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Welcome
I
would like to start this issue by thanking all readers who
made the effort to purchase May’s edition online or by
telephone. As a result of the COVID-19 pandemic all of
us on the FlyPast team are now working from home, and
we fully appreciate how difficult it has been for many of our
loyal readers to buy their magazine from their usual retailer.
With the current lockdown set to continue now would be
a good time to order a one- or two-year subscription and
you can do this by turning to page 86 or 79, depending on
whether you are in the UK or overseas. Rest assured, we
will continue to produce FlyPast and if you don’t want to
make the leap to subscribing regularly, you can still order
copies via the Key Publishing webshop (shop.keypublishing.
com). The spread of coronavirus and the subsequent social
distancing restrictions have forced some of our plans to
be amended: the advertised Classics feature on the Boeing
B-47 has been postponed and the competitions to win
airshow tickets are null and void due to current uncertainty
surrounding outdoor events. Aircraft restoration and
warbird activity may be limited in the immediate future, but
we’ll continue to focus on what is happening – such as first
flights for a Sea King and a two-seat Hurricane – and we’ll
include extra historical articles to provide a broad range of
exciting heritage aviation content.
The B-47 article has been replaced by a revealing
retrospective of the mighty MiG-25 Foxbat – a type that still
commands respect today. We also tell the story of a British
‘back-seater’ crewing the purposeful Vultee Vengeance
dive-bomber in the campaign against the Japanese during
World War Two, examine the career of Luftwaffe ace Günther
Lützow, and delve into the world of RAF Cold War training.
There’s no shortage of air-to-air action either, thanks to a
photo shoot with an immaculate Australian P-51 Mustang.
Wherever you are, please stay safe, get some exercise if you
can and take your mind off matters with FlyPast. I wish
you all well.

Chris Clifford - Editor

Official note: We are able to report that, at the time of going to press, ABOVE Mustang VH-MFT overflies the
production and despatch of our magazine is currently not affected Royal Australian Navy Huon-class
by the ongoing coronavirus pandemic. We will continue to update minehunter HMAS ‘Yarra’ just after dawn
on ANZAC Day (April 25) in 2016.
you as best we can, should this change. Some postal services may be MARK GREENMANTLE PHOTOGRAPHY
delayed. You can keep in touch with our latest updates and see what
we are doing to keep distribution as normal as possible by visiting
www.keypublishing.com/FAQs.
chris.clifford@keypublishing.com

June 2020 FlyPast 3

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

24 Dive bombers 88 A night at the airport

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

ABOVE Hawker Hurricane Mk.IIb

BE505 made its first flight as a
two-seater on March 17 in the
hands of Stu Goldspink. See
page 8. DARREN HARBAR
 Contents
The Qantas Founders Museum’s
Lockheed Super Constellation
‘Southern Spray’ has recently been
moved under cover. See page 10.
ALLEYNE JOHNSON -QFOM
FlyPast Classics
MIKOYAN-
GUREVICH MiG-25
66 Mighty Foxbat
It’s the aircraft that has intrigued
generations of enthusiasts
– a potent-looking twin-
finned interceptor capable of
astounding speed. Given the
NATO reporting name Foxbat,
the Soviet’s secretive and
powerful MiG-25 has inspired
fascination and fear for decades.
In this special feature we delve
into the history of this fabled
machine, supported by
Andy Hay’s exclusive
colour artwork.
EXCLC RIBE
SUBS VERS
Subscribe
8
and SAVE!
Make great savings
70
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JUNE 2020 No 467
Regulars
18 Restoration in focus –
C-47 Skytrain
Night Fright owner Charlie Walker
speaks to Steve Beebee about the
revival of a remarkable warhorse.
65 Above and beyond
Ronnie Churcher was Guy Gibson’s
deputy on the night the Dambusters
pilot was lost forever. Graham Pitchfork
examines Churcher’s career.
76 Glory Days
Andrew Thomas presents archive
images of South African Air Force
aircraft and their evolving insignia.
78 Spotters’ challenge
Test your aircraft recognition skills.
80 Battle of Britain –
Messerschmitt Bf 109E
In the fourth of our anniversary
mini-series, Malcolm V Lowe details
the fearsome Luftwaffe fighter.
84 Collector’s choice
Ian Wilson describes a pair of
Schneider Trophy artefacts.
100 Museums
Richard Vandervord visits the Hellenic
Air Force Museum in Greece.
104 What’s New
The latest aviation products receive
the FlyPast verdict.
108 FlyPost
Readers’ letters.
USIVER
CO
See pages 86 and 87
for details or visit
www.flypast.com to
find out more about
our digital packages.
 The Buzz
News from the
World of Aviation
Heritage

steve.beebee@keypublishing.com jamie.ewan@keypublishing.com

Sea King returns to the air

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

A Bristol Beaufort Mk.VIII cockpit has

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

Beaufort cockpit to be Preservation Group’s ‘Q

Shed’ to house some of the
no public access to the
site due to the pandemic.

restored in Sussex collection and safeguard

their future. This would be
www.bruntingthorpe.com
/aviation

Wings Museum has recently welcomed the arrival of a Bristol

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

JUNKERS
SCULPTURE ON
SHOW AT
CAPEL-LE-FERNE
Pilatus PC-9 airlifted to A full-size sculpture of a crashed Junkers Ju 87 has

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

le-Ferne, Kent, to reflect the spirit of reconciliation and
international outlook of the charity that maintains the
On February 28, the Fliegermuseum Fahrzeugmuseum Altenrhein in Gallen, National Memorial to the Few. The ‘Stuka’, formerly
Switzerland, took delivery of its latest exhibit – ex-Swiss Air Force Pilatus PC-9
C-406. The 1992-built aircraft served primarily as a target tug with Zielflugstaffel on show at Burghley House in Lincolnshire (see
12 until being withdrawn in 2016. Stored at Dübendorf airfield, northeast of Zürich, July 2019 issue) is made of stainless steel. It
the machine was delivered to the attraction slung underneath a Kaman K-MAX is sited alongside a replica of a Battle of
helicopter. WITH THANKS TO FFA-BERNHARD VONIER Britain-era Spitfire and Hurricane.
WITH THANKS TO MALCOLM TRIGGS
June 2020 FlyPast 7
The Buzz News from the World of Aviation Heritage
Two-seat Hurricane makes successful debut flight
Stu Goldspink carries out a final
inspection before getting airborne.
ALL DARREN HARBAR
A significant first flight took
place on March 17 when Stu
Goldspink took to the air in
the first two-seat Hawker
Hurricane conversion
completed by the team at
Hawker Restorations (HR),
based at Elmsett in Suffolk.
Hurricane Mk.IIb BE505
was previously owned by the
Hangar 11 Collection at North
Weald, but was purchased by
HR two years ago as it was
considered an ideal airframe
to convert to a dual-controlled
version. A considerable amount
of preparatory work was
carried out before the team
began modifying the airframe.
Installing a second seat behind
the existing seat required
unusual changes to the
BELOW The Hawker lands safely at
Elmsett following its first flight.
8 FlyPast June 2020
The two-seater climbs away
from the airfield at Elmsett.
Hawker Hurricane Mk.IIb BE505
flying on March 17.
aircraft’s structure, meaning
that many careful calculations
had to be carried out.
One of the more interesting
challenges was how to give
access to the back seat while
still allowing the pilot entry
in the normal way. For this, a
split canopy with an additional
glazing panel was developed
and fitted. Despite the change,
the aircraft’s profile remains
similar to the original design. was insufficient room for a once the schedule is completed,
An extra escape hatch for the complete second panel. the aircraft will be leased to
rear cockpit has been added, The first flight went very well, Biggin Hill Heritage Hangar
but the machine otherwise with just a few small snags for passenger flights.
closely resembles a ‘normal’ identified. Stu reported that www.bigginhillheritage
Hurricane. The passenger it “flew like a Hurricane” – hanger.co.uk
position offers the potential exactly what the HR team was
for dual control, though hoping to hear. Further test www.hawker
instrumentation is limited to flying has been delayed due to restorations.co.uk
an airspeed indicator as there the coronavirus outbreak but, DARREN HARBAR
Stallion51_fp.indd 1 29/01/2018 14:07
The Buzz News from the World of Aviation Heritage

Qantas Super Constellation reaches final destination

The Super Constellation is moved into the museum’s Airpark. BOTH ALLEYNE JOHNSON-QFOM
Staff at Qantas Founders
Museum in Longreach,
Australia, have moved
Lockheed Super Constellation
‘VH-EAM’ to its permanent
display position under the
new Airpark roof.
The classic airliner
had previously been in a
reassembly compound while
order to place it between the
other two airliners. The second
phase required the support
of the Qantas Engineering
Aircraft Recovery Team, and
involved jacking the aircraft at
multiple points, one after the
other, placing trolleys under
the landing gears and then
carefully winching the Super
Constellation sideways.
Project manager Rodney
Seccombe described the
completion of the move as
a special moment for all
restoration work was carried
out. It’s now positioned Rodney Seccombe
between the attraction’s with ‘VH-EAM’.
Boeing 747 and 707.
The move was completed in
two stages with the aircraft
firstly towed forward about
260ft (80m) across open ground
before being transitioned
sideways around 65ft (20m) in
involved: “Over five years
ago, after keeping a watching
brief for many years, we
successfully bid for and saved
this Super Constellation from
being scrapped in Manila [The
Philippines], so it is wonderful
to see this beautifully restored
aircraft under the protection of
our Airpark roof.”
The trio of classic airliners
will soon be joined by the
museum’s Douglas DC-3.
www.qfom.com.au
WITH THANKS TO NICOLE CUTTNER-QFOM

We Salute You
Sgt Maurice Askew – Lancaster flight engineer with 207
Squadron who was shot down in February 1944 – died on
February 29, aged 98; Flt Lt Bob Barckley DFC – flew Typhoons
FAIRFORD’S CONCORDE
and later Tempests, shooting down 12 V-1 flying bombs – on
March 28, aged 99; W/O Ron Dearman – Transport Command CONNECTION CELEBRATED
A plaque has been unveiled in Fairford, Gloucestershire to
pilot who flew an Anson over the Normandy beaches and later
commemorate the town’s links with BAC Concorde 002 G-BSST.
served in the Burma campaign – in March, aged 96; ACM Sir
The jet flew from nearby RAF Fairford from 1969 to 1976. Local
David Evans GCB CBE – Typhoon pilot who commanded a
sponsor Doug Newton, a former Concorde flight test inspector, said:
post-war Venom unit, going on to become AOC No 1 (Bomber)
“Concorde 002 arrived on April 9, 1969 to begin extensive flight
Group and the C-in-C Strike Command – on February 21, aged
testing. This [plaque] serves as a thank you to residents who should
95; Fg Off Basil Fish – 617 Squadron navigator who completed
be very proud of their connection with those pioneering days.”
24 ‘ops’ – on February 27, aged 97; Gp Capt Al Kearney CBE PHOTO-ROZ MORTON-FAIRFORD TOWN COUNCIL
– flew Victors before commanding 216 Squadron and RAF
Brize Norton – on March 29, aged 74; W/O Alan Mortimore
BEM – flew aboard VC10s with 10 Squadron’s medevac section
– on April 1, aged 90; Sqn Ldr Ron Salt MBE AFC – helicopter
pilot who helped lower the spire on to Coventry Cathedral in
1962 – on March 14, aged 87; Lt Cdr Pete Sheppard AFC – flew
Sea Furies during Korean War and later led the RNHF – on
February 6, aged 87; F/Sgt Maurice Snowball – Lancaster flight
engineer during 1945’s humanitarian Operation Manna; he
returned many times to visit the Dutch people he’d helped – in
March, aged 98; Air Cdre Roger Topp AFC** – test pilot and
Black Arrows leader (see last issue) – on March 3, aged 96; Flt
Lt John Watts – flew with Bomber Command’s XV Squadron –
on March 26, aged 96.

10 FlyPast June 2020

 P-51
P-51B
“A detailed chronology and evolution of the
P-51 airplane, from development to the battlefield.
The story is both compelling and authentic.”
Gerald Landry, GALCIT
Wind Tunnel Manager, Ret.

MUSTANG JAMES WILLIAM MARSHALL AND LOWELL F. FORD

NORTH AMERICAN’S BASTARD

STEPCHILD THAT SAVED THE
EIGHTH AIR FORCE

In mid-1943, the USAAF was at

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

AVAILABLE FOR PRE-ORDER FROM ALL GOOD BOOKSHOPS

OR ONLINE AT WWW.OSPREYPUBLISHING.COM

Untitled-2
A4 1
full page.indd 1 20/03/2020 15:50:41
08/04/2020 12:45:01
 Restoration Scene
“News and narrative on the latest heritage aircraft rejuvenation”

steve.beebee@keypublishing.com jamie.ewan@keypublishing.com

Airbus announces support for The People’s Mosquito

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

Great War Albatros gains

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

RIGHT An archive view of the Albatros on a film set, where it was used as a wind
generating machine. VIA JAN FORSGREN

12 FlyPast June 2020

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

RIGHT After 18 months of work, the

nose section has been transformed.
LYNDON BLACKBURNE

Work to return the nose

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

Veteran Swedish Tiger

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

June 2020 FlyPast 13

Restoration Scene
Newark moves forward
with Avro Vulcan and
Super Sabre work
Prior to the recent lockdown
due to COVID-19, Newark Air
Museum was making steady
progress on its overhaul
of Avro Vulcan B.2 XM594
and the repainting of North
American F-100D Super Sabre
54-2223. Members of the
Nottinghamshire attraction’s
team had also been applying
fresh paint to the underside
of the Vulcan’s port wing.
Activity is expected to
continue throughout the year,
depending on the current
health crisis and access to
the museum site.
Last year, the team
undertook significant
de-corrosion work, surface
preparation and repainting of
the underside of the Vulcan’s
starboard wing. Extensive
cleaning and renovation has
also been carried out on the
airframe, much of which has
concentrated on the aircraft’s
cavernous weapons bay. This
North American Super Sabre 54-2223
is being repainted at Newark.
14 FlyPast June 2020
enabled the museum to start
cycling the opening and closing
of the bomb bay doors.
Vulcan XM594 was flown
to Newark (formerly RAF
Winthorpe) from Waddington,
Lincolnshire, on February 7,
1983. At the time of its arrival,
it was the only Vulcan disposed Staff at Newark work on the underside of Vulcan XM594. ALL HOWARD HEELEY
of by the RAF to be flown into a
non-licensed airfield.
Staff have also been attending
to the Super Sabre’s upper
surfaces, part of a wider
project to tackle corrosion and
rejuvenate the former USAF
jet. The F-100D is on long-
term loan from the National
Museum of the USAF in Dayton,
Ohio. Trustees at Newark
carried out pioneering work in
the 1970s to make such deals
possible. The Super Sabre
arrived at its current home
in 1978, having previously
been at Sculthorpe in Norfolk.
www.newarkairmuseum.org A thumbs up from Vulcan team member Geoff Leah – the museum is now able to
HOWARD HEELEY cycle the opening of the bomb bay doors.
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Restoration Scene
‘Just Jane’ to be fitted with different gun turret
The FN.121 rear turret (right) alongside the FN.82. The latter – seen here without
its guns – is set for refurbishment.
Avro Lancaster B.VII NX611
Just Jane is to receive a
different rear gun turret
for what remains of the
2020 season.
The bomber, which is based
at East Kirkby’s Lincolnshire
Aviation Heritage Centre
(LAHC), is to be fitted with
an FN.121 emplacement
Flying Boxcar awaits restoration in US
Staff at the March Field
Air Museum in Riverside,
California, are to undertake
restoration work on the
attraction’s Fairchild C-119G
Flying Boxcar. The former
Royal Canadian Air Force
machine was later used as
16 FlyPast June 2020
on loan from the Yorkshire
Air Museum.
As LAHC staff continue the
long process of returning the
Lancaster to the sky, the deal
with the Elvington-based
attraction will enable them
to remove the existing FN.82
turret for restoration. The
latter has been installed since
a fire-bomber by the United
States Forest Service in
Montana, and was donated to
March Field in 1988.
In addition, the museum
is carrying out work
on Boeing B-29A
Superfortress
The unit on loan from Yorkshire Air Museum will soon be fitted to ‘Just Jane’.
BOTH MARTIN KEEN-LAHC
April 1945 and, following
refurbishment, it’s likely to be
back in place next year.
The FN.121 unit is an earlier
model featuring four 0.303in
Browning machine guns –
these were fitted in most
Lancasters for the duration
of their wartime service. The
LAHC aircraft was among a
44-61669, a 1945-built aircraft
that undertook 11 missions
against the Japanese in World
War Two. The cockpit of
the attraction’s
resident
B-17G
Flying
batch of 150 B.VII’s fitted
with the FN.82’s twin 0.50in
calibre guns, enabling better
firepower at greater range.
This made it a candidate
for the proposed daylight
operations with the Tiger
Force in the Far East.
www.lincsaviation.co.uk
MARTIN KEEN-LAHC
Fortress Starduster will
also be refurbished when
the current lockdown due
to COVID-19 is at an end.
www.marchfield.org
Fairchild C-119G Flying Boxcar 22122
is to be restored in California.
TONY SACKETOS
A4 full page.indd 1 08/04/2020 14:03:26
Restoration Scene

A Night To
Remember
A famous Douglas C-47 Skytrain at Coventry is being restored to fly, and
will eventually return to Membury, its wartime base. Steve Beebee spoke to
proud owner Charlie Walker

“I
was sat in the office last
year when I got a phone
call from a producer
at North One Television. They
said they were looking to
make a programme with Guy
Martin about the big D-Day
75th anniversary, focusing on
someone that’s restoring a C-47.
Did I want my aircraft to be the
subject of that? You bet I did!”
Charlie Walker, owner
of Douglas C-47A Skytrain
42-100521 Night Fright, is
remembering a conversation
that brought his restoration
project – a labour of love in
the truest sense – into the with bullet holes after a second
public eye. The resulting mission, this time towing gliders.
documentary, Guy Martin’s Night Fright went on to fly in
D-Day Landing, was broadcast virtually every major Skytrain
on Channel 4 last June and campaign of World War Two
featured the engineer and – see the panel for more on its
broadcaster enthusiastically remarkable history.
getting his hands dirty at Nobody involved in the Night
Coventry Airport, where the Fright C-47 Restoration Project
storied Skytrain is being is in any doubt – it is absolutely
returned to flight. imperative that the aircraft
In the end it didn’t matter must fly. So significant is its
that Night Fright wasn’t ready history and so determined is its
to participate in last year’s owner that any other outcome
commemorations. The footage would be disappointing and, in
was enough to illustrate the any case, the point of no return
strength of passion that will soon has long since passed.
return the C-47 to its natural “The idea was to acquire a
top Douglas C-47A Skytrain 42-
environment, the sky, and to its C-47 that flew from Membury, created a spreadsheet showing 100521 ‘Night Fright’ is taking shape
wartime home of Membury in which is where my family every single Skytrain that at Coventry. ALL KEY-JAMIE EWAN
Wiltshire. It was from there that hails from and where our operated with the 436th Troop UNLESS NOTED

the 79th Troop Carrier Squadron
machine took off to drop US
paratroopers over northern
France on D-Day, and it returned
to the same station riddled
business, Walker Logistics Ltd
is based,” explains Charlie.
“With the help of some local
historians, Tom Woodhouse
and Roger Day, we actually
Carrier Group from there. We
above left Rapid progress is being
narrowed down the list and
made on the C-47’s cockpit.
eventually found Night Fright.”
After a long post-war career, above Charlie Walker with ‘Night
the well-travelled machine Fright’ on January 31.

