FlyPast - November 2022

The Heart Of
Aviation Heritage
The d re am a n d th e re a l i t y
NOVEMBER 2022 £5.60
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Welcome
It doesn’t matter what year or anniversary it is, on a hot in many more, I doubt any will have quite so much meaning
summer’s day I always find myself looking up to the sky and for me.
thinking about that summer in 1940 which proved so pivotal in I can only imagine how it must have felt taking off and
the war and gave this nation its finest hour. flying into battle, not knowing what you were about to face
While 82 might not be a ‘special’ anniversary, I think the or if you were going to come through it. But I do have some
Battle of Britain should be remembered every year and that’s understanding of the joy of simply being aloft and looking
why, for our November issue, which went on sale shortly after down on this green and pleasant land as it slips beneath the
Battle of Britain day on September 15, we have once again wings of this iconic aircraft.
chosen to honour both The Few and ‘the many’ who played Every feature in this issue is, in some way, a tribute to those
their part in the campaign. who came before us, their deeds, their dedication and the
If you have already flicked through this issue, you’ll have machines and history they created. I hope you enjoy it.
discovered that I was recently fortunate enough to follow in
the footsteps of some of The Few and experience a flight in a
Spitfire for myself.
Taking off from IWM Duxford in a Spitfire on a balmy
summer’s afternoon evoked so many emotions and, while I James Peene
have flown in various aircraft over the years, and hope to fly Editor
This original photograph, simply labelled “Luftwaffe intercepted over London, 1940” hangs in a frame on my office wall. It’s an evocative
snapshot of a brief moment in time that meant life and death to some KEY-JAMES PEENE
james.peene@keypublishing.com
Editor James Peene GENERAL ENQUIRIES TO: damage incurred. All items submitted for publication at additional mailing offices. Periodicals Postage Paid at
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Associate Editor Jamie Ewan FlyPast, PO Box 100, Stamford, Lincs, PE9 1XQ, UK are regularly updated without prior notice and are Postmaster: Send address changes to FlyPast,
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November 2022 FlyPast 3

Features
FlyPast Classics
6 Gallery
From the archive – pilots from 85 BOULTON PAUL DEFIANT
Squadron run for their Hurricanes
at RAF Debden during the height 50 Forgotten warrior
of the Battle of Britain in July 1940 It seems fair to say that popular
opinion has not been kind to the
10 Fly a Spitfire Boulton Paul Defiant. But has this
James Peene and Jamie Ewan Battle of Britain veteran, with
enjoy perhaps the ultimate its distinctive turret gun, been
aviation experience available unfairly maligned? Certainly at
to warbird enthusiasts – flights the start of the conflict, the Defiant
in Aerial Collective’s two-seat gave a good account of itself, as
ABOVE: Thanks to Aerial Collective, Spitfires. Our lucky duo file an Graham Pitchfork reveals – while
enthusiasts have the chance to fly in exclusive report Andy Thomas describes how its
warbirds from Duxford. Turn to page 10 courageous crews often defied
and strap in GEORGE ROMAIN 20 Cockpit the odds. Our special section is
In our regular Cockpit section accompanied by exclusive profile
FlyPast, ISSN 0262-6950 (USPS 6118) is published we bring you the latest historic artwork from Andy Hay
monthly by Key Publishing, PO Box 100, Stamford,
Airfreight and mailing in the USA by agent named
aircraft and restoration news,
WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, plus reports from airshows,
Jamaica, NY 11434, USA. Periodicals postage paid at memorabilia updates, profiles
Brooklyn, NY 11256
US Postmaster: Send address changes to FlyPast, of legendary pilots and your
WN Shipping USA, 156-15, 146th Avenue, 2nd Floor, letters. This month we report
Jamaica, NY 11434, USA.
Subscription records are maintained at on the threatened closure of a
Key Publishing, PO Box 100, Stamford, much-loved aviation museum
Lincolnshire, PE9 1XQ, United Kingdom.
Air Business Ltd is acting as our mailing agent. in Cornwall, and a likely change
of base for an Avro Vulcan, the
legendary XH558
Always a popular presence at airshows,
Boeing B-17G Flying Fortress ‘Sally B’ was
among historic types at this year’s RIAT.
See page 42 KEY-JAMIE EWAN
NOVEMBER 2022 No 496
68 Ace of spades
Nine Messerschmitt Bf
Contents
109E-equipped units took
part in the Battle of Britain,
each of which was made up
of nine staffels. Chris Goss
relates the story of one of
these – JG 53’s 1 Staffel
76 Hurricane dawn
We present a selection of
factory images illustrating
the early days of the Hawker
Hurricane – the fighter that
went on to play such a pivotal
role in the Battle of Britain
ABOVE: Spitfire Mk.Ia N3277 was captured
80 The north 88 The Bleaklow ‘bomber’ by the Luftwaffe and repainted in the
remembers Jamie Ewan treks across colours of its new ‘owners’. See feature
While the majority of the Bleaklow Moor in Derbyshire’s from page 68 CHRIS GOSS
Battle of Britain took place High Peaks to visit the final
in the south, northern resting place of RB-29A ‘Over
skies also witnessed some Exposed’. But what happened 106 A bird in hand
clashes between that fateful day in 1948? Following meticulous
Luftwaffe and RAF. restoration, a stunning Cessna
Tim Willbond 98 Before the storm Bird Dog has joined the UK
provides analysis In a gripping extract from his circuit and bagged a prestigious
of one of these latest book, Donald Nijboer award at Goodwood. Darren
lesser-known details the build-up to a typical Harbar goes air-to-air with the
aerial conflicts USAAF daylight bombing raid Vietnam War specialist
Make great savings See pages 8 and 9 for details,

or visit www.flypast.com
when you take out a to find out more about our
subscription to FlyPast. excellent digital packages

Gallery
HEMINGWAY COLLECTION
6 FlyPast November 2022

Scramble!
Pilots from 85 Squadron run for
their Hurricanes at RAF Debden
during the height of the Battle of
Britain in July 1940. Second from
right – in short sleeves - is Dublin-
born Gp Capt John Allman ‘Paddy’
Hemingway DFC. Then one of The
Few, at 103 years old today he is
the last known survivor of the
Battle of Britain.
History tells of how The Few – a
small band of courageous young
aviators from all walks of life
– refused to wilt in the face of
Nazi tyranny, despite seemingly
insurmountable odds. Spitfires
and Hurricanes still grace the
skies as the irreplaceable sound of
their Merlin engines perpetuate
the tale, but it’s the individual
stories that truly capture the
human sacrifice, significance and
reality of the conflict.
As such, there has always been
a strong sense of admiration for
The Few, who gallantly took to
the skies during those dark days
of war. With countless people
growing up idolising them as
heroes, some even aspired to
follow in their footsteps. However,
it’s a sobering thought that of the
almost 3,000 recognised Allied
airmen who flew between July 10
and October 31, 1940, only John
Hemingway survives today.
In an interview with FlyPast
to commemorate the 85th
anniversary of the Battle of
Britain, John revealed: “I was just
one of 3,000 pilots and 200,000
RAF personnel who won the Battle
of Britain and I feel privileged to
have met so many amazing young
men and pilots – many of whom
perished. The battle should not be
about me, but all who served."
Having survived everything a
determined enemy could throw
at him, John jovially puts the
reason for his long and lucky
life down to his heritage. As he
summed up: “I can't say don't
drink or don't fool about with
people or don't fly and get shot at
– I've done everything. And I'm
an Irishman. The only advice I can
give to people is to be Irish!”

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AVRO VULCAN: THE EARLY YEARS, 1947-64
Advances in aerodynamics and jet engine technology after World War Two
led to the RAF requesting a bomber that could use these new technologies.
To meet this, the Avro team adopted a Delta wing design. The design of the
Delta wing Vulcan was a major gamble. However, it proved an incredibly
valuable asset. After serving over three decades with the RAF, it was retired in
1984, but continued to display fly until 2015. With over 150 images, this book
explores the history of the Vulcan, from concept to manufacture to service,
providing insight from those who developed, designed, and flew it.
From the Editor

For over 40 years, FlyPast has been at the heart of historic aviation. The magazine prides itself on providing the best
coverage of the world of ‘living history’. Each issue is packed with the latest restoration news, aircraft movements,
preservation, products, events and air shows.
Our team of dedicated freelance and in-house writers also produce fascinating in-depth features on historical subjects covering the
men, women and aircraft from World War One to the Cold War.
Don’t miss out on this great subscription offer!
James Peene - Editor
To order online, or for overseas offers, please visit:

shop.keypublishing/fpsubs
Or call +44 (0)1780 480404 - quoting FP1122
Terms and conditions: Quoted rates are for UK subscriptions only, paying by Annual Direct Debit. Quoted savings based on those rates versus
purchasing individual print and digital issues. Standard one-year print subscription prices: UK - £55.99, EU - £71.99, USA - £74.99, ROW - £77.99.
*Free gift available to UK customers only, whilst stocks last. Gift subject to change. Closing date: 31st December, 2022.
369/22
FLY A SPITFIRE
FlyPast’s James Peene and Jamie Ewan

enjoyed the ride of a lifetime when they visited
Aerial Collective – a flight in a Spitfire
ABOVE: Writer James Peene with Aerial Collective’s Head of Ground Ops, Lisa Waterfield, checking
all is set for take-off RIGHT: Just one of the many evocative images Aerial Collective’s regular
photographer George Romain captures during his evening photography flights
ALL IMAGES GEORGE ROMAIN UNLESS STATED

“A money-can’t-buy
experience that you can
actually buy and, as the
saying goes, don’t spend
your money buying
things, spend it on
creating memories”

No mention had been made of us flying LEFT: It took slightly
longer than the
beforehand. We were happy just to have a Friday two-minute scramble
out of the office, nosing around Aerial Collective’s time for James to settle
hangar and talking shop. Jack’s reasoning was: “If in and take off, but
you’re here to write about our flight experiences, good things come to
he who waits
you need to fully experience one in the same way
all of our customers do.” You could have bowled
us both over with a feather.
Having sat in my all-time favourite aircraft
The title of this feature is a nod to one of J R R on a previous trip to Duxford, N3200, the Mk
Tolkien’s much-loved classics – the tale of an I ‘Whistling Spitfire’ that Aircraft Restoration
unlikely character plucked from his humdrum Company returned to the skies in 2014, I had
life and sent on an unimaginable journey that thought that was as close as I was likely to get
would change him forever. While neither of us and was content with that. With prices starting
are Hobbits, it works perfectly as a title because at £2,975 (at the time of going to press) the
neither Jamie Ewan nor myself were expecting opportunity to tick the number one thing off
what followed whilst paying a visit to Aerial my bucket-list and actually fly in one wasn’t
Collective. completely out of reach, but with real life being
As background, FlyPast were there to discuss a what it is, there was always something else that
feature on the Duxford-based company’s highly came along that syphoned off my Spitfire savings
popular flight experiences. Jamie and I were pot. However, having now experienced this for
sitting in the sun, drinking in the sights and myself first-hand, I can honestly say that flying
sounds of the legendary aerodrome from their with Aerial Collective is something anyone with
viewing area, occasionally stopping to look up a love of historic aviation should justify working
when a Spitfire growled overhead, when Aerial towards. It’s a money-can’t-buy experience that
Collective’s manager, Jack McBride casually you can actually buy and, as the saying goes, don’t
let into the conversation: “We’ll run through spend your money buying things, spend it on
a briefing and get you up.” The conversation creating memories, because you can’t take it with
continued to flow for a moment before George you in the end.
Romain, who is responsible for the fantastic
photos arrayed before you asked: “Do you want Safety first BELOW: The iconic sight
to fly?” To which Jamie replied: “Absolutely. We Much of that day is engraved on my mind for all – and sound – of a
never turn down the chance to fly,” but it was time; other parts are understandably more hazy, Spitfire taxiing out at
Duxford, as viewed
only while walking to the briefing room that their such as the comprehensive pre-flight briefing from Aerial Collective’s
words sank in. They meant fly a Spitfire. delivered by the lovely Head of Ground Ops, Lisa impressive hangar

FLY A SPITFIRE
Waterfield. I couldn’t say how many briefings she

has delivered, but her warmth, enthusiasm and
knowledge flowed as it continued to sink in, this
was really happening. She was equally lovely
when we landed, handing us bottles of water and
excited to hear our thoughts on the experience.
Pre-flight briefings are necessary to comply
with current regulations pertaining to passenger
flights. As well as showing a video, Lisa talked
through the intricacies of how things like the
seatbelt and parachute harnesses work, how the
cockpit hood opens and what to do in the unlikely
event of there being an emergency situation. No
question is too trivial and it’s also a time to voice
any concerns or fears and bale out of the flight
– while still on the ground – should you wish.
There was zero chance of Jamie and I passing
up this opportunity, and the next step was
clambering into our flight gear while watching
‘our Spitfires’ being refuelled. Getting up close
and personal with a Spitfire is an experience in
itself, climbing aboard and strapping into one is
next level stuff.
I’m a bigger chap than Jamie, so Spitfire T.IX
PV202 was selected to be my steed. Built in 1944,
it is credited with downing two Fw 190s and
one Bf 109 during its wartime service and was
converted to its current trainer specification
while in the hands of the Irish Air Corps after
the war. It has a larger, ‘greenhouse’ canopy than
the ‘bubble’ type fitted to Jamie’s aircraft on the

day, Spitfire T.IX PT462. Having left the Castle ABOVE: Don’t just stand station with us. Aerial Collective is the only flight
there, get one up – one
Bromwich factory in July 1944 as a single-seat of the many Battle of
experience in the UK where you can take off as
HF.IXe (High Altitude Fighter), with its smaller Britain movie lines that a pair rather than individually and then form
canopy PT462 was deemed a better fit for Jamie. sprang to mind as we up. It’s something else that adds to the entire
Having run through the flight plan beforehand, departed Duxford experience. Taking off in formation with another
DAVID WHITWORTH
Chief Pilot Jon Gowdy started up and taxied us Spitfire, from Duxford on a blisteringly hot
out. Simply sitting in a Spitfire with the Merlin summer’s day, it’s impossible not to think of the
running is a visceral experience. The sound, TOP LEFT: Mission Battle of Britain and even though my face doesn’t
vibration and blast of air from the prop are the accomplished. Back on usually give much away, Jamie and I are grinning
the ground the debrief
physical manifestations of the Merlin, but it’s the begins, although at each other like a pair of absolute loons through
feeling of sitting behind a living, (fire)-breathing words cannot do the the canopy.
Rolls-Royce Merlin that creates the strongest experience justice
impression. The entire aircraft vibrates and High flight
comes alive as we weave towards the runway and The sound from the cockpit isn’t what I expected.
line up for take-off. More a deafening roar than the guttural growl
As Jon works the controls, I’m careful not to you hear from the outside, but the view over those
let my hands or feet get in the way. Watching unmistakable wings is exactly as I’d imagined,
the stick, rudder and ailerons moving about only better. It is utterly mesmerising watching
seemingly of their own volition reinforces the the Cambridgeshire countryside slip beneath
sense of being inside some sort of snarling, those elliptical wings. There is a lot of emotional
mythical creature. And then we’re off. Racing baggage that accompanies the Spitfire – you can’t
over the hallowed turf of Duxford, I immediately help but think of all those who’ve gone before
think of all those squadron scrambles I’ve seen you and ‘slipped the surly bonds of earth and
in films and documentary footage over the years, danced the skies on laughter-silvered wings’, as
but this is the first time I’m part of the action John Gillespie Magee’s poem High Flight so aptly
myself. American journalist Hunter S Thompson records. You forget you’re in an instrument of
described it as ‘gonzo journalism’ – where the LEFT: Each flight is a war and simply bask in your surroundings. I kept
writer becomes part of the story – and this is as unique experience thinking: “I’m in a Spitfire” over and over, on
extreme an example of it as you can get. and every passenger repeat.
is treated the same by
The runway slips away beneath us and I look to the professional Aerial Jon instructed me to alert him to any aircraft
my right to see Jamie in PT462 keeping perfect Collective team I might spot in our vicinity. The truth is, like a
FLY A SPITFIRE
RIGHT: That’s quite

the view from Aerial
sprog pilot new to the squadron, the only other
aircraft I see is the other Spitfire formed up on
“The highlight for me,
Collective's private
viewing area
our wingtip, so close, it seems, that you could though, was simply being
almost reach out and touch it. Back on the
ground, when I asked Jon how close we were he up in a Spitfire and in
just smiled and said: “Close enough.”
I have to take my hat off to Jon and all the formation with another.
other pilots and crew involved in these flight
experiences. They remain calm and professional
I can think of no more
throughout, but also attentive and personal, evocative a sight than that”
which is no mean feat when you consider how
many flights of this nature they must make. The
strain of constantly being alert and keeping the
experience enjoyable for all passengers, be it experience for two as Jamie and I did. You can
the first or last of the day, never once showed. even have a Spitfire on 109 (Buchon) tail chase
Constantly checking in with me over the radio, for the ‘full-fat’ Battle of Britain experience.
but also leaving me alone enough to just enjoy Flight experiences vary in length, starting with
my surroundings, we performed a couple of a 30-minute flight, then 40, 50 and 60 minutes.
manoeuvres. The highlight for me, though, was Ours was 30 minutes and I have to say, it was
simply being up in a Spitfire and in formation enough. Simple as that. It was enough. I have
with another. I can think of no more evocative the in-flight footage from the cockpit and tail
a sight than that and, as a writer, I’m almost camera but have only watched it to provide
ashamed to say that I’m struggling to find words some content for work. I don’t feel the need to
to adequately explain the entire experience. watch it again to remind myself of that day.
BELOW: Shared Aerial Collective offers a range of flight The thoughts and emotions I felt flying from
experience: from left, experiences, not just in Spitfires, but also Duxford in a Spitfire will always stay with me.
James and Jamie with
pilots Willy Hackett Hurricanes, Mustangs, Blenheims and Lysanders.
and Jon Gowdy You can fly individually, or in a formation Jamie recounts his experience overleaf...

FLY A SPITFIRE
I was briefed, wearing a flying suit, picking up a

Campbell flying helmet and gloves and walking
towards a Spitfire!
I’ve seen and sat in countless Spitfires over the
years, but it was only then I realised how big ‘she’
really is. With Aerial Collective’s Holly Palmer-
Davison helping strap me in and my pilot Willy
Hackett running through his checks, the engine
soon burst into life. Suddenly, it was me shrouded
in that blue smoke as India X-Ray growled into
life and settled into a heavenly snarl as the
instruments awoke from their slumber. Before
long, the crackling and popping of the Merlin was
broken by Willy running through his checks –
funnily enough I did the same that evening while
getting a Cessna 152 ready to fly! With a burst of
power and a cheery wave from the groundcrew
and those lining up at the fence to see an example
of Mitchell’s masterpiece heading for the skies,
we were soon lined up on Duxford’s runway
24L. Immediately, we were airborne as a pair
and climbing over the hallowed Cambridgeshire
airfield. I wouldn’t be lying if I said that I haven’t
fully processed what happened over the next 20
minutes or so as we weaved through the skies as a
pair, before breaking into an energetic tail chase.
I’ve heard the words ‘You have control’ countless
times while flying over the years, but I never
thought I would hear them over the heavenly
growl of a Rolls-Royce Merlin, while looking over
the iconic elliptical wing of a Spitfire. But there I
was, moving my hand towards PT462’s spade grip,
as I replied to the words with my own – “I have
control”. I was flying a bloody Spitfire!
And yes, while floating through the wild blue
yonder on that truly stunning July afternoon… I
hummed The Battle of Britain soundtrack!
s Friday afternoons go, July 8, ABOVE: The face of

a certain aviation
2022 will live with me for the rest geek journalist, who
of my life. Arriving at the Aerial has just had his first
Collective’s Duxford home, it was taste of flying one of
Supermarine’s finest
like being greeted by old friends.
There was an air of excitement around the
Aircraft Restoration Company/Aerial Collective’s
hangar as one their two-seat Spits burst into life.
No matter how many times you have seen it, you
can’t help but be attracted to the sheer spectacle RIGHT: James and
Jamie during the
of a Rolls-Royce Merlin roaring into life as it flight of a lifetime
shrouds the type’s indomitable lines in a blueish DAVID WHITWORTH
smoke, as a smell – that would earn the person
capable of bottling it millions – wafts through
the air. Sheer heaven.
While chatting all things warbirds with Aerial
Collective’s George Romain and Jack McBride,
I couldn’t help but look on in envy as people
climbed into a waiting two-seater for what is
arguably the ultimate aviation experience – a
flight in a Spitfire. Watching on and smiling at
the thought “One day…”, you can imagine the
RIGHT: Holly Palmer-
look on my face when Jack casually said: “Right, Davison was on-
go get briefed, you’re going up!” Before I knew it, hand to help Jamie
or should I say before it hit me what he meant, into the cockpit

Cockpit
News, views, reader photos, quizzes
flypast@keypublishing.com
and much more
Cornish aerospace attraction set for closure

The CAHC’s Lightning
F.53 ZF580 CAHC
The Cornwall Aviation confirm that we are set to Cornwall Airport, near to the CAHC concluded its
Heritage Centre (CAHC) is to close permanently following new Spaceport Cornwall. statement by saying that it
be permanently closed from Cornwall Council's decision “CAHC was created by was still endeavouring to find
October 31 after Cornwall to no longer support our local people, is privately a solution or, if not successful,
Council announced that it was museum and therefore evict funded, pays commercial to find ways to preserve
withdrawing support. us from our site without rents to Cornwall Council the aircraft and exhibits at
In a statement that has viable alternatives being and is becoming nationally another facility.
now taken social media and offered. The Cornwall Aviation recognised as an aerospace If you would like to sign a
various aviation forums by Heritage Centre is a unique, site of excellence, yet Cornwall petition against the CAHC
storm, CAHC’s management highly successful, interactive Council has failed to recognise closure, it can be found via
said: “It is with heavy hearts aerospace visitor centre the cultural and heritage its Facebook page: www.
and dismay that we can and education hub based at value of our museum.” facebook.com/CornwallAHC
Canadian Avro
Lancaster project
making steady progress
Avro Lancaster B.10 FM104 has been partially reassembled at the Victoria
International Airport-based BC Aviation Museum in British Columbia, Canada.
“Steady progress is being made on this restoration,” the attraction’s Dave Jackson
reports. “A lot of corroded or cut metal has been replaced, the undercarriage
overhauled, canopy rebuilt, and engines disassembled for examination. We are
taking our time to do this right the first time, ensuring we are using the correct
materials and dimensions.” www.bcam.net PHOTO-AARON BURTON

