Our winner takes the ultimate passenger ride!

and deadly
e
erful, versatil
ow
F-4 – P

B -17 in a barn
ding a Boeing
Rebuil
y Bristol 188
t
fa st and thirs
The

£5.49

02

iews,
News, vg and
9 770262 695306

quizzinmore
much
FEBRUARY 2022

V am pire
H av illand's d records!)
e n
When adll the rules (a
broke
 1943 Vickers-Supermarine Spitfire Mk. IX
Serial No MH603, Registration VH-IXF.

Offered at £3,500,000

Photo Credit: Kate Pay

This iconic Spitfire has recently undergone a comprehensive
‘0’ time restoration by Vintage Fighter Restorations,
on behalf of its current owner.

The Aircraft is fitted with a ‘0’ time Merlin 70 engine

and propeller, is based in Australia and
ready for immediate delivery.

For complete specifications and photos, please visit our website or contact:

+1 800 210 1951

Welcome

W
hether you’re into props or jets, it’s hard not to
love a McDonnell Douglas F-4 Phantom II.
When I grew up in the 70s, it was the poster-
boy of the military aviation world, carrying
much of the West’s combat threat on its broad
shoulders. The handsome twin-engined, two-seater could fly
fast and high, and it could carry big weapon loads, whether
it was performing the jet-interceptor or fighter-bomber role.
We’re celebrating the USAF, USN and USMC favourite in
FlyPast Classics this month, more than 60 years after it first
flew, but just a few months after it was finally retired by the
Japanese military. ‘A good innings’ as they say.
You’ll find a couple of other important jets in this issue, too,
albeit these are British ones.
The legendary Vampire was the RAF’s second jet, after the
Meteor. With its single engine and twin-boom layout, it’s
unmissable in the air and its development shaped the future
of jet aircraft.
We sent photographer Darren Harbar to fly with one, and you
can see the stunning results from page 8.
We’re also featuring the ‘Flaming Pencil’, Bristol’s fast and
thirsty 188. This research aircraft required new materials and
welding technology to be perfected, but drank so heavily it
was always doomed to failure – gone within two years.
Another stunning story in this issue concerns an
extraordinary B-17 barn find, which you can read about
from page 39. Having been chopped up for scrap, this US
bomber is being meticulously renovated in Illinois.
There’s loads more content too, from a Newark Air Museum
visit and Duxford night-shoot guide, to our Spitfire flight
winner and a brain-bending quiz.
In the last week, feedback on our magazine ‘evolution’ has
been pouring in. We will factor everyone’s opinions into our
thinking, as we continue to develop and tweak the title. We
appreciate all those who took the time to write, whether it
was positive or not. Enjoy the magazine.
John Sootheran
Editor
PS: You’ll find last month’s Quiz answers on page 37

The 82nd Aerial Targets Squadron was the last USAF unit to fly the McDonnell F-4 Phantom II, in the aerial target role. It had detachments at
Tyndall AFB in Florida and Holloman AFB in New Mexico. The latter flew at the White Sands Missile Range complex JIM 'HAZY' HASELTINE

john.sootheran@keypublishing.com

Acting Editor John Sootheran
Deputy Editor Steve Beebee
Assistant Editors James Peene, Tara Leggett
Design Matt Fuller
Group Production Editor David Taylor
Production Editors Sally Hooton, Angharad Moran,
Suzanne Roberts, Sue Rylance
Advertisement Manager Sam Clark
E-mail: sam.clark@keypublishing.com
Ad Production Kay Townsin
Head of Production Janet Watkins
Head Of Publishing Finbarr O’Reilly
Head Of Design Steve Donovan
Head Of Advertising Sales Brodie Baxter
Head Of Operations and eCommerce Karen Bean
Chief Digital Officer Vicky Macey
Chief Content & Commercial Officer Mark Elliott
Group CEO Adrian Cox
GENERAL ENQUIRIES TO:
Editor’s Secretary Melissa Smith
FlyPast, PO Box 100, Stamford, Lincs, PE9 1XQ, UK
Tel: 01780 755131 Fax: 01780 757261
www.flypast.com
Subscriptions / mail order:
PO Box 300, Stamford, Lincs, PE9 1NA, UK Tel: 01780
480404 Fax: 01780 757812
E-mail: Subscriptions: subs@keypublishing.com
E-mail: Mail Order: orders@keypublishing.com
Readers in the USA can place subscriptions by visiting
www.imsnews.com or calling toll-free 757-428-8180
Alternatively, you can subscribe in writing to:
FlyPast, International Media Service,
PO BOX 866,
Virginia Beach 23451, USA.
SMALL PRINT:
While every care is taken with submissions, the
Publisher cannot be held responsible for any loss or
damage incurred. All items submitted for publication are
subject to our terms and conditions. These are regularly Postmaster: Send address changes to FlyPast,
updated without prior notice and are downloadable from Key Publishing Ltd, C/O 3390 Rand Road, South Plainfield
www.keypublishing.com NJ 07080.
We are unable to guarantee the bonafides of any of our DISTRIBUTED BY: Seymour Distribution Ltd,
advertisers. Readers are strongly recommended to take 2 Poultry Avenue, London, EC1A 9PP
their own precautions before parting with any information Tel: 020 7429 4000 Fax: 020 7429 4001
or item of value, including, but not limited to, money,
manuscripts, photographs or personal information in PRINTED AT: William Gibbons Ltd, Willenhall, UK
response to any advertisements within this publication.
The entire contents of FlyPast is © Copyright 2021. No Published monthly by:
part of it can be reproduced in any form or stored on any Key Publishing Ltd, address
form of retrieval system without the prior permission of the as Editorial
publisher: Mark Elliott
Printed in England
FlyPast (ISSN 0262-6950), August, is published monthly ISSN 0262-6950
by Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9
1XQ, UK and distributed in the USA by UKP Worldwide,
3390 Rand Road, South Plainfield, NJ 07080. Periodicals
postage paid at Rahway, NJ and at additional mailing
offices. Periodicals Postage Paid at Piscataway, NJ and
additional mailing offices.

February 2022 FlyPast 3


FRONT COVER: De Havilland Vampire
T.11 WZ507 flying from Coventry
Airport in Warwickshire. See feature
beginning on page 8 DARREN HARBAR
FlyPast, ISSN 0262-6950 (USPS 6118) is published
monthly by Key Publishing, PO Box 100, Stamford,
Lincolnshire, PE9 1XQ, United Kingdom.
The US annual subscription price is $72.99.
Airfreight and mailing in the USA by agent named
WN Shipping USA, 156-15, 146th Avenue, 2nd Floor,
Jamaica, NY 11434, USA. Periodicals postage paid at
Brooklyn, NY 11256
US Postmaster: Send address changes to FlyPast,
WN Shipping USA, 156-15, 146th Avenue, 2nd Floor,
Jamaica, NY 11434, USA.
Subscription records are maintained at Key
Publishing, PO Box 100, Stamford, Lincolnshire, PE9
1XQ, United Kingdom.
Air Business Ltd is acting as our mailing agent.
Supermarine Seafire Mk.XVII SX336
has returned to the air at Old Warden.
See page 16 DARREN HARBAR
Features
6 Gallery – Duxford
Spitfire in focus
Supermarine Spitfire Mk.XIV
MV268 bursts into fiery life at
Duxford in this evocative image
from Liam Shaw
8 Vampire survivor
COVER STORY
James Peene celebrates the
remarkable efforts being made
to keep a unique Vampire T.11
flying in the UK, with air-to-air
photography from Darren Harbar
16 Cockpit
In our regular Cockpit section
we bring you the latest historic
aircraft and restoration news, plus
images from the archive, your
photo of the month, heritage and
memorabilia updates, our monthly
quiz and more
39 B-17 revival
A team of enthusiasts in the US is
undertaking a remarkable Flying
Fortress restoration. Ryan Brutt
gives us the lowdown
FlyPast Classics
MCDONNELL DOUGLAS
F-4 PHANTOM
46 Vietnam Eagle
With nearly 5,200 examples built,
the F-4 Phantom II is the most
produced American supersonic
military aircraft in history,
and while it remains in limited
service around the world it has
to be regarded as a true Cold
War icon. Phantoms served the
USAF, US Navy and USMC in the
Vietnam War, fulfilling a variety
of requirements and even helping
a few pilots to become aces. The
fearsome jet’s story is supported by
exclusive artwork by Andy Hay and
a selection of rarely-seen images
 FEBRUARY 2022 No 487

74 Need for speed

The remarkable Bristol
Contents North American P-51D Mustang Hun Hunter\
188 supersonic research jet Texas was among the stars at Duxford’s
looked like something from recent evening photography shoot. See
science fiction. Tony Buttler pages 6 and 82 LIAM SHAW-IWM
analyses this extraordinary
– but flawed – machine

82 Night vision
Images and details from
several recent night
photography events involving
classic aircraft from Duxford,
Navy Wings, East Kirkby
and more

88 FlyPost
Readers’ letters

93 Above and beyond

Graham Pitchfork reflects on
the valour of two decorated
World War Two airmen:
the Belgian fighter ace Ray
Lallemant on page 93 and,
on page 96, Avro Anson pilot
Nelson Webb
94 What’s New
The latest aviation products
receive the FlyPast verdict
98 Spitfire flight
Thanks to an exclusive FlyPast
competition with Aero Legends,
reader Peter Lane won the trip of
a lifetime – a flight in a two-seat
Spitfire. Tara Leggett describes a
memorable day
105 Museums – Newark
Newark Air Museum should be on
the must-visit list for any British
aviation enthusiast. We took a trip
to Nottinghamshire to find out why
113 Listening station
Don’t forget to check out FlyPast’s
podcasts. Always free to enjoy, here
are the details of what’s new

Subscribe and SAVE!

