global aviation magazine

To advertise in Global Aviation Magazine:Tel: +44(0)7912311379

E-mail: [email protected]

Issue 20 Contributors

To subscribe to Global Aviation Magazine:www.global-aviation-magazine.com

© Global Aviation Resource 2013. All rights reserved. Global Aviation Resource's photographic and written work is subject to copyright and may not be reproduced in any form without express written permission.

If you would like to discuss using any of our imagery or feature content please contact us.imagery or feature content please contact us.

Deputy-editor: Gareth Stringer


Elliott Marsh pays a visit to the excellent RAF Museum at Cosford, Shropshire, home of an exceptional collection of rare and significant airframes.

Rob Edgcumbe explores the way the Royal Air Force has changed from a substantial Cold War fighting machine to a much leaner yet still capable force of the present day.

Chris Wood takes look back at some of the RAF’s larger commemorations since its inception in 1918.

Karl Drage is GAM’s editor and contributes two articles to this Royal Air Force 95th anniversary special edition. Firstly he examines the XH134 story from entry into service with the RAF through to retirement and the subsequent - successful - efforts to return her to the skies. Secondly, he takes a predominantly pictorial look back at some of the RAF’s non-standard paint schemes from its history to date.

Gareth Stringer is GAM’s deputy editor and also provides two of the articles in this issue. His first contribution comes by way of an interview with 2010 RAF Harrier Display Pilot (then) Flt Lt Steve Kenworthy. The interview was originally conducted for another purpose and thus offers an interesting insight into thinking ahead of the aircraft’s substantially earlier-than-planned withdrawal from UK MOD service. Gareth’sGareth’s second offering is also an interview, this time with Phantom navigator David Gledhill about his experiences in the backseat of the Toom.

Editor: Karl Drage


Is brought to you by

The GLOBAL AVIATION RESOURCE

PRINT & GIFT STORE

High quality aviation imagery available for purchase in a variety of formats from regular prints through to canvas prints, T-shirts, mousemats,

paperweights and much, much more.

Please visit the website below to see the imagery already available. If you are unable to find what you are looking for, please drop us a line and we will

do our best to satisfy your requirement.

The RAF Battle of Britain Memorial Flight’s Avro Lancaster, PA474, is seen passing over Derwent Dam during the Dambusters 70th anniversary commemorations in May (Tom Gibbons)

ultimately the TriStars in the refuelling role, while, in 2014, the RAF expects to receive its first Airbus A400M.

20132013 also saw the RAF add a new variant of the BAE146, the C Mk 3, to its ranks. The two aircraft were procured under a UOR (Urgent Operational

Requirement) for operations in and around Afghanistan, freeing up some of the C-130J Hercules fleet which have hitherto carried out the lion’s share of intra-theatre air transport tasks.

TheThe Tornado GR4 fleet is being slowly whittled down as

EDITORIAL

The RAF Battle of Britain Memorial Flight’s Avro Lancaster, PA474, is seen passing over Derwent Dam during the Dambusters 70th anniversary commemorations in May (Tom Gibbons)

preparations for the arrival of the F-35 Lightning II build.

At RAF Coningsby, No. 17(R) Squadron handed over its Typhoons to No. 41(R) Squadron, as its own focus shifted towards JSF’s arrival.

It was ever thus: throughout the It was ever thus: throughout the

To all those that have served, regardless of rank or trade, thank you for your contributions and sacrifices.

Here’s to the next 95 years!

Karl [email protected]@global-aviation-magazine.com

95-year existence of the Royal Air Force to date, the picture has been constantly changing as demands placed upon it by our lords and masters have dictated. It is this ability to adapt that has enabled the RAFRAF to remain amongst the most potent airborne fighting forces to be found in the world.

CANBERRA PR9 XH134

Canberra PR9 XH134 (G-OMHD) is one of 23 examples of the type built by Short Brothers in Belfast, as construction number SH.1724. She was handed over to the Royal Air Force on 9 October 1959 and served exclusively with the service until the type’s retirement came in July 2006.

Today, thanks to a substantial financial investment by the aircraft’s owner, Mike Davis, and a superb engineering job carried out by C2 Aviation, she is once again airworthy and now operates in civilian hands under the guise of the Midair Squadron.

Karl Drage explores the story of this great lady and the second lease of life she’s been handed.

TheThe PR3 arrived in 1952 and confirmed the suitability for the role that many had already recognised. Subsequent developments were made and an even more capable version, the PR7, followed the next year. Longer wings, increased fuel carrying capacity and uprated Rolls-Royce Avon 109 engines all featured in the improvedimproved model, which was capable of flying at heights in excess of 60,000ft.

A PR7, WH793, was later fitted with further uprated engines, Rolls-Royce Avon 206s, and acted as the prototype aircraft for the PR9 variant, flying first on 8 July 1955. Production of the PR9 was sub-contracted out to Short Brothers in Belfast, where 23 airframes were built between 1958 and 1962, albeit only 21 would be delivereddelivered following the pre-delivery loss of XH129 and XH132’s sole use as a missile trials test bed.

The CanberraTheThe PR9 was the definitive production variant of English Electric’s photo reconnaissance version of the versatile Canberra, which had been originally conceived as a medium bomber in the immediate aftermath of World War 2. In fact, quite remarkably, the Canberra prototype flew for the first time on 13 May 1949, just four years after the cessation of hostilities. years after the cessation of hostilities.

Such was the aircraft’s performance that it did not take long before alternative roles were being explored for the platform, and even before a dedicated PR variant could be released to service, modified B2 bomber versions were being equipped with cameras to keep watch over the Warsaw Pact countries.

Canberra PR9 XH169 is seen above the clouds over the North Sea in October 1995 (Lindsay Peacock)

detachment in Muharraq, Bahrain, was also manned by 13 Squadron. By August 1976, 39 Squadron had become the sole operator of the PR9 (having returned to RAF Wyton in 1970), after 13 Squadron’s aircraft were replaced by variants of the earlier PR7 mark.

OfOf the remaining 16 PR9 aircraft, 12 received upgrades between 1976 and 1980, all geared towards improving the type’s low-level and tactical reconnaissance capability. While most of the changes took place inside the aircraft, they gained two external ‘acorns’, one on the leading edge of the tail fin and the other on the tailtail cone, from the addition of an AN/ARI 18228/6 radar warning receiver.

One notable external difference between the prototype and the production aircraft was that the aircraft ultimately made use of the off-set cockpit layout developed for the B(I)8 model. This change greatly improved the pilot’s visibility. Linked to this was the introduction of a hinged nose which ultimately became a decidedly dark,dark, dingy, and extremely claustrophobic home to the PR9’s navigator.

The PR9 entered service with No. 58 Squadron at RAF Wyton in January 1960 before being taken on charge by Nos. 13 and 39 Squadrons at RAF Luqa, Malta. In those early years, the PR9 was employed on a multitude of operational flights over the Middle East, keeping watch on conflicts between Iraq and Kuwait and then SaudiSaudi Arabia and Abu Dhabi. A permanent

Above - XH165 is seen carrying 39 Squadron’s ‘Flying Bomb’ squadron badge at RAF Wyton in May 1982 (Lindsay Peacock)

Right - XH134 herself taxies out at Ksar, Tunisia, in December 1962 (Ray Deacon)

LeftLeft - An innocent reference to a 1982 squadron deployment to Denmark or a more subtle acknowledgement of the PR9’s alleged involvement in the Falklands War? (Lindsay Peacock)

TopTop left - XH134 once more resting between missions on the apron at Ksar in 1963 (Ray Deacon)

To this day there remains a degree of conjecture over whether or not the RAF’s Canberra PR9s played any role in the Falklands Conflict. The BBC’s Jon Snow reported seeing more than one PR9 at Punta Aernas, Chile, during the war (some reports even claim that the aircraft carried Chilean Air Force markings), though the official line is that the Canberras never made it further south than Belize.

AddingAdding to the mystery, shortly after the conflict, one PR9 was noted carrying a large drawing of a winking ‘Snoopy’, the beagle dog made famous by the Peanuts cartoon. Speculation is that this represented an acknowledgement of the aircraft’s operations over the Beagle Channel, located partly in Chile and partly in Argentina. Or, maybe, as the picture below suggests, it was far more innocent and related to a deployment to Denmark around the same time...?

Above - XH165 is seen carrying 39 Squadron’s ‘Flying Bomb’ squadron badge at RAF Wyton in May 1982 (Lindsay Peacock)

Right - XH134 herself taxies out at Ksar, Tunisia, in December 1962 (Ray Deacon)

LeftLeft - An innocent reference to a 1982 squadron deployment to Denmark or a more subtle acknowledgement of the PR9’s alleged involvement in the Falklands War? (Lindsay Peacock)

TopTop left - XH134 once more resting between missions on the apron at Ksar in 1963 (Ray Deacon)

After the adoption of the hemp colour scheme, 39 (1 PRU) Sqn’s Canberras acquired a two-letter code for a while, like XH135/AC (Lindsay Peacock)

Another silhouetted view of XH169 (Lindsay Peacock) Carrying the globe tail markings associated with No. 1 PRU, XH134 is seen on the apron at Kai Tak, Hong Kong, in November 1985 (Keith Watson, via Ray Deacon)

39 Squadron was disbanded at RAF Wyton in May 1982 but was resurrected once more as No. 1 Photographic Reconnaissance Unit (1 PRU) in the June. A little over a decade later, in July 1992, the unit was rebadged as 39 (1 PRU) Squadron and a final change of scenery came on 1 December 1993 when the unit upped sticks and relocated to RAF Marham.

After positioning away from the sun the open camera ports of the PR9 became more apparent (Lindsay Peacock)

Carrying the globe tail markings associated with No. 1 PRU, XH134 is seen on the apron at Kai Tak, Hong Kong, in November 1985 (Keith Watson, via Ray Deacon)

After positioning away from the sun the open camera ports of the PR9 became more apparent (Lindsay Peacock)

Both XH131 and XH135 received ARTF (Alkali Removable Temporary Finish) paint schemes for their Op HERRICK deployments, as seen here on the former at RAF Marham following the completion of the type’s tour (All images this spread Karl Drage)

Unlike the Falklands, no such conjecture exists over more modern-day conflicts, and the RAF’s Canberra PR9s definitely did take part in operations over Bosnia, Iraq, Somalia and latterly Afghanistan. Indeed, two of the squadron’s final three aircraft only returned from Operation HERRICK – the UK MOD’s involvementinvolvement in Afghanistan – on 23 June 2006, with the type’s retirement coming just five weeks later.

Both XH131 and XH135 received ARTF (Alkali Removable Temporary Finish) paint schemes for their Op HERRICK deployments, as seen here on the former at RAF Marham following the completion of the type’s tour (All images this spread Karl Drage)

XH134’s retirement tail featured the 39 Sqn ‘Winged Bomb’ motif and the crests of each of the squadrons that operated the PR9.

AboveAbove - On the apron at RAF Marham with XH135 resting in its ARTF colour scheme after returning from Afghanistan.

Right - Departing from the 2006 Royal International Air Tattoo - the type’s last public outing in RAF Service.

LeftLeft - Close-up of the artwork while in the hangar at Marham.

All images this spread Karl Drage

Above - Sqn Ldr Terry Cairns gives the public a good look at the top surfaces during a display at RAF Waddington International Airshow.

The aircraft was seen out of service in fine style with an ‘End of an Era’ special colour scheme applied to XH134, and a handful of airshow performances were squeezed in during those final few weeks, fittingly culminating with final flourishes at that year’s RAF Marham Families Day on 27 July and at RAF Wyton Families Day 24 hours later.

XH134’s retirement tail featured the 39 Sqn ‘Winged Bomb’ motif and the crests of each of the squadrons that operated the PR9.

AboveAbove - On the apron at RAF Marham with XH135 resting in its ARTF colour scheme after returning from Afghanistan.

Right - Departing from the 2006 Royal International Air Tattoo - the type’s last public outing in RAF Service.

LeftLeft - Close-up of the artwork while in the hangar at Marham.


Main - The end of an era. The Canberra PR9 bowed out of RAF service at the end of July 2006 (Karl Drage)

to justify the enormous expense associated with a project of this size, but Mike was unwilling to sit back and let the aircraft be broken up. A new plan was devised, one that would see one Canberra returned to airworthy status and with a more long-term plan of bringing two additional aircraft of a different type – the HawkerHawker Hunter – into the fray, creating “The Midair Squadron”.

“We see The Midair Squadron as an opportunity for a substantial global brand who could use the squadron as a totally unique PR and marketing tool for themselves,” Mike explains. “We can

see a future in event openings for financial and technical institutions which could enhance their current strategy by adding an impressive and noisy 1950s’ exhibition of excellence to the air. You can imagine the University Boat Race being opened by three 1950s’ military aircraft flying down the Thames, or the start of Shanghai GrandGrand Prix being overflown by a historic spectacle. This is an exclusive opportunity which I am delighted to be a part of.”

Life After the RAFByBy that stage an auction had already been held to determine the future of the three remaining aircraft. The final three Canberra PR9s in service with No. 39 (1 PRU) Squadron of the Royal Air Force (XH131, XH134 and XH135) were delivered to Kemble (now known as the Cotswold Airport) on 31 July 2006. At that stage only one belongedbelonged to Midair SA’s Mike Davis, and it wasn’t until some six months later that the other two came into his possession as well.

“We were initially planning on leasing two of the aircraft back to the military with modern, updated camera equipment, while the third

aircraft was used for spares. After an 18-month joint venture with Zeiss Cameras, which was going to provide satellite up and down link in real time, unfortunately the RAF decided that the future lay with the drone and not the Canberra. However, in hindsight, I’m rather glad we didn’t do it, in a way!” Mike tells me.

WithoutWithout a clear, commercial reason for bringing the aircraft back to life, it became quite difficult

to restore XH134 to airworthy condition. It is a skilled team working on the project with many of the original Canberra engineers remaining at C2 Aviation Ltd. The aircraft is designated by the CAA as being a complex aircraft and is very akin to a Vulcan in its complexity and ageing systems – several of which we’ve replaced.”

CharlieCharlie Kyle is C2 Aviation’s Managing Director: “The most important thing for Mike and his team is the safety of the pilots and crew whilst in the air and on the ground. Few operators have gone to the level of care we provide at C2 Aviation, and following the complete overhaul of all aircraft parts, the CAA have been thrilled at the lengths wewe have gone to ensure the Canberra’s airworthiness.”

Main - The end of an era. The Canberra PR9 bowed out of RAF service at the end of July 2006 (Karl Drage)

Above - XH131, 134 and 135 on the apron at Kemble shortly after their delivery flights from RAF Marham (Ray Deacon)

XH134’s RestorationC2 Aviation’s Chris Vaughan has project-managed the engineering side of the Canberra’s restoration to flight, but how did the team decide which of the aircraft to restore?

“We“We chose ‘134 because it’s technically better. It had less structural issues than XH135 (XH131 has since ‘gone home’ to Northern Ireland and is now on display at the Ulster Aviation Museum). Whilst ‘135 could fly again, it would require a substantial amount of investment to do so, which would only be viable if there was commercial backing.”commercial backing.”

At the conclusion of her RAF career, XH134 had

served with each of Nos. 13, 39 and 58 Squadrons, had been a trials aircraft at Boscombe Down, had notched a total of 9281:20 flying hours and had made 4,556 landings. She had also undergone a complete refurbishment in the early 1980s.

MikeMike explains, ““The return to flight project started in earnest in May 2011, and Midair SA has funded a new company called C2 Aviation Ltd

Above - A look inside the cockpit of XH134 after her restoration (Karl Drage)

Below - The bomb bay of XH134 is surprisingly roomy (Karl Drage)

Conscious of the fact that XH134’s new career path may lead to worldwide appearances, potentially with reduced ground support at times, one of the key changes the team wanted to see made was with the introduction of an electric-starter system, in place of the original AVPIN method.

CharlieCharlie explains, “The electric start is a modification of a known system that allows us to be much more flexible and require less on-the-ground support. If we were going to an airshow in the Middle East, with a full briefing, there’s no reason why the pilot couldn’t hop through a couple of places and then the ground crew could meet them at another point.ground crew could meet them at another point.

“The aircraft now starts with a pilot-operated button push, with none of the logistics in having to move dangerous air cargo (AVPIN). This is better for the engine and means you no longer have to deal with a ‘committed start’ process. We’ve been thinking ahead at all times as XH134 needs to be a deployable aircraft.”

TheThe Canberra has so much space for stowage that the team is now looking at solutions to allow a tow bar to be flown with the aircraft, for use on landing at foreign airfields.

Regulatory InvolvementNaturally,Naturally, with a project of this nature, it’s absolutely imperative that an on-going dialogue has existed between C2 Aviation and the CAA.

CharlieCharlie elaborates, “The CAA has been unbelievably supportive given the level of changes they’re facing in terms of cutbacks, and we’re grateful for their encouragement and on-going advice. There’s a lot more delegated authority to E4 signatory organisations now. You still need to satisfy your surveyorsurveyor with what you’re doing, and they wouldn’t just give out this level of authority liberally. You know how well you’re doing by how often you’re audited; if it’s every month, there’s something wrong!”

Above - A look inside the cockpit of XH134 after her restoration (Karl Drage)

Below - The bomb bay of XH134 is surprisingly roomy (Karl Drage)

One of the changes the CAA wanted implemented on the Canberra concerned a fuel tank suppressant system.

“You“You have to use today’s methods, practices and principles to modify, so even though an aircraft complies to the original design specification standard, it’s been modified, and you have to be able to show that it complies to the current standards at the time of the modification. By today’s principles and standardsstandards it initially required us to have a second skin separation on the belly tank – the main tank. If there’s an issue with the landing, there is a high risk of fuel ignition, which it’s imperative to avoid.

“Certain suggestions were bounced around - such as ‘could we put a Kevlar skin on it?’ - and in the end, a modified version of an off-the-shelf product was the solution for us,” Charlie explains.

“It“It had explosive fire suppression tubes in it,” Chris tells me, “Essentially we’ve just fitted an aircraft fire extinguisher at the back. It’s 85% fluid, 15% gas and the idea is to make the fuel even more inert. What we had to do then was get Dave Starkey from Acro Aeronautical Services to design a system with us. He then usedused scientists from the nuclear laboratories at Culham Science Centre to work out the fluid dynamics for us so we knew what bore of pipe to use and the length required and how big the holes had to be to dispense the fluid.”

“From a pure engineering perspective, it was good stuff!” Charlie interjects.

Chris continues, “And then Dave and I came up with a manifold and return valve system and ran it past John (Martin) and Ian (Chapman), although the CAA still required double skin plates. I was doing the safety case for the aeroplane at this time and there’d only been five Canberra PR9 crashes, one of which was replicatingreplicating another PR9 crash (Boscombe Down wanted to put an aircraft into the same flight regime and see if it would happen again – it did, but this time the pilot made it out!)! I went back and showed them the flying hours, and the CAA

was satisfied with this. I just had one of those ‘Eureka!’ moments one day, I was just sat there and I suddenly thought, ‘There’s never been a Canberra PR9 belly landing!’ So I went to the CAA and told them it was four times more likely to kill you through crashing than it was landing on its belly, and they agreed with me. Really, that was thethe moment where all the overly-legislative restrictions were relaxed and we could carry on restoring the aircraft”.

The improvements haven’t stopped at the aircraft either. As well as an on-going programme of renovation to C2 Aviation’s hangar, a pilots’ briefing room has been converted which means the Squadron’s pilots now have their own space to fully plan, prepare and brief for their sorties, wherever they may take them.

IanIan Chapman is a former engineer in the Royal Air Force with experience on Hawks and some of the RAF’s larger assets, such as C-17 and VC10. He’s been involved with the project since early 2012.

“I,“I, as part of John Martin’s team, literally spent two weeks trying to set the range of movements on the ailerons,” Ian tells me. “We purposely set out to get everything not just within the acceptable tolerances, but bang in the middle at the null position, and every time I got one end of the aileron control system squared away, it would be offoff somewhere else! We cracked it eventually though, and now she flies like she’s factory fresh!”

First Post-Restoration Flight Undoubtedly the most significant event in the project’s history to date came on 19 July of this year when she flew for the first time after almost exactly seven years on the ground.

“As you can imagine, when she got airborne for that first flight, there wasn’t a dry eye in the house,” Ian says. “We’ve been pouring blood, sweat and tears into the project for so long –and the release of emotion at a very poignant moment was huge for all those involved.

Above - Barry Hegarty applies the finishing touches to XH134’s elevators post restoration.

Below - Back in the skies where she belongs, XH134 after almost seven years rooted to the ground.

Bottom left - Ian Chapman and Iona Brand put the aircraft to bed in the hangar after her first journey to the runway in her new colours.

LeftLeft - The sign outside the door to the pilots’ briefing room at the Midair Squadron’s Cotswold Airport home base.

Top left - XH134 takes to the runway at the 2010 Cotswold Air Show. At that stage, a return to the skies still remained but a dream.

All imaes this spread Karl Drage

“We were thrilled with how well the first flight went, and the positive feedback we received from the pilots. Following the standard post flight checks, we were delighted to report that, aside from a couple of very minor things, the flight had produced no significant problems or in-flight issues. We quickly sorted these out and sheshe went up again. It was funny though, with that first flight out of the way, emotionally we were quite blasé about the second trip!”

RIAT 2013Later that same day, the Canberra took off from Cotswold Airport and landed at RAF Fairford where she was a surprise addition to the static display at the Royal International Air Tattoo. This was her inaugural public appearance since being retired from active service in 2006. Ian continues, “To achieve that on the same day was beyond our wildest dreams!was beyond our wildest dreams!