AA27111 WWI I
Messerschmitt
Bf 109G-2 (Trop)
‘Red 1’, Hauptmann Werner
Schröer, Officer Commanding 8./
JG27, Rhodes, Greece, early 1943
£59.99
RRP
GERMAN
DESERT ACE
Welcome to the War Under the Sun!
This distinctive Messerschmitt Bf 109G-2 (Trop) was piloted by German Fighter Ace Werner Schröer out
of Rhodes in early 1943. Schröer would go on to become the second most successful claimant of the
Mediterranean theatre, and by the end of the war was credited with shooting down 114 aircraft. This model
is the first in Corgi’s new range of Second World War aircraft in the new ‘War Under the Sun’ range.
TO FIND OUT MORE ABOUT AVIATION ARCHIVE AND INDEED THE ENTIRE CORGI COLLECTION,
C O N TA C T O U R S A L E S O F F I C E N O W O N 018 4 3 2 3 3 5 2 5 / S A L E S @ H O R N BY. C O M
Cockpit – News
Classic jet restorations gather pace in Serbia
Soko Galeb G2 23170 in a striking new paint scheme at Lisicji Jarak airfield near Belgrade SALINGER IGOR
Former Yugoslav Air Force Yugoslavia, the Galeb ended green camouflage and former of exposure and was also
Soko Galeb G2 23170 / up with the air force of the Yugoslav markings. After a damaged by bomb fragments
YU-YAB has received a Federal Republic of Yugoslavia brief return to Croatia, it was in 1999 during Operation
new look, returning it to (Serbia and Montenegro) until acquired by Galeb Flying Allied Force. On completing
the striking white-and-red withdrawn from operational Club in Serbia, where it is its work, the group hopes
scheme it wore when it rolled use in 1996. Three years later, maintained and flown today. to display '001' at Belgrade
out of the factory in 1968. it flew in civilian hands – in The first Galeb prototype, Aeronautical Museum,
It initially flew from Zadar, the late 1990s it was based at 23001, is currently being located near Belgrade Nikola
in modern-day Croatia. Biggin Hill and appeared at restored by the group. The Tesla International Airport.
After the break-up of former several events in grey-and- jet has suffered the effects SALINGER IGOR
Metheringham
Dakota fundraiser
Lincolnshire’s Metheringham Airfield Visitor Centre has launched a
fundraising campaign to help it repaint 1944-built Douglas C-47A Dakota
KG651. It’s aiming to keep one side in newly applied colours that maintain its
original RAF identity, with the other representing a USAAF C-47A Skytrain.
The identity of the USAAF side can be specified by anyone making a single
donation of £1,000. See www.justgiving.com/campaign/MAVC-DAKOTA MAVC
Navy Wings Swordfish

flies again after overhaul
Fairey Swordfish Mk.I W5856 made its first flight in almost a year on August 17,
following an extensive engine rebuild by Retro Track & Air. The entire propulsion
system (engine, propeller, oil/fuel tanks and oil cooler) was fully overhauled before
Lt Cdr Glenn Allison took the 1941-built aircraft aloft for a successful 30-minute flight
from Yeovilton. www.navywings.org.uk LEE HOWARD

Airworthy Mustang goes ‘home’ to Australia
Former RAAF North significant restorative work,
American P-51D Mustang partly due to having been
44-13016 (A68-674) has held in external storage for
returned to Australia several years. It was sold to
after being acquired by Steve Wilmans of King City
collector Doug Hamilton Aviation, California, with
of Wangaratta, Victoria. restoration work beginning
Registered VH-LUI, it’s set in 1984. The fighter made its
to join Doug’s Curtiss P-40 first flight in nearly 40 years
Kittyhawk at its new home. during 1992, and flew on the
After being retired from US register as N5551D until
military service, the moving to Wanaka, New
aircraft changed hands Zealand, where it flew again
several times and required in 2005. PHIL BUCKLEY Mustang 44-13016 is now resident in Australia GAVIN CONROY
‘Flying Crane’ taking Sale of US warbird

shape in Connecticut fleet confirmed
The sole Sikorsky S-60 ‘Flying director Bill Fickes. “It’s one The extensive aircraft proceeds will be earmarked
Crane’ has entered a 12th of the most extensive and collection belonging to the for philanthropy.” WHM
year of restoration at the difficult restorations ever.” late Paul Allen’s Flying plans to reopen FHCAM to the
Connecticut Air and Space The cockpit and tail boom Heritage and Combat Armor public at its current location
Center (CASC) in Stratford, are close to completion, with Museum (FHCAM) has been within the next year and will
Connecticut. After suffering the team now turning its sold to the Wartime History share additional details when
an accident on April 3, 1961, attention to the machine’s Museum (WHM), a non-profit plans are finalised.
the remains were donated to centre section, which was organisation established by “This incredible collection
the New England Air Museum largely destroyed in the warbird pilot Steuart Walton. reminds us of the significance
and, in 2010, transferred to accident. A replacement The collection will remain vintage aircraft have had on
the skilled volunteers at CASC. CH-37/S-56 section has been at its current location, Paine our nation,” said Steuart. “We
First flown in 1959, the S-60 sourced, but each of the Field in Everett, Washington hope to share these important
was a conceptual helicopter four main beam attachment State. A statement from artefacts for generations
that ultimately led to the fittings need to be moved 16in FHCAM confirmed the assets to come and unearth
CH-54/S-64 Skycrane. “The inboard to accommodate the were “being sold consistent inspiring stories to help fuel
S-60 was the last design narrower S-60 cockpit and with Allen’s wishes.” innovation, understanding
that Igor Sikorsky was fully tail boom. ctairandspace.org Terms of the agreement and exploration.”
involved in,” said project WITH THANKS TO JERRY O’NEILL were not disclosed, but “all www.flyingheritage.org
The unique Sikorsky S-60 ‘Flying Crane’ laid out during the Connecticut Air and The Scaled Composites White Knight carrier aircraft suspended above warbirds at
Space Center’s successful Helicopter Weekend in July JERRY O’NEILL the Flying Heritage and Combat Armor Museum ERIC FRIEDEBACH

Cockpit – News
Charity in talks to move Avro Vulcan XH558

to a new home in 2023
see and hear the mighty John said: “The option for a
V-bomber fly at airshows one-off flight demonstrates
and other events. John that VTST is exploring
added: “Since the aircraft every option.
was grounded in 2015, we’ve ”We were always told that
been working to build her we would not get approval
the type of home that befits for her to fly again by the
such an iconic piece of CAA. However, we are now
aviation history. Sadly, our in discussion with them to
latest fundraising appeal explore any potential way
didn’t bring in the money forward. If this might be
ABOVE: The Vulcan at its Doncaster home KEY COLLECTION needed to build a hangar. an option, it’s not one we
We are working on two can ignore.
Avro Vulcan B.2 XH558 is John Sharman, chairman potential sites where we “The alternative is to
being prepared for a move of VTST trustees, said: “Our know we can protect her for dismantle the aircraft and
away from Doncaster Sheffield current agreement for decades to come and deliver move it to a proposed home
Airport (DSA), scheduled for parking our aircraft at DSA, on [project founder, the late] and we have two potential
June 2023 – and the team together with access for our Robert Pleming’s vision, locations under negotiation.
hasn’t ruled out the tantalising staff, volunteers, and visitors, inspiring youngsters to As soon as a decision has been
possibility of flying the iconic runs until June 2023. We have pursue productive careers in made, we’ll be able to put the
machine out. to leave the site at that time. engineering. Relocation will wheels in motion and we’ll
Vulcan to the Sky Trust This is a blow to the Trust bring significant challenges keep our supporters updated
(VTST), the charity behind and will be very sad news but outcomes we believe the throughout this process.”
the restoration and return for our supporters but for VTST can deliver.” Yorkshire Air Museum has
to flight of XH558, has been some months we have been VTST is exploring a number countered speculation by
renting space on the airfield exploring options for XH558 of options, including the confirming that it will not be
from DSA for the aircraft to leave Doncaster.” possibility of a short ferry taking on XH558.
following an unsuccessful XH558 flew into the airport flight to get the aircraft to www.vulcantothesky.org
fundraising campaign to in March 2011 and, for a a new location intact, or
build a new permanent home number of years, millions dismantle and rebuild it in a BELOW: Avro Vulcan B.2 XH558 flying
for the Vulcan. of supporters were able to dedicated permanent home. in 2015 JOHN DIBBS-VTST

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Cockpit – News
Australian Twin Pioneer flies to new home

Scottish Aviation Twin flight to its new home on July Australian company Aerial carried out by a team of
Pioneer VH-SYS has joined 30. It was the penultimate Agriculture. It sat in open volunteers led by Richard
the HARS collection at example from a production storage until January 1982 Thompson. It successfully
Albion Park in New South run of 87 airframes and until being certified for flew again a few years ago,
Wales, having been based initially flew with the flight operations, which it with Richard changing the
at nearby Wedderburn for Royal Malaysian Air Force undertook until 2011. registration to VH-SYS in
many years. as FM1066. It entered Transferred to Wedderburn tribute to former owner Sy
The 1962-built British civilian hands in 1972, as VH-EVB, further work Allsep. www.hars.org.au
classic made the short when it was acquired by to return it to the skies was PHIL BUCKLEY
Twin Pioneer VH-SYS pictured at

Wedderburn in 2017 PHIL BUCKLEY
Excavated Messerschmitt engines on display

A special exhibition has ABSA 39-45 undertook a
recently been mounted successful quest to locate the
in Monterblanc, France, crashed aircraft. Of the pilots,
showcasing the engines of only the remains of 21-year-
three JG 53 Messerschmitt old Lt Harti Schmiedel were
Bf 109s that crashed in the recovered. He was laid to
region during 1944. rest in Mont-de-Huisnes
On June 12 and 13 that year, cemetery in Normandy and,
fighters from II/JG 53 took thanks to further research
off on missions from Vannes- by ABSA 39-45, his funeral
Meucon airfield – the unit was attended by his wartime
was based there for around fiancée, some 60 years after
a week after D-Day. Their his death.
objective was to intercept In July and August this
Allied bombers, but three year, the engines from the
did not return to base, having three Bf 109s were displayed
been shot down close to Ille- together for the first time
et-Vilaine and Morbihan in at Monterblanc’s library.
Brittany, and the wrecks were The town is located close to
never recovered. Vannes-Meucon, from which
In 1982, 2003 and 2004, the fighters were operating. The Daimler-Benz engine from Helmut Rosenbaum’s Messerschmitt Bf 109 on
the Air Mémorial group and WITH THANKS TO FRANK BERNARD display at the town library in Monterblanc in northwest France VIA FRANK BERNARD

South Wales museum Warbird tragedies in
receives Canberra Czech Republic and US
Pilot Petr Paces was killed Tocná Aviation Museum near
when Hawker Hurricane Prague, arriving in June.
Mk.IV KZ321 (BE150/ The warbird world was
OO-HUR) was lost in an hit by a second tragedy
accident at Cheb on August on September 2, when
14. Returned to the skies by acclaimed racing pilot
Hawker Restorations for The Sherman Smoot was lost in
Fighter Collection in 2003, modified Yakovlev Yak-11
the Hurricane subsequently Czech Mate as he prepared
flew with Vintage Wings of for Nevada’s annual Reno Air
Canada before returning to Races. The aircraft crashed
Canberra WK126 was delivered to St Athan in August GARY SPOORS-GJD Europe. It was acquired by at Minter Field Airport in
a group connected with the California.
The St Athan-based South TT.18 status in 1967 by BAC
Wales Aviation Museum took at Salmesbury in Lancashire,
delivery of 1954-built English and then transferred to
Electric Canberra TT.18 the Royal Navy. It served
WK126 in August in a move with flight refuelling units,
facilitated by Gary Spoors’ including stints at Tarrant
GJD Services. The airframe is Rushton and Yeovilton.
reported to be in fairly good The jet has been subject to
condition, although vandals various modifications and
have smashed the canopy refurbishments over the
and nose glass. years, ending its service days
WK126 was built as a B.2 at in storage at St Athan. From
Woodford in Cheshire and 1996 it had been resident
was initially assigned to in disassembled state at
9 Squadron before moving Gloucester’s Jet Age Museum,
on to Wittering-based 100 prior to its recent move.
Squadron. It was converted to www.swam.online Hawker Hurricane Mk.IV KZ321 VIA TOCNÁ AIRPORT
New colours for Dumfries Hunter and Meteor

The team at Dumfries &
Galloway Aviation Museum
has finished repainting
two of the attraction’s
aircraft. Hawker Hunter F.4
WT746 has been given an
eye-catching Black Arrows
livery, although it never
actually flew with the
display team. 1952-built
Gloster Meteor T.7 WL375
has been returned to the
last scheme it wore with
the Aircraft Experimental
Establishment at West
Freugh, including a
distinctive yellow
fin and rudder.
For more see www.
dumfriesaviationmuseum.
com WITH THANKS TO BOB SLOAN

Cockpit – News
Chilean Air Force gifts four aircraft

to museum collection
2000s. Sadly, the museum has
said farewell to Douglas
DC-3 CC-CBW.
The aircraft’s condition had
deteriorated after many years
of exposure, but it is now
serving as a useful source
of spares for the attraction’s
remaining DC-3/C-47.
LEFT: Learjet FACh 351 has recently
been repainted at Chile’s MNAE
WORDS AND PICTURES: ÁLVARO ROMERO
BELOW: A project to restore Grumman

HU-16B Albatross FACh 570 is nearing
completion
Chile’s Museo Nacional into the inevitably complex

Aeronáutico y del Espacio logistics of disassembling and
(MNAE) celebrated its 78th shipping the larger aircraft to
anniversary by confirming the museum.
that the Chilean Air Force MNAE has also received
(FACh) is to donate four Beechcraft H35 Bonanza
aircraft to its collection. D4888, which was donated
These comprise two Bell by a private owner, and is
UH-1Hs (H-76 and H-78), a in the process of completing
Lockheed C-130B Hercules restoration work on
(FACh 998), and perhaps more Grumman HU-16B Albatross
interestingly, a unique Boeing FACh 570, and Learjet 35 FACh
707 Cóndor AEW 351, which is being returned
(IAI Phalcon). to a colour scheme it wore
Staff are currently looking in service prior to the early
Military
Beechcraft
poised for
restoration
in Florida
Beechcraft RU-21 67-18113 is to be
moved to the restoration hangar at
Florida’s Valiant Air Command Museum,
where it will be fully refurbished to
static display condition. The exhibit, an
airborne radio direction finding variant
of the U-21A, has been a resident at
the Titusville attraction for several
years. It flew with the 1st Army Security
Agency Aviation Company from 1972
TONY SACKETOS

THE BATTLE OF BRITAIN
COMBAT ARCHIVE SERIES
“The greatest work on the Battle of Britain ever published”
Volume 13 expected November 2022
Sample Pages at
WWW.WINGLEADER .CO.UK
Cockpit – News
Supermarine racer project

under way in Cornwall
Somerset, with the aircraft’s the aircraft will eventually
eventual test flying taking be housed in an original
place at the home of 1914-built hangar. All being
Supermarine, Calshot in well, the aircraft should
Hampshire, where the original fly in time to celebrate
seaplanes and early Spitfires the centenary of the S.5’s
were built. Calshot was also Schneider win, in 2027. www.
a venue for the Schneider supermarineseaplane.co.uk
Trophy. The charity hopes WITH THANKS TO WILL HOSIE
A Supermarine S.5 is being ABOVE: Some of the hard-working

created at Bodmin in Cornwall team. Left to right: Paul Myers, Bruce
Keeping, Rod Bellamy, John Blick,
by the charity Supermarine Will Hosie, and Ian Wood
Seaplane. It aims to use the BOTH SUPERMARINE SEAPLANE
skills of local designers and
engineers to return one of RIGHT: The S.5’s wings are being
these magnificent aeroplanes, constructed in Bodmin
originally designed in the 1920s
to participate in the Schneider charity will then turn its
Trophy, to the skies. The S.5 attention to the floats, fuselage
turned out to be significant, not and engine. It is keen to work
to mention being among the with local schools and is
most eye-catching aeroplanes looking for additional, locally
ever built; it was the forerunner based people with relevant
to a line of racing aircraft that skills. The construction is
ultimately led to the Spitfire. being led by Rod Bellamy, who
Already on the UK civil has 40 years of experience
register as G-SNDR, the both flying and building
reproduction’s wings are aircraft, supported by Bruce
currently being assembled at Keeping who specialises in
Bodmin’s Cornwall Flying Club timber composite materials.
and are due for completion Large components of the
in the next few months. The aircraft will be stored in
We Salute You
Flt Lt Richard E Boyd DFC – one of relatively few RAF pilots to earn US wings as well as RAF wings, flew 33 operations with
195 Squadron and participated in raids on Dresden – died on August 17, age 100; Lt Col James Dawson AFC – Army Air Corps
helicopter pilot who served during the Indonesian Confrontation, was deputy CFI at Middle Wallop and served on the Lynx
Intensive Flying Trials Unit – on June 23, aged 93; Frank Dell – Mosquito pilot of 692 Squadron shot down and rescued by
the Dutch Resistance, later chairman of the RAF Escaping Society – on May 30, aged 99; Stella ‘Jaye’ Edwards – was the last
surviving British ATA pilot, and flew more than 20 different types, including Spitfires and Mustangs – on August 15, aged
103; Norman Ellis Gregory – flew ‘ops’ in 101 Squadron Lancasters before being shot down on May 22/23, 1944, and taken
prisoner; he subsequently survived POW camps and the ‘long marches’ prior to liberation – on August 22, aged 100; Gp Capt
Reg Jordan DFC AFC – Liberator pilot over Burma with 356 Squadron who later became a senior instructor at the Central
Flying School – on June 30, aged 98; David Williams – a trainee wartime pilot who became the long-time chairman of The
Spitfire Society, Eastern Region – on July 1, aged 101.

Pilot Dan Griffith making the
last flight in the Desford on
August 19 KEY-JAMIE EWAN
Unique Reid and Sigrist Desford

completes final flight
The only Reid and Sigrist it was pushed along the Service since 1991, the time since 1978. However,
Desford, VZ728 (G-AGOS) access road into the adjacent Desford was stored at while the Desford’s test-
was delivered by air to museum premises. Snibston Discovery Park flying programme was
Nottinghamshire’s Newark The future of G-AGOS, at Coalville as there was completed in December
Air Museum on August 19, which was conceived – insufficient room to put it 2020, Leicestershire County
thereby bringing its flying and initially flown – as a on public display. When Council decided that it would
career to a close. trainer, designated RS3, the council decided to not continue to be flown
Test and display pilot before being modified to close Snibston, questions and agreed to retire it to
Dan Griffith delivered the RS4 configuration for prone were raised over where the Newark. On arrival, G-AGOS
1945-vintage twin-prop from pilot trials beginning in aircraft could be kept. was initially put into the
Spanhoe, Northamptonshire, 1951, had been uncertain In 2014, it was moved to attraction’s Hangar 2, but in
where it had been restored for some time. Owned Spanhoe, where Windmill future will be permanently
to airworthiness by by Leicestershire County Aviation embarked upon a exhibited in Hangar 1.
Windmill Aviation. He Council from 2005, return to flight, headed by There will be a detailed
landed the Desford on a grass having previously been company boss Carl Tyers. feature looking at this
strip within the Newark loaned to the council-run On April 22, 2018, G-AGOS remarkable aeroplane in next
Showground site, after which Leicestershire Museum took to the air for the first month’s issue of FlyPast.
Dan brings the unique aeroplane in to land at Newark KEY-BEN DUNNELL The Desford about to shut down at the conclusion of its final flight KEY-BEN DUNNELL

Cockpit – Aircraft for sale
DHC Supermunk Becker AR6201 8.33 KHZ

Radio and Becker Mode S
Transponder. Also new as at
Built in 1952, this De Vintage Fabrics were given restoration are magnetos,
Havilland Canada the task of returning this carburettor, fuel pump and
Supermunk is exclusively for aircraft to its former glory. starter, with a new compass
sale with Eagles Eleven. It The reliable and easily fitted in November 2021.
was previously operated by maintained 180hp Lycoming The aircraft is hangared at
the Royal Air Force Gliding engine was also zero-timed Westair Blackpool Airport in
& Soaring Association with by Multiflight and the aircraft Lancashire and is now ready
whom it saw service from has flown just 50 hours since to view by appointment.
1974 until 2017. its restoration. It is priced at £112,000 (plus
After spending a short Currently on the UK register tax if applicable).
period at the Coventry as G-BCKN, the machine For more information visit
Gliding Club, the aircraft was benefits from a Garmin G5, www.eagles11.com
acquired by its current owner
who spared no expense in
restoring this unusual version
of De Havilland Canada’s
famous Chipmunk.
Having restored more
than 30 examples and being
renowned for their expertise
with the famous ‘breed’,
Clive and Andrew Denney of
TOP: G-BCKN has flown just 50 hours

since being restored by Vintage Fabrics
ALL IMAGES ROB STEWART VIA EAGLES ELEVEN
ABOVE RIGHT: The current owner kept a

very loose hold on the purse strings in
the restoration of G-BCKN
RIGHT: The Supermunk has a range of

225nm and cruising speed of 90kts

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Commander J.B “Willie” Tait. A formation of 31 Lancaster bombers from
617 and 9 Squadrons attacked the German battleship from 11,000 feet, each
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was credited with a direct hit and the Tirpitz took on a noticeable list.The
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Cockpit – Bentley Priory Museum
Fighter Command HQ
Bentley Priory in north
Where: Bentley Priory Museum, west London was acquired
Mansion House Drive, Stanmore, by the Air Ministry in 1926.
HA7 3FB The former Augustinian
Tel: (+44) 020 8950 5526 friary, stately home, hotel
Web: bentleypriorymuseum.org.uk and girls’ school became the
home of the newly formed
Fighter Command in July
1936, with Air Chief Marshal
Sir Hugh Dowding taking
up the position of its first
commander-in-chief.
Fighter Command was
RIGHT: After eight years of
combined with Bomber
planning and fundraising,
Bentley Priory Museum opened Command in 1968, to form
to the public in 2013 Strike Command and
KEY-JAMES PEENE Bentley Priory became an
administrative and training
BELOW: The rotunda is full of unit. The RAF finally left
fascinating artifacts relating to in 2008 and Bentley Priory
Fighter Command and the Battle Museum was opened in
of Britain, many of which were
donated by former pilots and 2013. The Grade II* listed
their families Officer’s Mess and Italian

LEFT: The Italian gardens will
be familiar to anyone who has
watched the classic 1969 film
Battle of Britain
BELOW: An original Operations

Room clock which dates from
Bentley Priory’s days during the
Battle of Britain
BOTTOM: Situated on the

right-hand side of the entrance
and designed by Brian Nicholls,
the Hurricane window was
created in 1990
“The Italian gardens will be

familiar to fans of the 1969 ‘Battle of
Britain’ film, with Lawrence Olivier
playing the part of Dowding”
gardens will be familiar to
fans of the 1969 Battle of
Britain film, with Lawrence
Olivier playing the part of
Dowding, and walking out
on the veranda to look at the
sky in the closing scene of
the film.
Dowding’s original office
and furniture remain in
place, but looking up at
the blue-painted ceiling
reveals white specks that
on closer scrutiny reveal
themselves to be tiny British
and German aircraft flying
into battle. There is history
at every turn and something
of interest everywhere you
look, from the stunning
stained-glass windows
in the entrance hall to
the massive oil paintings,
medals, uniforms and
memorabilia in the rotunda.
Anyone with even a passing
interest in this country’s
‘finest hour’ should pay a
visit to this historic building
and its fantastic collection.
Details on admissions,
directions and further
information can be obtained
via the website.
Cockpit – Collectors’ Corner
FAR LEFT: One inch to one mile of 11

Group airfields and flying obstructions
ALL IMAGES JAMES PEENE / KEY COLLECTION
LEFT: Southeast England was a lot

quieter in 1940 – on the ground, at least,
albeit not in the air
BELOW: Yesteryear's essential flying kit is

today's wall art and conversation piece
RAF aeronautical map information essential to any

pilot navigating their way
points of reference. Framing
something so large, ideally
over the area at the time, with UV protective glass to
An old map of southeast RAF aeronautical map that’s such as the position prevent the precious subject
England and London might chock full of now historic of artillery ranges, air material from being damaged
not sound like the most names, such as Manston, gunnery and bombing by the sunlight, can add
interesting thing to hang Hawkinge, Hornchurch and ranges, military balloons, to the cost, but purchasing
on your wall, until you look Tangmere – many of these marine and air lights. maps of this nature is easy
a little closer and begin to airfields would become well Once you start looking, enough with the likes of eBay
take in some of the finer known for their vital role you can lose yourself in and other online auction
details. For example, the during the Battle of Britain. the details, searching for sites throwing them up on a
map is dated 1940 and it’s an It also features a wealth of favourite airfields and regular basis.