Make great savings See pages 72 and 73 for details,
or visit www.flypast.com
when you take out a to find out more about our
subscription to FlyPast excellent digital packages

February 2022 FlyPast 5

 Gallery
LIAM SHAW-IWM

6 FlyPast February 2022

Duxford
seen in a
new light
On the evening of September
4, IWM Duxford hosted its
second night-photography
event, with nine single-
engined warbirds fielded in a
special fighter theme.
The line-up included ARCo’s
Hispano Buchón ‘Yellow
10’ still wearing temporary
markings from a recent
filming role, along with a
rare outdoor appearance
for Comanche Warbirds’
P-51D Mustang Hun Hunter/
Texas. New Duxford resident
Spitfire Mk.XVI RW382 in US
markings also debuted.
As day turned to night,
Anglia Aircraft Restoration’s
(AAR) impressive Griffon-
powered Spitfire Mk.XIV
MV293, left, and The Fighter
Collection’s (TFC) Curtiss
P-40F Warhawk Lee’s Hope
were positioned on the
airfield for engine runs under
the lights. Completing the
line-up were Spitfire Mk.VIII
MV154, TFC’s Grumman F-8F
Bearcat and Curtiss Hawk 75,
and AAR’s two-seat Buchón
‘Red 11’. See pages 82 to 86 for
more night photography.

Spitfire: Evolution of an Icon

From December 27, 2021 until
February 20, 2022, IWM Duxford
will host ‘Spitfire: Evolution of
an Icon’, the largest exhibition
of the type. Bringing together 12
Spitfires of varying marks in the
AirSpace hall, it will demonstrate
how the iconic warbird evolved
through World War Two. It will be
accompanied by a programme
of tours, talks, events and family
activities, which will delve deeper
into the Spitfire’s history.

February 2022 FlyPast 7

8 FlyPast February 2022
 DE HAVILLAND VAMPIRE

In the post-Shoreham classic jet age, keeping the

last RAF Vampire in the skies is no easy task.
James Peene spoke to the Vampire Preservation
Group to find out what’s involved

LEFT: A rare sight in UK skies,

Mark Hooton's T.II is the only
original RAF Vampire still in the
air today ALL IMAGES DARREN HARBAR

February 2022 FlyPast 9

DE HAVILLAND VAMPIRE

RIGHT: Side-by-side
seating provided good
all-round visibility for
both pilots. This, and
the Vampire's inherent
stability and docility
made it a useful
trainer aircraft

10 FlyPast February 2022

F
lying classic jets at
shows n the aftermath
of the Shoreham air
crash of 2015 was
considered simply
too risky in the eyes of some
members of the warbird
community. But not the Vampire
Preservation Group, which is
determined to keep the last
RAF Vampire in the air for as
long as possible.
Some may not think that Cold
War jets carry the same sense
of history and prestige afforded
to World War Two-era fighters
and bombers. However, there
are some examples of jet aircraft
that undoubtedly cross over
into classic territory, ones that
even the die-hard propellorhead
could not fail to love. Like the de
Havilland Vampire.

“The silver post-war paint scheme is a bit of a

ruse, as while the wings, tail booms and nose are
riveted aluminium, the Vampire is surprisingly
old-school tech in a lot of ways”

ABOVE: A small and The appeal of a machine like the
simple aircraft, the Vampire, along with the Gloster
Vampire's unusual
design is the result Meteor, V-Force trilogy and
of using just one, English Electric Lightning, is that
central gas turbine they all hail from a time when
with a relatively ‘Made in England’ still meant
short jet pipe something to be proud of.
The UK showed the world that
LEFT: For armament, it was still capable of producing
the Vampire had world class aircraft. And, in the
four 20mm Hispano instance of the Vampire and
Mk V cannons
mounted in the nose
Meteor, they’re a crossover from
the world of props and pistons;
a gateway aircraft or stepping
stone into the jet age.
In the case of the Vampire, such
as this T.11, it may look like a
sleek, metal bullet shot out of the
1950s, but dig at a little deeper
and you’ll discover that the silver
paint hides a cockpit
that’s actually constructed of
wood and canvas.
The silver post-war paint
scheme is a bit of a ruse, as
while the wings, tail booms and
nose are riveted aluminium,
the Vampire is surprisingly old-
school tech in a lot of ways.
While it may look like nothing
else flying today – with the
exception of the Lockheed
P-38 Lightning, perhaps – the
Vampire’s design was the result
of the limitations placed on it by
the technology of the day.
The second jet fighter to be
flown by the RAF, the Vampire
was the first to be powered by a
single turbine. Early jet engines
were underpowered, hence the
requirement for two on aircraft
like Gloster’s Meteor, but as
the technology improved, de
Havilland’s design for a single-
engined jet fighter took a step
closer to reality.
Initially powered by the Halford
H.1 – which later became the de
Havilland Goblin engine – the
DH.99 had a twin boom design to
place the tailplane out of harm’s
way from the exhaust. It also
allowed de Havilland’s designers
to keep the jet pipe short. The
longer the pipe, the more power
was lost, so, while the Vampire is
an inarguably pretty aircraft, its
February 2022 FlyPast 11
 DE HAVILLAND VAMPIRE
“As a result of its simple design and relative ease of
maintenance, the Vampire continued to be operated by
several air forces, long after the RAF had retired it”
ABOVE: What's in a design was very much a case of
name? Prototypes function over form.
were known as Spider
The DH.99 led on to the DH.100
Crabs, but thankfully
de Havilland changed and Geoffrey de Havilland was
the name to Vampire at the controls for the type’s first
when it went into flight on September 20, 1943,
production for the RAF from Hatfield.
RIGHT: De Havilland Raising the bar
DNA is evident in The production Vampire didn’t
the Vampire as it fly until April 1945, by which
uses some of the
same construction
time the RAF had already placed
techniques that went an order for 300 of this next-
into the Mosquito. generation fighter.
The cockpit section While the Vampire came after
is made out of wood the Meteor, it came first in a
and fabric, rather
than metal
number of other ways. It was the
RAF’s first 500mph fighter. In
March 1948, it became the first
jet to cross the Atlantic, when 54
Squadron flew six F3s to Canada
for the RAF’s goodwill tour.
The Vampire was also the first
jet to land on an aircraft carrier,
with Captain Eric ‘Winkle’ Brown
at the controls, and became the
Royal Navy’s first operational
jet in Sea Vampire form. The
Vampire was also the first jet
trainer in which RAF pilots could
earn their wings, and it was the
first ex-military jet to appear on
the civil register in 1980.
12 FlyPast February 2022
T.11, that was introduced in
1950. While the cockpit was/is
small, it afforded both pilot and
student decent visibility, and,
although it was retired from
frontline service by the RAF in
1953, it continued to be
used as a pilot trainer and
refresher aircraft.
As a result of its simple
design and relative ease of
maintenance, the Vampire
continued to be operated by
several air forces, long after the
RAF had retired the type.
In fact, the Swiss Air Force
only withdrew its fleet of FB.6s
and T.55s in 1990.
One and only
This example, WZ507, was built
in 1952 and is now owned and
operated by Mark Hooton www.
vampirepreservation.org.uk
One of only 11 Vampires
currently still flying in the
world today, WZ507 is the only
The Vampire F1 entered service
with 247 Squadron at RAF
Chimbolton in Hampshire in
April 1946 and on June 8 the unit
led the Victory Day celebrations
over London, introducing the
type to the wider public.
The F1 was superseded by the F3
with its more powerful engine,
redesigned tail fin and lower
tailplane in 1948.
This was followed by the FB5,
a clipped-wing, ground-attack
variant, that itself was replaced
by the Goblin 3-powered FB9
in 1952.
It was an essentially similar
aircraft, albeit fitted with an air-
conditioning unit to make it more
comfortable to operate in tropical
climates, something the Vampire
did in places as far-flung as
Kenya and the Far East.
Prior to that, on March 23, 1948,
de Havilland’s test pilot, John
‘Cats Eyes’ Cunningham, had
taken a modified Mk.1 equipped
with a de Havilland Ghost engine
to 59,446ft, setting a new world
altitude record.
Of course, as you can see here,
there was also the two-seater
trainer version, the Vampire
 CLOCKWISE: Mark
checking the oil on the
Goblin. The dipstick is
accessed below the
engine, but the oil is
replenished via the
access panel above the
wing. Having someone
above and below the
wing makes this task
much easier.

With nose panel

raised, you can access
the battery pack,
compressor for the air-
conditioning and valves
for refilling the air in the
accumulator for
the brakes

A view inside the

compact cockpit

February 2022 FlyPast 13

DE HAVILLAND VAMPIRE
original RAF example still in the
air and the only T.11.
In fact, the Vampire is now
so rare that it is listed as a
‘Benchmark’ aircraft with the
National Aviation Heritage
Register, the highest category
available for preservation. Sadly, it
is becoming increasingly difficult
to keep a Vampire in UK skies.
Mark isn’t some wealthy
businessman, he’s an airline pilot
by day (and night) and incredibly
passionate about the aircraft he
first became involved with in
2005. Mark was part of a four-
man consortium who purchased
the Vampire, but one by one they
dropped out until only Mark
remains today.
14 FlyPast February 2022
An uphill battle
Those mentioned above are just a
few of the problems being faced
by Mark and other operators of
vintage jets in this country.
The airfields capable of flying
them are also drying up fast.
Simply put, all of the UK’s
airfields are at huge risk from
developers. They’re worth more
as real estate than as a base for
vintage aircraft to operate from.
WZ507 is currently flown out of
Coventry Baginton Airport, which
is itself in danger of being closed.
And the Vampire can’t simply
fly from any airfield. It requires
a hard runway of no less than
1,000m, and ideally more to take
off and land.
You also need the right facilities
to hand, such as a trained
ABOVE: A close
view of WZ507's
distinctive twin-boom
tail – and website
details!
LEFT: Few people
are as passionate
about the Vampire
as Mark Hooton and
keeping it in our
skies has proved to
be no easy task
Even so, actually operating the
Vampire requires a dedicated
team of engineers and volunteers
on the ground.
The Vampire needs an external
power source for ground starting
wherever it goes.
The ladder needs to be removed
from the side of the cockpit and
the canopy requires external
assistance to be closed.
Not that being on the move is any
easier. The brakes are operated
by compressed air. There’s a tank
that is filled via a valve in the
nose, and there is only a finite
amount of range to play with.
Apply too much brake and you’ll
run out of air and brakes until the
tank is replenished.
 RIGHT: With its
small, pod-like
fuselage and
twin tail-boom,
the Vampire is a
rare but instantly
recognisable sight
in the air

