda in West Bengal.
MiG-25PD, 'Blue 25', Turkmenistan Air Force while based at Ak-Tepe Air Base in 1991. This airframe was previously operated by
the Soviet's 152nd IAP.

BELOW A MiG-25BM at an airfield

in Belorussia.
30in (72cm) – nose, its Iraq became the first overseas sorties, but also bombed
camouflaged livery, electronic customer for the MiG-25R. enemy assets behind the lines.
countermeasures antennas “The prototype In 1985, at the request of the Specifically, oil terminals in the
and bomb racks. The
prototype MiG-25BM’s first
MiG-25BM’s Iraqis, these aircraft were
modified into ’RBs by fitting
Persian Gulf were subjected to
these attacks, as was an airfield
flight (with side number 47) first flight racks to carry eight 500kg in Tehran. The flights continued
(with side
took place on January 27, 1977. (1,102lb) bombs. practically around the clock,
It was manufactured from During the Iran-Iraq War of taking off at the same times and
1982 until 1985. number 47) 1980-88, MiG-25RBs not only
undertook reconnaissance
flying exactly the same routes.
Iraqi Air Force chiefs shunned
In service took place on
Assimilation of the MiG-25RB
into the Soviet Air Force January BELOW A Soviet MiG-25P ‘Foxbat-A’
taxiing. GENNADY PETROV
began in 1969, and pilots paid
attention to developing their
27, 1977”
bombing skills in automatic
mode. If they hit within
2,624ft (800m) of the target recalled
they would receive a mark Bezhevets, “we took
of ‘excellent’, but for missing off in pairs at 30-second
by up to 7,874ft (2,400m) intervals, although to begin
they would only secure a with an interval of a minute
‘satisfactory’. These standards was proposed which, on top of
were subsequently halved everything else, significantly
to 1,312ft (400m) and 3,937ft reduced the small chance our RIGHT MiG-25RB 'Red 68' taking off. This sub-type was equipped with electronic
(1,200m), respectively. aircraft might be detected by intelligence gear, as well as reconnaissance cameras. GENNADY PETROV
The first experience of the enemy. Between 1971-72
deploying the recce aircraft military pilots flew 13 sorties.
was to Egypt in 1971, and On one of these our aircraft
the separate 63rd Aviation flew to a point some 18 miles
Detachment – led by test-pilot from Tel Aviv, instead of the
Col Aleksandr Bezhevets – was permitted 24 3/4 miles.”
created during the preceding Attempts by the Israelis to
six months. intercept these aircraft using
In autumn 1971 four MiG-25R Mirage IIIs and F-4Es, as well
aircraft were ferried to Egypt’s as Hawk anti-aircraft missiles,
Cairo West airfield in Antonov were unsuccessful. Soviet
An-22 and An-12 transports, MiG-25RBs were eventually
together with radio-technical used for aerial recce over
and servicing equipment. “On Afghanistan and during the
reconnaissance missions,” conflict in Chechnya.

airframes were lost before the constantly grew, and with could better its speed at that
war’s end. conversion to the K-40 missile time. Six prototype E-155Ps in
The MiG-25RB was also in (AA-6 Acrid) they stipulated total were manufactured. The
service with Algeria, Bulgaria, the aircraft should be able last, designated E-155P-6 could
Egypt, India, Libya, and Syria. to carry four such weapons. be identified by larger vertical
In 1981 six ’RBs and two MiG- The increase in the number of tailfins, and the differential
25RUs were purchased by guided missiles was carried stabiliser deflection device.
India. The aircraft equipped out on the third interceptor
the 102nd Reconnaissance prototype, E-155P-3. Deadly idiosyncracy
Air Squadron and were used, On July 9, 1967 four prototype On April 26, 1969 Soviet Air
specifically, to reconnoitre examples of the E-155 were Defence Aviation Commander
the Pakistani border. Combat displayed during the aviation Lt Gen A L Kadomtsev was
experience with the MiG- parade at Domodedovo, killed in a MiG-25P; one of the
25RB confirmed its unique Moscow, and on October 5, engines flamed out and he was
capabilities, the true potential Mikhail Komarov set a new unable to eject. The issue of
speed record over a 310-mile the type’s lateral stability was
LEFT The MiG-25 Soviet Air Force pilot (500km) circuitous route of only finally remedied in 1971,
Viktor Belenko flew to Japan when 1,852mph (2,981.5km/h). but the pretext for this was the
he defected. KEY COLLECTION
Aleksandr Fedotov way the MiG would roll onto
its back after firing a missile
at supersonic speed. Thus, a
proposal was put forward to
separate the stabiliser control
system, making it differential
and linking it to the ailerons.
In September 1969, the R-40R
missile with a radar-seeking
warhead was launched from
an E-155P for the first time,
downing a radio-controlled
ABOVE A MiG-25RBS ‘Foxbat-D’ recce- of which was never set another record that day, MiG-17M Fresco target. Testing
bomber fitted with the powerful Sabla-E fully explored. climbing to an altitude of with this interceptor concluded
sideways-looking airborne radar,
denoted by the large rectangular panel
A second example of the 98,349ft, while on October 27, in April 1970 and on April 13,
on the nose. KEY COLLECTION E-155 was manufactured as Pyotr Ostapenko topped this, 1972 the E-155P with twin-
an interceptor, and it first flying a 621-mile (1,000km) channel Smerch-A2 Fox Fire
Soviet advice to continually flew on September 9, 1964 circuit with separate 2,204lb radar was accepted into
change the flight tracks and with Aleksandr Fedotov at (1,000kg) and 4,409lb service under the new
timings. They only made the the controls. This prototype (2,000 kg) payloads at an designation MiG-25P.
right decision after a MiG- could only carry two missiles, average speed of 1,814mph However, a series of
25RB was lost, shot down by an corresponding to the (2,920.67km/h). structural and engine changes
Iranian fighter patrolling the technical specification. The With this the MiG-25 became were introduced. Specifically,
usual routes used by the MiGs requirements of the military the world’s fastest fighter. Only the wing was given a negative
in 1985 – but two further ’RB powers-that-be, however, the American SR-71 Blackbird anhedral of -5º, the fins were
May 2020 FlyPast 73

rejected, the tailfins were disagreements over the validity

BELOW An R-60 missile training round is fitted to the starboard underwing pylon of
enlarged, and the surface area of the conclusions. Assessing this MiG-25PDS interceptor. KEY COLLECTION
of the ventral fins was reduced. the MiG-25’s characteristics
A differential stabiliser was was complicated. The
also introduced. capability of flying at 1,864mph
Flying and testing the first (3,000km/h) was disputed,
E-155s was problematic due while the optimum speed
to strict speed limits, imposed was thought to be Mach 2.2
for safety reasons. It also at 55,774ft. Furthermore, the
emerged that the aircraft figure for the lift-to-drag ratio
had two different figures (according to ‘expert’ analysis)
for its maximum altitude was no higher than four. The
in level flight. The aircraft’s actual maximum range during
practical ceiling in the classical supersonic flight, according
interpretation, when the rate to calculations, was not to
of climb was no less than 590ft/ exceed 1,677 miles (2,700km).
min (3m/s) and carrying four These were educated guesses, Belenko climbed to 26,246ft could. They criticised the
missiles was 70,538ft. But this because aside from the record and entered Japanese airspace. primitive steel structure,
was not the true limit. achievements registered by The country’s air defence engines with the most
On June 4, 1973 Boris Orlov the Fédération Aéronautique system then detected the MiG- basic control system, to say
climbed to 65,616ft in 2mins Internationale (International 25P, but the F-4EJ Phantom nothing of the electronics. The
49.8 secs. The following month, Aeronautical Federation) there II interceptors that had been radio valve equipment was
on the 26th, Aleksandr Fedotov was no other information scrambled were not able to considered an anachronism
set the next record by climbing available given the total vector onto it. even then. It is true they
without a payload to 118,897ft, secrecy surrounding the It seems such a technological sometimes admitted it did
and with loads of 2,204lb aircraft – although there were trophy should have belonged to have some specific advantages,
(1,000kg) and 4,409lb (2,000kg) enough people who wanted to the Japanese, but they decided such as its resilience to
to 115,583ft. Four years later he get their hands on this data. otherwise and handed this top- an electromagnetic pulse
beat the latter figure, climbing This was what the Americans secret aircraft to the US - an accompanying a nuclear
to an altitude of 121,653ft. were faced with on September opportunity that the Americans explosion, which cannot be
The fighter’s only significant 6, 1976 when Soviet defector could previously only have said of semiconductor devices.
disadvantage was being Viktor Belenko, having dreamt of. On September 24, Although the Americans
incapable of tracking several taken off from Chuguyevka the Foxbat was loaded into a eventually returned Belenko’s
targets at once. some 124 miles (200km) C-5A aircraft and transferred MiG to the Soviets, his
from Vladivostok, landed at to Hyakuri Air Base, where defection almost sabotaged
Cold War front line Hakodate Airport, Japan. it was examined from every the country’s defensive
Soviet air defence operations We should push aside the angle. The US specialists not capabilities. Besides the
with the MiG-25 began in official Soviet version of only studied all of the aircraft’s US learning its enemy’s
April 1970, at Savasleyka, Belenko’s ‘treason’ because systems but took samples of the air defence codes, it had
and Pravdinsk air bases. The there is much ambiguity about manufacturing materials. taken several ‘souvenirs’.
advent of such a revolutionary the narrative. It stated that he Shortly after this, when The reaction of the Soviet
aircraft attracted the attention lagged behind the group, and the concept for the MiG-25 leadership to this was swift.
of many overseas aviation since he was isolated, flew over had been fully decoded, the In November 1976, a decree
specialists. A significant a mountain range at an altitude American media criticised the was issued by the
number of experts tried to of 2,624-3,280ft, descended to seemingly underdeveloped government
evaluate its capabilities, and 164ft, and set course for Japan. nature of Soviet aircraft detailing
their publications gave rise to As he went beyond radar range technology any way they measures