FlyPost Reader comment, events and more
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 contri-
butions as we can, we apologise to all those readers who have taken the time to write in but didn’t get into print.
Five months of the Mosquito

Having attended a Rhodesia (now Zimbabwe) Thus it was with some culminated in them
presentation at the and gaining our wings excitement tinged with refusing to fly. The result
Boscombe Down Aviation flying the North American a little trepidation that, was drastic. All aircrew
Collection given by The Harvard, the majority of my in January 1949, I was were gathered in a room
People’s Mosquito about its course was sent to either a first introduced to the and addressed by the
restoration of RL249 and Spitfire Advanced Flying Mossie – it was a large Station Commander, who
receiving my July School (AFS) to fly step from the Harvard. read us the riot act. There
issue of FlyPast fighters or to a I was crewed with an was an immediate return
with its Wellington AFS ex-Bomber Command to work, but I must say that
splendid de to fly bombers. navigator and joined four I had every sympathy for
Star
Havilland Just two of other crews, including the unhappy navs.
content, us, Shep and Shep, to form Course At course end, I was
letter
my I, were sent No.131. So commenced one disappointed at being sent
nostalgia to No.204 of the most exciting and to a Bristol Brigand OCU
for this AFS at RAF enjoyable five months of while Shep was posted
wonderful Driffield to fly my life. to a Mosquito squadron
aircraft was Mosquitos for During my time there in Germany where,
rekindled. I eventual fighter- were numerous accidents, unfortunately, within
wanted to write bomber service. This two resulting in fatalities, three months he was killed
a few lines about my AFS had already gained a the vast majority being in a flying accident. The
short experience flying rather dubious reputation ‘ground-loops’. There Mosquito was certainly a
the Mossie, including a for its high accident rate were mutterings among delight to fly, but it could
dramatic episode. – Shep and I were given the navigators at having also be unforgiving.
On completion of flying a humorous ‘wake’ at our to fly with inexperienced VIC CAMPDEN
training in Southern farewell party! ‘sprog’ pilots which finally SALISBURY, WILTSHIRE
Inspired by beautiful de Havilland

The July issue’s de Havilland flight – the Comet on July 27, three years later was to 51 de Havilland’s successes
theme drew me to some 1949, with John Cunningham Squadron at Watton. Imagine and low points. I owe my
special childhood memories. at the controls. Thirty-one my feelings on arrival, love of jets to sitting in my
I was born in one of three minutes later it cast its graceful seeing three Comets and four bedroom window watching
houses in direct line with shadow over our house and Canberras! To me, the Comet all the great DH aircraft,
the runway at Hatfield, and garden when it landed. is the most beautiful aircraft and to my grandad who
I spent many of my young I always wanted to be an ever designed and built. I worked there as a parts
years watching from our engineer and entered the RAF ended my RAF career on a inspector. Well done and
back bedroom the aircraft as a ‘Trenchard Brat’ with the third iconic British aircraft, thank you.
taking off and landing. This title of an 88th Entry Airframe the Lightning. Now at 80 years KEN PEGDEN
included a famous maiden Apprentice. My first posting of age I have always followed KINGSKERSWELL, DEVON

FlyPost
Applause for ‘Twelve O’Clock High’

In his editorial for the and made only four years on the abandoned runway are poor little lambs’ as
September issue, James after the end of the war, at the fictional Archbury. He sung by the crews. Even
Peene registered his praise which gives it an immediacy is clearly remembering his writing this description, I
for the film Twelve O’Clock and authenticity that others wartime experience. We hear find it spine-tingling. If you
High and I would like to lack. James mentions one of the sound of aero engines have never seen this film I
echo his comments. As the most memorable scenes starting and building to a would urge you to watch it.
James says, it was filmed in the film – we see Maj crescendo, and overlying that TERRY HAMMOND
entirely in black and white Stovall (Dean Jagger) stood is the haunting chorus of ‘We BOLTON, LANCASHIRE
Crafting the ‘wooden

wonders’
In the July issue it was The company also made
interesting to see a mention decoy tanks – ‘parked’
of the Horsa, another around East Anglia to fool
‘wooden wonder’ alongside the Germans into believing
the Mosquito. Both being the main thrust of D-Day
built from wood, it meant would be sent into the Pas
that ‘non-strategic’ furniture de Calais region. Lebus
makers could be used as had a huge fleet of trucks
sub-contractors. One of the to deliver their products...
largest was Tottenham-based a common sight in London
Harris Lebus. They made and the Home Counties
so many components that then. Their boss Sir Herman
they were able to persuade Lebus was knighted. One of
de Havilland, who were also his sons served in the Royal
involved in the design of the Marines under my father.
Horsa, to introduce changes MICHAEL POWELL
to improve manufacturing. VIA EMAIL
ABOVE: Test pilot and night-fighter ace Gp Capt John Cunningham CBE
DSO** DFC* AE VIA G PITCHFORK
Just Jane’s low pass Special memento

As June saw the 53rd the route wasn’t publicised July’s article on John programme signed by
anniversary of Avro in advance, and it would Cunningham reminded me test pilots: Cunningham,
Lancaster Just Jane’s have been sheer good of a visit to Farnborough Air Bill Bedford and Hugh
last flight (to date), I fortune for someone to Show in 1962. I was lucky Merewether (Hawker
wondered if anyone had have been in the vicinity enough to be taken there Siddeley), Hedley Hazelden
a photograph of her low with a camera. It would, by Folland test pilot Ted (Handley Page), Jock Bryce
pass over Llyn Tegid however, be great to see the Tennant and English Electric’s and Brian Trubshaw
(Bala Lake) en route from late Neil Williams doing Lionel Taylor. Apart from (Vickers), Geoffrey Auty
Hullavington to Squires his own ‘Dambusters’ bit! the amazing flying displays, (Bristol), and others. Unique!
Gate, Blackpool? It’s MARTIN COLLINS my main memory was that RICHARD BERRILL
probably a long shot, as LINDFIELD, WEST SUSSEX these men got my official OWLS GREEN, SUFFOLK

Cockpit – Reviews
Critical Pacific battle From trainer to fighter

THE CACTUS AIR FORCE – AIR personal accounts of the GNAT BOYS – TRUE TALES of Indian pilots who flew
WAR OVER GUADALCANAL US participants taken from FROM RAF, INDIAN AND the Gnat in combat are
Eric Hammel and Thomas interviews and diaries. These FINNISH PILOTS particularly welcome. The
McKelvey Cleaver graphic and moving accounts Rick Peacock-Edwards book is profusely illustrated,
HBK, ILLUS, 335pp, £25 create a vivid narrative for and Tom Eeles though the paucity of IAF
www.ospreypublishing.com the reader. This book is pacy HBK, ILLUS, 253pp, £25 photos is unfortunate but
and lively, so it should delight www.grubstreet.co.uk understandable. This is an
The Allied success during the both military historians and enjoyable read for both the
pivotal battle for Guadalcanal the more general reader. It For generations of RAF general reader and those
marked the furthest expansion is well worth the £25 cover pilots, the path to the who flew this diminutive
south for the Japanese in price. ANDREW THOMAS cockpit of a fast jet lay icon. ANDREW THOMAS
World War Two – Allied via advanced training on
victory removed any potential the Folland (later Hawker
threat to New Zealand. The Siddeley) Gnat. This very
air fighting over Guadalcanal well written book compiled
– code-named ‘Cactus’ – was by two former Gnat flying
long and bitterly contested, instructors focuses on the
with the beleaguered US Navy experience of RAF pilots,
and Marine aviators facing where the reader can
experienced adversaries who readily visualise hurtling
frequently outnumbered through the valleys of
the defenders. This superbly central Wales at high speed.
written description of Of particular interest will
the conflict in the Pacific be accounts of the type’s use
chronicles these battles with in formation aerobatics and
reference to official records the creation of the legendary
and, more importantly, Red Arrows. The narratives
Rotary wings at sea Definitive history

FLEET AIR ARM BOYS VOL 3: These are enthralling tales WIMPY – A DETAILED but on increasingly hard-
HELICOPTERS – TRUE TALES that highlight the hazards of HISTORY OF THE VICKERS to-find personal accounts
FROM ROYAL NAVY AIR flying from a pitching deck WELLINGTON IN SERVICE from veterans. The result is
AND GROUND CREW at sea, operations every bit Steve Bond a diligent and outstanding
Steve Bond as challenging as flying in SBK, ILLUS, 256pp, £20 record that comprehensively
HBK, ILLUS, 286pp, £25 the winds of the Falklands www.grubstreet.co.uk covers everything from the
www.grubstreet.co.uk or deserts of Afghanistan. Wellington’s early bombing
It’s a worthy addition to the First published in 2014 and campaigns to its later service
The latest addition to the popular series. ANDREW THOMAS now available in paperback with the FAA and the French.
popular Grub Street ‘Boys’ for the first time, Steve
series is the eagerly awaited Bond’s work redresses the
volume covering the rotary surprising lack of books
wing force. This well produced about the remarkable
title provides insights mainly Vickers Wellington. Historic
from aircrew, but with aviation enthusiasts will
welcome inputs from the know that the ‘Wimpy’
indispensable maintainers. was responsible for a
The well-chosen selection number of RAF ‘firsts’ –
covers everything from the only RAF bomber to
training through the early serve in its original role
tribulations of anti-submarine from the first day of war
warfare in often unreliable to the last, the first type to
Whirlwinds and Wessex to bomb Germany, and so on.
the modern glass cockpits of Steve’s work draws not just
today’s Merlins and Wildcats. on official documentation

The Commemorative Veteran Star Medal
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ROYAL INTERNATIONAL AIR TATTOO 2022
RIGHT: Top Aces’ North

American Douglas
Headlining
A-4N Skyhawk C-FGZE
is a veteran of both
the US Navy and the
Israeli Air Force
FAR RIGHT: German-

based P-51D Mustang
44-72927 WZ-W
'Frances Dell' (N51ZW)
was part of the 75th
Anniversary of the
USAF line-up
RIGHT: Canadair CL-
13 Sabre Mk.6 (F-86E)
01675/FU-675 (F-AYSB)
is owned by noted
French warbird expert
Frédéric Akary of
Mistral Warbirds
FAR RIGHT: One of

two former FedEx
Boeing 727-2S2F(RE)
freighters converted
for use by Oil Spill
Response Limited

g Historics
More than 200,000 people attended the Royal International
Air Tattoo at RAF Fairford following a two-year hiatus.
FlyPast’s Jamie Ewan was one of them
W
hile many States Air Force – civilian and Helicopters’ Westland Wessex BELOW: Wearing the
believe the Royal historic aircraft were key in filling HU.5 XT761 and one of its all- eye-catching colours
of a Mk.IXc flown by
International Air the gaps that modern air forces yellow search-and-rescue Sea Lt Robert Connor of
Tattoo (RIAT) is can no longer fill. These included King HARs from the same the USAAF’s 309th
solely for the diehard fast or heavy types often relegated to history or manufacturer. Also present was Fighter Squadron
while serving in
jet enthusiast, this year’s event left to the mercy of the ‘scrappers’ East Midlands Airport-based Jet the Mediterranean
revealed that historic types and and private individuals, both in Provost T.5 (XW324/U), a pair theatre of operations
warbirds are equally important, the air and on the ground. of rocket-touting Vietnam-era during 1944, the
especially in the days when In the air, the RAF’s Battle of Cessnas in the form of an L-19 Bird Suffolk Spitfire –
Supermarine Spitfire
military air arm’s attentions are Britain Memorial Flight led the Dog (G-VNAM, see p106) and an Mk.XVIe RW382/
focused elsewhere. With more way with its evocative three-ship O-2A Skymaster. There was also WZ-RR ‘Porky II’
than 266 aircraft from across the comprising Lancaster, Hurricane a plethora of ‘L Birds’, including a (GPBIX) – shares the
globe descending on RAF Fairford and Spitfire, while the Rolls-Royce stunning Italian Air Force marked ‘flightline’ with USAF
Lockheed Martin
in Gloucestershire, the majority Heritage Flight's Mk.XIX revealed example, as well as Hawker F-35A Lightning II
of those touching down on the the sheer power and grace of a Hunter Aviation’s ex-Embraer 19-5475/LN of the
hallowed runway were historic. Griffon-powered Spitfire. Hunter T.72 ‘chase plane’ XE688 RAF Lakenheath-
based 48th Fighter
With two very identifiable themes On the ground, visitors were and a trio SAAB ‘twins’ –Viggen, Wing’s 495th Fighter
across the show – Training and treated to the glorious sight of Lansen and Draken – from the Squadron 'Valkyries'
the 75th Anniversary of the United Chard, Somerset-based Historic Swedish Air Force Historic Flight. ALL IMAGES KEY–JAMIE EWAN

LITTLE GRANSDEN AIR & CAR SHOW
Cambridgeshire
corker! MAIN IMAGE: ‘White 27’: Bedecked in the blue
and yellow markings of Ukraine, Yakovlev
Yak-3U F-AZIM topsides the Little Gransden
crowd in the hands of owner Bob Davies on
August 28 ALL IMAGES KEY-JAMIE EWAN
Now in its 30th year, Little Gransden’s

Air & Car Show has raised an
incredible £320,000 for charity since
its inception. With 2022’s edition on
August 28 adding more than £50,000
to that figure, FlyPast’s Jamie Ewan
reports from this oft-overlooked gem
on the UK airshow circuit
RIGHT: Although slated BELOW: The show

to make its post- allowed many visitors the
restoration debut chance to catch up with
following an engine the Cambridge Bomber
failure in 2018, Mark and Fighter Society’s
Jefferies’ Yakovlev efforts in restoring
Yak-11 ‘Moose’ G-OYAK Hawker Hurricane Mk.I
(actually a Czech L1639 – a Battle of
licence-built Let C-11) France veteran shot
was beaten by the down over the north of
weather, resulting in that country on May 14,
the Russian-marked 1940, while being flown
machine completing a by Sqn Ldr James B
ground run instead Parnall of 504 Squadron
RIGHT: Stuart
Blanchard was
on hand with an
incredibly energetic
display in his stunning
1947-built Miles M65
Gemini 1A – G-AKHP
RIGHT: An icon and

its shadow: The
Duxford-based Historic
Aircraft Collection’s
Supermarine Spitfire
Mk.Vb BM597
(G-MKVB) looking the
part while awaiting its
slot on the hallowed
grass of Little
Gransden

LEFT: Noted vintage
aircraft exponent
'Taff' Stone climbs
out in his delightful
Spanish-marked
1940-built CASA
1-133 Jungmeister
for a magical display
of world class
aerobatics. The
aircraft has recently
emerged from a
near-decade
long restoration
LEFT: RCAF Lockheed

CP-140 Aurora 140116
from 405 (Vancouver)
Long Range Patrol
Squadron fills the
skies with the drone
of Allison turboprops
during a single flypast.
The unit traces its
lineage to No.8
(Pathfinder) Group
based at nearby
Gransden Lodge
Airfield during
World War Two
BELOW: With its

incredible art deco-
esque lines, Nigel
Finlayson and
David Peters’ Little
Gransden-based Waco
Aircraft Company
Waco UPF-7 (G-UPFS)
makes a welcome
appearance in the
static display

Cockpit – Model Citizen
RIGHT: Left unpainted, the bare

metal finish shows off the elegant
beauty of Mitchell’s masterpiece
ALL IMAGES DAVID GLEN
FAR RIGHT: Gun button set to safe on

the 1:5 scale spade grip
BELOW: David’s model is accurate to

the last rivet and smallest detail, and
measures eight feet in length
Information
Project: Supermarine Spitfire Mk.I
Scale: 1:5
Builder: David Glen
A fitting tribute to for I had no inkling that

my work might end up in a
All interior detail was
replicated using a combination
Mitchell’s masterpiece position of honour at one of
the world’s most prestigious
of Supermarine drawings,
workshop manuals and
aviation sites.” countless photographs, many
When asked why he chose “Perhaps,” he muses, “it is In one respect, the story had taken opportunistically
to build a unique 1:5 scale because I have been in awe gone full circle, because it when David was a weekend
Spitfire Mk.I obsessively of R J Mitchell’s masterpiece was at the RAF Museum at volunteer with the Duxford
detailed to the last rivet and since childhood, and to build Hendon where David started Aviation Society.
fastener, David Glen appears a scale replica is the closest I his research in earnest, “The model has its mistakes,”
hard-pushed for an answer. will ever get to possession.” sourcing microfilm copies David admits, “but I’ll leave
During the 11 years that of the many original Spitfire the experts to spot them, as
it took to complete his Mk.I drawings held in the they most certainly will. I don’t
remarkable model, David museum’s archive. pretend the little Spitfire is
came close to giving up: “I’m Skinned with litho-plate perfect, yet I hope it captures
certain now that the countless over a balsa wood core, the something of the spirit and
hours of work would have model was deliberately left in incomparable beauty of
proved too much, were it not bare metal at the suggestion the original – perhaps the
for a serendipitous encounter of Dr Fopp in order for it closest to union that art and
at the Cambridge Aero Club to represent the aircraft technology have ever come.”
with Dr Michael Fopp, then itself rather than any unit You can view the model on
director general of the Royal or squadron. The tens of display at Hendon or order the
Air Force Museum. thousands of tiny rivets in fabulously detailed 192-page,
“Seeing the near-complete the airframe are real, and large format book Spitfire In
fuselage, he urged me on, while most are for show, a My Workshop exclusively from
promising to put the model on significant number form www.warbirdsinmyworkshop.
display. I was flabbergasted, actual mechanical fixings. net for £39.99 plus postage.

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Cockpit – Legends
MAIN: A wartime image

of ‘Branse’ Burbridge in
flying kit BOTH IMAGES VIA
GRAHAM PITCHFORK
OPPOSITE: Burbridge and

‘Bill’ Skelton, whom he
teamed up with while
flying with 85 Squadron,
creating a formidable
night-fighter team

‘Branse’ Burbridge
Bransome ‘Branse’ Burbridge was the
RAF’s most successful World War Two
night-fighter pilot, credited with the
destruction of 21 enemy aircraft. On one
patrol he destroyed four enemy aircraft.
At the beginning of World War Two,

Bransome Arthur Burbridge registered as a
Conscientious Objector, but he later felt an
increasing unease about his position and, in
September 1940, joined the RAF. By October
1941 he had completed his training as a night-
fighter pilot and joined No.85 Squadron.
‘Branse’ initially flew the Havoc, but success
eluded him. After converting to the Mosquito,
he spent time as an instructor. However, in
July 1943, he returned to 85 Squadron, where
he teamed up with radar operator Bill Skelton.
In Skelton, Burbridge had found the ideal engagement, a second Junkers was destroyed.
partner. On the night of February 23, 1944, The two now joined the homeward-bound
Skelton gained a contact on his radar set near bomber stream to protect it from attack.
Beachy Head and directed Burbridge behind Within minutes they saw an enemy fighter,
an enemy night-fighter. After a long burst of pursued it and shot it down. Before the night
cannon fire, one of the crew baled out and the was over they had destroyed a fourth.
fighter crashed into the sea. Their success continued and they downed a
Over the next few weeks, the two men Messerschmitt Bf 110 over Mannheim on the
accounted for a further four aircraft and night of November 21. Flying in support of
they achieved further successes during the RAF bombers attacking targets in Germany,
summer, including the destruction of three they accounted for four more enemy fighters
V-1 flying bombs. before the end of the year.
Having flown in support of the D-Day On January 2, 1945 the two men took off to
landings, Burbridge and Skelton began support a bombing raid on Ludwigshafen
operating over Occupied France. On the in Bavaria. Skelton gained a contact and
night of June 14/15, they intercepted and Burbridge closed in on a Ju 88. A short burst
shot down a Junkers Ju 88 flown by the sent it crashing to the ground. It was the
Luftwaffe Experten Major Wilhelm Herget crew’s 21st and final success. The following
– the German pilot survived. Ten days later, morning, Gp Capt John Cunningham, their
Burbridge claimed another Ju 88, but debris former CO, telephoned his congratulations
from the enemy aircraft hit his radiator, on their having become the most successful
forcing him to return to base on one engine. British and Commonwealth night-fighter
By September, flying the more capable partnership of the war.
Mosquito, the pair achieved an astonishing After leaving No.85 in March 1945, Burbridge
run of success over Germany. It began on became the CO of the Night Fighter Leader’s
September 11, when they shot down an School. He left the RAF in December 1945 to
enemy night-fighter. A month later they were read history at St Peter’s College, Oxford. He
supporting a Bomber Command raid on died on November 1, 2016.
Brunswick when two more fell to their guns.
A parachute was seen deploying from one of
them. On the night of November 4, the two
‘Branse’ Burbridge’s RAF Service
men, now dubbed in the national press as
the ‘Night Hawk Partners’, took off to provide Flying Legend: Bransome ‘Branse’ Burbridge
support for a bombing raid on Bochum. Dates: RAF 1940-1945
Over the Bonn area, Skelton picked up a Highest Rank: Wing Commander
stream of contacts on his radar set and he Combat Record: 21 destroyed, 2 probables,
directed Burbridge on to them. They soon 1 damaged, 3 V-1s destroyed
identified a Ju 88 night-fighter and shot Awards: DSO & Bar, DFC & Bar, DFC (US)
it down. Continuing their patrol, Skelton
obtained another contact and, after a brief

BOULTON PAUL DEFIANT
FLYING
START
Before the Luftwaffe discovered its weak
points, the Boulton Paul Defiant gave a good
account of itself. Graham Pitchfork profiles
two crews that had impressive success
in the turret fighter
RIGHT: An air-to-air view of a Defiant day-
fighter from 264 Squadron ALL VIA AUTHOR
FAR RIGHT: Crew from 264 Squadron,

with Ted Thorn at front left. Fred Barker
is on the back row, third from left
P
ortsmouth-born Edward
Rowland Thorn joined 264
Squadron at Martlesham Heath,
Suffolk, in October 1939, when
he teamed up with Leading
Aircraftman (LAC) Fred Barker. The unit
was the first to be equipped with the
Boulton Paul Defiant, a single-engined
fighter fitted with a rear-facing gun
turret in which was mounted four 0.303
machine-guns. It had no forward-firing
fixed weapons.