18 FlyPast June 2020

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

Back to Blighty
Typical of the rugged DC-3
‘breed’, 42-100521 survived a
June 2020 FlyPast 19
Restoration Scene

long and hard ‘life’ – but there

was no guarantee that it could
ever be made airworthy again.
Charlie’s goal was to establish a
living tribute to the frequently
overlooked 9th Air Force Troop
Carrier Command, focusing
on Membury’s essential
contribution to the war effort.
He toyed with the idea of face of obstacles that would top Inside the aircraft, looking towards
rebuilding it to static display have led many to abandon the the cockpit.
status and erecting it on a dream – or at least look for an
above In March 1963, ‘Night Fright’ re-
pole – but the lure of a flying alternative. The initial plan was entered military service with the French
machine, a ‘living, breathing’ to restore the aircraft in the US, Navy where it joined Escadrille 56S
salute to aircrew and soldiers, and then fly it back to Wiltshire. as ‘18984’. VIA CHARLIE WALKER
was too much to resist. This didn’t come to fruition,
right The team has three zero-timed
Indeed, Charlie and his team so a team led by type expert Pratt & Whitney Twin Wasp engines
are to be congratulated on Clive Edwards was dispatched in hand.
stoically continuing in the to the States to dismantle the
20 FlyPast June 2020
 Night Fright
A potted history
It’s impossible to detail the extraordinary service of
Douglas C-47A Skytrain Night Fright in so small a space.
What follows is a greatly abridged account of a long and
varied career. See the project’s excellent website for a
more fulsome version: www.night-fright.com
Built at Long Beach, California in October 1943 and
allocated the serial 42-100521, the aircraft was assigned
to the 436th Troop Carrier Group’s 79th Troop Carrier
Squadron. It was flown by 1st Lt William K Watson The original ‘Night Fright’ crew prior to departing the US.
throughout its time in the European theatre. After a short Left to right: 1st Lt William Watson (pilot), 2nd Lt Frank
stay at Bottesford in Nottinghamshire it moved to Station Bibas (co-pilot), TSgt Owen Voss (crew chief), and SSgt
466 (Membury, Wiltshire) on March 3, 1944. Robert McKnight (radio operator), with Hap the Cocker
Spaniel. The crew’s four-legged friend flew on many
From there Night Fright flew paratroopers from the
missions and survived the war. VIA CHARLIE WALKER
101st Airborne Division to their drop zone near Saint-
Germain-de-Varreville during the early hours of D-Day. A second mission followed, this time towing gliders. The Skytrain
sustained around 100 hits and took four days to repair. Its next major mission was Operation Dragoon – the invasion of
southern France – in which it again towed gliders.
During Operation Market Garden, the costly bid to seize strategic bridges in Holland, Night Fright dropped more
paratroopers and was subsequently involved in numerous resupply and medical evacuation sorties. With the Battle of
the Bulge raging, it flew several sorties during Operation Repulse – the aerial resupply of troops defending Bastogne.
During the final major allied airborne offensive of the war, 1945’s Operation Varsity (see Silent Wings Over the Rhine in
April’s issue), Watson and his crew once more towed gliders to the combat zone.
Night Fright began its journey back to the US on July 10, 1945. Initially joining the US civil register as NC65384, it flew
for several operators and was procured for further military use in 1963 by the French Navy. Returning to the US in 1985,
it ended its flying days as a freighter.

“He advised me
to scrap Night
Fright and look
for another
example. It
might seem
crazy, but I still
wasn’t put off”

As a mark of respect, images of the was able to compare the

airframe, crate it and transport
it home. The news that came
back wasn’t good. Clive phoned
Charlie and his tone was grave.
“He seriously advised me to
scrap Night Fright and look
for another example,” Charlie
recalls, with a rueful smile.
“It might seem crazy, but I
still wasn’t put off. I just had
wartime crew are kept on display
within the aircraft.
to go ahead, to finish what we
started. It’s about the aircraft’s
history, its links to Membury,
and our determination to tell
that story.”
Another, smaller, obstacle
was proving to doubters that
this machine genuinely was
Night Fright. Among much
other evidence, the team
position of bullet holes in the
airframe with original wartime
photographs. It’s now certain
that this is the real 42-100521,
a veteran of every major World
War Two campaign involving
the type. “That’s why we’ve
gone to such lengths with this
restoration,” adds Charlie. “It’s
not just to fly it, but to make
it as authentic as possible,
and packaging it with that
incredible history.”
June 2020 FlyPast 21
Restoration Scene
Restoring the hydraulics panel
involved fabricating new tubes while
every filter, valve and accumulator
was stripped, inspected
and refurbished.
it’s ready,” says Charlie. “I’d
previously been spending large
sums of money per month
to have it done for last June,
and we had around 15 people
working on it full-time. When
we discussed the situation, it
was apparent that we couldn’t
tell exactly how long it would
take to finish, so with that in
mind we decided to ease
back slightly.
“We’ve separated the schedule
into sections – things like
structural work and systems,
fuel, hydraulics, electrics, and
then there’s all the original
detailing and painting to do.
We’ve broken it down into
bite-sized chunks and we’re
managing those on a monthly
basis, but slightly reducing the
overall input.
“It has actually turned out to
be a much bigger project than
I ever could have imagined. If
you were to ask me if I’d do it all
over again, the answer would
probably be no. However, the
devotion to this project grows
ever stronger and there is no
doubt that we will now see it
through to its conclusion.”
The biggest challenge has
undoubtedly been dealing with
corrosion. Although virtually
inevitable on a 77-year-old
aircraft, the true extent of the
issue wasn’t realised until Clive
delivered his report from the
US. On arrival at Coventry, the
team conducted a thorough
inspection of the fuselage,
centre section and tail, and
spent upwards of six months
addressing the corrosion

To this end, Charlie is working
with Neil Jones – a serving
sergeant in the RAF, part of
the C-17 Delivery Team and a
leading authority on troop-
carrying C-47s and World War
Two gliders. Neil has taken on
– and almost completed – the
Herculean task of acquiring
period parts, returning all
sections to 1944 spec, starting
with the cockpit. He has
sourced all original radio and
navigation gear, first aid kits
and many other items, most of
which are currently in storage,
waiting to be fitted.
“Another C-47 came up
for sale on Facebook in
Canada,” says Charlie. “We
purchased it in order to
strip it for spares. We spent
a week in temperatures of
around -30° removing things
like paratrooper benches,
bulkheads, the cockpit floor
and first aid brackets. It was
certainly an adventure. It
helped enormously, but we’ve
been to the ends of the earth
to source parts – as well
as Canada we’ve acquired
bits and pieces from the US,
Bolivia, on eBay and via social
media. That’s been a full-time
job for Neil, and it’s more than
99% there now. He’s done
22 FlyPast June 2020
unbelievably well, and we Wartime pilots 2nd Lt James Hardt
literally couldn’t have done it and 1st Lt William Watson flew ‘Night
Fright’ through every airborne
“This aircraft is a
without him.”
The two men also collaborated
campaign in the European theatre. veteran of every
major World War
VIA CHARLIE WALKER
with the production team
behind the Channel 4
documentary, and not just on Two campaign
scenes involving their own
aeroplane. “It was like having a
involving the
second job for several months type”
– but great fun and I would do
it all again,” smiles Charlie. “I
am sure Night Fright benefited
from the publicity. Guy Martin
came here on a number of
occasions and was fantastic.
It was hands-on, he really got
involved and worked with us
on various aspects; it wasn’t just
staged for the cameras.”
Steady progress
Restoration work at Coventry,
which is being led by Ben Cox
and his team from Heritage
Air Services, began in earnest
around three years ago, after
an aircraft destined for the
Indian Air Force’s Vintage
Squadron was rolled out.
Having not completed Night
Fright in time for last year’s
anniversary, the team had a
rethink and decided to relax
the pace a little.
“We opted to take our time
and get it ready for whenever
found throughout. “I’d never
seen anything like it,” Charlie
reflects. “People often ask
why it’s taking so long, but it’s
because you can’t predict what
lies ahead and often you have
to strip parts out, replace and
rebuild. It all amounts to a
significant period of time.”
Along with a new set of
propellers, the project has
three zero-timed Pratt &
Whitney Twin Wasp engines
in hand. Two were overhauled
by Global Radial Engines in
Oklahoma, with Anderson
Aeromotive of Idaho taking
care of the third. Around 95
The aircraft arriving at Coventry in
2016. VIA CHARLIE WALKER
per cent of the structural work
is complete – an inspection of
the wings will follow. “Right
now, we’re looking at things
like the horizontal tailplane
and other items such as the
brackets that World War Two
radio equipment would have
sat on,” notes Charlie. “Then
we’ll get the fuel and oil tanks
installed. We could have started
on the wings already and made
it look more complete, but we’re
just trying to go about it in a
logical order. The hydraulics are
virtually done and currently
the one big unknown is
the electrics.”
Sadly, there are now no living
links to Night Fright’s wartime
past, but Charlie did have the
opportunity to speak to two
of the aircrew by Skype prior
to their passing. He remains
in regular contact with the
men’s families – several who
have visited the project have
been clearly moved by the
experience. “Keeping those
connections alive is a huge
part of what we’re doing,”
he nods.
Flying memorial
Unsurprisingly he is reluctant
to speculate on a completion
date but explains that with
enough personnel involved
it could fly in as little as six
months. Next spring, he
reveals, is more realistic target.
above The project has sourced
an extensive cache of wartime
equipment, which will be installed
in due course.
above right Among the parts due
to be fitted are sets of original
paratrooper benches.
left With the lower access panels
removed, the flying control linkages
and cables can be seen.
“If I went back to putting 15
guys on it, it’d fly this summer,
no question,” he considers. “I
doubt we’ll do that, because I
do of course have to manage
the cash flow on an ongoing
basis. Also, that plan does come
with complications – if you get
that many people working on
a project at once, they can get
on top of each other. It’s easier
to manage with fewer people.
We don’t have sponsors; it’s
being funded purely from our
family business, although we
have had some very generous
donations, including from
Indestructible Paint, which has
kindly supplied all of the paint
for free.”
The next venture is an
important one: to build a
suitable hangar at Membury.
Night Fright’s history is
intertwined with that of
the airfield and it’s vital to
Charlie that both machine and
location are commemorated.
The C-47 team will look to
have discussions with other
organisations and clubs based
at the airfield to potentially
facilitate access and benefits
for all. They’re also set to create
a small museum at the site
– free to visit and curated by
Charlie, Neil, Tom, Roger and
other local individuals.
“We’ll be able to use the aircraft
as the showpiece and hopefully
attract people to the museum
and educate them about the
area’s wartime past. Most people
don’t even know what Troop
Carrier Command was, or
that there were five important
airfields within the area. Neil
and I have already established
an education programme, and
we’re going around local schools
giving presentations.”
Charlie’s passion to honour
the memory of those who flew,
and especially flew in Skytrains,
shines as brightly as his love for
the aircraft itself: “Of course it’s
about the machine, but it’s also
about history and our heritage.
It’s about trying to pass this
along to future generations.” FP
June 2020 FlyPast 23
Moments of Triumph THE RAF IN ASIA
B
BELOW A rare air- ob Harvey had always been
to-air image of fascinated by aeroplanes.
a 110 Squadron As the world was gripped by
Vengeance
Mk.I – B Flight’s
war in 1939, he was holding down a
EZ804/T in early job as a bank clerk but volunteered
1943. The aircraft for flying training as soon as he
was involved in a could. His hopes of becoming an
collision on April 21, aviator, however, were dashed
1943 over Ranchi
during gunnery
almost immediately, when he was
training. ANDY THOMAS told there were already too many
fledgling pilots on the waiting list.
BOTTOM RIGHT He was given two options – serve
‘The Horrible Twins’:
as groundcrew or learn another
Bob Harvey (left)
and his regular pilot aircrew trade.
Reg Duncan pose
while operating Slow start
from RAF Mauripur He opted for the latter and soon
near Karachi, in late
joined 2 Electrical & Wireless
1942. ALL BOB HARVEY
UNLESS STATED
School at RAF Yatesbury, Wiltshire
in January 1941, before progressing
to air gunnery training on the Isle
of Man with 5 Air Observers School
six months later.
Having successfully completed
his training to become a wireless
operator/air gunner (WOP/AG)
by September that year, Bob was
promoted to sergeant and posted to
11 Operational Training Unit at RAF
Bassingbourn, Cambridgeshire, as
part of 41 Course. Alternating his
duties between WOP/
Former air gunner Bob Harvey spent much of the war in the back seat of a Vultee
Vengeance dive bomber fighting the Japanese. Sean Feast hears his story
24 FlyPast June 2020
AG, he flew with several different
pilots in varying types including
the Vickers Wellington, Bristol
Blenheim, Avro Anson, de Havilland
Dominie and Percival Proctor.
With all the ticks in the right
boxes, he was posted briefly to the
Bristol Blenheim Mk.IV-equipped
139 (Jamaica) Squadron at RAF
Wattisham, Suffolk towards the end
of the year, before moving across
the airfield to join 110 Squadron.
Both units had suffered incredibly
heavy losses, having been engaged
in the bomber war from the start
of hostilities. At first seeking a
transfer, for reasons forgotten in
the mist of time, Bob soon crewed
with Canadian pilot Sgt Gerry
Gorrell and settled into everyday
RAF life; it was about this time he
successfully passed his parachute
and dinghy drills.
It was with Gorrell that Bob flew
his first operation on February 13,
1942 – a singularly unsatisfactory
sortie hunting Kriegsmarine
battleships trying to make their
way through the English Channel.
His logbook simply states: “Search
for Scharnhorst and Gneisenau.
DCO [Duty Carried Out].” Bob
remembers: “We were told to
[conduct] a reconnaissance and
not to get too near to the ships,
although we couldn’t find a thing
in the fog and sea mist – and there
were fighters everywhere. Luckily
we managed to make it
back unscathed.”
The ‘Channel Dash’ as it soon
became known, or Operation
Cerberus (officially Unternehmen
Zerberus in Germany) was
successful for both the
Kriegsmarine and Luftwaffe, yet
signalled a dismal failure for the
Royal Navy, Fleet Air Arm and RAF
– the two German Scharnhorst-
class vessels passed through
virtually unscathed, and with
little interference.
Conducting training flights and
squadron duties for the rest of the
month, Bob soon parted company
with his pilot as he cryptically
relates: “He left because of an
incident with a girl.”
In March, the squadron left
for India to conduct
operations over
southeast Asia
– in particular
Burma
(today’s Myanmar). Arriving in mid-
May, the unit began converting to
the Vultee Vengeance Mk.I – one of
the unsung workhorses of the war
in the Far East.
‘The Horrible Twins’
The American all-metal stressed-
skin Vengeance was designed and
built with one role in mind – dive-
bombing. Powered by the 1,600hp
(1,193kW) Wright Double Cyclone
radial engine, it had a top speed
of around 280mph (450km/h)
and the ability to climb to more
than 24,000ft. “The Blenheim
was a lovely aircraft for what
it was,” remembers Bob, “but
the Vengeance was a different
kettle of fish altogether. It was an
absolute dream. The engine was
American and virtually faultless.
We had a couple of groundcrew
assigned to our machine and they
kept it in perfect flying condition,
in what were often pretty
difficult circumstances.”
Bob flew in a Vengeance (serial
AN921) for the first time on
November 7, 1942 with Plt Off
White practising diving and low-
level flying. Four days later, after
performing stall recoveries
and local familiarisation
work with his new pilot Sgt
Reg Duncan, the pair was
grounded for two weeks
for blowing down the CO’s
tent during a very low
pass; the CO
June 2020 FlyPast 25
Moments of Triumph THE RAF IN ASIA

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

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

RIGHT CENTRE A formal

photograph of 110
Squadron personnel
and a Vengeance
shortly after arriving in
India during mid-1942.

flights almost every day. Taking Typically, Vengeance crews would

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

26 FlyPast June 2020


teach aircrews facets of air fighting
such as gunnery and deflection
shooting, while enhancing their
basic fighter manoeuvring skills
and tactical prowess.
One of the exercises included
a ‘black out’ test, but most of the
time was spent undertaking fighter
evasion. That could be dangerous,
as Bob’s logbook on August 10
simply states: “Formation fighter
control. Exercise incomplete.
Hurricane attacking crashed.”
The pilot – Fg Off Rodolfo ‘Rudy’
Mendizabal – was killed.
Tragedy strikes
Rejoining 110 Squadron at RAF
Kumbhirgram in northeast India,
they were soon back in the thick
of operations, including several
in Vengeance Mk.Ia EZ903/J.
Delivered brand new to the
squadron, the machine must have
LEFT CENTRE Spunky,
the mongrel pup
adopted by Bob.
His original owner
was a Canadian
pilot killed when he
failed to pull out of
a dive over Karachi
Harbour during a
training flight.
made quite an impact on the Robertson, when a bomb blew up ABOVE LEFT Although
young observer who noted in his on the runway. 110 Squadron’s
losses were
logbook: “The new ‘J’ – Wizard!” “We were on our way back from
reasonably light
Bob had flown 16 sorties by the end attacking enemy troops around compared to other
of October. In November he flew Teinkaya [central Burma] and units, they did
another eight, followed by the same joined formation with Robbie and happen. Sgt Harold
number in quick succession during Tony. Side-on I could see there was Elsdon Thorpe
(right) of B Flight
the first two weeks of December – a problem so started to signal to
was killed aged just
all relatively unscathed. However, him with my hands using Morse 24 when his aircraft,
on the 17th of that month disaster [code]. Robbie soon realised I was EZ804, collided with
struck; two of his friends were killed signalling that he had a bomb another Vengeance
in a tragic accident, as Bob recalls: ‘hung up’ under the starboard over Ranchi on April
21, 1943.
“Compared to other squadrons, our wing. We flew around his aircraft
losses were comparatively light. We [EZ904/N] to see if there was any BELOW ‘A’ Flight
were given a Hurricane escort on other damage, but it seemed OK. captured by the lens
every operation and although no They began waggling the wings to while detached to
enemy fighters were encountered, see if he could shake it loose – but RAF Dohazari from
Madhaiganj, India,
flak was a constant danger. But we with no success. We landed first to
in March 1943. The
then lost Australian Tony Davies clear the runway and they made rivalry between the
and his observer, Jackie ‘Robbie’ their approach. As the aircraft two flights was such
touched down, the bomb shook that the two seldom
loose and exploded.” Bob noted mixed. Bob is far left
perched on top of
the incident in his logbook: “Ops.
the airbrake.
Troops at Teinkaya. Tony Davies
June 2020 FlyPast 27
Moments of Triumph THE RAF IN ASIA

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

28 FlyPast June 2020


on operations." Sadly the animal had
to be put down.
Bob flew his 83rd and final
operation with ‘Topper’ in the
front seat on May 24, attacking a
Japanese convoy on the Tiddim
Road in the Chin Hills of Burma,
which stretched north to Imphal.
The squadron then stood down and
ceased operations. In November
1944 it began converting to the
'wooden wonder' - the de Havilland
Mosquito FB.VI - before disbanding
once again at Labuan in Malaya
less than 18 months later.
Despite having flown more
than 182 operational hours, Bob
was not considered, or certified
tour expired, until July 31. Like
many WOP/AGs, Bob might have
expected recognition for his
impressive operational record,
but the lack of decorations was a
bone of contention. Early in their
tour when Bob was still an NCO,
“The enemy didn’t
like us very much
and we didn’t like
them”
Reg was summoned to see the CO
and told he’d been nominated for
a medal. His response was “What
about Bob?”, to which he was told:
“Sorry but there won’t be any ‘gongs’
for NCOs.” Bob recalls Reg and his
actions: “As a result, Reg refused his
and it caused quite a fuss. He said
that if I wasn’t getting one, he didn’t
want one and that was the way it
was. He was a lovely chap.”
In August Bob was posted to
the Air Command South East
Asia (Communication) Flight at ABOVE An unidentified
RAF Ratmalana, Sri Lanka and 110 Squadron
settled into stooging around in Vengeance in flight
during late 1943
Avro Ansons. He also took dual to early 1944. It is
instruction in de Havilland Tiger possible the machine
and Puss Moths, having never quite is AN949/H, in which
lost the desire to fly. He logged two Bob flew a cross-
operations in December 1944 flying country navigation
sortie on the last day
as Plt Off Michod’s navigator. The of 1943. ANDY THOMAS
important passenger for the pair’s
second tasking was Gen George LEFT Bob Harvey’s
Peregrine Walsh – chief of staff to logbook makes for
interesting reading,
the commander of the 14th Army,
with eight missions
Gen Bill Slim – resulting in their flown throughout
Beechcraft 18 being escorted by
Spitfires. At the start of the New
December 1943
against Japanese
Year, Bob was detached to the fortifications, troop
concentrations and
Bengal Burma Communications
Squadron, which flew Lord Louis
artillery. SEAN FEAST
Mountbatten and his staff.
With his final operational flight
BELOW LEFT Bob
Harvey very much
occurring during the first week of enjoying life in 2017.
SEAN FEAST
BOTTOM LEFT
The personal aircraft
– believed to be
Vengeance Mk.II
AN709 – of 'A' Flight
commander, (later
CO) Flt Lt Rodney
‘Topper’ Topley
awaits its next sortie
at Kumbhirgram.
Note the bombs on
the left awaiting
loading. VIA SARA
MOSHER
February 1945, Bob still has vivid
memories of the Japanese: “The
enemy didn’t like us very much
and we didn’t like them. We knew
that if we were captured it would
be the end.” He also has respect
for the troops and all those who
served in the Far East: “They were
the forgotten army and we were the
forgotten air force. We seemed to
have nothing and were always the
last on the list in terms of aircraft,
spares or supplies. I loved the flying
part, but the rest wasn’t great…” FP
June 2020 FlyPast 29
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Korean War 70TH ANNIVERSARY

BELOW After a lengthy mission along the Korean coast, this F-15 Reporter heads for its home base at Johnson AB in Japan.
This was the only chance to capture accurate images of the area before the Korean War started in late June 1950.
THOMPSON COLLECTION

BOTTOM Replacement Seafire FR.47s pack the deck of HMS ‘Triumph’ on August 4, 1950, at the port of Kure. RAN

KOREAN WAR
Marking the beginning of the Korean War 70 years ago
with three fascinating themed features 70th Anniversary
32 Griffons Over The 38th Parallel
FlyPast examines the last hurrah in combat for the
British Supermarine Seafire FR.47.

38 Stealing The Crown Jewels

We describe the operation led by the Royal Navy to gain
intelligence on the MiG-15 Fagot fighter by salvaging a
downed example from the sea.