BELOW: The Vampire

on the tarmac
at Coventry with
Nimrod XV232 in the
“One of only 11 Vampires currently still flying in the world
background today, WZ507 is the only original RAF example still in the
air and the only T.11”

groundcrew, plus specific tools

and manuals onsite to maintain
the aircraft correctly.
At £500 a month for hangar
space and £15,000 annual checks,
it clearly isn’t cheap to run.
The Goblin burns through
3.5 gallons of fuel a minute, so
even basic ground tests add
considerably to the cost of
keeping it in running condition,
as does the fact that original parts
are hard to come by, and items
such as engines and the ejection
seats are no longer supported by
the original manufacturers.
Displaying the Vampire at shows,
where it is always a very welcome
participant, certainly helps.
But rising costs, increasing
amounts of red tape and being
unable to carry passengers as
part of a commercial operation,
simply because the Vampire is
powered by a turbine rather than
a prop, mean there is a chance
this particular aircraft could soon
disappear from UK skies forever.
That would be a huge loss to
British aviation. And, while Mark
is clearly doing more than his bit
to keep the Vampire in the air, it’s
over to us to put pressure on local
authorities and planning bodies
to stop developing airfields.
When they are gone, they are
gone forever and so are the
aircraft that fly from them. FP
February 2022 FlyPast 15
 Cockpit
News, views, reader photos, quizzes

flypast@keypublishing.com
and much more

Seafire returns to the skies after

maintenance at Old Warden
Supermarine Seafire F
Mk.XVII SX336 flew for the
first time in approximately
five years on November
18 from Old Warden, in
the capable hands of Stu
Goldspink. The aircraft’s
return follows a period of
extensive maintenance at the
Bedfordshire aerodrome.
In 2016, the Seafire was
put through a regular set
of services and checks by
Kennet Aviation at North
Weald, but unfortunately
cracks were found in a frame
firewall, requiring a new
one to be constructed. Other
elements, such as plumbing
and pipework, also had to be
refurbished or replaced. In
addition, engineers took the
opportunity to ‘dissect’ the
entire airframe in order to
ensure the most meticulous
overhaul possible.
Kennet moved to Old Warden
during this time and, by 2018,
work was progressing well.
The committed team also took
the opportunity to use SX336
as a model for the rebuilding
of a second Seafire, F Mk.XV
SR462. Work on ’336 was
inevitably delayed by COVID-
19 in 2020, but has now come
to a successful conclusion in
recent weeks.
The 1946-built fighter
has been owned by Tim
Manna since 2001. It had
been recovered by Spitfire
historian Peter Arnold from
a scrapyard in Warrington in
the 1970s, along with other
Seafire remains.
A first post-restoration
flight was made on May 6,
2006, from North Weald,
exactly 60 years after
test pilot John ‘Tommy’
Thompson had taken it for its
maiden flight at Yeovilton.
BELOW Stu Goldspink flying
Seafire F Mk.XVII SX336 on
November 18 ALL DARREN HARBAR

The Kennet Aviation team at Old Warden with pilot Stu Goldspink (centre, rear) Seafire SX336 lifts off at Old Warden for the first time in about five years

16 FlyPast February 2022

 Cockpit – Favourite aircraft
My Dream Historic Hangar
Dave Unwin, FlyPast’s resident pilot and author of
the best-selling Sky Stories, opens the door of his
fantasy historic hangar to show us the six vintage
aircraft he’d have if money was no object
Dave Unwin has some 5,000 flying hours on around 300 types ALL VIA DAVE UNWIN
1 2
3 4
5 6
1. Waco YMF5-C Super
On a nice sunny day, you just can’t beat an
open cockpit biplane, preferably powered
by a radial engine. I’ve flown a few different
Wacos, but the reason I’d really like a Super
– apart from the fact that it looks great,
sounds wonderful and flies beautifully
– is that the front cockpit is cleared to take
two passengers!
2. BAC Strikemaster
I’d love a Gnat or Hunter, but don’t have a
lot of jet time, and have learnt that things
get a lot trickier when you sweep the
wings. For someone like me, the straight-
wing Strikemaster is – for a jet – a very
straightforward machine that is as honest as
they come, as well as being tremendous fun
to fly (see next issue for more!).
3. Curtiss TP-40
Ask most people about their favourite
WW2 fighter and the majority say Spitfire
or Mustang. I’ve flown both and would love
either, but my old mate Thom says that the
most fun of them all for pure flying is actually
the P-40. It has an excellent power-to-weight
ratio, and fine handling all round. I’m hoping
to find out for myself in 2022!
4. Schleicher ASK-6E
I’ve always flown sailplanes, and my
favourite vintage glider is without doubt the
K-6E. I’ve owned several K-6s, but there’s
just something special about a well set-up
E. The performance is pretty good for a
machine of this vintage, but it’s the handling
that really stands out. The control harmony
and authority are just delightful, and it’s just
such a pretty little aircraft.
5. Grumman HU-16 Albatross
I love water flying, so an Albatross with
the interior converted to resemble an
ultra-modern Winnebago complete with
toilet, fridge and cooker is just the sort of
flying, floating machine I need, as I could tour
in it. Splash down near a deserted Pacific
atoll or on a remote Alaskan lake, put the
wheels down, taxi up onto the beach and you
don’t even get your feet wet!
6. De Havilland Canada DHC-2 Beaver
The Beaver is one of the most versatile and
capable aircraft I’ve flown. It oozes charisma
and has the classic DH handling and a big
round motor. It can haul a huge load in and
out of small fields and, as I fly a lot from farm
strips, a Beaver would definitely be on my
list, and in my hangar. FP
February 2022 FlyPast 17
Cockpit – Picture of the Month

18 FlyPast February 2022

 Photographer:
Alvaro Lino
Subject: An array of
Vought Corsairs at
Chino, California’s
amazing 2017 Planes
of Fame Airshow.
Throughout World
War Two, Vought
couldn't keep up
with the high
demand for the F4U
Corsair, so Goodyear
and Brewster made
them too. It was
deployed in large
numbers starting
in 1944, and has the
longest production
run of any piston-
engined fighter in US
history. Even some
Japanese pilots later
admitted it was the
best fighter flying in
the war.

Pro photographer’s
feedback:
Summary: This is
a really interesting
image and shows
great use of a long
lens to constrain
the perspective and
emphasise the line
of aircraft really
well. We love the
great detail.
Ideas to improve
the image: This shot
is one of those that
just shouts out to be
converted to black-
and-white with a
nice heavy contrast
to really show the
fine details.

February 2022 FlyPast 19

Cockpit – Picture of the Month

Picture of the Month Runners-up

Each month we publish the winners of our online Picture of the Week
competition and make one of them our FlyPast Picture of the Month

Runners-up:
How to enter
Photographer:
Duncan Monk Entry couldn’t be easier.
Subject: Warbird Simply email your
legend Stu favourite photograph to
Goldspink pilots competitions@flypast.com
the Shuttleworth and we will select one
Collection’s Spitfire winner per week. Each
winner goes through to
the next stage and at the
end of the month we will
select one to be our Photo
of the Month. The winner
will also receive useful
feedback from ace
air-to-air photographer
Darren Harbar
(darrenharbar.co.uk).
The winners can be
viewed online at Key.Aero
and on our Instagram
and Facebook pages.
You can also receive
weekly updates on the
competition by signing up
to the Key Newsletter at:
key.aero/newsletter

The rules: There aren’t

many, but the photo
must have been taken
by yourself. It can be an
old or new picture and
of a person, place or
aeroplane as long as it
is in relation to vintage
aviation.
Please only send pictures
you are happy for us to
share in the magazine and
via our social media.
Photos need to be high
resolution and without a
watermark to enable us to
Photographer: Joseph Evans Photographer: Adam Chester print them.
Subject: Historic Helicopters’ Westland Subject: IWM Duxford, Don’t worry – we’ll make
Sea King HAR.3 XZ597 shortly before Saturday September 11, sure they are credited
engine shutdown after completing a 2021. BBMF Avro Lancaster to you.
display at Abingdon Air and Country starting up to leave for its
Show, on September 11, 2021 home at RAF Coningsby
20 FlyPast February 2022
Cockpit –Let’s go to. . .

Control As you drive along the B1105

between Fakenham and
Tower B&B Wells in North Norfolk,
those with a sharp eye will
spot countless reminders of
Norfolk’s aviation history.
Where: The Control Tower B&B, Romney sheds, half brick
Bunkers Hill, Egmere, Walsingham, huts, ancient hangars and,
Norfolk NR22 6AZ most obvious of them all,
Tel: 01328 821 574 the newly-erected skeletal
Email: mail@controltowerstays.com Stirling bomber and the
Web: www.controltowerstays.com Roll of Honour that makes
up the RAF North Creake
memorial. Set back from the
RIGHT: Service road is the former control
personnel never had tower. Now proudly adorned
it so good. The old with a fresh coat of white
control tower has now
been turned into a paint, it is an instantly
boutique B&B recognisable landmark.
ALL COURTESY CONTROL Inside, a warm welcome
TOWER B&B awaits those who have
booked to stay at what is now
BELOW: The old a unique bed and breakfast.
control tower at former
RAF North Creake is Fine vegetarian breakfasts
now a vegetarian are served in the comforting
Bed & Breakfast surrounding of the 1940s,

22 FlyPast February 2022

 “Tours of the tower are normally offered and there are
plans afoot for RAF North Creake ‘history days’”

complete with original tower are normally offered ABOVE: A hearty

furniture and fittings.
The tower may have
contained rest rooms, but
the controllers and duty
pilots would not recognise
today's comfortable beds
and luxurious period baths.
No actual control tower
equipment remains, but the
impression of those times
is firmly stamped on the
present with photographs
and maps of the airfield
during the war years. There
is also an extensive library
of aviation books.
If that’s not enough
heritage for you, tours of the
and there are plans afoot vegetarian breakfast
awaits all guests
to organise RAF North
Creake ‘history days’,
BELOW: A warm
which are likely to include welcome and service
walks around the former with a smile from
wartime airfield. owner Nigel Morter
Of course, you may just
wish to relax in the garden
in the summer sunshine
or read a novel in front of
the fire, during those cold,
crisp winter evenings.
Either way, you’ll find it
a convivial environment
and Claire Nugent and
Nigel Morter are waiting
to welcome you to this
unique B&B.