LEFT The pilot’s cockpit in a MiG-25PU
fighter trainer variant.
KEY COLLECTION
ABOVE A MiG-25PDS belonging to a Soviet guards aviation regiment. This airframe

was produced at the Sokol aircraft plant in western Russia. KEY COLLECTION
ECM protection of the RP-25 capabilities. The variant was was retained. Moreover, the
“In contrast to Smerch-2A radar, which was
tested during the first half
also fitted with improved
R15BD-300 engines.
nose section was lowered and
sloped downwards to improve
the interceptor of 1977.
Upgrading the R-40TD and
This was how the MiG-25PD
(D for Dorabotanniy – refined)
visibility from the student’s
position. Testing of the MiG-
the MiG- R-40RD missiles was envisaged first appeared. Since the 25PU with four R-40 missiles,
25PU had an as well, while the R-60 (AA-8
Aphid) was also added to the
effectiveness of the ’PD was
significantly better than that
and with the engines operating
at maximum output, afforded
instructor’s aircraft’s armoury. On-board
guidance, target designation
of its predecessor, a decision
was taken to retrofit MiG-
the opportunity to push the
aircraft to Mach 2.75. With this,
cockpit added” equipment, the transponder, 25Ps to ’PD status. From 1979, however, came vibration, so
command and communications airframes were ferried from the speed was limited to Mach
radio sets, radio direction frontline regiments to repair 2.65. The MiG-25PU outlived
designed to enhance the finder, and the radio-altimeter factories and received the new its predecessor, and it was also
combat capabilities of the all had to be changed on the equipment while undergoing employed in converting aircrew
MiG-25-40 aircraft. The interceptor. Enhancement overhaul. The reworking of to the MiG-31 Foxhound.
document proposed the of the interceptor’s combat these aircraft, designated MiG- The two-seat MiG-25RU was
preparation by August 1977 capabilities was finally 25PDSG, continued until 1982. created in 1972 to instruct
of three MiG-25Ps with completed but only after the Besides the ’PDSG, which had pilots to fly the MiG-25R and
modernised armament, and radar had been replaced with active jamming equipment, to teach them aerial recce
their handover in November the Sapfir-25 Spin Scan, which there was also the MiG-25PDZ procedures. One ’RU (No
for flight-testing. Starting possessed a different emission with in-flight refuelling gear. 101-LL) was later converted
production of the updated frequency and enhanced into a flying laboratory to test
interceptor was considered ECM protection. Training versions emergency escape systems.
impossible before the end of Sapfir-25 (Sapphire-25) A two-seat MiG-25PU trainer Over the years of series
1978, since by that time the modes were initially was also created, in 1968, to production around 1,112
factory had started series introduced that enabled convert aircrew to the MiG- examples of the MiG-25 were
production of the MiG-31, a target to be detected 25P family and train them in manufactured, across all sub-
and had to immediately against the Earth’s surface, target interception methods. In types. It was a machine that
develop measures to significantly expanding the contrast to the interceptor the startled NATO and led in part
enhance the interceptor’s combat MiG-25PU had an instructor’s to the advent of America’s
cockpit added. The Smerch-A equally famous F-15 Eagle
radar was removed, although which, unlike the MiG-25,
its cockpit control console soldiers on to this day. FP
LEFT A two-seat MiG-25PU ‘Foxbat-C’deploys its substantial twin brake parachutes

while landing. KEY COLLECTION

Glory Days PHOTOGRAPHIC MEMORIES
WINGED SPRING
H
aving formed in 1920, on F-51D Mustangs and then
the South African Air F-86F Sabres of 2 Squadron
Force (SAAF) is the SAAF while in theatre. The
second oldest independent roundel was soon adopted by
air service in the world. Until all SAAF aircraft and remained
1950, it adopted a variant of the until the late 1950s. However,
RAF pattern roundels but with the Nationalist Government
the red centre replaced by a directed that South African
distinctive orange shade. When military forces should be
the South African government ‘de-anglicised’ and, from late
committed a fighter-bomber 1957, the roundel was replaced
squadron to United Nations by the ‘castle’ marking, retaining
forces in Korea, it wanted the springbok. The last aircraft
a more readily identifiable to wear the roundel were the
marking. Thus, a leaping orange first three Shackleton MR.3s
springbok replaced the central delivered from Avro, but the
disc. This was first carried markings were soon modified.
TOP During the 1950s the SAAF had two PV-1 Ventura units for coastal patrol,
including 22 Squadron, to which 6534/MT-Z belonged. ALL SAAF UNLESS STATED
ABOVE The first SAAF aircraft to wear the distinctive springbok roundel were
the F-51D Mustangs of 2 Squadron in Korea. This example, ‘334’, is undergoing
servicing at Pusan on April 2, 1951.
ABOVE Wartime vintage Harvard T.2Bs served extensively in the SAAF, particularly
with the Central Flying School at AFS Dunnottar, which put up this formation
in mid-1952.

NGB KS Andrew Thomas presents fascinating images
of South African Air Force aircraft and their
evolving insignia
TOP LEFT The distinctive SAAF roundel was soon worn on South African aircraft such
as the low-back Spitfire Mk.IXe ‘5593’, used by 6 Squadron at Port Elizabeth in 1954
for ground instructional duties. PETER ARNOLD COLLECTION
ABOVE Through most of the 1950s, the SAAFs long-range maritime tasks were ABOVE The final type to bear the springbok roundel was the Shackleton MR.3, the
fulfilled by 35 Squadron’s Sunderland GR.5s, such as 1712/RB-D seen over Durban. first three of which wore them on delivery to 35 Squadron – ‘1717’ arrived in South
The last SAAF Sunderland flight was on October 8, 1957. Africa on August 18, 1957. AVRO VIA KEC

Spotters ’ Challenge
Aircraft recognition - test your skills
No prizes here – it’s just for fun. The identity of this month’s aircraft
will be published in the following issue.
Identify this
aircraft – the
answer will be in next
month’s issue.
Last month's
aircraft:
Grumman
HU-16 Albatross
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Battle of Britain at 80 MESSERSCHMITT Bf 109E
EFFECTIVE ‘EMIL’
The Bf 109E was the Luftwaffe’s principal fighter during the Battle of Britain.
LE In the fourth of our mini-series, Malcolm V Lowe details this famous warplane’s
TT
80
activities during 1940
O
BA
B
Messerschmitt Bf 109E-3
N
R I I
T A
Specifications
Powerplant 1 x Daimler-Benz DB 601A of 1,134hp (846kW)
Crew 1
Length 28ft 4 1/4in (8.64m)
Wingspan 32ft 4 1/2in (9.87m)
Empty weight 4,112lb (1,865kg)
Normal take-off weight 5,750lb (2,608kg)
Performance
BELOW RIGHT The Maximum speed 354mph (570km/h) at 13,123ft (4,000m) the predecessor of Messerschmitt
early yellow kapok Range approximately 410 miles (660km - see main text) AG, which came into being during
life-preserver was Service ceiling 33,793ft 1938. Willy Messerschmitt and
necessary attire for Bf
109E pilots flying over Armament 2 x 20mm MG FF cannon (one in each wing), 2 x 7.92mm his fellow designers at BFW were
the English Channel. MG 17 machine guns in upper forward fuselage; some ahead of their time in designing a
Here the Geschwader- examples with additional 20mm MG FF cannon firing sleek, advanced monoplane fighter,
kommodore (CO) of JG through propeller spinner that was more advanced than the
2, Harry von Bülow- then-current combat biplanes of
Bothkamp, prepares
for flight beside his Note: There is disagreement over dimensions and operating weights, with several many other countries.
heavily camouflaged sources quoting figures slightly different to those here. The problem stems partly The first production versions of
Bf 109E-3. from dissimilar values appearing in documentation of Messerschmitt and its sub- the Bf 109 were powered by the
contractors, with various marks of Bf 109E thereafter being confused in some Junkers Jumo 210 inline engine,
FAR RIGHT The well- published sources. The fitting of a spinner cap, if the centrally firing MG FF cannon and it was early examples of
known Bf 109E flown
by Franz von Werra of was not present, also affected length during the Bf 109E series. the type that proved the Bf 109’s
JG 3, brought down capability during the Spanish Civil
on September 5. This
G
pilot later became
famous by being the ermany’s extensive
only Luftwaffe prisoner
of war to escape and rearmament in the 1930s
return to the front brought Messerschmitt’s
line, only to be killed excellent Bf 109 into service. It was
during October 1941 in the only single-engined fighter
a flying accident. His to operate with the Luftwaffe’s
story was portrayed
in the 1957 film ‘The frontline units during the early
One That Got Away’, years of World War Two, and as
with Hardy Krüger such it played a highly important
in the starring role. role in the Battle of Britain.
ALL MALCOLM V LOWE
Designed in the years that followed
COLLECTION UNLESS STATED
the Nazi accession to power in
Germany, which took place at the
end of January 1933, the first Bf
109 flew on May 29, 1935. This was
several months before the initial
flight of the Hawker Hurricane
in November 1935, and the
Supermarine Spitfire, which made
its debut on March 5 the next year.
The abbreviation ‘Bf’ stood for
Bayerische Flugzeugwerke (BFW),

1940
War from 1937, with Germany’s Beginning with the Bf 109E-1 with Spitfires. Being fuel-injected, it ABOVE Bf 109E-1,
Legion Condor. its all-machine gun armament, enabled the Bf 109 to roll inverted ‘Red 14’ of 2./JG 52
flown by Uffz Leo
However, the aircraft’s performance there was a general up-gunning during aerial combat without any
Zaunbrecher. It wears
and capabilities were considerably and overall improvement in danger of cutting out, unless it standard camouflage
enhanced by the installation of the the ‘Emil’ family, of which the was battle damaged. The Merlin of RLM 02 Grau and
superb DB 601 inline powerplant E-3 and E-4 were especially engines of the British fighters were 71 Dunkelgrün on
produced by Daimler-Benz (the important during the battle. The carburettor-fed and therefore liable the upper surfaces,
with 65 Hellblau on
name is often written in official E-3 was powered by the DB 601A to fuel starvation when attempting
the underside and
documents as Daimler Benz). This led inline engine of 1,134hp (846kW), such manoeuvres. fuselage. Zaunbrecher
to the Bf 109E ‘Emil’, which entered equating in German horsepower crash-landed this
operational service towards the end (pferdestarke) to 1,150PS. This Up-gunned version aircraft on August 12
of the war in Spain. It was the Bf powerful fighter engine had a The Bf 109E-3 was better armed near Lewes, Sussex,
after combat with
109E series that proved vital to the considerable advantage over compared with the E-1 by having
a 615 Squadron
Luftwaffe during the summer of the Rolls-Royce Merlin II and III a single 20mm MG FF cannon Hurricane. ANDY HAY –
1940 over Britain. used by the RAF’s Hurricanes and mounted in each wing. This hard- FLYING ART
May 2020 FlyPast 81