No.264 had the responsibility of squadron strength were flown daily over force of Bf 109s. The unusual armament
developing tactics for the new type and, the coast of northern France. configuration of the Defiant surprised
after much flying and tactical training The pace quickened as the British the Luftwaffe fighters and they suffered
masterminded by the CO, Sqn Ldr Philip started withdrawing from Dunkirk on heavy losses. Thorn and Barker shot
Hunter, the squadron was declared May 26. There was some action on May down two more of the enemy aircraft.
operational at the end of April. With the 27, and early the following morning Sqn May 29 turned out to be a memorable
German invasion of the Low Countries, Ldr Hunter led a formation on patrol day for the squadron. After a skirmish
the unit moved to Duxford. From May between Dunkirk and Calais, when with some Bf 109s, the CO spotted a
23, with the Allied armies in France four Messerschmitt Bf 109Es were shot group of Junkers Ju 87 ‘Stuka’ dive-
retreating to the Channel ports, 264 down. Thorn and Barker were one of the bombers with a Messerschmitt Bf 110
flew to Manston in Kent each day to be successful crews. Later that day, a flight escort. Over the next few minutes, Thorn
nearer the action. At least two patrols in of ten Defiants was attacked by a large and Barker despatched a Ju 87 and a

Bf 110 before returning to Manston. Later Thorn and Barker accounting for three Eric Barwell: Defiant victories
that day, they encountered a very large of them. On May 31 they shot down an
Date number type
formation of Ju 87s flying over the French He 111 and damaged two others. Both
beaches. In the melee that followed, Thorn sergeants were awarded immediate May 29, 1940 1 Bf 109E
and Barker accounted for another Stuka DFMs. No.264 returned to Duxford May 29, 1940 2 Ju 87
over Dunkirk. Returning to Manston on June 3 before moving to Kirton-in- May 31, 1940 1 Bf 109E
exhausted, Thorn overshot the runway Lindsey in Lincolnshire. May 31, 1940 1 He 111
and wrote off the undercarriage of his Aug 24, 1940 1 Bf 109E
aircraft. Tables turned
Apr 10/11, 1941 1 He 111
It had been a remarkable day for the After a period of rest and training for new
Defiant squadron and one that would not crews, No.264 headed for Hornchurch, All with 264 Squadron. ‘Kills’ in May with LAC Williams
be repeated. No.264 was credited with Essex, under the command of 11 Group as gunner; last two with Sgt Martin. On the night of
April 10/11 another He 111 was claimed as a ‘probable’.
shooting down 37 enemy aircraft, with and was in action again on August 24 at
ABOVE: A group photo of pilots from 264 Squadron the height of the Battle of Britain. While
circa 1940. Eric Barwell is in the centre
refuelling at Manston, the airfield came
LEFT: A formal photograph of Eric Barwell under attack and the Defiants scrambled
to intercept a force of 20 Junkers Ju 88s
BELOW: Defiant crews between sorties
with an escort of Bf 109s. Each fought
an individual combat and Thorn and
Barker shot down a Ju 88. However, three
Defiants were lost, including that of 264’s
charismatic CO, Philip Hunter, and his
gunner, Plt Off F H King.
Two days later, the squadron took off to
intercept a force of Dornier Do 17
bombers escorted by Bf 109s. Thorn and
Barker claimed two before they were
hit by one of the German fighters. With
their aircraft on fire, Thorn dived in an
attempt to put out the flames. He prepared
to make a crash landing as the Bf 109
followed him down. Barker got in a good
burst and shot it down.
By now, German fighter pilots had
become familiar with the capabilities of
the Defiant squadrons and they revised
their tactics, inflicting heavy casualties
in the process. The Defiant was totally
outclassed and, during the week at
Hornchurch, 14 aircrew were killed,
including the CO. On August 29, the
Defiants of 264 Squadron
“The unusual armament configuration of the

Defiant surprised the Luftwaffe fighters
and they suffered heavy losses”
six surviving No.264 Squadron Defiants was commissioned and subsequently left Two days later, they shot down another
flew back to Kirton-in-Lindsey, their the RAF in 1946. Bf 109E off Dunkirk. During a second
career as day-fighters over. Early in 1941, sortie, Barwell attacked Heinkels that
Thorn and Barker were each awarded a Channel ditching were attempting to bomb the convoy of
Bar to their DFM. Another 264 Squadron pilot who played ‘Little Ships’ sailing across the Channel
Once out of the front line, No.264 started a prominent role during the hectic with evacuees. One of the bombers was
to train as a night-fighter unit to counter spring and summer of 1940 was Eric shot down, but return fire hit L6972’s
the Luftwaffe’s Blitz. Thorn and Barker Gordon Barwell, who was born at Clare engine, causing a leak in the coolant
achieved their one success at night in Suffolk on August 6, 1913. He was system. It was soon obvious that the
on April 9/10, 1941. Over Surrey, they educated at Wellingborough School in Merlin would fail before the aircraft
intercepted an He 111 and shot it down, the Northamptonshire before joining the could reach the English coast. A line of
wreckage falling near Brooklands. It was family engineering firm. In July 1938, he ships stretched from the French coast to
their 12th and final success. joined the RAF Volunteer Reserve to train Kent, and Barwell kept them in sight.
Thorn was commissioned and went on to as a pilot at Cambridge. At the start of the When the engine seized, he ditched the
command 32 Squadron with Hurricanes, war he was called up and commissioned. Defiant between two destroyers, five
leading the unit during the Dieppe raid Barwell joined 264 in February 1940, as miles south of Dover. His gunner, LAC J
on August 19, 1942, when “he displayed the unit was developing tactics on the Williams, was knocked unconscious and
great courage” and was awarded a DFC. Defiant at Martlesham Heath. Barwell managed to get him free and
He returned to the night-fighter role in On May 29, the day the squadron gained then hold his head above water. HMS
1944, when he was appointed as flight its greatest success; Plt Off Barwell and Malcolm picked them up and landed
commander with 169 Squadron, flying his gunner were responsible for the them at Dover.
the Mosquito. At the end of the year, he destruction of three enemy aircraft. In
added a Bar to his DFC. On February 12, the first patrol of the day, they accounted Unrelenting action
1946, Sqn Ldr E R Thorn was killed flying for a Bf 109E, which crashed into the sea, After an inconclusive combat on August
Gloster Meteor III EE456; he was 32. and later they destroyed two Ju 87s off 24, Barwell and others landed at Manston
Fred Barker remained with 264 Dunkirk. Barwell formated under the to refuel and re-arm. They were soon
Squadron until 1943, when he became a Stukas before his gunner opened fire and scrambled to intercept a force of bombers
gunnery instructor in the Middle East. He both went up in flames. approaching near Ramsgate. Taking off
in twos and threes, there was insufficient

time to join up as a squadron.
Accompanied by another aircraft,
Barwell set off in pursuit of the German
bomber force that was now heading
back to France. Five German fighters
attacked him and his wingman, who was
immediately shot down. Barwell then
became involved in a fierce dogfight with
the Messerschmitts – his gunner, Sgt
Martin, managed to destroy one of them,
RIGHT: Six 264 Squadron Defiants during formation

practice in July 1940
BELOW: A Defiant gunner about to go to work
BOTTOM: No.264 Squadron at Kirton-in-Lindsey circa

1940. Nearest to the camera is N1536 ‘PS-R’
and the Defiant was able to escape and Barwell achieved his first success at
land at Hornchurch. night on April 10, 1941, when he and Sgt
When the squadron was withdrawn Martin shot down a Heinkel bomber near
from the front line on August 29, Barwell Beachy Head in Sussex, and probably
was one of the six pilots who flew north to destroyed a second. He was transferred
Kirton-in-Lindsey to train for the night- to another Defiant unit, 125 Squadron,
fighter role. He had destroyed six enemy as a flight commander. In early 1942, it
aircraft during the spring and summer of converted to take on the far more potent
1940 and was awarded the DFC. Bristol Beaufighter. Barwell’s first combat
in the new type was on the night of July
1, 1942, when he attacked a Dornier, but
“Barwell formated under the Stukas his cannons jammed and he had to use
the less effective machine-guns and could
before his gunner opened fire and only claim a ‘damaged’.
On the same day, Barwell received
both went up in flames” terrible news. He learned that his elder
brother, Gp Capt Philip R Barwell DFC,
who was the station commander of the
fighter base at Biggin Hill, had been shot
down and killed over the English Channel
in a tragic case of mistaken identity by
Allied fighters.
Later in the war, Eric Barwell flew
Mosquitos and achieved two further
successes, in addition to destroying a
V-1 flying bomb. By the end of the war
he had been awarded a Bar to his DFC,
was mentioned-in-despatches and
received the Air Efficiency Award. He
was released from the RAF as a wing
commander in September 1945. He died
on December 12, 2007.
With thanks to Alec Brew for additional
caption information
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Dark Green
FS.34079
BS381C
Dark Earth
FS.30118
BS381C
Sky
FS.34424
BS381C
Boulton Paul Defiant Mk.I

L7026 PS-V of 264 Squadron.
Built at Boulton Paul Ltd in
Wolverhampton and based at
Martlesham Heath, Suffolk, 1940.
Sadly, L7026 and its crew, Plt Off
P L Kenner and gunner Plt Off C E
Johnson, were lost on August 28,
1940. Their Defiant was shot down
by a Messerschmitt Bf 109 of JG
26 over Thanet. Dark Earth and
Dark Green with Sky undersides.
Medium Sea Grey codes, Black
serial. Type A1 Roundels on
fuselage and Type B roundels on
the upper wing surfaces only. Early
style fin flash on tail. Spinner is
White with a Black rear section.
It also features a gas detection
panel/patch on port upper wing
ALL ARTWORK BY ANDY HAY – FLYINGART

Boulton Paul Defiant (P.82) K8310, prototype. First flight August 11, 1937 from Wolverhampton
in the hands of Boulton Paul’s chief test pilot Cecil Feather. Powered by a 1,030hp Rolls-
Royce Merlin I engine. It initially lacked a turret but is shown here when it was fitted in 1938/9.
Overall Silver with Natural Metal cowling. With Type A roundels
Boulton Paul Defiant Mk.I L7036 TW-H. Based at RAF Grangemouth,

Scotland, with 141 Squadron in June 1940. Dark Earth and Dark Green
upper surfaces with Duck Egg (or Sky) Blue. Codes are Medium Sea
Grey, with the Type A roundel modified to incorporate a yellow outer
ring. Night Black spinner
Boulton Paul Defiant NF.I N1671 EW-D. Based at RAF Kirton-in-Lindsey, Lincolnshire, with 307
(Polish) Squadron in 1940. Finished in overall Special Night RDM2A (Sooty Black). Codes are
non-standard style in Medium Sea Grey. Roundels were Type A1 on fuselage and Type B on the
upper wings only. Shown here with the earlier type fin flash. Currently on display at the RAF
Museum, it sports a later style fin flash. Of note here is the aft fuselage fairing shown lowered

Boulton Paul Defiant ASR Mk.I T3997 AQ. Based at RAF Harrowbeer,
Devon, with 276 (Air-Sea Rescue) Squadron in 1942. The ASR Mk.I was
able to carry air-dropped M-type dinghies in a container under each wing
(not illustrated here). Extra Dark Sea Grey and Dark Slate Grey upper
surfaces with Sky undersides. Codes and spinner are Dull Red, roundels
were Type C1 on fuselage and Type B on the upper wings and Type C
under wings, with a standard tail flash
Boulton Paul Defiant NF.II AA436 DZ-V. Based at RAF Wittering, with 151 Squadron, in 1941. The
NF.II was powered by a 1,280hp Rolls-Royce Merlin XX Engine and was fitted with the AI Mk.IV
Airborne Interception Radar. Finished in overall Special Night RDM2A (Sooty Black). Codes and
serial are in Dull Red, roundels were Type C1 on fuselage and Type B on the upper wings only,
with standard fin flash

Cutaway key
1 Three-blade Rotol propeller 27 Radiator fairing

2 Coolant header tank 28 Coolant pipes
3 Rolls-Royce Merlin III 1,030hp 12 cylinder 29 Retractable forward fairing
Vee engine 30 Forward fairing actuation ram
4 Exhaust manifold 31 Wireless transmitter/receiver
5 Handle for engine cranking 32 Power-operated turret
6 Oil cooler intake 33 Four .303 Browning machine guns
7 Hydraulic reservoir 34 Forward/aft fuselage construction join
8 10 Imp gal oil tank 35 Corrugated decking
9 Engine bearer 36 Access hatch
10 Instrument panel 37 Flare chutes
11 Compass 38 Retractable rear fairing
12 Pilot's seat 39 Ballast weight hatch
13 Throttle quadrant 40 Dorsal navigation light
14 Pitot head 41 Rear ventral aerial in flight position (retracts
15 Main fuel tank, 52 Imp gal (both sides) upwards when undercarriage is lowered)
16 Auxiliary fuel tank (both sides) 27 Imp gal 42 Tailwheel (non-retractable)
17 Navigation light (both sides) 43 Elevator
18 Undercarriage oleo leg 44 Elevator mass balance
19 Mainplane front spar 45 Elevator trim tab
20 Mainplane rear spar 46 Rudder
21 Aileron 47 Rudder mass balance
22 Split flaps, outboard (both sides) 48 Fin
23 Split flaps, inboard (both sides)
24 Aileron control rods 49 Rudder trim tab
25 Flap control rods 50 Rear navigation light
26 Forward ventral aerial mast
Boulton Paul Defiant NF.I

cutaway diagram KEY ARCHIVE

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Sqn Ldr Philip

Hunter was 264’s
inspirational
leader until his
death in action on
August 24, 1940
VIA ALEC BREW

DEFYING
THE ODDS
Boulton Paul’s Defiant turned out to be a mediocre

fighter but it nevertheless lived up to its name,
as Andrew Thomas describes
W
hen World War Two helped the process. A second squadron, ABOVE: One of 264 Squadron’s initial Defiants was
began in September 1939, 141 at Drem in Scotland, began receiving L6969. It was shot down on May 13, 1940 with the
Fighter Command had a Defiants in April. loss of former Boulton Paul test pilot Flt Lt George
Skelton VIA G PITCHFORK
new single-engined type On Friday, May 10, the Germans thrust
about to enter service: into France, Belgium and the Netherlands
the Defiant. Boulton Paul’s creation and, during the next two days, 264 were ‘bounced’ by Messerschmitt Bf 109s.
was intended to supplement single-seat Squadron flew uneventful convoy patrols. Five Defiants were shot down – the first
Hurricanes and Spitfires as ‘bomber- Early in the afternoon of the May 12 it machine to fall was being flown by Plt Off
destroyers’, but events were to prove that, began operations over Holland, when Sam Thomas, who baled out. His gunner,
in modern warfare, the ‘turret fighter’ Hunter, leading ‘A’ Flight, ran into a LAC John Bromley, wasn’t so fortunate and
was a flawed concept. formation of Ju 88s from 5/KG 30. His air was killed.
No.264 Squadron was formed in gunner (AG), LAC Fred King, succeeded Skelton also went down. Badly wounded,
November 1939 at Sutton Bridge, in shooting one down. Hunter described he became a prisoner of war. His gunner,
Lincolnshire, to introduce the Defiant, the ‘blooding’ of the Defiant: “I could see Plt Off Jack Hatfield, baled out and
mainly with pilots fresh from training. my AG’s bullets hitting the aircraft which eventually returned to 264, only to be
At the end of March 1940, two flights of finally crashed in a field at 14:15hrs.” killed over Dunkirk. The only aircraft to
264 were declared operational with the Moments later, Flt Lt Nick ‘Lanky’ return was flown by Plt Off Des Kay.
type and convoy patrols began. Under Cooke’s gunner, Cpl Albert Lippert,
the leadership of Sqn Ldr Philip Hunter, accounted for another. Dunkirk glory
tactics to exploit the strengths of the The following day, when George Skelton The German blitzkrieg split the Allied
Defiant were developed. The arrival of took ‘B’ Flight on a sortie over The Hague, front, forcing a hasty retreat towards the
Flt Lt George Skelton, who had previously they encountered Ju 87 dive-bombers and Channel coast. To help provide air cover,
been a test pilot with Boulton Paul, greatly four were claimed before the Defiants 264’s Defiants deployed to Manston in

Kent on May 23. They flew two patrols spotted near Calais. The 110s dived on the
that day and saw intermittent action over Defiants and a deadly battle developed
the next few weeks. – in the frantic melee, no fewer than six
The epic evacuation from the Dunkirk 110s were claimed destroyed.
beaches began on the May 26 and the Having returned to Manston, a little
following morning Philip Hunter led a before 1900hrs Hunter led his men back
patrol between Dunkirk and Calais when, over the beaches. They spotted several
at about 09:15hrs, they were attacked by large formations of approaching Stukas,
Bf 109s. Four of the enemy were claimed which dived when they caught sight of
– one falling to Sgt Ted Thorn and LAC the Defiants. Hunter led his formation
Fred Barker, who were to become the down to catch the Ju 87s at their most
most successful Defiant crew of the vulnerable, as they pulled out of their
war. On a later patrol that day the unit dives.
encountered a dozen Heinkel He 111s of Hunter’s gunner, LAC Fred King, sent
KG 51 inbound to attack the evacuation one straight into the sea on fire, doubtless
shipping. Sweeping in, the Defiants raising cheers from the troops waiting on
disrupted the raid, claiming three the beaches. Many of the dive-bombers
bombers shot down. jettisoned their bombs, manoeuvring
The next day, Sqn Ldr Hunter led wildly in attempts to escape, but the
ten Defiants from Manston. Over the Defiant gunners poured fire into the ABOVE: Flying Defiant N1535, Sqn Ldr Philip Hunter led
Channel they were attacked by a large vulnerable bellies of the Stukas at close 264 Squadron during late August 1940 AW HALL
formation of Bf 109s and six enemy range. Flt Lt Cooke and Cpl Lippert
fighters were claimed. Two fell to claimed five, making Cooke the RAF’s inevitable, but it had nonetheless been
Hunter’s machine, making the CO the first ‘ace in a day’ of the war. Meanwhile, 264’s day. In addition to Cooke, Plt Offs
first Defiant ‘ace’. Despite the loss of three Plt Off ‘Bull’ Whitley’s gunner, LAC Bob Young, Welsh, Hackwood and Whitley and
aircraft, Hunter considered that, by using Turner, sent down three Stukas. Sgt Ted Thorn had each claimed their fifth
the correct tactics, a Defiant formation Other Stukas targeted the harbour and victories during the day.
could be defended against single-seat Hunter turned for them, again to catch No.264’s next action came two days
fighter attack. them as they pulled out of their dives. later, when a formation of He 111s under
In the mid-afternoon of May 29, a dozen More were shot out of the sky, as were heavy escort was spotted approaching
Defiants were once more in action off several Ju 88s before an exhausted 264 the French coast. Hunter headed toward
Dunkirk when several Bf 109s were Squadron turned for home. the bombers, but Bf 109s from III/JG 26
claimed, before a large formation of Ju It had been an outstanding day dived to cover them. Despite their well-
87 ‘Stukas’, with escorting Bf 110s, was by any yardstick, with a total of 37 practised defensive circle, five Defiants
enemy aircraft credited as shot down, were despatched but, in return, five
BOTTOM: Defiant L7005, the aircraft flown by Flt Lt including 19 Stukas. In a confused fight, a Messerschmitts and six Heinkels were
Nick Cooke, on May 29, 1940 ALEC BREW considerable degree of over-claiming was claimed.
“The engine died, so we dodged between poles, crashed

through the brush and landed comfortably on the verge”

ABOVE: Defiant L6977 was one of five from ‘B’ Flight of
264 Squadron shot down by Messerschmitt Bf 109s on
May 13, 1940 T KOPANSKI
LEFT: Defiant N1752 of 141 Squadron DR M WHITNALL
Defiants managed to take off. Two Ju 88s