42 Dual-Identity Spy
Learn how Lockheed’s Reporter – developed from the
World War Two P-61 Black Widow night-fighter – was
instrumental in providing reconnaissance before and
during the Korean War.

June 2020 FlyPast 31

Korean War SUPERMARINE SEAFIRE

GRIFFONS
over the 38th Parallel
The last operational use of the Supermarine Seafire came during the opening weeks of
the Korean War. Tom Spencer tracks its final campaign

W
hen the light fleet
carrier HMS Triumph
left Britain bound for
the Far East in 1949, the conflict
in Korea had not yet begun to
escalate. On board Triumph was
the 13th Carrier Air Group (CAG),
which comprised 800 Naval Air
Squadron (NAS), led by Lt Cdr Ian
MacLachlan and equipped with
12 Rolls-Royce Griffon-powered
Seafire FR.47s – and 827 NAS

32 FlyPast June 2020

with the Fairey Firefly FR.1. These
Seafires were the last operational
examples at sea in the Royal Navy.
After working up in the
Mediterranean, the ship, under
Capt Arthur Torlesse DSO, sailed to
join the Far East Fleet in Singapore
where the campaign against
Communist terrorists in Malaya
was at its height. Thus, during
October when disembarked to
Sembawang, Triumph’s squadrons
conducted strikes on suspected
terrorist hideouts in the jungle.
However, the ship moved to various
parts of the Far East for exercises
with allies and making ‘flag-
waving’ port visits. It was sailing
from the Japanese port of Ōminato
in northern Honshu on June 25,
1950 when the North Koreans
unleashed their attack on the south,
thus initiating the Korean War.
The United Nations swiftly passed
a resolution approving military ABOVE Seafires of
action, to which Britain agreed 800 NAS attack
a ground target
to commit forces.
during the Korean
War. It would be the
Early sorties last operational use
Having loaded with war stocks of the type.
at Kure Naval Arsenal near ANTONIS KARIDIS
Hiroshima on June 29, Triumph
and her escorts, the cruiser HMS
Jamaica and destroyers HMS
Cossack and Consort, then sailed
for the Yellow Sea off Korea’s west
June 2020 FlyPast 33
Korean War SUPERMARINE SEAFIRE
ABOVE With the
Seafire FR.47s of
800 NAS parked
forward, HMS
‘Triumph’ departs
Subic Bay in the
Philippines for
exercises shortly
before the start of
the Korean War. USN
RIGHT Seafire FR.47s
on the deck of HMS
‘Triumph’ when en
route to the far east.
P H T GREEN COLLECTION
RIGHT 800 Sqn coast. On July 2, the RN
badge Force rendezvoused with
US Navy Task Force
77, based around the
carrier USS Valley
Forge, and they began
operations the next day.
At 0545hrs on July
3, Triumph launched
nine Seafires with a
dozen Fireflys to attack
the coastal airfield at Haeju, 50
miles (80km) north of the border,
with rockets and cannon, while
US Navy aircraft targeted airfields
around Pyongyang. The assault
destroyed several hangars, though
the last section of Seafires found
the target shrouded in smoke.
Some Seafires used rocket-assisted
take-off gear (RATOG) due to the
minimal deck space.
Lt Peter ‘Sheepy’ Lamb’s Seafire
sustained splinter damage but he
34 FlyPast June 2020
diving from 5,000ft and covering the
area with debris, and strafing troops.
Four more Seafires maintained a
combat air patrol (CAP) over TF 77.
It was immediately evident that
the US Navy aircraft were better
suited for long-range ground
attacks, while the Seafire was
clearly the best interceptor. They
concentrated on defensive CAPs,
with a high sortie rate averaging
more than 20 per day. However, the
intensive flying had its effect on the
Seafire FR.47s known to have been used by
by 800 NAS in Korea:
PS950, PS951, PS953, PS955, VP427, VP429, VP430/P 172, VP452,
VP456/182/P, VP459/179/P, VP460/176/P, VP462/172/P, VP464/173/P,
VP477/171/P, VP480, VP482/177/P, VP485/181/P, VP489, VP493/174/P,
VP961/ 179/P, VP962/171/P, VR968, VR969/182/P
successfully landed back on Seafires; skin wrinkling caused by
Triumph. “I managed to return heavy landings became a particular
to the ship with a complete loss of problem. After this first period of
coolant and all temperatures off operations Triumph returned to
the clock. I consider myself lucky Kure to replenish – but was back
as I was too s***-scared to bale out on station on July 9 escorted by
over shark-infested seas.” He was the C-Class destroyer HMS Comus
subsequently awarded the DSC for and three Canadian ships, HMCSs
bringing back aboard two damaged Kenya, Sioux and Athabaskan.
aircraft and eventually became a test The 800 NAS Seafires also
pilot for the Saunders-Roe SR.53. flew regular photographic
At 1000hrs the next day seven reconnaissance sorties, for example
Seafires with Fireflys of 827 NAS to Mokpo, Kunsan, Chinnampo
attacked a bridge in the Haeju area, and Inchon (Incheon). During this
period 800’s Seafires attacked
railways and oil storage facilities,
as well as sinking two North Korean
gunboats. Then on the 18th, US
aircraft from TF 77 covered an
amphibious landing at Pohang on
the southeast coast, when Seafires
flew 20 CAPs, which were repeated
the next day. However, with the
typhoon season beginning, strikes
were cancelled on the 20th, and the
carrier headed for port and a short
maintenance period.
Friendly fire
Triumph rejoined the fleet on the
26th, when RN aircraft continued to
cover the retreat of UN forces as they
were pushed into Pusan (now Busan),
the last allied foothold in Korea.
Two days after returning to station
there was a tragic incident of
so-called friendly fire. When flying
“At 05.45hrs on July
3 Triumph launched
nine Seafires with
a dozen Fireflys to
attack the coastal
airfield at Haeju”
CAP about 20 miles (32km) from
the ship, the Seafires led by ‘Sheepy’
Lamb were ordered to investigate
a possible enemy aircraft. The
contact was in fact a USAF B-29 as
one of the section, Lt John Treacher
(who later became admiral and
received a knighthood), recalled:
“The top gunner hit my wingman,
Commissioned Pilot White, in the
fuel tank behind his head and
he had a nice fire.” Dennis White
said: “It was no accident. We were
fired on quite deliberately. Sheepy
LEFT This Seafire
FR.47 suffered
damage when its
propeller ‘pecked’
the deck. Incidents
like this meant that
availability was
often restricted
during operations.
R VON T B KETTLE
swears I was out [of the cockpit] BELOW LEFT Lt Peter
within ten seconds of a gaping ‘Sheepy’ Lamb flew
hole appearing in my fuselage, through the tour
in Korea and was
about a foot behind my head.
I [baled] out at 10,000ft or so,
awarded a DSC
for recovering two
realising my clothes were probably
on fire. I could still hear them
damaged Seafires
back to the ship.
banging away with their .50 [cals] SARO VIA P H T GREEN
as I floated down on my ‘brolly’.
‘Sheepy’ circled me going down and
BELOW While a
Seafire makes a low
switched his IFF to emergency. The pass astern, others
are prepared for
sea was very rough.” Fortunately,
their next mission
although injured he was rescued by on the deck of
the destroyer USS Eversole after an ‘Triumph’. P H T GREEN
hour in the water. COLLECTION
Operations and replenishment
continued unabated and in mid-
August, with US carriers absent,
Triumph’s squadrons returned to
offensive work. On the 13th a pair
of Seafires reconnoitred the port of
Mokpo and they also strafed two
small vessels at Kunsan. The next
day two Seafires photographed the
North Koreans’ main naval base
at Chinnampo, about 30 miles
(48km) southwest of the capital
Pyongyang. These were targeted
June 2020 FlyPast 35
Korean War SUPERMARINE SEAFIRE
in the afternoon by a
strike from six Seafires
ABOVE Seafire FR.47, armed with 60lb (25kg)
VP485/181/P of 800 rockets, along with six Fireflys that
NAS during its tenure damaged a minesweeper in the
aboard HMS ‘Triumph’
off Korea in 1951. Taedong estuary, while a 2,000-
ANDY HAY-FLYING ART ton (1,800-tonne) freighter and a
small coaster in the harbour were
RIGHT Adorned with also hit. Further offensive sorties
black-and-white
identity stripes and
followed on successive days and
fitted with RATOG on August 19 a section of Seafires
gear, this Seafire FR.47 led by ‘Sheepy’ spotted a tempting
begins its take-off roll target. The unit diarist noted:
for another sortie off “The vessel was well camouflaged
the Korean coast.
KEY COLLECTION
and carried a deck cargo. After a
few runs it caught fire and was
BELOW RIGHT United seen later to be completely burnt
States Marines pass out.” The writer also recorded
burning North Korean
a recce flown the next day, led
tanks destroyed by
800 NAS Seafires, by Lt Cdr MacLachlan: “They
six miles east of flew up the river as far as the
Inchon after they had capital Pyongyang. As the flight
been holding up the approached, they were engaged by
advance from adjacent
accurate and heavy flak.”
high ground. USN
Tragic loss
During this period a Seafire spotted
the fall of shot for HMS Consort
when it bombarded Kunsan, while
in a surprise assault on August 22,
two North Korean Ilyushin Il-10s
attacked Comus, damaging the hull.
The Seafire CAPs increased and
assumed a new urgency thereafter.
After an intensive period of
operations, when Triumph
returned to Sasebo in Japan for
maintenance and replenishment
on the 23rd it had just nine
operational aircraft available.
Suitably restocked with aircraft
and munitions, HMS Triumph and
its squadrons returned to station
in the Yellow Sea and on August
27 launched an armed recce to the
north. The four Seafires sank a pair
of junks at Antung (aka Andong) in
the mouth of the Yalu River on the
Sino-Korean border. However, 800
NAS suffered a sad loss two days
36 FlyPast June 2020
later; when a Firefly hit the barrier, a into clouds of steam and flames.”
piece of debris hit and killed the CO However, Lt James Abraham’s
Lt Cdr Ian MacLachlan, who was in Seafire, VP430/172/P, suffered a
the plotting room. He was buried at hydraulic failure and landed on
sea and replaced by the Senior Pilot, with one wheel retracted. Lt D
Lt Tommy Handley. After a four-day I Berry’s Seafire was unable to
patrol Triumph returned to Sasebo, lower its arrestor hook, so he was
where six replacement Seafires were ordered to bale out but was quickly
taken aboard from the maintenance recovered by the destroyer
carrier HMS Unicorn. HMAS Bataan.
Nonetheless, despite bad
East coast strikes weather that somewhat inhibited
By then the situation on the ground operations, the following day a
in Korea was desperate, with pair of 800’s Seafires escorted
allied forces pushed into a small four Fireflys attacking the airfield
perimeter at Pusan. Due to the lack at Koryŏ, causing significant
of a US Navy carrier, on September damage. Command Pilot Reid
6 the Task Group sailed into the flew VP430/172/P on the strike. He
Sea of Japan to join the US 7th recalled flying in and out of low
Fleet for strikes on the east coast
port of Wŏnsan – until a US vessel
became available. Operations on
the east coast commenced at dawn
on September 8, with six Seafires
escorting eight Fireflys on an armed
recce of the road and railway
communications around Wŏnsan
that lay on the pre-war border. The
800 NAS operations diary noted:
“Wŏnsan was completely covered
in cloud so the strike proceeded
south along the main railway line.
Heading back towards the coast
a train was spotted, Lt Abraham’s
section spraying [it] with cannon
fire and rockets. Several hits were
seen, and the locomotive exploded

cloud in driving rain,
which was unusual in
Korea for that time of year. Over
the two days, and in the face of
inclement conditions, the two
squadrons mounted more than
100 sorties – but at a cost – as four
Seafires had to be written off with
‘wrinkling’, reducing 800 NAS to
just six machines.
After this, Triumph returned to
Sasebo to replenish aircraft stocks
but was back on station two days
later on September 12 for its most
crucial period in Korea.
Critical landings
With the North Koreans held
on the Pusan perimeter, the UN
planned a major counterstroke.
Triumph formed part of Task
Group 91.1 to support Operation
Chromite, the amphibious landings
at Inchon on the Korean west
coast, about 20 miles (30km) from
South Korean capital Seoul. The
Seafires of 800 provided vital air
cover for the landings in their first
few days, which were to outflank
the Northern forces. As part of the
preparatory activity, 800’s Seafires
flew recces of coastal positions as
well as maintaining CAP. Some
aircraft also conducted spotting,
Lt Abrahams calling out the fall
of shot for HMS Jamaica when
bombarding targets at Kunsan.
The landings began on September
15 with Triumph just 60 miles
(96km) offshore. As well as
providing CAP cover over the
audacious amphibious invasion,
which put ashore 13,000 allied
troops with equipment, Seafires
also flew ground-attack sorties.
During the day they engaged targets
of opportunity such as coastal
shipping, troop movements and
flak batteries. That afternoon, for
example, Lt Lamb’s flight assaulted
flak positions and Lt John Treacher
rocketed a coaster. Further
offensive sorties were flown the
next day when Seafires led by
Treacher targeted gun positions
near the airfield at Haeju. Later,
following a report of two junks
minelaying, Lt Randy von Kettle
led a section that sank one and
damaged the other. Then on the
17th, 800 NAS aircraft once again
struck the airfield at Haeju, though
two North Korean Air Force aircraft
evaded the defences to attack allied
warships, albeit without causing
serious damage.
In contrast, after several days’
intense activity, there was just one
mission on the 18th when Lt Tallin
led a section to assault a pair of
supply barges in the Haeju area.
Operations continued the next day
when, during an armed recce, Lt
Abraham attacked and damaged
a 500-ton (450-tonne) ship, while
others rocketed another on the
slipway and on a flak position.
However, on return to the ship
Command Pilot Warren had a
barrier engagement, leaving just
three Seafires operational.
Final flurry
On September 20, Tommy Handley
in VP430, led the only serviceable
Seafires on an armed recce over
the Chinnampo area and the ABOVE LEFT The
sea lanes to the north. With the destroyer USS
‘Eversole' picked up
Senior Pilot Lt Peter Lamb flying
the pilot of a Seafire
as his wingman in VP471/175/P shot down in error
they damaged a patrol boat in the by B-29 gunners on
Chinnampo estuary. The squadron’s July 28, 1950. USN
‘ops’ diary recorded: “Rocket hits
ABOVE A Seafire
were attained and a final strafing FR.47 of 800 NAS
run carried out.” These were also in an all-too familiar
the last operational sorties flown pose, as the type
by 800 NAS from Triumph as suffered problems
with the landings successfully flying from the deck
due to its weak
completed, on September 21 the undercarriage.
vessel sailed into Sasebo for two R VON T B KETTLE
days’ maintenance. Just one Seafire
remained serviceable at that point.
On the 25th Triumph was relieved
on station by HMS Theseus, having
made five patrols into the Yellow
Sea. The 800 NAS Seafires had
flown 115 ground-attack sorties and
245 more on defensive CAP, with
the 13th CAG squadrons having
reached a peak of performance –
achieving higher sortie rates than
had been considered possible. It
was the Seafire’s last hurrah. FP
June 2020 FlyPast 37
Korean War MiG-15 RECOVERY
STEALING
the 'Crown Jewels'
Steven Taylor describes the Royal Navy’s daring recovery of a downed
MiG-15 during the Korean War
B
eginning on June 25, 1950,
the three-year Korean War
was one of the bloodiest
conflicts of the Cold War. Not only
did it entail intense battles on
the ground, but it also resulted
in fierce air combat between
western and communist pilots.
Furthermore, it was the first global
conflict in which jets played a
central role.
For the airmen of the United
Nations (UN) forces, their
principal opponent was the North
Korean People’s Air Force (NKPAF)
and its Soviet-built Mikoyan-
Gurevich MiG-15s, which were
given the NATO reporting name
Fagot. Such was the MiG-15’s
impact on the air war that an
audacious operation was put into
38 FlyPast June 2020
action to capture the wreckage of
a crashed example for analysis – a
mission in which the Royal Navy
(RN) would play the main role.
To begin with, the NKPAF –
equipped with small numbers
of World War Two-era Soviet
propeller types, including the
Yakovlev Yak-9 and Ilyushin
Il-2 Shturmovik – was expected
to pose little threat. As such,
UN forces were quickly able to
achieve air superiority. However,
that changed in November 1950
when the first examples of the
diminutive MiG appeared over
North Korea.
Aerial mayhem
Often flown by Soviet volunteers
(many being combat-hardened
World War Two veterans), the MiG-
15 proved a formidable adversary.
The introduction of a state-of-
the-art, swept-wing fighter that
could easily outperform every
allied aircraft in theatre, soon
presented a serious challenge
to the UN’s command of North
Korean skies. Almost immediately,
the area around the Yalu River in
the northwest of the country was
notoriously dubbed ‘MiG Alley’ by
UN pilots. It was here that some of
the most vigorous dogfights of the
war took place.
The threat posed by the type over
the peninsula was dramatically
emphasised on April 12, 1951,
when a sizeable force of MiG-
15s attacked a formation of
B-29 Superfortress bombers.
Despite a near 100-strong escort
of Republic F-80 and F-84 jets,
the Fagots downed three B-29s
(although some sources state
ten) and damaged seven more
for reportedly no losses. The
US aircrews dubbed it ‘Black
Thursday’ and, as a result, USAF
bomber sorties over the country
were discontinued for almost
three months.
Shallow grave
As the number of UN aircraft
falling to the MiG-15’s
guns mounted, there was a
determination, bordering on
obsession, by allied air chiefs to
acquire one of these fearsome jets.
The plan was to technologically
and tactically assess the Soviet
machine and develop effective
retaliatory tactics.
One of the first attempts occurred
in April 1951, when USAF
intelligence officer Donald Nicholls
conceived, planned and led a
daring mission deep into enemy-
held territory, to photograph and
strip parts from a downed MiG-15.
Less than three months later,
on July 9, another opportunity
presented itself when reports were
received about a wrecked MiG
visible in shallow water, just off
the west coast of North Korea. The
reported location was around 40
miles (64km) north of the allied-
held Ch’o-do island. ABOVE An artist’s
At the time, the RN’s impression of the
Colossus-class light fleet final moments of the
MiG-15 eventually
carrier HMS Glory was steaming recovered by a Royal
nearby and launched several Navy-led team.
Hawker Sea Fury FB.11s from 804 Mystery surrounds
Naval Air Squadron to pinpoint the aircraft, as no
the wreck, to no avail. Two days allied fighter claims
explain its demise.
later, despite fog and the reported ANTONIS KARIDIS
position being ‘off’ by almost 15
miles (24km), the remains were
located submerged several miles
offshore, some 30 miles (48km)
north of the Taedong estuary. It
transpired that the wreckage was
sitting in 19ft (5.7m) of water and
could only be seen during low tide.
Photographs taken by the Sea Fury
pilots confirmed that the wreck
lay on a mudflat, and although the
tail section had broken away, it
June 2020 FlyPast 39
Korean War MiG-15 RECOVERY

operation, it was revealed that “the of the British Rolls-Royce Nene,

USN sailors christened the jet the
‘million-dollar baby’ on account of
the American view that it would be
a very valuable prize.”
Jewel in the crown
Their British counterparts,
however, dubbed it the ‘Crown
Jewels’. According to the report:
“The name stuck because it was
rather like an attempt to find King
John’s crown in the shallow waters
of the Wash.” It also indicated that
the operation was undertaken
controversially sold to the Soviets
in 1946 – appeared intact. The tail
section was found some 350m
(1,148ft) from the fuselage. The
report reveals that: “Working half
naked and without shoes the party,
some 50 strong, found parts of the
aircraft exposed on the mudflats.
The recovery team lashed lines
with buoys attached to the
wreckage, to lift it out of the water.
This was the worst part of the job,
for it entailed floundering about
among pools and depressions.”