While you’re there. . .

Pay a visit to the RAF North Creake Memorial. It includes a Roll of Honour recording the 73 members of aircrew who lost
their lives while serving here during World War Two, as well as a skeletal sculpture of a Stirling bomber by artist Andy
Knighton Sculptures. For more information on the memorial go to www.rafnorthcreake.co.uk

February 2022 FlyPast 23

Cockpit – News

Mustang to fly passengers

from Biggin Hill
Biggin Hill-based
FlyaSpitfire.com has
recently acquired North
American P-51D Mustang
G-CMDK and plans to
operate customer flights in
the two-seater during the
2022 ‘season’.
Delivered to the USAAF
as 44-73877 in July 1945,
it later joined the RCAF,
with whom it served from
1951 until April 1958.
The fighter then passed
through the hands of
several North American
civilian owners, before
moving to Europe in 1986,
becoming part of the
Scandinavian Historic
Flight. It participated in
the filming of 1990 movie
Memphis Belle.
In more recent times it several years in a distinctive 44-13779, the mount of the
has been based in the camo scheme with shark USAAF 4th Fighter Group’s ABOVE: Mustang 44-73877 will fly from
UK with Shawn Patrick mouth logo. In May 2020, it Col Don Blakeslee. www. Biggin Hill in 2022 JOHN DIBBS-THE PLANE
as G-SHWN and flew for was repainted to represent flyaspitfire.com ROBIN J BROOKS PICTURE COMPANY

Mosquito makes first engine runs

in over half a century
De Havilland Mosquito FB.VI
TE910 (NZ2336), part of the
collection assembled by
the late John Smith in New
Zealand, fired up its engines
for the first time in 52 years
on November 8.
Built as an FB.VI for the
RNZAF, it was delivered in
April 1947, before being sold
to John several years later.
The aircraft remained in
storage for more than 60
years, until transferred to
the Omaka Aviation Heritage
Centre for restoration in
Mosquito FB.VI TE910 running its engines at Omaka, New Zealand, on November 8 September 2020.
GAVIN CONROY – CLASSIC AIRCRAFT PHOTOGRAPHY “We ran the engines one
at a time and then did two
double engine runs,” reports
photographer Gavin Conroy,
who has been assisting the
project. “Al Marshall ran the
engines, and in the right seat
was Chris Checketts, son of
the late Johnny Checketts,
World War Two Spitfire ace
and commander of No.485
(New Zealand) Squadron.
Johnny actually flew and
landed this very aircraft at
RNZAF Woodbourne for the
last time, before it was put
into storage.”
www.omaka.org.nz
THANKS TO GAVIN CONROY & RACHAEL BROWN

24 FlyPast February 2022

PHANTOM
FURY!
AA27902
McDonnell Douglas™
F-4 Phantom FG.1™
XV592/L, RAF No.111 Squadron,
Leuchars, Fife, Scotland, Late 1970s

£164.99
RRP

FROM ROYAL NAVY TO ROYAL AIR FORCE

The final McDonnell Douglas Phantom produced for the Royal Navy, XV592/L was
transferred to the service of RAF Squadron No.111 in the late 1970s, acting in an air
defence role from Leuchars in Scotland. This new 1:48 scale Corgi die-cast release features
a new open canopy option, and an interchangeable centre-line fuel tank and gun-pod.

Produced under license. Boeing, McDonnell Douglas, F-4 Phantom, the distinctive Boeing logos, product markings and trade dress are trademarks of The Boeing Company.

TO FIND OUT MORE ABOUT AVIATION ARCHIVE AND INDEED THE ENTIRE CORGI COLLECTION,
CONTACT OUR SALES OFFICE NOW ON 01843 233 525 / SALES@HORNBY.COM
Cockpit –Auction Watch
Rolls-Royce
Griffon engines
Auction: Cheffins Timed Online
Auction. November 11-18, 2021
Estimate: £10,000-£70,000+
According to lot
Hammer price: See main text
www.cheffins.co.uk
Seven Rolls-Royce Griffon
engines and assorted spares
that surfaced in Lancashire
recently went under the
hammer at Cheffins.
The lots were being sold on
behalf of Kevan Whittingham
from Team Whittingham,
the British champion tractor
pullers, with the engines
having been collected over the
course of a number of years.
The engines in the sale
included five Rolls-Royce
Griffon Mk.58 V12 engines, as
“I always had a fascination with World War Two piston engines, of which
the Rolls-Royce versions really are the best in class. These engines are
RIGHT: The zero-
hour Griffon on
the far right is
still on its original
mounting stand
and sports its
Rolls-Royce cover
ALL IMAGES COURTESY
OF CHEFFINS
26 FlyPast February 2022
used in the Avro Shackleton,
each with varying hours on
the clock. One of these was
still in its original packing
case and on its mounting
stand with a Rolls-Royce cover
and zero flying hours.
Estimates ranged between
£20,000 to £70,000 for each
of the Mk.58 Griffons, with
the ‘new’ engine expected to
achieve in excess of £70,000.
There was also a Rolls-
Royce Griffon 5900 with an
estimate of £10,000, and a
Rolls-Royce Griffon Mk.101
with an estimate of £20,000.
Plus, there were a number of
Shackleton propellors, Rolls-
Royce cylinder banks, Rotax
starters, magnetos, engine
valves, con rods, bearings in
original boxed condition and
various other spare parts up
for auction.
really very rare and this is an unusual opportunity”
Mr Whittingham, a
Lancashire-based farmer,
said: “I have been involved
in tractor pulling since 1979
and it was my love for the
motorsport which really
kicked off my enthusiasm
for these engines. I bought
them from various places,
not only from the Ministry
of Defence. Lots had ended
up in private collections
or were destined for the
salvage yard. I always had
a fascination with World
War Two piston engines,
of which the Rolls-Royce
versions really are the best
in class. These engines are
really very rare and this
is an unusual opportunity
for someone who wants to
perhaps put these back into a
plane or into a boat or car, or
to use them for motorsport.

“Throughout the tractor
pull world we have had lots
of people interested in the
engines which I have had
stored in the barn since
the early 1990s. However,
they are big old brutes and
you need the capability to
move or store them, which
can make this slightly
more difficult for would-
be collectors. Searching for
these engines became a bit
of an addiction for me. We
have carefully preserved
these important pieces of
RAF history and it’s been a
fascinating journey so far,
but I now own more than
enough engines and spares
and it’s time for someone to
be able to get enjoyment from
them, or even buy them as an
investment. As there aren’t
any more being made, they
are a real rarity.”
Bill King, chairman at
Cheffins, added: “This was
a very specialist auction,
LEFT: This
recent auction
provided the rare
opportunity to buy
Rolls-Royce Griffon
engines, as used
to power the Avro
Shackleton
BELOW: Seller
Kevan Whittingham
with one of the
seven Griffon
engines he has
placed up for
auction
with a niche market of
collectors and enthusiasts
looking to buy these Rolls-
Royce engines and spares.
We saw a huge amount of
pre-sale interest, from both
UK-based and overseas
collectors, with bidders
joining the sale from the
USA, Holland and the Czech
Republic, among others.”
Cheffins were kind
enough to share a few of the
results that came in shortly
before this issue of FlyPast
went to press. They were:
£28,000 for Lot 1, a Mk.58
Griffon engine mounted
on wooden transport
stand, with service card,
as well as £17,500 for
Lot 3, a Mk.101 Griffon
mounted on an original
steel transport stand and
fitted with a gearbox, but
no logbook, and £6,000 for
Lot 2, a Griffon 5900 engine,
complete with crankcase
and associated spares. FP
February 2022 FlyPast 27
Cockpit – Collectors’ Corner
P4A Air
Ministry
compass
What you’re looking at here is
a P4A Air Ministry compass.
Larger than the P8 compass
used in fighter aircraft and
rarer than the later P10,
the P4 compass (P for Pilot)
was used by the pilot in the
cockpits of larger British
military aircraft, such as the
Wellington, Sunderland, and
early four-engined heavy
bombers such as the first
batch of Lancasters. Some
P4s were modified with four
cross hairs and were named
the P4A.
The one gallery owner Phil
Taylor has in his collection
28 FlyPast February 2022
Find them at…
Phil Taylor is selling this fabulous
compass at his gallery, Phil Taylor’s
Cool Stuff, located at 313-315 Lillie
Road, Fulham, SW6 (telephone:
07377546440). It is valued at £285.
You can email him at:
philtaylorscoolstuff@gmail.com or pop
in to see/buy items from his extensive
collection of aircraft memorabilia.
He is also holding an exhibition,
opening to the public on February
17, 2022. There is a private viewing
planned for 6-9pm on February 16. If
you would like further details about the
exhibition, please contact Phil directly.
LEFT & BELOW: Not only a fabulous
addition to any collection, this compass is
still in its box and has been date-stamped
to show it was flight tested in 1942, so it
has genuine WW2 provenance PHIL TAYLOR
still has its original Air
Ministry instrument
case and is in very clean
condition. It is great to have
the box, because often, as
in this case, the inside of
the lid will sometimes have
been stamped by the fitters
each time the compass was
checked for air worthiness.
This detail means we can
be assured that the
compass was used in the
air, rather than just sitting
in the stores. This one has
been stamped several times
during 1942.
One thing people should
be wary of with these
instruments is that the
luminous markings contain
radium and are therefore
radioactive. It is not
advisable to try to repair or
dismantle any WW2 cockpit
gauges or compasses.
 “America’s Few describes Marine Corps aviation’s few: the two dozen
‘double digit’ aces who gained hard-won air superiority in the first year of
the Pacific War... Bill Yenne not only describes their combat careers but the
youthful backgrounds that shaped who they were beyond what they did.”
BARRETT TILLMAN
Author of Forgotten Fifteenth: The Daring Airmen Who Crippled Hitler’s War Machine

In America’s Few, acclaimed aviation historian Bill Yenne uses

original squadron war diaries and aircraft action reports to tell the
story of the US Marine Corps fighter aces of the South Pacific.