were shot down, one by Plt Off Terry
Welsh. Plt Off Michael Young destroyed
a solitary He 111 in an overtaking attack,
but it had been a tough day.
New aircraft and crews arrived, and
just before lunch on August 26 the
squadron was ordered to intercept a raid
over Kent at 12,000ft between Herne
Bay and Deal, but they were attacked by
the escorting Messerschmitts. Having
destroyed a Dornier, Flt Lt Banham’s
aircraft was set on fire. Newcomer Plt Off
Desmond Hughes had a successful start
Almost immediately King – Hunter’s me. My guns fired. Pieces of the Defiant by downing two of the bombers with
gunner – hit one of the enemy, which broke off and came hurtling towards me. converging attacks.
spun away into the sea. When the I saw a thin trail of smoke and then just a Having also claimed a brace of Dorniers,
survivors reassembled at Manston it fiery ball.” So began the carnage and, in Sgt Ted Thorn’s Defiant was hit and was
was apparent that Flt Lt Nick Cooke and less than a minute, five Defiants had been forced to make an emergency landing.
Cpl Albert Lippert were missing – they shot down and another had crash-landed. The damaged Defiant must have seemed
had been credited with ten victories in Shattered, 141 returned to Prestwick in an easy target and soon a 109 closed in
just 20 days. The squadron then took a Scotland to regroup. to finish them off. The British crew had
break to rebuild. Towards the end of August, 264 returned different ideas and the irrepressible Fred
to the cauldron of the south-east, Barker still had bullets in his guns and
Trauma over Kent establishing a forward base at Manston. shot the German down.
With Luftwaffe attacks intensifying in Early on August 24, three sections took Twenty He 111s under heavy escort were
mid-July, 141 Squadron moved south to off as the airfield was attacked by Ju 88s encountered near Folkestone early on
West Malling, Kent, and established an and three of the German bombers were August 28 and several of 264’s Defiants
advanced base at Hawkinge, also in Kent. caught and shot down as they flattened went down. Plt Off Jim Bailey saw off a
There on July 19, a dozen aircraft out from their dives. However, a trio of Heinkel, but force-landed after being
stood by to cover coastal convoys. At Defiants was lost, one flown by the unit’s attacked: “The engine died, so we dodged
12:30hrs, nine of 141’s Defiants scrambled inspirational commander, Philip Hunter, between poles, crashed through the
to intercept a Stuka raid off Folkestone who was last seen chasing the bombers brush and landed comfortably on the
and, on that fine, cloudless afternoon, towards France. verge.” No.264’s part in the Battle of
headed to disaster. The survivors landed at Hornchurch, Britain was over.
They were attacked by about 20 Bf 109s Essex, in the mid-afternoon, but were
of III/JG 51 led by Hptn Hannes Trautloft, scrambled again to engage another The Blitz
who recalled: “I aimed at the right Defiant incoming raid. The order came too late At the end of August, the Defiant’s role
and the gunner’s tracer streamed towards and bombs were actually falling as seven was officially changed to night-fighting. In
ABOVE: The Defiants of Woodvale-based 256 its heaviest night attack to date, when 380 During the long winter nights, having
Squadron saw their first action during the latter part bombers struck London. No.264 Squadron to rely on visual detection meant the
of the Blitz. Illustrated is N1744 D H WOOD had also switched to night-fighting and Plt Defiants were always going to be up
BELOW: Cranage-based 96 Squadron received
Off Desmond Hughes and Sgt Fred Gash against it. Plt Off Ben Benson of 141
Defiants in early 1941. Pictured is T3954 flown by were in action. Plt Off Hughes later said: ruefully commented: “We had to fly
Fg Off Klobouznik ZDENEK HURT “It was a bright, moonlit night. Suddenly, with the cockpit hood open without any
out of the corner of my eye I saw indication as to the height of the raiders.
mid-September, ‘B’ Flight of 141 Squadron something move across the stars out to The nearest we got to one was when we
was reassigned to Biggin Hill as part of my left. I slid alongside, below and to the nearly had a head-on collision with a
London’s defences, with ‘A’ Flight later right of him. Then we saw the distinctive Heinkel going in the opposite direction.”
settling at Gatwick. wing and tail shape of a Heinkel – there Despite his misgivings, Benson claimed
The unit was soon in action to defend was no mistaking it. Fred fired straight 141’s next victory when his gunner, Sgt
the capital and, on the night of September into the starboard engine. He got off two Leonard Blain, shot down a He 111P of 3/
16, Plt Off John Waddingham and Sgt Alf or three bursts. The engine burst into KG 55 flown by Uffz Bruno Zimmermann
Cumbers attacked two He 111s off the flames. Then the Heinkel rolled on its over the Sussex coast on the evening of
south coast. They were credited with one back, went down steeply and crashed into December 22.
destroyed and the other as a ‘probable’. a field near Brentwood.”
These were 141’s first night victories. It was not only London that suffered. On Nocturnal challenges
As the German nocturnal offensive the night of November 14, the centre of Several former Hurricane-equipped units
increased, more night-fighter squadrons Coventry was destroyed when more than also switched to night-fighting and were
were formed, many with Defiants. 500 bombers targeted the city. Little over fully or partially equipped with Defiants.
Among them was the Polish-manned 307 a week later, two new Defiant squadrons Among them was 96 Squadron at Cranage,
Squadron – one of its aircraft, N1671, now formed – 256 at Catterick and 255 at Cheshire, for defence of the north-west.
resides in the RAF Museum Midlands. Kirton-in-Lindsey – and began to prepare Another unit that began re-equipping
On October 14, the Luftwaffe mounted for operations. at the start of 1941 was 151 Squadron
at Wittering, Northants. One of its air
gunners was Plt Off Syd Carlin, a 50-year-
old veteran of World War One.
With raids on Liverpool, Bristol and
Cardiff in 1941 bringing a lot of ‘trade’,
successes were nevertheless hard to come
by. No.151 achieved its first on the night of
February 4, when Sgt Henry Bodien shot
down a Do 17Z of 7/KG 2. Three hundred
bombers headed for Liverpool on the
night of March 12/13 under a full moon –
conditions that allowed the Defiant units
an opportunity to hit the attackers hard.
In the ensuing battles over the south-west,
several of the bombers were shot down.
However, the fighting wasn’t one-sided –
Fg Off Veseley of 96 Squadron was hit by
return fire and wounded in the chest.
That night, the Poles of 307 Squadron of the flames, and the aircraft went into 1942. During a sortie in a clear sky at
made their combat debut when Sgts a vertical dive, breaking up into several dusk on February 19, Flt Lt ‘Blackie’ Smith
Franciszek Janowiak and Jerzy Karais burning parts before it hit the sea.” caught a Do 217 off Cromer and shot it
attacked a Heinkel over Ruthin in North The Defiants claimed further scalps two down to claim his sixth victory.
Wales and were credited with a ‘probable’. nights later. Although not evident at the By late spring only 264 Squadron, the
Janowiak recalled: “I saw the bullets of my time, the Blitz was reaching its crescendo, original Defiant unit, remained fully
air gunner entering the enemy aircraft with Liverpool again the focus of the equipped and operational. By this
fuselage. I consider that the He 111 was attack on the night of the May 7/8. Flying time, some aircraft were fitted with the
damaged.” Ten days later, Janowiak and from Woodvale, 256 had its best night, rudimentary Air Interception Mk.IV
Sgt Lipinski intercepted a Heinkel over bringing down three Heinkels, while radar. However, it was not particularly
Bristol and shot it down near Sherborne, other bombers fell to 96’s guns. effective and the unit’s only success with
the unit’s first ‘confirmed’. Within a few weeks, several units it came in the early hours of April 18,
At Squires Gate near Blackpool, 256 began receiving the more effective when Fg Off A I Stuart, with Fg Off M H
Squadron became operational, with Flt Bristol Beaufighter, while new squadrons Maggs as his gunner, shot down an He 111.
Lt Christopher Deansley flying the first continued to form with surplus Defiants It was the Defiant’s final victory.
patrol over Merseyside on April 1. A week as interim equipment. Among them were
later, 20-year-old Flt Lt Don West shot 125 Squadron, the Canadian-manned 409 BELOW: One of the last Defiant victories was achieved
down a Ju 88A of II/KG 54 over Liverpool, and 410 and ‘Aussies’ of 456. Operations by Sqn Ldr ‘Blackie’ Smith and his gunner, F/Sgt A
marking the unit’s first victory with continued relatively uneventfully into Beale, on the night of February 19, 1942 VIA A THOMAS
the Defiant. The following night, when
Coventry was again the target, Defiants of
151 and 264 hit a ‘purple patch’, claiming
six Heinkels destroyed. One was flown
“We saw the distinctive wing and
by Ltn Julius Tengler of 9/KG 26, who
survived and remembered: “Suddenly
tail shape of a Heinkel – there was
we were surprised by a burst of gunfire
from behind which smashed the windows
no mistaking it”
of the cockpit and wrecked one engine.
Immediately the starboard engine caught
fire.” His nemesis was 264’s ‘Boss’, Sqn Ldr
‘Scruffy’ Saunders.
Swansong
The intensity of the German raids
increased in the improving weather and
Defiants had more success on the night of
April 9 when Birmingham was attacked.
One German bomber fell to 151’s Flt Lt
Des McMullen, who was circling the fires
when his gunner saw an He 111 below
and, closing to point-blank range, fired a
three-second burst from below. Over the
Midlands that night, 256’s Flt Lt Deansley,
with Sgt Jack Scott, shot down an He 111H-
5 of 8/KG 26. Deansley later recounted: “I
found a formation of three Heinkel 111s in
bright moonlight above cloud and easily
set one on fire.”
During April, the Luftwaffe launched
more than 5,000 bombing sorties in
16 major raids, though the improved
defences took a high toll, with 58 bombers
lost. The tempo continued into early May,
with Liverpool being the target.
On May 5, 255 Squadron finally achieved
its first confirmed victory when its CO,
Sqn Ldr Rod Smith, with Plt Off Eric
Farnes, caught a Junkers Ju 88 over Donna
Nook on the Lincolnshire coast and shot
it down. Smith said he saw “a brilliant
firework display on the side of both
engines and the pilot’s cockpit. I saw two
parachutes leave the enemy, by the light
1 STAFFEL/JAGDGESCHWADER 53
Nine Messerschmitt Bf 109E-equipped Jagdgeschwaders

would take part in the Battle of Britain, each of which was
made up of nine staffels. Chris Goss relates the story of
one of these – 1 Staffel/Jagdgeschwader 53
RIGHT: Oblt Hans Ohly's Bf 109E-4 ‘White 7’ is prepared for its next sortie
across the Channel at Etaples post-August 25, 1940. Note the airframe
carries the Hakenkreuz and boasts four victory bars on the tail
ALL IMAGES CHRIS GOSS

A
s Europe spiralled into first such awards for the Geschwader. through the first mission without loss was
political chaos and the However, less than a year later, both pilots felt across the unit, so was the envy at the
shadow of another war grew had been killed on operations. successes of the rest of the Geschwader
on the horizon during the By the end of the so-called Phoney War with I Gruppe (group) claiming two
summer of 1939, some of the (the period between September 1939 and Spitfires, II Gruppe a Spitfire and a
Luftwaffe’s pilots were no strangers to April 1940 when there was little fighting) Blenheim and III Gruppe five Spitfires.
combat, having honed their skills in Spain 1./JG 53 had lost one pilot in an accident, However, the following day would be far
as it tore itself apart in a civil war that while another had been wounded in more successful for 1./JG 53.
had lasted three years from July 1936. combat. The six-week Battle of France The assignment that day was to escort
Commanded by Legion Condor ace would be busier for the Staffel – then Junkers Ju 88s tasked with hitting
Hptm Werner Mölders, 1 Staffel (unit) / commanded by another Legion Condor Portsmouth Harbour and the radar
Jagdgeschwader (fighter wing) 53 – 1./ pilot Oblt Hans-Karl Mayer – with pilots station at Ventnor on the Isle of Wight.
JG 53 – scored the wing's first ‘kill’ of claiming 23 victories between May 10 and Taking off at 1030hrs, 1 Staffel pushed out
what would become World War Two June 22, 1940. But it came at a cost… two in front to begin a Freie Jagd – or fighter
on September 9, 1939; Ofw Walter pilots, including Ofw Walter Grimmling, sweep – around the island. At 1220hrs,
Grimmling, another Spanish Civil War were killed in action, another two Hans-Karl Mayer spotted a trio of Hawker
veteran, downing a reconnoitring captured and two more injured. Hurricanes attacking a Messerschmitt
Bloch MB.131. On June 23, 1940, the Staffel flew Bf 110. However, before he could get into
On strength with Groupe Aérien de southwest from Charleville to Rennes in a favourable firing position, the RAF
Reconnaissance (reconnaissance group) western France, where it waited for the fighters had succeeded in setting the ’110
I/14, the twin-engine aeroplane crashed Battle of Britain to begin. ablaze. Immediately afterwards, 1 Staffel
to the northeast of the German city of bounced the Hurricanes. With Mayer
Saarbrücken killing two of its crews; the The Battle begins opening fire on the unsuspecting fighter
third was wounded and quickly captured. The first Englandeinsatz – or ‘England to the right from close range, its pilot did
As Mölders turned for home in his ’109 – mission’ – was scheduled for August 2, not have a chance as his fighter burst
carrying JG 53’s famous ‘Pik As’ – or ‘Ace but this was cancelled due to weather, as into flames and plunged into the English
of Spades’ – emblem, the unit would soon were those on August 8 and 9. As such, Channel below.
make a reputation for itself. the first Englandeinsatz finally came on At the same time, Mayer’s wingman,
The following day, Grimmling and Uffz August 11. Having flown from Rennes to Uffz Heinrich Rühl, attacked the left-hand
Heinrich Bezner claimed a pair of ANF Cherbourg-East, the Staffel took off on Hurricane. Firing 200 rounds of 7.92mm
Les Mureaux 115s. For their actions, both an escort mission at 1000hrs and landed ammunition at his quarry, which tried
pilots were awarded the Eisernes Kreuz some 80 minutes later without any claims desperately to get away from him, the
2 Klasse (Iron Cross Second Class) – the or victories. While the relief of getting Hurricane soon dropped into the

“With a recent change in Luftwaffe tactics forcing the

fighters to stick close to the bombers, they were easy
pickings for the RAF, who bounced them”
ABOVE: Maj Albert Blumensaat (centre) Gruppen While all of 1./JG 53 returned safely, intelligence summary, Reichsmarschall
Kommandeur I./JG 53 briefs officers at Rennes in Hermann Göring, then Oberbefehlshaber
northwestern France sometime in August 1940.
III./JG 53 lost its former Legion Condor
From left they are: unknown, Hptm Rolf Pingel (2./ Kommandeur Hptm Harro Harder in der Luftwaffe (supreme commander of
JG 53), Hptm Hans-Karl Mayer (1./JG 53 died October the ensuing chaos. To make matters the air force), was reportedly informed
17, 1940), Lt Gebhart Dittmar (Stab I./JG 53 died worse, during a search for him later that that JG 53’s Geschwaderkommodore
September 6, 1940), Blumensaat, Lt Alfred Zeis (1./JG
53 POW October 5, 1940), Lt Ernst-Albrecht Schulz (1./ afternoon, Hptm Wolf-Dietrich Wilcke of (commanding officer) Maj Hans-Jürgen
JG 53), unknown and Oblt Hans Ohly (1./JG 53) 7./JG 53 suffered an engine failure and von Cramon-Taubadel’s wife was Jewish.
was forced to ditch. Rescued later that As a result, Göring ordered JG 53 to
Channel – taking its pilot with it. The evening, he took command of III./JG 53 remove the ‘Pik As’ insignia from its
final Hurricane received the undivided the following day. machines and replace them with a red
attention of Hans-Karl Mayer, but this On August 13, 1./JG 53 claimed another stripe around the engine cowling as a
combat was not so one-sided, as the RAF four fighters, before bad weather mark of shame.
pilot managed to damage Mayer’s fighter. prevented any operations until the late In protest, the unit stripped the
With a final burst of fire from Mayer, the afternoon of August 15. Thrown into Hakenkreuz off the tails of its ’109s. With
Hurricane was last seen attempting to action again, the Staffel downed six Oblt Gunther von Maltzahn arriving to
head for the safety of the coast with dense barrage balloons while Hans-Karl Mayer take command of JG 53 soon after, the ‘Pik
black smoke pouring out of it, before it hit claimed his 13th ‘kill’ when he a shot As’ emblem began to reappear.
the water in a shallow dive and sank. down a Hurricane near Salisbury. So far, There was little activity between
Numerous Hurricanes were lost this day operations over England were without August 18-23. But on an escort mission
making it hard to say for certain who the loss… but that was about to change. to Portsmouth on August 24, Hans-Karl
victims of Mayer and Rühl were, although Mayer badly damaged a Spitfire of 609
it is possible that they were Plt Off John Home fires Squadron flown by American Plt Off
Harrison, Flt Lt Wilhelm Pankratz and Sgt If trying to survive in the skies of a Andy Mamedoff . Hit by a 20mm round –
Josef Kwiecinski of 145 Squadron. foreign country was not hard enough, which entered the rear fuselage, passed
1 Staffel/Jagdgeschwader 53 claimed one JG 53 was also fighting its own battles through the radio and almost penetrated
more RAF fighter when Uffz Heinrich at home. While the unit was making a the armour plating behind his seat –
Kopperschläger downed a Spitfire off the reputation for itself during the Battle of Mamedoff nursed his severely damaged
Isle of Wight. Britain, according to an RAF Air Ministry ‘Spit’ back home. With the tailwheel
collapsing on landing, closer inspection
of the airframe revealed another 20mm
round had shredded half the starboard
elevator, while the airframe was peppered
with bullet holes. Mamedoff (one of just
11 American pilots to fight in the Battle of
Britain) was lucky to get away with just a
bruised back.
A second claim was filed by Lt Alfred
Zeis who noted ‘his’ Spitfire – flown by
Plt Off Janusz ‘Jan’ Żurakowski of 234
Squadron, the same Jan Żurakowski of
later Gloster test pilot fame – crashed on
the eastern corner of the Isle of Wight.
Żurakowski heard a very loud bang
and lost all control of the elevators and
rudder before his Spit was flung into
a flat spin. Managing to abandon his
stricken machine, he held off opening
his parachute as, on looking skywards, Flying as Hans-Karl Mayer’s wingman,
he saw, to his horror, his aircraft Bröker became separated in the ensuing
cartwheeling above him. Getting closer chaos, and was then attacked first by Plt
to the ground, he had no alternative but Off Walter Beaumont of 152 Squadron,
to pull the ripcord. Landing safely, his then Sgt Reg Llewellyn of 213 Squadron
Spitfire – much to his relief – dropped and finally by 87 Squadron’s Plt Off
belly-down alongside him in the same Roland ‘Bee’ Beamont (of later test pilot
field. Again, the Staffel returned home fame – including becoming the first
without casualties. British pilot to exceed Mach 1 in a British
August 25, 1940, would see the Staffel’s aircraft in level flight).
first loss of the Battle of Britain. Though Bröker crash-landed just to the
Tasked with an escort mission to north of Weymouth in Dorset, he was
Portland and although 1./JG 53 claimed uninjured, but on attempting to set his
seven Hurricanes, for new arrival Gefr fighter on fire, he set himself alight. He
Josef Bröker it would be his first and was badly burnt, but survived.
last mission. The following day, 1./JG 53 was back in
action over Portsmouth, where Hans-Karl
Mayer claimed a pair Spitfires – one of TOP: Gefr Josef Bröker with his Bf 109E-1 ‘White 15’
– the same machine he was flying when shot down
which was flown by Sgt Cyril Babbage on August 25, 1940. Note, the handle for the type’s
of 602 Squadron – taking his score to 17. mechanical hand-crank starter is visible
A third victory was claimed by Alfred
Zeis. But these ‘kills’ took their toll. ABOVE: Oblt Ignaz Prestelle takes a moment between
During the battle, Fw Heinrich Bezner’s sorties mid-1940 while serving with 2./JG 53. A
veteran of the Spanish Civil War, by the time he was
fighter suffered an engine failure and killed in action over the Eastern Front on May 4,
was last seen ditching into the sea. Nearly 1942, he was credited with 22 ‘kills’ – eight of which
a month later, his body washed ashore were claimed during the Battle of Britain
near the French coastal town of Boulogne,
by which time I./JG 53 had moved to Werner Karl was shot down by Fg Off
Montreuil-Neuville in the Pas de Calais Alex Trueman of 253 Squadron and
in preparation for the final skirmishes of Sgt James Harry ‘Ginger’ Lacey of 501
the campaign. Squadron and taken prisoner; Uffz
Heinrich Rühl ditched in the Channel
Beginning of the end during that same mission, but was later
Personnel of 1./JG 53 moved eastwards on rescued none the worse for wear.
August 28, 1940 and apart from shooting The week that followed was busy for
down barrage balloons over Dover and 1./JG 53 – but little of note occurred.
in the Thames Estuary on the last day On September 3, Hans-Karl Mayer was
of the month, victories and casualties awarded the Ritterkreuz (Knight's Cross
remained unchanged. At the start of of the Iron Cross) – three days later he
September 1940, Hans-Karl Mayer was celebrated this by shooting down his
appointed Gruppenkommandeur (group 18th aircraft.
ABOVE: Seen here posing with Bf 109E-1 ‘White 2’ commander) I./JG 53, while command of 1 The next day of note for 1./JG 53 was
while holding the rank of oberleutnant during the final Staffel was passed to Oblt Hans Ohly. September 9, 1940, when three pilots each
days of the Battle of France, Staffelkapitän of 1./JG 53
Hans-Karl Mayer was appointed Gruppenkommandeur However, on Mayer's last mission as claimed a Hurricane – but Fw Heinrich
at the start of September 1940 Staffelkapitän on September 2, Uffz Höhnisch was not so lucky. Having
spotted six Spitfires coming out of the sun, battle of annihilation. Having moved to
he opened his throttle and tried to draw Étaples on France’s northern coast earlier
level and above the flight (known as a that morning, the Staffel took off to escort
Schwarm in Luftwaffe terminology) led by bombers attacking London.
Hans Ohly with the intention of breaking But the omens were not good – Hans
up the Spits’ attack. Ohly was forced to turn back when his
Thinking he had succeeded, he was radio failed. With leadership of the Staffel
greeted with a hail of fire as rounds from passed to former Legion Condor pilot Ofw
the British machines rattled his fighter Alfred Müller mid-air, the Bf 109s of 1./
before it exploded in a mass of flames. JG 53 pressed on. With a recent change in
Later describing that “it felt as if his face Luftwaffe tactics forcing the fighters to
was being scorched by a blowlamp”, stick close to the bombers, they were easy
Höhnisch struggled to get free from the pickings for the RAF, who bounced them.
blazing inferno. Eventually succeeding in One of the first casualties was Müller
throwing off the canopy roof, he released who, with a wounded arm and damaged
his seat straps and fell out of the burning fighter, turned back only to end up
’109 at about 22,000ft. ditching in the Channel; surviving, he
It was only on opening his parachute that was captured.
he realised he had severe burns on his The bounce also separated Fw Herbert Final shots
face and hands and that he had been hit Tzschoppe from his wingman. Running The days of massed daylight bomber
by a bullet in his right leg. On landing, he for home, he was ‘stalked’ by Fg Off Tony attacks during the Battle of Britain began
was quickly captured. Lovell of 41 Squadron who attacked the to wane but concurrently, Jabo – fighter
The days that followed were quieter – fleeing machine. Setting the ’109 alight, it bomber sorties – increased, with one
apart from September 12 when Lt Alfred exploded. Tzschoppe, who was thrown out Staffel per Gruppe being designated a
Zeis was optimistically credited with a of the flaming wreck, was lucky to get his Jabostaffel. For I./JG 53 this would be Oblt
Blenheim from either 59 or 235 Squadron. parachute open. Walter Rupp’s 3./JG 53.
However, there was major action on The rest of I./JG 53 did not fare well Jagdgeschwader 53’s first Jabo mission
September 15, when the Luftwaffe either – three pilots were killed in action, took place on October 2, 1940 – escorted
launched its largest and most one was captured while another managed by the ’109s of 1./JG 53, they had little to
concentrated attack against London in to limp his damaged machine back to report on returning home.
the hope of drawing out the RAF into a France, where he crash-landed. However, III./JG 53 lost the Gruppen
That said, four RAF fighters were adjutant and three pilots from Jabostaffel
claimed by I Gruppe – including 8./JG 53, including its Staffelkapitän. The
Gruppenkommandeur Hans-Karl Mayer next action came three days later, with the
and Uffz Willi Ghesla of 1./JG 53. A second Staffel tasked with another Jabo escort.
mission that day saw no losses, but Mayer However, 1./JG 53 would lose Fw Willi
‘bagged’ what would transpire to be his Ghesla and Lt Alfred Zeis to RAF fighters.
22nd and final ‘kill’, while Uffz Heinrich While the former crash-landed, the latter
Rühl and Uffz Heinrich Kopperschläger baled out; both pilots were captured.
of 1./JG 53 each claimed a Spitfire. Though With a lull in operations, it was October
they were not to know it, Rühl's victory 17, 1940, before I./JG 53 was back in action.
would be 1./JG 53's last As it transpired, it would be a black day
over England. for the ‘Ace of Spades’.
ABOVE: Hptm Hans-Karl Mayer (left) and Lt Alfred

Zeis pose for a photograph while sightseeing in Paris
during July 1940. Both fliers were shot down on
October 5 that year while conducting a Jabo escort
mission. Note, Mayer wears his Spanish Cross in Gold
with Swords, for service during the Spanish Civil War
RIGHT: On August 15, 1940, Plt Off Richard Hardy of

234 Squadron was forced to land at Cherbourg-East
where, wounded, he was taken prisoner. At the time
JG 53 was forward deployed to the airfield

a formation of Me 109s. I attacked the LEFT: Messerschmitt Bf 109E-1 ‘White 15’ undergoes
maintenance at what is thought to be Rennes in
rearmost of four enemy aircraft slightly France sometime mid-1940. This is the same machine
apart from the main formation. I opened Gefr Josef ‘Jupp’ Bröker was flying when downed on
fire at approximately 100yds and closed August 25, 1940
in. Enemy aircraft became enveloped in
BELOW: Hptm Hans-Karl Mayer inspects the victory
black smoke and appeared to be out of bars adorning his machine – Bf 109E-4 ‘White 8’ –on or
control. About 10,000ft, enemy aircraft just after August 26, 1940. Less than two months later,
straightened out and kept on diving, doing Mayer was killed in action
gentle turns.
“We went below cloud almost to sea level weather, I./JG 53 returned to Germany to
where enemy aircraft dived into the sea.” rest and convert to the Bf 109F. However,
Ten days later, Mayer's body was washed six days prior, 1./JG 53 had suffered its
ashore; he was buried at RAF Hawkinge in final casualty of 1940 when on returning
Kent, where he still lies today. from a Jabo escort mission, Uffz Rudi
The remainder of the Battle of Britain Müller – who had joined 1./JG 53 in
was an anti-climax for 1./JG 53. No October 1940 – was seen to peel away and
combats were fought, and no victories dive into cloud.
were claimed. With the remainder of the Staffel chasing
On the second Jabo mission of the day, In fact the remainder of the year was him to find out what was happening, all
Oblt Walter Rupp's fighter was damaged quiet until December 2, 1940, when on they could see was a green patch on the
in combat. conducting a Freie Jagd over the Channel, surface of the Channel.
As he crash-landed his stricken machine Lt Siegfried Fischer – who had only It would appear that the Staffel’s final
at RAF Manston in Kent, the remainder recently moved to 1 Staffel from 3./JG 53 – loss did not fall to the guns of the RAF,
of the Gruppe was fighting for its life. was shot down and killed off Dungeness but more probably to ice. It was a sombre
As such, it is thought that Hans-Karl by Sqn Ldr ‘Sailor’ Malan of 74 Squadron. ending for 1./JG 53's battle over Britain.
Mayer, who had just returned from With Fähnrich Wolfgang Hauffe’s ’109 also Many who survived 1940 would be
leave, took off in a brand-new Bf 109E- damaged in the melee with 74 Squadron, lucky to see the war out; the Geschwader
7 to help. What exactly happened next he was forced to ditch in the murky was one of the most effective during the
can be explained by the combat report waters below, but he was quickly rescued. campaign, claiming 258 ‘kills’ for the
filed by Fg Off Desmond McMullen of 222 Seventeen days later and after few loss of 51 pilots either killed or taken
Squadron: “The squadron leader sighted operational flights thanks to the winter prisoner.
“Immediately afterwards, 1 Staffel

bounced the Hurricanes”

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GLORY DAYS PDF NEWSPAPERS and MAGAZINES: WWW.XSAVA.XYZ
Six Hurricane Mk Is of 73 Squadron over France, while operating as part of the Advanced Air
Striking Force during 1939-1940. Soon, the type would face the full might of the Luftwaffe in
the Battle of Britain KEY COLLECTION

orever overshadowed by the the similarly eight-gunned, hole and the aircraft was ready
(arguably) more glamorous Merlin-powered Hurricane’s wood to return to flight.
Spitfire, anyone with even and fabric construction was still A total of 1,715 Hurricanes
a basic understanding of rooted in the past, which actually were operational with Fighter
the Battle of Britain knows proved to be a major plus for it out Command during the summer of
full well that it was the Hawker in the field. 1940, and having already proven
Hurricane that contributed most The Hurricane could absorb its worth in the Battle of France,
to this country’s finest hour. A a surprising amount of battle the Hurricane was a popular
derivative of one of Hawker’s damage and still remain flyable. aircraft with all who flew it and
1930s biplanes, the Fury, it was a A bullet might easily pass through accounted for four-fifths of the
case of the right aircraft coming the fuselage and exit without enemy aircraft brought down in
along at the right time. causing any damage other than a the battle. Without the Hawker
Unlike its metal-skinned, thinner hole in the fabric. A canvas patch Hurricane, you would not be
winged counterpart the Spitfire, could be hastily applied over the reading these words today.