Battle of Britain at 80 MESSERSCHMITT Bf 109E
right Good-quality hitting weapon was a major threat

air-to-air images of to opposing RAF fighters, and
‘Emils’ on the so-called
was considerably more powerful
Channel Front are
comparatively rare. and destructive than the .303in
This Bf 109E armed machine guns arming Hurricanes
with wing cannon was and Spitfires. Some examples
photographed flying were also fitted with an additional
near the white cliffs of
MG FF cannon mounted centrally
the French coast in the
Pas-de-Calais, and is to fire through the propeller
believed to have been hub, although this troublesome
assigned to JG 3. arrangement was not present on
all examples.
In addition to the Bf 109E-1 and
‘dash 3’, the upgraded E-4 similarly
served during the battle. This had
improved cockpit armour as well
above Believed to Hurricanes were tasked with

be the aircraft of Lt attacking German bombers,
Walter Schneider, this while Spitfires dealt with the
Bf 109E ‘Black 3’ wore Messerschmitts. Certainly, the
the markings of 5./
JG 26, including the Spitfire could take on all German
Geschwader’s famous warplanes on equal if not better
‘Schlageter’ badge terms, including most definitely the
ahead of the cockpit. It Bf 109E. Aerial combat is never that
displays the prominent simple though, and dogfights ensued
light blue fuselage
sides that some units on many occasions with all types
chose to make less involved – the RAF fighters very
conspicuous to RAF as other advantages, such as the in Bf 109s needing to be diverted often being outnumbered. Many ‘109
fighters by applying ‘in better, squarer canopy as standard more frequently for this tasking. pilots (and indeed other Luftwaffe
the field’ camouflage. instead of the more rounded type Such a serious re-assignment took aircrew) paid unintentional tribute
above right A Bf 109E of earlier E-series examples – away much of their usefulness as to the Spitfire by claiming that they
of III./JG 2 ‘Richthofen’. although this later glazing style was dedicated fighters. For a time, they were attacked (and in many cases
Many units realised retrofitted to some of the latter. were instructed to fly close to the shot down) by the type, when they
the danger of the light The main disadvantage for the bombers, which proved disastrous were aware that their adversary had
blue fuselage sides Bf 109E during the battle was its for their effectiveness as well as their actually been a Hurricane.
and had started to
camouflage them at comparatively limited range/ performance. Later this order was, to
airfields, even before endurance. This, in theory, was an extent, rescinded, but by then the Experienced units
the battle commenced. approximately 410 miles (660km), damage was being done by British There was a major restructuring
but much depended on how the fighters and ground defences. and renumbering of the Luftwaffe’s
type was employed. Free ranging Whatever the mission profile, fighter force in September 1939. This
‘Freijagd’ missions, intended the Bf 109 only had around 10-15 brought into being many fighter
to locate British fighters, were minutes of fuel available for units that participated firstly in
replaced for a time by the need to combat over southern England, the assault on Poland that same
escort Luftwaffe bombers. before returning to France. The month, the beginning of the war,
The two-seat, twin-engined defending British fighters also had and then through further campaigns
Messerschmitt Bf 110 heavy fighter the tactical advantage because they to the Battle of France during May
was also available to the Luftwaffe were operating virtually over their and June 1940 prior to the Battle
in comparatively large numbers home bases – and were therefore of Britain’s ‘official’ beginning on
for the campaign against Britain. able to remain longer in the combat July 10. The Luftwaffe fielded a
However, the type was found lacking area and had airfields within easy considerable force of experienced Bf
in the bomber escort role for which reach for refuelling and rearming. 109E fighter units for the battle.
it had to be utilised, and this resulted It has often been said that RAF Designated JG for

1940
Jagdgeschwader (fighter wing), believed to have been piloted Luftwaffe Bf 109E BELOW During the latter
stages of the BoB,
these units were organised into by Flt Lt John Dundas. At
individual component Gruppen that time, Wick was the CO Geschwader, Bf 109E operations
increasingly included
(groups). Each wing was assigned (Geschwaderkommodore) of JG August 13, 1940 fighter-bomber
to a Luftflotte (air fleet) in a 2 and the Luftwaffe’s leading ace, sorties. These two
dedicated geographical area. having been credited with 56 Luftflotte 2 ‘Emils’ of LG 2 (LG =
For the air attacks on Britain, Bf aerial victories. JG 3 Colembert Lehrgeschwader or
special duties/training
109E units were concentrated The exact number of aircraft JG 26 Audembert
wing), with a Bf 109E-
on captured French airfields, or destroyed and aerial ‘kills’ for JG 51 Wissant 1b in the foreground,
sometimes improvised landing both sides has been open to JG 52 Le Touquet were photographed at
grounds in northern France. considerable argument and debate JG 54 Campagne-lès-Guines Calais-Marck waiting
Luftflotte 2’s area was in the in the years following the events to be loaded.
Pas-de-Calais, mainly for air of 1940. Official estimates have Luftflotte 3
operations over southeast England, often been revised at later dates, JG 2 Beaumont-le-Roger
while Luftflotte 3 was further west and many published sources use JG 27 Cherbourg-Querqueville
to allow combat over southern and different criteria for describing JG 53 Rennes
southwestern England. Luftflotte aerial victories and losses. Among
5 in Scandinavia intended to these, a sometimes-quoted figure Luftflotte 5
conduct operations primarily for Bf 109E attrition to all causes is JG 77 Kristiansand-Kjevik
against eastern and northeastern 610, compared with 403 Spitfires, (II. Gruppe only)
England. The accompanying table although losses of the latter in
details the location of Bf 109E units aerial combat vary widely from the Note: The airfield named alongside
on August 13, several weeks after low 200s upwards. each Geschwader refers to where the
the commencement of the battle. Messerschmitt's Bf 109E served headquarters (Stab) of each unit was
throughout the Battle of Britain, located at that time. Individual Gruppen
Victory claims with the improved and longer- within each Geschwader were regularly
Several famous Luftwaffe fighter endurance Bf 109E-7 coming into dispersed at various airfields in the
pilots flew the Bf 109E during service later in 1940. Towards vicinity. For example, regarding JG 27
the battle. They included Werner the end of the BoB period, which with its headquarters at Cherbourg-
Mölders of JG 51, Helmut Wick officially finished at the end of Querqueville, its I. Gruppe was
(JG 2), and the most famous of all, October 1940, some Bf 109 units headquartered at Plumetot, II. Gruppe
Adolf Galland (JG 26). Mölders had started to fly daylight fighter- at Crépon, and III. Gruppe at Carquebut
and Galland survived the fierce bomber sorties over Britain, (Sainte-Mère-Église), all four of these
air combats over Britain. Wick, carrying a single bomb locations being in Normandy.
however, was shot down and killed beneath the fuselage I.(Jagd)/LG 2 was in the process of
NEXT
on November 28 when flying from of specially converted preparing to move to Calais-Marck
Cherbourg-Querqueville Bf 109E-1/B and E-4/B at this time.
by a Spitfire of 609 Squadron airframes. FP MONT
Fiat CR H
.42
“..at the end of

October 1940,
some Bf 109 units
had started to fly
daylight fighter-
bomber sorties ...”

Collector's
Choice
AVIATION MEMORABILIA COUPÉ D’AVIATION
MARITIME JACQUES SCHNEIDER
In the third instalment of our new series, Ian Wilson describes

famous examples of Schneider Trophy memorabilia
T
hose of you who read the
article on my collection
in April 2019’s FlyPast
will appreciate just how
diverse the world of aviation
memorabilia can be. Even if
you try to focus on just one
topic, the acquisition of one
piece can (and will) send you off
into other areas of interest. The
subject of the Schneider Trophy
races is the perfect example of
how easy it is to diversify.
The names of Rolls-Royce and
Supermarine are synonymous
with the world of historic
aviation… iconic even. Most helmets and goggles as worn the 1931 today
people would immediately by the pilots who raced in Schneider without
think of the Merlin engine the Schneider Trophy events. Trophy competition. It marked breaking the bank. The other
and Spitfire respectively when I subsequently obtained a the culmination of Mitchell’s item shown here is one of my
those two company names further example made by Tress quest to “perfect the design rarest examples of period
are mentioned together, but & Co, as worn by RAF pilot Fg of the racing seaplane” and print. It is a menu from a
without the Schneider Trophy Off Richard ‘Batchy’ Atcherley epitomised the cutting edge luncheon at the Grosvenor
races of the late 1920s and – and on it went. of aerodynamic technology, House hotel in October 1929
early 1930s, that collaboration To enhance my new display, winning the famous organised by Rolls-Royce to
might never have occurred. The I decided to buy a model of competition outright for Great thank its material suppliers
history of the Schneider Trophy a Supermarine Racer and Britain in 1931 at a speed of who had contributed to the
is well documented in many I found a beautiful silver 357.7mph. It is often referred success of the winning engine
publications, but the subject of plate example of the 1927 to as being the starting point in that year’s Schneider
related collectables could fill Supermarine S.5 made by in the development of the Trophy contest.
an entire book. renowned manufacturer A E Supermarine Spitfire. I don’t imagine there could
My collecting of Schneider Lejeune. Next came a stunning Then on to more have been more than 100 of
Trophy items began when I chromed brass replica of the diversification in the subject. these menus printed for the
found a 1930s leather flying 1929 Supermarine S.6. Other I found Schneider Trophy occasion, and I certainly don’t
helmet to add to my already silver, nickel plated, chrome jigsaw puzzles, souvenirs, think that more than a handful
extensive collection of pre- and brass representations of books, badges and brooches, could still exist today. This
1960 examples. The helmet Supermarine racers followed drawings and paintings, one is so authentic it comes
resembled the type of black – all varying in quality – but further models, helmet and complete with free splashes
leather headgear associated still highly collectable. I finally goggle types, pilot signatures of gravy! I love these period
with the firm D Lewis. found the model shown here, on original photographs, menus; this high-class occasion
However, it was in fact made which has the words ROLLS- and the list goes on. Perhaps also offered fine white and red
by Gieves Ltd of London and ROYCE inscribed on the base of one of the most interesting wines, Mumm champagne,
was named the Schneider the starboard float. The S.6B is items in my collection are the 40-year-old Courvoisier VVO
Trophy Cap. The purchase the racing seaplane developed original race programmes Cognac, Turkish and Virginian
of this helmet prompted me by Reginald J Mitchell for from 1927, 1929 and 1931 and cigarettes and the finest cigars.
to research flying clothing, Supermarine to compete in these are still readily available A very different era! FP

no N
For the 75th Anniversary of VE-Day only co o o
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Getting Closer GATWICK NIGHTSHOOT
Growling in t
T
Gatwick Aviation Museum, in partnership with he chilled air of an to capture twilight
Threshold.aero, held its second photography early Saturday evening images of the engine
was shattered by the run and a selection of the
nightshoot on Saturday March 7. thunderous roar of nearly attraction’s other exhibits,
Andrew Critchell was there to soak 8,000hp (5,880kW) – produced several of which had
up the vibrations by the Rolls-Royce Griffon been brought outside and
engines and contra-rotating appropriately floodlit. Attention
propellers of Avro Shackleton to detail was evident, with LED
RIGHT Gatwick’s Buccaneer S.1 XN923 was the Mk.3 WR982. It was the lights placed to replicate red
second production example built and although ‘live’, highlight of an excellent night and green wingtip navigation
it awaits a replacement port Gyron Junior engine photography shoot at Surrey’s lights, while different set-ups
with a spare unit that was acquired by the museum.
Gatwick Aviation Museum. with the Lightning’s cockpit
BELOW The 1958-built Avro Shackleton Mk.3 WR982 Originally planned for October canopy and access ladder
at rest following a run of all four of its 1,960hp Rolls- 2019, the event was still able were also possible, facilitating
Royce Griffon 57s. ALL ANDREW CRITCHELL to benefit from a sunset time many ‘different from the norm’
of around 6pm, allowing the images of these famous Cold
118 assembled photographers War warriors.

n the Night

Getting Closer GATWICK NIGHTSHOOT
ABOVE Work continues on the restoration of Hawker Harrier GR.3 XV751. The
long-term plan is to install and run the aircraft’s Rolls-Royce Pegasus 103 engine.
BELOW English Electric Lightning F.53 53-671 is pictured following a 12-month

overhaul and repair of the aircraft’s air turbine gearbox. Organisers hope they will
be able to power up the Lightning for the public at an engine run day on July 4.