“I don’t think we appreciated just how much love there was for the aircraft until we landed at RIAT. Iona Brand and I were there to support the landing and taxying procedure and visitors to the show were clamouring to catch a glimpse of her! It was amazing! Over the course of the weekend, there was so much interest from the generalgeneral public; people are genuinely delighted that we’ve got an airworthy Canberra again, and were keen to know what the next phase of the project was.”

Midair Squadron’s Canberra PilotsXH134’s piloting duties are to be shared between Mike Leckey & Dave Piper, both former RAF Canberra PR9 pilots and both on 39(R) Squadron at the bitter end of the type’s service career.

MikeMike had joined the RAF in 1988 and was posted to No. 360 Squadron, flying the Canberra T17. After 360 was wound up, he decided he wanted to become an instructor and, after acquiring the necessary qualifications, ultimately ended up as the QFI (Qualified Flying Instructor) on No.

Clockwise from top left: Arriving into the RAF Fairford circuit; Parked up at RAF Coningsby in May 2006; Taxying into parking at RIAT 2013; Getting airborne from RIAT 2006; XH134’s owner and Midair SA MD Mike Davis stands proudly in front of the jet after its arrival at Fairford; Head-on afterafter vacating the Fairford Runway; Leaving a smokey trail as the wheels touch down at Fairford for the first time in seven years. All images this spread Karl Drage

39 Squadron. Subsequent instructional tours have included the Firefly with DEFTS, the Dominie with No. 55(R) Squadron and Mike is currently assigned to No. 45(R) Squadron as an advanced, multi-engined pilot instructor. He’s also no stranger to display flying having been a member of the Battle of Britain Memorial Flight forfor nine years, operating the Lancaster and the Dakota between 2000 and 2009. His Canberra hours total some 2,500, of which 1,700 were on the PR9, and he will be XH134’s Chief Pilot.

Dave’s RAF career has mainly involved bouncing around between Canberra and training tours. When the Jetstream was used in the multi-engine training role, Dave was the Boss of No. 45 Squadron and he’s also been the CFS examiner on the Tutor. In total he has about 3,000 hours on Canberra, around 800 of which werewere on the PR9. He has something of a claim to fame in the Canberra PR9 world too.

“When we delivered the aircraft to Kemble, I engineered it – as Flight Commander Ops – to make sure I was the last one to land, so I landed the last ever Canberra that was in Royal Air Force service – XH135!

“I’ve also done quite a bit of display flying,” he tells me, “in the RAF and with the civilian marks – both the TT18 that was first flown on the civvy circuit (now in Australia) by a guy called Ron Mitchell and then later on with (Air Atlantique) Classic Flight on the B2/6 variant.”

TheThe last named – at the time the only airworthy Canberra left in Europe - blew an engine back on 22 July 2007, so prior to XH134’s resurrection, Dave’s last Canberra display was flown in the B2/6 at RAF Waddington on 1 July 2007.

UnlikeUnlike Dave, Mike was resigned to having flown his last Canberra trip when their time with 39(R) Squadron drew to a close.

“I“I thought that was the end. I went to the trouble of throwing all my documentation into the skip outside the Squadron and I felt that was definitely it. I was amazed when I got a call out of the blue asking if I’d be interested in flying ‘134 again.”

Clearly much has changed on the airframe since ‘134’s retirement. Did Mike and Dave have much input into precisely what went on?

“It“It was almost a fait accompli by the time Dave and I were consulted about the changes, so, no, not really. Most of the items that were modified were very engineering sensitive rather than aircrew sensitive. The major modification was the electric start to the engines, so as far as the aircrew are concerned that’s just a matter of pressingpressing a button. One thing I have had slight input in is the siting of the avionics in the cockpit – I was consulted over that. So I tried to pick the best position for the GPS, radios, navigation suite and the various dials that went with that.”

Mike had the honour of taking XH134 back into the air for the first time after her restoration. I asked him if it was like he’d never been away.

“It“It was, funnily enough. When I was sitting trying to recall all the drills etc without being in the aircraft, I couldn’t remember them, but when I jumped back into it, it all came flooding back. They talk about muscle memory, and, you know, my arms were remembering where to go for what switches without me having to make consciousconscious thoughts, so it was nice and it did come rushing back to me.

“I did the first flight and did a quick half-hour shakedown sortie, and then Dave jumped into it shortly afterwards – so we both shook the aircraft down on the first day, which, incidentally, was seven years and one day since I had last flown a Canberra PR9!”

TheThe fact the first flights went so smoothly came as no surprise at all to Dave.

“Was it surprising? No, because when you know the quality of the guys that have been doing the engineering on it, you know they’re going to make a good job of it. We knew after all the ground testing that we did – the high-speed taxi

checks,checks, and so on – we knew the systems were about as good as they were ever going to be. Bearing in mind I’ve flown civilian-operated Canberras for quite a few years on and off, so I was fairly confident.

“You“You know when you’ve got a good team of engineers around you the thing is going to work as advertised. It’s more of a tribute to the skills of them, really.“

There was one aspect of the first flight that Mike was looking forward to less than the rest.

“The first thing I did was, I got airborne and I wanted to do a low-speed handling check because the Canberra was always very difficult to get the trim sorted out. There’s a little strip that sits on the back of the elevators, and it has to be filed; it’s a very basic design. This strip has to be filed out of the upper surface or the lower surface,surface, depending on how the aircraft is handling, and I was expecting it to be fairly

badly out, to be honest. But it was absolutely spot on. That - the trim check - was the thing that I was really dreading, and it marched straight through with no issues whatsoever.”

A change of colourAfter a hugely successful RIAT weekend, the remainder of the aircraft’s flight test schedule was completed without any significant issues being raised. It was then time to embark upon the second phase of the grand plan: XH134 was to be repainted.

AcutelyAcutely aware of the significance of the

markings the aircraft carried when she bowed out of RAF service, Mike Davis was careful to ensure that, should the need ever arise, XH134 could be returned to her former glory, so digital blueprints of the artwork were taken before any work began on the new scheme.

When the Canberra PR9 was introduced into

serviceservice she did so in an all-over silver colour scheme, with full tri-colour roundels and fin-flash and featuring ‘XH134’ in four-foot high black letters under each wing. Mike’s plan was to restore her to her former glory.

So,So, after much rubbing down, masking, cleaning, spraying and more cleaning, she was finally ready to have her RAF markings applied.

“We’ve“We’ve used a type of decal that can easily be removed and replaced. This is for the simple reason that rules dictate that if sponsorship is carried externally on the aircraft, all military markings must be removed and she must fly on her civil registration, G-OMHD,” Charlie explains.

Main image Karl Drage

Some aerial views of XH134’s new colours sitting over the threshold to Cotswold Airport’s Runway 08. All images this spread Karl Drage

While this will doubtless cause much furore among the naysayers, surely it’s better to have the aircraft flying than grounded due to a lack of funding? And, of course, nobody says the RAF markings cannot then be reapplied once any sponsorship deals have concluded.

Goodwood Revival PreparationsHerHer first trip to the runway in her new scheme came under tow at 0730 on the morning of 2 September for a photoshoot ahead of the announcement that the Midair Squadron would sponsor the Freddie March Spirit of Aviation at the forthcoming Goodwood Revival. She was still to be weighed and so her fuel tanks were empty. As the photographer lucky enough to be given the job of capturing her, let me just say, she looked amazing.

II asked Mike Davis how he felt about finally getting to show the aircraft off to the public: “In a way I feel quite nervous because we were going to take her to Goodwood last year, and unfortunately the timing wasn’t right, although we did manage to fly the Hunters then. This year will be the first public display of her in her new colour scheme, which nobody has yet seen.

“We“We have a good relationship with Goodwood – mostly through my own passion for motorcars and aeroplanes – so Midair SA is presenting the Freddie March Spirit of Aviation at Goodwood for the second consecutive year, and it’s absolutely imperative the Canberra is there.”

Right - Dave Piper (left) and Mike Leckey (right) take time out from a busy weekend of display work-ups for a cuppa and a few poses for the camera.

AllAll images this spread Tom Gibbons

Display AuthorisationAllAll that experience, and having ticks in the right boxes already meant that sorting out Dave’s paperwork to fly XH134 in front of the public was relatively painless.

“I“I already had a Display Authorisation (DA) and a type exemption for the Canberra, so for me it was a fairly straight forward process – it was just a renewal of my DA.”

Rolls-Royce’sRolls-Royce’s Chief Test Pilot, Phill O’Dell, handled Dave’s renewal and Mike Leckey’s initial DA issue on behalf of the CAA (Civil Aviation Authority) - the CAA does not recognise the military equivalent, so Mike’sMike’s DA from his time with the BBMF was not sufficient - at Cotswold Airport on 8 September.

“I have to say, Mike did a sterling job,” Dave tells me, “to be able to fly the display in the PR9 as expertly as he did just on the run up that weekend was quite an effort on his part. He probably didn’tdidn’t blow his own trumpet, but he did a great job.”

Above - XH134 gets airborne from Cotswold Airport’s Runway 24 for a display practice with Mike Leckey at the controls.

Below - Dave Piper shows ‘134’s new colours off to tremendous effect at Cotswold Airport during one of his own practices.

Does it get much better than this?! I’m really not sure it does! A stunning study of XH134 in the air over Cotswold Airport (Tom Gibbons)

Does it get much better than this?! I’m really not sure it does! A stunning study of XH134 in the air over Cotswold Airport (Tom Gibbons)

The SequenceAtAt the time of writing, I am still to witness the Midair Squadron display first hand, after weather forced the team to abort the Sunday’s appearance at Goodwood, but looking at the ribbon diagramdiagram of the display, there are elements that look familiar!

“It’s more or less the same display that I put together back in the late ‘90s when I was flying the Canberra then,” Dave explains. “I suspect the only real difference is the high-speed pass,pass, because you can actually do a high-speed pass in a PR9 quite comfortably, whereas in the less-powerful variants, you have to go quite a long way away from the crowd in orderorder to stand any chance to get the speed up. In the PR9, that’s not an issue!”

“Both Dave and myself went to speak to the previous Canberra display pilot, a chap called Terry Cairns – the last Canberra display pilot in the RAF. We went and chatted it through with TerryTerry – what he did – and he was very helpful and gave us a few top tips for what looked good in the Canberra, and we incorporated a few of the things he said and took his adviceadvice and put the display together accordingly,” Mike adds.

Left - From left: Charlie Kyle, Barry Hegarty, Mike Davis, Iona Brand & Chris Vaughan

While Goodwood’s unusually-shaped display line meant that the display needed to be tweaked a little, feedback has been overwhelmingly positive, with real emphasis placed upon the “Avon howl”. From the pilot’s perspective, though, what’s the best bit? I asked Dave:

“I“I love the take-off and getting into that first steep turn; I quite enjoy that as a procedure because you’ve got to be fairly accurate with that, fairly tight, and make your adjustments to roll out of that one on crowd centre.

“I“I suppose for pure exhilaration, it’s got to be the high-speed pass. That is quite something! You don’t often hear much noise – much feedback – inside the Canberra when you’re flying, but when you put full power on you feel it and hear it. And, of course, it sounds glorious from the outside!”

Single-Pilot CrewSingle-Pilot CrewTheThe restoration saw the aircraft go from a two-man crew to a single pilot with the navigator’s seat in the nose becoming redundant. Now that the pair has more experience of flying the aircraft in her post-restoration state, what’s the general feeling about operating her?

“The“The aircraft always was delightful to handle and still is,” Mike says. “It’s lighter than it was in service, so that makes it more pleasant to fly – the power-to-weight ratio has improved with the removal of some sensors etc.”

And the switch to a single-pilot crew?

“It“It increases the workload a bit. But the GPS is very good. We now have a GPS with a visual display, which we didn’t have previously – we just had a navigator who would describe things to you. A picture paints a thousand words, as they say, and being able to look down at the GPS screen means that your situational awarenessawareness is improved immensely. The only

Tom Gibbons

Karl Drage

Karl Drage

Karl Drage

Tom Gibbons

Karl Drage

thing that really increases the workload is having to work the transponder and the radios, and the equipment’s all a bit new and a bit unfamiliar, so trying to get used to the touch screen technology – and we had a few issues with the touch screens not working through a glove, so that’s still work in progress. I’m sure that once bothboth Dave and I get used to the avionics, it’ll be very good.”

While there might only be one of them in the aircraft at the same time, there’s very definitely a strong team ethic evident at Cotswold Airport, as Dave is keen to point out.

“Mike and I do work very much ‘hand in glove’. We’re squadron buddies, we’ve kept things ticking along – it’s been very good, actually, to have another pilot of similar capability and experience to be able to bounce ideas off, I think we’re working pretty well together. Long may it last!”

“C2“C2 has done a cracking job of restoring the aircraft,” Mike is keen to add, “and I have full confidence in what they’ve done, otherwise I wouldn’t be strapping myself into it and going flying.”

2013 or sometime in the 1950s? It’s absolutely fantastic to have an airworthy Canberra back in European skies once more Karl Drage

2013 or sometime in the 1950s? It’s absolutely fantastic to have an airworthy Canberra back in European skies once more Karl Drage

The plan moving forward is still for the Canberra to be supplemented by the two Hawker Hunters, XL577 (G-XMHD) and XL600 (G-RAXA).

“The“The Hunters were flying last year. What’s important to us is to homogenise the aircraft so that they’re all in the same paint scheme and flying as a squadron. The two Hunters both needed major checks, and I am anticipating the paintwork and checks will be completed by the latter part of this year,” Mike Davis says.

TheThe use of the word “Squadron” does leave me wondering whether we can expect to see any other types joining the Canberra and Hunters:

“The“The intention is to keep the Midair Squadron as a showcasing example of British engineering excellence from the 1950s. Whilst the immediate plan is for the squadron to fly as a trio, I would dearly love to put a Victor bomber in the air, but I think the economics of that are beyond my wildest dreams!”

HavingHaving now met the majority of key people involved in the Midair Squadron, I have to say, it’s very difficult to be anything other than hugely impressed with the operation from top to bottom. The whole ethos is built around doing things the right way, the safe way, and is geared to providing some of the biggest brands in the world with a first class platform from which to present themselves to a truly global audience.present themselves to a truly global audience.

Karl Drage extends sincere thanks to Mike Davis, to everyone at C2 Aviation and to Inter Relations & Company.

Royal Air ForceSpecial Colour Schemes

Today, even in these austere times in which we find ourselves, special markings on Royal Air Force aircraft are almost taken for granted, but it’s not always been the case. Karl Drage looks back at some of the RAF’s most eye-catching paint jobs.

Royal Air ForceSpecial Colour Schemes

Above - Until recently Hunter T7 XL577 was painted in a colour scheme representative of No. 92 Squadron’s ‘Blue Diamonds’ (Karl Drage)

RightRight - Despite what it might say beneath the wings, this Gnat T1 is XS102 and, again, until recently, was painted to represent XR991 of ‘The Yellowjacks’ (Karl Drage)

LeftLeft - Hunter T7 WV318 still carries the markings of No. 111(F) Sqn’s “The Black Arrows” (Karl Drage)

Top left - Jet Provost T4 XS217 is seen at Little Rissington in September 1968 when operating with the CFS’ ‘The Red Pelicans’ (Lindsay Peacock)

While the RAF has demonstrated its flying talents to the general public since the first RAF Pageant at Hendon in 1920, it was not until 1956 when No. 111 Squadron’s new Hawker Hunter F6s were painted black that the first special scheme was born. Christened ‘The Black Arrows’, the team is most famous for its 22-aircraft loop at the Farnborough Airshow.

OtherOther specially-painted display teams followed, including No. 4 FTS’ Folland Gnat T1s ‘The Yellowjacks’, No. 92 Squadron’s Hunters ‘The Blue Diamonds’ (1961), the CFS Hunting Jet Provost T4s ‘The Pelicans’ (painted in 1963) and the Royal Air Force College Cranwell’s Hunting Jet Provost T5s ‘The Cranwell Poachers’ (painted in 1969).

Above - Until recently Hunter T7 XL577 was painted in a colour scheme representative of No. 92 Squadron’s ‘Blue Diamonds’ (Karl Drage)

RightRight - Despite what it might say beneath the wings, this Gnat T1 is XS102 and, again, until recently, was painted to represent XR991 of ‘The Yellowjacks’ (Karl Drage)

LeftLeft - Hunter T7 WV318 still carries the markings of No. 111(F) Sqn’s “The Black Arrows” (Karl Drage)

Top left - Jet Provost T4 XS217 is seen at Little Rissington in September 1968 when operating with the CFS’ ‘The Red Pelicans’ (Lindsay Peacock)

The Red Arrows1965 was the first season for The Royal Air Force Aerobatic Team, The Red Arrows, starting out as a 7-ship display act flying the Folland Gnat T1 (top right) and based at RAF Fairford.

TwoTwo ‘spare’ pilots were added to the team’s roster the following year and occasionally flew as a 9-ship but it was not until 1968 that that number became the norm.

The Gnats were superceded in 1979 with the arrival of the then Hawker Siddeley (now BAE Systems) Hawk T1 with displays of the new type commencing at the start of the 1980 season.

Above - Tornado F3 ZE735/TG, the 56(R) Sqn ‘Firebirds’ special, is seen holding at RAF St Mawgan on 7 June 2006 during a detachment at the Cornish base (Kevin WIlls)

Below - XX116, then a Jaguar GR1A, carrying an all-over black colour scheme and the ‘Saint’ motif associated with 16(R) Sqn in reference to the unit’s formation at Saint Omer, France, during WW1. It is seen here taxying out for its solo display at Fairford in July 1995 (Kevin Wills)

Fred Grundy enjoyed a number of seasons as the Tornado F3 display pilot, culminating in 1990 when he flew ZE907, marked to commemorate the 50th anniversary of the Battle of Britain (Gareth Stringer)

Then Flt Lt Derek Sington was the final Royal Air Force Sepecat Jaguar Display Pilot and utilised this special tailed 41 Sqn GR3A, XZ103, in appearances during the 2005 season (Karl Drage)

Solo DisplaysIt’s not just multiple aircraft display teams that have received special schemes over the years, with many different solo display types getting in on the act too.

Fred Grundy enjoyed a number of seasons as the Tornado F3 display pilot, culminating in 1990 when he flew ZE907, marked to commemorate the 50th anniversary of the Battle of Britain (Gareth Stringer)

Then Flt Lt Derek Sington was the final Royal Air Force Sepecat Jaguar Display Pilot and utilised this special tailed 41 Sqn GR3A, XZ103, in appearances during the 2005 season (Karl Drage)

The 2007 RAF Display Hawk is seen at RAF Valley. She was displayed to the public by Flt Lt Mike Child, who later joined the Red Arrows, filling the No. 9 slot for 2013 (John Higgins)

Coloquially christened the ‘Chav Hawk’, Flt Lt Phil Deacon and XX309 are seen departing from RAF Fairford at the end of the 2005 Royal International Air Tattoo (John Higgins)

For your author, the 2010 Royal Air Force Hawk Display scheme has to rank as one of the best ever, if not the best (Karl Drage)

This striking, blue 19(F) Squadron Hawk T1 was flown during the 1994 display season by Flt Lt Dave Bentley who went on to be Commandant Central Flying School (Tom Gibbons)

Flt Lt Martin Pert was the 2006 Royal Air Force Hawk Display Pilot and flew XX159 in this eye-catching scheme commemorating 85 years of No. 4 FTS and marking one million UK Hawk hours. “Perty” went on to join the Red Arrows and currently flies as Red 4 (Karl Drage)

For your author, the 2010 Royal Air Force Hawk Display scheme has to rank as one of the best ever, if not the best (Karl Drage)

Hawk & TucanoForFor current training aircraft like the Hawk and the Tucano, the scheme has become a huge part of the engagement process, and we at GAR have been fortunate enough to have been involved in revealing a number of the more recent sets of display colours.

Flt Lt Andrew Fyvie-Rae continued the theme started by Flt Lt Tom Bould in 2010 by flying another historically accurate camouflaged scheme during the 2013 season.

ZF317 / QJ-F was one of two aircraft painted for Flt Lt Tom Bould to display during the 2010 season. It represented R6908, a Spitfire flown by Gp Capt Brian Kingcombe DSO DFC(Bar) who was a flight commander on 92 Sqn during the Battle of Britain. The Tucanos were affectionately referred to, depending on your preference, as either the

‘Spitano’ or the ‘Tucfire’! All images this spread Karl Drage

The 2011 Tucano Display Pilot was Flt Lt Dan Hayes who utilised this rather charming predominantly silver and blue aircraft with patriotic coloured extras.

Celebrating the Queen’s Golden Jubilee, Flt Lt Jon Bond’s scheme from 2012 was likened in some quarters to a certain brand of toothpaste!

By recent standards, Flt Lt Stew Campbell’s aircraft from 2008 was rather more subdued, but it still made a welcome change from a standard black example.