GLORY DAYS
ABOVE: Hawker
Hurricane prototype,
first flight November
6, 1935 KEY COLLECTION
RIGHT: Shirts, ties

and tweed at the
Hurricane assembly
line KEY COLLECTION
BELOW: The first

production Hurricane,
L1547, made its initial
flight on October 12,
1937, when Philip
Lucas took it up from
Brooklands. The
name ‘Hurricane’ had
been made official on
June 26, 1936

LEFT: Then as-new,
the Hawker Hurricane
eight-gun fighter on
display at the Paris Air
Show in November
1938 KEY COLLECTION
BELOW: Hawker
Hurricane Mk Is,
possibly at Northolt,
dated 1938
KEY COLLECTION

The 350-foot Type
1 radar towers at
Danby Beacon
VIA TIM WILLBOND

DEFENDING THE NORTHERN SKIES
CONTROLLING
THE BATTLE
Tim Willbond provides an analysis of the air battles in the
northern skies on August 15, 1940 to uncover the central role
that command and control and air battle management played
in delivering victory in the Battle of Britain
he Dowding System was a (Fighter) Group Areas of Responsibility - was the Luftwaffe’s plan to mount
command and control system (AOR) commanded by Air Vice Marshals intense attacks to defeat the RAF
designed to facilitate the Trafford Leigh Mallory and AVM Richard in the air and on the ground in just
management of an air battle. Ernest Saul respectively. The contained three weeks. The Luftwaffe’s battle
Robert Watson-Watt, the ‘father of nature of the battles provides an excellent plan for August 15 confirmed the
radar,’ considered the air battles fought platform to compare and contrast the style of assault that would persist
in the northern skies during the Battle management of the two battles and to until September 7, with large
of Britain to be a perfect example of how draw out just how important effective scale attacks against airfield and
the Dowding System was designed to battle management was to achieving surveillance units, mainly in the
work. victory in the air. South East, and the use of large
There were two distinct battles that Launched on August 13, Unternehmen fighter formations to defeat the RAF
were fought in the No.12 and No.13 Adlerangriff – or Operation Eagle Attack in the air.

It can be justifiably stated that the They counted on surprise and little or formations with a strength of 20-plus
Battle of Britain was largely fought by no resistance, but were in for a rude (quickly changed to 30-plus), their
and, most certainly won by, 11 Group awakening. heading would result in landfall north
but August 15 saw the Luftwaffe mount The enemy was first detected at 1208 of Newcastle. While determining the
strong flanking attacks. hrs when the long-range surveillance enemy’s strength was one of the most
The battle plan for August 15 was to unit at Drone Hill in Berwickshire, difficult processes, it was clear to the 13
mount large scale attacks along five axes equipped with a Type 1 radar detected the Group controller that a major attack was
from the Portland to the Farne Islands, a approaching attack some 90 miles out to developing.
battle front of over 500 miles. Hitherto, sea abreast the Firth of Forth. With the The attack was mounted by Stavangar,
large scale air attacks had only been Filter Room at Fighter Command quickly Norway-based Heinkel He 111s of
mounted by Luftflotte (Air Fleet) 2 and 3 determining the attack comprised three Kampfgeschwader (Battle Wing) 26 (KG
but the flanking attacks saw Luftflotte 5,
based in Norway, enter the battle.
Misinformation
It is generally acknowledged that
the flanking attacks were conceived
by Oberst Josef ‘Beppo’ Schmid,
Riechsmarschall Herman Göring’s
Chief of Intelligence who was convinced
that nearly all of Fighter Command’s
squadrons had been committed to the
battle in the South.
Luftflotte 5’s task was to launch two
simultaneous attacks on RAF airfields
across Yorkshire and the North East.
ABOVE: The Sector Operations Centre controlled the

battle and was the only unit to pass orders to pilots in
the air ALAMY
RIGHT: The operations room of a Type 1 equipped long

range surveillance unit. The units were deployed
around the coast in a network known as Chain Home
VIA TIM WILLBOND

26) ‘Löwengeschwaderbase’ (‘Lions’ Hptm Werner Restemeyer took off to BELOW: A hive of activity – the wartime operations
room at Danby Beacon VIA TIM WILLBOND
Wing’), led by Obstl Robert Fuchs. With protect the bombers. The Bf 110s formed
72 crews tasked to fly the mission, up behind, above and up sun of the
their targets were the RAF airfields at Heinkel’s which, initially, led to them heading westerly with a strength of
Usworth in Sunderland and Dishforth being tracked separately. Things also three-plus, while the main attacking
near Ripon. went wrong within minutes of the He force was detected in the same vicinity
As part of ‘Beppo’ Schmid's plan, 17 111s launching – the lead navigator soon after.
Heinkel He 115 seaplanes departed 30 made a directional error. Despite being It was about this time that Fuchs
minutes before KG 26’s bombers and out by just 3°, this placed them on a became aware of the error and turned
set course for Dundee. The aim of this track very close to that taken by the the bombers on to a south-westerly
diversionary force was to draw any He 115s. This meant that rather than heading to make landfall somewhere
remaining fighters away from the main achieving the desired deception, the between the towns of Amble and Blyth
attacking force. very opposite happened – the defences on the Northumberland coast.
Messerschmitt Bf 110s from were instead alerted. The Filter Centre
Zerstörergeschwader (Destroyer Wing) assessed the situation accurately and The game is set
26 (ZG 26) led by Gruppekommandeur tracked the seaplanes as one formation The initial move on the chess board,
to order one squadron to attack the
enemy well forward and to cover the
advance if it altered course back to the
“Scientist Robert Watson-Watt Firth of Forth, by scrambling No 605
squadron from Drem, on a southerly
considered the northern battle to be a but converging heading, were very
sound battle management decisions. At
perfect example of how the system 1235hrs, the group controller launched
No 41 Squadron from Catterick, which
was designed to work” was another timely decision given the
distance the squadron had to travel to
the battle area. This left one squadron

BELOW: A formation of Heinkel He 111s approaching, bombers and 27 Messerschmitt Bf 110 Post-war analysis indicates that
taken during the summer of 1940, when the He 111 escort fighters. Subsequent analysis one Heinkel and two Bf 110s were
was the Luftwaffe’s principal bomber ALAMY has shown that the enemy formations destroyed in this initial attack, one
actually comprised some 63 He 111s of which was being flown by the
at Acklington and one at Usworth poised from KG 26, nine having turned back, Gruppenkommandeur of ZG 76, Hptm
at high readiness, prepared to enter the and 21 Bf 110s, a total of 84 aircraft. Werner Restemeyer. The other was in
battle quickly with plenty of fuel. The RAF had a height advantage of the hands of his adjutant, Lt Gustav
A major worry for the controller would 3,000ft over the enemy and, after Loobes. Restemeyer’s machine was
have been a follow-on attack but the long recovering from his surprise, Ted equipped with additional radios as an
range picture was clear. The controller Graham, who was leading 72 Squadron, airborne control aircraft, and carried a
committed the last two squadrons continued on an easterly course so that radio operator. It was also fitted with a
to battle, with 79 Squadron being he could turn to attack out of the sun. large external fuel tank to compensate
scrambled at 1242hrs to reinforce No.72, This manoeuvre meant that the attack for the extra weight – this is reported
while 607 (County of Durham) Squadron was launched against the enemy’s left to have exploded. Significantly, the
was scrambled at 1307hrs. flank with one section of four aircraft disruptive effect of a surprise attack
Cover for aircraft rearming could also detailed to engage the Bf 110s, and the well out to sea was considerable;
be provided, if necessary, from fighters rest to attack the bombers. This was a several aircraft prematurely jettisoning
that had been airborne the shortest time. well-executed attack and the enemy was their bombs and diving for low cloud
taken completely by surprise. cover. The remainder of the attack lost
Enemy advance
The enemy formation’s advance was
southwesterly, but they turned onto a
more westerly course abreast the Farne
Islands. The sector then ordered further “The Luftwaffe was counting on
course corrections and the fighters
sighted the enemy some 30 miles to surprise and little or no resistance in
the east of the Farne Islands flying in a
westerly direction at around 1245hrs.
the north, but they were in for
The squadron commander reported the
enemy was advancing on a broad front
a rude awakening ”
and comprised some 100 Heinkel He 111

LEFT: The Luftwaffe lost 15
bombers, like this Heinkel
He 111 in the northern battle
of August 15, plus more
were damaged following the
attacks KEY COLLECTION
BELOW: Groundcrew
installing the belly tank to
a Messerschmitt Bf 110,
which increased its range
but severely impacted on its
effectiveness in battle
VIA TIM WILLBOND
cohesion, breaking into two separate

formations. When engaged, the Bf 110s
formed a defensive circle, but this
proved fruitless. It transpired that the
rear gunners had been left behind so
the aircraft could carry additional fuel
– otherwise they would not have had
the range necessary to reach the UK
from Norway.
One of what was now two formations
resumed a course towards Acklington,
and 79 Squadron, which had been
scrambled at 1242hrs, was initially
ordered to a patrol line over the Farne and crossed overland close to Seaham, that had been in battle over Durham
Islands to cover the incoming enemy. where 41 Squadron was ready for them. with 41 Sqn. The flight engaged and
When it appeared certain that it was The unit was involved in a running harried the enemy as they withdrew
once again heading for the Acklington battle from Seaham across County towards the coast.
area, the sector controller vectored the Durham as far as Bishop Auckland, All in all, this was a very well managed
squadron into a position up sun against during which, bombs were widely battle, by both the group and sector
the enemy formation; the squadron scattered. No.607 Squadron from controllers. The attack cost the enemy a
joined combat with the enemy before Usworth was airborne at 1307hrs and total of 15 aircraft, with eight bombers
they crossed inland at about 1300hrs. sent to Newcastle, but this order was and seven fighters destroyed and many
After an initial engagement with changed, the unit sent to the mouth of others badly damaged.
the bombers about half the squadron the Tyne instead. The losses represented just under 18%
moved further out to sea to attack the Shortly after arriving, Flt Lt Francis of the enemy bomber strength; the Bf
Bf 110s which were not showing much Blackadder, who was leading the 110 force had lost a third of its number.
inclination to advance further. squadron, spotted a large formation Of great significance, the attack was
5,000ft below over Whitley Bay on seriously disrupted and although bombs
Enemy engagement a southerly heading; this was the were randomly scattered around the
The Usworth sector controller formation that had crossed the coast northeast, objectives were not attacked
understandably assessed that the enemy close to Acklington. The squadron and they had little effect other than
objective was Acklington, but then the engaged the enemy and what followed in Sunderland where 24 houses were
formation turned south as it crossed was a running battle down the coast of damaged. No industrial buildings
the coast and was engaged again by 79 Durham. were damaged and the main enemy
Squadron. The two flights from 605 It seems that aircraft from 41 objectives were not attacked.
Squadron were operating separately Squadron may also have joined this Many narratives on this battle suggest
– A Flight was over Blyth in a position engagement. that no RAF fighters were lost, but
astride the enemy formation; it engaged The enemy seemed to be heading for Plt Off KS Law of 605 Squadron was
the Luftwaffe as they flew south. B Middlesbrough, but then turned out to wounded and crash landed five miles
Flight had flown on to patrol over sea and withdrew. north of Tynemouth and not all the
Newcastle and, receiving no further No.605 Sqn’s B Flight, which had been others were unscathed with several
orders, remained over the city. patrolling over Newcastle, saw an other pilots being wounded.
Meanwhile, the other enemy formation enemy formation approaching from the Further south, long-range surveillance
had headed in a southwesterly direction southeast, almost certainly the aircraft units at Staxton Wold and Stenigot
detected a formation heading for legendary Hugh ‘Cocky’ Dundas of 616

Flamborough Head at 1239hrs. It was Squadron wrote: “The pilots were in
more than 90 miles from the coast, this the Mess having lunch when without
providing plenty of warning time. any warning the Tannoy called out 616
Once again, the Filter Centre quickly Squadron Scramble, Scramble, Scramble.”
designated this as hostile and estimated The unit responded quickly and was off
the height at 12,000ft and the strength as the ground at Leconfield by 1300hrs –
40-plus. The objective of this attack was ordered to patrol over Hornsea at 2,000ft.
once again RAF airfields and the force This order was flawed on two counts,
comprised 50 Junkers Ju 88 bombers of firstly, the height of the enemy was given
KG 30 from Aalborg in Denmark. This at 12,000ft and with the known margin
enemy advance was heading towards the of height error the squadron should
Church Fenton sector, which brought it have been scrambled to a minimum of
under No.12 Group’s auspices. 12,000ft. Secondly, orbiting the squadron
However, the group’s response was rather than immediately ordering a cut-
tentative and far less effective than it off interception allowed the enemy to
could have been. It was accustomed to ingress many miles and had they changed
launching small numbers of fighters heading an interception could have been
against minor incursions and, despite the problematic or missed completely.
warning time, it appears that squadrons The day was complicated by the presence
were not brought to readiness with of two convoys – the biggest was code-
the alacrity shown by 13 Group. The named Agent and comprised 28 ships, and
ABOVE: BBMF Spitfire Mk.IIa P7350 representing

72 Squadron in 1995, with the Farne Islands in the
background VIA TIM WILLBOND
LEFT: Air Vice-Marshal Sir Trafford Leigh-Mallory

commanded 12 Group in 1940 KEY COLLECTION
BELOW: Air Vice-Marshal Richard Saul was in command

of 13 Group covering the north of England and Scotland
during the Battle of Britain VIA TIM WILLBOND
had sailed from Hull at 1135hrs, while the

other was in the Humber estuary. Much
of 12 Group’s work previously had been on
convoy protection and, despite what was
clearly a large enemy force flying towards
the coast, convoy protection seems to have
influenced the thinking.
No.264’s Boulton Paul Defiants were
scrambled at 1305hrs and ordered to
protect the convoy in the Humber. This
was not an unsound decision, but what
followed most certainly was.
At 1306hrs, half of 73 Squadron from

“A major worry for the controller would have been a
follow-on attack, but the long range picture was clear
so the last two squadrons were committed to battle”
Church Fenton was ordered to patrol the meantime, having belatedly read the longest chase went on for some 160 miles
over convoy Agent with the other half situation, the sector controller vectored 73 out to sea.
retained to patrol over the base. The Squadron’s A Flight, which was en route The high kill rate reflects very well on
second decision was deeply flawed – the to its convoy protection task, to engage the one-and-a-half squadrons involved,
squadron should have been used as a the enemy a few miles to the east of but less so on the battle managers who
single unit and committed forward to Flamborough Head. left a large formation of the enemy
engage the enemy advance. The defenders did an excellent job, unchallenged overland and they should
Another bizarre move followed, with 13 accounting for seven Junkers Ju 88s with have committed at least another two and
Group asked to scramble its 219 Squadron a further three crash-landing on their a half squadrons to battle.
Bristol Blenheims from Catterick – this return to base. The out-flanking raids in the north
despite 12 Group having its own Blenheim However, the weight of attack by just 18 were a failure and the Luftwaffe lost 15
unit only ten miles further away at RAF fighters engaging an enemy advance on a bombers and seven Bf 110s with further
Digby. Using these relatively cumbersome broad front was insufficient to disrupt the aircraft written off due to battle damage
twins while 302 Squadron had Hawker raiders, and a large enemy force did reach and crash-landings. It was a very high
Hurricanes at Leconfield, and No.222 had their objective. price to pay for no significant gain and
Spitfires at Kirton-in-Lindsey, seems ill At around 1330hrs the Ju 88s attacked the Luftwaffe did not repeat this type of
judged. Indeed, further south at Digby, Driffield at low level, dropping more flanking attack again.
only ten miles further away from the than 160 bombs and strafing the airfield. Both Saul and Leigh Mallory were
battle area than Church Fenton, were Seven personnel were killed and some absent from their headquarters on the
the Hurricanes of 46 Squadron and 611 20 wounded, fires were started, four day of the battles and so it was their
Squadron’s Spitfires. buildings were damaged extensively and group controllers that had to make all
As it was, after a delay in diverting the four hangars destroyed, along with ten battle management decisions but those
squadron to a patrol line, 616 Sqn was Whitley bombers. decisions reflect on them.
then ordered to intercept the attack from Whether by design, as a target of No.13 Group’s battle management tactics
its patrol over Hornsea. Dundas and opportunity, or an accident of fate, bombs were robust and effective with the enemy
his colleagues were vectored north and hit an ammunition dump at Burton Agnes. constantly challenged and disrupted
when abreast Flamborough Head saw a Blenheims from 219 Squadron were whilst No.12 Group’s tactics were
large formation of enemy aircraft flying airborne at 1310hrs and only arrived in tentative and confused with the enemy
in a southwesterly direction towards the time to undertake some tail chases with left largely unchallenged overland,
coast. The squadrons brought the enemy the Ju 88s. They did not have sufficient allowing them to deliver an effective
to battle around ten miles out to sea. In speed advantage to overtake them; the attack on their main objective.
‘OVER EXPOSED’
o one will ever know what was going
N through the minds of the 11 crew

and two passengers on board the
United States Air Force (USAF) Boeing
RB-29A Superfortress Over Exposed
as it powered through the skies of Derbyshire on
November 3, 1948. With a broken layer of dark
cloud often hiding the unforgiving moorland-
covered plateaus of the Peak District below them,
one wonders if the crew were thinking of home.
With their ‘temporary duty’ – or TDY – complete,
after that flight they were just a few days away
from returning Stateside to their family and
friends. Unknown to them, they had taken off for
the final time…
The road to Bleaklow

The Superfortress destined to become Over
Exposed rolled out of Boeing’s Renton factory
in Washington in late June 1945. Assigned the
serial 44-61999, the airframe was built as part
of an order for 99 examples of the four-engine
heavy bomber bound for what was then the
United States Army Air Force. It was the 89th
B-29A-55-BN. Delivered the following month
and prepared for war across the Southeast Asian
theatre, the aircraft was soon considered surplus
with the Japanese surrendering on September
2 that year. However, shortly after it was one of
118 B-29s chosen for conversion for photographic
reconnaissance work. Redesignated an F-13A, the
aircraft was fitted with one K-18, three K-17B and
two K-22 cameras – all of which were developed
by the Fairchild Aerial Camera Corporation –
while the type’s standard bombing equipment
and defensive armament were retained.
Initially assigned to the 91st Strategic
Reconnaissance Group’s (RG) 16th Photographic
Reconnaissance Squadron (PRS) at MacDill Field
in Florida, the airframe was diverted to the 58th
Bombardment Wing’s 509th Composite Group at
Roswell Army Air Force Base in New Mexico in
April 1946. On its arrival, the aircraft was quickly
dispatched to Kwajalein Island in the North
Pacific Ocean to support Operation Crossroads
– the United States’ atomic bomb tests at Bikini
Atoll. Assigned to the group’s Tactical Operations
Unit (dubbed Task Unit 1.5.2), 44-61999 was
one of eight F-13s allocated to conduct aerial
photographic operations and radiological
reconnaissance missions during the testing.
As such, on July 1, the aeroplane accompanied
B-29 44-27354 Dave’s Dream as it dropped a
free-fall 23-kiloton yield Y-1561 ‘Fat Man’ Mark
III atomic bomb nicknamed ‘Gilda’ under the
codename ‘Test Able’. Armed with 25 cameras,
44-61999’s crew was tasked with capturing the
weapon leaving 44-27354 before diving away.
By the time the bomb exploded over the Bikini
RIGHT: A memorial was erected at the site of 44-61999’s final resting

place by members of 367 Air Navigation Course in November 1988,
but parts of the port wing and undercarriage seem to have formed
their own tribute to the 13 men who died where they fell that fateful
day in 1948 ALL IMAGES KEY-JAMIE EWAN UNLESS NOTED

HELL ON
HIGH GROUND
Jamie Ewan trekked across Bleaklow Moor in
Derbyshire’s High Peaks to visit the final resting
place of a Boeing RB-29A Superfortress and
discover what happened on a fateful day in 1948