AVAILABLE FROM ALL GOOD BOOKSHOPS AND

ONLINE AT WWW.OSPREYPUBLISHING.COM
Cockpit – Legends

30 FlyPast February 2022

 Douglas Bader
World War Two aficionados will be
familiar with the man and the stories that
surround him, but few wartime pilots
remain a household name 40 years after
their passing. Douglas Bader is, of course,
a perennial exception
Mention the name Douglas Bader to
someone today and chances are they will
reply with the description: “The fighter
pilot without any legs!” Yet there is so much
more to the man, as anyone who has read
the biography by Paul Brickhill or watched
the Kenneth More film of the same name,
Reach for the Sky, can attest. The loss of
both legs in a flying accident before the war
is only part of his remarkable life, albeit
one that created the legend.
Bader joined the RAF in 1928. Never one
for rules and regulations, he crashed his
Bristol Bulldog while performing low-
level aerobatics over Woodley Airfield,
Berkshire, on December 14, 1931.
The accident almost claimed his life.
Surgeons amputated both legs, one below
and one above the knee. Not only did Bader
learn to walk again, using tin legs without
the aid of a stick, he almost returned
to flying duties. However, he was still
grounded due to there being no precedent
for a pilot flying without legs. Rather than
take a desk job, Bader left the RAF.
But the outbreak of World War Two gave
him another chance, and he flew in the
Dunkirk evacuation and Battle of Britain.
On June 28, 1940 he was given command
of 242 Squadron, which had fought in
the Battle of France. With morale low, the
pilots felt the last thing they needed was a
‘passenger’ at the helm. Bader immediately
proved them wrong, taking charge and
responsibility for the welfare and training
Douglas Bader (middle) outside the Officer's Mess at Duxford
of his Hurricane squadron.
The Big Wing
With 242 Squadron assigned to Duxford
and tasked with supplying cover for the
beleaguered squadrons further south,
Bader, along with 12 Group Commander
AVM Trafford Leigh-Mallory, pushed for
the adoption of the Big Wing, arguing that if
they could get more fighters to intercept an
enemy formation, they would shoot down
more aircraft. The Big Wing went against
the thinking of ACM Sir Hugh Dowding
and 11 Group Commander AVM Keith Park,
who claimed it took so long to assemble, the
Luftwaffe would have already hit its target.
The Big Wing may have proved too
unwieldy for outright success in the Battle
of Britain, but it was later adopted for
offensives, with Bader leading several
squadrons on fighter sweeps over France.
Taking off from RAF Westhampnett
(modern day Goodwood, West Sussex) on
August 9, 1941, legend has it that Bader shot
down a Bf 109 before colliding with another.
Post-war research has revealed that he was
likely a victim of ‘friendly fire’. One of his
prosthetic legs became lodged in the cockpit
of his Spitfire, but Bader managed to break
free and parachute to safety – the RAF later
dropped his replacement leg. He managed
to escape from the French hospital in Saint-
Omer, using bed sheets to lower himself out
of a window, but was later recaptured.
He was invited to visit the local airfield by
German flying ace Adolf Galland. Climbing
behind the controls of a 109, Bader’s request
to take it for a spin was politely refused!
Bader was ultimately transferred to Oflag
IV-C, Colditz Castle, until liberation by the
Americans on April 16, 1945. The war over,
Bader led a Big Wing once more, flying over
London at the head of 300 aircraft for the
London Victory Celebrations of 1946.
Retiring from the RAF in February 1946,
he returned to work for the Shell Oil
Company. He continued to fly until 1979
and campaigned for the disabled, saying:
“A disabled person who fights back is not
disabled, but inspired.” He was knighted
in 1976 for his work for the disabled
community. The Douglas Bader Foundation
was set up following his death aged 72 on
September 5, 1982.
This story sums Bader up perfectly.
While giving a talk at an all-girls school
about his wartime exploits, he is said to
have exclaimed: “There were two of the
f**kers behind me, three f**kers to my
right and another f**ker on the left.” The
headmistress explained to the audience:
“Ladies, the Fokker was a German
aircraft.” To which Bader replied: “That
may be, madam, but these f**kers were in
Messerschmitts!” FP
Douglas Bader’s RAF service
Dates: 1928-1933 / 1939-1946
Highest rank: Group Captain (RAF)
Combat victories: 22 confirmed kills, four shared,
six probable, one shared probable, 11 damaged
Awards: DSO & Bar, DFC & Bar, CBE
Further reading: Reach for the Sky by Paul Brickhill
February 2022 FlyPast 31
Cockpit – News
Classic Boeings being
returned to flight in Nevada
Willow Aircraft is heading
up a long-term project in
Gardnerville, Nevada, to
restore several historic
Boeing aircraft, a mix of
reproductions and originals.
The latter include a pair of
civilianised P-12s, built with
some modifications and
without armament.
One of the machines now
close to completion is a
Boeing 100A, a reproduction
of N247K, the two-seater
once owned by legendary
entrepreneur and aviator
Howard Hughes. This
Øyvind Munch Ellingsen’s P-12 is more
than 95% completed in Nevada
Senior RAF squadron
re-formed at Brize Norton
One of the RAF’s most
senior squadrons was
re-formed at RAF Brize
Norton, Oxfordshire, on
September 28, when 30
Squadron became the second
operational Airbus Atlas C.1
unit. It had been disbanded
on December 8, 2016, as part
of the gradual rundown of
the Hercules force.
First formed in October
1914, the squadron
moved to Egypt and then
32 FlyPast February 2022
aircraft is destined to join
Kermit Weeks’ Fantasy Of
Flight stable in Florida.
Kermit also has a P-12C
and an F4B-2 on order
from Willow, along with
a second Boeing 100 that
was severely damaged by
Hurricane Andrew in 1992.
One of two formerly used
by TallMantz Aviation for
aerial filming, the 100 is
expected to fly again in
2022 after almost 30 years
on the ground.
The 100A was a two-
seat version of the ‘basic’
Model 100 and made its
first flight on July 25,
1929. In order to carry a
passenger, it had a much Pictured late last year, Kermit Week’s Boeing 100A is a reproduction of an
smaller fuel tank in the aircraft flown by Howard Hughes and is now almost finished BOTH Ø M ELLINGSEN
fuselage, plus two in the
centre wings. After further further owners before it was Øyvind Munch Ellingsen,
modifications by Hughes, unfortunately destroyed in a distinctively painted in Olive
it was used for racing fatal 1956 crash. Drab. Øyvind reports that it
until it was sold in 1935 to Another of the aircraft is currently “more than 95%
Arthur Goebel. The unique currently being restored complete, with outstanding
machine passed through by Willow’s Roy Rehm and craftsmanship.”
the hands of several his team is a P-12 owned by WITH THANKS TO Ø M ELLINGSEN
Mesopotamia, where
operations were flown
against the Turks. During
World War Two, it was
deployed operationally
in Egypt, Greece and
Burma, successively flying
Blenheims, Hurricanes and
Thunderbolts. Notably, it
defended Ceylon against
Japan in April 1942 and is the
only RAF squadron to carry
this Battle Honour on its A Blackburn Beverley C.1 XL152 operated by 30 Squadron unloads cargo in
Standard. ANDREW THOMAS Aden during the mid-1960s MOD VIA A THOMAS
 AMERICAN AVIATION HISTORICAL SOCIETY
Recognized by the Smithsonian National Air and Space Museum
Join us for:
• Quarterly AAHS Journal and AAHS • Access & Use of huge image collection
FlightLine newsletter • Educational Programs Support
• 65+ years historical archives online • “Centennial of Flight” website host

Membership helps support the preservation

of aviation history for future generations
Only
US
$75 ub
e-P
$29

Go to: www.AAHS-Online.org/FlyPast
4130 Mennes Ave, Bldg. 56, Flabob Airport, Riverside, CA 92509
(Stearman C3-B, NC8835 at Lee Bottom (64I) in October 2007 - Photo by Bob Burns)
Cockpit – Model Citizen
LEGO
Dam
Busters
Reader Nathan Leech got
in touch to tell us about
the amazing Dam Busters
diorama he has been building.
He told us: “I have been a
casual purchaser and reader
of FlyPast for the past few
ABOVE: An effect to
rival those seen in
Michael Anderson's
classic 1955 film
ABOVE RIGHT:
Nathan talks about
the challenges of
reproducing the
Möhne dam in
LEGO bricks, but
it looks more than
alright to us
RIGHT: The scale
and detail of this
LEGO build is
amazing. Note
the ripples in the
'water' denoting
where the Upkeep
mine has bounced
34 FlyPast February 2022
years. This magazine has
been keeping my interest in
historical planes, particularly
the Avro Lancaster, going for a
number of years.
“I know that this is not the
sort of thing that is normally
shown in FlyPast, but I wanted
to share with you something
that has been stoked by the
articles and photos within
your magazine.
“Myself and three friends
— Robb McGowen, Leigh
McGowen and Mark Parker
— worked on a build made
of LEGO to come up with
a homage to Operation
Chastise. Due to the building
constraints of LEGO, we
were not able to produce an
accurate reproduction of the
Möhne dam, so we decided
to make a dam similar in
style and then the build was
decided to be a homage to
all those who flew and did
not return. This is the same
reason the aircraft are not
specifically marked.
“Approximately 30,000
bricks went into its
construction and it has taken
more than 400 hours (two-
and-a half-years) to design
and build. The wall of the dam
is made up of eight sections,
each on a 32 x 32 baseplate.
The aircraft is 1:37 scale.
“Here is the link to the
Facebook page from the show
where we first presented
it, and it shows the interest
it generated with people
who saw it. www.facebook.
com/100014309204622/
posts/1086750991811864/?d=n
Information
Project: Operation Chastise
Scale: 1:37
Builders: Nathan Leech,
Mark Parker, Robb McGowen,
Leigh McGowen
 Cockpit – News

F-111 is
focal point
in Illinois
tribute
An official dedication ceremony was held
for the Lake County Veterans Memorial next
to Waukegan National Airport in Illinois on
November 11. The memorial’s centrepiece
– General Dynamics F-111A 63-9767 – was
mounted in its current position in 2018
with final work completed earlier this year.
The jet was previously on display at the
now defunct Octave Chanute Aerospace
Museum in Rantoul TONY SACKETOS