ZF317 / QJ-F was one of two aircraft painted for Flt Lt Tom Bould to display during the 2010 season. It represented R6908, a Spitfire flown by Gp Capt Brian Kingcombe DSO DFC(Bar) who was a flight commander on 92 Sqn during the Battle of Britain. The Tucanos were affectionately referred to, depending on your preference, as either the

‘Spitano’ or the ‘Tucfire’! All images this spread Karl Drage

Right & top left - No, these are not period images; they were taken just a few weeks ago at Cranfield. What they show are the two sides of English Electric Lightning T5 XS458, which is maintained in high-speed taxying condition (as demonstrated toptop left). The port side of the aircraft carries 92 Squadron markings while displayed on the starboard side are the arguably more famous colous of 111(F) Squadron (Steve Comber)

Left - 56 Squadron at RAF Wattisham adorned quite a few of their Phantoms with special markings over the years. XV426/P is shown with a full shark's mouth and carrying a full load of Sparrow and Sidewinder drill missiles (Tom Gibbons)

While 74 Sqn initially reformed on the F-4J Phantoms, they later converted to the stock UK standard jets as the Phantom fleet drew down. This example is seen at RAF Mildenhall in 1992 (Rob Edgcumbe)

Lightning and Phantom SquadronsParticularlyParticularly during the aircraft’s silver years, a number of English Electric Lightnings were painted with colourful tails and spines relevant to the colours associated with the squadron (white for No. 23 Squadron, red or red and white check for No. 56 Squadron, black for No. 74 Squadron, blue for No. 92 Squadron, black and yellow for No. 111 Squadron), but special markings on other types were still very much the exception rather than the rule. That said, it did carry over to an extent on to the Phantom during the type’s latter years of service.type’s latter years of service.

Right & top left - No, these are not period images; they were taken just a few weeks ago at Cranfield. What they show are the two sides of English Electric Lightning T5 XS458, which is maintained in high-speed taxying condition (as demonstrated toptop left). The port side of the aircraft carries 92 Squadron markings while displayed on the starboard side are the arguably more famous colous of 111(F) Squadron (Steve Comber)

Left - 56 Squadron at RAF Wattisham adorned quite a few of their Phantoms with special markings over the years. XV426/P is shown with a full shark's mouth and carrying a full load of Sparrow and Sidewinder drill missiles (Tom Gibbons)

While 74 Sqn initially reformed on the F-4J Phantoms, they later converted to the stock UK standard jets as the Phantom fleet drew down. This example is seen at RAF Mildenhall in 1992 (Rob Edgcumbe)

Jaguar GR1A XZ398/A wearing the special markings of red fin and spine to commemorate the of 75th Anniversary of 41 Squadron, RAF Coltishall (Tom Gibbons)

Tornado F3 ZG780 carried XXV(F) Squadron’s 90th anniversary markings, seen here over the North Sea on 22 May 2006 (Kevin Wills)

Hawker Siddeley Dominie T1 XS739 received a special tail in 2006 to mark the 90th anniversary of No. 55 Sqn (Karl Drage)

Commemorative MarkingsItIt was not really until the 1980s when commemorative markings started to appear in any great quantities, usually signifying a historic anniversary in the life of a squadron or, latterly, representative of some sort of landmark in terms or hours flown or years operated by a type.

ZD748 was the first of two Tornado GR4s painted by No. II(AC) Squadron as their ‘Shiny Two’ jet. This one marked the squadron’s 95th anniversary in 2007 (Karl Drage)

No. 208 Squadron celebrated 90 years in 2006 by painting XX205 in this eye-catching scheme that played on the colours associated with the squadron (John Higgins)

No. IV(AC) Squadron’s 95th anniversary was celebrated with this special tail depicting the squadron’s famous red, yellow and black colours (Karl Drage)

Beechcraft King Air ZK453 carried special markings to commemorate 90 years of No. 45 Squadron (Karl Drage)

Above - Panavia Tornado GR4 ZG756/BX is seen carrying another 90 years anniversary colour scheme, this time representing No. 14 Squadron. Captured in lovely evening light at RAF Fairford in July 2005 (Kevin Wills)

Below - BAE Systems Hawk T1 XX349 was one of a number of 19(R) Squadron examples that received ‘95th’ titles and a thick blue & white chequerboard fin band in 2010. It’s seen here at one of RAF Northolt’s highly successful nightshoots (Karl Drage)

Above - Prior to 3(F) Squadron’s 100th anniversary Typhoon, ZJ936/QO-C, the RAF had not previously applied special markings to any of its examples of the type. As the titles indicate, the squadron was formed as part of the Royal Flying CorpsCorps - the predecessor of the RAF - at Larkhill in 1912 (Karl Drage)

Right - Appearing at Royal International Air Tattoo (RIAT) 2006, this Hercules C3, XV307, received understated but tasteful markings to commemorate 40 years of Royal Air Force Hercules service (Karl Drage)

Above - Prior to 3(F) Squadron’s 100th anniversary Typhoon, ZJ936/QO-C, the RAF had not previously applied special markings to any of its examples of the type. As the titles indicate, the squadron was formed as part of the Royal Flying CorpsCorps - the predecessor of the RAF - at Larkhill in 1912 (Karl Drage)

Right - Appearing at Royal International Air Tattoo (RIAT) 2006, this Hercules C3, XV307, received understated but tasteful markings to commemorate 40 years of Royal Air Force Hercules service (Karl Drage)

To commemorate 10 years of C17 operations, 99 Sqn adorned ZZ177 with a special tail marking, Seen here at Royal International Air Tattoo 2011 (Kevin Wills)

Buccaneer XX894 Wearing a special scheme to commemorate the 75th anniversary of No.12 Squadron in 1990 (Lindsay Peacock Collection)

This XI(F) Squadron Tornado F3 carried a black tail and spine to mark the squadron’s 90th anniversary in 2005 (Karl Drage)

The RAF’s Search and Rescue Sea Kings carried a ‘RAF SAR 70’ logo and ‘70 YEARS OF SAVING LIVES’ titles in 2011 (Karl Drage)

Main - A nice study of ZA401, the 13 Sqn 90th Anniversary Tornado GR4, as it banks left at 20,000ft above the North Sea on 23 March 2005 (Kevin Wills)

Tornado F3 ZG757 carried a black spine and fin to commemorate the 90th anniversary of 43(F) Squadron, the ‘Fighting Cocks’ (Kevin Wills)

Sentry AEW1 ZH103 carried different markings on either side of the fin to reflect 90 years of both Nos. 8 and 23 Squadrons in 2005 (Karl Drage)

A memorable combination at the 2006 edition of the Royal International Air Tattoo saw a 101 Sqn VC10 in formation with the Red Arrows (Glenn Beasley)

100 Sqn turned 95 in 2012 and gained a few brown/green camouflaged panels and some wartime markings in reference to its history as an Avro Lancaster operator (Karl Drage)

Above - Jaguar GR3A XZ112 received a black fin featuring English Electric Lightning in red, Sepecat Jaguar in white and Hawker Hurricane in blue in recognition of RAF Coltishall’s 65 years as a Royal Air Force station spanning 1940-2005. TheThe aircraft is seen climbing into a deep blue sky at the 2005 edition of the Royal International Air Tattoo (Glenn Beasley)

Left - Tornado F3 ZE159/UV received a black tail in 2003 to mark 85 years of No. 111(F) Squadron, ‘The Tremblers’. Seen here on static display at that year’s Royal International Air Tattoo at RAF Fairford (John Higgins)

Above - Tornado GR1 ZG791 is seen at RAF St Athan in June 1995 sporting a nice 31 Sqn 80th anniversary colour scheme (Kevin Wills)

Above - Jaguar GR3A XZ112 received a black fin featuring English Electric Lightning in red, Sepecat Jaguar in white and Hawker Hurricane in blue in recognition of RAF Coltishall’s 65 years as a Royal Air Force station spanning 1940-2005. TheThe aircraft is seen climbing into a deep blue sky at the 2005 edition of the Royal International Air Tattoo (Glenn Beasley)

Left - Tornado F3 ZE159/UV received a black tail in 2003 to mark 85 years of No. 111(F) Squadron, ‘The Tremblers’. Seen here on static display at that year’s Royal International Air Tattoo at RAF Fairford (John Higgins)

Below - The middle of the last decade was a great time for aficionados of the special-schemed Tornado GR4 with almost every squadron having one. Some were more popular than others, and No. 12(B) Sqn’s offering probably fell into the latter camp at the time. Now, I quite like it! (Karl Drage)

Right - One of three special schemes to emerge for the retirement of the Sepecat Jaguar was the much heralded ‘Spotty Jag’, XX119. Wg Cdr John “JS” Sullivan (OC6) is seen seconds away from making the last landing of an RAF Jaguar.

LeftLeft - Wg Cdr Dave Haines (OC1) taxies out for the final time in 1(F) Squadron’s retirement-schemed Harrier GR9, ZG477.

Top-leftTop-left - As we will see later, the Jaguar played an active role in Gulf War I and this desert pink jet, XX725, tipped a wink towards the type’s involvement in the conflict.


Despite the truly appalling weather in the build-up to the Harrier’s retirement, vast swathes of people made their way to RAF Cottesmore to catch one final glimpse of the type in UK MOD service. ZG506, flown by OC Joint Force Harrier, then Gp Capt Gary Waterfall, was painted up in a retro scheme similar to that the Harrier GR1s carried on entry into service.

Retirement SchemesSadly,Sadly, the Royal Air Force has pensioned off a few more types than some people would argue it should have in recent times. However, thanks to the determination of some of the squadron bosses during the time of withdrawal, a number of special schemes have been forthcoming, typically harking back to paint jobs relevant to the type’s history. Occasionaly, however, something rather more random comes along!

Right - One of three special schemes to emerge for the retirement of the Sepecat Jaguar was the much heralded ‘Spotty Jag’, XX119. Wg Cdr John “JS” Sullivan (OC6) is seen seconds away from making the last landing of an RAF Jaguar.

LeftLeft - Wg Cdr Dave Haines (OC1) taxies out for the final time in 1(F) Squadron’s retirement-schemed Harrier GR9, ZG477.

Top-leftTop-left - As we will see later, the Jaguar played an active role in Gulf War I and this desert pink jet, XX725, tipped a wink towards the type’s involvement in the conflict.


Despite the truly appalling weather in the build-up to the Harrier’s retirement, vast swathes of people made their way to RAF Cottesmore to catch one final glimpse of the type in UK MOD service. ZG506, flown by OC Joint Force Harrier, then Gp Capt Gary Waterfall, was painted up in a retro scheme similar to that the Harrier GR1s carried on entry into service.

Carrying the temporary Arctic camouflage scheme, XZ363 was one of six Coltishall Jaguars to visit RAF Lossiemouth back in July 1989. Unfortunately the aircraft and pilot was lost on 24 July 2001 when it flew into high ground near Eagle, Alaska, during exercise "Cope Thunder" (Tom Gibbons)

In 2002 the RAF detached three Tornados and three Harriers to China Lake for a series of trials. One trial was to test the effectivness of differing colourschemes. One Tornado, ZD792, was painted in a sand and grey scheme, named "Trial Flashman". It is seen between the Azores and the USA on 16 April (Kevin Wills)

Main - Vickers VC10 K2 ZA141 was the only example of this batch of conversions to receive this camouflage scheme, with the remainder entering service in hemp colours. In time, this aircraft would join them (Lindsay Peacock)

Christened the ‘Flying Turd’, for obvious reasons, this ‘chocolate brown’ trial colour scheme proved to be short-lived on the then Hawker Siddeley Nimrod MR1. XV246 is seen at RAF Kinloss in 1977 (Jim Simpson)

scheme of the 21st century to date and, unless threats start to emerge in different regions to those that have dominated the last two decades, it’s hard to imagine that changing any time soon.

TheThe aviation enthusiast might just have to make do with the airshow and anniversary specials to add a little colour to proceedings.

Harrier GR7 ZD435/47 in No. 1(F) Squadron markings refuels from a VC10 tanker en-route to Norway as part of Exercise Snow Falcon on 23 January 2004 (Kevin Wills)

Trial and Temporary SchemesIn addition to those schemes that have become ‘the norm’ over time, there have been a number of other sets of trial and temporary colours that, for whatever reason have not been adopted. Here are just a few.

GreyGrey has very definitely become the colour

Partners and ProductsLensFettish

FLIGHTSTORE

Aviation Watches

As pretty as she looks, do not be taken in by this Bristol Britannia’s exterior, for she is not RAF Air Support Command’s XM497 but rather ex-BOAC’s G-AOVF (Tom Gibbons)

RAF MUSEUMCOSFORD

number of sub-sections, including a stunning Cold War exhibition and a large collection of historic research and development types. Together with a sprawling main hall of familiar (and some not so familiar) RAF machines, RAF

The sister site to RAF Museum Hendon's southern collection, Cosford is home to a sprawling range of types with varying degrees of historical provenance. The Museum is divided into a number of sub-sections, including a stunning

RAF Museum Cosford is one of the premier attractions in the West Midlands, and a 'must see' for any aviation enthusiast. Elliott Marsh pays a visit to report for GAM.

As pretty as she looks, do not be taken in by this Bristol Britannia’s exterior, for she is not RAF Air Support Command’s XM497 but rather ex-BOAC’s G-AOVF (Tom Gibbons)

COSFORD

Museum Cosford is one of the UK's strongest aviation museums and a place one can spend hours trawling over.

RAF Museum Cosford is one of the premier attractions in the West Midlands, and a 'must see' for any aviation enthusiast. Elliott Marsh pays a visit to report for GAM.

Gate GuardsVisitorsVisitors to Cosford are immediately greeted on arrival by a number of external displays; not ‘gate guards’ per se, but a welcome treat to see outdoors in their element never the less! The first aircraft visible from the entrance way is C-130K Hercules Mk3 XV202, one of the 6666 –K variant Hercules purchased by the RAF between December 1966 and May 1968. Delivered to the RAF as a C Mk1 in August 1967, this particular Hercules operated in the Singapore and Hong Kong region of South East Asia during the late-60s before spreading its wings in Nairobi,Nairobi, Bahrain and Cyprus, amongst others, during the subsequent decade.

The aircraft was later converted to C Mk.3 configuration, with a lengthened fuselage which facilitated its use as a long haul transport and para-trooping platform. XV202 served with distinction, ending up flying with No 47 Squadron at RAF Brize Norton until it was delivered to CosfordCosford by air on 12 August 2011. Given the Hercules’ importance in RAF service throughout its tenure as a primary transport, troopship and tanker in all of the major conflicts the RAF has been engaged in since the type entered service, it is absolutely fitting that it is givengiven pride of place overlooking the Museum’s car park.

Also resident in the open air are a Bristol Britannia medium-range airliner, and Hawker Hunter F6A XG225, both aircraft which served with distinction in RAF service - indeed, the latter remains one of the most well-known classic jets, with several operated in private hands and manymany more located in air museums in the UK and Europe - alongside Nimrod, the "mighty hunter". The Nimrod played a major role in defending British shores during the Cold War and beyond and, as with the Hercules, it is likely one of the most important of the modern military typestypes housed at Cosford. Gone - but certainly not forgotten.

Below - The ill-fated TSR-2 was conceived as a nuclear or conventional bomber capable of attacking high-value targets by flying at low level and at extreme speeds. Sadly the project was cancelled in 1965 (Karl Drage)

Below - No, this is not an early English Electric Lightning, but it was instrumental in proving that the original P.1/Lightning design was effective for high speed flight. WG768 is a Short SB5 and first flew in December 1952 (Karl Drage)

Research & DevelopmentTheThe first port of call for many visitors is likely to be the fascinating Research & Development hangar, home to the Museum’s impressive collection of unique post-WWII test aircraft. If nothing else, the hangar serves as a stark reminder that the UK’s days of military aircraft design ingenuity and engineering excellence may be well and truly behind it; under this roof sit timely reminders of aeronautical manufacturers long since consigned to the history books, with names like Avro, Bristol, BAC, English Electric and Gloster dominating here, remnants of a time when Britain was still a world leader in the aerospace industry.remnants of a time when Britain was still a world leader in the aerospace industry.

Dominate they certainly do, for this hangar houses a whole raft of impressive prototypes and aborted designs, many of which still have a futuristic air about them – none more so than the Bristol 188, an experimental aircraft which was designed to enable the recording of kinetic heating effects on the aircraft’s structure at Mach 2. This particular example, XF926, was the second of only three Bristol 188s to be manufactured, making its first flight in April 1963. Its career lasted only a matter of months and it was grounded in early 1964; unfortunately, the BristolBristol 188 hadn’t lived up to its promise, with the aircraft failing to reach– and sustain – Mach 2 as intended.

Equally impressive is Fairey FD-2 Delta WG777, Fairey’s response to the Ministry of Supply’s specifications for a supersonic research aircraft. The RAF Museum Cosford’s Delta is the second of two aircraft manufactured, the other being resident at the Fleet Air Arm Museum, RNAS Yeovilton; a real jewel in Cosford's crown. The imposing, futuristic Bristol Type 188 dominates the entrance to the Research & Development hangar (Huw Hopkins)

Below - The Fairey FD2, a former World Air Speed Record holder after Peter Twiss flew the aircraft at 1132mph on 10 March 1956 (Huw Hopkins)

Below - No, this is not an early English Electric Lightning, but it was instrumental in proving that the original P.1/Lightning design was effective for high speed flight. WG768 is a Short SB5 and first flew in December 1952 (Karl Drage)

The imposing, futuristic Bristol Type 188 dominates the entrance to the Research & Development hangar (Huw Hopkins)


The sleek, streamlined lines of the Type 188, Fairey Delta and the likes of the infamous BAC TSR 2 and Avro 707c (below) contrast dramatically with some of the more workmanlike designs; certainly, not all of these experimental types were cut from the same beautiful, silky cloth. Take the ungainly Hunting H126 (right), a machine which tested short field take-off and landing performance by virtue of its ‘jet flaps’ which enabled this loveable pug of an aircraft to fly at speeds of just 32mph. Sitting alongside a a generation of gorgeous high-speed jet designs, the Hunting H126 seems a little out of place, but it’s certainly an endearing design – that’s about as complimentary as one can get, aesthetically!

This hangar also includes three variants of Meteor –including the Meteor F8 ‘prone position’ aircraft (right) with an extended nose section to accommodate a second cockpit. This aircraft carries an interesting concept in its history, that of the possibility of flying from the prone position, for which the Meteor serves as a research test bed with a specially constructed bubble-canopy cockpit section built into the nose extension. The second cockpit was retained so that another pilot could keep control ofof the aircraft in the event of an emergency. This unique variant of the Meteor first flew on 10 February 1954 and had the distinction of being the last experimental flight from Baginton, before that airfield closed its doors to test flights. The prone position testing involved a total of 99 sorties and 55 hours’ flying before its completion on 31 July 1955. The outcome of the Meteor’s testing was that the prone position would be feasible for trained pilots, however the project had already been cancelled and thus, the research was never put to into operation.research was never put to into operation.

Looking at this unique and quite unsightly aircraft (it’s amazing how the extended nose section completely removes any semblance of the Meteor’s beautiful profile!), it’s quite something to contemplate how the testing undertaken using this aircraft may have contributed towards an entirely different form of flying – alas, it now serves as another reminder of an era where ingenuity led the way, and the endless possibilities of flight were put to the test each day in the name of innovation and development.development.

The Saunders-Roe SR.53 (Karl Drage)

XX946 is the first of four prototypes for the Panavia Tornado GR1 and first flew 30 October 1974 (Karl Drage)

Alongside the Meteor is the prototype of an aircraft that would go on to achieve worldwide success and notoriety in the shape of the Panavia Tornado P02 Multi-Role Combat Aircraft. With the Tornado GR4’s operational life ticking away as the Typhoon dominates as a multi-role platform, there’s a real sense of nostalgia surrounding these aircraft in 2013; the Tornado will all too soon join the Harrier and Jaguar in the history books. One day in the not-too-distant future, we’ll look back on the Tornado with the same misty-eyed affection we do the Jaguar, Lightning and Harrier – that’s a very strange thought to have, to be honest.

XX946 is the first of four prototypes for the Panavia Tornado GR1 and first flew 30 October 1974 (Karl Drage)

National Cold War ExhibitionArguably the jewel in Cosford’s crown is the National Cold War Exhibition, housed within the imposing metal building (to call it a hangar would be an injustice) that forms the largest part of the Museum complex.

‘Imposing’ is certainly the word of the moment here, for the Exhibition isn’t focused solely on the aviation side of the Cold War; manifested within this building is the claustrophobic fear of 40 years of ideological conflict, effectively mirroring the social feeling from an era where global destruction by way of nuclear war was mere minutes away. The aircraft bear down on you; it's all uncompromising angles and imposing, hulking war machines.

Alongside the Meteor is the prototype of an aircraft that would go on to achieve worldwide success and notoriety in the shape of the Panavia Tornado P02 Multi-Role Combat Aircraft. With the Tornado GR4’s operational life ticking away as the Typhoon dominates as a multi-role platform, there’s a real sense of nostalgia surrounding these aircraft in 2013; the Tornado will all too soon join the Harrier and Jaguar in the history books. One day in the not-too-distant future, we’ll look back on the Tornado with the same misty-eyed affection we do the Jaguar, Lightning and Harrier – that’s a very strange thought to have, to be honest.

Above - Vickers Valiant BK1 XD818 is, sadly, the only surviving, complete example of the type left in the world. She was used on 15 May 1957 to drop the UK’s first hydrogen bomb near Christmas Island (Karl Drage)

RightRight - Unlike the Valiant, the Vulcan continues to live on in reasonable numbers, like XM598 (Karl Drage)

Left -

Top-leftTop-left - HP Victor K2 XH672 ‘Maid Marian’ performed a total of 52 missions during Operation Desert Storm, as indicated by the mission marks on the forward fuselage (Karl Drage)

Resident in the Cold War Exhibition are aircraft, vehicles, missiles and other ordnance from the USA and UK, and the Eastern Bloc. Remarkably for a building which houses the likes of Avro Vulcan, Handley Page Victor and Vickers Valiant ‘V-bombers’, everything feels very cramped and, again, claustrophobic, with the architecture bearing down on the aircraft, imprisoning them in a tense chamber whose electric ambiance mirrors that of the era the aircraft represent.