‘OVER EXPOSED’
Atoll lagoon, F-13A 44-61999 was some blockaded rail, road and water access to ABOVE: A rare image of Boeing RB-29A 44-61999 Over
seven miles away. On July 25, ’61999 was Allied-controlled areas. Isolating more Exposed while on strength with the 16th PRS out of
McDill with ‘redacted’ nose art, suggesting the aircraft
again in action supporting ‘Test Baker’ – than two million people and desperate to was either in, or had recently returned from Hawaii
this time capturing the detonation of a stave off all-out war, this left the western when the photograph was captured. This might also
near identical weapon (dubbed ‘Helen of powers with only one viable option – be one of the few images of the aeroplane during its
TDY to Scampton in 1948 KEY COLLECTION
Bikini’) underwater. airlifting supplies to Berlin until the crisis
With the story of 44-61999 being told the could be solved diplomatically. Two days
world over, it has been widely recounted later on June 26, what would become one BELOW: Enlisted personnel assigned to Task Unit
that the aeroplane gained its now famous of the biggest airlifts in history began. 1.5.2 pose with Over Exposed between sorties at
Kwajalein during Operation Crossroads – the United
Over Exposed moniker while serving But how is it that Over Exposed, by then States’ atomic bomb tests at Bikini Atoll in 1946. The
at Kwajalein for getting too close to a designated an RB-29A in line with the names of the men remain unknown to this day
so-called ‘nuclear flash’ over Bikini Atoll. then newly established USAF, found itself UNITED STATES AIR FORCE
Shortly after Test Baker, the eight F-13s flying through the skies of Europe?
were flown back to the US where the In late July 1948, as part of US efforts to
extra cameras were removed at Wright support the besieged city, which required
Field in Ohio, before being delivered to around 4,500 tons of coal and food
Roswell for contamination checks. With per day, USAF Chief of Staff Gen Hoyt
these completed, 44-61999 was returned Vandenberg ordered the deployment of
to the 16th PRS at MacDill in late 1947 and some 90 Superfortresses to various bases
pressed into regular squadron service as across the UK. The aircraft – assigned to
a long-range photographic reconnaissance SAC’s 2nd Bombardment Wing – would
platform with Strategic Air Command’s augment the already struggling transport
(SAC) 55th RG. fleets and signal the West’s resolve to
sustain the airlift as tensions continued.
From Bikini to Berlin However, among the bombers the USAF
As the days of 1948 were ticked off the quietly interposed some of its newly
calendar, it became harder to ignore the designated RB-29As to secretly ‘map’
menacing clouds of conflict building up Soviet-held territory using six cameras
on Europe’s horizon as cracks began to that could capture a strip of ground three
appear in the multinational occupation of miles wide per frame.
post-war Germany. As such, the 16th PRS – then under the
The communist Soviet Union began to command of the 311th Air Division –
flex its muscles during the nascent days quickly dispatched several of its machines
of the Cold War. The crisis in Germany (including 44-61999) on a TDY to RAF
intensified on June 24, when Soviet forces Scampton in Lincolnshire. While the exact
number of ‘airlift’ flights over Berlin Burtonwood in Cheshire, as part of a BELOW: USAF Boeing RB-29A 44-61999 Over Exposed,
circa late 1947. The aircraft boasts the markings applied
that Over Exposed conducted over the three-ship on November 3, 1948. by the 509th Composite Group’s Task Unit 1.5.2 while
following two months is not known, it is What had once been the largest facility supporting Operation Crossroads. Note in particular the
known that the aeroplane was regularly of its type in Europe was now being used yellow bands around both the wings and rear fuselage
ANDY HAY-FLYING ART
flown by the same crew throughout as the primary maintenance base for
its European detachment. These were Douglas C-54 Skymasters taking part
the men who climbed into the skies on in the Berlin Airlift. However, despite BOTTOM: The near-28ft tail of Over Exposed reaches
into the night sky from the carnage of the wreckage
November 3 that year for what should having had a significant US presence – almost like a ready-made memorial – just hours
have been a routine flight. Led by Capt since 1942, supplies, mail and payroll after the aircraft was located. Note that the rudder
Landon Peter Tanner (pilot), the rest of packages bound for the so-called ‘little and ailerons are exposed, a result of the post-crash
the crew comprised: Capt Harry Stroud America of the northwest’ were initially fire. The tail was later destroyed as part of the salvage
operation ROYAL AIR FORCE MOUNTAIN RESCUE ASSOCIATION
(co-pilot); TSgt Ralph W Fields (engineer); delivered to Scampton. Similarly, those
Sgt Charles R Wilbanks (navigator); SSgt destined for the States were also sent
Gene A Gartner (radio operator); SSgt via the Lincolnshire base. As a result, base while so far from home. While the
David D Moore (radar operator); camera it wasn’t unusual to have multiple exact happenings aboard 44-61999 will
crew TSgt Saul R Banks, Sgt Donald R ‘Superforts’ crisscrossing the uplands of never be known, it’s easy to envisage
Abrogast, Sgt Robert I Doyle and PFC the Peak District each day. Tanner and Stroud considering the
William M Burrows; and Capt Howard E On that fateful day, the crew of Over weather as the aeroplane’s four 2,200hp
Keel (photographic advisor). Exposed welcomed two passengers – Wright Cyclones rumbled away in the
Cpls Clarence M Franssen and George
Fateful flight Ingram Jr. Routine flights like this didn’t
Despite their rotation in England having require a full crew, but most of the ’29s
come to an end, Tanner and his crew were full as it gave those on board the
were scheduled to undertake one of the opportunity to acquire some so-called
regular ‘runs’ to the USAF base at ‘creature comforts’ found at the American
“It would take Over Exposed just 22 minutes to cover the 86 miles
between the two bases – nothing too taxing for a man said to be
‘one of the most experienced B-29 pilots’ around”

‘OVER EXPOSED’
Scampton had heard from the aeroplane.

After an hour, it was apparent that
something had happened to 44-61999.
With all agencies alerted that an aircraft
was unaccounted for, and despite the
weather getting worse by the minute, the
16th PRS scrambled another RB-29A out of
Scampton to begin a search. Before long, it
was reported that burning wreckage could
be seen on the high ground at Bleaklow –
some 31 miles to the east of Burtonwood. It
was just after 1500hrs.
At the time, members of the Harpur
Hill RAF Mountain Rescue Team were in
the latter stages of an exercise close by
when they picked up the messages being
broadcast by the searching RB-29A. A
Superfortress “was down on the moor and
burning”. On hearing the grid reference,
the team made its way to Higher Shelf
Stones in the hope of finding survivors.
But on approaching the blazing wreck
through the incessant mist and drizzle
it was clear no one had survived. With
ABOVE: November 4, 1948: Smiling for the camera, ground throughout. And with a low-level 44-61999’s tail rearing up from the
members of the RAF Mountain Rescue Team from cruising speed of 220mph, it would take desolate moor into the darkness – as if
Harpur Hill make their way along Snake Pass to help
search and clear the crash site of human remains Over Exposed just 22 minutes to cover already commemorating its lost crew –
and personal effects. The majority of the men were the 86 miles between the two bases – not thoughts quickly turned to recovering the
volunteers, unaware of the horrors that awaited them too taxing for a man said to be “one of the crew and their personal effects. However,
ROYAL AIR FORCE MOUNTAIN RESCUE ASSOCIATION
most experienced B-29 pilots” around. by the time night fell, just eight of the 13
With a VFR Flight Plan filed with Air had been found, scattered around the still
BELOW: This view looking east – towards 44-61999’s
final destination, Burtonwood – reveals the extent of Traffic Control by telephone, at around burning remains of what just hours before
the debris pool more than 70 years on from that terrible 1015hrs Tanner pointed 44-61999 down had been a machine of war.
November day Scampton’s near-6,000ft runway and
pushed open the throttles. Grim task
cold winter air while waiting for their ‘Ts As the sleek silver and black machine It wasn’t until the next day that the true
and Ps’ to hit the green. With Scampton’s slipped into the overcast skies of extent of the crash became apparent.
Meteorological Office reporting showers Lincolnshire, nobody suspected that it Before dawn, some 50 men tasked with
and scattered cloud between 2,000 might never return. Ideally, Over Exposed the grim job of recovering the bodies
and 4,000ft along the route and with should have touched down at Burtonwood made their way towards Over Exposed’s
visibility sitting somewhere between around 1035hrs… but it didn’t. And while final resting place from Snake Pass,
four to six miles, Tanner chose to fly not unusual (the weather wasn’t ideal; about a mile to the south. A Harpur Hill
VFR (visual flight rules) – after all, it perhaps Tanner had decided to fly around serviceman with the surname Allsopp
was a routine flight the crew had flown it or turned back for home?), concern was involved that day. He later recalled:
several times before. In keeping below grew gradually – especially when it was “The Americans were there in force –
the cloud, he would be able to see the realised no one at either Burtonwood or including a group of Military Police in

white helmets, webbing, pistols, the lot. there is no way up there for Jesus Christ’. of the wreck I began to see huge pieces of
They all appeared to have an unlimited Well, whether or not Jesus Christ could metal, equipment and papers scattered
supply of fags, which we took with great have got up there I do not know, but our around – and then I arrived at the rim of
alacrity as pay day was due and we had adjutant – Flt Lt E E ‘Buster’ Allen DFC, the crash site. The rim had been created
about three woodbines and two dog ends a former Battle of Britain pilot – was by the [aeroplane] ploughing into the
between us! certain we could, and he had us off our moor as if it had tried to bury itself to
“The American officer was on the radio backsides each carrying a stretcher, and hide the shame of not being able to fly.
most of the time trying to persuade some off we went into the gloom, up the sodden At the centre were shapes bearing no
higher authority that he wanted a fleet hillside.” relation to anything you had ever seen
of helicopters sending in to fetch the Led by the American officer and armed – masses of cable, metal, instruments,
bodies. He kept saying, ‘What f*****g with torches and arc lamps the group seats, equipment of every description,
low cloud? Jesus Christ, I can see for toiled its way across unforgiving, water- paper everywhere and the bodies of
miles!’ I gathered that the authority did logged ravines, stinking peat bogs and the airmen lying where they had been
not think this was correct. We could streams for two hours before 44-61999’s thrown clear of the aircraft in grotesque
not see the top of the hill above us. At tail finally loomed out of the gloom of positions. There was also a lingering,
that time helicopters were a rare sight the grey dawn. Allsopp continued: “The smouldering smell everywhere –
and not very large at that. He then tried walking and stumbling appeared to go on slightly sweet, or was it a sickly smell? It
another tack and wanted to know where forever in the darkness, you just got to the appeared and then was gone, a smell you
the nearest US Army heavy construction point of making sure you kept up to the knew but then you could not place it…
unit was, to drive a rough road up and man in front, wondering what lay ahead like a memory of cooked meat but then it
across the moor to the crash site to get of us – I had never seen a person that had was not. It was elusive but persistent all
‘some goddam f*****g trucks up there suffered a violent death. the time I was there.”
and get these poor f*****g guys down, “About a quarter of a mile from the bulk With a search revealing the rest of
the crew were still trapped within the
tangled, burnt-out fuselage, the recovery
party got to work. In doing so, the sheer
violence of the crash and fragility of
life became evident, as Allsopp noted: “I
helped to release a body from the chair
it was strapped to – maybe 120ft from
the main crash. He had not a mark on his
body, apart from a broken neck.”
Finding other bodies, he went on to
describe the gruesome scene, adding
that it was hard to “put out of your
mind that this was a person who a few
short hours previously was walking like
you and could have spoken to you. He
had been a man with hopes, dreams,
wife, children…”
LEFT: While much of the RB-29A’s wreckage sitting

at Higher Shelf Stones is barely identifiable, some is
– including all four of the aeroplane’s Wright Duplex
Cyclone engines. Such was the aircraft’s impact, it
was reported that one of the 2,670lb powerplants was
found more than 100ft away from the main wreck site

‘OVER EXPOSED’
distorted order and tidiness about the

site.” During this recovery operation,
someone in the fuselage excitedly
shouted: “Look at this!” as he held in one
hand a cotton bag featuring the words
‘Wells Fargo’, and clutched a bundle of
what appeared to be bank notes in the
other: “They were American dollars,”
Allsopp recalled. Scrambling toward
the commotion, one of the American
officers reportedly took the bag, and
said: “This is what we’re looking for!”
to his colleagues and promptly left the
crash site.
“There was $7,400 – it was the payroll
for Burtonwood,” said Allsopp, before
adding: “Not a note was burnt or even
singed, [yet] 13 men had died.”
With all of the crew accounted for,
they made their final journey together.
Their destination? Burtonwood. As the
recovery party made its way down the
peak with their grim load, investigators
combed the wreckage for any clues as
to what had happened. Then a salvage
team worked to reduce the wreckage
as much as conceivable – a near
impossible task given the ferocity of the
impact and its location.
What happened?
With the accident committee submitting
its report in mid-December 1948,
its somewhat indecisive findings
noted: “Very little information is
available concerning the details of the
accident. There were no eyewitnesses
to the actual crash. The aircraft was
approximately three miles north of
Spending hours searching the site,

recovering the crew and picking up the
likes of wallets, photographs and other
personal effects, Allsopp recounted:
“You worked automatically, there were
things to be moved together, bodies over
there, wallets in that box, identity tabs
if loose there, watches and jewellery
here, so on and so on. We continually
went around looking, poking, searching
an area again if a body had been there
to make sure everything was retrieved
for identification and to send back to
their next of kin. So it went on until
there appeared to be some kind of
ABOVE: At the time of the author’s visit, the conditions

on Bleaklow were eerily similar to those reported on
the day Over Exposed met its demise
RIGHT: Despite the ferocity of the post-crash fire and

more than seven decades of harsh winters since,
44-61999’s port main undercarriage still retains most
of its tyre

“The rim had been created by the aeroplane ploughing into the moor as
if it had tried to bury itself to hide the shame of not being able to fly”
course and from all indications was on a still more than 30 miles away (around ABOVE: A view of the wreckage that still remains on
heading of approximately 290° magnetic, ten minutes flying time) from the base Bleaklow – it is a sobering sight
which is the approximate heading from when it crashed. With no emergency
Scampton to Burtonwood. The time of the transmissions recorded – suggesting conditions were encountered. Could it
crash has been tentatively established the aeroplane was ‘serviceable’ up until have been that the crew were holding out
from one of the crew member’s watches, the point of impact – and most agreeing until the weather passed, or could they
which was smashed and stopped at with the committee’s findings, many have been in the process of filing a new
1050. The aircraft was a total wreck and couldn’t help but express concerns that IFR flight plan?
burned following the impact. There were the loss of 44-61999 was reminiscent Or did Tanner think he was well clear
13 fatal injuries.” of other incidents when a pilot tried to of the peaks, therefore pushing the
Since the accident board was unable maintain VFR in marginal conditions. aeroplane lower to remain in visual
to definitely establish the cause of the Several theories have materialised. Had contact with the ground or to establish
accident, no recommendations were a simple navigational or timing error his position?
made. That said, some people have meant the aeroplane was off course? Had Whatever happened on board, 44-61999
noted that findings of USAF air accident the crew taken the opportunity to get ended up on a direct heading with
investigations of that time appear to be in some ‘sightseeing’ around the Peak Bleaklow’s Higher Stone Shelf – the
somewhat benevolent when compared District before heading back Stateside? second-highest point in Derbyshire. It
with their RAF counterparts. Or had the worsening weather forced is doubtful that any of the crew saw the
But how was it that an RB-29A with Tanner and Stroud to look for a way ground before they hit it.
“one of the most experienced B-29 around it to remain VFR? Today, huge amounts of the wreckage
pilots” at the controls ended up hitting At the time of the accident, the 311th – much of it unidentifiable – remain
the high ground at Bleaklow? With an Air Division’s commanders continually where they fell and a small memorial sits
ETA at Burtonwood originally logged urged their pilots to re-file for IFR sombrely near to where the 13 crew met
for around 1035hrs, Over Exposed was (instrument flight rules) if such hell on high ground.
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G H T Y EI
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UD A N
E TO D
In this extract from his latest book,

‘The Mighty Eighth, Masters of the Air Over
Europe 1942-45’, Donald Nijboer details the
build-up to a typical daylight bombing raid

THE MIGHTY EIGHTH
ABOVE: B-17F-25-BO 41-24577 Hell’s Angels of the 358th Bomb Squadron was also the first Eighth Air Force B-17
to complete 25 missions, 23 with Captain Irl L Baldwin’s crew. This occurred on May 13, 1943, six days before
Memphis Belle reached the 25-mission mark. Hell’s Angels finished 48 missions without injury to any crewman.
Memphis Belle was the first B-17 to complete 25 missions and return to the US VIA OSPREY
T
he airmen of the Mighty Eighth understood their task and objective. stop at the latrine before proceeding
were alerted the day or evening In the course of these briefings, the to the mess hall. There the cooks and
before that a mission was to be rest of the men taking part in the day’s kitchen staff, awakened an hour before
flown the following morning. operations were roused from bed, many the crews, would have food already
Once a target had been selected, having slept fitfully in anticipation of the prepared—fruit juice, cereal, toast, and
the lead crew officers were awakened— dangers that lay ahead. coffee with either pancakes or powdered
these being the men specially trained If enlisted men and officers shared (and, very occasionally, fresh) eggs.
to lead the group formation. They were different quarters from the rest of the Two hundred to 400 men could be fed at
up before the rest of the crews and four crew, the men of each bomber crew would once, so enabling an entire combat group
hours before take-off to attend pre- usually live within a short distance of to be readied for their mission.
briefings in the operations room. one another so that the whole could be From the mess hall the men were
Lead navigators and bombardiers were summoned at once by the duty sergeant. conveyed by covered truck, each
informed of the target and details of It was not uncommon for crews to be carrying two or three bomber crews,
their route. Lead pilots received the same awakened at two or three o’clock in the to the briefing rooms, which could seat
information and studied the course fixed morning, with half an hour allowed for approximately 200 men. Officers and
for the mission to ensure that everyone washing, shaving, and dressing, and a enlisted men were sometimes briefed
THE MIGHTY EIGHTH
together, but in many cases they were B-17 crews were to remain in the air over
informed of the details of their mission enemy territory for almost four hours.
in separate rooms or buildings. A briefing Dale Rice, in the same aircraft, recalled
room usually had a raised podium behind how the officer opened the curtain and
which, on the wall above, hung a large announced, “‘This is it. This is the big one,’
map of the area of operations. and gave a few more details. By the time it
A duty clerk would already have was finished and we realized how far we
marked out the mission route, target, were going, I think we were all in a state
and fighter rendezvous points on the of shock.”
map with coloured ribbons and pins. The
briefing officer entered the room, walked The Big B
down the aisle, mounted the dais, and Ed Leighty, a B-17 waist gunner,
drew back the curtain so all assembled remembers the trepidation he felt on the
were made aware of the objective morning he and the other members of the
simultaneously. If the raid required a crew were sent on the first daylight attack
deep penetration into enemy territory, the against Berlin, not surprisingly the most
men’s reaction of deep foreboding was heavily defended city in the Reich:
usually palpable. Bud Klint, serving out The intelligence officer was a big man;
of Molesworth, remembered the scene on he looked as if he had lived a good life.
August 17, 1943, when “every heart in the He pulled back the curtain over the wall
briefing room hit rock bottom when they map, and there was the target marked
pulled the cover off the mission map and out by a long wool string from England
revealed that black tape running direct to Germany. “Men,” he said pointing with
ABOVE: 500lb GP bombs being loaded into a B-17F. This from England to Schweinfurt,” the site of his stick, “today you will bomb Berlin.”
was the most widely used bomb by the Eighth Air Force,
with 1,365,387 dropped on Germany and occupied a heavily defended ball-bearing plant in “I don’t know about any men being there
Europe DONALD NIJBOER the heart of Germany. In the event, 231 in the room, but I know there were a
“Every heart in the briefing room hit rock bottom when they
pulled the cover off the mission map and revealed that black
tape running direct from England to Schweinfurt”

ABOVE: A flight of P-51B/D Mustangs of the 352nd The staff weather officer then discussed
Fighter Group, the ‘Blue Nose Bastards of Bodney’, predicted weather conditions that might
escort 458th Bomb Group Liberators across the
English Channel, mid-1944 DONALD NIJBOER affect the flight. Finally, the principal
briefing officer opened the floor to
LEFT: A Spitfire Mk.Vb (BM635) of the 309th questions before calling for all crewmen
Fighter Squadron, 31st Fighter Group, in to synchronize their watches. The main
September 1942 DONALD NIJBOER briefing normally averaged about 40
minutes, after which the bombardiers
lot of frightened boys,” said Ed. The and navigators moved to another room
briefing officer had the unenviable job or rooms to make their own plans and
of explaining the purpose and details of preparations with the help of operations
the mission in a concise and articulate and intelligence staff. Specifically,
manner, carefully interjecting humour navigators used maps to draw up their
where possible to relieve some of the flight plans, notwithstanding the fact that
tension from which the men inevitably a bomber group flew as a formation.
suffered. The length of the briefing Meanwhile, the bombardiers examined
usually depended on the importance the available data concerning the target
and relative danger of the mission. After for the day, which they hoped would
the ground control or operations officer include photographs revealing prominent
finished his briefing, an intelligence landmarks, natural or man-made, which
officer explained the details of the target could serve to guide the path of the
and the enemy’s defences, both on the aircraft and aid in bombing.
ground and in the air. Crews would be Gunners generally received their own
informed of the intensity of anti-aircraft briefing in a separate room, where
fire they could expect to experience details of the mission were discussed,
along the route to, and over, the target, with emphasis on the strength of fighter
as well as likely opposition to be offered deployment and the locations of possible
by enemy fighters. Where available, fighter interceptions. An operations
photographs of the targets were projected officer also dealt with issues such as
on a screen. altitude, weather, the type of fighter
THE MIGHTY EIGHTH
escort available, and rendezvous points ground for the waiting crew and their door—a difficult task in heavy flying
for the bombers. Afterwards, the gunners equipment. Meanwhile, the pilot and clothes. If entering a B-24 through the
collected their flight rations, electric crew chief walked around the aircraft rear, crewmen employed a ladder through
flying suits, and other clothing, harnesses inspecting the tyres, fuel vents, props, the floor hatch, or through the open
and parachutes, oxygen masks, and and other moveable parts to ensure that bomb bay which sat low to the ground.
inflatable life jackets. all was well. The pilot and any other Once inside, access forward to the flight
Prior to take-off, the gunners checked members of the crew not yet dressed in deck was gained across the ten-inch-wide
their weapons and ammunition, which their flying suits could then do so while catwalk across the bomb bay and through
had been removed after the previous the rest of the crew relaxed as best they the waist. The navigator and bombardier
mission for maintenance and cleaning, could, often with a cigarette in hand. entered through the nose wheel hatch.
before being returned to the aircraft Ten minutes before the pilots started
on the morning of the next mission. the engines, each airman checked the Green for go
Flak suits, other body armour, and steel other’s parachutes and life preservers A green flare signalled the time for
helmets had also already been loaded to ensure they were in working order. engines to be started, which came 25
beforehand either onto the bomber itself They then climbed aboard the bomber minutes before scheduled take-off. This
or into a tent that was erected on the to take up their positions or “stations.” gave sufficient time for the pilots to repeat
The easiest point of access for a B-17 was the same checks that had been conducted
via the rear fuselage door which led by the ground crew several hours before.
BELOW: B-17 waist gunners pose for the camera. Early
on, the guns were fed from ammo cans, which had
forward through the bomb bay. Those At the same time, the flight engineer, who
to be replaced when they ran out. This was quickly with the requisite fitness could haul doubled as the top turret gunner, stood
changed to a belt-fed arrangement NARA themselves up through the nose-hatch behind the pilot and co-pilot to monitor