Eric Brown - A Pilot’s Story
Britain’s greatest aviator tells his story on DVD
Your Aviation Destination
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091_FPJun20_ad.indd 1 09/04/2020 10:47:21

Inside Stories RAF FLYING TRAINING

Academic
Gp Capt (ret) Tom Eeles, a long-serving

former qualified flying instructor, offers
a retrospective of RAF fixed-wing pilot instruction
during the Cold War
F
or several years following contemporary jet trainers were LEFT The humble de
the end of World War Two, two-seat versions of the Vampire Havilland Chipmunk
the RAF’s arrangements for and Meteor frontline fighters, but replaced the Tiger
Moth as an elementary
flying training were somewhat these were unsuitable for the basic trainer in the RAF,
haphazard given the inevitable stages of flying training, being giving many Air Cadets
rundown of the armed services. complex, expensive to operate and their first taste of
Legacy trainers from the war having too-high performance. Of flying. ALL KEY COLLECTION
years, such as the North American these, the Vampire T.11 was the best
Harvard, Airspeed Oxford and de option for advanced instruction,
Havilland Tiger Moth soldiered being single-engined and
on, but with the onset of the Cold having side-by-side seating. The
War following the Berlin airlift in Meteor T.7,
1948, the RAF started to expand
again and needed more modern
assets to cope with increased
pilot recruitment. The unloved
Percival Prentice entered service
as a basic trainer and, in the 1950s,
the more advanced Boulton Paul
Balliol T.2 arrived, powered by a
Rolls-Royce Merlin, but it only
equipped the Flying Training
School (FTS) at Cottesmore
nicknamed in
in Rutland and the RAF service as the
College Cranwell in Lincolnshire. ‘Meatbox’, suffered
The de Havilland Chipmunk from a condition known as the
eventually replaced the Tiger phantom dive, which occurred if
Moth as an elementary trainer, the airbrakes were left out and
and the more powerful Percival the landing gear was selected
Provost fulfilled the basic down, something easily done by
instructional role. a hard-pressed student. Since
Many in the service felt that none the mainwheels deployed one
of these piston-engined aircraft at a time, the result was an
were suitable for schooling pilots uncontrollable rolling dive. As this
destined to fly new, progressive condition was mostly encountered
jets such as the Canberra, Hunter, when breaking into the circuit, the
Javelin and Victor. The only result was inevitably fatal.

ABOVE Having
been Britain’s first
operational jet
fighter, the Meteor
“The Meteor T.7,
performed as a
trainer in its tandem-
nicknamed in
seat format, but
its ‘phantom dive’
service as the
idiosyncrasy meant
that most pilots
‘Meatbox’, suffered
favoured the
Vampire T.11.
from a condition
RIGHT Percival’s
known as the
Prentice was a basic
instructional airframe
phantom dive”
early in the Cold War,
but it was unpopular.
By the mid-1950s, the Prentice and
RIGHT Pilots slated
to fly larger, multi-
Harvard had been retired and the
engined types would RAF’s flying training regime had
spend time in settled with an elementary phase
the twin-prop on the Chipmunk and a basic
Vickers Varsity. course on the Provost, followed by
an advanced period on the Vampire
T.11 or Meteor T.7. However, the
RAF decided its neophyte pilots
needed to be introduced to jets as
soon as practicable, so made plans
to establish an ‘all through jet’
training system. This innovative
concept had yet to be adopted by It was powered by the Viper Provost T.1, though, was not really
any other air force in the world. turbojet, which had originally been a practical trainer, being more a
developed as a ‘one off’ engine proof-of-concept aircraft. The first
Metamorphosis for the Jindivik target drone. A ‘JP’ to operate in large numbers
At this time, there was no British trial using a small number of Jet was the T.3. This had much shorter
jet basic trainer in existence, so Provost T.1s was initiated at RAF and more robust landing gear
the Percival Aircraft Company Hullavington, Wiltshire, where the than the T.1, a clear-view canopy,
modified its Provost trainer into aircraft operated quite happily Martin-Baker Mk.4 ejection seats
the Jet Provost, with the T.1 duly from the grass. The concept proved giving a ground level/90kts escape
appearing. It was something of an effective and was soon adopted facility, a slightly more powerful
'ugly duckling', as it still sported throughout the RAF. version of the Viper turbojet and
its predecessor’s heavily framed From this time onwards, the wingtip fuel tanks. The avionic fit
canopy, and the fixed tailwheel original Provost, then still serving was simple: just an ARC-52 Ultra
was replaced by an overly long, in large numbers, became known High Frequency (UHF) radio and
retractable tricycle undercarriage. as the Piston Provost. The Jet Distance Measuring Equipment

(DME). It had a maximum aircraft. Early the regular risk of decompression ABOVE Due to the
speed of 350kts (648km/h), sorties were flown on sickness, causing some justifiable advent of high-
could just about manage the JP T.3, moving to the concern among many service powered jets such
as the Lightning, a
to climb to 25,000ft, was T.4 as experience was gained for aero-medical specialists. suitable advanced
unpressurised and had a 1940s advanced aerobatics, high- and The solution was to develop yet trainer was necessary.
economiser oxygen system. It was low-level navigation and high-level another version of the Jet Provost: The two-seat Hawker
a steady, albeit unspectacular, formation work. This syllabus the T.5. This had a completely Hunter was the clear
performer, ideal for the early stages comprised 120 hours for a direct redesigned front fuselage choice for the RAF.
of basic flying training. Somewhat entry student pilot at the FTSs. incorporating a pressurised
unkindly, it soon became known as Cranwell’s flight cadets, who spent cockpit, pressure-demand
‘the constant thrust variable noise three years at the establishment, oxygen system and a larger
machine’. By 1962, when I started went through a longer course of powered canopy. The changed
my flying training 180 hours because their basic profile of the forward fuselage
at Cranwell, it flying training lasted two years, was found to affect the spinning
somewhat longer than that of their characteristics, so roughened
direct entry colleagues. Cadets were leading edges and nose strakes
awarded their flying brevets on were fitted. Jet Provost T.5s at pilot
graduation from Cranwell, but they FTSs did not have tip tanks fitted
were not permanently confirmed because, when flown solo, they still
until completion of the next stage of exhibited undesirable spinning
advanced flying training. Graduates characteristics. The T.5 was later
from the FTSs had to wait until their upgraded to T.5A standard and
advanced instruction had ended. served until 1993.
Better equipped Day of the Hunter

The JP T.3 served for a long time With the Cold War still at its height
with the RAF. It did receive in the 1980s, but with constant
a mid-life avionics upgrade, pressure to economise second-line
had replaced the Piston Provost which replaced the simple DME activity such as training, it was
at virtually every FTS and the ‘all with a VHF Omni Range (VOR)/ decided to stream students into their
through jet’ syllabus was becoming Instrument Landing System/ respective specialisations – fast jet,
well established. DME capability, and Very High multi-engine or rotary – as early as
At the same time, the JP T.4 Frequency/UHF radio. This was possible. Thus, a streaming point
appeared. This was physically designated T.3A, and the final following completion of the basic
identical to the T.3, but powered examples of these were retired handling test was introduced. Those
by an uprated Viper, providing from 1 FTS in 1993. chosen to continue as fast jet pilots
more sparkling performance, The T.4 did not last as long for stayed with the JP for the full 120-
a maximum speed of 400kts two reasons. First, its fatigue life hour course, while those selected for
(741km/h) and the capability of was expended more quickly as the multi-engine role continued a
climbing to 30,000ft. it was such a popular mount for bespoke short phase concentrating
The ‘all through jet’ format was aerobatics. Second, its ability to on instrument and procedural flying.
designed initially to train most operate regularly at heights well Fixed-wing advanced flying
pilots to fly frontline combat above 25,000ft exposed its pilots to training for fighter/bomber pilots

was initially undertaken using the

Vampire T.11 or Meteor T.7, with
successful graduates moving to
the Operational Conversion Unit
(OCU) for their relevant type. By
1960, these aircraft were no longer
suitable as a lead-in to the new
generation of aircraft such as the
Lightning and prospective TSR.2.
The obvious choice for a new
RIGHT With the Jet advanced trainer was the Hunter
Provost T.1 being a T.7, with its side-by-side seating, the
proof-of-concept RAF’s preferred option at the time.
aircraft, it fell to the It was reliable and numerous, as
subsequent T.3 variant
many Hunter F.4s were converted
to take up the reins for
training and it served to T.7s with the entry into
for many years. service of the Hunter F.6 and
expected that successful

graduates would proceed to
the principal jet combat type
OCUs.
It was not long before the Gnat’s
shortcomings became evident.
Taller pilots had difficulty
fitting in the small cockpit, the
aircraft suffered from poor
serviceability and its handling was
too demanding for many foreign
students trained by the RAF. A
squadron of Hunters was soon
ABOVE During the FGA.9, in addition to new-