top left The North appeared reasonably complete. The with the greatest of secrecy. One of the British sailors, PO
Korean MiG-15 question was soon asked: could UN In the early hours of July 21, William Feltham, was equipped
discovered by Royal forces launch a salvage mission and the recovery effort got under with diving gear and plunged
Navy Sea Furys on
July 11, 1951. The
recover the MiG? It wasn't certain. way with a USN Sikorsky HO3S-1 into the surrounding water
circular items on the The wreckage was within range of helicopter, escorted by two Sea numerous times to search for
upper wings are not North Korean gun emplacements in Furys from Glory, dropping a wreckage. After several hours,
insignia, but coils a narrow, shallow channel thought buoy on the wreck to highlight its the fuselage and engine had been
of rope placed for to be brimming with sea mines. To position. With Kenya stationed successfully retrieved. But failing
the pending salvage
operation. MALCOLM V
make matters worse, its final resting in the Yalu Gulf to provide early light prompted the suspension of
LOWE COLLECTION place was just on the fringes of MiG warning radar coverage, and the operation for the night, and
Alley – the NKPAF’s main operating several of Glory’s Sea Furys flying the crews returned to Cardigan
above Seen here with base at Antung was just ten minutes’ a roving combat air patrol (CAP) Bay, forcing the ship to remain
US and British officers
flying time to the northwest. above, Cardigan Bay escorted in an extremely exposed position
in Korea sometime
during 1952, R Adm Despite this, British and American the landing craft and motorboat near the enemy coast. During
Alan Kenneth Scott- naval commanders ordered an all- through what was described as the night, Glory was relieved by
Moncrieff (third from out effort to retrieve the machine. “treacherous channels between the US carrier Sicily, with its F4U
left) commanded the The opportunity to capture an sand banks – only a few miles off Corsairs assuming CAP duties
daring mission to
example of the deadly Soviet fighter the enemy coast.” On board the when the operation resumed
capture the downed
MiG-15. NAVAL HISTORY was too good to miss. Assembling landing craft was a joint RN-USN at first light. However, during
AND HERITAGE COMMAND a joint Anglo-American flotilla salvage team, along with several the final phase of work, a North
comprising Glory, the frigate HMS USAF technicians. Korean shore battery targeted the
above right This rear Cardigan Bay, the cruiser HMS Once the frigate had reached vessels, prompting the fighters
deck view of HMS
‘Glory’ was taken Kenya, a USN LSU-960 landing the end of the main channel it to intervene. Drawing both light
as the vessel left craft equipped with a crane, and a could proceed no further due to and heavy anti-aircraft fire, the
Singapore at the start South Korean motorboat, the group the shallow water, so Cardigan F4Us attacked the enemy position
of its third wartime fell under the command of R Adm Bay’s launch took over. On and, along with support fire from
deployment to Korea Alan Kenneth Scott-Moncrieff. arriving at the jet’s location, the Cardigan Bay, destroyed the gun.
in November 1952. It’s
Sea Furys had located He decided to mount the salvage team got to work immediately. A similar assault took place later
the submerged MiG-15 operation on July 21 while the tide Despite the apparent impact in the day.
in July the previous was at its lowest. having ripped away the tail, the After collecting as much of the
year. KEY COLLECTION In the RN’s official report on the VK-1 engine – ironically a copy wreck as they could, the landing

40 FlyPast June 2020

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

ABOVE United States

Navy F4U Corsairs
from the carrier USS
‘Sicily’ provided
determined air
cover during the
salvage operation.
This example is
being prepared for
a combat mission
during the Korean
hostilities. NAVAL
HISTORY AND HERITAGE
COMMAND

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

June 2020 FlyPast 41

Korean War NORTHROP REPORTER

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

42 FlyPast June 2020

 In early 1946, the USAAF was
keen to apportion the aerial
mapping task to the peacetime F-15,
which would conduct such flights
mostly from the Japanese Islands,
including those occupied by the
enemy in the Pacific. Even after the
Korean War started in June 1950,
the only photos of Korea possessed
by the US were those taken by the
F-15A back in 1948. The US Marine
Corps filled in the gaps with its
recce-configured Grumman F7F-3P
Tigercats in 1950.
Long legs – and quick
The F-15’s strongest features were
its range and speed. The former
was attributed to its impressive
fuel capacity: two inboard main
tanks carried 265gal (1,003lit) each,
while two main outboard tanks
held 400gal (1,514lit) apiece, and
the substantial reservoir located
behind the rear crew member
could accommodate 520gal
(1,968lit). Speed came via the same
two engines that took the night-
fighter P-61 Black Widow into
combat, but fitted to a much
lighter airframe.
When World War Two came to
an end, there were still vast tracts
of the Pacific that were practically
unknown. Even though the Allies
had fought in the area, there was no
up-to-date cartography available.
The Army Air Corps assigned the
5th Reconnaissance Group to
handle the task of ‘mapping’ the
Pacific, including Japan, Korea and
the Philippines, and the group’s
key component in this endeavour
was the 8th Photo Reconnaissance
Squadron, nicknamed the ‘Eight
Ballers’. This unit was reactivated
in the spring of 1947 and attached
to the 35th Fighter Group, then
stationed at
Johnson Air Base
(AB), Japan.
On June 24,
1947, the squadron
received a call that
it would be flying the
F-15 and that the aircraft
had been delivered and
were ready to be collected at
Kisarazu AB, Japan. Capt Rowan
Jarvis and Lt Virgil Heistand would ABOVE This F-15 was
be the first pilots in the Far East to ‘snapped’ while en
fly the Reporter in a forward area. route to Johnson AB
after photo-mapping
The six groundcrew assembling some of the islands
the aircraft at Kisarazu were kept southwest of Japan.
busy – by late July, there were CHARLIE RUSSELL
four aircraft ready, with the same
number again by late August.
The first pilot to conduct a photo
mission in the Reporter in late
July was Capt Wilmer Moore, who
flew for a brief spell along the
Japanese coast. On August 2, 1947,
June 2020 FlyPast 43
Korean War NORTHROP REPORTER

a highly experienced photo-recce

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

the commanding general of the

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

44 FlyPast June 2020


by the war crimes prosecutors
in Tokyo to prove that water was
available for the prisoners along
the route. We never heard the
results of our work, but hopefully
we were able to contribute.”
Top priority during the early
months of 1948 was given to the
photo-mapping of Japan and Korea.
Due to the adverse weather and
maintenance problems, the project
fell behind and pressure was
being exerted by Fifth Air Force to
bring the five F-15s back from the
Philippines to help finish the task.
There was a delay in executing this,
which allowed two of the Reporters
time to fly down to Manado, on the
northern tip of Celebes Island (aka
Sulawesi). This vast area had never
been mapped. However, it was a
crucial phase of the overall mission
and provided complete coverage
of Borneo to the west and Ceram
to the east. The Celebes were, at the
time, overseen by the Netherlands.
Lt Charles C Russell recalls: “The
Dutch supplied support for our
detachment, by providing meals
and a place to sleep, in exchange
for some of the maps. There
were 12 of us – four pilots and
eight mechanics, which included
communication experts. The pilots
switched around on the missions:
one day flying front seat and, on
the other, navigating and operating
cameras. We flew off a strip that
looked like it had been paved at
one time. It was extremely rough,
but we completed our assigned job
without a single mishap.”
LEFT The 8th PRS
spent most of its
time at Clark AB
throughout 1948.
Finally, on March
25, 1949, use of the
F-15 (RF-61C) was
terminated and the
unit’s aircraft were
transferred to Yokota
AB, Japan.
TONY LINKIEWICZ
In May 1948, a detachment of five BELOW LEFT Pilot Lt
F-15s and crews was pulled from George Kroman
poses beside his
Johnson AB and sent to Itazuke in
F-15 at Johnson AB,
Japan. The aircraft were to photo- Japan, in 1947. At
map the coastline beaches in that the time, the 8th PRS
immediate area from an altitude was in the process of
of around 20,000ft. This project photographing the
coastlines of Japan
was given top priority, with no
and nearby islands.
distractions, and it was completed GEORGE KROMAN
in three days.
Close to calamity
The only near tragedy for the 8th
occurred on July 2, 1948. Aircraft
‘303’ took off for a practice
formation run, in readiness for
a big July 4 airshow over Tokyo.
Immediately after take-off, at a
dangerously low altitude, the fire
warning light for the right engine
came on. The pilot feathered the
engine but continued to lose
height. His efforts to get back on
the runway fell short as the F-15
crashed about 500ft (152m) short of
safety. The crew managed to escape,
but the aircraft was a total loss.
In August 1948, the F-15 was
re-designated RF-61C and, on
June 2020 FlyPast 45
Korean War NORTHROP REPORTER

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

46 FlyPast June 2020

 assigned was completed. During LEFT This image
the early part of September 1948, was taken at
Zamboanga,
all Reporters in and around the
Philippines, in March
Philippines were brought back 1948. The longest
to Johnson AB. The end of their of the missions
operations came on March 25, 1949, expended so much
when the 8th TRS was transferred fuel that the aircraft
tanks had to be
to Yokota AB, Japan, minus their
full to the
equipment and personnel. There brim beforehand.
it became the 82nd Tactical TONY LINKIEWICZ
Reconnaissance Squadron.
On April 1, the 82nd, which then BELOW LEFT The sew-
on patch worn by
consisted of the former ‘Eight members of the
Ballers’ personnel and 8th PRS. THOMPSON
their Reporters, COLLECTION

was deactivated,
placed on the
While we were in this dive, they to going in. inactive list and
were really screaming like a The flight back all aircraft were
German Stuka dive-bomber. In to Itazuke was assigned to the
the dive, trying to pull out, I pulled uneventful and, 35th Maintenance
on the elevator controls and they when we landed, I Squadron at
felt like they were anchored in got out and looked Johnson AB, being
concrete. They wouldn’t budge. I the F-15 over for any used for salvage,
remember looking at the ground structural damages spares or other
rushing up at me and glancing at and it seemed okay. The disposition. The crews
the airspeed indicator, scared stiff. film we had taken south of were sent to Yokota to
I reached forward and gave the the 38 Parallel was [good] and we work up on the new RF-80 aircraft.
elevator trim tab a couple of quick completed the mission we From the nine Reporters allotted to
pulls and it took effect immediately. were assigned.” Air Material Command, a handful
We started one hell of a fast pull- were operated temporarily by the
out. I have no idea how close we Mission accomplished Pennsylvania Air National Guard at
came to the ground in the pull-out, The high-priority photo-mapping Harrisburg, before they were also
although I am sure we were close mission that the RF-61Cs had been sent to the scrapyard. FP

June 2020 FlyPast 47

Inside Stories GÜNTHER LÜTZOW

Lost WIT

48 FlyPast June 2020

WITHOUT TRACE
Chris Goss profiles the Luftwaffe pilot
Günther Lützow, who having survived the Spanish Civil War, lost his life just two
weeks before the close of World War Two
G
ünther Lützow was born
in Kiel, northern Germany
on September 4, 1912 – the
son of Admiral Friedrich and
Hildegard Lützow – and was the
third of five children. His father
had joined the German Imperial
Navy as a cadet in 1899 and during
World War One served with
distinction on warships, including
taking charge of the small cruiser
Hamburg and submarines. By
the end of the war he was leading
U-Flotille Pola (U-boat Flotilla
Pola). However, ‘Franzl’, as Günther
was also known, did not follow his
father into the navy, rather joining
the infantry as a junior officer
in August 1930. He began flying
training the following year at the
Deutsche Verkehrsfliegerrschule
(German aviation school) at
Schleissheim. His brothers did
join the Kriegsmarine, though,
Werner being killed in action
as the head of 4.Schnellboot-
Flottille on November 24, 1943
while Joachim survived the war,
having supervised a minesweeper.
While still serving as an infantry
junior officer, Günther undertook
“Günther shot
down five aircraft
in Spain, his debut
‘kill’ being made on
April 6, 1937”
fighter pilot training in 1931 at a
secret facility at Lipetsk, Russia.
Three years later he transferred
to the Luftwaffe proper, joining
the Reklamestaffel in Döberitz – a
cover name for Jagdgeschwader 132
(JG 132 – fighter wing 132) – as an
instructor and after this he taught
at the Jagdfliegerschule (JFS –
fighter school) at Schleissheim. In
1936 Lützow became adjutant of JG
132 with the rank of Oberleutnant
and later that year it is believed he
took command of the Geschwader’s
4th Staffel (squadron).
Into Combat
In March 1937, Lützow arrived in
Spain to lead the Bf 109-equipped
2.J/88 previously commanded by
Hptm Siegfried Lehmann.
Günther shot down five aircraft
in Spain, his debut ‘kill’ being
made on April 6, 1937 and his last, a
Polikarpov I-16 ‘Rata’ on August 22
just over four months later.
On September 6 that year he
handed over command to Hptm
Joachim Schlichting and was
promoted to Hauptmann himself
shortly after his return home,
taking the reins of 5./JG 132, only LEFT Lützow with his
to then be posted to lead 3./JFS 1 at wife Gisela and son
Werneuchen in November 1937 – Hans-Ulrich in 1941. ALL
CHRIS GOSS UNLESS STATED
where his experience as a combat
aviator in Spain was invaluable BELOW Messerschmitt
to trainees. It was there in early Bf 109E-1s of J.88,
1938 that he met his future wife Lützow’s unit, with a
Gisela von Preisdorf and they were Heinkel He III (left)
in Spain.
married in Berlin in March the next
year. In November 1939, he was
placed in charge of I./JG 3 at Zerbst
and, after a quiet ‘Phoney War’ (his
Gruppe recorded no victories, nor
did it suffer any combat losses), was
still leading I./JG 3 when the Battle
of France commenced. During this
time, his son Hans-Ulrich was born;
a daughter, Carola, would enter the
world in August 1942.
While operating from Hargimont,
Luxembourg, his sixth and seventh
victories came on May 14, 1940
when he attacked a pair of Curtiss
machines northwest of Dinant,
Belgium at 2020hrs. Pilots of I./
JG 3 claimed eight French fighters
that evening and it is believed
their victims were Bloch 152s from
Groupe de Chasse (GC) 6/10 and
GC III/10. It has been suggested that
Lützow’s victims were Lt Pierre
June 2020 FlyPast 49
Inside Stories GÜNTHER LÜTZOW

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

(right). This photo

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

BELOW Two Bf 109E-4s

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

50 FlyPast June 2020

in the area of Kent’s Herne Bay;
Sgt Edward Thorne crash-landed
east of Margate while Flt Lt Arthur
Banham and Fg Off Ian Stephenson
were shot down over Herne Bay.
By the time of his award of the
Ritterkreuz (Knight’s Cross) on
September 18, 1940 Günther’s
score stood at 15 and by the end
of 1940, it had reached 18. He
would secure no more victories
on the Channel Front in 1941, but
on May 7 that year his Bf 109F-2
Wk Nr 8117 was slightly damaged
in combat. Allegedly this took
place mid-morning between
Calais and Dover. Hptm Gordon
Gollob, Staffelkapitän of 4./JG 3,

Lützow’s initial ‘kill’ in the east
(his 19th) came on the first day of
Operation Barbarossa, Germany’s
invasion of the Soviet Union.
When he shot down his 40th on
July 17, 1941 he was awarded the
Eichenlaub (Oak Leaves) to the
Ritterkreuz three days later. On
September 17 that year his Bf
109F was apparently damaged by
flak and he force-landed behind
Soviet lines, but quickly returned.
The award of the Schwerter
(Swords) to the Ritterkreuz came
on October 11, 1941, with his score
standing at 92. Lützow’s 100th and
was the only claimant from the
Geschwader that day for a Spitfire
off Gravelines, northern France, at
1125hrs. Feldwebel Rolf Helber of
5./JG 51 claimed another Spitfire
at the same time, close by. Several
pilots from 74 and 611 Squadrons
reported damaging Bf 109s.
Remaining in France for just over
a month, JG 3 relocated east to
Breslau and then Hostynne-Zamość
in Poland, where it was residing
when Germany attacked the Soviet
Union on June 22, 1941.
101st ‘kills’ came on the 24th of ABOVE Lützow’s Bf
that month and he was promoted 109E-4 Wk Nr 3742
seen at Desvres,
to Oberstleutnant a few days
northern France,
after. Following these victories, during the Battle
and as he was the second German of Britain.
fighter pilot to claim 100 aircraft
in combat, he was restricted in LEFT Lützow (left) with
Oblt Johannes Loidolt
the number of operational flights
of 3./JG 3. The latter
he could make. By this stage, he was shot down and
was in command of JG 51 as well taken prisoner on
as JG 3 after Maj Friedrich Beckh August 31, 1940, his
was wounded on September 16, Bf 109E-4 crashing
at Chadwell Heath,
1941. However, JG 3 moved back
Greater London.
to Germany in early November
1941, shortly after arriving at
Wiesbaden-Erbenheim. BELOW LEFT Lützow at
On the wheel of his staff
car in the summer
of 1940.
BOTTOM LEFT Lützow,
Hptm Wilhelm
Balthasar (centre)
and Oblt Egon Troha
(right) frame the tail of
Balthasar’s Bf 109E-4
Wk Nr 559. Troha was
shot down and taken
prisoner on October
29, 1940.

November 17, 1941 GenOberst

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

June 2020 FlyPast 51

Inside Stories GÜNTHER LÜTZOW

ABOVE Both standing to

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

52 FlyPast June 2020

later be relieved of his command for
similar reasons. Lützow was then
posted to command 4.Fliegerschule
Division, responsible for training
fighter pilots.
As January 1945 closed, after
what became known as the
Fighter Pilots’ Mutiny, Lützow
was relieved of his post, as were
Galland and other highly decorated
aces, for openly criticising
Luftwaffe chiefs – in particular
Reichsmarschall Hermann Göring
– and was apparently posted to
be Jagdfliegerführer Oberitalien
(fighter leader northern Italy)
and banned from returning to
Germany. Early in April 1945,
when the tide had very much
turned against Germany, Lützow
joined Galland’s unit Jagdverband
44 (JV 44 – equipped with the
Messerschmitt Me 262) as its
operations officer, and at last
returned to operational flying. He
would not, however, live to see
the war’s end.
Final Combat
During his short time with JV 44,
Günther was credited with shooting
down two American bombers. The
date of the first is not certain but
in the afternoon of April 24, 1945
he was one of six Me 262 pilots
scrambled from Riem, near Munich
to intercept B-26 Marauders of
the 17th Bomb Group, which were
attacking ammunition dumps at
Schwabmünchen in Bavaria. Led by
ABOVE LEFT An official
1941 propaganda
photograph of Lützow.
LEFT Lützow (third from
left) and fellow pilots
embark on a hunting
trip late in 1940.
TIM OLIVER
BELOW LEFT This
classic photo of
Lützow portrays him
in the early stages of
Operation Barbarossa
– the invasion of the
Soviet Union. TIM OLIVER
Lützow, two aborted with technical
problems leaving Hptm Walter
Krupinski, Lt Klaus Neumann, an
unidentified pilot and Lützow to
intercept. Krupinski and Neumann
were Ritterkreuz holders and
very successful in their own right.
At least two of the Me 262s were
equipped with R4M rockets and
it is believed that Lützow and
Neumann each shot down a B-26,
the 34th Bomb Squadron reporting
the loss of those flown by Lt Fred
Harms and Lt Leigh Slates, the
former crashing at Oberroth, the
latter at Unterschönegg. However,
P-47 Thunderbolts flown by Capt
Jerry Mast and Lt William Myers of
the 388th Fighter Squadron/365th
Fighter Group reported chasing
June 2020 FlyPast 53
Inside Stories GÜNTHER LÜTZOW

apparently saw either Capt Mast’s

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

RIGHT A rack of R4M an Me 262, which crashed near

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

54 FlyPast June 2020

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

Yet the Germans fought on, as

the Soviet forces inflicted one
crushing defeat after another on
the Eastern Front.

What drove the German people

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

All this and more is covered in

this 100-page special publication
detailing the invasion of Germany
and the defeat of Hitler.