BELOW: B-17 navigator’s position. Secondary duties for
a navigator included manning one of the two machine
guns located just forward of his position NARA
ABOVE: In a raid on Cologne on September 27, 1944, an 88mm shell

entered the fuselage of B-17G 42-98004 and exploded, killing gunner
Sergeant Kenneth Divil. The aircraft made it back to the 351st Bomb
Group’s base at Polebrook, Northamptonshire, where its pilot, Captain
Jerome Geiger, was photographed surveying the damage DONALD NIJBOER
“I saw a long, ambling line of Forts proceeding like huge,

drab prehistoric birds that made screeching cries as the
brakes were constantly applied to keep them on the
taxi strip. It was an otherworldly scene”
the instrument panel and gauges. When bringing the formation into the air began, To check that every member of
the time for taxiing arrived, the pilot gave each co-pilot advancing all throttles the crew was receiving oxygen, the
a signal to the ground crew to remove the for maximum power. A B-17 or B-24, bombardier, or sometimes the pilot,
wheel chocks. Sergeant George Hoyt, a weighing 65,000lb, generally lifted off periodically spoke to each man
B-17 radio operator, recalled this phase of after travelling approximately 3,000ft, by to ensure that all was well. This
a mission thus: which time it would be moving at about procedure could save a man’s life, for
“As we taxied out to become part of a 110–120mph, with aircraft ascending an insufficient supply of oxygen would
long procession of B-17s waddling along at 30- to 45-second intervals. During lead to unconsciousness and death after
the taxi strip, I stood up on an ammo box the ascent, turret gunners—positioned about 20 minutes. Anoxia occurred
to let my head get above the radio room in the bomber’s underside—sat in the only gradually, with a man starved of
roof. I saw a long, ambling line of Forts radio room in case of a crash, which oxygen unaware of the fact as he grew
proceeding like huge, drab prehistoric would, of course, place them in greater successively more drowsy.
birds that made screeching cries as jeopardy than anyone else aboard. To
the brakes were constantly applied to avoid spending more time than absolutely Enemy coast ahead
keep them on the taxi strip. It was an necessary in his cramped station, the By the time the bomber group entered
otherworldly scene in the dim light just ball gunner would not establish himself hostile airspace, its aircraft had
at sunrise.” in his post until after the aircraft had normally reached an altitude of over
The pilot had been briefed on the order reached an elevation of several thousand 20,000ft, roughly between 24,000
of taxiing and he carefully watched to feet. Eventually, all the bombers— and 27,000ft for B-17s and 20,000 and
ensure that the order of take-off was apart from those obliged to abort owing 24,000ft for B-24s, the latter bombers
maintained according to the flight plan, to a malfunction during take-off— being more difficult to control at the
which in turn dictated the formation of would reach the agreed assembly point, higher altitudes. By this time, any
the bomber group into its usual three establish their formation, and proceed to aircraft that had experienced technical
positions—lead, high, and low. To ensure the target. difficulties would have aborted the
his correct position in the line, a pilot Once an aircraft reached a height mission and returned to base. In
usually kept an eye on the call-letter of 10,000ft, the navigator or co-pilot addition, the bombardier instructed the
painted on the tail of the aircraft in front. spoke over the interphone system to the gunners to test-fire their weapons—
When a green light was flashed from remainder of the crew, advising them to into the sea if over the Channel for
the flying control van parked off the head switch on their oxygen supply. Each man those aircraft operating out of England,
of the runway, the pilot of the lead plane then adjusted his mask and checked his or over the Mediterranean or Pacific,
released his brakes and the long process of oxygen-flow regulator. if operating in those theatres. The
THE MIGHTY EIGHTH
ABOVE: Eighth Air Force top brass during the April 11, 1944, visit of Allied Supreme Commander Dwight D Eisenhower to the 4th
Fighter Group at Debden. In front of the officers' club are (from left) Brigadier-General Jesse Auton (65th Fighter Wing commander),
Eisenhower, Lieutenant-General Carl ‘Tooey’ Spaatz, Lieutenant-General James H Doolittle (Eighth Air Force Commander), and
Major-General William Kepner (Eighth Fighter Command commander) NARA
alternative, of course, was simply to fire altitude and radio telephones could
into the open sky, taking care not to hit be used up to 150 miles for bomber-
other aircraft in the formation. to-bomber communication. Other THE MIGHTY EIGHTH,
Necessary though their heavy clothing methods were used to maintain contact MASTERS OF THE AIR
was, it created problems for men wishing with base when flying over friendly OVER EUROPE 1942-45
to relieve themselves during such territory. Except in rare circumstances, The book from which this extract
stages of the mission. Sometimes they radio silence was strictly maintained has been taken, The Mighty Eighth,
could make use of a little rubber funnel over enemy territory to prevent Masters Of The Air Over Europe 1942-
attached to a hose. Notwithstanding detection. 45, by Donald Nijboer is available to
this innovation, with a fleece-lined Meanwhile, navigators used a variety buy from Osprey Publishing for £30
suit, parachute harness, and flak suit, of methods to reach the target—dead via www.ospreypublishing.com
long underwear, wool trousers, and a reckoning being the most popular— all
heated suit, answering the call of nature worked out before the mission began.
remained extremely difficult. In order to deceive the enemy as to the
Prior to reaching an altitude at which objective, bombers rarely followed a
it was necessary for men to don their straight course to the target, adopting
oxygen masks, the bombardier went to instead a series of changes of course.
the bomb bay and removed the safety As a bomber entered enemy territory,
pins from the ordnance. This task was tension aboard the aircraft naturally
performed at a relatively low altitude, rose. “The element of fear began to
for at a greater elevation the pins could grow within me as we continued
freeze, thus preventing anyone from onward,” Bob Gillman recalled, “and
arming the bombs. At about the same I could see the whole crew beginning
time, the crew plugged in and switched to tense up... I quickly reasoned, as
on their heated flying suits, if the mission I would do many times again, that
required them. The desired temperature nothing could be changed. There were
was controlled by a rheostat. no choices here but to go on.” Calm as
Wireless telegraphy could transmit the men may have seemed, in reality
Morse signals up to 600 miles at combat many were extremely anxious…
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L-19A BIRD DOG
Emerging from restoration in late 2021, a

stunning Cessna Bird Dog joined the UK circuit
and has already picked up a prestigious award at
Goodwood. Darren Harbar goes air-to-air with
the Vietnam war specialist aircraft
Old dog,
“I
t all started with a book,” From A to A ’4781, back to the Wichita, Kansas-based
smiled Shona Bowman while Built in 1951 as part of the second manufacturer for modification to O-1G
showing me around her and production batch of Cessna model specification (designated the Cessna
partner Laurie Gregoire’s 305As as a L-19A Bird Dog bound for model 305D by the US giant), before
award-winning Cessna Bird the United States Army, the aeroplane deploying them to the front line.
Dog. Sitting on the hallowed grass at Old that would go on to become G-VNAM This brought them up to the same
Warden in Bedfordshire, the aeroplane was curiously allocated instead to the specification as later production O-1Es
sports all of the classic lines of the US United States Air Force (USAF) as 51-4781 (confusingly designated the 305C
aviation giant’s world-beating type – yet – although the service never operated in-house), with newer avionics and a
looks uncharacteristically sinister with a what it designated the O-1A in Vietnam. higher gross weight. The latter allowed
warload of rockets under the wings. In fact, it sent all of its As, including it to carry up to eight 2.75in FFAR
Painted in the colours
of the USAF 21st TASS
during the Vietnam
war, the Bird Dog is
one of the world's
finest restorations
IMAGES DARREN HARBAR
new tricks
(Folding-Fin Aerial Rocket) tubes and
other stores – including parachute flares,
camera pods and field telephone cable
For the Forward Air Control (FAC) role,
the O-1s boasted at least one HF (high
frequency) comms/direction finding set
strikes to be approved) and a UHF (ultra-
high frequency) set to communicate with
USAF assets, as well as an automatic
laying spools – on the four underwing for communication with and tracking direction finder. On top of all of that,
hard points. of ground troops. They were also fitted most airframes were fitted with both
As such, the O-1s used in Vietnam with a VHF (very high frequency) set TACAN (tactical air navigation) and IFF
between 1954 and 1975 were significantly for communication with US Navy and (identification, friend or foe) sets, too.
heavier than the L-19s (the USAF having Marine Corps aircraft, as well as strike Of note, O-1Ds (even more confusingly
changed the designations from L for authorisation control (at the time, the US designated the model 305B by Cessna!)
‘liaison’, to O for ‘observation’ in 1962) employed a highly complex set of rules of that were fitted with variable pitch
that were used during the Korean War. engagement in Vietnam that required all propellers and often outfitted with
L-19A BIRD DOG
195 Businessliner. The wing came from

its all-metal 170A, which boosted added
dihedral and new slotted flaps that
extended to 60°.
Coupled with a significantly larger
engine than the US Army originally
specified, the result – which flew for the
first time on December 14, 1949 – was an
impeccably stable, lightweight aeroplane
that handled beautifully and boasted an
incredible short field performance. It was
perfect for the observation role.
The wing design proved so good
that Cessna adopted it for the 170B it
introduced during 1952 (which shared a
production line with the 305), before it
ultimately morphed into the indomitable
Cessna 172 four years later and which
of course is still in production today,
two of each radio set, were quickly ABOVE: Internally, the Bird Dog is immaculate with so
nicknamed the ‘Dog’ as they were much fine attention to detail, from the upholstery, dials
and switches, through to map boxes and controls
constantly operating well over the type’s
maximum all up weight! RIGHT: Both Shona and Laurie have dedicated many
With such an array of equipment, hours to the restoration of their aircraft and are very
FACs soon became wizards at managing proud owners of this most immaculate example
the various radio and airborne assets,
while keeping a look out and using BELOW: The observer's position at the back of the Bird
the aeroplane’s Perspex windows as Dog offers plenty of room with the yellow-framed side
opening windows providing excellent visibility, and
a makeshift whiteboard with their there’s even a reversable seat if required
Chinagraph pencils.
Golf-Alpha-Mike is partially modified to
the standard of a Vietnam-era ‘G’, with all With the specifications calling for a
the equipment modifications. However, two-seat liaison and observation machine
it boasts only a small number of the that could take off and land within 600ft,
variant’s structural changes, as many of cruise at 89mph, boasted an observation
the needed parts are no longer available. speed of 49mph, climb at 800fpm, have
Since the A model was produced in by three-hour endurance, a service ceiling
far the greatest numbers with more than of 16,000ft, and weigh 1,000lb empty,
2,400 examples rolling out of the factory Cessna designed an all-new fuselage and
between 1950 and 1953, the US Army married it to the tail feathers from its
ordered an extensive spares package
with each of its original batches. As such,
a large amount remain today, scattered
around various suppliers in the US,
including complete ‘new, old stock’
wings and fuselages – if you know where
to look.
In fact, such was the extent of the spares
available when sold off by the US military
during the 1970s and 1980s, Odessa,
Texas-based Ector Aircraft managed to
build dozens more 305As, marketing
them as the Ector Mountaineer. These
had the type’s original 213hp Continental
O-470-11 engine, while the Ector Super
Mountaineer was equipped with
Lycoming’s 300hp O-540-A4B5.
The Bird Dog design itself was a hasty
collection of existing Cessna parts put
together to meet the US Army’s tender
to replace its venerable Piper L-4 and
Stinson L-5s of World War Two vintage.
making it the most produced aeroplane in a Piper Super Cub. For Shona, the Bird BELOW: In the observation and communications role,
the Cessna Bird Dog proved a valuable platform for
history. At 71 years old, G-VNAM is now Dog has a personal place. She recalled: identifying targets, providing more accurate information
one of the oldest examples of the Bird Dog “When I was 17, I had just finished my about troop positions using direction finding technology
to still graces the skies. PPL [private pilot’s licence] and was
flying Super Cubs towing gliders at my
Inspired choice local club. addicted to the idea of flying one –
Actively used by both military and “A good friend lent me a book – Vietnam although at the time there were none
civilian operators since rolling off the Above the Treetops by John Flanagan.” in the UK. Ever since then I dreamed of
production line in 1951, the aircraft For those who haven’t heard of or read owning one.”
ultimately arrived in the UK under the Vietnam Above the Treetops, it takes you For Laurie, the book was also a
ownership of Shona and Laurie in 2017. into the heart of Bird Dog operations in significant driving force: “The vivid
Boasting a wealth of aviation experience the unfriendly skies of southeast Asia, details of the incredible flying [John]
and knowledge, both are commercial the author recounting his tour as a and his colleagues did were Shona’s
pilots, while Laurie is also a highly skilled forward air controller flying with the 21st inspiration for several decades of Bird
licensed aircraft engineer. Tactical Air Support Squadron (21st TASS) Dog obsession – which we finally
Both are also no strangers to vintage during 1966. managed to satisfy in May 2017 when
aviation – Shona regularly captains the Shona continued: “His account and we bought the aircraft as a project from
delightful Scillonia Airways Dragon the love and respect he had for the Bird Hawaii.” He laughed: “I did promise that
Rapide (G-AHAG) and the pair also own Dog was contagious… I became totally it would be flying by Christmas…
although I may have neglected to mention
which year!”
Well-travelled
“FACs became wizards for management But how is it that an aeroplane built in
the sprawling city of Wichita ended up
of radios and airborne assets, often in the tropical landscape of Hawaii?
using the Perspex windows as a While 51-4781’s history is incomplete, it
is known that it was initially assigned to
makeshift whiteboard” train Japanese pilots in the US prior to the
end of the Allies’ post-war occupation of
the Nipponese nation in 1952.

L-19A BIRD DOG
However, around this time the Korean which soon passed it on to Soar Hawaii ABOVE: This Bird Dog is well travelled having
been used in the Far East to train Japanese pilots
War was in full swing and most of the Sailplanes at Honolulu’s Dillingham post-World War Two. It’s also likely to have served
Stateside Bird Dogs were hurriedly Field, where it logged more than 8,000 during the Korean War. It arrived in the UK from
reassigned to frontline service. As with hours over the next 35 years under Hawaii in 2017
many aircraft of the period, 51-4781’s various custodians – including seven
story disappeared into the mists of war years from May 2010 with Elmers Gliders
BELOW: The Bird Dog starting to come back together
until it reappeared in Japan some time and Sailplanes. With the aeroplane in the hangar at Membury airfield in July 2021,
during early 1954 – likely following looking for a new home in 2017, Shona with the USAF markings applied to represent John
service in Korea. The aircraft was one and Laurie stepped in with a “silly offer” Flanagan's Vietnam machine
of a small number transferred to the and it was soon bound for the UK. “It had
East Asian nation under a US Military been on Trade-a-Plane over a year. Some
Assistance Programme (MAP). Pressed other International Bird Dog Association
into service with Japan’s Hoantai members had a look for themselves and
(National Security Force) from August said it was only good for the engine and
1954 until November 1956, it was data plate – that’s all we knew about it!”
transferred to the Rikujō Jieitai (Japan revealed Shona.
Ground Self-Defense Force) and assigned
the serial 11017/JG-1017 just 18 days after Salty sea dog
the establishment of the Jieitai (Japan With the aeroplane de-rigged in Hawaii
Self-Defense Forces). during June 2017, it travelled via Korea,
Remaining in Japan for the next 23 Singapore and the Suez Canal before
years, a photograph from 1969 reveals arriving at Southampton docks four
the aeroplane set against a backdrop months later. Transported by road to
of snowy mountains equipped with Membury Airfield in Hungerford for
skis and carrying the code letter ‘N’ on restoration, work was soon under way to
its nose. This suggests that the aircraft return the aeroplane to its former glory.
was then assigned to the Northern However, with more than 18,000 hours
Regional Army Aviation Squadron out of flown – which equates to an incredible
Okadama on the island of Hokkaido. 750 days! – and having spent much of its
Retired during the late 1970s, ’4781 was island life exposed to salty sea air, the
transferred back to the USAF when the airframe was incredibly tired.
MAP expired and sent back to the US. The restoration began with a full strip
Retaining the airframe, the service down and it became quickly evident
transferred the Bird Dog to its civilian that the airframe, though complete, was
auxiliary – the Civil Air Patrol (CAP) suffering from corrosion.
– in 1982. Officially struck off charge Despite flying right up until the end
with more than 10,000 hours ‘on the of its Hawaiian adventure, the engine
clock’ soon after, it was added to the – which was inhibited before leaving
US ‘N-Reg’ as NR5074G (it later became Hawaii – was in good condition. As such,
N5074G) on April 20, 1982. However, it it was immediately re-inhibited for long-
must have been in poor condition as it term storage. But the rest of the airframe
drew the short straw of being allocated needed significant work, with the
to the CAP’s Hawaii Kiwi (Hawaii Wing), fuselage needing new frames throughout
the cockpit area, as well as new skins, the spares originally purchased with the
v-bars and glazing, while the steel parts aeroplane 70 years ago, most were not
in the undercarriage attachments needed immediately useable as they required
replacing, as did the engine bearers. The inspection and, in some cases, significant
wings were stripped and put aside until work to bring them up to airworthiness
the fuselage was structurally complete. standards.
While both appeared in reasonable And due to the age and the number of
condition, once opened for inspection hours the airframe had flown, every
several major issues were discovered. part had to go through a detailed Civil
The right wing only required new top Aviation Authority (CAA) approved
surface skins, but the left one showed return to flight inspection process.
several areas of serious corrosion Subsequently, barely any part of the
across the main spar that required a airframe was refitted without some level
complete rebuild. of restoration work.
With the lower surface skins and ribs In fact, every single nut, bolt and
remaining assembled throughout, the fastener was replaced.
mainplane was rebuilt in a specially With the restoration taking just shy of
constructed jig that mated the four years, the Bird Dog returned to the
refurbished main and rear spars with skies in September 2021 – by which time
new main spar caps – as well as several it boasted the appropriate registration
new ribs, a new inboard leading edge, G-VNAM having been cancelled from the
and all new top surface skins. US Register on July 31, 2017.
Similarly, the control surfaces were From start to finish, Laurie was the
all either replaced or reskinned. Larger driving force behind the restoration –
components, such as the Bird Dog’s and it’s clear that he and Shona intend
spring steel landing gear legs, were to fully utilise the aircraft. He revealed:
inspected and reworked using Cessna “Although it is a 1949 design, it bears
approved procedures. many similarities with the Cessnas
Although the majority of ‘new’ parts that came after and is eligible for a full
were in fact ‘new old stock’ sourced from Certificate of Airworthiness – including
TOP: For the restoration of G-VNAM, the right wing

pictured here needed some replacement skins, but the
left wing required deconstruction to fix corrosion caused
by operating around a coastal area for many years
ABOVE: This image of 51-4781 was taken in Japan,

just after the aircraft had been decommissioned from
the Military Assistance Program and was awaiting
shipment back to the US
IFR [instrument flight rules] flight

when suitably equipped. We don’t just
use G-VNAM for a jaunt for a cup of tea
and social visit on a summer’s day, but
also for touring and travelling – usually
to Scotland, where blue skies are not
always guaranteed! As such we decided
that since various systems such as the
instrument vacuum system and heavy
old gyros had been removed years ago for
glider towing, we would replace them as
inconspicuously as possible with enough
modern equipment to get us comfortably
out of trouble in IMC [instrument
meteorological conditions] – similar to
what we did when installing modern
equipment in G-AHAG… it is all carefully
hidden in plain sight, including ILS
[instrument landing system] and IFR GPS
[Global Positioning System] equipment.”
Flying colours
The choice of scheme wasn’t difficult, as
Laurie explained with a smile: “Vietnam!
L-19A BIRD DOG
We decided early on to finish the Having flown in September 2021, it BELOW: Bird Dogs G-PDOG and G-VNAM doubtless
aeroplane in the markings it would was a close call as the Bird Dog had won a few admiring glances when positioned together
on the grass at Old Warden during The Shuttleworth
have carried had it been in service in been invited to attend the Goodwood Collection’s Season Premiere event in May 2021
Vietnam – we especially wanted to go Revival’s prestigious Freddie March
for John Flanagan’s aircraft due to the Spirit of Aviation concours d'elegance
influence his book had on us.” that brings together some of the most when we arrived,” Shona said, adding:
In his memoir, John included elegant and rarely seen machines built “It was still immaculate and looking
numerous images of 21st TASS before 1961. When asked about this pristine.” With it being the first time
machines, including his ‘regular’ special opportunity, Shona said: “To be many of Laurie and Shona’s family
mount, which sported the name Red invited to attend the Goodwood Revival and friends had seen it finished, it
Baron – the nickname he was given by and enter their concourse d’elegance was an even bigger honour for the
his squadron mates in recognition of was an incredible privilege and an pair to walk away with the Freddie
his skill and bravery flying missions opportunity we were determined not to March Spirit of Aviation award. “We
and co-ordinating direct air support. miss!” were absolutely thrilled and surprised
Although John was assigned to the But with the deadline looming, the to win,” said Shona. “It was such an
21st TASS in 1966, most of the unit’s aeroplane was still not finished – and honour, especially as we were among so
O-1s were assigned from the various didn't yet have its Permit To Fly! Shona many other stunning aeroplanes.” This
Corp level maintenance pools across commented: “With some seriously long is one of the best Bird Dog restorations
Vietnam. As such, the FACs could days – and nights! – during the last few currently gracing the skies – and it is
find themselves flying a USAF-coded weeks, we somehow pulled it off and testament to the pair’s hard work.
machine one day and a US Army one the Bird Dog first flew just a few days With its debut air show at The
the next day. “The markings are well before the start of the Revival.” Shuttleworth Collection’s Season
defined by USAF paint manuals – And G-VNAM looked as good as – if Premiere in May 2021, it was the first
though all sorts of variations appeared not better than – it did when it was of many public appearances for this
in theatre. John’s book was a great rolled out of the factory 71 years ago. stunning aeroplane. Most recently, the
reference tool,” added Laurie. “The aeroplane was at its very best aircraft touched down at RAF Fairford
in Gloucestershire to join the Royal
International Air Tattoo’s salute to the
USAF’s 75th anniversary.
While buttoning up the aeroplane
“We were absolutely thrilled and for the evening, Shona said with a
smile: “The project came about as a
surprised to win the Freddie March combination of my passion for the Bird
Dog and Laurie’s amazing technical and
Spirit of Aviation award” practical know-how.
“After all… what’s life without a
Bird Dog?”

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The Heart Of

NOVEMBER 2022 £5.60

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November 2022 FlyPast 3

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From the Editor

James Peene - Editor

To order online, or for overseas oﬀers, please visit:

FlyPast’s James Peene and Jamie Ewan

10 FlyPast November 2022

12 FlyPast November 2022

November 2022 FlyPast 13

Waterfield. I couldn’t say how many briefings she

14 FlyPast November 2022

RIGHT: That’s quite

16 FlyPast November 2022

I was briefed, wearing a flying suit, picking up a

s Friday afternoons go, July 8, ABOVE: The face of

18 FlyPast November 2022

Cornish aerospace attraction set for closure

20 FlyPast November 2022

Classic jet restorations gather pace in Serbia

Navy Wings Swordfish

22 FlyPast November 2022

‘Flying Crane’ taking Sale of US warbird

November 2022 FlyPast 23

Charity in talks to move Avro Vulcan XH558

24 FlyPast November 2022

Australian Twin Pioneer flies to new home

Twin Pioneer VH-SYS pictured at

Excavated Messerschmitt engines on display

26 FlyPast November 2022

New colours for Dumfries Hunter and Meteor

November 2022 FlyPast 27

Chilean Air Force gifts four aircraft

BELOW: A project to restore Grumman

Chile’s Museo Nacional into the inevitably complex

28 FlyPast November 2022

Volume 13 expected November 2022

Supermarine racer project

A Supermarine S.5 is being ABOVE: Some of the hard-working

30 FlyPast November 2022

Unique Reid and Sigrist Desford

November 2022 FlyPast 31

DHC Supermunk Becker AR6201 8.33 KHZ

TOP: G-BCKN has flown just 50 hours

ABOVE RIGHT: The current owner kept a

RIGHT: The Supermunk has a range of

32 FlyPast November 2022

34 FlyPast November 2022

BELOW: An original Operations

BOTTOM: Situated on the

“The Italian gardens will be