1950s, Royal Air build two-seaters. The T.7A sub-
Force student pilots
type was fitted with the advanced
made the leap from
elementary flying Integrated Flight Instrument
training in the de System (IFIS), which was expected
Havilland Chipmunk to equip new generation combat
to the more aircraft such as TSR.2, Hawker
powerful Percival
P1154, Lightning and Buccaneer.
Piston Provost.
The modification was inexpensive
RIGHT From 1962, and straightforward to install in
fast jet pilots would a standard Hunter T.7. While IFIS
spend 70 hours in the was considered by training staff challenging to fly, to instruct in and
challenging Gnat (left)
before progressing to
a frontline fighter type.
to be essential, in the event just
a few Hunters were converted to
to maintain. When Ray Hanna, leader
of the Red Arrows, was asked what he “It was not long
‘Alpha’ format. They were used by thought was a suitable lead-in trainer before the Gnat’s
research establishments, Lightning for the Gnat, he replied sardonically:
squadrons and the RAF’s Buccaneer “The Lightning.” shortcomings
force. There was a naval equivalent,
the T.8B, again produced in just Welsh debut became evident”
small numbers. At the time of its introduction
However, following the failure of into service, Folland claimed the
the diminutive Folland Gnat fighter Gnat was the only logical choice of established at 4 FTS alongside the
to obtain orders from the RAF, a advanced trainer since IFIS could Gnats. Equipped with single- and
two-seat version was offered by the not be fitted in a Hunter. This two-seat examples, it provided
Hawker Siddeley Group as a Vampire was patently untrue, as both RAF the same 70-hour syllabus for
and Meteor replacement. The Gnat and RN two-seat examples had overseas students and those too
T.1 was very small, had tandem this gear. Nevertheless, the Gnat tall or unable to secure slots
seating, was more technically T.1 debuted with the RAF in 1962 on the Gnat course. Amazingly,
complex than the Hunter and gained and equipped 4 FTS at Valley in the Meteor T.7 also carried on
a limited version of IFIS. The Gnat Wales. After completing a 70-hour for some time, countering the
had a sparkling performance but was advanced course on the Gnat, it was shortfall in

soon began to complain about trainers and the remaining BELOW The RAF’s
this and decided to take pilots aircraft operated successfully first purpose-built
from the multi-engine advanced from RAF Finningley, South jet trainer was the
Percival Jet Provost
training pipeline, as not only was Yorkshire – and later Cranwell – T.1, which was
the schooling more relevant for until final retirement in the late developed from the
someone who would initially be a 1990s. This left the RAF without a firm’s earlier, piston-
co-pilot, it would also get the pick of Handley Page aircraft on strength powered Provost.
the better candidates. for the first time since 1918.
After their ‘all through jet’ basic In the fast jet training pipeline,
flying training, student pilots by the mid-1970s it was becoming
that were destined to fly multi- obvious that the Gnat/Hunter
engine maritime patrol, transport combination at 4 FTS and the TWU
aircraft and ultimately V bombers, wouldn’t last. Gnat unserviceability
would revert to a piston-engined grew quickly, and the Hunter was
advanced trainer, the Vickers ageing, so a new type was needed
Varsity. While suitable as a lead-in to replace both.
to aircraft such as the Shackleton, The answer was the Hawk T.1,
Beverley and Hastings, it was designed, built and flown first at
Gnat availability. clear these aircraft were close to Kingston and Dunsfold, Surrey.
It soon became apparent that retirement. Another tandem-seat machine,
70 hours in a Gnat or Hunter it was a huge improvement on
was insufficient to prepare a Sporty replacements the Gnat. It was powered by an
student pilot for a complex, Jet- and turbine-powered multi- Adour turbofan, had an integral
high-performance and expensive engine aircraft would soon replace gas turbine starter and the view
frontline fast jet. Starting in 1964, the piston types and, by the early from the instructor’s seat was
pilots selected for the Lightning 1970s, it was obvious that a new exceptionally good, with supersonic
were sent from Valley to the Hunter multi-engine advanced trainer was speed just achievable in a steep
OCU at RAF Chivenor, Devon, for needed. dive. The aircraft also offered
a lead-in course covering basic The RAF selected the Handley Page greater range, endurance and rate
fighter tactics, before moving Jetstream – a commuter aircraft of turn. There was even a baggage
to the Lightning OCU. With powered by Astazou turboprops and container allowing stowage of
the cancellation of TSR.2, the capable of carrying a small number overnight kit for two, a luxury the
withdrawal of the Hunter from of passengers – as the Varsity’s Gnat lacked. Unsurprisingly, being
the front line and the entry into replacement. Unfortunately, the a product of the Hawker design
service of the Buccaneer, Phantom Jetstream’s entry into service office, it handled superbly.
and Harrier, this tactical lead-in was dogged by engine problems, The Hawk began to replace the
training was extended to include all exacerbated by the manufacturer Gnat and Hunter at Valley in the
first-tour pilots selected for fast jets. entering receivership. Then, in the mid-1970s and the Hunter at the
Naturally, this concept was extended mid-1970s, there was a cutback in TWU in the late 1970s/early 1980s.
to embrace Jaguars and Tornados the RAF’s transport fleet, which Towards the end of the Cold War,
when they started appearing. The meant the Comet, Britannia and the demand for pilots for the
Hunter OCU was re-titled the Belfast retired early, resulting in large tactical fast-jet front line –
Tactical Weapons Unit and moved a glut of multi-engine pilots. The comprising the Buccaneer, Harrier,
from Chivenor to Brawdy, Wales, Jetstream fleet was mothballed until Jaguar, Lightning, Phantom and
in 1974. Meanwhile, back at Valley’s the need for multi-engine advanced Tornado – meant a second TWU
4 FTS, students who graduated flying training returned. Some was opened at Chivenor, equipped
towards the lower end of the order Jetstreams were with the Hawk, naturally.
of merit tended to be posted to the transferred to the However, the JP/Hawk
‘V Force’ (Vulcan, Victor, Valiant). Royal Navy as combination did generate partial
Unsurprisingly, the ‘bomber boys’ observer concern in that both were

trainer to replace the JP needed to during the Falklands conflict, and

be less thirsty, and challenging to Northern Ireland needed jobs
handle well. Their solution was to following the DeLorean car and
use a turboprop type. LearFan aircraft project failures
A competition to select a in Belfast. The country did not
replacement for the JP took place, owe anything to the Swiss or to
with the aircraft offered needing BAe, which had plenty of other
to be the final production version government work.
rather than a prototype and to
have ‘jet-like handling’. The three Ostensibly suitable
finalists were the NDN Firecracker, Boscombe Down rejected the first
Swiss Pilatus PC-9 (to be built Garrett-powered Tucano because it
under licence by BAe at Brough) still had a canopy that was not bird
and the Brazilian Embraer Tucano strike-proof. New glazing had to be
(to be built under licence by Short designed and tested, which led to
Bros in Northern Ireland). The a further delay to the type’s debut.
ABOVE A true British felt to be too straightforward to fly, Firecracker was eliminated quickly, The Tucano was claimed to have
success story, the which may have allowed occasional while the Tucano fell short in that ‘jet-like handling’, but there was no
Hawker Siddeley/BAe
students of lesser ability to reach its canopy was not considered way that even an aircraft powered
Hawk T.1 replaced
the Gnat and Hunter the more expensive stages of the tough enough to withstand bird by a robust turboprop running at
in RAF training units training system – where they would strikes, and the maximum speed maximum continuous RPM, with a
and still performs the fail – at considerable cost to the RAF. at low level was well below the large, four-bladed propeller could
role today, albeit in Jet Provosts were ‘gas-guzzlers’ and required minimum of 280kts truly be described as such. Tucano
upgraded T.2 format.
the price of aviation fuel was rising (518km/h). The PC-9 met the finally arrived at CFS in 1988 and
BELOW Jet training significantly at that time. specification in every aspect and was used by the FTS at RAF Church
pedigree: from left, the The Central Flying School (CFS) it was assumed by all the flying Fenton in 1989.
Hunter T.7, Hawk T.1 undertook a study to determine the training staffs that it would be Thus, as the Cold War waned in
and Gnat T.1 all served best way of addressing these issues. selected. But it was not to be. 1989, Tucano began to replace the
the RAF in its
It concluded that there would Just before the final ministerial JP at the remaining Flying Training
jet-based flying
training programmes. be merit in re-establishing an decision, Short Bros put forward a Schools at Cranwell, Church Fenton
elementary phase in flying training, proposal to re-engine its version of and Linton-on-Ouse, marking
using a simple piston-engined the Tucano with a more powerful the beginning of the end for ‘all
trainer to identify weak prospects Garret turboprop, which they through jet’ basic flying training,
at an early stage. As an experiment, claimed would resolve the lack of which had worked so well. The
a new unit – the Flying Selection speed. It was accepted, despite the fall of the Berlin Wall and the
Squadron (FSS) – was established move exceeding the original terms consequent search for a ‘peace
at RAF Swinderby, Lincolnshire, in of the competition. The ministerial dividend’, led to large reductions
the mid-1980s, using the evergreen decision went in favour of the in the size of the RAF. After 1989,
Chipmunk to trial the concept. In Tucano on the basis that the UK flying training changed massively
addition, CFS believed that a basic owed Brazil a favour for its support and continues to do so today. FP

N
Pacific Hell is a 116-page
EW
special magazine which
looks in detail at the attack
by Japanese carrier-borne
!
aircraft on the U.S. Pacific Fleet
base at Pearl Harbor on 7 December
1941, an attack which stunned the
world.
It then moves on to look at how Japanese
forces seized Wake Island, Guam and the
British colony of Hong Kong before the
end of 1941 and in the early months of the
following year the Philippines, the Dutch
East Indies (Indonesia), Malaya, Singapore,
and Burma also fell to the Japanese.
Though the war in the Pacific would grind

remorselessly on for another two terrible
years, it was clear that there could only
be one outcome – the emphatic defeat of
Imperial Japan.
116 pages, Special magazine.
<< Scan here to download a digital version
147 Pacific Hell Spec fp cv19.indd 99 15/04/2020 11:21

Getting Closer HELLENIC AIR FORCE MUSEUM
AVIATION
ODYSSEY
A
bout half-an-hour’s
drive north of
Athens lies Dekelia
it is one of the world’s younger
national aircraft collections,
but the Greek service’s
The modern Hellenic Air Force
(HAF) can trace its roots to
1911, with the founding of the
1918. In 1930, the two separate
units were merged to form
the Royal Hellenic Air Force
Air Base, in Tatoi – home tendency to delay scrapping Hellenic Aviation Service. (RHAF). A year later, the Air
to the Hellenic Air Force obsolete flying machines Initially, the army and navy Force Academy was established
Academy’s Cessna T-41 and has ensured an impressive operated separate air arms. at Tatoi, a historic site in Greek
Tecnam P2002 elementary range of exhibits, particularly The Balkan Wars – followed by aviation history. First opened
trainers. To whet the appetite representing the post-war World War One – prompted in 1918, it served as the main
of aviation enthusiasts even years, when large numbers the first employment of landing ground for Athens
more, though, it is also the of US jets were obtained by Farman biplanes, with British until Hellinikon International
site of the Hellenic Air Force Greece under the Military types such as the DH.9 and Airport was completed in 1938.
Museum. Established in 1992, Assistance Program. Bristol F.2b being added after Although outnumbered, the
RHAF acquitted itself well in Republic F-84G Thunderjets, by a 1937 Tiger Moth, T6776,
World War Two after Greece three years later. These were which served at Tatoi between
was invaded by the Italians in followed by Canadair CL-13/ 1949 and 1954 and is the
1940, followed by the Germans North American F-86D Sabres, oldest aircraft in the current
in 1941. During the latter’s and other US/European- collection. It had previously
occupation, the RHAF operated manufactured types. been displayed at the War
under RAF command in Cairo, Museum, marked G776.
Egypt, with Ansons, Blenheims Debut venture Received by Greece under
and Hurricanes; Spitfires and The first project undertaken US aid arrangements in 1949,
Baltimores were added later. by the newly initiated HAF Curtiss SB2C-5 Helldiver 3321
Although not delivered to Museum’s staff was the was also moved from the War
Greece until 1947 and displayed restoration of T-6G Texan Museum. Retired in 1954 and
for many years outside the War 43-3424, which was completed restored in 1997, this rare
Museum in downtown Athens, in 1993. This was a notable machine is one of just five
Spitfire LF.IX MJ755 was one of achievement, as no such work complete airframes that are
the key exhibits in the newly had been conducted in Greece currently extant worldwide.
established HAF Museum before. Manufactured as an A fourth CL-13 represents
from 1992, but was moved to AT-6D in 1942 and re-built as USAF Korean War ace Capt
Biggin Hill for restoration to a T-6G in 1949, this trainer was Joseph McConnell’s F-86F
airworthiness in 2018, and received from the USAF in 1958 51-2910 Beauteous Butch II
recently made its first flight (see and served the academy, along and is positioned alongside a
The Buzz in April issue). with many more of the type, Polish-built Lim-2Rbis painted
After the liberation of Greece until retirement in 1969. in North Korean colours to
in 1944, the RHAF returned Three Canadair CL-13 represent a MiG-15 of a Soviet
home and, using newly Sabre Mk.2s, built in 1951, adversary. The latter is the
delivered Spitfires and Curtiss were next to be rejuvenated. only aircraft in the collection
SB2C These ex-Royal Canadian Air lacking Greek heritage.
Force (RCAF) machines were Also among the earlier
acquired by Greece in 1957 restorations was a Sikorsky
Richard Vandervord above This was the second Mirage