Italy reproduces Museums

record-breaking announce new
speedy seaplane partnership
Washington’s Museum Washington state Senator
of Flight has signed a Bob Hasegawa said: “I’m
partnership agreement very pleased that we’re
with Japan’s Gifu- able to work together to
Kakamigahara Air and share and deepen our
Space Museum during a live understandings of each
virtual ceremony held on other’s programmes and
September 14. The new deal histories, and develop
will see the facilities share even closer relationships
artefacts and collaborate between the Japanese
on projects to achieve people and Washingtonians.
mutual educational and I know there is much we
A half-scale copy of the Macchi MC.72 ERMANNO TIRA cultural goals. can learn from each other
Museum bosses and and as we do, I know our
locally-elected officials relationships will grow
A team in Italy is constructing Agello, who achieved a world were in attendance. even stronger.”
a full-size replica of the speed record for seaplanes –
Schneider Trophy-winning 440.68mph (709.209km/h) –
Macchi MC.72 s/n 181. It has on October 23, 1934.
already completed a scaled- The project is in an advanced
down model. state – some items have
The work is taking place already been completed,
at Desenzano on the shores including the wooden wings
of Lake Garda. The site was and cloth control surfaces.
formerly home to the Regia The finished exhibit will be
Aeronautica’s Reparto Alta presented to the Italian Air
Velocità, a high-speed aircraft Force in 2023, its centenary
unit tasked with participation year. Donations are welcome:
in the 1920s-30s races. The www.gofundme.com/f/mc72- A view inside Japan’s Gifu-Kakamigahara Air and Space Museum
original ‘181’ was flown aereo-di-francesco-agello GIFU-KAKAMIGAHARA ASM

by Maresciallo Francesco GIAN SPAGNOLETTI

February 2022 FlyPast 35

Cockpit – Quiz

FlyPast Aero Challenge

Welcome to our FlyPast mega-quiz, designed to test your historic aviation
knowledge to breaking point! We’ve compiled some dastardly puzzles and
challenges that may well have you pulling out your hair! Over to you...

Name that plane! 1 point each Nicknames 1 point each

Name these four aircraft from the detail shots Pair up each aircraft with
the relevant nickname
a b (eg: 1A, 2B)

1 Airspeed Horsa

2 Lockheed U-2

3 General Dynamics F-111

4 Rockwell B-1 Lancer

c d
a) Aardvark

b) Bone

c) Flying Coffin

d) Dragon Lady

Plane confusing 1 point each, plus a bonus point for all three

This ‘hybrid’ aircraft is made up of three different aircraft sections: front, middle and back.
Can you identify the three types we’ve ‘glued’ together?

Front __________________
Middle __________________
Back __________________
Solutions

The answers will be printed in next month’s issue. If you’d like to see them sooner, just visit our website and sign up
for the free (and brilliant) FlyPast email newsletter. You’ll then receive the answers direct to your inbox each month.
Visit: key.aero/newsletter (or scan this QR code with your mobile phone).

36 FlyPast February 2022

Quizzical
1 What was the Hughes H-4 Hercules
more commonly known as?
2 Which manufacturer built these
insects? (1 point each)
a) L-3 Grasshopper
b) Firefly II
c) Gnat
d) Mayfly
e) Queen Bee
f) Doodlebug
3 At approximately what altitude does a
Lun Class Ekranoplan fly?
a) 13ft
b) 130ft
c) 1,300ft
d) 13,000ft
4 What aircraft did Air Chief Marshal
Arthur Harris, head of Bomber
Command, criticise because it only
dropped 100 tons of bombs during
its average lifetime, compared to a
Lancaster’s 154?
5 What is Manfred von Richthofen
better known as?
Aircraft anagram
Unravel the letters to create an aviation term or name. There’s a clue, but only if you
need help.
1 Advil inhaler vamped
2 Brie cog nipple
3 Beggar catchers wefting
4 Auld Lenin zipped
The big sum 5 points
Work out this
mathematical conundrum.
The B-?? number of
Enola Gay + number
of combat crew in a
Nakajima B5N ‘Kate’ -
cylinders in a Spitfire
Merlin engine + the
number of the Lockheed
P-?? Lightning = ?
(Calculate in the order
shown)
1 point each
January 2022 Cockpit Quiz Solutions
6 Who said: “There is nothing the NAME THAT PLANE 1PT EACH
British do not have. They have a Auster AOP
the geniuses and we have the b Hawker Siddeley Kestrel
nincompoops. After the war is c North American Harvard
over, I’m going to buy a British d Douglas C-47 Skytrain
radio set – then at least I'll own QUIZZICAL 1PT EACH
something that always works!”? 1 Bristol
2 Blackburn
7 From which British airfield did 3 Fairchild Republic A-10 Thunderbolt
the US Army Air Forces Eighth 4 Exeter
5 Concorde (to Concord)
Air Force fly its first B-17 Flying 6 Hawker Hurricane
Fortress Heavy Bomb Group 7 Korea
combat mission on August 17, 8 USAF, CIA, NASA, Rep of China Air Force
1942, and Major Clark Gable fly 9 Fokker
combat missions in 1943? 10
a) Grumann
b) Blackburn
8 Which iconic wide-bodied c) Lockheed
aircraft made its inaugural flight d) Supermarine
on February 9, 1969? e) Sopwith
e) Fokker Wulf
9 During World War One, what
term was first used by French PLANE CONFUSING 1PT EACH + A BONUS POINT
Newspapers to describe Adolphe FOR ALL THREE
Front B-17 (specifically a B-17G)
Pégoud and why? Middle C-47 Skytrain
Tail B-26 Marauder
10 Of flying which German plane
did a World War Two pilot say: AIRCRAFT ANAGRAM 2PTS EACH, 1PT IF YOU
“It is like being a god, in a way.”? USE THE CLUE
1 Fairey Gordon
2 Short Sunderland
2 points each, 1 point if you use the clue 3 Nimrod
4 Hawker Siddeley
COCKPIT ID 2PTS EACH
a) Republic P-Cockpit ID47 Thunderbolt
b) Westland Sea King
Clue: Olivia’s Nos Feratu c) Avro Lancaster (Just Jane)
d) Luton Minor
Clue: Speedy sailing
vessel FILL THE GAP 5PTS
B The Handley Page Halifax has four engines,
Clue: Enclosed bi-plane filling the gap from zero engines to eight-
engine aircraft in the list!
Clue: 1918 Teuton
THE BIG SUM 5PTS
1944
Order, order 1 point for each in correct position 7 + 3 x 4 ÷ 5 + 1936 = 1944
(Calculated in order shown)
Put in order of weight (lightest first)
ON THIS DAY 1PT EACH
The Doolittle Raid – April 18, 1942
A Douglas DC-3 First flight of the B-52 – April 15, 1952
London Airport opens – May 31, 1946
B de Havilland Dove D.H 104 Fairey Swordfish retires – May 21, 1945
Douglas Bader loses his legs –
C Concorde December 14, 1931
Churchill’s ‘The Few’ speech –
D Mitsubishi A6M2 Zero
Final Score August 20, 1940
United States Air Force founded –
____________ September 18, 1947
E Antonov An-225 Mriya Chuck Yeager breaks the sound barrier –
46 October 14, 1947
F Grumman F4F Wildcat
February 2022 FlyPast 37
 no N
Exclusive 'Flying Aces of WWI' complete set of 6 stunning strikes c o
fu om ong
rth m o
er itm ing
Commemorating our legendary sh en
ip t,
m
en
ts
fighter pilots Layered with
!

24-carat
gold
Diameter: 40 mm

Albert Ball VC George McElroy James McCudden VC

(common reverse)

Thomas Falcon Hazell Edward 'Mick' Mannock VC Donald MacLaren

for just 5 instalments of • With sought-after colour detailing

• Strictly limited to only 9,999 sets worldwide
£19.95 • Highest minting quality 'PROOF'
Your FREE gifts:
or the full amount of £99.75 • Available exclusively
(instead of £269) from WINDSOR MINT® • A stylish wristwatch,
regular price £24.95
Customer Service Office: Windsor Mint, 11 Lowesmoor Wharf, Worcester, WR1 2RS • Elegant display case
Dedicated Order Line: 01905 886220 Mon-Fri 8am - 11pm, Weekends 8am - 6pm.
Email: service-uk@windsormint.co.uk
• Certificate of Ownership and
WINDSOR MINT® is a brand name of HMK V AG. Certificate of Authenticity
Responsible in terms of GDPR and Trade Partner: HMK V AG, Leubernstrasse 6, CH-8280 Kreuzlingen

ORDER NOW AND SAVE ALMOST £170! 672- 01

YES! I want to order the strictly limited 'Flying Aces of WWI' complete My payment of £ is made by:
set of 6 stunning strikes (Item No. 195-390-8) – please choose: ❑ Cheque/postal order made payable to Windsor Mint ❑ Mastercard ❑ Visa
❑ I would like to pay in 5 monthly interest-free instalments of £19.95 each. Name on card:

❑ I would like to pay the full amount of £99.75 (instead of £269).

Card Number:
There will be no further shipments and no further obligations.
Please ensure you tick above if you prefer to pay in 5 instalments, otherwise we will Expiry Date: Please debit my card for this delivery.
debit the full amount. Your set will be sent POSTAGE FREE and with a guaranteed
60 days right of return.
WINDSOR All orders are subject to availability and acceptance. Please allow up to 28 days for delivery. All items are sent under
MINT ® Windsor Mint's 60-day NO OBLIGATION GUARANTEE. If you do not return any item(s) within 60 days you agree to pay the
by HMK invoiced price. By placing an order you are confirming you are 18 years or older. All prices include VAT at the current rate.
A credit check may be carried out. You may stop collecting at any time by simply notifying us. In order to send you
information and special offers from us and selected other companies, we work with your data on the basis of the GDPR,
Art 6 (1f), also with the help of trusted suppliers. ❑ If you agree that HMK V AG may use your telephone information for
marketing phone calls, please tick the box. This agreement can be cancelled at any time. You can find further information
Title First Name in our privacy statement, which you can see at any time on www.windsormint.co.uk or request in print from our
customer service. You can cancel the use of your details for marketing purposes at any time by sending a simple
message to Windsor Mint, 11 Lowesmoor Wharf, Worcester, WR1 2RS.