Above - Vickers Valiant BK1 XD818 is, sadly, the only surviving, complete example of the type left in the world. She was used on 15 May 1957 to drop the UK’s first hydrogen bomb near Christmas Island (Karl Drage)

RightRight - Unlike the Valiant, the Vulcan continues to live on in reasonable numbers, like XM598 (Karl Drage)

Left -

Top-leftTop-left - HP Victor K2 XH672 ‘Maid Marian’ performed a total of 52 missions during Operation Desert Storm, as indicated by the mission marks on the forward fuselage (Karl Drage)

Directly above the walkway, a Lightning F1 is suspended fully vertically, beneath, a line-up of transport types crammed into what feels like the smallest of spaces - Dakota (main), York (opposite page, bottom left) and Hastings - which played their part in the RAF's transport fleet during the Berlin Airlift and beyond.

Huw Hopkins

Karl Drage

The Exhibition also showcases many of the prominent air defence, bomber and transport assets of the Cold War era. Some of them – particularly the former – are suspended from the ceiling in various dramatic positions, further adding to the ambience of the building; as you enter, aircraft are immediately bearing down on you:you: an F-86 Sabre (far bottom right) and Hunter T7A (right) hang inverted above the main walkway, whilst a Gloster Javelin (this page, bottom right) – one of the finest looking jets ever designed – hangs at a dramatic near vertical steep climb.

Left - Short Belfast C1 XR371 ‘Enceladus’, one of only ten that were ultimately built from an order of 30 , all of which had been destined for the Royal Air Force. After RAF service ended in 1976, five were purchased by TAC HeavyLift, three of which were used for commercial work from 1980.

Karl Drage

Karl Drage

Huw Hopkins

Right - Twin Pioneer CC2 XL993 was used by the RAF in a variety of roles including transport, the dropping of supplies, CASEVAC and aerial survey work across the British Empire.

LeftLeft - This former-Hungarian Air Force MiG-21PF left air force service in 1989 and had been intended to fly on the UK civil register. Sadly this never materialised and she’s now firmly rooted to the ground.

TopTop left - 74-0177 is an example of a General Dynamics F-111F Aardvark, previously operated in the UK by the United States Air Forces Europe’s 48th TFW from RAF Lakenheath.

Karl Drage

Karl Drage

Elsewhere, one can find aircraft from both sides of the Berlin Wall, one of the most prominent being the hulking MH-53 Pave Low, retired only a few short years ago from the 352nd Special Operations Group at RAF Mildenhall. The Pave Low is all threatening machinery and weaponry, with chain guns and .50cal machine guns protruding from the side door and rear ramp. This is a true beast of an aircraft, and it is great to see one preserved in the UK following the type's retirement from operational service in Europe.in Europe.

Whilst the layout is certainly one which will divide visitors, it’s difficult to deny the effectiveness of the Exhibition. It isn't just about the aircraft, for the building includes exhibitions covering the social and political climate of the time, which are stark reading for those born in the post-Cold War era. This is an engrossing, utterly fascinating building that duly captures the essence of Cold War fear and the threat posed by the many potent aircraft which filled the skies as the world teetered on the edge of nuclear war.

One of the more recent RAFM Cosford arrivals is the MH-53 Pave Low, a helicopter which was a familiar sight in the UK for many years whilst the 352nd SOG operated the type at RAF Mildenhall, Suffolk (Huw Hopkins)

Right - Twin Pioneer CC2 XL993 was used by the RAF in a variety of roles including transport, the dropping of supplies, CASEVAC and aerial survey work across the British Empire.

LeftLeft - This former-Hungarian Air Force MiG-21PF left air force service in 1989 and had been intended to fly on the UK civil register. Sadly this never materialised and she’s now firmly rooted to the ground.

TopTop left - 74-0177 is an example of a General Dynamics F-111F Aardvark, previously operated in the UK by the United States Air Forces Europe’s 48th TFW from RAF Lakenheath. Karl Drage

One of the more recent RAFM Cosford arrivals is the MH-53 Pave Low, a helicopter which was a familiar sight in the UK for many years whilst the 352nd SOG operated the type at RAF Mildenhall, Suffolk (Huw Hopkins)

Above - XP411, an Armstrong Whitworth Argosy C1, was delivered to the resident No. 2 School of Technical Training (2 SOTT) (Karl Drage)

Hangar 1To list all of the types on display would be a futile exercise, for the excellent RAF Museum Cosford website will give you all the information you need, together with detailed histories of each type’s career, so I’ll single out some of the most interesting types exhibited here and provide a general overview of what’s on offer.

ThereThere are some wonderful old machines to be found in the Transport & Training section of the hangar, ranging from the tiny Hawker Cygnet and Comper Swift to the purposeful and contrasting ruggedness of heavier transports like the Vickers Varsity T1 (far right) and the bulbous Argosy C1.

Above - The Scottish Aviation Pioneer was operated as far afield as Aden and Malaysia before retirement in 1969 (Huw Hopkins)

Above - TX214 is an Avro Anson C19/1 and carries Royal Air Force Transport Command colours (Karl Drage)

HS Andover XS639 served with 115 Squadron at RAF Benson until July 1994 (Karl Drage)

Above - de Havilland Devon VP952 entered RAF service way back in 1947 and retired in July 1985, making her both the first and last example of the type to be operated (Karl Drage)

Karl Drage

Karl Drage

1 - Folland Gnat T1 XR977 in Red Arrows colours.

2 - Percival Provost T1 WV562.

3 - Scottish Aviation Bulldog T1 XX654.

4 - Fairchild Argus FS628 / G-AIZE was used during WW2 as a hack by the US 8th Air Force.

55 - Scottish Aviation Jetstream T1 XX496 carries 45 Sqn colours.

6 - Auster T7, WE600, carries a bright yellow colour scheme and skis having been one of two aircraft modified for the 1956 Commonwealth Trans-Antarctic Expedition.

Karl Drage

Huw Hopkins

Trainers are also well represented by the stalwart de Havilland Chipmunk, one of the longest serving RAF types, and the Fairchild Argus, Percival Provost and the diminutive Folland Gnat, once mount of the Red Arrows. The Gnat, represented here by XR977, a Red Arrows-schemed machine, is one of the most significantsignificant aircraft in the collection, representing a type which served as an advanced trainer with distinction throughout the 1960s and ‘70s, as well as being the mount not only of the Red Arrows for 1965 to 1979, but of the Yellowjacks display team from 1964.

Collectively, this training contingent illustrates, to a degree, the progression that a trainee RAF pilot would undertake, moving up the ranks from the piston types to the lighter jets, prior to moving on to the heavier metal found elsewhere in the Museum.

BringingBringing things right up to date is Jetstream T1 XX496, perhaps the most recent addition to this hangar and another type that, not too long ago, was in active service. Whilst the Jetstream enjoyed lengthy service in the RAF from 1973, the aircraft was reaching the natural end of its career when replaced by the civil-registered Beech King AirAir B200 fleet in 2004, the ageing fleet arguably having been long overdue for replacement by a modern airframe – a bill which the King Air seems to fit perfectly.

Karl Drage

Huw Hopkins

Karl Drage

1 2

3 4

5 6

Right - Representing a slightly later era, this FMA Pucara was captured from Argentina during the Falklands War and was later evaluated at Boscombe Down (Karl Drage)

LeftLeft - Whilst the P-51 Mustang was most famous for its service with the American armed forces, the type was also operated by the RAF during World War Two (Huw Hopkins)

TopTop left - The Spitfire is the most famous historic aircraft of all time, and RAFM Cosford's example is the oldest surviving example in the world (Huw Hopkins)

War PlanesMostMost interesting to me was the War Planes section of the hangar, which boasts quite the collection of combat aircraft with a particular emphasis on World War Two types, although later types - as modern as the Harrier GR9 - are also included. Some of the RAF’s WWII mainstays are represented here, headlined by Spitfire Mk.I K9942, which, fittingly, is the oldest surviving Spitfire in existence. Alongside it is the Spitfire’s less glamorous, more rugged contemporary, the Hawker Hurricane, this example being Mk.IIc LF738. Collectively,Collectively, the Spitfire and Hurricane are almost certainly the most widely known historic types and the former in particular has attained legendary status for its service during the Battle of Britain and the subsequent air battles over Europe and beyond.

The Hawker Hurricane fought in the skies in Europe, North Africa and the Far East, making it one of the most widely used aircraft of World War Two (Huw Hopkins)

Right - Representing a slightly later era, this FMA Pucara was captured from Argentina during the Falklands War and was later evaluated at Boscombe Down (Karl Drage)

LeftLeft - Whilst the P-51 Mustang was most famous for its service with the American armed forces, the type was also operated by the RAF during World War Two (Huw Hopkins)

TopTop left - The Spitfire is the most famous historic aircraft of all time, and RAFM Cosford's example is the oldest surviving example in the world (Huw Hopkins)

The Hawker Hurricane fought in the skies in Europe, North Africa and the Far East, making it one of the most widely used aircraft of World War Two (Huw Hopkins)

Right - The Mitsubishi Ki-46 ‘Dinah’ also excelled as a photo-reconnaissance platform (Karl Drage)

Bottom right - The Kawasaki Ki-1001, one of Japan's finest World War Two fighters (Huw Hopkins)

Below - The Me163 Komet was the result of the Luftwaffe's desperate attempt to combat the US Army Air Force's daylight raids over occupied Europe (Huw Hopkins)

The RAF’s main adversaries are also represented by the Messerschmitt Me-163 Komet rocket propelled interceptor and Messerschmitt Me-410A, both of which wreaked destruction on the allied bomber fleets during the latter part of the war. The Me-410 was used to great effect in other roles, including as a light bomber, ground attackattack (including anti-shipping) and photographic reconnaissance platform, whilst the Me-163 suffered from limited fuel and many technical issues which meant that the aircraft never really achieved the success the Luftwaffe had hoped for. Still, seeing the 30mm cannons lined up next to the Komet makes for sober viewing,viewing, and it isn’t hard to see how the damage done during strafing runs was often

extensive and deadly.

TheThe inclusion of the stunning Mitsubishi Ki-46 and Kawasaki Ki-100 represent the Axis aircraft of the conflict in the Far East and are the sole surviving examples of their respective types. These aircraft may be largely forgotten, compared to the famous Zero fighter, but their potency and impact in the war against Japan should not be underestimated;underestimated; indeed, the Ki-100 was one of the finest fighters to be operated in the theatre. Interestingly, the Ki-100 was once part of a collection at RAF St Athan, where it was maintained in ground running condition for some years!

Above - Seen shortly after being lifted from the ocean floor, the Do17, one of the most eagerly anticipated recoveries ever seen (Getty Images)

RightRight - RF398 is also resident in the War Planes Hangar and is the only surviving example of the Avro Lincoln in Europe. It will come as no surprise that the Lincoln was developed from the Lancaster, with 604 aircraft built (Karl Drage)

LowerLower left - Dominie T1 XS709/M was flown in to join the RAF Museum Cosford collection on 11 February 2011 after the type’s retirement from service with No.55(R) Squadron (Tom Gibbons)

UpperUpper left - Resting next to the Dominie is Lockheed SP-2H Neptune 204 which previously served with the Royal Netherlands Navy as a maritime patrol and anti-submarine platform (Tom Gibbons)

Dornier Do17OneOne of the most fascinating aircraft to join RAF Museum Cosford is the Dornier Do17, this example being a wreck recovered from the Goodwin Sands, off the Kent coast, in June 2013. The 'Flying Pencil' is the only one of its type surviving, making it not only a massively important addition to the collection, but also a major source of interest for many, especially given the nature of the Do17's very public recovery operation.

TheThe Do17 is currently housed in purpose-built hydration tanks, which ensure that the aircraft is conserved following its removal from the English Channel after more than 70 years under water. These tanks give the public a limited view of the wreckage but, regardless, it's fascinating to see. The future destination of the Do17 is, as yet, unknown - whether it is restored to any degree is unclear, but for now, in its current form, the Dornier is a surprisingly moving reminder of the sacrifices made on both sides of the Battle of Britain in the early 1940s.in the early 1940s.

Above - Seen shortly after being lifted from the ocean floor, the Do17, one of the most eagerly anticipated recoveries ever seen (Getty Images)

RightRight - RF398 is also resident in the War Planes Hangar and is the only surviving example of the Avro Lincoln in Europe. It will come as no surprise that the Lincoln was developed from the Lancaster, with 604 aircraft built (Karl Drage)

LowerLower left - Dominie T1 XS709/M was flown in to join the RAF Museum Cosford collection on 11 February 2011 after the type’s retirement from service with No.55(R) Squadron (Tom Gibbons)

UpperUpper left - Resting next to the Dominie is Lockheed SP-2H Neptune 204 which previously served with the Royal Netherlands Navy as a maritime patrol and anti-submarine platform (Tom Gibbons)

RAF Museum Cosford is open throughout the year, from 1000 to 1800 March to October, and 1000 to 1700 November to February.

The Royal Air Force has undergone significant transformations to arrive at the force that exists today. A comparison between the RAF of the 1980s and the RAF of 2013 shows two totally different organisations both in their primary focus and the structure and size to deliver their responsibilities. Rob Edgcumbe examines the changes that have taken place in the most recent third of its history to date.

Royal Air Force:From Cold War to Present Day

The Royal Air Force has undergone significant transformations to arrive at the force that exists today. A comparison between the RAF of the 1980s and the RAF of 2013 shows two totally different organisations both in their primary focus and the structure and size to deliver their responsibilities. Rob Edgcumbe examines the changes that have taken place in the most recent third of its history to date.

Image Lindsay Peacock

Royal Air Force:From Cold War to Present Day

Above - Harrier GR3 XV779/P is seen carrying the markings of No. 3(F) Squadron at RAF Leuchars in 1978. At the time, the Squadron was based at RAF Gutersloh in Germany (Lindsay Peacock)

Below - Seen over the North Atlantic en-route to Goose Bay in Canada are a trio of Tornados from Royal Air Force Germany. Nearest the camera is ZD850/DR in 31 Sqn markings, next ZA564/CK in 17 Squadron colours and finally ZD890/AE from 9 Squadron. The squadrons were all based at RAF Bruggen when the photo was taken on 1 April 1998 (Kevin Wills)

The Cold War EraTheThe RAF in the 1980s would be unrecognisable from the current force. That decade was the last of the Cold War and the RAF was structured to deal with the perceived threat from the Warsaw Pact forces ranged across Eastern Europe and The Soviet Union. GermanyGermany was still two countries and was seen as the front line of any future conflict. All planning was predicated on the need to stop the march of a numerically superior force across the border between East and West. Technological superiority and more autonomousautonomous tactics were seen as the hope against a larger, less well equipped force and a centralised command and control structure. However, it was understood that stopping the forces from the East would be a struggle and consequently, the doctrinedoctrine adopted by NATO was Flexible Response.

Flexible Response was an evolution of nuclear tactics. In the early stages of the Cold War, the theory had been any nuclear attack would be responded to with an all out assault. In time, this was modified to an approach that involved escalation of the response based on thethe threat faced. Consequently, the use of tactical nuclear weapons was planned for. While the missiles carried warheads that were in the megaton range, a large number of tactical warheads were deployed on short-range missiles and from fighter aircraft.aircraft. If the threat couldn’t be halted, these smaller weapons would have been introduced to offset numerical superiority. Of course, the description of any nuclear weapon as small is a relative term and the impact of the use of such weapons would have beenbeen severe and had long-lasting implications.

Above - Harrier GR3 XV779/P is seen carrying the markings of No. 3(F) Squadron at RAF Leuchars in 1978. At the time, the Squadron was based at RAF Gutersloh in Germany (Lindsay Peacock)

Below - Seen over the North Atlantic en-route to Goose Bay in Canada are a trio of Tornados from Royal Air Force Germany. Nearest the camera is ZD850/DR in 31 Sqn markings, next ZA564/CK in 17 Squadron colours and finally ZD890/AE from 9 Squadron. The squadrons were all based at RAF Bruggen when the photo was taken on 1 April 1998 (Kevin Wills)

RAF GermanyWhileWhile none of this ever came to pass, this was the doctrine in place at the time and for which the RAF was a pivotal part. The UK-based forces were significantly larger than they are now. Strike Command was the operator of the fighter assets with Support CommandCommand operating the tanker and transport assets. RAF Germany (RAFG) controlled the assets deployed to the bases in Germany. Operational airfields in Germany included Bruggen, Gutersloh, Wildenrath, Laarbruch and Gatow with many other non-airfield facilities.facilities. Most of the airfields were located west of the Rhein in order to provide some measure of protection from a Warsaw Pact assault. Gutersloh was the only fighter base east of the Rhein and it was considered probable that the Harriers based there (GR3 HarriersHarriers then being the operational type) would be deployed to the field in the event of hostilities. Gatow was actually in Berlin (then totally encircled by East Germany) and was used by the RAF to exercise its right to operate over the city with a Chipmunk being based there to carry out this symbolic role.there to carry out this symbolic role.

By the end of the ‘80s, the RAF had two air defence squadrons based at Wildenrath operating the Phantom FGR2, two Harrier squadrons at Gutersloh and no less than seven Tornado squadrons and one Jaguar squadron split four and four between LaarbruchLaarbruch and Bruggen. The Tornados had rapidly replaced the Buccaneer and Jaguar units in RAFG with the exception of II(AC) Squadron, the recce unit at Laarbruch that continued with the Jaguar as the recce Tornado GR1A aircraft had an extended developmentdevelopment period and did not enter service until the very end of the decade.

Above - A pair of Tornado GR4s from No. IX(B) Squadron RAFG Bruggen on 1 April 1998 (Kevin Wills)

Right - ZD326/07 of 3(F) Squadron, then based at Gutersloh, taxies out for a sortie from RAF Honington in 1996 (Lindsay Peacock)

LeftLeft - ZE764 YD leads a flight of three 111 Sqn ‘Tremblers’ Tornado F3s (Kevin Wills)

Top-leftTop-left - Phantom FGR2 XV487/G carries the distinctive black tail and tiger finband of No. 74 Squadron based at RAF Wattisham. The aircraft is seen at the 1992 RAFA Airshow at BAe Woodford (John Higgins)

At this stage, the Tornado GR1 was quite new and seen as the cutting edge of technology. The Phantoms and Harriers, however, were coming to the end of their life. The Harrier II development, in partnership with McDonnell Douglas, was resulting in the GR5 which soon evolved into the GR7 with night attack capabilities. The Phantom was to be replaced with the Tornado F3, while in the longer term, the European Fighter Aircraft (EFA) was planned as an agile air defence aircraft - the EFA being the project that would eventually become the Typhoon.would eventually become the Typhoon.

Above - A pair of Tornado GR4s from No. IX(B) Squadron RAFG Bruggen on 1 April 1998 (Kevin Wills)

Right - ZD326/07 of 3(F) Squadron, then based at Gutersloh, taxies out for a sortie from RAF Honington in 1996 (Lindsay Peacock)

LeftLeft - ZE764 YD leads a flight of three 111 Sqn ‘Tremblers’ Tornado F3s (Kevin Wills)

Top-leftTop-left - Phantom FGR2 XV487/G carries the distinctive black tail and tiger finband of No. 74 Squadron based at RAF Wattisham. The aircraft is seen at the 1992 RAFA Airshow at BAe Woodford (John Higgins)

Jaguar GR1A XX974/GH is seen on static display at the 1992 RNAS Yeovilton Air Day carrying full 54 Squadron markings (John Higgins)

Buccaneer S2B XX900 of No.12 Squadron with a clutch of Sea Eagle missiles underwing (Lindsay Peacock)

ZD890 AE is seen above a partially frozen Atlantic Ocean near to the Canadian coast in April 1998 (Kevin Wills)

Fall of the Berlin Wall

TheThe fall of the Berlin Wall changed a lot of things. First, the threat from the East was rapidly seen to disintegrate as the Soviet Union crumbled, the Warsaw Pact fell apart and the economies of previously hostile nations, and particularly Russia, stumbled,stumbled, leaving the previously significant military forces struggling to survive. All of this was anticipated to deliver the peace dividend – a significant reduction in defence spending and availability of funds for other projects. It also brought into focus,focus, the question of why so many UK forces were in Germany. Options for Change was a government review in 1990 that proposed the withdrawal of the RAF Phantom fleet and the halving of RAF bases in Germany.

Thus began the progressive drawdown and ultimate removal of the RAF from Germany. Meanwhile, the UK-based forces also faced a rationalisation. While the Buccaneer had already been withdrawn from service in RAFG, it continued to provideprovide a maritime strike role based at Lossiemouth. The Jaguar continued to have three operational squadrons based at Coltishall, the Phantom had two squadrons at Wattisham and two at Leuchars, while the Tornado F3 was coming into serviceservice in large numbers at Coningsby and Leeming. The Harriers also had an operational squadron at Wittering and the Tornado GR1 force was operating two squadrons at Honington (one a recce squadron with the GR1A having also made its wayway to replace the Jaguars at Laarbruch prior to the rundown of RAFG) and two more at Marham.