unearths some not- F1CG to carry the serial 101, as the
first was written off by Dassault
so-ancient treasures before delivery in 1975. It was
within Greece's operated by 342 Mira at
Tanagra until 2003, being
blossoming Hellenic one of 40 acquired new.
Air Force Museum
above Greece UH-19B search and rescue

received more than 100 helicopter, displayed outdoors
Thunderstreaks from 1957.
in an authentic silver hue. It
This example, restored to represent
26595, is actually F-84F 26361, was built in 1951, joined the
which served from 1958 to 1978. RHAF in 1957 and served
ALL RICHARD VANDERVORD Helldivers, played a major role and retired in 1966. They have until 1973.
in the Greek Civil War, which been finished in the colours One speciality of which
right With fading Day-Glo paint, this
Cessna T-37C, 01959, is yet to be
lasted until late 1949. A flight of of 341 Mira (red tail), 342 Mira the air force and museum is
restored and is one of 24 supplied to seven Greek C-47s also served (yellow tail) and the blue/white rightly proud is a series of
the HAF as intermediate trainers in with distinction in the Korean scheme of the Hellenic Flame wreck recoveries from the
1964. The museum also has a T-37B. War. Greece joined NATO in aerobatic team of that period. coastal waters off the Greek
1952 and received its first jets, The Sabres were followed islands – the last resting
Getting Closer HELLENIC AIR FORCE MUSEUM
above Greece operated nearly 150

Starfighters between 1964 and 1993,
from various sources. This MBB-built
TF-104G was received from the German
Luftwaffe in 1988.
right Many will remember this

spectacular 335 Mira ‘Tigris’ A-7E,
formerly with the US Navy’s VA-72,
appearing at RIAT in 2007. Based at
Araxos, 335 Squadron is the oldest unit
in the HAF, formed on Hurricanes in
1941 and later flying Spitfires, F-84Gs,
F-104Gs, A-7s and now F-16s.
place for many aircraft lost

in combat during World War
Two. These comprise sections
of the 211 Squadron Blenheim
Mk.I L1434, the substantially
complete hulks of 203
Squadron Blenheim Mk.IVf
L9044, Junkers Ju 52/3m Wk Nr
7607, Junkers Ju 87D-3 Wk Nr Aircraft on display
100375 and large parts of Arado (as of November 2019)
Ar 196A-5 WNr 100451. The
fact that Blenheim L9044 and Agusta-Bell AB.47J-2, 066 (VIP) Lockheed T-33A, 35029 (orange)
the Ju 52 were both operating Agusta-Bell AB.206A Jet Ranger, 8005 (VIP) Lockheed T-33A, 58519 (camouflaged)
from Tatoi at the time of their Bell OH-13H Sioux, 4944 Lockheed F-104G Starfighter, 7415 (camouflaged)
demise makes their return Bristol Blenheim Mk.IVf, L9044 Lockheed F-104G Starfighter, 32720 (tiger colours)
highly fitting. Canadair CL-13 Sabre 2, 19146 Lockheed RF-104G Starfighter, 6677 (painted as 7415)
Canadair CL-13 Sabre 2, 19168 (painted as 51-2910/FU-910) Lockheed TF-104G Starfighter, 5908 (camouflaged)
Today's museum Canadair CL-13 Sabre 2, 19169 LTV A-7E Corsair II, 158825 (tiger colours)
Located in a large ramp area Canadair CL-13 Sabre 2, 19199 LTV A-7E Corsair II, 159664 (camouflage)
on the western side of Tatoi’s Cessna T-37B, 74742 LTV A-7E Corsair II, 160616 (336 Mira ‘Olympos’ colours)
north/south runway, the aircraft Cessna T-37C, 01959 McDonnell RF-4E Phantom II, 7487
collection is gathered around Convair TF-102A Delta Dagger, 54035 (camouflaged) (camo/50 years scheme)
a single large hangar, itself of Convair TF-102A Delta Dagger, 62335 (grey) North American T-6G Texan, 49-3424
historic significance. It was Curtiss SB2C-5 Helldiver, 3321 North American F-86D Sabre, 5210067
originally built by the Italians Dassault Mirage F1, 101 Northrop F-5A Freedom Fighter, 10541 (grey)
in 1941 at a seaplane base on DH.82A Tiger Moth, T6776 Northrop RF-5A Freedom Fighter, 697170
the island of Leros, before being Dornier Do 28D-2, 4120 (VIP colours) (30 years scheme)
moved to Tatoi in its entirety Dornier Do 28D-2, 4131 (camouflaged) PZL M-18B Dromader, 028
after the war and reconstructed Douglas C-47B, KJ960 (silver/white) Republic F-84G Thunderjet, 110822 (painted as 998)
on site. Another reminder of Douglas TC-47J, SX-ECF (Hellenic CAA) Republic F-84F Thunderstreak, 26361 (painted as 26595)
the conflict can be found on Grumman G.164 Ag-Cat, 1260 Republic RF-84F Thunderflash, 17011 (camouflage)
the concrete aprons outside, Grumman HU-16B Albatross, 517204 Sikorsky UH-19B Chickasaw, 952
which still bear the scars from Grumman G.159 Gulfstream I, 120 (VIP) WSK Lim-2Rbis, 301 (painted as NKAF 925)

left A prized exhibit is Curtiss SB2C-5
Helldiver 3321, the last survivor of 48
ex-US Navy machines delivered aboard
the USS 'Sicily' in spring 1949 and
formerly displayed at the War Museum
in Athens.
1950s, are parked outdoors

on the surrounding apron
areas – and it’s a truly diverse
gathering. Notable among
them is the single Grumman
Gulfstream I, which was used
as the Greek royal transport
from 1964-67 and then till
above Equipped with four cameras, RF-
1995 as a VIP aircraft. A
84F Thunderflash 17011 was supplied by Luftwaffe wartime raids. comprising an F-84G, F-84F storage area adjacent to the
the German Air Force in 1967 and served Most of the 40-plus aircraft on and RF-84F. The Thunderjet museum’s restoration hangar
with 348 Mira at Larissa until retirement show are outdoors and, despite is painted in the colours of holds many aircraft in reserve,
in 1989. exposure to the elements, are the first Greek aerobatic team including a Nord Noratlas,
below Developed from the Thrush
mostly in reasonable condition. (although the original was C-47s, an HU-16B, F-84Fs,
Commander as an agricultural aircraft, Restoration and repainting sold to Yugoslavia in 1960), T-33s and the Ju 52 wreck.
with a more powerful engine, the PZL are under way and those with the Thunderstreak in silver The museum team is
Dromader equipped Greece’s 359 the more faded paintwork are colouring (wearing the identity especially highly motivated
MAEDY (Public Services Air Support Unit) gradually being renovated. of another Greek F-84F) and and aspires to expand
at Tatoi. Most are still used for fire patrol
duties, dispersed around the country and
Apart from three of the the Thunderflash in Vietnam- the collection with more
islands, but the museum is home to this Canadair Sabres, the older era camouflage and genuine hangarage when resources
example, 028. aircraft are protected inside Greek markings. permit. It manages a fine array
the hangar, along with a Also housed in the hangar of aircraft, which is sure to
below right Northrop RF-5A Freedom gathering of other historic air is a pair of helicopters, an delight the enthusiast and
Fighter 697170 was painted in this special
scheme to mark 30 years’ service of the
force materiel. Indoors are the OH-13H Sioux and an AB.206A general visitor alike –and
type with 349 Mira ‘Kronos’ at Larissa, T-6G, Tiger Moth, Blenheims, Jet Ranger. The remaining deserves every success for
along with the disbandment of Helldiver, CL-13 and Lim-2 pair, exhibits, representing most its work in preserving Greek
the squadron. an F-86D and a Republic trio types operated since the military aviation heritage. FP
Hellenic
Air Force Museum
Dekelia Air Base
Acharnes 136 77
Greece
Tel: +30 21 0819 5275

www.haf.gr/en/history/
museum
Blenheim Mk.IVf L9044 was shot down by friendly fire while undertaking troop
ship protection duties on April 28, 1941. The crew attempted to return to Crete on Until recently, admission to
one engine, but ditched in the sea near Rethymnon. In 1993, the wreck was found the museum was by prior
at a depth of 59ft and recovered three years later. The tail section to the left is
from Ju 52 Wk Nr 7607, raised off Leros in 2003.
permission only, but it is now
open to the public on weekends,
free of charge. Entry is via the
main gate to the air base on
the eastern side, with proof
of identity. Hours are 10am to
6pm Sat-Sun in summer and
10am to 4pm in winter, although
admission can be arranged
for school and special interest
groups on other days
in advance.