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197 Victory Spec fp.indd 55 15/04/2020 17:27

Living History MUSTANG A68-110
Fancy a
I
first became acquainted
with Snifter about ten years
ago during an annual Royal
Australian Air Force (RAAF)
aircrew reunion in the New South
Wales city of Tamworth. As this
Mustang’s sleek silver airframe
soared gracefully through clear
blue skies, I felt a wave of emotion
as I heard the distinctive growl
of its Packard-built Merlin
engine. While its flypast was in
stark contrast to the thunderous
spectacle of the RAAF F-111’s party
piece just moments before – the
famous ‘dump and burn’ – my
thoughts inevitably turned to
a bygone generation.
56 FlyPast June 2020
The P-51’s appearance was
particularly poignant for one
man standing among us, Jim Keen.
He had flown Mustangs and P-40
Kittyhawks during the latter stages
of World War Two and was one
of the founding members of this
reunion established in 1951. As the
aircraft disappeared, I remember
a great sense of admiration
towards the dedicated enthusiasts
and operators restoring, flying
and maintaining these historic
aeroplanes in salute to veterans
– and those who never made it
home from wartime service.
That moment was an adjunct to
my own experience of the type a

fi rs t in s pirationa curious to find
his
Ever since even Potter has be ies behind the
St
Mustang, re he reveals the s der’
He
out more. of the type ‘Down
ion
proliferat
year or so before when I was lucky
enough to ‘back-seat’ in another
Mustang out of RAAF Point Cook,
approximately 590 miles (949km)
southwest in Victoria. Although
it was a short trip, it made a
lasting impression on me: it’s
an incredibly powerful, capable
and robust machine, quite unlike
anything I’d experienced before
in my 17,000 hours of flying time.
It was then that I wondered why
Australia had been blessed with
what seemed to be an abundance
of airworthy P-51s – some of which
offer once-in-a-lifetime ‘joy rides’
to suitably enthusiastic members
of the public. The answer lies with
the RAAF and World War Two.
n
ht in a n Australia
l flig
en
tor
Un
The Mustang
owes its existence
to an RAF specification in
1940 requesting a single-seat
fighter that was fulfilled by North
American Aircraft.
Engine merry-go-round
Unfortunately, the first examples
delivered just over a year later were
powered by an un-supercharged
Allison engine, which hindered the
type’s performance above 15,000ft.
Without the desired capability,
it was consequently relegated
to low-level roles, including
reconnaissance and ground
attack. Moreover, the close-fitting
cockpit hood hampered the pilot’s
visibility, a major drawback in
the intense European theatre of
operations. This was in part solved
by retrofitting the aircraft with the
Malcolm hood – a British-designed
bulbous Perspex canopy. ABOVE Being one of
In 1942, Rolls-Royce test pilot six or so airworthy
Ronnie Harker suggested Mustangs in
Australia, it is easy
swapping the Allison powerplant to see why ‘Snifter’
with the firm’s 1,565hp (1,170kW) is a firm favourite
supercharged Merlin 61. This with enthusiasts.
ultimately transformed the Note the underwing
Mustang’s performance from hardpoints visible
as Matt formates on
lacklustre to thoroughbred and the cameraship. ALL
was standardised. In time, further MIKE JORGENSEN UNLESS
developments led to the P-51D STATED
featuring a modified fuselage and
the Perspex teardrop canopy for all-
round visibility. The result was one
of the most outstanding fighters of
World War Two – an aircraft that
could escort daylight bombers all
the way to Berlin while intercepting
enemy fighters, and then execute
low-level attacks on the way back
if fuel and ammunition allowed.
Its armament comprised six wing-
mounted .50 cal machine guns,
with two under-wing hardpoints
June 2020 FlyPast 57
Up in the wild blue yonder: built by CAC as a single-seat Mk.21 in 1948 for the RAAF, Mustang A68-110 displays the
type’s famously elegant lines. MIKE JORGENSEN
Living History MUSTANG A68-110

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

60 FlyPast June 2020


line in 1947 carrying the serial A68-
110, and was delivered to the RAAF
in February the following year.
Remaining in service for about seven
years, the aircraft was struck off
charge in 1955 following an accident
while taxiing; it was stripped for
spares and sold for scrap two years
later. It would then lie dormant for
the next four decades or so, until Ed
Field of Sandora Aviation entered
the equation in 1994 – by which time
A68-110 was in the US. Purchasing
the remnants in March that year, he
had it shipped back to Australia to
return it to flight.
In 1995, Ed commenced a seven-
year ground up restoration at
Sandora’s Caboolture Airfield
facility near Brisbane in
Queensland. However, he decided
to modify the machine into two-seat
configuration with dual control,
to accommodate a passenger or
second pilot. The aircraft was also
given a new look and now wears the
markings of P-51D A68-769/FA – the
personal mount of 82 Squadron
CO Sqn Ldr Frank Schaaf while
the unit supported the post-war
British Commonwealth Occupation
Force in Japan. Unusually for a
RAAF Mustang, A68-769 carried
nose art (a golden Pegasus on a
light blue circle) in honour of 82
Squadron’s adopted motif and
the name Mabel II on the canopy
framing; Mabel was in fact Schaaf’s
wife. The airframe later flew several
combat missions over Korea with 77
Squadron, before it was disposed
of in early 1952.
At this stage, readers
might be pondering the
significance of the name Snifter.
The brainchild of Estonian-born
illustrator Hardtmuth Lahm,
‘Snifter’ was a cartoon dog with
famously inconvenient toilet habits.
Appearing regularly in Australian
propaganda during World War Two,
he soon started appearing on the
LEFT Almost there:
‘Snifter’ undergoing
the final stages of
its comprehensive
maintenance cycle at
Caboolture in 2018.
STEVEN POTTER
noses of various airframes – the LEFT Detailed stencils
in the gun bays were
dark humour of marking one’s replicated during the
territory over the enemy was not aircraft’s restoration,
lost on RAAF servicemen. If you which was led by then
look just to the right of A68-110’s owner Ed Field.
STEVEN POTTER
nose art, you will see ‘Snifter’ – halo
and all – preparing for mischief!
Assigned the civilian registration
VH-MFT, the aircraft undertook
its first post-restoration flight on
January 24, 2002 from Caboolture,
where it is still based today.
Meticulous masterpiece
Powered by a V12 Packard Merlin
V1650-7, fitted with a two-stage
two-speed supercharger producing
1,590hp (1,185kW), Snifter is
maintained by chief engineer Dave
Kingshott of Complete Aircraft Care.
Also based at Caboolture, the outfit
is responsible for the Mustang’s
servicing and engineering between
passenger flights and airshow
appearances. When not out on the
road or undergoing work, Snifter can
usually be found among the exhibits
at Caboolture’s Warplane Museum.
But after nearly 20 years on
site, plans are afoot to move the
aeroplane to the Hunter Valley
region in New South Wales under
the care of Matt Hall of Red Bull
June 2020 FlyPast 61
Living History MUSTANG A68-110

Air Race (RBAR) fame. Matt is one

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

62 FlyPast June 2020

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

Our Heritage Gallery incorporates multimedia technology

and hands-on experiential activities to take the visitors
through time from the Australian Flying Corps operating
during World War I through to the RAAF’s peacekeeping
and civil aid missions to the present day.

The displays are augmented by thirty historic aircraft

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

Models, books, patches, clothing and mementos can be

purchased at the Museum shop.

OPEN: Tuesday to Friday - 10am to 3pm

Weekends & Public Holidays - 10am to 5pm

CLOSED: Mondays, Christmas Day & Good Friday

Call us on: +613 8348 6040

Or Email us: RAAF.MuseumInfo@defence.gov.au
Main Website: www.airforce.gov.au/raafmuseum
Shop Website: www.shopraafmuseum.org.au
See Facebook: www.facebook.com/RAAF.Museum

   

 Your Aviation Destination

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FlyPast Key Aero fp.indd 64 15/04/2020 11:35

 Above
and Beyond
DISTINGUISHED FLYING CROSS RONNIE CHURCHER
Ronnie Churcher was Guy Gibson’s deputy on the night the Dambusters pilot was
lost forever. Graham Pitchfork examines Churcher’s career and DFC actions
R
onnie Churcher was
just 18 when he started
training as an RAF pilot
in 1940. The following year,
he joined 106 Squadron, then
still equipped with the pre-
war Handley Page Hampden
bomber. He flew several mine-
laying sorties to the Baltic
and bombed targets in the
Ruhr, before the squadron was
re-equipped with the ill-fated
Avro Manchester.
During the spring of 1942,
future Dambusters leader Guy
Gibson arrived to command
the squadron and, over the
following weeks, Churcher
attacked targets across
Germany. On May 30, he flew
a Manchester during the first
thousand-bomber raid, when
the target was Cologne and, two
nights later, he took part in the
second of the three sorties, this
time to Essen.
The squadron re-equipped
with the Avro Lancaster and
Churcher was one of nine
crews, led by Gibson, that
mounted a daring daylight
attempt to bomb Danzig
(now Gdańsk, Poland). After
30 operations, Churcher
was rested and Gibson
recommended him for the
DFC for his “skill, great ability
and dash.”
After a period as a bombing
instructor, Churcher was made
the flight commander of a new
Lancaster squadron, 619. By
then, the Battle of the Ruhr
had intensified, and German
opposition was determined. He
twice attacked Hamburg during
the devastating ‘firestorm’ raids
and, on August 23, he flew in
the raid that opened the long
and bitter Battle of Berlin. It
was the first of six visits to
the ‘Big City’.
After completing 21
operations he was again rested
and awarded a Bar to his DFC
for his “exceptional skill and
fine courage.”
In August 1944, Churcher
volunteered to complete a
third tour and joined 627
Squadron at Woodhall Spa,
Lincolnshire as a flight
commander. The unit operated
the Mosquito in the target-
marking role. Under an
umbrella of flares dropped by
Lancasters, the Mosquitos dived
from 5,000ft to 1,000ft to place
coloured markers on the target
with pinpoint accuracy, which
the main bomber force then
used as their aiming points.
Initially, Churcher focused on
objectives in northern France,
in support of the Normandy
landings. He was often
appointed as deputy controller
and attacked key targets in
Germany, including Berlin,
Munich and the Dortmund-
Ems Canal.
It was Mönchengladbach and
the city’s borough of Rheydt
that were the targets on the
night of September 19-20, 1944.
To the great surprise of the 627
crews, Guy Gibson, who was
not in regular flying practice,
was appointed as the controller.
Churcher was to be his deputy
and the marker leader, and
was to be one of the last men to
speak to Gibson before
they took off.
Churcher identified the “He twice
target but, as he started his attacked
dive, part of his aircraft’s port
engine broke free and the
Hamburg during
sudden glare caused him to the devastating
lose his night vision, forcing ‘firestorm’
him to break off his descent.
Confusion followed, not helped raids...”
by Gibson’s lack of experience
in this type of attack. Gibson
countermanded his orders just commanding the Comet-
as Churcher regained contact equipped 216 Squadron. He
with the target to place his later served as air attaché in
markers accurately. Gibson Rome and retired from
again changed his instructions, the RAF in 1977. FP
but the raid was petering out
and only a few of the
Lancasters bombed
Churcher’s
markers.
Gibson was
heard to tell
the crews
to “beat it
for home”,
but he and
his navigator,
Sqn Ldr James
Brown Warwick,
failed to return,
having crashed in
the Netherlands.
On December 13,
Churcher was the
leader of a force that
attacked German cruisers in
Oslo Fjord, his 75th and final
operation. He added a
DSO to his two DFCs.
Churcher remained
in the RAF and
was a pilot on
the King’s
Flight before
June 2020 FlyPast 65
 Classics
MIKOYAN-GUREVICH MiG-25 No 07

Feisty W
hen the concept for
the MiG-25 was first
developed, it was

Foxbat
Nikolay Yakubovich describes the Soviet Union’s
blisteringly powerful MiG-25
arguably at the threshold of a
new age in technology.
To begin with it was expected
that the preceding Mikoyan-
Gurevich E-155 prototype,
with its Uragan-5 guidance
system and combined power
(comprising both turbojet and
liquid-fuelled rocket engines),
would be able to intercept
targets flying at speeds of
2,485mph (4,000km/h),
and at altitudes of between
98,425–164,042ft. Its armament

66 FlyPast June 2020

 was to consist of the K-9/K-
155 (AA-4 Awl) radar homing
missile. Three aircraft were to
be produced and flight-testing
was to begin by June 1960.
‘Enlightenment’ came that
same year in that another,
almost hypersonic, aircraft was
rejected after all attention was
focused on the development
of the S-155 interceptor, which
incorporated the E-155P
fighter-interceptor design.
The tactical range and flight
duration of the E-155 enabled
MiG-25P the S-155 system to operate
Specifications beyond the capabilities of
short-range anti-aircraft
Powerplant Tumansky R15B-300 missiles. In the space of one
Crew 1 sortie, the aircraft could
Length 78ft 2in (23.82m) attack opposing types several
Wingspan 46ftin (14.02m) times, and additionally the
Wing area 661sq ft (61.4m²) interceptor could be redirected
Empty weight 44,092lb (20,000kg) to other targets.
Gross weight 80,954lb (36,720kg) It was proposed that the then
existing K-90 or Smerch-A
Performance Tornado be used as its radar,
Maximum speed 1,811mph (2,915km/h) the target detection range of
Range (Mach 0.9) 1,160 miles (1,860km) this equipment sufficiently
Service ceiling 70,538ft (21,499m)
Armament Various missiles, including R-23 (AA-7 Apex),
R-40 (AA-6 Acrid), R-60 (AA-8 Aphid) and R73A
(AA-11 Archer)
ABOVE Soviet Air Force MiG-25RB ‘Foxbat-B’, White 40, climbs to altitude.
ALL NIKOLAY YAKUBOVICH, UNLESS STATED
enabling effective attacks
to be made using missiles –
albeit with relatively large
guidance errors – by relying on
assistance from the Vozdukh-1
ground control system.
The specialists developing the
E-155 envisaged the possibility
of guiding the aircraft onto a
target from different aspects,
using what back then seemed
like an advanced system, the
Luch-1, and by employing
K-8M (AA-3 Anab) missiles,
with twice the launch range
of the K-9.
At the same time MiG’s
designers proposed the E-155M
variant as a light, frontline
missile carrier for the Kh-58
(KS-11 Kilter) air-to-air missile,
and for carrying ballistic aerial
bombs for striking ground
targets via co-ordinates
obtained previously from
reconnaissance. Furthermore,
it was proposed that navigation
and control of the aircraft
would be fully automated,
June 2020 FlyPast 67
 Classics
ABOVE An artist’s impression of the
E-155 strike aircraft – forerunner of
the MiG-25.
RIGHT The first prototype of the E-155R-1
reconnaissance version. Note the 132
imp gal fuel tanks on the wingtips.
BELOW An E-155P experimental
interceptor numbered ‘83’. Of interest
are the vertical wingtip endplate fins.
which meant a crew of just one
could fly the machine.
Both the interceptor and
attack variant were to be based
on a common fuselage with
a delta wing and with the air
intakes – together with the
main ski-type undercarriage
legs – mounted on the side.
Both aircraft would carry a full
complement of what was, at
the time, modern radio and
navigation equipment.
One of the most difficult tasks
at the OKB-155 experimental
design bureau was linked
to overcoming the ‘thermal
barrier’. Due to friction the
68 FlyPast June 2020
07 MiG-25 FOXBAT
with an air bypass door. Use equipment was mounted
of the latter not only made in the nose section and, to
adjusting the parameters of increase the flight range, non-
the airflow as it entered the disposable fuel tanks were
engine easier across the type's fitted to the wingtips, which
speed, altitude, and angle of carried 264 imp gal (1,200
attack ranges, but in addition lit). Another notable external
it enabled a reduction in the trait were the special fins,
reserve of longitudinal stability aerodynamic surfaces attached
during supersonic speed. And to the additional fuel tanks
employment of twin tailfins, – these were designed both
along with ventral fins reduced to reduce the aircraft’s excess
the aircraft’s height but also reserve of lateral stability,
made the airframe lighter. and to enhance the reserve of
airframe would become very
hot, and the temperature of
the nose section and wing
leading edges so high that
the mechanical properties of
not only the aluminium, but
also the titanium alloys in
existence at the time, would
be undermined. Therefore,
OKB-155’s emphasis was on a
blueprint demanding the use
of stainless steel as a
principal material.
The application of a thin,
high wing with a moderate This was how the
sweep, combined with the
aircraft’s high fuel-to-weight
appearance of the multi-role
MiG-25 Foxbat, an aircraft “The use of twin
ratio, enabled it to conduct
long flights with missiles
capable of operating in the
interceptor, reconnaissance
tailfins, along
under the wings at speeds of and training roles, gradually with ventral
up to 1,615mph (2,600km/h) at
altitudes of between 60,000-
began to take shape.
fins, reduced the
65,000ft. Furthermore, this Recce-bombing aircraft’s height
enabled the aircraft to undertake specialist
manoeuvres up to 4.3g. The first pre-production but also made
Another idiosyncrasy of the
prototype was the straight,
airframe available for testing
was the E-155R reconnaissance
the airframe
side-mounted air intakes fitted variant. All of the recce lighter”

directional stability.
Principal recce gear projected
for the E-155R comprised AFA-
70, AFA-72, AFA and NAFA-75
detachable aerial cameras.
The last of these was designed
to photograph at night, for
which it was proposed eight
100kg (220lb) and 250kg (551lb)
photoflash bombs would
be carried under the wing.
Additionally, the aircraft was
fitted with an AE-10 aerial
camera for contour mapping
as well as the Romb-4A or
-4B unit for general-purpose
signals intelligence work.
Test pilot Aleksandr Fedotov
took the E-155R1 on its first
flight on March 6, 1964. During
factory trials on March 16, 1965
he set three world records
in this aircraft under the
designation E-266. Fedotov flew
a 621-mile (1,000km) circuitous
route at an average speed
of 1,441mph (2,319.12km/h)
without a payload, and then
with 2,204lb (1,000kg) and
4,409lb (2,000kg) loads.
A second example of the
recce airframe was produced
at the end of 1964 and its
testing began in March the
following year. In contrast to
its predecessor, this machine
was fitted with equipment for
photo and communications
intelligence. A third example
of the reconnaisssance
variant – the E-155R3 – was
manufactured in 1965. Testing
of the first prototype machines
revealed a lack of directional
stability. In response, the
vertical tailfin area was
increased on pre-production
MiGs and the fuel tanks on the
wingtips were deleted. The lack
of additional fuel was balanced
by installing extra tanks in
the wing and vertical tailfin
BELOW This view of a MiG-25RB in
flight reveals this variant's photo-
recce / signal intelligence-gathering
nose layout. GENNADY PETROV
torsion boxes, and where
necessary an 879 imp gal (4,370
lit) conformal fuel tank was
usually employed. The fuselage
was also changed in that the
nose section was lengthened
and the tail section toughened.
The principal stage in MiG-25
series production at Gorkiy
began in 1965. In May of
that year the fuselage, along
with an array of the aircraft’s
components, was delivered.
The first flight of the E-155R3
took place on July 6, 1966.
A fourth example,
designated E-155R4, was
manufactured in May 1968
and this became the standard
model for production. After
testing concluded in 1969 it
was accepted into service
under the designation
MiG-25R (Razvedchik –
reconnaissance).
In 1969 the Soviet Air
Force decided to expand
the functional capabilities
of the aircraft by fitting it
with ground attack weapons.
Furthermore, a payload of
up to 4,409lb (2,000kg) could
be carried on under-fuselage
racks. Subsequently, with the
fitting of wing-mounted bomb
racks, the load increased to
8,818lb (4,000kg), and the
variant was manufactured in
this configuration until 1972.
Trials of the MiG-25RB
bomber-recce sub-type began
in 1970; test pilot Aviard
Fastovets was the first to
drop two bombs in automatic
mode from the jet, which had
ABOVE Very busy tactical camouflage
adorns 'White 37', a MiG-25BM
‘Foxbat-F’ anti-radar variant.
been fitted with the Peleng
navigation system. But the RB,
which had SRS-6 and SRS-7
signals intelligence gear,
was only capable of general-
purpose reconnaissance.
However, the detailed radio
intelligence packages that had
appeared by that time, namely
Kub-3 and Kub-4, expanded
the aircraft’s capabilities
significantly, and the sub-
type was thus designated
MiG-25RBK. These aircraft
were manufactured in series
production from 1974-80.
At almost the same time the
MiG-25RBS, fitted with the Sabl
side-looking airborne radar,
entered series production and
was built until 1977.
Four years later the factory
began producing the MiG-
25RBF recce version fitted with
the Shar-25 signals intelligence
system. Every time such
equipment was replaced on
the MiG-25, a new designation
for that aircraft would appear,
such as the MiG-25RBP and
’RBF. There is also evidence of a
MiG-25RBM modification.
The last in this line was
the MiG-25BM with Yaguar
radar-absorbent radio-
countermeasures (ECM), the
Bereza-L signals intelligence
package and Siren-1D-OZh and
Lyutik active jammers. Aside
from missiles, the aircraft was
able to carry up to 11,023lb
(5,000kg) of bombs.
Externally the BM differed
from RB variants due to
the elongated – by almost
June 2020 FlyPast 69
 Classics 07 M
Mi
MiG-25
i G-25 FOXBAT

Three-view colours

Field Green

Dark Olive Drab

Light Brown

Light Grey

MiG-25 RBF, 'Red 20', 2nd Aerial

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

70 FlyPast June 2020

MiG Ye-155R-3, 3155, pre-production reconnaissance prototype, 1967.
Bare metal finish.

MiG-25PDS, 'Red 87', 933rd Fighter Aviation Regiment, Ukrainian Air Force, Dnipropetrovsk, 1995. Light grey, with dark grey
radome and dielectric panels, black anti-glare panel.

MiG-25PDS, 'Blue 52', 146th Guards Fighter Aviation Regiment, 8th Air Army, USSR air defence, Vasilkov Air Base, Ukraine, 1983.
The orange and black motif is to mark the 60th anniversary of the Soviet All-Union Leninist Young
Communist League, otherwise known as Komsomol.

MiG-25RU DS362, 102nd Aerial Squadron 'Trisonics', Indian Air Force, Bareilly Air Base, Uttar
Pradesh, India, 2000. This aircraft is today preserved at Kalaikunda in West Bengal.

MiG-25PD, 'Blue 25', Turkmenistan Air Force while based at Ak-Tepe Air Base in 1991. This airframe was previously operated by
the Soviet's 152nd IAP.

June 2020 FlyPast 71

 Classics 07 MiG-25 FOXBAT

BELOW A MiG-25BM at an airfield

in Belorussia.