Jaguar GR1A XX974/GH is seen on static display at the 1992 RNAS Yeovilton Air Day carrying full 54 Squadron markings (John Higgins)

Phantom FGR2 XV582/BM from 111 Sqn at RAF Leuchars is seen at RAF Upper Heyford, Oxfordshire, in June 1990 (Kevin Wills)

Harrier GR7 ZD467/WA from IV(AC) Squadron is seen at RAF Chivenor in May 1995 whilst taking part in Exercise Brilliant Foil (Kevin Wills)

Buccaneer S2B XX900 of No.12 Squadron with a clutch of Sea Eagle missiles underwing (Lindsay Peacock)

Photographed at the later stages of its military flying career, Tornado F3 ZE755/YL carries the markings of XXV(F) Squadron (Tom Gibbons)

ZD890 AE is seen above a partially frozen Atlantic Ocean near to the Canadian coast in April 1998 (Kevin Wills)

Right - Harrier GR3 ZD670/3A is seen at RAF Alconbury’s Air Fete 93 carrying the markings of 1417 Flt (Tom Gibbons)

LeftLeft - No. 230 Squadron was one of the RAF’s units based in Northern Ireland until 2009. It’s also a ‘tiger squadron’ as evidenced by this 2005 special scheme (Karl Drage)

Top leftTop left - The Phantoms of 1435 Flight were replaced by the Tornado F3 and latterly the Typhoon on the Falkland Islands (Tom Gibbons)

Above - XR588 (Hearts), a Wessex HAS5 from 84 Sqn is seen lifting off from its base RAF Akrotiri in Cyprus in November 1996 (Kevin Wills)

Overseas deployments also included smaller detachments. The RAF had long maintained a detachment in Belize with Harriers and Pumas providing a presence. The need for this was running out but it was still sustained. Meanwhile, a Phantom detachment was in place at Mount Pleasant providing air defence for the Falkland Islands supported by a Hercules tanker and 78 Squadron operating Chinooks and Sea Kings, the latter having a secondary search and rescue role. In Cyprus, 84 Squadron’s Wessex provided similar.Wessex provided similar.

Tensions remained high in Northern Ireland and a presence was maintained with Wessex and Puma helicopters at RAF Aldergrove.

Right - Harrier GR3 ZD670/3A is seen at RAF Alconbury’s Air Fete 93 carrying the markings of 1417 Flt (Tom Gibbons)

LeftLeft - No. 230 Squadron was one of the RAF’s units based in Northern Ireland until 2009. It’s also a ‘tiger squadron’ as evidenced by this 2005 special scheme (Karl Drage)

Top leftTop left - The Phantoms of 1435 Flight were replaced by the Tornado F3 and latterly the Typhoon on the Falkland Islands (Tom Gibbons)

Above - XR588 (Hearts), a Wessex HAS5 from 84 Sqn is seen lifting off from its base RAF Akrotiri in Cyprus in November 1996 (Kevin Wills)

1) This Hercules C1P received a special colour scheme to commemorate 25 years in RAF service (1967-92). It attended RAF Mildenhall's Air Fete '92 (Paul Dunn)

2) 7 December 2000 saw the last operational flight of a VC10 C1K in the lovely original white, blue and grey Allied Support Command colours. Here XV103 is seen on a typically gloomy day refuelling Tornado F3s in cell with a VC10 K4 over the North Sea (Kevin Wills)

3)3) A 100Sqn TT18 approaches the last major Canberra operating base, RAF Wyton (Rob Edgcumbe)

4) Andover XS605 of 115 Sqn then based at RAF Benson is seen at RAF Brize Norton in June 1993 (Kevin Wills)

Below - 51 Sqn Nimrod R1 XW664 is seen banking in a stormy sky on 11 November 2004 (Kevin Wills)

Two units of Victor tankers were at Marham with the Tornados while tanker and transport variants of the VC10 were based at Brize Norton with the TriStar fleet, and the Hercules fleet dominated the flightline at Lyneham. The Andover light transport operated inin both transport and electronic calibration roles and three squadrons of Nimrods operated from Kinloss with a further squadron at St Mawgan. The three Nimrod R1s operated from Wyton, a base they shared with a significant fleet of Canberras providing

a range of services including target tug work and electronic warfare training. The Canberras also provided an excellent opportunity for pilots who had not successfully made it through fast jet training to gain additional experience before being cycled back into the training.into the training.

The E-3D fleet had made it in to service after the long and ultimately abortive effort to create an airborne early warning version of the Nimrod to replace the ancient Shackleton fleet.

1 2

3

E-3D Senty AEW1 ZH106 is seen on over the UK on 1 Oct 2003 (Kevin Wills)

4

Hawk T1 XX167 is seen taxying to the runway at RAF Chivenor on 28 July 1994 (Kevin Wills)

The venerable Dominie T1, pictured here in the familiar red and white training colours of the era (Tom Gibbons)

Tucano T1 ZF514 on the flightline at RNAS Culdrose in July 1994 (Kevin Wills)

A significant helicopter fleet was in service with Chinooks and Pumas based in the UK and Germany along with Wessex and Sea Kings in the search and rescue role. All types also had operational conversion units and the training fleet was extensive with the Tucano replacing the Jet Provost as the basic trainer and a large HawkHawk force for advanced training and weapons training. The two Tactical Weapons Units had a secondary air defence role for their Hawks with Sidewinder and cannon weapons fits. Dominie and Jetstream aircraft also operated in training roles and there were still some Hunters in use, particularly in support of Buccaneer instrument ratings.ratings.

Hawker Hunter T7 WV318 taxies past the control tower at Manston in 1993 (Lindsay Peacock)

Main - Changing of the guard, Sea King XZ594 and Wessex XR520 both from 22 Sqn are seen at RAF Valley (Kevin Wills)

XW229 Puma HC1 of 33 Sqn is seen at height enroute from RAF Cranwell to RAF Benson (Kevin Wills)

7 Sqn Chinook HC1 ZA711 is seen on static display at Mildenhall in 1992 (Rob Edgcumbe)

The red and white Jetstreams of No. 45(R) Squadron bowed out on 17 March 2004 having been replaced by the King Air (Kevin Wills)

XZ364, back home at RAF Coltishall after the Jaguar’s involvement had concluded (Lindsay Peacock)

55 Sqn’s Victor K2 XH671 is seen on the ground in Bahrain in April 1991. Her ‘Slinky Sue’ noseart can just be made out (Lindsay Peacock)

One lesser known part of the RAF was the missile defences it operated. Bloodhound air defence missiles were stationed at a number of bases in the UK and Germany to support the air defence programme. Bloodhound was an ageing system and its withdrawal as it became obsolete did not result in a replacement programme as the requirement was no longer seen as relevant.the requirement was no longer seen as relevant.

Gulf War 1No sooner was the peace dividend being contemplated than the UK found itself in a war. The invasion of Kuwait by Iraqi forces in August 1990 resulted in a threat against Saudi Arabia and a desire for Kuwait to be liberated. A large coalition of forces was rapidly assembled from across the globe. The RAF was swiftly sent to the regionregion and progressively built up a substantial force in Saudi Arabia, Bahrain and Oman.

The Tornado fleet was heavily committed to what was known as Operation GRANBY with the GR1/GR1A fleet being deployed across the region. The F3 fleet was also deployed to provide air defence. Jaguar aircraft were sent to fly tactical strike missions and the Buccaneer force also made an appearance since they werewere the only capability initially available for laser designation. Laser designation was required when medium level bombing became the norm after the initial nights of the conflict, when low level attacks became the standard delivery method. Tanker and maritime patrol assets were also heavily used as were helicopter forces. forces.

As is the case with conflict, many modifications were rapidly embodied to meet immediate needs. The Jaguar force quickly received over wing Sidewinder mounts, simple stealth modifications were employed across the fleets and the Tornado fleet started to self-designate its laser guided bombs using two development TIALD pods.TIALD pods.

ZA492/GS Tornado GR1 of No. 20 Squadron from RAF Laarbruch in Germany, seen at the RAF Finningley BoB at Home Day in September 1991 carrying 29 GW1 mission symbols, including three JP233 missions (John Higgins)

XZ364, back home at RAF Coltishall after the Jaguar’s involvement had concluded (Lindsay Peacock)

55 Sqn’s Victor K2 XH671 is seen on the ground in Bahrain in April 1991. Her ‘Slinky Sue’ noseart can just be made out (Lindsay Peacock)

101 Sqn VC10 ZA140 had acquired the name “The Empire Strikes Back” and 43 mission marks by August 1991 (Lindsay Peacock)

A desert pink Buccaneer S2B is seen carrying live AIM-9 Sidewinders (David Hall via Tom Gibbons)

"Pinky" Tristar KC1 ZD951 from 216 Sqn is seen at RAF Fairford in July 1991 (Kevin Wills)

ZA492/GS Tornado GR1 of No. 20 Squadron from RAF Laarbruch in Germany, seen at the RAF Finningley BoB at Home Day in September 1991 carrying 29 GW1 mission symbols, including three JP233 missions (John Higgins)

Above - The stunning sight of three Victor K2s in formation together in September 1993 shortly before the type bowed out of RAF service.

RightRight - Chinook HC1 ZA707/EV is seen carrying a variant of the desert pink scheme devised for use in the special forces role.

Left - Puma HC1 ZA939 is seen looking rather battle weary after its return to the UK.

TopTop left - XX962 heads the line of eight Jaguars in the desert pink scheme immediately after their return from Granby.

All images Lindsay Peacock

The conflict was ultimately successfully concluded and many lessons were learned. Some of these were taken forward to support modifications to the aircraft. These would result in the Mid Life Update to the Tornado fleet leading to the GR4 and the development of the GR3 version of the Jaguar. It also significantly increased the utilisation of aircraft and hastened the end of life for some types, most notably the Victor tankers which used up airframe life heavily during the conflict.

TheThe end of Granby resulted in a majority of aircraft returning to the UK and Germany. However, a significant force was required to enforce the no-fly zones established in the north and south of Iraq to protect the Kurds and the Marsh Arabs that had been persecuted under Saddam Hussein. These two missions were called Northern Watch and Southern Watch. Squadrons rotated out from Europe to undertake these roles for several years.

Above - The stunning sight of three Victor K2s in formation together in September 1993 shortly before the type bowed out of RAF service.

RightRight - Chinook HC1 ZA707/EV is seen carrying a variant of the desert pink scheme devised for use in the special forces role.

Left - Puma HC1 ZA939 is seen looking rather battle weary after its return to the UK.

TopTop left - XX962 heads the line of eight Jaguars in the desert pink scheme immediately after their return from Granby.

All images Lindsay Peacock

The RAF's Merlin helicopter fleet has served in Iraq and Afghanistan; in preparation for Op HERRICK, the Merlin Force spent time at NAF El Centro to gain experience in conditions representative of Afghanistan (Paul Dunn)

Above - The C-17, operated by 99 Sqn, has proven to be a hugely capable aircraft for the RAF (Karl Drage)

Left - Seen at Odiham in August 1995 is this 7 Sqn Chinook ZD574 in a white UN colour scheme (Kevin Wills)

Harrier GR7 ZD406/WB in an ARTF grey paint scheme taxying at RAF Chivenor in May 1995 (Kevin Wills)

Main - A 617 Sqn Tornado GR4 is seen over Scotland in September 2003 (Kevin Wills)

New Theatres of ConflictTheThe progressive reduction in force sizes did not reflect a reduction in the need for deployment. The UK engaged in a number of operations around with the world. Aside from the ongoing operations related to Iraq, Bosnia, Kosovo and Sierra Leone all required deployment of forces, whilst natural disasters also needed the capabilitiescapabilities the RAF could bring to assist the affected peoples. With a large number of overseas requirements and reduced squadron counts, the frequency and length of deployment periods for individual crews substantially increased. With this came a greater concern regarding retention of personnel since many civilian options existed for personnel since many civilian options existed for well trained personnel who might be looking for a less disruptive lifestyle. Losing experienced personnel during a time of transition placed extra pressure on the remaining people.

Then came the attacks of September 11th 2001. It was not long before the UK was supporting a coalition of forces engaged in Afghanistan in an effort to attack Al Qaeda’s leadership and to drive the Taliban out of power. This is an operation that is yet to be concluded and which has been a defining part of operations for thethe RAF for over a decade. Meanwhile, a smaller coalition then engaged in a conflict in Iraq which resulted in Saddam Hussein falling from power. This conflict also lasted many years and the RAF was operating on two fronts. The Iraq deployments ultimately ended and a withdrawal from Afghanistan is planned for 2014.2014.

Options for Change was the next in a series of reviews of defence spending that had significant impacts on the structure of forces. 1994 brought Front Line First. This included a further reduction in RAF bases but did include the approval of the Mid-Life Update to the Tornado GR1 fleet which resulted in the GR4 development.development. 1998 brought the Strategic Defence Review. This removed a further two front line squadrons but supported the acquisition of the Eurofighter Typhoon.

It also brought about the amalgamation of the RAF’s Harrier force and the Royal Navy’s Sea Harrier force into Joint Force Harrier. This combined the Royal Navy and RAF aircrews into a gradually more integrated operation which ultimately allowed the withdrawal of the Sea Harrier without removing the Fleet Air Arm from fastfast jet operations. An increase in airlift

capacity was identified which led to the leasing of four C-17 Globemaster III aircraft. These leases ultimately were turned into purchases with the fleet gradually expanding to its current seven aircraft.

As with the integration of Harrier operations, the Strategic Defence Review led to the creation of Joint Helicopter Command to bring together the battlefield support helicopter operations of all three services. This structure continues to this day with the services still having control of their individual types but committing them to the Command.Command.

Right - 45(R) Squadron at RAF Cranwell primarily uses the King Air for multi-engine crew training. Seen here over the Lincolnshire countryside shortly prior to recovery (Karl Drage)

LeftLeft - Hawk T2 of IV(R) Squadron on a low level sortie in LFA7 from its nearby home base of RAF Valley, one of 28 examples to be ordered by the RAF (Glenn Beasley)

TopTop left - Shadow R1 of 14 Squadron lined up to depart RAF Waddington, the home of the RAF’s ISTAR capability (Glenn Beasley)

Sentinel R1 operated by V(AC) Squadron on approach to its home base, RAF Waddington (Glenn Beasley)

These conflicts placed an additional strain on the existing fleets but also resulted in new capabilities being brought to the fore. The introduction of an ISTAR capability with the Bombardier Global Express-based Sentinel fleet was already planned but they became a very powerful asset in the ongoing conflicts. Additionally, the RAF moved into the use of unmanned aircraft, acquiring Reaper units from the United States and operating them with crews initially at Creech AFB and latterly at RAF Waddington, with the aircraft being based in Afghanistan. Waddington, with the aircraft being based in Afghanistan.

Other new types have joined the inventory. The withdrawal of the Jetstream multi-engine trainers led to the acquisition of Beech King Airs to carry out that role. The Dominies were withdrawn, with much of the training afforded by the type replaced by synthetic aids. The Hawk T1 fleet has been progressively downsized and the new Hawk T2 acquired to eventually replace them (with the exception of the Red Arrows which will, presumably, make use of the remaining T1 airframes for as long as possible).possible). It is an interesting summary of change that the original RAF Hawk fleet was 176 T1 aircraft and these are being replaced by 28 T2s!

Right - 45(R) Squadron at RAF Cranwell primarily uses the King Air for multi-engine crew training. Seen here over the Lincolnshire countryside shortly prior to recovery (Karl Drage)

LeftLeft - Hawk T2 of IV(R) Squadron on a low level sortie in LFA7 from its nearby home base of RAF Valley, one of 28 examples to be ordered by the RAF (Glenn Beasley)

TopTop left - Shadow R1 of 14 Squadron lined up to depart RAF Waddington, the home of the RAF’s ISTAR capability (Glenn Beasley)

Sentinel R1 operated by V(AC) Squadron on approach to its home base, RAF Waddington (Glenn Beasley)

Main - VC10 C1K XV105 banks away from the camera over southwest England on 9 November 2007 sporting special markings to commemorate the 90th anniversary of No. 101 Squadron (Kevin Wills)

Above - ZJ954 is seen out and about on Salisbury Plain after undergoing the Puma HC2 upgrade (Ian Harding)

The helicopter fleet has been bolstered with the acquisition of further Chinooks (including the initially problematic effort at a Special Forces version) and the introduction of the AgustaWestland Merlin. The Puma fleet is also undergoing an upgrade to HC2 standard at the time of writing. The Merlin fleet proved to be so usefuluseful that additional airframes were sourced from Denmark. However, it now appears that the Merlins will be handed over to the Royal Navy to replace the Sea Kings that operate in the Commando role.

The tanker fleet has been ageing as well. Even the conversion of the transport VC10s to tankers was not enough and they were ultimately going to be life expired. Similarly the TriStars are some of the few remaining in service worldwide. Both will soon be gone, replaced by Airbus A330-based tanker transports operated under a privateprivate finance initiative. This will be the first time the RAF has operated aircraft as tankers that were built for that task.

Above - 216 Sqn Tristar ZD953, is seen with four Tornados from RAF Germany in trail over the North Atlantic in 1999 (Kevin Wills)

Far left - One of the Merlin HC3As sourced fron the Royal Danish Air Force is seen rotors running in the dark at RAF Northolt (Paul Dunn)

Left - It would be fair to say that the introduction of the Boeing Vertol Chinook HC3 could have gone smoother, following certification problems. (Karl Drage)

Above - The Vickers VC10 has been replaced by the Voyager, a modified version of the Airbus A330-200 capable of air-to-air refuelling (Karl Drage)

Transport capabilities are also to be enhanced with the arrival of the Airbus A400M. While the programme has suffered delays, it is now starting to enter service with the partner countries and promises to bring a substantial airlift capability with speed and range capabilities that sit well between the C-130J fleet and the C-17. The J-model Hercules supplemented the original C-130K aircraft purchased in the 1960s. The last of the latter variant is due out of service on 31 October leaving a capability gap until the A400Ms arrive.capability gap until the A400Ms arrive.

The Airbus A400M is set to enter service with the RAF in late-2014 at which point it will start to replace the C-130 Hercules fleet which has been worked extremely hard over the past two and a bit decades thanks to lengthy operations in Iraq, Afghanistan and beyond (Karl Drage)

Right - The C-17 is able to operate from very short runways, as evidenced by this shot of one getting airborne from the 3890ft of asphalt having delivered an ex-USAF MH-53 helicopter to the RAF Museum (Karl Drage)

LeftLeft & top left - Tactical flying is part and parcel of the work carried out by the RAF’s C-130 crews. While the J-model (top left - Karl Drage) will continue to be operated for the foreseeable future, the K-model’s time (left - Kevin Wills) is all but up, withwith that variant set to pass from RAF service at the end of October.

The Airbus A400M is set to enter service with the RAF in late-2014 at which point it will start to replace the C-130 Hercules fleet which has been worked extremely hard over the past two and a bit decades thanks to lengthy operations in Iraq, Afghanistan and beyond (Karl Drage)

Right - The C-17 is able to operate from very short runways, as evidenced by this shot of one getting airborne from the 3890ft of asphalt having delivered an ex-USAF MH-53 helicopter to the RAF Museum (Karl Drage)

LeftLeft & top left - Tactical flying is part and parcel of the work carried out by the RAF’s C-130 crews. While the J-model (top left - Karl Drage) will continue to be operated for the foreseeable future, the K-model’s time (left - Kevin Wills) is all but up, withwith that variant set to pass from RAF service at the end of October.

Right - After many years in development, the plug was finally pulled on the Nimrod MRA4 programme. ZJ518/18 is seen here at the 2006 Royal International Air Tattoo (Geoff Hibbert)

LeftLeft - A USAF RC-135 from the 55th Wing prepares for a training sortie with a dual USAF and RAF crew (Gordon Jones)

TopTop left - XV249 was converted from a Nimrod MR2 into an R1 model following the ditching of one of the three original aircraft in the Moray Firth. The type was retired at the end of June 2011 and will be replaced by RC-135W Rivet Joint aircraft (Karl DrageKarl Drage)

The most recent review of UK armed forces was the Strategic Defence and Security Review of 2010. This had a dramatic impact on the RAF. While the acquisition programmes described above continued, two major capabilities were lost. The Harrier force was scrapped with the squadrons being run down very rapidly and the aircraft sold to the United States for spares. Also, the Nimrod fleet was scrapped. The replacement of Nimrod had been selected in the 1990s with a major rebuild and upgradeupgrade of existing airframes the chosen course. The programme was a budget and schedule nightmare. Whether it was finally turning a corner or not will be debated for years to come, but the existing fleet and the rebuilt aircraft were all scrapped leaving the UK with no maritime patrol aircraft. The R1 fleet was also to be withdrawn but, in this case, they are to shortly be replaced with rebuilt RC-135 aircraft.