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Those familiar with the Johnny Red comic strip, which first
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ERIC BROWN A PILOT’S STORY, DVD, 80 MINS, £15.99
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HUNTERS OVER ARABIA, RAY Many people in aviation still can’t fathom why Cdr Eric ‘Winkle’
DEACON, HBK, ILLUS, 380PP, Brown never received a knighthood. Told in his own words, this
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On July 19, 1961, dissident test pilot. Credited with carrying out more than 2,400 carrier
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Eastern Aden Protectorate defying accidents and set records that will never be broken. He
(now Yemen) ambushed attacked U-boats, took part in a stand-off at sea, interrogated
members of the local Mukalla Hermann Göring, and even chased ‘flying saucers’. His first-hand
Regular Army and Hadrami Bedouin Legion, killing 28 troops accounts of the harsh realities faced by naval aviators during
and injuring a further 22. In response, Hawker Hunters of the Battle of the Atlantic – and the extraordinary world of test
the RAF’s 8 Squadron flew retaliatory strikes against the flying – provide a fascinating insight into two often terrifying
perpetrators (after initial sorties by a Meteor FR.9). This is just subjects. While Brown’s dulcet Scottish tones fill the air with
one of the incidents covered in Ray Deacon’s hefty book that personal, poignant, inspirational and revelatory anecdotes,
examines in detail the Hunter’s role as it stood guard over stunning archive footage helps illustrate his words – including
Aden and other Middle Eastern areas from 1961 to 1970. The rarely seen film of him landing a de Havilland Mosquito on an
narrative relies mostly on official squadron operational record aircraft carrier and Gloster’s
books, although the author has included his own experience, groundbreaking E.28/39. His
having been groundcrew on Hunters in Aden – there’s a lot opinions of particular aircraft
to learn here for those less familiar with the subject. Threats, that helped shaped the world
such as those from Iraq – which coveted neighbouring only highlight his prominence
Kuwait’s territory and oil reserves – and how ‘Hawker’s finest’ as a gifted flyer. While this DVD
was employed to counter them, make for fascinating reading. barely scrapes the surface of
Local and long-range exercise activity is also explored, and Britain’s greatest aviator, it makes
the imagery throughout is mostly excellent. The only way in a superb accompaniment to his
which the book fails to tick all the boxes is in its lack of first- print autobiography, Wings On
hand pilot accounts, which would have added more colour and My Sleeve. Call 07435 973397 to
context – but it’s still an enlightening read. order the DVD by telephone.
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FlyPost, PO Box 100, Stamford. Lincs. UK @flypastofficial @flypastmag @flypastmagazine flypast@keypublishing.com

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. 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.
Credit where it’s due

Star Recalling my first
letter taste of flight
While I found the article about Operation Varsity in the April
issue most interesting, I must take issue with a statement
made by the author in which he asserts that [in relation to the
March 1945 campaign] “for the first time in the war, gliders Dave Unwin’s wonderful article in the December
flew into landing zones not already secured by paratroopers.” issue about the Slingsby T-31 glider took me straight
On June 6, 1944, D Company of the Oxfordshire and back to 1968 when, at the age of 13, I enrolled in the Air
Buckinghamshire Light Infantry, led by Maj John Howard, Training Corps. It turned out to be one of the best things I have
landed in their Horsa gliders at Pegasus Bridge at 0016hrs ever done. It was sitting in the front seat of a TX Mk.3 (as it was
without any prior action or involvement by paratroopers. They known in the services) that I first slipped the bonds of earth.
were entirely on their own and were the first Allied soldiers Our unit, 1379 Squadron, was based in Suffolk, with our
to land in France on D-Day. Their orders were to “seize intact nearest gliding field at Swanton Morley, Norfolk. Excitement
the bridges over the River Orne and canal at Bénouville and and anticipation reigned on the coach ride there. On arrival, it
Ranville and to hold them until relief by 7 Para Battalion.” In was the cadets’ job to push the gliders out of the hangar under
fact, the paratroopers did not start landing until 0050hrs and supervision from our instructors. The aircraft were loaded on
D Company were not actually relieved until 0300. to a special trailer and hitched to a Land Rover to be towed
While I would not wish to detract from the bravery and out to the airfield. The older cadets, who had been through
achievements of those involved in Operation Varsity, the this procedure before, were a joy to watch and learn from. The
distinction of being the first to fly gliders into landing zones gliders would be unshackled at the signalling caravan and left
not already secured by paratroopers must go to the brave men parked with one wing down.
of the Ox and Bucks’ D Company. Then the flying list would be announced. I was to be number
PETER COWLEY three. When the time came, I got strapped in and after hearing
SHIPSTON-ON-STOUR, WARWICKSHIRE the words “Take up slack…all out” there came the most
amazing feeling of being accelerated to flying speed. I recall
leaving the ground, rapidly getting up to 100ft and then going
into what seemed like a vertical climb. One thousand feet later,
the winch would start to tug the glider downwards and, with
a drop of the nose and the release being pulled, the quietness
was overwhelming. I was floating in a magical place.
Three years later as a cadet sergeant, I completed my gliding
course with the same instructors at the same location. The
two that I remember, who gave their free time to help young
people take a first step into the skies, were Flt Lt Ladley and Fg
Off Pond. I am ever indebted to those two men who gave me
my first taste of flight.
TIM MOY
Nieuport 23 B3607 of 40 Squadron in 1917. Mick Mannock VC DSO** is in the WOODBRIDGE, SUFFOLK
cockpit. Barry Donaldson’s father James is standing third from left.
VIA CHAZ BOWYER
Finding my father in print My father was James Bertie Donaldson. He was born in 1894
and died in 1986. His RFC service number was 6622 and I
have his dog tags and ‘in the field’ pay books. He never spoke
I am an 86-year-old subscriber to FlyPast. In the February about the war at home, let alone his involvement in it, for
edition I read the article about 40 Squadron of the Royal which he was awarded the Meritorious Service Medal. I have
Flying Corps and there, on page 35, is a photograph of my paperwork from the Public Records Office at Kew showing the
father. He is standing, third from left, hands on hips, in front date in 1915 when he was made a sergeant engine fitter.
of Mick Mannock’s Nieuport. You can imagine I got quite J BARRY DONALDSON
emotional when I saw this photograph. WHITCHURCH, HANTS

Chasing trains in World-beating jetliner
a Swordfish
Your excellent article about the Boeing 707 in the March issue
did not mention TWA, which operated some 133 examples,
possibly the greatest number of any airline. During my
The article about Sherburn airfield in the April issue 25-year career with TWA, I flew the 707-131, -131B, -331, -331B,
brought back many happy memories. -331BA, -331C (primarily freighters) and several other variants
In 1977-1978, I was privileged to work on and fly in Fairey acquired from other airlines.
Swordfish LS326. In those days, serving Fleet Air Arm One of our 707s, TWA 8776, was hijacked to a remote airfield
personnel could volunteer to join the Royal Navy Historic in Syria in 1969, along with two other airliners. Those two were
Flight (RNHF) at Yeovilton, which operated the Swordfish. destroyed, but only the cockpit of ours was blown up. Boeing
It was a memorable and exciting time for me. Flying to fabricated a replacement, had it flown to the site and installed.
airshows such as Cosford, St Mawgan, Culdrose and ‘at home’ After being put back in service, the aircraft was re-registered
days at Yeovilton was definitely a ‘bracing’ experience! I as 28714.
remember that we once chased and just about kept up with The 707 was a sturdy airplane. At least two were successfully
an HST 125 train on one sortie, and it was always a proud landed after losing a third of their right wings – TWA 6748
moment when we saluted and displayed the Ensign at events. survived a mid-air collision with a Constellation over New
The Bristol Pegasus radial engine was very reliable, York, and a Pan Am 707 landed back at Travis Air Force Base
although spares were scarce. Starting was a pain, but must following an explosion shortly after take-off.
have been scary on a heaving flight deck in World War Two. TOM CHASE
It took two people to ‘wind up’ the inertia starter while BARRINGTON, NEW HAMPSHIRE, US
balancing on the airframe. If the ‘jockey’ missed the contact
he was not popular, as the whole process had to be repeated.
Once the engine fired, you had to be aware of the huge prop
whirling around just in front of you as you jumped down!
GEOFF HALL
LEEDS
Remembering Polish
pilot ‘Lefty’
In the article about Vintage Aero Ltd (Warbird Alchemy, March Boeing 367-80 N70700 on display in Virginia. COURTESY ROB HARVAN
2019), I was especially interested to see the photograph of Plt
Off Piotr Kuryllowicz. I was introduced to him in the 1960s I really enjoyed the FlyPast Classics feature on the Boeing 707.
when I was a keen glider pilot with the RAF Gliding & Soaring That machine was the jet equivalent to the DC-3 in terms of
Association. ‘Lefty’, as we knew him (because nobody could advancing air travel. Readers may be interested to see a photo
pronounce his real name), was then a respected tug pilot. We I took in September 2012 at Virginia’s Udvar-Hazy Center -
knew a little about his past – that he’d been a fighter pilot with part of the Smithsonian National Air and Space Museum - of
the Polish Air Force and had escaped to the UK just in front of the Boeing 367-80 (the prototype Boeing 707). Narrower than
the advancing Germans. He was checked out by the RAF and the production version, it also served as the prototype for the
posted to a Polish squadron – No.315, I think – where he flew military KC-135 tanker.
Hurricanes and Spitfires, claiming at least three enemy aircraft. ROB HARVAN
On one occasion, during his days flying Chipmunk glider KATY, TEXAS
tugs, he approached to land with his towrope still attached.
This wasn’t unusual but, because it trails behind the landing
aircraft, the pilot must remember to stay a bit high over the
fence. Lefty forgot and the wire fence caught the rope and In FlyPast …
acted like an arrester wire on an aircraft carrier. He came to
a very abrupt stop, but luckily there was no damage to the
aircraft. He used to tell me that his eyesight was no longer
5 Years ago
The owners of Avro Vulcan XH558
sharp – I’m not certain if he was kidding, but he nevertheless discussed plans for the popular jet’s
taught me a lot about flying! retirement.
10 years ago
I lost touch with him for a year or so while I concentrated
on Jet Provosts, Vampires and Vulcans, but our paths crossed
again thanks to gliding competitions. I never forgot his Duxford’s Aircraft Restoration Company
willingness to fly, all accomplished despite his poor was profiled and we experienced the
command of English. He was a good friend and a same venue’s Battle of Britain tour.
20 years ago
superb pilot.
BOB MCLUCKIE
LEICESTER We celebrated the 50th anniversary of the
Blackburn Beverley.
May 2020 FlyPast 109
Living History FORD TRI-MOTOR
A pair of 1920s Ford

Tri-Motors toured the
US last year. Frank B
Mormillo profiles the eldest of
these, the Liberty Aviation Museum’s Model 5-AT-B
F
TOP LEFT A view of irst flown on June 11, 1926, They’d then board one of the three- merged with Western Air Express
the Tri-Motor’s well- the all-metal Ford Tri-Motor engined airliners (nicknamed to form Transcontinental & Western
appointed interior.
represented a giant leap ‘Tin Goose’ due to the distinctive, Air (T&WA, later TWA).
ALL FRANK B MORMILLO
forward for commercial aviation. corrugated appearance of the A total of 199 aircraft were built
TOP CENTRE The It provided the first truly reliable fuselage) in Port Columbus, Ohio, in a surprisingly large number
entry door to the and comfortable coast-to-coast for a flight to Waynoka, Oklahoma, of variants by Ford’s Stout Metal
passenger cabin. passenger service in the US – where another train would take Airplane Division. Although
Transcontinental Air Transport them to Clovis, New Mexico. The successful, the design was soon
TOP RIGHT The
distinctive aircraft (TAT) was subsequently established final leg, to the Grand Central Air surpassed by Douglas with its DC-2
is powered by a trio purely for that purpose, taking Terminal in Glendale, California, (forerunner to the legendary DC-3)
of Pratt & Whitney advantage of the new machine’s was flown in another Tri-Motor. and production ceased on June
R-985 Wasp ground-breaking capabilities. As forward-looking as the service 7, 1933. Tri-Motors nevertheless
engines.
In practice, passengers would was – it was also among the first served with a multitude of airlines,
begin their westbound journey to offer meals en route – the as well as the USAAC, US Navy
from New York by train. company nevertheless lost $2.7m and Royal Canadian Air Force. It’s
(£2.07m) in its first 18 months believed that around 18 machines
of operation. In 1930, it are extant today, and some can
actually be booked for customer
flight experiences.
Ford Tri-Motor 5-AT-B