30in (72cm) – nose, its
camouflaged livery, electronic
countermeasures antennas
and bomb racks. The
prototype MiG-25BM’s first
flight (with side number 47)
Iraq became the first overseas
customer for the MiG-25R.
“The prototype In 1985, at the request of the
MiG-25BM’s Iraqis, these aircraft were
modified into ’RBs by fitting
first flight racks to carry eight 500kg
sorties, but also bombed
enemy assets behind the lines.
Specifically, oil terminals in the
Persian Gulf were subjected to
these attacks, as was an airfield
in Tehran. The flights continued

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

72 FlyPast June 2020


ABOVE A MiG-25RBS ‘Foxbat-D’ recce-
bomber fitted with the powerful Sabla-E
sideways-looking airborne radar,
denoted by the large rectangular panel
on the nose. KEY COLLECTION
Soviet advice to continually
change the flight tracks and
timings. They only made the
right decision after a MiG-
25RB was lost, shot down by an
Iranian fighter patrolling the
usual routes used by the MiGs
in 1985 – but two further ’RB
airframes were lost before the
war’s end.
The MiG-25RB was also in
service with Algeria, Bulgaria,
Egypt, India, Libya, and Syria.
In 1981 six ’RBs and two MiG-
25RUs were purchased by
India. The aircraft equipped
the 102nd Reconnaissance
Air Squadron and were used,
specifically, to reconnoitre
the Pakistani border. Combat
experience with the MiG-
25RB confirmed its unique
capabilities, the true potential
LEFT The MiG-25 Soviet Air Force pilot
Viktor Belenko flew to Japan when
he defected. KEY COLLECTION
of which was never
fully explored.
A second example of the
E-155 was manufactured as
an interceptor, and it first
flew on September 9, 1964
with Aleksandr Fedotov at
the controls. This prototype
could only carry two missiles,
corresponding to the
technical specification. The
requirements of the military
powers-that-be, however,
constantly grew, and with
conversion to the K-40 missile
(AA-6 Acrid) they stipulated
the aircraft should be able
to carry four such weapons.
The increase in the number of
guided missiles was carried
out on the third interceptor
prototype, E-155P-3.
On July 9, 1967 four prototype
examples of the E-155 were
displayed during the aviation
parade at Domodedovo,
Moscow, and on October 5,
Mikhail Komarov set a new
speed record over a 310-mile
(500km) circuitous route of
1,852mph (2,981.5km/h).
Aleksandr Fedotov
set another record that day,
climbing to an altitude of
98,349ft, while on October 27,
Pyotr Ostapenko topped this,
flying a 621-mile (1,000km)
circuit with separate 2,204lb
(1,000kg) and 4,409lb
(2,000 kg) payloads at an
average speed of 1,814mph
(2,920.67km/h).
With this the MiG-25 became
the world’s fastest fighter. Only
the American SR-71 Blackbird
could better its speed at that
time. Six prototype E-155Ps in
total were manufactured. The
last, designated E-155P-6 could
be identified by larger vertical
tailfins, and the differential
stabiliser deflection device.
Deadly idiosyncracy
On April 26, 1969 Soviet Air
Defence Aviation Commander
Lt Gen A L Kadomtsev was
killed in a MiG-25P; one of the
engines flamed out and he was
unable to eject. The issue of
the type’s lateral stability was
only finally remedied in 1971,
but the pretext for this was the
way the MiG would roll onto
its back after firing a missile
at supersonic speed. Thus, a
proposal was put forward to
separate the stabiliser control
system, making it differential
and linking it to the ailerons.
In September 1969, the R-40R
missile with a radar-seeking
warhead was launched from
an E-155P for the first time,
downing a radio-controlled
MiG-17M Fresco target. Testing
with this interceptor concluded
in April 1970 and on April 13,
1972 the E-155P with twin-
channel Smerch-A2 Fox Fire
radar was accepted into
service under the new
designation MiG-25P.
However, a series of
structural and engine changes
were introduced. Specifically,
the wing was given a negative
anhedral of -5º, the fins were
May 2020 FlyPast 73
 Classics
rejected, the tailfins were
enlarged, and the surface area
of the ventral fins was reduced.
A differential stabiliser was
also introduced.
Flying and testing the first
E-155s was problematic due
to strict speed limits, imposed
for safety reasons. It also
emerged that the aircraft
had two different figures
for its maximum altitude
in level flight. The aircraft’s
practical ceiling in the classical
interpretation, when the rate
of climb was no less than 590ft/
min (3m/s) and carrying four
missiles was 70,538ft. But this
was not the true limit.
On June 4, 1973 Boris Orlov
climbed to 65,616ft in 2mins
49.8 secs. The following month,
on the 26th, Aleksandr Fedotov
set the next record by climbing
without a payload to 118,897ft,
and with loads of 2,204lb
(1,000kg) and 4,409lb (2,000kg)
to 115,583ft. Four years later he
beat the latter figure, climbing
to an altitude of 121,653ft.
The fighter’s only significant
disadvantage was being
incapable of tracking several
targets at once.
Cold War front line
Soviet air defence operations
with the MiG-25 began in
April 1970, at Savasleyka,
and Pravdinsk air bases. The
advent of such a revolutionary
aircraft attracted the attention
of many overseas aviation
specialists. A significant
number of experts tried to
evaluate its capabilities, and
their publications gave rise to
74 FlyPast June 2020
07 MiG-25 FOXBAT
disagreements over the validity
of the conclusions. Assessing
the MiG-25’s characteristics
was complicated. The
capability of flying at 1,864mph
(3,000km/h) was disputed,
while the optimum speed
was thought to be Mach 2.2
at 55,774ft. Furthermore, the
figure for the lift-to-drag ratio
(according to ‘expert’ analysis)
was no higher than four. The
actual maximum range during
supersonic flight, according
to calculations, was not to
exceed 1,677 miles (2,700km).
These were educated guesses,
because aside from the record
achievements registered by
the Fédération Aéronautique
Internationale (International
Aeronautical Federation) there
was no other information
available given the total
secrecy surrounding the
aircraft – although there were
enough people who wanted to
get their hands on this data.
This was what the Americans
were faced with on September
6, 1976 when Soviet defector
Viktor Belenko, having
taken off from Chuguyevka
some 124 miles (200km)
from Vladivostok, landed at
Hakodate Airport, Japan.
We should push aside the
official Soviet version of
Belenko’s ‘treason’ because
there is much ambiguity about
the narrative. It stated that he
lagged behind the group, and
since he was isolated, flew over
a mountain range at an altitude
of 2,624-3,280ft, descended to
164ft, and set course for Japan.
As he went beyond radar range
BELOW An R-60 missile training round is fitted to the starboard underwing pylon of
this MiG-25PDS interceptor. KEY COLLECTION
Belenko climbed to 26,246ft
and entered Japanese airspace.
The country’s air defence
system then detected the MiG-
25P, but the F-4EJ Phantom
II interceptors that had been
scrambled were not able to
vector onto it.
It seems such a technological
trophy should have belonged to
the Japanese, but they decided
otherwise and handed this top-
secret aircraft to the US - an
opportunity that the Americans
could previously only have
dreamt of. On September 24,
the Foxbat was loaded into a
C-5A aircraft and transferred
to Hyakuri Air Base, where
it was examined from every
angle. The US specialists not
only studied all of the aircraft’s
systems but took samples of the
manufacturing materials.
Shortly after this, when
the concept for the MiG-25
had been fully decoded, the
American media criticised the
seemingly underdeveloped
nature of Soviet aircraft
technology any way they
could. They criticised the
primitive steel structure,
engines with the most
basic control system, to say
nothing of the electronics. The
radio valve equipment was
considered an anachronism
even then. It is true they
sometimes admitted it did
have some specific advantages,
such as its resilience to
an electromagnetic pulse
accompanying a nuclear
explosion, which cannot be
said of semiconductor devices.
Although the Americans
eventually returned Belenko’s
MiG to the Soviets, his
defection almost sabotaged
the country’s defensive
capabilities. Besides the
US learning its enemy’s
air defence codes, it had
taken several ‘souvenirs’.
The reaction of the Soviet
leadership to this was swift.
In November 1976, a decree
was issued by the
government
detailing
measures

“In contrast to
the interceptor
the MiG-
25PU had an
instructor’s
cockpit added”
designed to enhance the
combat capabilities of the
MiG-25-40 aircraft. The
document proposed the
preparation by August 1977
of three MiG-25Ps with
modernised armament, and
their handover in November
for flight-testing. Starting
production of the updated
interceptor was considered
impossible before the end of
1978, since by that time the
factory had started series
production of the MiG-31,
and had to immediately
develop measures to
enhance the
LEFT The pilot’s cockpit in a MiG-25PU
fighter trainer variant.
KEY COLLECTION
ECM protection of the RP-25
Smerch-2A radar, which was
tested during the first half
of 1977.
Upgrading the R-40TD and
R-40RD missiles was envisaged
as well, while the R-60 (AA-8
Aphid) was also added to the
aircraft’s armoury. On-board
guidance, target designation
equipment, the transponder,
command and communications
radio sets, radio direction
finder, and the radio-altimeter
all had to be changed on the
interceptor. Enhancement
of the interceptor’s combat
capabilities was finally
completed but only after the
radar had been replaced with
the Sapfir-25 Spin Scan, which
possessed a different emission
frequency and enhanced
ECM protection.
Sapfir-25 (Sapphire-25)
modes were initially
introduced that enabled
a target to be detected
against the Earth’s surface,
significantly expanding the
interceptor’s combat
ABOVE A MiG-25PDS belonging to a Soviet guards aviation regiment. This airframe
was produced at the Sokol aircraft plant in western Russia. KEY COLLECTION
capabilities. The variant was
also fitted with improved
R15BD-300 engines.
This was how the MiG-25PD
(D for Dorabotanniy – refined)
first appeared. Since the
effectiveness of the ’PD was
significantly better than that
of its predecessor, a decision
was taken to retrofit MiG-
25Ps to ’PD status. From 1979,
airframes were ferried from
frontline regiments to repair
factories and received the new
equipment while undergoing
overhaul. The reworking of
these aircraft, designated MiG-
25PDSG, continued until 1982.
Besides the ’PDSG, which had
active jamming equipment,
there was also the MiG-25PDZ
with in-flight refuelling gear.
Training versions
A two-seat MiG-25PU trainer
was also created, in 1968, to
convert aircrew to the MiG-
25P family and train them in
target interception methods. In
contrast to the interceptor the
MiG-25PU had an instructor’s
cockpit added. The Smerch-A
radar was removed, although
its cockpit control console
LEFT A two-seat MiG-25PU ‘Foxbat-C’deploys its substantial twin brake parachutes
while landing. KEY COLLECTION
was retained. Moreover, the
nose section was lowered and
sloped downwards to improve
visibility from the student’s
position. Testing of the MiG-
25PU with four R-40 missiles,
and with the engines operating
at maximum output, afforded
the opportunity to push the
aircraft to Mach 2.75. With this,
however, came vibration, so
the speed was limited to Mach
2.65. The MiG-25PU outlived
its predecessor, and it was also
employed in converting aircrew
to the MiG-31 Foxhound.
The two-seat MiG-25RU was
created in 1972 to instruct
pilots to fly the MiG-25R and
to teach them aerial recce
procedures. One ’RU (No
101-LL) was later converted
into a flying laboratory to test
emergency escape systems.
Over the years of series
production around 1,112
examples of the MiG-25 were
manufactured, across all sub-
types. It was a machine that
startled NATO and led in part
to the advent of America’s
equally famous F-15 Eagle
which, unlike the MiG-25,
soldiers on to this day. FP
June 2020 FlyPast 75
Glory Days
WINGED SPRING
H
aving formed in 1920,
the South African Air
Force (SAAF) is the
second oldest independent
air service in the world. Until
1950, it adopted a variant of the
RAF pattern roundels but with
the red centre replaced by a
distinctive orange shade. When
the South African government
committed a fighter-bomber
squadron to United Nations
forces in Korea, it wanted
a more readily identifiable
marking. Thus, a leaping orange
springbok replaced the central
disc. This was first carried
76 FlyPast June 2020
PHOTOGRAPHIC MEMORIES
on F-51D Mustangs and then
F-86F Sabres of 2 Squadron
SAAF while in theatre. The
roundel was soon adopted by
all SAAF aircraft and remained
until the late 1950s. However,
the Nationalist Government
directed that South African
military forces should be
‘de-anglicised’ and, from late
1957, the roundel was replaced
by the ‘castle’ marking, retaining
the springbok. The last aircraft
to wear the roundel were the
first three Shackleton MR.3s
delivered from Avro, but the
markings were soon modified.
TOP During the 1950s the SAAF had two PV-1 Ventura units for coastal patrol,
including 22 Squadron, to which 6534/MT-Z belonged. ALL SAAF UNLESS STATED
ABOVE The first SAAF aircraft to wear the distinctive springbok roundel were
the F-51D Mustangs of 2 Squadron in Korea. This example, ‘334’, is undergoing
servicing at Pusan on April 2, 1951.
ABOVE Wartime vintage Harvard T.2Bs served extensively in the SAAF, particularly
with the Central Flying School at AFS Dunnottar, which put up this formation
in mid-1952.
NGB KS Andrew Thomas presents fascinating images
of South African Air Force aircraft and their
evolving insignia

TOP LEFT The distinctive SAAF roundel was soon worn on South African aircraft such
as the low-back Spitfire Mk.IXe ‘5593’, used by 6 Squadron at Port Elizabeth in 1954
for ground instructional duties. PETER ARNOLD COLLECTION

ABOVE Through most of the 1950s, the SAAFs long-range maritime tasks were ABOVE The final type to bear the springbok roundel was the Shackleton MR.3, the
fulfilled by 35 Squadron’s Sunderland GR.5s, such as 1712/RB-D seen over Durban. first three of which wore them on delivery to 35 Squadron – ‘1717’ arrived in South
The last SAAF Sunderland flight was on October 8, 1957. Africa on August 18, 1957. AVRO VIA KEC

June 2020 FlyPast 77

 Spotters ’ Challenge
Aircraft recognition - test your skills
No prizes here – it’s just for fun. The identity of this month’s aircraft
will be published in the following issue.

Identify this
aircraft – the
answer will be in next
month’s issue.

Last month's
aircraft:
Grumman
HU-16 Albatross

Editor Chris Clifford
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Battle of Britain at 80 MESSERSCHMITT Bf 109E

EFFECTIVE ‘EMIL’
The Bf 109E was the Luftwaffe’s principal fighter during the Battle of Britain.
LE In the fourth of our mini-series, Malcolm V Lowe details this famous warplane’s
TT

80
activities during 1940
O
BA

B
Messerschmitt Bf 109E-3
N

R I I
T A
Specifications
Powerplant 1 x Daimler-Benz DB 601A of 1,134hp (846kW)
Crew 1
Length 28ft 4 1/4in (8.64m)
Wingspan 32ft 4 1/2in (9.87m)
Empty weight 4,112lb (1,865kg)
Normal take-off weight 5,750lb (2,608kg)

Performance
BELOW RIGHT The Maximum speed 354mph (570km/h) at 13,123ft (4,000m) the predecessor of Messerschmitt
early yellow kapok Range approximately 410 miles (660km - see main text) AG, which came into being during
life-preserver was Service ceiling 33,793ft 1938. Willy Messerschmitt and
necessary attire for Bf
109E pilots flying over Armament 2 x 20mm MG FF cannon (one in each wing), 2 x 7.92mm his fellow designers at BFW were
the English Channel. MG 17 machine guns in upper forward fuselage; some ahead of their time in designing a
Here the Geschwader- examples with additional 20mm MG FF cannon firing sleek, advanced monoplane fighter,
kommodore (CO) of JG through propeller spinner that was more advanced than the
2, Harry von Bülow- then-current combat biplanes of
Bothkamp, prepares
for flight beside his Note: There is disagreement over dimensions and operating weights, with several many other countries.
heavily camouflaged sources quoting figures slightly different to those here. The problem stems partly The first production versions of
Bf 109E-3. from dissimilar values appearing in documentation of Messerschmitt and its sub- the Bf 109 were powered by the
contractors, with various marks of Bf 109E thereafter being confused in some Junkers Jumo 210 inline engine,
FAR RIGHT The well- published sources. The fitting of a spinner cap, if the centrally firing MG FF cannon and it was early examples of
known Bf 109E flown
by Franz von Werra of was not present, also affected length during the Bf 109E series. the type that proved the Bf 109’s
JG 3, brought down capability during the Spanish Civil
on September 5. This

G
pilot later became
famous by being the ermany’s extensive
only Luftwaffe prisoner
of war to escape and rearmament in the 1930s
return to the front brought Messerschmitt’s
line, only to be killed excellent Bf 109 into service. It was
during October 1941 in the only single-engined fighter
a flying accident. His to operate with the Luftwaffe’s
story was portrayed
in the 1957 film ‘The frontline units during the early
One That Got Away’, years of World War Two, and as
with Hardy Krüger such it played a highly important
in the starring role. role in the Battle of Britain.
ALL MALCOLM V LOWE
Designed in the years that followed
COLLECTION UNLESS STATED
the Nazi accession to power in
Germany, which took place at the
end of January 1933, the first Bf
109 flew on May 29, 1935. This was
several months before the initial
flight of the Hawker Hurricane
in November 1935, and the
Supermarine Spitfire, which made
its debut on March 5 the next year.
The abbreviation ‘Bf’ stood for
Bayerische Flugzeugwerke (BFW),

80 FlyPast June 2020


War from 1937, with Germany’s
Legion Condor.
However, the aircraft’s performance
and capabilities were considerably
enhanced by the installation of the
superb DB 601 inline powerplant
produced by Daimler-Benz (the
name is often written in official
documents as Daimler Benz). This led
to the Bf 109E ‘Emil’, which entered
operational service towards the end
of the war in Spain. It was the Bf
109E series that proved vital to the
Luftwaffe during the summer of
1940 over Britain.
1940
Beginning with the Bf 109E-1 with
its all-machine gun armament,
there was a general up-gunning
and overall improvement in
the ‘Emil’ family, of which the
E-3 and E-4 were especially
important during the battle. The
E-3 was powered by the DB 601A
inline engine of 1,134hp (846kW),
equating in German horsepower
(pferdestarke) to 1,150PS. This
powerful fighter engine had a
considerable advantage over
the Rolls-Royce Merlin II and III
used by the RAF’s Hurricanes and
Spitfires. Being fuel-injected, it ABOVE Bf 109E-1,
enabled the Bf 109 to roll inverted ‘Red 14’ of 2./JG 52
flown by Uffz Leo
during aerial combat without any
Zaunbrecher. It wears
danger of cutting out, unless it standard camouflage
was battle damaged. The Merlin of RLM 02 Grau and
engines of the British fighters were 71 Dunkelgrün on
carburettor-fed and therefore liable the upper surfaces,
with 65 Hellblau on
to fuel starvation when attempting
the underside and
such manoeuvres. fuselage. Zaunbrecher
crash-landed this
Up-gunned version aircraft on August 12
The Bf 109E-3 was better armed near Lewes, Sussex,
after combat with
compared with the E-1 by having
a 615 Squadron
a single 20mm MG FF cannon Hurricane. ANDY HAY –
mounted in each wing. This hard- FLYING ART
May 2020 FlyPast 81
Battle of Britain at 80 MESSERSCHMITT Bf 109E

right Good-quality hitting weapon was a major threat

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

above Believed to Hurricanes were tasked with

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

82 FlyPast June 2020


Jagdgeschwader (fighter wing),
these units were organised into
individual component Gruppen
(groups). Each wing was assigned
to a Luftflotte (air fleet) in a
dedicated geographical area.
For the air attacks on Britain, Bf
109E units were concentrated
on captured French airfields, or
sometimes improvised landing
grounds in northern France.
Luftflotte 2’s area was in the
Pas-de-Calais, mainly for air
operations over southeast England,
while Luftflotte 3 was further west
to allow combat over southern and
southwestern England. Luftflotte
5 in Scandinavia intended to
conduct operations primarily
against eastern and northeastern
England. The accompanying table
details the location of Bf 109E units
on August 13, several weeks after
the commencement of the battle.
Victory claims
Several famous Luftwaffe fighter
pilots flew the Bf 109E during
the battle. They included Werner
Mölders of JG 51, Helmut Wick
(JG 2), and the most famous of all,
Adolf Galland (JG 26). Mölders
and Galland survived the fierce
air combats over Britain. Wick,
however, was shot down and killed
on November 28 when flying from
Cherbourg-Querqueville
by a Spitfire of 609 Squadron
“..at the end of
October 1940,
some Bf 109 units
had started to fly
daylight fighter-
bomber sorties ...”
1940
believed to have been piloted Luftwaffe Bf 109E BELOW During the latter
stages of the BoB,
by Flt Lt John Dundas. At
that time, Wick was the CO Geschwader, Bf 109E operations
increasingly included
(Geschwaderkommodore) of JG August 13, 1940 fighter-bomber
2 and the Luftwaffe’s leading ace, sorties. These two
having been credited with 56 Luftflotte 2 ‘Emils’ of LG 2 (LG =
aerial victories. JG 3 Colembert Lehrgeschwader or
special duties/training
The exact number of aircraft JG 26 Audembert
wing), with a Bf 109E-
destroyed and aerial ‘kills’ for JG 51 Wissant 1b in the foreground,
both sides has been open to JG 52 Le Touquet were photographed at
considerable argument and debate JG 54 Campagne-lès-Guines Calais-Marck waiting
in the years following the events to be loaded.
of 1940. Official estimates have Luftflotte 3
often been revised at later dates, JG 2 Beaumont-le-Roger
and many published sources use JG 27 Cherbourg-Querqueville
different criteria for describing JG 53 Rennes
aerial victories and losses. Among
these, a sometimes-quoted figure Luftflotte 5
for Bf 109E attrition to all causes is JG 77 Kristiansand-Kjevik
610, compared with 403 Spitfires, (II. Gruppe only)
although losses of the latter in
aerial combat vary widely from the Note: The airfield named alongside
low 200s upwards. each Geschwader refers to where the
Messerschmitt's Bf 109E served headquarters (Stab) of each unit was
throughout the Battle of Britain, located at that time. Individual Gruppen
with the improved and longer- within each Geschwader were regularly
endurance Bf 109E-7 coming into dispersed at various airfields in the
service later in 1940. Towards vicinity. For example, regarding JG 27
the end of the BoB period, which with its headquarters at Cherbourg-
officially finished at the end of Querqueville, its I. Gruppe was
October 1940, some Bf 109 units headquartered at Plumetot, II. Gruppe
had started to fly daylight fighter- at Crépon, and III. Gruppe at Carquebut
bomber sorties over Britain, (Sainte-Mère-Église), all four of these
carrying a single bomb locations being in Normandy.
beneath the fuselage I.(Jagd)/LG 2 was in the process of
NEXT
of specially converted preparing to move to Calais-Marck
Bf 109E-1/B and E-4/B at this time.
airframes. FP MONT
Fiat CR H
.42
June 2020 FlyPast 83
Collector's
Choice
AVIATION MEMORABILIA COUPÉ D’AVIATION
MARITIME JACQUES SCHNEIDER