Harrier GR7 ZD379/27 wearing No. 1(F) Squadron markings is seen leading ZG510/81 in IV(AC) Sqn markings north of Scotland en-route to Norway for exercise Snow Falcon in January 2004 (Kevin Wills)

Right - After many years in development, the plug was finally pulled on the Nimrod MRA4 programme. ZJ518/18 is seen here at the 2006 Royal International Air Tattoo (Geoff Hibbert)

LeftLeft - A USAF RC-135 from the 55th Wing prepares for a training sortie with a dual USAF and RAF crew (Gordon Jones)

TopTop left - XV249 was converted from a Nimrod MR2 into an R1 model following the ditching of one of the three original aircraft in the Moray Firth. The type was retired at the end of June 2011 and will be replaced by RC-135W Rivet Joint aircraft (Karl Drage

Harrier GR7 ZD379/27 wearing No. 1(F) Squadron markings is seen leading ZG510/81 in IV(AC) Sqn markings north of Scotland en-route to Norway for exercise Snow Falcon in January 2004 (Kevin Wills)

Typhoon ZJ910 BV from No. 29 Sqn, the Typhoon Operational Conversion Unit, at RAF Coningsby is seen high above the North Sea on 17 March 2008 (Kevin Wills)

A Tornado GR4 of the famous ‘Dambusters’, No. 617 Squadron, gets airborne from RAF Lossiemouth at the start of a Combined Qualified Weapons Instructors’ (CQWI) course mission in 2009 (Karl Drage)

The current front line fighter force is now focused on Tornado and Typhoon. The entry into service of Typhoon has been a more protracted affair than might originally have been planned and the number of aircraft to be acquired may never reach the originally planned levels. However, while the aircraft was originally conceivedconceived as an air defence fighter, it was designed with the capability to carry a large range of weapons and to have a significant payload. The progressive development of these multi-role capabilities may have taken more time than export customers would like, but the Typhoon is now maturing into a capable swing-role platform.swing-role platform.

Typhoon ZJ914/AC from 17(R) Sqn alongside Tornado F3 ZE295/DC of XI(F) Sqn high in the sky over the UK, illustrating the transition from the Tornado F3 to Typhoon on UK air defence duties in June 2005 (Kevin Wills)

Typhoon ZJ910 BV from No. 29 Sqn, the Typhoon Operational Conversion Unit, at RAF Coningsby is seen high above the North Sea on 17 March 2008 (Kevin Wills)

A Tornado GR4 of the famous ‘Dambusters’, No. 617 Squadron, gets airborne from RAF Lossiemouth at the start of a Combined Qualified Weapons Instructors’ (CQWI) course mission in 2009 (Karl Drage)

Top right - A Tornado GR4A from No. II(AC) Squadron based at RAF Marham in Norfolk is seen high above the UK on 17 September 2008 (Kevin Wills)

RightRight - No. 6 Squadron is one of two Scottish-based Typhoon squadrons. Both are scheduled to give up their RAF Leuchars home in 2014 and relocate further north to RAF Lossiemouth (Karl Drage)

LeftLeft - The 90th anniversary scheme Tornado GR4 from No. 31 Squadron 'Goldstars' on a low level sortie through LFA7 (Gordon Jones)

UK defenders, a pair of Typhoons is seen during an air defence mission on 9 October 2007. Pictured here are ZJ924/DD of No. XI(F) Sqn and ZJ918/Q-OL from No. 3(F) Sqn, both based at RAF Coningsby in Lincolnshire (Kevin Wills)

Top right - A Tornado GR4A from No. II(AC) Squadron based at RAF Marham in Norfolk is seen high above the UK on 17 September 2008 (Kevin Wills)

RightRight - No. 6 Squadron is one of two Scottish-based Typhoon squadrons. Both are scheduled to give up their RAF Leuchars home in 2014 and relocate further north to RAF Lossiemouth (Karl Drage)

LeftLeft - The 90th anniversary scheme Tornado GR4 from No. 31 Squadron 'Goldstars' on a low level sortie through LFA7 (Gordon Jones)

UK defenders, a pair of Typhoons is seen during an air defence mission on 9 October 2007. Pictured here are ZJ924/DD of No. XI(F) Sqn and ZJ918/Q-OL from No. 3(F) Sqn, both based at RAF Coningsby in Lincolnshire (Kevin Wills)

Meanwhile, the Tornado GR4 soldiers on in ever decreasing numbers. The fleet size is reducing and, as the fleet ages, maintainability becomes progressively more difficult but planned replacement by the F-35 is still on course, even if the final number of replacement aircraft is less clear. Budgetary pressures may result in a force that is even smaller than currently operated. Consequently, the Typhoon may end up being the primary front line fighter. However, predicting the future is an inherently risky proposition.risky proposition.

While it is clear that the current RAF has evolved significantly from that which existed at the end of the 1980s, that RAF of today may have evolved again by the time of its 100th birthday.

We’ve got aviation covered

www.thehangar.tv

chat blog share watch discussfor the Aviation CommunitySocial Networking

The Last Harrier Display Pilot

In 2010, Gareth Stringer interviewed Harrier display pilot Steve Kenworthy for a project that never came to fruition. Here, for the first time, is that interview in full and Steve, although none of us knew it at the time, would be the RAF's last Harrier display pilot.

Image Gareth Stringer

The Last Harrier Display Pilot

In 2010, Gareth Stringer interviewed Harrier display pilot Steve Kenworthy for a project that never came to fruition. Here, for the first time, is that interview in full and Steve, although none of us knew it at the time, would be the RAF's last Harrier display pilot.

Tresponse wherever it displayed. There are few more iconic aircraft than the Harrier, and it remains of those machines that almost everyone recognises, regardless of their interest in aviation.

SadlySadly it would prove to be the Harrier’s last airshow hurrah in the UK, for the aircraft was deemed surplus to requirements as part of the SDSR (Strategic Defence and Security Review) which was announced just weeks after the season had reached its conclusion.

Flt Lt Steve KenworthyTheThe man tasked with bringing the Harrier back that year was Flt Lt Steve Kenworthy (now Sqn Ldr Steve Kenworthy), then an instructor with 4(R) Squadron at RAF Wittering, the unit which had been responsible for the job of training pilots to fly, operate and eventually master what remains to this day a unique and hugely complex piece of technology.complex piece of technology.

I met with Steve at Dunsfold’s popular ‘Wings and Wheels’ event, where we would sit down and conduct this, never before published, interview. As we now commemorate the Royal Air Force’s birthday, it seemed an appropriate time to bring it to you in full, featuring as it does an aircraft that will always be one of the most memorablememorable and successful to have served during those 95 years.

Steve’s performances at airshows across the UK and Europe took the form of a role demo, not a full aerobatic display but one which made good use of the Harrier’s best-known ability, hovering, of course. With a short take-off, fast pass, tight nozzle-borne turn and a vertical landing thrown in for good measure, the demo showed the Harrier off in every stage of flight.Harrier off in every stage of flight.

he Royal Air Force‘s Harrier GR9 made a welcome return to the airshow stage for the 2010 season and met with a rapturous

Then Flt Lt Steve Kenworthy, 2010 - and ultimately final - Royal Air Force Harrier Display Pilot (Karl Drage)

Above - It’s hard to believe that the scene below transformed into this within an hour or so! Dunsfold Wings & Wheels 2010 (Gareth Stringer)

Above - The Harrier’s attendance at Dunsfold was quite symbolic since that is where all of the RAF’s aircraft were produced except for the T10s. The yellow markings on the taxiway are of the era and are Harrier related (Karl Drage)

Above - Undeterred by the weather, the Red Arrows display overhead. Like the Harrier, they too were produced at Dunsfold (Karl Drage)

Above - Proving the sunshine after the rain theory, Dunsfold experienced an incredible transformation in the short time prior to Steve’s Harrier display.

TopTop right - Not only was the Harrier a hugely capable aircraft, it also doubled up as an extremely expensive umbrella!

RightRight - Under the watchful of eye of Wg Cdr Si Jessett, then OC4, Steve completes his pre-display paperwork.

Left - The thing that Harrier was really famous for: its ability to hover.


Above - Proving the sunshine after the rain theory, Dunsfold experienced an incredible transformation in the short time prior to Steve’s Harrier display.

TopTop right - Not only was the Harrier a hugely capable aircraft, it also doubled up as an extremely expensive umbrella!

RightRight - Under the watchful of eye of Wg Cdr Si Jessett, then OC4, Steve completes his pre-display paperwork.

Left - The thing that Harrier was really famous for: its ability to hover.


“At the end of last year (2009) the possibility that we might be able to provide a role demo was being talked about on the Squadron, and the boss asked for volunteers,” says Steve.

“When“When it was confirmed at the end of January that the demo would go ahead this season, they took a look at the volunteers and a few weeks later it was announced that I’d got the job, which was obviously great news for me. After working-up the display I got my PDA (Public Display Authorisation) in May and from that point on it all seemed very real as I had that piece of paper with a signature on it, giving me permission to perform for the general public.”

Main - Perfect conditions for a Harrier display: crystal clear blue skies, lovely low sun and not too hot. Steve twists the Harrier’s nozzles back and transitions into conventional wing-borne flight (Karl Drage)

FarFar right - Steve cranes his neck to check out the Twster Duo’s performance before it’s his turn (Gareth Stringer)

Right - A head on view of the hover during the 2010 RIAT display (Rob Edgcumbe)

Having displayed the Hawk while an instructor at RAF Valley in 2003, Steve is no newcomer to the world of airshows, and the role of display flying is one that he believes truly represents something of great significance for those lucky enough to be involved.

“In“In many ways it is the pinnacle of what you do as a pilot in your particular aircraft. There’s competition to do it, which means it is quite an accolade when you are selected, and the work-up for the new season is amazing as you are out there doing something that no one else is doing, or is even allowed to do.”

WhatWhat made the 2010 season all the more special for Steve was the fact that he was bringing the Harrier back to the display circuit for the first time in four years, a period which had seen Joint Force Harrier serving with great distinction in Afghanistan. This was something which added a little extra pressure,pressure, especially when your display mount is such a huge crowd favourite.

“It is certainly something I was very conscious of,” he agrees, “but maybe I actually underestimated slightly just how popular the aircraft is; it really is a huge favourite!”

Above - A different view of Steve’s transition to wing-borne flight at the 2010 Royal International Air Tattoo at RAF Fairford (Karl Drage)

RightRight - In the hover at the 2010 RAF Leuchars Battle of Britain Airshow. Three months later and the type was retired from UK military service (Tom Gibbons)

LeftLeft - Both IV(R) Squadron specials get airborne from Dunsfold after Wings & Wheels 2010. Wg Cdr Si Jessett is in the second aircraft (Karl Drage)

TopTop left - Steve is clearly a big fan of the Twister Duo, as they were then known (Karl Drage)

Steve’s first display of the season was away from the UK, at Skyrdstrup in Denmark, and, after landing and shutting down, his colleagues confirmed that it had been the only time during the day’s flying when pretty much everyone had stopped to watch; it’s something that he would soon have to get used to.

“I’d“I’d like to think it’s because of me,” he laughs, “but of course it is because it is the Harrier; it’s actually got nothing to do with the fact that I’m flying it!”

In truth it’s probably partly due to the fact that the Harrier is so loud that there is actually little point in even trying to do anything else when the aircraft is performing, but it certainly reinforces the enduring popularity of the aeroplane and the pride in which it is held as a British design.

Above - A different view of Steve’s transition to wing-borne flight at the 2010 Royal International Air Tattoo at RAF Fairford (Karl Drage)

RightRight - In the hover at the 2010 RAF Leuchars Battle of Britain Airshow. Three months later and the type was retired from UK military service (Tom Gibbons)

LeftLeft - Both IV(R) Squadron specials get airborne from Dunsfold after Wings & Wheels 2010. Wg Cdr Si Jessett is in the second aircraft (Karl Drage)

TopTop left - Steve is clearly a big fan of the Twister Duo, as they were then known (Karl Drage)

The Best of British in every sense; the Royal Air Force Aerobatic Team, The Red Arrows, flies over the top of a true icon of British engineering, the Harrier, at Dunsfold (Karl Drage)

Nozzles pointing straight down, the Harrier’s remarkable Rolls-Royce Pegasus engine keeps the aircraft aloft and in the hover (Gareth Stringer)

Travelling at quite a lick, Steve loads some G onto the wings and manages to extract some moisture from the air, resulting in a streamer and the beginnings of its own small cloud (Karl Drage)

Nozzles pointing straight down, the Harrier’s remarkable Rolls-Royce Pegasus engine keeps the aircraft aloft and in the hover (Gareth Stringer)

Along with the hover, the Harriers other most famous party piece is the bow before the crowd, as seen here at Dunsfold (Karl Drage)

Travelling at quite a lick, Steve loads some G onto the wings and manages to extract some moisture from the air, resulting in a streamer and the beginnings of its own small cloud (Karl Drage)

While its hovering capabilities make the Harrier unique among fixed-wing aircraft, this also means that it calls for a special set of skills from those who fly it, and this applies, of course, to display flying just as much as it does to day-to-day operations. With a large portion of Steve’s routine set aside to demonstrating those capabilities, it makes for a hectic ten minutes or so for the display pilot.

“Some“Some of it is very intense that’s for sure,” he agrees. “While a non-aerobatic role demo means less work-up, less currency issues and less impact on the squadron, it does mean a lot of hovering, and this has an impact for me as the pilot.

“In terms of the wingover and fast pass, these are really no more difficult than they were when I displayed the Hawk, but the other sections can be massively affected by the wind conditions.

“If“If you are flying at 400 knots, then 20 knots of wind doesn’t make much of a difference. But if you are hovering, or trying to go backwards or sideways, then it has a significant impact. Added to that, hot weather means less thrust, so I have to juggle the performance to make sure I don’t cook the engine!”

Above - The light catches the Harrier’s substantial port flap as the nozzles come forward and the aircraft powers away (Gareth Stringer)

TopTop right - Nozzles pointing to the ground, the Harrier does its best to dry the runway after the earlier downpour (Gareth Stringer)

Right - Steve hovers in front of the crowd at Wings and Wheels 2010 (Karl Drage)

LeftLeft - Maps safely stowed, Steve sets up the aircraft ahead of departure for its Sunday performance at Dunsfold (Karl Drage)

Above - The light catches the Harrier’s substantial port flap as the nozzles come forward and the aircraft powers away (Gareth Stringer)

TopTop right - Nozzles pointing to the ground, the Harrier does its best to dry the runway after the earlier downpour (Gareth Stringer)

Right - Steve hovers in front of the crowd at Wings and Wheels 2010 (Karl Drage)

LeftLeft - Maps safely stowed, Steve sets up the aircraft ahead of departure for its Sunday performance at Dunsfold (Karl Drage)

The other main factor is fuel, as Steve’s Harrier needs to take off with exactly the correct load to allow the hovering portion of the display to work properly.

ThereThere just isn’t the flexibility to juggle fuel and performance, such as you might find with the likes of Tucano or Hawk, for example, which might be happy sitting in a hold for ten minutes, waiting to start their display. Add to that the need to deal with the aforementioned wind conditions and it sounds like a multi-tasking exercise of epic proportions, despite the apparent calm (other than the noise!) the Harrier exudes as it hovers and bows in front of an adoring crowd.

Part of the flightline at RAF Waddington International Airshow with Steve’s main jet and spare taking centre stage (Karl Drage)

“I can be pretty busy in there, especially if it’s windy. There’s no doubt that it’s easier in relatively calm conditions but, either way, there is still a lot going on as I juggle the power, the control column and the nozzles.”

He’sHe’s also been kept busy on the ground, for Steve and his 4(R) Squadron colleagues have totally embraced the public relations side of things; vitally important when it comes to making an RAF display an all-round success.

“I’ve really enjoyed that part of it. When I

“I’ve really enjoyed that part of it. When I displayed the Hawk, we weren’t really set up to do it properly, but it’s been well organised and supported this season. We’ve got two teams of engineers who drive to the airshows in the vans and we’ve got a portable ‘shop’ with loads of freebies, so the opportunities to meet the public andand to tell them about the Harrier and the Royal Air Force have been a great success.

“Everyone I’ve met seems amazed by the aircraft and it makes me feel proud to be a Harrier pilot in all honesty.”

Part of the flightline at RAF Waddington International Airshow with Steve’s main jet and spare taking centre stage (Karl Drage)

While the Harrier itself, in its GR9 guise, is a very different beast to that which entered RAF service in 1969, the heart of the aircraft - its incredible Rolls Royce Pegasus engine and the general concept that makes it all work - have remained consistent. What has changed, however, are the technological developments, thethe way the aircraft is built and its capabilities – all of which are very much modern day and cutting edge.

“The basic idea is actually the same as the original aircraft, the Kestrel P.1127. The handling

is different, as we now have stabilisation systems to help us fly it, but still, the aircraft doesn’t have fly-by-wire like the Typhoon, for example, so if you get it wrong you know about it pretty quickly, especially in the VSTOL (Vertical / Short Take Off and Landing) environment.

“The“The avionics are completely different from those in the earlier aircraft, such as the GR1 and GR3. It’s very accurate, very advanced and very capable – phenomenal actually. It performed flawlessly in Afghanistan and I wouldn’t want to fly anything else.”

Right - Looking head-on down the massive intakes required by the remarkable Rolls-Royce Pegasus engine as yet another Hawker product flies overhead - this time a Hunter (Karl Drage)

LeftLeft - Steve pulls away from parking and commences his taxi to the runway ahead of his Sunday Wings and Wheels performance (Gareth Stringer)

TopTop left - The Harrier ultimately bowed out of UK military service in December 2010 (Karl Drage)

A wonderful sight as the bright red and yellow of the IV(R) Squadron markings are illuminated by the sun and complemented by the blue sky and green grass on the airfield (Karl Drage)

Single seat, single engine, ground attack – it’s always been one of military aviation’s most demanding roles and, with the addition of VSTOL, the Harrier remains one of the most challenging for the pilot in the cockpit. As an instructor on the Harrier Force, it’s something Steve is well aware of.

“We“We do only take pilots from the top of the flying training system. It’s a complicated aircraft to fly and the pilot needs great mental capacity to be able to do that and operate all the systems at the same time. In my opinion, the Harrier OCU (Operational Conversion Unit) is undoubtedly the hardest course in the whole Royal Air Force and there is no guarantee that all the pilots lucky enough to get a slot on the course will actually make the grade and complete it.”

Right - Looking head-on down the massive intakes required by the remarkable Rolls-Royce Pegasus engine as yet another Hawker product flies overhead - this time a Hunter (Karl Drage)

LeftLeft - Steve pulls away from parking and commences his taxi to the runway ahead of his Sunday Wings and Wheels performance (Gareth Stringer)

TopTop left - The Harrier ultimately bowed out of UK military service in December 2010 (Karl Drage)

A wonderful sight as the bright red and yellow of the IV(R) Squadron markings are illuminated by the sun and complemented by the blue sky and green grass on the airfield (Karl Drage)

Above - Steve is marshalled into parking by one of the members of his ground crew as Dunsfold’s resident film-star Jumbo watches on in the background (Karl Drage)

TopTop right - Steve rolls out on the Dunsfold runway after completing his Sunday Wings & Wheels performance (Gareth Stringer)

RightRight - While Steve’s Harrier display utilised a clean aircraft, this shot shows the array of available pylons (Karl Drage)

Left - Paired departure from Dunsfold in beautiful conditions (Karl Drage)

Above - Steve is marshalled into parking by one of the members of his ground crew as Dunsfold’s resident film-star Jumbo watches on in the background (Karl Drage)

TopTop right - Steve rolls out on the Dunsfold runway after completing his Sunday Wings & Wheels performance (Gareth Stringer)

RightRight - While Steve’s Harrier display utilised a clean aircraft, this shot shows the array of available pylons (Karl Drage)

Left - Paired departure from Dunsfold in beautiful conditions (Karl Drage)

There were no such issues for Steve as he completed a successful and hugely popular season which brought the Harrier back to the masses for the first time in four years. The many thousands of people who watched his demo, and met him and his colleagues, certainly enjoyed it, and he and the team did too.

“RIAT“RIAT was a big highlight for me, especially as I won the trophy for best individual display! Overall though I’ve enjoyed every single one, and each weekend has been great with a lovely response from the crowd. I’d do it all again given the chance.”

Flt Lt Steve Kenworthy sits in the hover in ZD437/49 just two days before the sun set on the Harrier’s lengthy UK military career, All images this spread Karl Drage.

On 15 December 2010, little more than three months after this interview was conducted, Flt Lt Steve Kenworthy was one of 16 pilots (plus a number of passengers in two-seat T12s) to take part in what was sadly a badly weather-affected series of flypasts to mark the final flights of the type in UK MOD Service. Steve’s ride for that sad occasion was ZD467/57A.

As we know now, but Steve couldn’t have even suspected then, that was an opportunity that would never materialise. Just a few months later the aircraft was gone, with a final flourish at RAF Cottesmore that included a 16-ship formation. Steve was part of that formation, and that is surely an event he will never forget, as none of us will ever forget the Harrier.

Fast forward to the present day and, following a ground tour, Steve will soon commence training to fly the Eurofighter Typhoon.

Gareth Stringer Gareth Stringer would like to thank Sqn Ldr Steve Kenworthy.

Royal Air Force Celebrations

As the Royal Air Force celebrates its 95th anniversary, Chris Wood takes a look back at its early history and previous celebrations, and takes a close look at the 75th anniversary Royal Review by Her Majesty the Queen at RAF Marham on 1 April 1993.

Crown copyright

BFlying Corps (a branch of the Army) and the Royal Naval Air Service. The “Father of the Royal Air Force” Major General Sir Hugh Trenchard was the first Chief of the Air Staff and served in this role from its inception until 1930, albeit with a five month gap in 1918. At the end of the war he had around 23,000 aircraft in over 200 squadrons and more than 300,000 personnel under his command.than 300,000 personnel under his command.

However, the service’s first post war challenge was its very survival as the Prime Minister, David Lloyd George, encouraged by the Army and Navy, had intended to abolish the Air Ministry after the armistice. Despite massive defence cuts (a recurring theme over the last 95 years!) which saw the RAF shrink over 18 months to a tenth of its formerformer strength, it did survive, and Trenchard set about laying the foundations for its long term security. His plans included the inception of the RAF (Cadet) College at Cranwell, the RAF Aircraft Apprentice Scheme at No 1 School of Technical Training at Halton and the RAF Staff College at Andover. Later on he oversaw the formation of the AuxiliaryAuxiliary Air Force and the first University Air Squadrons.