Surname 01905 886220

Mon-Fri 8am –11pm, Weekends 8am – 6pm
(Worcester landline - included in most flat rates)
Give us a call! Everyone ordering by phone will receive a
Street / City practical multi-tool as an additional FREE gift

All orders are subject to our Terms & Conditions, available on request or at www.windsormint.co.uk
Trade partner: HMK V AG, Leubernstrasse 6, CH-8280 Kreuzlingen
Postcode

Tel. No. (in case of queries / optional) Signature: Today's Date:

Please fill in your details above and post in an envelope to: Windsor Mint, 11 Lowesmoor Wharf, Worcester, WR1 2RS Or, for faster delivery, order by phone: 01905 886220 • www.windsormint.co.uk

The Ultimate Barn Find
Tractors, farm machinery and the odd abandoned car are par for
the course when investigating old barns, but a B-17? Maybe less so
B
ack in 2013, I was
travelling near
Marengo, Illinois,
in the midwest of
the United States,
looking for three old cars –
specifically 1957 Chevrolet Bel
Airs stashed in a barn. Once
I’d found the place, the owner
was more than happy to show
me the old vehicles he had
hidden away ‘for a rainy day’.
While talking, he inquired
if I had any idea of what was
waiting to be discovered just
one farm over. I said I had no
idea. He laughed and told me
Cockpit – Discovered
Words: Ryan Brutt All photos: TheAutoArchaeologist
to head on over, so I could ask
to see what lay inside.
I drove down the road and,
true to my new acquaintance’s
words, there was a large barn
on the edge of some farmland.
It was an inconspicuous
structure – just like hundreds
RIGHT: The size of the wing, stretching
to the roof, gives an idea of the scale
of the B-17 project. It’s surprising what
some people take on for themselves!
BELOW: Car enthusiasts talk about
barn finds all the time, but this is not
something you'd expect to find lurking
in any such structure
February 2022 FlyPast 39
Cockpit – Discovered
RIGHT: Fortunately, the original Pratt &
Whitney radial engines survived after
the aircraft was left to rot in the forest
BELOW, RIGHT: Work is also progressing
on the other wing section, as you can
see by the missing panels
BELOW: The paintwork on the original
skin of B-17 41-2595 makes for quite
the wall hanging
I had seen before. I pulled
on to the property, where
a man was busy having a
smoke. As I have no shame, I
said: “Excuse me, sir, the guy
down the road said I would
be interested in what is in
this barn – what is it?” He
chuckled, put out his cigarette
and told me to come on in. I
parked up and followed the
man inside. Going from the
bright sunshine to the far
dimmer interior of the barn,
it took a second for my eyes to
40 FlyPast February 2022
focus but, when they did, my
jaw dropped. There it was –
a B-17 sitting in pieces.
You would think an aircraft
like this would be restored
in a hangar at an airport,
or maybe a museum in
some special, purpose-built
building. I’ve seen what they
do out at the fabulous Air
Zoo in Kalamazoo and other
such places. Specialists going
over every nut and bolt in
a structure connected to a
runway, so the aircraft could
eventually be flown out, if
that was the intention.
But this was not the case
with the Desert Rat. Once I
realised what I was looking
at, I had to step back outside
and reassess the situation.
Here I was, in semi-rural
Illinois, at a barn, on a farm,
with a B-17 Flying Fortress
in pieces. Ten feet away,
corn was being picked off the
stalk. How did the aircraft get
here? What were they doing
with it? So many questions
ran through my head that it
started to spin. Thankfully,
the man with all the answers
was there – Mike Keller, the
owner of the Desert Rat.
Chequered past
Tracing the history of the
aircraft is like following a
mountain road – with twists
and turns that make up
the miraculous tale of how
this B-17E survived while
so many others did not.
Although it’s now generally
referred to as Desert Rat, the
original aircraft was built
as serial number 41-2595. It
rolled off the busy production
line early in 1942 and was
delivered to the United States
Army Air Force (USAAF) in
April of that year.
Not heading directly
to combat, 41-2595 was
assigned to training
missions with the 97th Bomb
Group based at MacDill Field
outside of Tampa, Florida.
Moving between several
bases, and normally utilised
in a training capacity,
41-2595 ended up as part of
an experimental programme
TOP: Work on the fuselage and tail
sections is well under way, with all
work being carried out by volunteers
ABOVE: The outer skin of the B-17E
tail section is temporarily being held
together by Cleco fasteners
February 2022 FlyPast 41
Cockpit – Discovered
RIGHT: An impressive sight from any
angle – the forward fuselage of the
Flying Fortress in its current home
BELOW: A new tailgun section is coming
together. The B-17E was the first variant
equipped with this position
and was designated as
XC-108A. The programme
involved stripping out
practically everything within
the fuselage – the intent
was to test how a B-17 would
fair as a cargo transporter.
Once the test flights had
been accomplished, XC-108A
bounced around to different
bases and enjoyed life as a
transport aircraft.
As World War Two ended
in September 1945, the
usefulness of such a unique
aircraft came into doubt. By
December that year, the fate
of Desert Rat had been sealed
– it was flown to Dow Field
in Maine to be scrapped. At
least, that’s what the official
paperwork said. Certainly, a
local automotive scrap yard
owner was given the option
of scrapping the B-17 and a
few other aircraft. He hauled
42 FlyPast February 2022
the aircraft to the yard and
began cutting them up. At
this point, Desert Rat was cut
into four main pieces.
I can relate to what
happened next, because it
is what I’m used to dealing
with when hunting old cars.
Once the aircraft was cut
into pieces, it was simply left
in the yard, and the forest
slowly reclaimed it. The only
reason I can imagine them
stopping and not finishing
the job is that life got in the
way. The yard was an active
one, always turning over
cars. So, why cut up a bomber
for a little metal, when you
could work on a car and
make more cash? And so, the
B-17 was just left to collect
dust for decades.
Criminal damage
You would think that was the
worst of it, but sadly it was
not. A group restoring a B-25
in the late 1960s heard the
yard had some Mitchell parts.
They made their way out to
the salvage yard and found
nothing of the B-25 left but,
for the most part, a complete
B-17 was just sitting there.
So, without permission, they
began cutting it up. They
took the engines, props,
and some other parts, then
disappeared. However, years
later, when they tried to sell
some of the parts, questions
were asked about their
origin. After that, the group
disappeared completely,
never to be heard from again.
The rest of the Desert Rat
was left undisturbed, at
the back of the yard, for
another 20 years, until it
was re-discovered in the
mid-1980s by a man named
Steve Alex. He bought what
remained of the aircraft from
the sons of the yard’s original
owner. Steve had no plan to
restore the Desert Rat, but
he knew someone who was
looking to acquire a B-17
project. So, he got in touch
with Mike Keller and sold the
aircraft to him.
Transporting the Fortress
from Bangor in Maine to
BELOW: Signs of the B-17's original
livery in the rafters of the barn
BOTTOM: The Desert Rat grass-roots
restoration is an enthusiasts’ project
and an amazing feat of work, even in
its current unfinished state
February 2022 FlyPast 43
Cockpit – Discovered
BELOW: It's amazing to think how long
these wing sections languished outside
and how close they must have come to
being lost entirely
BOTTOM: Restoration work isn't limited
to the aircraft's exterior – there is much
work to be done on the inside too
Marengo in Illinois was a
monumental task. Not only
was it a distance of more
than 1,200 miles, but simply
excavating the aircraft from
the now overgrown forest
and muddy grounds was a
mission in itself. Lumberjacks
were called in to cut down
trees, and heavy equipment
was required to dig parts of
the aircraft out of the mud.
Once free from the forest,
Desert Rat was trucked to a
small airport outside of Galt,
44 FlyPast February 2022
Illinois, just southwest of
where it currently resides.
Some work was done to
stabilise the aircraft – it
was in very poor shape after
being exposed to the elements
for more than 40 years. The
bomber was then moved
to Marengo, where it has
remained since 1995, and that
is where the real work began.
What the future holds
Mike’s vision is to restore
the aircraft to airworthiness,
which will involve having
everything inspected
by the Federal Aviation
Administration (FAA).
Beginning the restoration
was not easy – many parts
were missing or broken.
However, Mike has become
an ace in the world of
bartering for original (and
reproducing) B-17 parts,
as well as those of other
military aircraft. At the back
of the barn, facing the corn
fields, there are a few old
military aircraft that Mike
uses to trade for materials
required for the Desert Rat.
Mike and his team have also
been building new parts,
and not just for his own
B-17. Making parts for other
Flying Fortresses has been a
way to help finance Mike’s
own project.
Since those early days
in Galt, Mike has worked
tirelessly on the restoration
– without the backing of
a museum or any other
entity. His restoration crew
is comprised entirely of
volunteers, and though the
pandemic caused progress to
slow to a crawl, it didn’t stop
the work entirely.
For more information
If anyone has any questions or comments, you can contact the restoration
team through its Facebook Page: www.facebook.com/12595DesertRat.
There is no set timeline to
the restoration; Mike simply
hopes to have it done in the
next five to ten years. He’s
always looking for help,
either financially, logistically
or in person.
Once complete, the Desert
Rat will be painted in the
olive drab colour used on
other B-17s in the USAAF,
but with the earlier style
markings used when the
aircraft came off the line.
When it gets to that point,
the Desert Rat artwork will
go back on the nose.
Nobody really knows when
or how the B-17 became
known as the Desert Rat.
It never flew in a desert
theatre, but the name was
found underneath the
aircraft’s paint when Mike’s
team started stripping it
away – yet another surprise
yielded by this most unusual
of farmyard finds. FP
MCDONNELL F-4 PHANTOM

PHA
46 FlyPast February 2022
 A dramatic overhead
view of a McDonnell
F-4 Phantom hunter-
killer in flight
JIM 'HAZY' HASELTINE