In the third instalment of our new series, Ian Wilson describes

famous examples of Schneider Trophy memorabilia

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

84 FlyPast June 2020

 no N
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Getting Closer GATWICK NIGHTSHOOT
Growling in t
T
Gatwick Aviation Museum, in partnership with he chilled air of an
Threshold.aero, held its second photography early Saturday evening
was shattered by the
nightshoot on Saturday March 7. thunderous roar of nearly
Andrew Critchell was there to soak 8,000hp (5,880kW) – produced
up the vibrations by the Rolls-Royce Griffon
engines and contra-rotating
propellers of Avro Shackleton
RIGHT Gatwick’s Buccaneer S.1 XN923 was the Mk.3 WR982. It was the
second production example built and although ‘live’, highlight of an excellent night
it awaits a replacement port Gyron Junior engine photography shoot at Surrey’s
with a spare unit that was acquired by the museum.
Gatwick Aviation Museum.
BELOW The 1958-built Avro Shackleton Mk.3 WR982 Originally planned for October
at rest following a run of all four of its 1,960hp Rolls- 2019, the event was still able
Royce Griffon 57s. ALL ANDREW CRITCHELL to benefit from a sunset time
of around 6pm, allowing the
118 assembled photographers
88 FlyPast June 2020
to capture twilight
images of the engine
run and a selection of the
attraction’s other exhibits,
several of which had
been brought outside and
appropriately floodlit. Attention
to detail was evident, with LED
lights placed to replicate red
and green wingtip navigation
lights, while different set-ups
with the Lightning’s cockpit
canopy and access ladder
were also possible, facilitating
many ‘different from the norm’
images of these famous Cold
War warriors.
n the Night

June 2020 FlyPast 89

Getting Closer GATWICK NIGHTSHOOT

ABOVE Work continues on the restoration of Hawker Harrier GR.3 XV751. The
long-term plan is to install and run the aircraft’s Rolls-Royce Pegasus 103 engine.

BELOW English Electric Lightning F.53 53-671 is pictured following a 12-month

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

90 FlyPast June 2020

 Eric Brown - A Pilot’s Story
Britain’s greatest aviator tells his story on DVD

Your Aviation Destination

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Inside Stories RAF FLYING TRAINING

92 FlyPast June 2020

 Academic
Gp Capt (ret) Tom Eeles, a long-serving
former qualified flying instructor, offers
a retrospective of RAF fixed-wing pilot instruction
during the Cold War
F
or several years following
the end of World War Two,
the RAF’s arrangements for
flying training were somewhat
haphazard given the inevitable
rundown of the armed services.
Legacy trainers from the war
years, such as the North American
Harvard, Airspeed Oxford and de
Havilland Tiger Moth soldiered
on, but with the onset of the Cold
War following the Berlin airlift in
1948, the RAF started to expand
again and needed more modern
assets to cope with increased
pilot recruitment. The unloved
Percival Prentice entered service
as a basic trainer and, in the 1950s,
the more advanced Boulton Paul
Balliol T.2 arrived, powered by a
Rolls-Royce Merlin, but it only
equipped the Flying Training
School (FTS) at Cottesmore
in Rutland and the RAF
College Cranwell in Lincolnshire.
The de Havilland Chipmunk
eventually replaced the Tiger
Moth as an elementary trainer,
and the more powerful Percival
Provost fulfilled the basic
instructional role.
Many in the service felt that none
of these piston-engined aircraft
were suitable for schooling pilots
destined to fly new, progressive
jets such as the Canberra, Hunter,
Javelin and Victor. The only
contemporary jet trainers were LEFT The humble de
two-seat versions of the Vampire Havilland Chipmunk
and Meteor frontline fighters, but replaced the Tiger
Moth as an elementary
these were unsuitable for the basic trainer in the RAF,
stages of flying training, being giving many Air Cadets
complex, expensive to operate and their first taste of
having too-high performance. Of flying. ALL KEY COLLECTION
these, the Vampire T.11 was the best
option for advanced instruction,
being single-engined and
having side-by-side seating. The
Meteor T.7,
nicknamed in
service as the
‘Meatbox’, suffered
from a condition known as the
phantom dive, which occurred if
the airbrakes were left out and
the landing gear was selected
down, something easily done by
a hard-pressed student. Since
the mainwheels deployed one
at a time, the result was an
uncontrollable rolling dive. As this
condition was mostly encountered
when breaking into the circuit, the
result was inevitably fatal.
June 2020 FlyPast 93
Inside Stories RAF FLYING TRAINING

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

94 FlyPast June 2020

(DME). It had a maximum
speed of 350kts (648km/h),
could just about manage
to climb to 25,000ft, was
unpressurised and had a 1940s
economiser oxygen system. It was
a steady, albeit unspectacular,
performer, ideal for the early stages
of basic flying training. Somewhat
unkindly, it soon became known as
‘the constant thrust variable noise
machine’. By 1962, when I started
my flying training
at Cranwell, it
had replaced the Piston Provost
at virtually every FTS and the ‘all
through jet’ syllabus was becoming
well established.
At the same time, the JP T.4
appeared. This was physically
identical to the T.3, but powered
by an uprated Viper, providing
more sparkling performance,
a maximum speed of 400kts
(741km/h) and the capability of
climbing to 30,000ft.
The ‘all through jet’ format was
designed initially to train most
pilots to fly frontline combat
aircraft. Early
sorties were flown on
the JP T.3, moving to the
T.4 as experience was gained for
advanced aerobatics, high- and
low-level navigation and high-level
formation work. This syllabus
comprised 120 hours for a direct
entry student pilot at the FTSs.
Cranwell’s flight cadets, who spent
three years at the establishment,
went through a longer course of
180 hours because their basic
flying training lasted two years,
somewhat longer than that of their
direct entry colleagues. Cadets were
awarded their flying brevets on
graduation from Cranwell, but they
were not permanently confirmed
until completion of the next stage of
advanced flying training. Graduates
from the FTSs had to wait until their
advanced instruction had ended.
Better equipped
The JP T.3 served for a long time
with the RAF. It did receive
a mid-life avionics upgrade,
which replaced the simple DME
with a VHF Omni Range (VOR)/
Instrument Landing System/
DME capability, and Very High
Frequency/UHF radio. This was
designated T.3A, and the final
examples of these were retired
from 1 FTS in 1993.
The T.4 did not last as long for
two reasons. First, its fatigue life
was expended more quickly as
it was such a popular mount for
aerobatics. Second, its ability to
operate regularly at heights well
above 25,000ft exposed its pilots to
the regular risk of decompression ABOVE Due to the
sickness, causing some justifiable advent of high-
concern among many service powered jets such
as the Lightning, a
aero-medical specialists. suitable advanced
The solution was to develop yet trainer was necessary.
another version of the Jet Provost: The two-seat Hawker
the T.5. This had a completely Hunter was the clear
redesigned front fuselage choice for the RAF.
incorporating a pressurised
cockpit, pressure-demand
oxygen system and a larger
powered canopy. The changed
profile of the forward fuselage
was found to affect the spinning
characteristics, so roughened
leading edges and nose strakes
were fitted. Jet Provost T.5s at pilot
FTSs did not have tip tanks fitted
because, when flown solo, they still
exhibited undesirable spinning
characteristics. The T.5 was later
upgraded to T.5A standard and
served until 1993.
Day of the Hunter
With the Cold War still at its height
in the 1980s, but with constant
pressure to economise second-line
activity such as training, it was
decided to stream students into their
respective specialisations – fast jet,
multi-engine or rotary – as early as
possible. Thus, a streaming point
following completion of the basic
handling test was introduced. Those
chosen to continue as fast jet pilots
stayed with the JP for the full 120-
hour course, while those selected for
the multi-engine role continued a
bespoke short phase concentrating
on instrument and procedural flying.
Fixed-wing advanced flying
training for fighter/bomber pilots
June 2020 FlyPast 95
Inside Stories RAF FLYING TRAINING

was initially undertaken using the

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

expected that successful

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

ABOVE During the FGA.9, in addition to new-

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

96 FlyPast June 2020


Gnat availability.
It soon became apparent that
70 hours in a Gnat or Hunter
was insufficient to prepare a
student pilot for a complex,
high-performance and expensive
frontline fast jet. Starting in 1964,
pilots selected for the Lightning
were sent from Valley to the Hunter
OCU at RAF Chivenor, Devon, for
a lead-in course covering basic
fighter tactics, before moving
to the Lightning OCU. With
the cancellation of TSR.2, the
withdrawal of the Hunter from
the front line and the entry into
service of the Buccaneer, Phantom
and Harrier, this tactical lead-in
training was extended to include all
first-tour pilots selected for fast jets.
Naturally, this concept was extended
to embrace Jaguars and Tornados
when they started appearing. The
Hunter OCU was re-titled the
Tactical Weapons Unit and moved
from Chivenor to Brawdy, Wales,
in 1974. Meanwhile, back at Valley’s
4 FTS, students who graduated
towards the lower end of the order
of merit tended to be posted to the
‘V Force’ (Vulcan, Victor, Valiant).
Unsurprisingly, the ‘bomber boys’
soon began to complain about
this and decided to take pilots
from the multi-engine advanced
training pipeline, as not only was
the schooling more relevant for
someone who would initially be a
co-pilot, it would also get the pick of
the better candidates.
After their ‘all through jet’ basic
flying training, student pilots
that were destined to fly multi-
engine maritime patrol, transport
aircraft and ultimately V bombers,
would revert to a piston-engined
advanced trainer, the Vickers
Varsity. While suitable as a lead-in
to aircraft such as the Shackleton,
Beverley and Hastings, it was
clear these aircraft were close to
retirement.
Sporty replacements
Jet- and turbine-powered multi-
engine aircraft would soon replace
the piston types and, by the early
1970s, it was obvious that a new
multi-engine advanced trainer was
needed.
The RAF selected the Handley Page
Jetstream – a commuter aircraft
powered by Astazou turboprops and
capable of carrying a small number
of passengers – as the Varsity’s
replacement. Unfortunately, the
Jetstream’s entry into service
was dogged by engine problems,
exacerbated by the manufacturer
entering receivership. Then, in the
mid-1970s, there was a cutback in
the RAF’s transport fleet, which
meant the Comet, Britannia and
Belfast retired early, resulting in
a glut of multi-engine pilots. The
Jetstream fleet was mothballed until
the need for multi-engine advanced
flying training returned. Some
Jetstreams were
transferred to the
Royal Navy as
observer
trainers and the remaining BELOW The RAF’s
aircraft operated successfully first purpose-built
from RAF Finningley, South jet trainer was the
Percival Jet Provost
Yorkshire – and later Cranwell – T.1, which was
until final retirement in the late developed from the
1990s. This left the RAF without a firm’s earlier, piston-
Handley Page aircraft on strength powered Provost.
for the first time since 1918.
In the fast jet training pipeline,
by the mid-1970s it was becoming
obvious that the Gnat/Hunter
combination at 4 FTS and the TWU
wouldn’t last. Gnat unserviceability
grew quickly, and the Hunter was
ageing, so a new type was needed
to replace both.
The answer was the Hawk T.1,
designed, built and flown first at
Kingston and Dunsfold, Surrey.
Another tandem-seat machine,
it was a huge improvement on
the Gnat. It was powered by an
Adour turbofan, had an integral
gas turbine starter and the view
from the instructor’s seat was
exceptionally good, with supersonic
speed just achievable in a steep
dive. The aircraft also offered
greater range, endurance and rate
of turn. There was even a baggage
container allowing stowage of
overnight kit for two, a luxury the
Gnat lacked. Unsurprisingly, being
a product of the Hawker design
office, it handled superbly.
The Hawk began to replace the
Gnat and Hunter at Valley in the
mid-1970s and the Hunter at the
TWU in the late 1970s/early 1980s.
Towards the end of the Cold War,
the demand for pilots for the
large tactical fast-jet front line –
comprising the Buccaneer, Harrier,
Jaguar, Lightning, Phantom and
Tornado – meant a second TWU
was opened at Chivenor, equipped
with the Hawk, naturally.
However, the JP/Hawk
combination did generate partial
concern in that both were
June 2020 FlyPast 97
Inside Stories RAF FLYING TRAINING
ABOVE A true British felt to be too straightforward to fly,
success story, the which may have allowed occasional
Hawker Siddeley/BAe
students of lesser ability to reach
Hawk T.1 replaced
the Gnat and Hunter the more expensive stages of the
in RAF training units training system – where they would
and still performs the fail – at considerable cost to the RAF.
role today, albeit in Jet Provosts were ‘gas-guzzlers’ and
upgraded T.2 format.
the price of aviation fuel was rising
BELOW Jet training significantly at that time.
pedigree: from left, the The Central Flying School (CFS)
Hunter T.7, Hawk T.1 undertook a study to determine the
and Gnat T.1 all served best way of addressing these issues.
the RAF in its
It concluded that there would
jet-based flying
training programmes. be merit in re-establishing an
elementary phase in flying training,
using a simple piston-engined
trainer to identify weak prospects
at an early stage. As an experiment,
a new unit – the Flying Selection
Squadron (FSS) – was established
at RAF Swinderby, Lincolnshire, in
the mid-1980s, using the evergreen
Chipmunk to trial the concept. In
addition, CFS believed that a basic
98 FlyPast June 2020
trainer to replace the JP needed to
be less thirsty, and challenging to
handle well. Their solution was to
use a turboprop type.
A competition to select a
replacement for the JP took place,
with the aircraft offered needing
to be the final production version
rather than a prototype and to
have ‘jet-like handling’. The three
finalists were the NDN Firecracker,
Swiss Pilatus PC-9 (to be built
under licence by BAe at Brough)
and the Brazilian Embraer Tucano
(to be built under licence by Short
Bros in Northern Ireland). The
Firecracker was eliminated quickly,
while the Tucano fell short in that
its canopy was not considered
tough enough to withstand bird
strikes, and the maximum speed
at low level was well below the
required minimum of 280kts
(518km/h). The PC-9 met the
specification in every aspect and
it was assumed by all the flying
training staffs that it would be
selected. But it was not to be.
Just before the final ministerial
decision, Short Bros put forward a
proposal to re-engine its version of
the Tucano with a more powerful
Garret turboprop, which they
claimed would resolve the lack of
speed. It was accepted, despite the
move exceeding the original terms
of the competition. The ministerial
decision went in favour of the
Tucano on the basis that the UK
owed Brazil a favour for its support
during the Falklands conflict, and
Northern Ireland needed jobs
following the DeLorean car and
LearFan aircraft project failures
in Belfast. The country did not
owe anything to the Swiss or to
BAe, which had plenty of other
government work.
Ostensibly suitable
Boscombe Down rejected the first
Garrett-powered Tucano because it
still had a canopy that was not bird
strike-proof. New glazing had to be
designed and tested, which led to
a further delay to the type’s debut.
The Tucano was claimed to have
‘jet-like handling’, but there was no
way that even an aircraft powered
by a robust turboprop running at
maximum continuous RPM, with a
large, four-bladed propeller could
truly be described as such. Tucano
finally arrived at CFS in 1988 and
was used by the FTS at RAF Church
Fenton in 1989.
Thus, as the Cold War waned in
1989, Tucano began to replace the
JP at the remaining Flying Training
Schools at Cranwell, Church Fenton
and Linton-on-Ouse, marking
the beginning of the end for ‘all
through jet’ basic flying training,
which had worked so well. The
fall of the Berlin Wall and the
consequent search for a ‘peace
dividend’, led to large reductions
in the size of the RAF. After 1989,
flying training changed massively
and continues to do so today. FP
 N
Pacific Hell is a 116-page

EW
special magazine which
looks in detail at the attack
by Japanese carrier-borne

!
aircraft on the U.S. Pacific Fleet
base at Pearl Harbor on 7 December
1941, an attack which stunned the
world.
It then moves on to look at how Japanese
forces seized Wake Island, Guam and the
British colony of Hong Kong before the
end of 1941 and in the early months of the
following year the Philippines, the Dutch
East Indies (Indonesia), Malaya, Singapore,
and Burma also fell to the Japanese.

Though the war in the Pacific would grind

remorselessly on for another two terrible
years, it was clear that there could only
be one outcome – the emphatic defeat of
Imperial Japan.
116 pages, Special magazine.

<< Scan here to download a digital version

147 Pacific Hell Spec fp cv19.indd 99 15/04/2020 11:21

Getting Closer
AVIATION
ODYSSEY
A
bout half-an-hour’s
drive north of
Athens lies Dekelia
Air Base, in Tatoi – home
to the Hellenic Air Force
Academy’s Cessna T-41 and
Tecnam P2002 elementary
trainers. To whet the appetite
of aviation enthusiasts even
more, though, it is also the
site of the Hellenic Air Force
Museum. Established in 1992,
100 FlyPast June 2020
HELLENIC AIR FORCE MUSEUM
it is one of the world’s younger
national aircraft collections,
but the Greek service’s
tendency to delay scrapping
obsolete flying machines
has ensured an impressive
range of exhibits, particularly
representing the post-war
years, when large numbers
of US jets were obtained by
Greece under the Military
Assistance Program.
The modern Hellenic Air Force
(HAF) can trace its roots to
1911, with the founding of the
Hellenic Aviation Service.
Initially, the army and navy
operated separate air arms.
The Balkan Wars – followed by
World War One – prompted
the first employment of
Farman biplanes, with British
types such as the DH.9 and
Bristol F.2b being added after
1918. In 1930, the two separate
units were merged to form
the Royal Hellenic Air Force
(RHAF). A year later, the Air
Force Academy was established
at Tatoi, a historic site in Greek
aviation history. First opened
in 1918, it served as the main
landing ground for Athens
until Hellinikon International
Airport was completed in 1938.
Although outnumbered, the