The first Royal Review was held in July 1935 at RAF Mildenhall in Suffolk to celebrate King George V’s Silver Jubilee. Some 356 aircraft, all biplanes, were on static display whilst a flypast was held at RAF Duxford. The threat from an emerging Germany was only just being recognised and the first of the RAFs new monoplane fighters, the Spitfire and the Hurricane, had not yet flown.Hurricane, had not yet flown.

By the time of the RAF’s Silver Jubilee it was somewhat preoccupied with the day job as it was 1943, so not much chance for a celebration!

Probably the most impressive Royal Review was held in 1953 at RAF Odiham to celebrate the Queen’s coronation. The flypast comprised 640 aircraft and took 27 minutes to pass over the Royal stand, whilst another 300 aircraft were displayed on the ground.

Celebrations

As the Royal Air Force celebrates its 95th anniversary, Chris Wood takes a look back at its early history and previous celebrations, and takes a close look at the 75th anniversary Royal Review by Her Majesty the Queen at RAF Marham on 1 April 1993.

ritain’s Royal Air Force is the world’s oldest independent air force and was formed on 1 April 1918, by the amalgamation of the Royal

Above - Tornado prototype XZ630 was one of the highlights of the Queen’s Silver Jubilee event (Lindsay Peacock) RightRight - All the RAF aircraft carried squadron badges; this Hercules C1 is from No. 47 Squadron which still operates these aircraft today (Chris Wood)

LeftLeft - There were a number of aircraft from Commonwealth countries, including this C-130H Hercules from No. 40 Squadron of the RNZAF (Chris Wood)

TopTop left - Still in use for SAR was the Whirlwind HAR10, this one is from No. 202 Squadron (Chris Wood)

Further Royal Reviews occurred at RAF Abingdon on 14 June 1968 for the service’s 50th Anniversary and at RAF Finningley on Friday, 29 July 1977 for the Queen’s Silver Jubilee. Examples for all the types of aircraft in service were on display, with virtually every squadron represented, and as usual there was a large flypast. This event featured participation from several Commonwealth air forces and a public airshow the following day, the highlight of which was undoubtedly the Royal Australian Air Force F-111 doingdoing its famous dump and burn. One presumes that Her Majesty was not treated to that spectacle! The simulated scramble by four Avro Vulcans came a close second in terms of impressiveness.

Above - Tornado prototype XZ630 was one of the highlights of the Queen’s Silver Jubilee event (Lindsay Peacock) RightRight - All the RAF aircraft carried squadron badges; this Hercules C1 is from No. 47 Squadron which still operates these aircraft today (Chris Wood)

LeftLeft - There were a number of aircraft from Commonwealth countries, including this C-130H Hercules from No. 40 Squadron of the RNZAF (Chris Wood)

TopTop left - Still in use for SAR was the Whirlwind HAR10, this one is from No. 202 Squadron (Chris Wood)

The flypast contained a large variety of aircraft, how many different ones can you identify in this shot? (Chris Wood)

All the fast jet sections comprised 16 aircraft and there were two 16-ship groups of Tornado GR1s, one of UK based aircraft and one of aircraft from RAF Germany (Chris Wood)

Battle of Britain 50th19901990 was the 50th anniversary of the Battle of Britain, and in celebration a large flypast, consisting of 168 aircraft, was performed over London and Buckingham Palace. Of the 168 aircraft most were front line fast jetjet types, flying in formations of 16 aircraft: 16 Tonado F3s, followed by 16 Hawk T1s, another 16 Tornado F3s, 16 F-4 Phantoms, 16 Tornado GR1s from RAF Germany, 16 Harriers including Sea Harriers representingrepresenting the Royal Navy’s contribution to the Battle, another 16 Tornado GR1s from UK based squadrons, 16 Jaguar GR1s, three VC10s escorted by a pair of Tornado GR1s, two Nimrods escorted by four Buccaneers,Buccaneers, four Canberras with a pair of BAe125s, four C-130K Hercules, the Red Arrows and of course the Battle of Britain Memorial Flight (BBMF) with its Lancaster, five Spitfires and two Hurricanes. The flypast continuedcontinued on to RAF Abingdon which was hosting its annual Battle of Britain airshow in glorious sunny weather, and added a spectacular, and unforgettable, segment to the day’s activities.

Comparing that to the current strength of the RAF, with a front line force of only around 200 strike aircraft comprising just the Typhoon and the ageing Tornado GR4, gives some idea of just how much the RAF has shrunkshrunk in the last two decades. Currently it is the smallest it has been since before World War Two.

Above - There was one group of Jaguars, 16 of them! (Chris Wood)

Above - A unique view of 17 Sqn Tornado GR1 ‘CQ’ on the route taken by the Battle of Britain 50th anniversary flypast (via Chris Wood)

Above - The view from the back seat of 16 Squadron Tornado GR1 ZD812/FV (via Chris Wood)

The flypast contained a large variety of aircraft, how many different ones can you identify in this shot? (Chris Wood)

All the fast jet sections comprised 16 aircraft and there were two 16-ship groups of Tornado GR1s, one of UK based aircraft and one of aircraft from RAF Germany (Chris Wood)

The D-Day 50th anniversary celebrations centred naturally around the south coast and Normandy, with the British leg of the celebrations on 6 June 1994 involving a large scale, low-level flypast of modern military fixed wing assets and helicopters. Beneath, a stunning flotilla made up of hundreds of vessels, both military and civilian, departed PorstmouthPorstmouth Harbour, including aircraft carriers, warships, submarines, landing craft and the Royal Yacht, Britannia.

Ahead of the modern elements were several historic types, flying through in loose formation, including several Spitfires, Fairey Firefly, Thunderbolt, Mustang, Swordfish, Blenheim and Lancaster. The main flypast itself comprised more than 60 fast jets, including the centrepiece figure ‘50’ formation flown by RAF Hawks. The RAF also fieldedfielded a quartet of Tornado GR1s from 13 Squadron, flying in formation with pairs of Royal Navy Sea Harrier FRS2s and T8s from 899 Squadron.

Supporting the ‘home team’ were aircraft from many Allied nations; a sole Royal Australian Air Force RF-111C Aardvark, eight Canadian Armed Forces CF-188A Hornets (some adorned with anniversary invasion stripes), a pair of Czech Air Force MiG-23 Floggers and a single MiG-29A Fulcrum, and quartets of French Air Force Mirage 2000Cs,2000Cs, French Navy Super Etendards, Greek Air Force F-4E Phantoms, Slovak Air Force MiG-29 Fulcrums, US Air Force F-15C Eagles, US Navy F-14 Tomcats (from VF-142 and VF-143/CVW-7, USS George Washington), and F-16A Fighting Falcons from Belgium, Holland and Norway.

The fast jet assets operated from RNAS Yeovilton, where a photocall was held for enthusiasts and press to photograph the aircraft and their supports – Hercules, An-26 Curls and the like – close-up. The rotary assets followed the main flypast, including big four, five and six-ship formations of Sea Kings, Lynx, Cobras, Black HawksHawks and other Royal Navy and US Navy helicopters, many of which flew from Lee-on-the-Solent or Thorney Island.

188781/JE-J CF-188A Hornet from the Canadian Armed Forces’ 441 Squadron at CFB Cold Lake.

7501 MiG-29A of the Slovak AF’s 1 SLP (1st Squadron) from Sliac AB.

161426/AG-106 F-14B Tomcat from the US Navy’s VF-143 ‘Pukin Dogs’ based at NAS Oceana.

D-Day 50th

All images this spread John Higgins

Later in the day, almost 20 RAF, US and Canadian Hercules overflew Portsmouth, en route to Normandy for a commemorating parachute drop. Concorde even made an appearance later in the day, making a single flypast over the harbour.

ThisThis was a stunning effort by all involved to celebrate the largest invasion in military history. The quality and quantity of hardware on show is unlikely to be topped and the flypast itself - with fight formations of fast jets tearing in at low-level, followed by masses of helicopters and Hercules - is surely one of the greatest and most impactful ever staged.

68-0444 F-4E Phantom II of the Greek Air Force’s 338 Mira, based at Andravida.

188781/JE-J CF-188A Hornet from the Canadian Armed Forces’ 441 Squadron at CFB Cold Lake.

A8-146 RF-111C from the Royal Australian Air Force’s 1 Squadron at RAAF Amberley.

7501 MiG-29A of the Slovak AF’s 1 SLP (1st Squadron) from Sliac AB.

161426/AG-106 F-14B Tomcat from the US Navy’s VF-143 ‘Pukin Dogs’ based at NAS Oceana.

Above - No less than fourteen Tornados in a line. Representing the F3 variant were 56(R) Sqn, 111(F) Sqn, 43(F) Sqn, 29 Sqn, XXV(F) Sqn, 23 Sqn, XI(F) Sqn and V(AC) Sqn (Kevin Wills)

RightRight - A Jet Provost T5 heads a line up of training aircraft (Chris Wood)

Left - 20 Hawks from No. 4 Flying Training School at RAF Valley remind the crowd how old the RAF is (Chris Wood)

TopTop left - One of a number of Nimrods, this one is from No. 201 Squadron (Chris Wood)

RAF 75th Anniversary Royal ReviewWithWith a history stretching back to 1915, RAF Marham was chosen as the venue for the 1993 75th anniversary Royal Review. The event took six months of meticulous planning and featured a full dress rehearsal two days before the royal visit on 1 April. The weather on rehearsal day was far from perfect being overcast with strong winds and some light rain in the afternoon. The parade was held inside a specially prepared hangar and the majority of the planned 149 aircraft participated in the flypast. The strongstrong winds prevented both the Falcons Parachute Display Team and the BBMF from taking part.

Above - No less than fourteen Tornados in a line. Representing the F3 variant were 56(R) Sqn, 111(F) Sqn, 43(F) Sqn, 29 Sqn, XXV(F) Sqn, 23 Sqn, XI(F) Sqn and V(AC) Sqn (Kevin Wills)

RightRight - A Jet Provost T5 heads a line up of training aircraft (Chris Wood)

Left - 20 Hawks from No. 4 Flying Training School at RAF Valley remind the crowd how old the RAF is (Chris Wood)

TopTop left - One of a number of Nimrods, this one is from No. 201 Squadron (Chris Wood)

Below - Six Tornado GR1s from RAF Germany in the flypast. Represented are jets from 14 Squadron, 17 Squadron and 31 Squadron, all based at RAF Bruggen (Chris Wood)

Left - This VC10 C1K was the first of No. 10 Squadron’s aircraft to be converted for air-to-air refuelling duties (Chris Wood)

Top left - A line of Tornado GR1 tails. In order: 31 Sqn, 27 Sqn, 17 Sqn, 14 Sqn and II(AC) Sqn (Kevin Wills)

The flypast, led by a Sea King from 202 Squadron at RAF Manston trailing an RAF ensign, comprised examples of virtually every aircraft type then in service, and both UK and RAF Germany squadrons were represented. Ten separate formations had been planned, with the first consisting of helicopters and training aircraft flying along the runway from east to west. The next seven elements overflew the parade ground and Royal dais from the south, and included Strike, Maritime Patrol, Transport and further training elements. further training elements.

The Red Arrows arrived from the opposite direction, making for some interesting air traffic control, and performed their usual immaculate display. It had started raining by the time that the rehearsal flypast closed with 20 Hawks from No 4 Flying Training School at RAF Valley forming the figure “75”. The total time for the flypast was 23 minutes.

The weather on 1 April left much to be desired and necessitated a lot of flexibility in the planning. Heavy rain was responsible for achieving what past adversaries had failed to do - keeping the RAF on the ground! One and half inches fell in one hour and, although a few aircraft got airborne, the weather was so bad in the forming up areas that the flypast was cancelled.

Above - Just part of the static line up of aircraft, headed by Bulldog, then Chipmunk, Jet Provost, Tucano, Hawk, Hunter, Harrier, Jaguar and Buccaneer. Canberra, Victor, Nimrod, VC10, Andover, Wessex and Hercules are among the other types readily identifiable in this shot.readily identifiable in this shot. Left - The royal dais

Right - A Harrier GR7 from No. 3(F) Squadron hides away

All images this spread Chris Wood

The ceremonial parade for the presentation of the Queen’s colours was to have been held outdoors with a back drop of Tornados. However, because of the weather the ceremony was moved into a specially decorated hangar lined with white arctic camouflage netting. There then followed a tour of another hangar in which there were displays of aspects of RAF life from all periods of the service’s history. As Her Majesty entered the indoor exhibition she was confrontedconfronted with a World War One Bristol Fighter, and after viewing various displays which included a Spitfire and recently retired Phantom, she was brought up to date with a 13 Squadron Tornado. She was then given a glimpse of the future with an exhibit of the new, and as yet unflown, Eurofighter 2000 which is in service today as the Typhoon.

Above - Just part of the static line up of aircraft, headed by Bulldog, then Chipmunk, Jet Provost, Tucano, Hawk, Hunter, Harrier, Jaguar and Buccaneer. Canberra, Victor, Nimrod, VC10, Andover, Wessex and Hercules are among the other types readily identifiable in this shot.readily identifiable in this shot. Left - The royal dais

Right - A Harrier GR7 from No. 3(F) Squadron hides away

All images this spread Chris Wood

One of several Tornado GR1s on display, this one is from No. 617 Squadron.

The home team provided this Victor K2, which was about to be retired.

A trio of Wessex, fulfilling three different roles. Also approaching retirement was the Canberra T17 of No. 360 Squadron.

Eight Tornado F3s, from eight different Squadrons.

This Tristar had just been delivered to No. 216 Squadron.

Also approaching retirement was the Canberra T17 of No. 360 Squadron. All images this spread Chris Wood

Ten thousand guests had been invited to the event, and this included RAF veterans and some founding members of the service, some of whom then had the opportunity to meet the Queen. Next on the Royal party’s agenda waswas lunch in the Officer’s Mess where members of the Air Force Board were presented to Her Majesty, who then signed a Commemorative Scroll.

After lunch the Royal party toured an outdoor exhibition which included a selection of current aircraft and a mock-up of the Eurofighter 2000. Then, protected against the weather by their limousines, they viewed the 66 aircraft in the static display. These aircraft in the static display. These included examples of almost every type in the inventory and included several soon to be retired, such as Canberras, Buccaneers, Jet Provosts and Marham’s own Victors. The centrepiececentrepiece was an impressive line-up of 15 Tornados, each from a different squadron (and there were a few squadrons not represented!). All the aircraft were immaculately turned out and highly polished, or as polishedpolished as matt and camouflaged aircraft can be!

Having inspected the static park, and with the flypast cancelled, the Royal party returned to the Queen’s Flight BAe 146 and departed a rain soaked Marham earlier than scheduled.

ThisThis time the RAF chose not to put on a public display and only invited guests were permitted to attend both the rehearsal and actual event.

Above - The undisputed highlight of the Queen’s Golden Jubilee flypast was Concorde flying in formation with the Red Arrows.

Right - A Kinloss Wing Nimrod MR2 flies in formation with a pair of 39(R) Squadron Canberra PR9s.

Left Left - ZH588, known as DA2, this is the British prototype of the Eurofighter Typhoon.

Top left - An E-3D leads a pair of 56(R) Squadron Tornado F3s.

All images this spread Paul Dopson

This was the last of the big events. The end of the Cold War resulted in large reductions in the defence budget which saw the RAF shrink in size and lose some of its capabilities completely. Operational tasking in Iraq and Afghanistan has not only eaten into the available funds, but kept the reducing number of the RAF’s assets employed overseas. The current economic conditions mean that the money available for defence spending keeps reducing.

The Queen’s Golden JubileeThe Queen’s Golden JubileeHowever, this hasn’t stopped the RAF performing some form of celebration to mark significant events. The Queen’s Golden Jubilee in 2002 saw a relatively small flypast of 27 aircraft over Buckingham Palace on 4 June, led by a new C-17 Globemaster and finished with a British Airways Concorde in formation with the Red Arrows.

Above - The undisputed highlight of the Queen’s Golden Jubilee flypast was Concorde flying in formation with the Red Arrows.

Right - A Kinloss Wing Nimrod MR2 flies in formation with a pair of 39(R) Squadron Canberra PR9s.

Left Left - ZH588, known as DA2, this is the British prototype of the Eurofighter Typhoon.

Top left - An E-3D leads a pair of 56(R) Squadron Tornado F3s.

All images this spread Paul Dopson

Above - An extremely tight formation of nine Tornado GR4s.

Right - A C-130K Hercules is flanked by a pair of 45(R) Sqn King Airs and a pair of 55(R) Sqn Dominies.

BottomBottom right - A VC10 trails its hoses as an E-3D simulates air-to-air refuelling.

Left - A V(AC) Sqn Sentinel is flanked by a pair of 32(The Royal) Sqn BAe125s.

TopTop left - A formation of nine Typhoon FGR4s.

All images this spread Barry Swann

RAF’s 90th Birthday InIn 2008 the celebration of the RAF’s 90th birthday took place as part of that year’s Royal International Air Tattoo at RAF Fairford, which involved a visit by the Queen on Friday, 11 July, the day before the show. After a parade and presentation of new Colours by Her Majesty to the RAF and the RAF Regiment, the Royal party was treated to a flypast by 90 aircraft. The timing for her visit was immaculate as she missed the torrential downpours that plagued the day and resulted in the Air Tattoo being cancelled that weekend, for the first time in its history.cancelled that weekend, for the first time in its history.

Above - An extremely tight formation of nine Tornado GR4s.

Right - A C-130K Hercules is flanked by a pair of 45(R) Sqn King Airs and a pair of 55(R) Sqn Dominies.

BottomBottom right - A VC10 trails its hoses as an E-3D simulates air-to-air refuelling.

Left - A V(AC) Sqn Sentinel is flanked by a pair of 32(The Royal) Sqn BAe125s.

TopTop left - A formation of nine Typhoon FGR4s.

All images this spread Barry Swann

Above - Typhoon aircraft from RAF Coningsby practicing for the Royal Jubilee celebrations by performing a diamond-nine formation over Lincolnshire. This was the day before the aircraft were due to fly over Windsor Castle as part of the RAF contributioncontribution to events (Crown Copyright)

Right - Thirteen Hawk T1s crab their way down the taxiway at RAF Valley ahead of the practice for their contribution to the Queen’s Diamond Jubilee celebrations (Barry Swann)

Above - Typhoon aircraft from RAF Coningsby practicing for the Royal Jubilee celebrations by performing a diamond-nine formation over Lincolnshire. This was the day before the aircraft were due to fly over Windsor Castle as part of the RAF contributioncontribution to events (Crown Copyright)

Right - Thirteen Hawk T1s crab their way down the taxiway at RAF Valley ahead of the practice for their contribution to the Queen’s Diamond Jubilee celebrations (Barry Swann)

Above - Hurricane aircraft from the Battle of Britain Memorial Flight soars over Buckingham Palace and crowds celebrating the Queen's Diamond Jubilee. The picture was taken from the rear of the lead Lancaster bomber aircraft (Crown Copyright)

Queen’s Diamond Jubilee20122012 saw the Queen celebrating her Diamond Jubilee and the celebrations included a flypast over Windsor Castle on 19 May. A formation of nine Typhoons started off the proceedings and they were completed by a 78-aircraft joint service flypast. This included a formation of 20 Tucanos forming the figure “60” and 24 Hawks forming “ER II”, as well as the usual Red Arrows and BBMF contribution.

The RAF’s 100th Birthday?With just five years to go to the major milestone of its 100th anniversary, it’ll be interesting to see how that is celebrated. Can we look forward to a 100 aircraft flypast with 50 Typhoons and 50 F-35s? Answers on a postcard ..............

RAF Phantom:

That the McDonnell Douglas F-4 Phantom is an aviation classic is surely beyond question. In many ways it was the original multi-role combat aircraft and for almost thirty years the Phantom was the backbone of the Royal Air Force’s air defence capability; a period which saw us through the dark and threatening days of the Cold War. David Gledhill was an F-4 navigator at this time and has recently published a book on the subject, so, to learn more about life with the Phantom, Gareth Stringer went to meet him.went to meet him.

Main image - XV426 carrying a drill weapon load (Dave Gledhill)

Not only was Dave based at Coningsby for many years, on the F-4 Phantom and Tornado F2 / F3, but he’s already, within minutes of arriving, met two or three people he knows from his past life, such as the BBMF’s Sqn Ldr Russ Russell and Flt Lt Antony Parkinson, both former F-4 and Tornado men themselves. Dave even got a TyphoonTyphoon trip before he retired, and the sound of them coming and going outside punctuates

RAF Phantom:A Cold War Navigator’s Story

The aviation world is actually a relatively small one – especially when you spend any amount of time at Royal Air Force bases - and today has highlighted that fact beautifully. I find myself sitting in the crew room at the Battle of Britain Memorial Flight, at RAF Coningsby, with Dave Gledhill, having covered a press event earlier in thethe day and arranged to meet him here, thanks to the hospitality of the BBMF.

Right - A very young Dave Gledhill joins 56 (Fighter) Squadron during the Squadron build up at RAF Coningsby (via Dave Gledhill)

what will turn into a lengthy - and totally fascinating - interview, about an aircraft which is almost universally admired to this day.

Cold War WarriorI’mI’m not intending to tell the F-4 Phantom’s life story here - that has been done many times before - but rather try, thanks to David, to convey a feel for what it was like to operate the aircraft during the Cold War, a significant period in the RAF’s 95 years of history, and indeed for world history itself.