Specifications
Powerplant Three 450hp (336kW) Pratt &
Whitney R-985 Wasp radial engines
Crew Three (plus ten passengers)
Length 49ft 10in (15.2m)
Wingspan 77ft 10in (23.5m)
Height 13ft 8in (4.2m)
Empty weight 7,650lb (3,470kg)
Loaded weight 12,650lb (5,738kg)
Max speed 135mph (217km/h)
Range 575 miles (925km)

Among those currently available first time on December 1, 1928 February 1937, it entered service BELOW The aircraft
for lucky passengers to sample and joining the US civil register with Boulder Dam Tours, and then positioned at John
are the Experimental Aircraft as NC9645, the 5-AT-B was headed overseas in the hands of Wayne Airport,
California, in
Association’s (EAA) Model 4-AT-E initially operated by TAT from Transportes Aereos del Continente February 2019.
NC8407 and the Liberty Aviation January 1929. Named City of Americano in Honduras from
Museum’s Model 5-AT-B NC9645. Wichita, it flew the company’s December of that year. In 1942,
The two organisations have been first westbound transcontinental it was operating in Mexico as
working together to showcase service along with sister ship City XA-FUB and, from 1950, XA-NET.
their magnificent historic aircraft of Columbus on July 7, 1929. Tri- During a major overhaul the
around the US and the Tri-Motor Motor NC9645 was obtained by following year, the Ford’s
pair made around 20 tour stops T&WA in April 1931 to help develop eye-catching corrugated
during 2019. The earliest was a visit that airline’s route system, before skin was
by the Liberty Aviation machine becoming a part of the Grand
to the Lyon Air Museum at John Canyon Airlines fleet in
Wayne Airport in Orange County, July 1935. In
California, over the weekend of
February 1-3.
Flown for the

Living History FORD TRI-MOTOR
ABOVE The Tri-Motor

flying over the
Lyon Air Museum,
in California.
RIGHT Engine
gauges mounted
alongside the Tri-
Motor’s left-hand
powerplant.
RIGHT CENTRE Inside

the authentic
cockpit. Note the
‘steering wheels’.
FAR RIGHT A
reading light and
adjustable air vent
above a seat in the
passenger cabin. replaced with flat sheet metal, reported that around 300 very
earning it a new nickname: ‘the happy people had gone up in this
BELOW RIGHT Pilot
John Hartke in
Smooth-Skin Ford’. Obtained by “Pilot John Hartke characterful vintage craft.
another private owner in July One of the many appealing
the cockpit of the
Liberty Tri-Motor. 1953, it was later damaged and ended up flying the aspects of getting airborne in such
placed in storage. Its next owner
was Eugene Frank of Caldwell,
Tri-Motor as often a much-loved antique flyer is that
every seat is a window seat.
Idaho, who stored it until July 1964, as twice an hour The Liberty machine features a
when it was purchased by Nevada rich wood panel interior, complete
hotel and casino owner William until sunset” with reading lights and adjustable
F Harrah. Returned to its original air vents above every seat. Similar
registration, NC9645 was the attention has been given to the
subject of a comprehensive seven- detail of the exterior – it’s finished
year overhaul. With corrugated in its original TAT colours and
skins refitted, it was airborne again markings, with the name City of
in 1971. Wichita displayed on the left-hand
After William’s death, NC9645 side of the fuselage and City of Port
was purchased at auction by Gary Clinton on the other.
Norton of Athol, Idaho, in June Rudder and elevator cables
1986, before going to the Evergreen are strung along the external
Aviation Museum in McMinnville, surfaces, and engine gauges are
Oregon in February 1990. Stored also placed externally on the two
until 1996, the Tri-Motor was then wing-mounted engine nacelles.
returned to flying condition once It is configured to carry up to ten
more, before finally being acquired passengers, while the EAA’s 4-AT-E
by current owner Ed Patrick, can carry nine.
founder of the Liberty Benefiting from the superlative
Aviation Museum. care of such organisations as
Liberty Aviation and the EAA,
Living history in the morning at the Lyon Air there’s every reason to believe these
Pilot John Hartke discovered Museum last year. In fact, John wonderful throwbacks to a long-
exactly how popular the ‘Tin Goose’ ended up flying the Tri-Motor as gone era will continue to delight
remains when enthusiasts began often as twice an hour until sunset. customers for years to come. FP
queueing for flights from early Museum boss Mark Foster later www.libertyaviationmuseum.org
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113_FPJun20_ad.indd 1 14/04/2020 16:51:40

Coming in Next Month's new-look issue...
Fighter
Choreography
FlyPast goes air-to-air with
Ultimate Warbirds
Let’s do this!
Making a Dutch F-104 airworthy
Fortress Landmark
Three features celebrate the 85th
anniversary of the B-17’s first flight
On sale in UK shops May 29*

or see page 86 for our latest
money-saving subscriber offers
*Overseas deliveries
114 FlyPast are likely
December to be after this date
2019
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VE DAY 75TH ANNIVERSARY ANNOUNCEMENT
75 YEARS AGO THE NATION CELEBRATED VICTORY IN EUROPE PRICE: £5+ £2.99 p&p
World-first Typographic £5 Coin Presents Churchill in

His Own Words: This is your Victory
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The inspiration
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weekend, as we remember the Churchill addressed the nation, Churchill with his iconic V for The Bradford Exchange for £5
heroes of the Second World “God bless you all. This is your Victory sign. Implementing an (plus £2.99 p&p*). All orders will
War, Winston Churchill’s victory! It is the victory of the ingenious minting technique his receive the Collectors’ Pack
victory speech will once cause of freedom in every land. In portrait is made from the words and Certificate of Authenticity
again resound across the all our long history we have never of his speech as he addressed Completely FREE. Customers
country just as it did 75
seen a greater day than this”. The the nation on VE Day. will also have the opportunity to
years ago. It is scheduled
to be rebroadcast as part of long-awaited day of peace had collect the remaining five coins
come, and the years of hostility Strictly limited to 49,999 coins in the Words that Won the War
the VE Day 75th anniversary
commemorations. The new £5 in Europe ended. worldwide, it is struck to the Coin Set for just £39.95 (+£2.99
Coin issued to mark the 75th highest possible quality Proof p&p) each; which will be sent on
To mark the 75th Anniversary
anniversary of VE Day fittingly finish, and layered in pure the Bradford Exchange 14-day
of VE Day in 2020, a new £5
depicts Churchill in his own silver. home approval service, entirely
coin has been issued — the VE without obligation.
words, taken from that victory
speech. Day 75th Anniversary £5 coin.
THE WORDS FOR A LIMITED
However we choose to mark FROM TIME CUSTOMERS
the occasion, this year’s CHURCHILL'S WILL RECEIVE THE
anniversary is a poignant and VE DAY
possibly final opportunity for COLLECTORS' FOLDER
SPEECH "WORDS THAT WON
the nation to give thanks to
INGENIOUSLY THE WAR" FREE WITH
all those who contributed to
MAKE UP HIS THE VE DAY 75TH
a defining moment in history.
PORTRAIT ANNIVERSARY £5 COIN
How to Order: YES, I wish to order the VE DAY 75TH ANNIVERSARY £5 COIN ORDER
for just £5 (+ £2.99 p&p*) I do not need to send any money now. REFERENCE:
CALL : 0333 003 0019 Title Mr Mrs Ms Miss Other Name

381218
Lines open Mon-Thurs 9am-7pm, Fri 9am-5pm, Sat

9am-4pm QUOTE REFERENCE 381218 Address
POST: Send No Money Now Postcode Telephone/Mobile
Complete and send this order form (no stamp need- Email Address Signature
ed) in an envelope to: FREEPOST BGE (Freepost *P&P- Delivery Shipping & Service | Finish: Layered in fine 999 Silver | Diameter: 38.6mm | Issuing Authority: The Government of Alderney | Applicants
must be aged 18 or over | Applications are limited to one coin per UK household | Each of the remaining five coins will be sent every 3-4 weeks to
address must be written in capitals to ensure delivery) customers to view entirely without obligation at £39.95 (plus £2.99 S&S) | Customers are under no obligation to purchase any of the further five issues in
the collection and may cancel at any time | All orders are covered by Bradford Exchange’s 14-day money back guarantee. Our guarantee is in addition
www.ve-75.co.uk
ONLINE: to the rights provided to you by consumer protection regulations | Please note, we may contact you via mail, email and mobile with information about
your reservation For details of our privacy policy, please go to www.bradford.co.uk/privacy-policy or contact us at the above address or phone number
| The Bradford Exchange 1 Castle Yard, Richmond, Surrey, TW10 6TF |Registered company number FC014346 | 426-C0327.01S
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WIN a Bravo Delta Lancaster model worth £329*

D-DAY FOR NORMA

THE DAMBUSTERS: On the night of 16 / 17

May 1943 one of the most daring low-level night

place, when nineteen Lancaster crews from AND THE

attacked the great dams of Germany. Their

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A4 full page.indd 1 07/04/2020 11:18:21

Chris Clifford - Editor

June 2020 FlyPast 3

24 Dive bombers 88 A night at the airport

ABOVE Hawker Hurricane Mk.IIb

The Qantas Founders Museum’s

65 Above and beyond

Sea King returns to the air

A Bristol Beaufort Mk.VIII cockpit has

Beaufort cockpit to be Preservation Group’s ‘Q

restored in Sussex collection and safeguard

Wings Museum has recently welcomed the arrival of a Bristol

Swiss museum been moved to the Battle of Britain Memorial at Capel-

Two-seat Hurricane makes successful debut flight

Hawker Hurricane Mk.IIb BE505

A significant first flight took aircraft’s structure, meaning

BELOW The Hawker lands safely at

8 FlyPast June 2020

Qantas Super Constellation reaches final destination

10 FlyPast June 2020

MUSTANG JAMES WILLIAM MARSHALL AND LOWELL F. FORD

NORTH AMERICAN’S BASTARD

In mid-1943, the USAAF was at

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Airbus announces support for The People’s Mosquito

Great War Albatros gains

12 FlyPast June 2020

RIGHT After 18 months of work, the

Work to return the nose

Veteran Swedish Tiger

June 2020 FlyPast 13

Newark moves forward

North American Super Sabre 54-2223

14 FlyPast June 2020

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‘Just Jane’ to be fitted with different gun turret

Flying Boxcar awaits restoration in US

16 FlyPast June 2020

18 FlyPast June 2020

long and hard ‘life’ – but there