Richard Vandervord
unearths some not-
so-ancient treasures
within Greece's
blossoming Hellenic
Air Force Museum
above Greece
received more than 100
Thunderstreaks from 1957.
This example, restored to represent
26595, is actually F-84F 26361,
which served from 1958 to 1978.
ALL RICHARD VANDERVORD
right With fading Day-Glo paint, this
Cessna T-37C, 01959, is yet to be
restored and is one of 24 supplied to
the HAF as intermediate trainers in
1964. The museum also has a T-37B.
RHAF acquitted itself well in
World War Two after Greece
was invaded by the Italians in
1940, followed by the Germans
in 1941. During the latter’s
occupation, the RHAF operated
under RAF command in Cairo,
Egypt, with Ansons, Blenheims
and Hurricanes; Spitfires and
Baltimores were added later.
Although not delivered to
Greece until 1947 and displayed
for many years outside the War
Museum in downtown Athens,
Spitfire LF.IX MJ755 was one of
the key exhibits in the newly
established HAF Museum
from 1992, but was moved to
Biggin Hill for restoration to
airworthiness in 2018, and
recently made its first flight (see
The Buzz in April issue).
After the liberation of Greece
in 1944, the RHAF returned
home and, using newly
delivered Spitfires and Curtiss
SB2C
Helldivers, played a major role
in the Greek Civil War, which
lasted until late 1949. A flight of
seven Greek C-47s also served
with distinction in the Korean
War. Greece joined NATO in
1952 and received its first jets,
Republic F-84G Thunderjets,
three years later. These were
followed by Canadair CL-13/
North American F-86D Sabres,
and other US/European-
manufactured types.
Debut venture
The first project undertaken
by the newly initiated HAF
Museum’s staff was the
restoration of T-6G Texan
43-3424, which was completed
in 1993. This was a notable
achievement, as no such work
had been conducted in Greece
before. Manufactured as an
AT-6D in 1942 and re-built as
a T-6G in 1949, this trainer was
received from the USAF in 1958
and served the academy, along
with many more of the type,
until retirement in 1969.
Three Canadair CL-13
Sabre Mk.2s, built in 1951,
were next to be rejuvenated.
These ex-Royal Canadian Air
Force (RCAF) machines were
acquired by Greece in 1957
and retired in 1966. They have
been finished in the colours
of 341 Mira (red tail), 342 Mira
(yellow tail) and the blue/white
scheme of the Hellenic Flame
aerobatic team of that period.
The Sabres were followed
by a 1937 Tiger Moth, T6776,
which served at Tatoi between
1949 and 1954 and is the
oldest aircraft in the current
collection. It had previously
been displayed at the War
Museum, marked G776.
Received by Greece under
US aid arrangements in 1949,
Curtiss SB2C-5 Helldiver 3321
was also moved from the War
Museum. Retired in 1954 and
restored in 1997, this rare
machine is one of just five
complete airframes that are
currently extant worldwide.
A fourth CL-13 represents
USAF Korean War ace Capt
Joseph McConnell’s F-86F
51-2910 Beauteous Butch II
and is positioned alongside a
Polish-built Lim-2Rbis painted
in North Korean colours to
represent a MiG-15 of a Soviet
adversary. The latter is the
only aircraft in the collection
lacking Greek heritage.
Also among the earlier
restorations was a Sikorsky
above This was the second Mirage
F1CG to carry the serial 101, as the
first was written off by Dassault
before delivery in 1975. It was
operated by 342 Mira at
Tanagra until 2003, being
one of 40 acquired new.
UH-19B search and rescue
helicopter, displayed outdoors
in an authentic silver hue. It
was built in 1951, joined the
RHAF in 1957 and served
until 1973.
One speciality of which
the air force and museum is
rightly proud is a series of
wreck recoveries from the
coastal waters off the Greek
islands – the last resting
June 2020 FlyPast 101
Getting Closer HELLENIC AIR FORCE MUSEUM

above Greece operated nearly 150

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

right Many will remember this

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

place for many aircraft lost

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

102 FlyPast June 2020


above Equipped with four cameras, RF-
84F Thunderflash 17011 was supplied by
the German Air Force in 1967 and served
with 348 Mira at Larissa until retirement
in 1989.
below Developed from the Thrush
Commander as an agricultural aircraft,
with a more powerful engine, the PZL
Dromader equipped Greece’s 359
MAEDY (Public Services Air Support Unit)
at Tatoi. Most are still used for fire patrol
duties, dispersed around the country and
islands, but the museum is home to this
example, 028.
below right Northrop RF-5A Freedom
Fighter 697170 was painted in this special
scheme to mark 30 years’ service of the
type with 349 Mira ‘Kronos’ at Larissa,
along with the disbandment of
the squadron.
Luftwaffe wartime raids.
Most of the 40-plus aircraft on
show are outdoors and, despite
exposure to the elements, are
mostly in reasonable condition.
Restoration and repainting
are under way and those with
the more faded paintwork are
gradually being renovated.
Apart from three of the
Canadair Sabres, the older
aircraft are protected inside
the hangar, along with a
gathering of other historic air
force materiel. Indoors are the
T-6G, Tiger Moth, Blenheims,
Helldiver, CL-13 and Lim-2 pair,
an F-86D and a Republic trio
Blenheim Mk.IVf L9044 was shot down by friendly fire while undertaking troop
ship protection duties on April 28, 1941. The crew attempted to return to Crete on
one engine, but ditched in the sea near Rethymnon. In 1993, the wreck was found
at a depth of 59ft and recovered three years later. The tail section to the left is
from Ju 52 Wk Nr 7607, raised off Leros in 2003.
comprising an F-84G, F-84F
and RF-84F. The Thunderjet
is painted in the colours of
the first Greek aerobatic team
(although the original was
sold to Yugoslavia in 1960),
the Thunderstreak in silver
colouring (wearing the identity
of another Greek F-84F) and
the Thunderflash in Vietnam-
era camouflage and genuine
Greek markings.
Also housed in the hangar
is a pair of helicopters, an
OH-13H Sioux and an AB.206A
Jet Ranger. The remaining
exhibits, representing most
types operated since the
left A prized exhibit is Curtiss SB2C-5
Helldiver 3321, the last survivor of 48
ex-US Navy machines delivered aboard
the USS 'Sicily' in spring 1949 and
formerly displayed at the War Museum
in Athens.
1950s, are parked outdoors
on the surrounding apron
areas – and it’s a truly diverse
gathering. Notable among
them is the single Grumman
Gulfstream I, which was used
as the Greek royal transport
from 1964-67 and then till
1995 as a VIP aircraft. A
storage area adjacent to the
museum’s restoration hangar
holds many aircraft in reserve,
including a Nord Noratlas,
C-47s, an HU-16B, F-84Fs,
T-33s and the Ju 52 wreck.
The museum team is
especially highly motivated
and aspires to expand
the collection with more
hangarage when resources
permit. It manages a fine array
of aircraft, which is sure to
delight the enthusiast and
general visitor alike –and
deserves every success for
its work in preserving Greek
military aviation heritage. FP
Hellenic
Air Force Museum
Dekelia Air Base
Acharnes 136 77
Greece
Tel: +30 21 0819 5275
www.haf.gr/en/history/
museum
Until recently, admission to
the museum was by prior
permission only, but it is now
open to the public on weekends,
free of charge. Entry is via the
main gate to the air base on
the eastern side, with proof
of identity. Hours are 10am to
6pm Sat-Sun in summer and
10am to 4pm in winter, although
admission can be arranged
for school and special interest
groups on other days
in advance.
June 2020 FlyPast 103
 What's New?
Books, Clothing
Accessories
and the best of
the rest
FlyPast reviews our pick of the things to spend your money on

Product Of
Aerial clash apparel
The Month www.flyingraphics.com
KEITH BURNS ART T-SHIRTS, £23

Those familiar with the Johnny Red comic strip, which first
featured in Battle from 1975 – and is now published on
its own – will be aware of its superb stylised artwork. The
modern incarnation is drawn by noted Guild of Aviation
Artists member Keith Burns, and his inimitable brush strokes have now made it to the front of
t-shirts in the Flyingraphics stable. The three designs are named ‘Holds her own’, ‘Focke-Wulf Fw 190’
and ‘One more closer to home’, and feature the Lancaster, Fw 190 and B-17G as the main subjects. Each is
pictured in combat with an opposing aircraft (Bf 110, B-17 and Bf 109 respectively), redolent of the classic Airfix
‘Dogfight Double’ plastic model kit box fronts. The high-quality 100% cotton garments come in a mix of black, dark grey,
khaki and dark navy, and are sized from small to XXXX-large. These shirts make a real statement and showcase the talents of
one of the UK’s bolder aviation artists.

Geopolitical Record-setting tester

protection
www.pen-and-sword.co.uk
HUNTERS OVER ARABIA, RAY
DEACON, HBK, ILLUS, 380PP,
£30
On July 19, 1961, dissident
tribesmen in the former
Eastern Aden Protectorate
(now Yemen) ambushed
members of the local Mukalla
Regular Army and Hadrami Bedouin Legion, killing 28 troops
and injuring a further 22. In response, Hawker Hunters of
the RAF’s 8 Squadron flew retaliatory strikes against the
perpetrators (after initial sorties by a Meteor FR.9). This is just
one of the incidents covered in Ray Deacon’s hefty book that
examines in detail the Hunter’s role as it stood guard over
Aden and other Middle Eastern areas from 1961 to 1970. The
narrative relies mostly on official squadron operational record
books, although the author has included his own experience,
having been groundcrew on Hunters in Aden – there’s a lot
to learn here for those less familiar with the subject. Threats,
such as those from Iraq – which coveted neighbouring
Kuwait’s territory and oil reserves – and how ‘Hawker’s finest’
was employed to counter them, make for fascinating reading.
Local and long-range exercise activity is also explored, and
the imagery throughout is mostly excellent. The only way in
which the book fails to tick all the boxes is in its lack of first-
hand pilot accounts, which would have added more colour and
context – but it’s still an enlightening read.
104 FlyPast June 2020
www.quantafilms.co.uk
ERIC BROWN A PILOT’S STORY, DVD, 80 MINS, £15.99
Many people in aviation still can’t fathom why Cdr Eric ‘Winkle’
Brown never received a knighthood. Told in his own words, this
feature-length documentary only reinforces the injustice – but it
is a splendid examination of our greatest and most accomplished
test pilot. Credited with carrying out more than 2,400 carrier
landings and piloting 487 different types, he survived 11 death-
defying accidents and set records that will never be broken. He
attacked U-boats, took part in a stand-off at sea, interrogated
Hermann Göring, and even chased ‘flying saucers’. His first-hand
accounts of the harsh realities faced by naval aviators during
the Battle of the Atlantic – and the extraordinary world of test
flying – provide a fascinating insight into two often terrifying
subjects. While Brown’s dulcet Scottish tones fill the air with
personal, poignant, inspirational and revelatory anecdotes,
stunning archive footage helps illustrate his words – including
rarely seen film of him landing a de Havilland Mosquito on an
aircraft carrier and Gloster’s
groundbreaking E.28/39. His
opinions of particular aircraft
that helped shaped the world
only highlight his prominence
as a gifted flyer. While this DVD
barely scrapes the surface of
Britain’s greatest aviator, it makes
a superb accompaniment to his
print autobiography, Wings On
My Sleeve. Call 07435 973397 to
order the DVD by telephone.
Timepiece tributes
www.avi-8.co.uk
SPITFIRE TYPE 300 AUTOMATIC WRISTWATCH, £335-£350
Watchmaker AVI-8 has made its own homage to the legendary
Supermarine Spitfire with this inspired range. Superb in
form and function, the timepieces emulate certain traits of
the famous fighter, such as those on the aircraft’s knots speed
gauge and altimeter; cleverly, the profile curve of the 42mm
case matches the trailing edge of the Spitfire’s elliptical wing.
And while each version comes with a stainless-steel strap, a
premium leather equivalent is also included for versatility
and a speedy change of style. Other features include a multi-
layered dial with Swiss luminous hands, a Japanese automatic
movement, and the watches come in various finishes as
shown here. Arguably the best attribute is the glass-covered
movement, crowned by a rotor in the shape of the Spitfire’s
unmistakeable planform. A beautiful accessory for any
enthusiast who reveres this iconic flying machine.
Egyptian wings in
combat
www.casematepublishing.co.uk
WINGS OVER SINAI, DAVID
NICOLLE, TOM COOPER & AVM
GABR ALI GABR. SBK, ILLUS,
72PP, £16.95
This welcome volume written by
three noted specialists relates the
story of the Egyptian Air Force
during the Sinai War of 1956.
Despite being slim at 78 pages, this book is packed with
information, personal accounts and tables, all supported
by a wealth of photographs of the men and machines of
the EAF, the latter being mostly Soviet-built MiGs and
Ilyushins. However, as four pages of excellent colour
profiles show, before Egypt fell out with Britain, the former
had been a major customer of UK arms and purchased
Vampires and Meteors – some of which were still in use at
the time of the ill-fated Suez operation.
The politics of this period set the scene for the careful
dissection of the EAF actions against its Anglo-French and
Israeli protagonists, and this interesting piece of work
offers a different perspective to a seminal period in post-
World War Two history. Recommended.
Air-to-ground firepower
www.crecy.co.uk
TYPHOON TO TYPHOON – RAF AIR SUPPORT
PROJECTS AND WEAPONS SINCE 1945,
CHRIS GIBSON, HBK, ILLUS, 240PP, £29.95
Anyone interested in tactical aircraft
weaponry and its associated technology
should buy this worthy book. Author Chris
Gibson delves into a great many British
armament and aircraft projects from 1945
to the present day, offering readers a truly rounded and
involved study. Chapters such as Low Attack for the RAF
examine wartime close-support aircraft types, their weapons
and the effects gained, before expanding to the Air Staff
specification for a bespoke low-level ground-attack machine
that would better the Hawker Typhoon/Tornado/Tempest
family. Efforts to replace the later Hawker Hunter are also
explored, with proposals such as the Hawker P.1154, while
the fascinating section Dead in Their Tracks details anti-
tank devices, among them the BL.755 cluster bomb, 68mm
SNEB rocket and AGM-65 Maverick. Anti-radar missiles also
feature, with narrative on the ALARM weapon employed
by the Tornado, as well as runway cratering munitions. The
book’s main thrust is that the RAF has not fielded a dedicated
ground-attack and battlefield support aircraft, relying on
re-equipped fighters – but past drawing board projects
and proposals to remedy the problem are also presented. A
scholarly work, brimming with technical detail.
Saluting Ireland’s
female aviators
www.petticoatpilots.com
PETTICOAT PILOTS – BIOGRAPHIES AND
ACHIEVEMENTS OF IRISH FEMALE AVIATORS
1909-1939 VOLS 1 & 2, MICHAEL TRAYNOR,
HBK, ILLUS, 312 + 348PP, £50 FOR BOTH VOLUMES
Author Michael Traynor has put together the definitive account of
a topic that has rarely been tackled. These two hardback volumes
are published on high-quality paper and feature numerous
archive images, diagrams and maps. The very act of assembling
all this material is a mighty achievement, but to accompany it
with such readable and well-researched text marks these books
as a priority read. The first volume contains biographies of five
Irishwomen who were active during the pioneering days of
aviation, with their stories related against the backdrop of Irish
economic, social and political life. Volume two adds a further
seven accounts, including that of the three daughters of Lord
Londonderry, Margaret, Helen and Mairi Stewart, who used to
fly around the UK between their father’s properties. By contrast,
Nancy Corrigan grew up in poverty and emigrated when she was
16, before going on to instruct USAAF cadets during World War
Two and taking part in an all-female air race in Cleveland. The
depth, colour and quality of these publications will appeal to both
enthusiasts and the more casual reader. They’re available from
the website above for €35 (£30) each or €60 (£50) together.
June 2020 FlyPast 105
 Marketplace
ASSOCIATIONS
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106 FlyPast June 2020
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 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 contributions
as we can, we apologise to all those readers who have taken the time to write in but didn’t get into print.

Credit where it’s due

Star Recalling my first
letter taste of flight
While I found the article about Operation Varsity in the April
issue most interesting, I must take issue with a statement
made by the author in which he asserts that [in relation to the
March 1945 campaign] “for the first time in the war, gliders Dave Unwin’s wonderful article in the December
flew into landing zones not already secured by paratroopers.” issue about the Slingsby T-31 glider took me straight
On June 6, 1944, D Company of the Oxfordshire and back to 1968 when, at the age of 13, I enrolled in the Air
Buckinghamshire Light Infantry, led by Maj John Howard, Training Corps. It turned out to be one of the best things I have
landed in their Horsa gliders at Pegasus Bridge at 0016hrs ever done. It was sitting in the front seat of a TX Mk.3 (as it was
without any prior action or involvement by paratroopers. They known in the services) that I first slipped the bonds of earth.
were entirely on their own and were the first Allied soldiers Our unit, 1379 Squadron, was based in Suffolk, with our
to land in France on D-Day. Their orders were to “seize intact nearest gliding field at Swanton Morley, Norfolk. Excitement
the bridges over the River Orne and canal at Bénouville and and anticipation reigned on the coach ride there. On arrival, it
Ranville and to hold them until relief by 7 Para Battalion.” In was the cadets’ job to push the gliders out of the hangar under
fact, the paratroopers did not start landing until 0050hrs and supervision from our instructors. The aircraft were loaded on
D Company were not actually relieved until 0300. to a special trailer and hitched to a Land Rover to be towed
While I would not wish to detract from the bravery and out to the airfield. The older cadets, who had been through
achievements of those involved in Operation Varsity, the this procedure before, were a joy to watch and learn from. The
distinction of being the first to fly gliders into landing zones gliders would be unshackled at the signalling caravan and left
not already secured by paratroopers must go to the brave men parked with one wing down.
of the Ox and Bucks’ D Company. Then the flying list would be announced. I was to be number
PETER COWLEY three. When the time came, I got strapped in and after hearing
SHIPSTON-ON-STOUR, WARWICKSHIRE the words “Take up slack…all out” there came the most
amazing feeling of being accelerated to flying speed. I recall
leaving the ground, rapidly getting up to 100ft and then going
into what seemed like a vertical climb. One thousand feet later,
the winch would start to tug the glider downwards and, with
a drop of the nose and the release being pulled, the quietness
was overwhelming. I was floating in a magical place.
Three years later as a cadet sergeant, I completed my gliding
course with the same instructors at the same location. The
two that I remember, who gave their free time to help young
people take a first step into the skies, were Flt Lt Ladley and Fg
Off Pond. I am ever indebted to those two men who gave me
my first taste of flight.
TIM MOY
Nieuport 23 B3607 of 40 Squadron in 1917. Mick Mannock VC DSO** is in the WOODBRIDGE, SUFFOLK
cockpit. Barry Donaldson’s father James is standing third from left.
VIA CHAZ BOWYER

Finding my father in print My father was James Bertie Donaldson. He was born in 1894
and died in 1986. His RFC service number was 6622 and I
have his dog tags and ‘in the field’ pay books. He never spoke
I am an 86-year-old subscriber to FlyPast. In the February about the war at home, let alone his involvement in it, for
edition I read the article about 40 Squadron of the Royal which he was awarded the Meritorious Service Medal. I have
Flying Corps and there, on page 35, is a photograph of my paperwork from the Public Records Office at Kew showing the
father. He is standing, third from left, hands on hips, in front date in 1915 when he was made a sergeant engine fitter.
of Mick Mannock’s Nieuport. You can imagine I got quite J BARRY DONALDSON
emotional when I saw this photograph. WHITCHURCH, HANTS

108 FlyPast June 2020

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

A pair of 1920s Ford

Tri-Motors toured the
US last year. Frank B
Mormillo profiles the eldest of
these, the Liberty Aviation Museum’s Model 5-AT-B

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

Ford Tri-Motor 5-AT-B

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

110 FlyPast June 2020

Among those currently available
for lucky passengers to sample
are the Experimental Aircraft
Association’s (EAA) Model 4-AT-E
NC8407 and the Liberty Aviation
Museum’s Model 5-AT-B NC9645.
The two organisations have been
working together to showcase
their magnificent historic aircraft
around the US and the Tri-Motor
pair made around 20 tour stops
during 2019. The earliest was a visit
by the Liberty Aviation machine
to the Lyon Air Museum at John
Wayne Airport in Orange County,
California, over the weekend of
February 1-3.
Flown for the
first time on December 1, 1928
and joining the US civil register
as NC9645, the 5-AT-B was
initially operated by TAT from
January 1929. Named City of
Wichita, it flew the company’s
first westbound transcontinental
service along with sister ship City
of Columbus on July 7, 1929. Tri-
Motor NC9645 was obtained by
T&WA in April 1931 to help develop
that airline’s route system, before
becoming a part of the Grand
Canyon Airlines fleet in
July 1935. In
February 1937, it entered service BELOW The aircraft
with Boulder Dam Tours, and then positioned at John
headed overseas in the hands of Wayne Airport,
California, in
Transportes Aereos del Continente February 2019.
Americano in Honduras from
December of that year. In 1942,
it was operating in Mexico as
XA-FUB and, from 1950, XA-NET.
During a major overhaul the
following year, the Ford’s
eye-catching corrugated
skin was
June 2020 FlyPast 111
Living History FORD TRI-MOTOR

ABOVE The Tri-Motor

flying over the
Lyon Air Museum,
in California.

RIGHT Engine
gauges mounted
alongside the Tri-
Motor’s left-hand
powerplant.

RIGHT CENTRE Inside

the authentic
cockpit. Note the
‘steering wheels’.

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

EAR LY JETS COL LECT ION KEIT H BUR NS

ICO NIC US T YPE S

Visit our website and see a collection

of over 70 original T-shirt designs

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Designed and printed in Great Britain,
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FG Ad_Flypast 130x90 May 20.indd 1 10/03/2020 15:46

113_FPJun20_ad.indd 1 14/04/2020 16:51:40

 Coming in Next Month's new-look issue...
Fighter
Choreography
FlyPast goes air-to-air with
Ultimate Warbirds

Let’s do this!
Making a Dutch F-104 airworthy

Fortress Landmark
Three features celebrate the 85th
anniversary of the B-17’s first flight

On sale in UK shops May 29*

or see page 86 for our latest
money-saving subscriber offers
*Overseas deliveries
114 FlyPast are likely
December to be after this date
2019
DON’T MISS IT!
 VE DAY 75TH ANNIVERSARY ANNOUNCEMENT
75 YEARS AGO THE NATION CELEBRATED VICTORY IN EUROPE PRICE: £5+ £2.99 p&p

World-first Typographic £5 Coin Presents Churchill in

His Own Words: This is your Victory

© IWM (H 41849)
The inspiration
behind the VE Day
75th Anniversary £5
MAJOR ADRIAN WEALE Coin: May 8, 1945,
SOLDIER, WRITER, Churchill waves
HISTORIAN AND to the crowds in
JOURNALIST Whitehall, on the day
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VE Day 75 nation that the war with

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years on "This is your Victory" he tells

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Churchill £5 Coin issued

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Over the bank holiday
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