“Cold“Cold War life revolved around exercises,” Dave tells me, “They would ramp up in terms of intensity and the final day was, inevitably, a simulated nuclear attack. That focussed everyone’s minds; it was all very vivid. The general belief was that that was how World War Three, if it happened, would conclude. We all knewknew that it would be a huge challenge and the threat felt very real.

“When I was based in Germany we used to fly border patrols - we were only about 20 minutes flying time away - and on one day we headed towards Hamburg. Our first run was fine, but, as we came back down the other way, our RWR (Radar Warning Receiver) starting giving us indications, and it looked to me like it was from a MiG fighter. MiG fighter.

“At the same time, our TACAN (Tactical Air Navigation system) started pointing towards the east - as if to direct us that way - and loud rock music came blaring over the radio, blocking our controller’s calls for us to turn away from the border. It was all a co-ordinated attempt to try and make us penetrate Soviet airspace and cause a diplomatic incident.cause a diplomatic incident.

“Fortunately it was a lovely clear day and we could the see the border, so were able to stay on the correct side, but that was a pretty determined effort to make us cross over - and threats like that were very, very real.”

So, that puts it all in to context, then, especially for any readers too young to remember those days, or perhaps for those who feel that the Cold War was somewhat phoney. It wasn’t – and the Royal Air Force’s F-4 Phantoms would have been at the cutting edge of any action that took place.

Dave’sDave’s first encounter with the jet came when he was fresh from Royal Air Force navigator training.

“I“I had wanted to fly Nimrods, but had been ‘persuaded’ that fast jets was the way forward and, well, one chap on my course got Buccaneer, I got Phantom, and all the rest went to heavies, so I was actually very lucky!

No. 228 OCU“I“I started here on the OCU (Operational Conversion Unit) at Coningsby, in 1975, just as the Phantom was forming up in the air defence role. I couldn’t wait to get here, and on my first day I remember I was in the Officers’ Mess, looking out of the windows, and this big ol’ brute taxied past and I thought, ‘This is it; that’s what I’mI’m here for!’ That first impression never left me. The squat, ugliness of the aircraft got me, and I was really looking forward to getting started.”

However, the leap from Jet Provost, as part of Dave’s training, to F-4, was a considerable one, as he was about to find out.

“The learning curve was incredibly steep and, in actual fact, there was very little preparation for air defence work, and all I had really done in the JP was low level, with a map and a stop-watch! The training did improve as time went on, but we had received no avionics training, nor radar training prior to the OCU.”

“It really was, mainly due to the kit we had to wear. In the JP we didn’t even wear a g-suit, and now we had to get used to that and the immersion suit and a life-jacket. It was heavy, hot and very restrictive – as someone once said: you were trussed up like a Christmas turkey.

“The“The air conditioning in the Phantom was awful, and there weren’t even any controls for it in the back, so ‘Biggles’ up front had to adjust all the temperatures and, invariably, if it was right for him, it was wrong in the back!

“The“The line [curvature] of the canopy also created a false horizon which took some getting used to. When you were flying straight and level it felt as if you were climbing so your body’s internal gyros were never correctly aligned. Yyou had to acclimatise to the fact that you weren’t in control of the aircraft and youyou also had very limited forward vision. The result - a lot of navigators were air-sick and the working environment wasn’t great, to be honest.”

The course commenced with ground school, “endless simulator trips”, emergency training and then into the aircraft for the Basic Radar Phase, which lasted about 15 hours and which was followed by a ‘break’ for air combat training.

“Everything“Everything changed at this point! It all went from being quite benign to being totally three-dimensional and you had to understand how to call the fight, how to react and, also, what your capabilities were compared with the aircraft you were fighting. On the course it was normally another Phantom; for real it might be a MiG-21MiG-21 and you had to understand why that was different and what the risks were.”

“That lasted for six sorties, or so, and the course finished with the Advanced Radar Phase, which covered high flying targets, supersonic targets and a little bit of low level. That was it; it all lasted for a total of 30 or 40 hours and you were off to a squadron!”

AsAs well as a steep learning curve, Dave also found that it was a big physical jump to the F-4....

XT907, a twin stick trainer variant of the FGR2 Phantom wears the 228OCU/64 (Reserve) Squadron colours (Lindsay Peacock)

Joining a ‘new’ squadron was certainly exciting for Dave, but it wasn’t all good news…

“Because“Because it was new, there was very little rotation of personnel. Whereas people would normally be coming and going on a squadron every month, that doesn’t happen when it’s all new, so I ended up being the Junior Navigator for about 18 months! That was no fun at all – I ran the squadron coffee bar for that whole period, along with the Junior Pilot!”that whole period, along with the Junior Pilot!”

Fundamentally though, Dave was straight out of training and found himself on the front-line, defending the UK from potential invaders, and that wasn’t a bad deal at all.

“It was brilliant! On the whole I would say that I was living the dream and it was certainly very different from being at school which, at that time, hadn’t been too many years before!”

No. 56 Squadron “The Firebirds”Dave’s first posting was to No. 56 Squadron, the Firebirds, which had actually stood up with the Phantom at Coningsby, before moving down to RAF Wattisham in Suffolk, with Dave following closely behind, just a couple of days later.

“UK“UK Air Defence, that was what it was all about at Wattisham, and we had a really good mix of people with a lot of guys transferring across from ground attack, a few from the Lightning and then a number, like me, straight through from training.

“The“The whole squadron was still on a big learning curve at this point – learning what the Phantom could do, and also the fundamentals of air defence. A lot of the ground attack chaps were using quite basic tactics, while the air defenders who had done it before were adapting to some of the more advanced profiles that the Phantom was capable of.”Phantom was capable of.”

XV437 flies over a snow covered Norfolk (Dave Gledhill)

So, late 1970s, then, and with the F-4 operating exclusively as an air defender for the Royal Air Force – how good was it?

“It“It was very good, no question. At that time it was Europe’s only Pulse Doppler radar-equipped fighter with a true head-up capability at low level. The Americans were using the Phantom in Europe, but they were E models and only Pulse equipped, so that capability was only available at medium level. Nothing really changed to affect the RAF Phantom’s position until the introduction of the F-15A Eagle.

“It’s“It’s ironic I suppose, that the so-called MRCA (Multi Role Combat Aircraft) was being developed at that time, which would eventually become the Tornado, but an MRCA is exactly what the Phantom was. The RAF used it as fighter, bomber and reconnaissance aircraft, and it did it all those things very well, so much so that you could argue that the Jaguar, which picked up on the last two of those roles, was actually a step backwards.”

Above - 56(F) Squadron Phantom XV500 is pushed back into a hardened aircraft shelter at RAF Wildenrath during Exercise Phantom Leap (Dave Gledhill)

RightRight - A 56(F) Squadron Phantom taxies back after landing at RAF Wattisham (Lindsay Peacock)

Left - XV437 in full afterburner coasts-out at Blakeney Point (Dave Gledhill)

TopTop left - XV437 at very low level over a snow covered Norfolk (Dave Gledhill)

Above - 56(F) Squadron Phantom XV500 is pushed back into a hardened aircraft shelter at RAF Wildenrath during Exercise Phantom Leap (Dave Gledhill)

RightRight - A 56(F) Squadron Phantom taxies back after landing at RAF Wattisham (Lindsay Peacock)

Left - XV437 in full afterburner coasts-out at Blakeney Point (Dave Gledhill)

TopTop left - XV437 at very low level over a snow covered Norfolk (Dave Gledhill)

XV469 is accepted for Quick Reaction Alert after being loaded with weapons. Unusually, the hook is down. The Sparrow loading trolley sits behind (Lindsay Peacock)

The Phantom was capable then, yes, but reliable? Not so much!

“The“The avionics were powerful, but they were the old, transistor type technology, and they broke regularly. You would quite often get airborne and the radar would go down, often due to a transmitter problem. So much power was going out of the front end that the old electronics simply couldn’t cope. In around 1980 a reliability programmeprogramme was brought in and some of those older pieces of equipment were upgraded, so things improved.

“We also added various pieces of kit over the years which, while adding capability, also added to the workload in the back. The first of these was the RWR (Radar Warning Receiver), which fed audio in to the headset so you could

analyse and respond to warnings as they happened. If a hostile fighter locked on, now you knew and you could react. Then more defensive aids appeared with a chaff and flare system and also a visual acquisition system which was like a rifle-sight sticking out of the left hand side of the cockpit. With that you could identifyidentify a potentially hostile target beyond visual range and engage with a Sparrow missile.”

Crew co-operation was vital to the Phantom’s success, of course, and Dave explains that while that was most definitely the case, the role of each crewman was actually quite clearly delineated – with the navigator responsible for finding the target on the radar, setting up the intercept, giving the commands to get in to a firingfiring position and locked-up, with the pilot in the front taking the shot. In close combat, the pilot

XV469 is accepted for Quick Reaction Alert after being loaded with weapons. Unusually, the hook is down. The Sparrow loading trolley sits behind (Lindsay Peacock)

was very much in control of the fight and weapons, unless he lost sight of the target and needed his nav to help him find it again!

“If“If you had a new pilot in the front he would usually just let you get on with it and do what you needed to do, as he was learning as well and didn’t know any better! The ex-Lightning pilots had to get used to talking to us and were perhaps a little more resistant to having the radar controlled from the back, while the former mud-moversmud-movers were, in the main, okay to work with too, but there was definitely a difference between the three!

“In general, the better you worked as a crew, the less you talked, as you both knew what to do and when to do it.”

“Presumably you also sat on QRA in the UK and got the chance to intercept marauding Tu-95 Bears and such like?” I ask.

It’s a question which is met with laughter, before I have even finished asking it…..

“I“I sat on Southern QRA for three years at Wattisham and believe me; I tried every tactic – extra Q, no Q, coming on Q at different times, volunteering for Q if someone needed to go and do something else…..

“I“I got one live launch – we launched into the Iceland / Faroes Gap, flew for seven hours and we got a Nimrod which no one knew was there! There was a Bear there somewhere but we never found it, and that Nimrod was one of the hardest intercepts I ever performed!

Above - A 56 (F) Squadron Phantom in “battle formation” framed against the setting sun.

RightRight - XV468 is loaded with air-to-air missiles during operational turnround training for the squadron armourers.

LeftLeft - XV426 carrying a drill weapons load pulls up into the vertical.

All images this spread Dave Gledhill

“I“I did finally get a Russian when we launched from Cyprus and intercepted two Ilyushin IL-38 May aircraft, but never from holding Q at Wattisham. The irony is that my closest encounter with a Bear came when I took a Tornado to the Air Tattoo at RAF Fairford and there was a Bear on the ramp, likes us, as part of the static display! I blagged my way onto the flight deck and finally got up close and personal with a Bear!”

Above - A 56 (F) Squadron Phantom in “battle formation” framed against the setting sun.

RightRight - XV468 is loaded with air-to-air missiles during operational turnround training for the squadron armourers.

LeftLeft - XV426 carrying a drill weapons load pulls up into the vertical.


XV481 is seen in the air defence grey colour scheme at RAF Wattisham in 1989. Unlike the image above, the radar warning receiver is present and is adorned with the later 92 Squadron red and yellow chequer boards (Lindsay Peacock)

No. 92 (East India) SquadronAtAt the end of his tour with 56 Squadron, and with 850 hours under his belt (nearly half of his final 2,000 hours F-4 total) and a sense that he had got the UK job pretty well squared-away, Dave’s next posting would see him experience something “almost totally different” – 92 (East India) Squadron at RAF Wildenrath in Germany, the Cobras.

“In“In Cold War terms, it was all very real, no doubt about it, and very different from squadron life over here. The UK bases still felt a little bit ‘Second World War’ with crews lounging on the grass, waiting to scramble, that kind of thing.

“Nearly“Nearly everything we did in Germany was at low level, and the only time we really flew at medium level was at night. We flew in some atrocious conditions, which we used to call Brit VFR, as we would be stumbling around in the northern German murk with very little visibility, and the only other people doing the same were Brits from RAF Brüggen and RAF Laarbruch. Brüggen and RAF Laarbruch.

“But you had to do it, as they were the prevailing weather conditions and if you didn’t fly in those conditions, then you would never fly at all!”

A standard sortie, operating under 2 ATAF SOPs (Second Allied Tactical Air Force Standard Operating Procedures) would see an F-4 depart Wildenrath, transit at 500’ to one of the low flying areas and then, at 250’, set up a CAP (Combat Air Patrol). The Second Allied Tactical Air Force was a NATO military formation, under the control of Allied AirAir Forces Central Europe and was tasked with providing air support to NATO's Northern Army Group.

“Once we were set up, anything that came through that area was essentially fair game, and we would intercept any tactical aircraft. As you engaged, if they waggled their wings it would mean that they couldn’t or they weren’t allowed to ‘play’. If not, they would turn in to you, and the fight was on!

Pre-dating Dave’s time on the Squadron, this 92 (East India) Squadron jet carries a drill weapon load (no live load allowed at an airshow) at RAF Finningley in 1977. It is still to receive the radar warning receiver modification and wears the old grey green camouflage (Lindsay Peacock)

XV481 is seen in the air defence grey colour scheme at RAF Wattisham in 1989. Unlike the image above, the radar warning receiver is present and is adorned with the later 92 Squadron red and yellow chequer boards (Lindsay Peacock)

Pre-dating Dave’s time on the Squadron, this 92 (East India) Squadron jet carries a drill weapon load (no live load allowed at an airshow) at RAF Finningley in 1977. It is still to receive the radar warning receiver modification and wears the old grey green camouflage (Lindsay Peacock)

XV439/X of 92 Squadron taxies in at Nellis AFB, NV, after a Red Flag mission in 1989. The refuelling probe is extended for post-flight inspection by the groundcrew (Lindsay Peacock)

“It was virtually World War Three on a daily basis and when I got there, before the advent of the F-16 and F-15, it was a real mix of types as well, with F-104 Starfighters, Fiat G-91s and other F-4 Phantoms - classic Cold War aircraft really.Cold War aircraft really.

“In terms of real adversaries, the MiG-23 was the aircraft we expected to see most of, if it all kicked off for real. The MiG-21 didn’t really have the legs, but the Flogger did. The MiG-25 Foxbat might have been an issue,issue, at altitude, but we felt we could deal with that, although it would have been a tricky shot. Later, we knew that the likes of MiG-29 and Su-27 were extremely capable and probably had a better capability than our own.capability than our own.

“At this time, though, the F-4 Phantom was the king of the skies and that persisted, certainly in terms of low level performance, for even the first couple of years after the F-15 arrived. When the Eagles and F-16sF-16s entered service it really did feel like things were changing, but it was gradual, not immediate. Our biggest challenge was lack of identification equipment, and unless you were under GCI controlcontrol (Ground Controlled Intercept) you weren’t allowed to fire a Sparrow missile from beyond visual range.

“That meant you had to get close enough to visually identify the target and by that time you were too close for a Sparrow shot and would invariably be sucked in to a turning fight, which was not the Phantom’s strength.”strength.”XV439/X of 92 Squadron taxies in at Nellis AFB, NV, after a Red Flag mission in 1989. The refuelling probe is extended for post-flight inspection by the groundcrew

(Lindsay Peacock)

XV426 carrying a drill weapon load.

Above - XV426 about to break into the circuit over the 56 (F) Squadron hangar (top left) at RAF Wattisham.(Note: The grey aircraft on the ASP is the prototype “Grey Ghost” XV474)

TopTop right - A fully armed XV490 sits outside the RAF Wattisham “Q Shed”. The aircraft is in “Delta” fit carrying a centreline fuel tank for operations into the Iceland Faroes Gap.

RightRight - XV495 on Quick Reaction Alert at RAF Wattisham. The aircrew lifejackets are positioned at the base of the steps ready for a scramble.


Above - XV426 about to break into the circuit over the 56 (F) Squadron hangar (top left) at RAF Wattisham.(Note: The grey aircraft on the ASP is the prototype “Grey Ghost” XV474)

TopTop right - A fully armed XV490 sits outside the RAF Wattisham “Q Shed”. The aircraft is in “Delta” fit carrying a centreline fuel tank for operations into the Iceland Faroes Gap.

RightRight - XV495 on Quick Reaction Alert at RAF Wattisham. The aircrew lifejackets are positioned at the base of the steps ready for a scramble.


RAF Germany also held aircraft at readiness for immediate launch, just as in the UK with QRA (Quick Reaction Alert), but called Battle Flight.

There were two aircraft in two hardened aircraft shelters, one from each squadron, 19 and 92. They were side-by-side on the 19 Squadron dispersal and both were manned 24 hours a day, 365 days a year and had to be airborne, if required, within five minutes of the hooter going off.

XV424 (of Alcock and Browne fame) refuels from a VC10 tanker over the South Atlantic. The aircraft was returning to UK from the Falkland Islands for servicing (Dave Gledhill)

“It was mayhem and, quite often, the first crew to check in would get the launch, which was interesting. Occasionally we would be launched for training purposes and, from time to time, you would be launched for a no-notice Battle Flight firing to Aberporth Range, Wales. I got one of those and the first clue was the westerly vector wewe were given, as it was normally always east, towards the border.

“We climbed to height and headed for the UK where we were joined by another aircraft which would act as photo-chase, this was usually a UK-based F-4, and we headed straight to Aberporth to fire a missile against a Jindivik airborne target.”

A pair of 92 (East India) Squadron Phantoms taxy out past RDAF F-100 Super Sabres at Skrydstrup during a squadron exchange (Dave Gledhill)

XV424 (of Alcock and Browne fame) refuels from a VC10 tanker over the South Atlantic. The aircraft was returning to UK from the Falkland Islands for servicing (Dave Gledhill)

By 1983, when this picture was taken, it was quite rare to see a green/grey camo jet with the RWR modification and RWR chequerboards since most had already been painted in the air defence grey (Paul Filmer)

XV466 flies over the Arctic Circle during an air defence exercise from Keflavik air base (Dave Gledhill)

All good fun and excellent training, but what if the balloon had gone up? Was that something that the crews dared think about? Did they wonder how they and their aircraft would have performed?

“I“I think that varied, depending on whether you were posted in the UK or Germany. For the latter, we expected the Soviet forces to march onto the Channel ports in about 48 hours, so West Germany would have been rolled over pretty

quickly. I think we would have fired every available missile and then, whatever and whoever was left would have returned to the UK, so we weren’t expecting to last very long!

“As“As for the UK, that would have been dependant on whether the conflict went nuclear, but if it hadn’t, then I think we would have stood firm for much longer, as the set-up was quite robust during the Cold War.”

XV408 in the commemorative “Blue Diamonds” colour scheme to “celebrate” the squadron disbandment in 1992 (Lindsay Peacock)

XV408 in the commemorative “Blue Diamonds” colour scheme to “celebrate” the squadron disbandment in 1992 (Lindsay Peacock)

The End of the RoadAs for the Phantom, she was retired from Royal Air Force service in 1992, and, despite it being a huge loss in terms of the sight and sound of what is a bona fide aviation classic, Dave feels it was the right decision, operationally.

“I“I think the aircraft had had its day by then and had been superseded. The F-4 Phantom was,

and remains, hugely charismatic, though. It was a fantastic aircraft to be involved with and it’s a great shame that there aren’t more preserved in the UK – which is why we are now trying to ensure that XV582 ‘Black Mike’, currently at RAF Leuchars, is moved to Bruntingthorpe and saved.

XV486 flies over a Norwegian fjord whilst operating from Stavanger /Sola during Exercise Whiskey Troll (Dave Gledhill)

Check out http://www.britishphantomaviationgroup.co.uk/ for more information on this, and other, preservation efforts.

“As for me, I feel honoured to have been involved with the aircraft and will never forget my time on the Phantom. It might have been hot and uncomfortable, but the memories are nearly all good ones.”

GarethGareth Stringer would like to thank Dave Gledhill for his time. His excellent book, ‘The Phantom in Focus: A Navigator's Eye on Britain's Cold War Warrior’ and his first novel, ‘Defector’, can be purchased by clicking on the cover images to the left. His newest work, ‘Fighters Over the Falklands: Defending the Islanders' Way of Life’, will be published on 1 November.

XV486 flies over a Norwegian fjord whilst operating from Stavanger /Sola during Exercise Whiskey Troll (Dave Gledhill)

The GLOBAL AVIATION RESOURCE

PRINT & GIFT STORE

High quality aviation imagery available for purchase in a variety of formats from regular prints through to canvas prints, T-shirts, mousemats,

paperweights and much, much more.

Please visit the website below to see the imagery already available. If you are unable to find what you are looking for, please drop us a line and we will

do our best to satisfy your requirement.

SAS and the DC-9 Family

CRUZEX 2013 Helimoon

The FlyingLeathernecksMuseum

Lockheed C-141Starlier at 50

and more...all in Issue 21Issue 21 of Global Aviation Magazine will be online 20 December

Emphasising the increasingly close working relationship between the Royal Air Force and the French Armée de l'air, this image, captured by GAR’s Steve Comber, show a No 1(F) Squadron Typhoon FGR4 in close formation with a Mirage 2000N from EC02.004 ‘Lafayette’ during Exercise Capable Eagle, the air component of Exercise Joint Warrior.

The whole Global Aviation Resource team would like to thank each and every one of you for your continued support!

If you have any comments or questions, please direct them to [email protected]

global aviation magazine - issue 20

Documents

excellent raf museum

gams editor

royal air force

gams deputy editor

raf harrier display

anniversary commemorations

capable force