ANTOM
DAVID WILLIS EXPLORES THE
DEVELOPMENT AND EVOLUTION
OF ONE OF THE GREATEST
EVER COMBAT AIRCRAFT

MENACE
February 2022 FlyPast 47
MCDONNELL F-4 PHANTOM
S
ABOVE: An eye- everal facts point towards
catching view
the McDonnell F-4
of a pair of F-4
Phantoms Phantom II being the
JIM 'HAZY' HASELTINE West’s greatest Cold War
combat aircraft. Uniquely,
FAR RIGHT: The first it was the only fighter of the
prototype Phantom period to equip the squadrons of
had an early inlet
design and the low
the US Navy, Marine Corps and
rear cockpit canopy Air Force, being equally at home
and small radome operating from airfields and the
of the early F4H- decks of aircraft carriers. It also
1Fs. Test pilot Gerald served with the armed forces of 11
‘Zeke’ Huelsbeck,
other countries. The seven major
who undertook most
of the early flights variants produced gave rise to
in the YF4H-1, was more than 50 sub-types over the
killed in the aircraft years. Between 1958 and May 1981,
in September 1959 when Mitsubishi rolled out the
during preparations
last, a total of 5,195 were produced.
for the ‘Top Flight’
altitude record Phantoms chalked up more
attempt US NAVY than 320 aerial victories during
conflicts in the Middle East and
Asia. From the 1970s, more than
400 US airframes were modified
as drones and suffered the
indignity of being shot at by their
own side. Forty years after the last
F-4 was built, it still flies with the
48 FlyPast February 2022
air forces of Greece, Iran, South
Korea and Turkey. However, back
in the early 1950s, McDonnell’s
problem was persuading the US
Navy that it even needed a new
fighter at all.
Spawn of a Demon
Failure can be a powerful
motivator. For James S McDonnell,
it was his company’s failure to
secure the contract for the US
Navy’s first supersonic fleet
interceptor in September 1953.
Rival Vought won that contract,
producing the F8U Crusader.
Having designed the US Navy’s
first jet powered carrier-based
fighter – the FD/FH-1 Phantom
– and having followed it up with
the F2H Banshee, the company
made the mistake of using
the ‘wrong’ engine in the F3H
Demon. The F3H-1N Demon was
handicapped by the Westinghouse
J40 turbojet, which was replaced
by the Allison J71 from F3H-2.
Although McDonnell went on to
build 521 Demons as interceptors,
the type was viewed as a stop gap.
McDonnell and his designers were
sufficiently motivated to get it
right next time.
Work to produce a ‘better Demon’
began in May 1952, resulting in the
F3H-C Super Demon design with a
Wright J67-W-1 (Bristol Olympus)
engine and interchangeable nose
sections for different roles. It was
refined as F3H-E (Model 98A)
without the Demon’s nose-high
attitude on the ground. The design
was enlarged as the Model 98B
(F3H-G/H) with larger wings and
four 20mm cannons. Power was to
come from a pair of Wright J65-W-
4s (Armstrong Siddeley Sapphires),
although the mock-up hedged its
bets with both a J65 and General
Electric J79-2. An unsolicited
proposal was submitted to the
Navy for review, but the F8U
that was selected in May 1953
remained the preferred option.
 TOP: The F3H-G mock-up was
a stepping stone between
the F3H Demon and AH-1.
McDonnell hedged its bets
with the engines, installing a
J79 on the starboard side and
J65 to port MCDONNELL
“Phantoms chalked up more than 320 aerial victories
during conflicts in the Middle East and Asia”
ABOVE: The short nose
of the YF4H-1 is evident
from above. The
prototype is possibly
shown during its
maiden flight on May
27, 1958 MCDONNELL
February 2022 FlyPast 49
MCDONNELL F-4 PHANTOM
RIGHT: The F-4B McDonnell continued to work on
was the first fully the basic configuration as a single-
operational version
of the Phantom.
seat multi-role fighter-bomber. In
Squadrons equipped September 1954, it was asked to
with the type submit a more specific proposal,
such as VF-111 optimised for ground attack with
‘Sundowners’, a late 11 pylons and the four cannons.
convert from the
F8U Crusade, were
That November, a contract for two
heavily involved in flight test aircraft and a static test
Vietnam US NAVY airframe (as the AH-1) was issued.
The AH-1’s Demon ancestry
remained evident. Much of
this changed in early 1955,
when several alterations were
incorporated, the most important
being the adoption of the J79
engine. The J79 was designed
to power the Convair B-58
Hustler supersonic bomber and
promised to give the AH-1 Mach 2
performance, although alterations
were required to the design’s
inlets and nozzles. Provision
for a second crew member was
added, while the outer wing
sections gained 12° of dihedral
and an extended cord creating a
distinctive ‘dogtooth’, while yaw
stability was increased by giving
BELOW: Initial US Air the tailplanes 23.25° of anhedral.
Force procurement In April 1955, McDonnell was
focused on a
minimum change
informed that the Navy no longer
version of the F-4B wanted an attack aircraft, but
originally designated rather a long-range interceptor.
the F-110A. This The 11 pylons (and later its
‘F-110A’ was actually four cannons) were removed
F4H-1 BuNo 149405,
one of two borrowed
and recesses for four AAM-N-
from the US Navy 6 (later AIM-7C) Sparrow III
and ‘delivered’ to air-to-air missiles were added
the US Air Force on under the fuselage. The AH-1 was
January 24, 1962. In redesignated the F4H-1.
reality, no Phantoms
were ready for the
Several different names were
air force at that point contemplated for the aircraft.
US AIR FORCE Project manager Don Malvern
50 FlyPast February 2022
wanted to name it ‘Satan’! James
McDonnell originally considered
‘Mithras’ – the Romanised version
of Mithra, the Persian sun deity –
before settling on Phantom II.
Initial versions
Test pilot Robert C Little completed
the maiden flight of the new
fighter on the morning of May
27, 1958, from Lambert-St Louis
Municipal Airport in Missouri.
All did not go as planned. The
YF4H-1 (marked ‘F4H-1’ on the
nose) suffered hydraulic problems
during the flight, resulting in
the nose wheel door remaining
open after the landing gear was
cycled up. Post flight analysis
discovered that one of the J79s had
suffered damage from a foreign
object. However, additional flights
over the weeks that followed
demonstrated that McDonnell had
got the basics right.
The Phantom was not only a leap
forward in terms of performance,
but also introduced new levels
of complexity. Designed under
the ‘weapon system’ concept then
in vogue, a lot of developmental
work was required to make it an
operational platform. This was
the task of most of the initial 45
F4H-1s, which were built to many
different standards. The large
number of pre-production and
development aircraft allowed the
programme to progress quickly
and a pool of pilots to be trained.
Initial shipborne compatibility
trials from the USS Independence
took place between February
15-20, 1960, off the Atlantic coast,
“The Phantom was not only a leap
forward in terms of performance,
but also introduced new levels of
complexity.”

February 2022 FlyPast 51

MCDONNELL F-4 PHANTOM

RIGHT: Both
McDonnell and the
US Navy were keen
to demonstrate
the capabilities of
the new fighter,
making attempts
on both speed and
altitude records.
Project LANA (50th
Anniversary of
Naval Aviation) was
a transcontinental
speed attempt by
five F4H-1Fs in
May 1961. Here,
one of the aircraft
practises refuelling
from a VAH-9 A3D-2
Skywarrior US NAVY

followed that April by tests from
the smaller USS Intrepid. Few
difficulties were encountered.
Formation of the first
Replacement Air Group – VF-101
‘Grim Reapers’ – began in 1960.
Integration of the Phantom’s
AN/APQ-76 radar and Sparrow
III radar-guided missile were
relatively problem-free, giving
the aircraft the tools it needed to
defend the fleet.
On March 23, 1961, Thomas
Harris flew what was considered
to be the initial production F4H-1
– the 48th built – with J79-GE-
8A engines in place of the -2A and
-8 of earlier aircraft. The initial
F4H-1s (along with the surviving
prototype) were redesignated as
F4H-1Fs on May 1. When the tri-
service Mission Design Series was
introduced in September 1962, the
F4H-1Fs became F-4As and F4H-
1s became F-4Bs. The F-4B would
be the most numerous naval
variant, with 649 built. It was
the Marines that first embraced
the potential of the Phantom in
the air-to-ground role, retitling
its squadrons flying the jet from
Marine Fighter (All-Weather)
(VMF(AW)) to Marine Fighter
Attack (VMFA).
Air Force Phantoms
Phantom crews quickly
discovered they could beat the
best fighter of the US Air Force,
the Convair F-106A Delta Dart. An
official fly-off between the two,
Operation Highspeed, highlighted
the superiority of the F4H-1 in
virtually every parameter. The US
Air Force arranged to borrow a
pair of F4H-1s as F-110As for a 120-
day evaluation from January 1962
and quickly decided to acquire
a minimal-change version with
added ground-attack capability
and air force-specific equipment,
as the F-4C. To speed up service
entry, 27 additional F-4Bs were
loaned to the US Air Force, most
going to the 4453rd Combat Crew
Training Wing at MacDill AFB,
Florida. They were followed by
583 F-4Cs, the last of which was
delivered to the US Air Force in
May 1966.
The F-4C was followed by the
F-4D, which, although externally
almost identical, incorporated
all the changes the US Air Force
wanted and was the first Phantom
optimised for air-to-ground
operations. The AN/APQ-100
radar of the F-4C was replaced
by the -109 (part of the AN/APA-
65 system) with ranging modes
for ground targets. Deliveries
began in March 1966 to the 36th

BRITISH
PHANTOMS
McDonnell expected the export
market for the Phantom to be
small, as only a handful of nations
operated aircraft carriers. Britain
was an obvious target and the
company’s marketing bore fruit in July
1964, following the Fleet Air Arm’s
cancellation of the Hawker Siddeley
P.1154(RN) five months earlier. It was
the first export order for the Phantom.
To operate from the smaller Royal
Navy carriers, the Phantom needed
significant modifications. To permit
a higher attitude during launch, the
nose oleo had double extension,
raising the nose by 40in, while a
slotted stabilator with reduced
anhedral lowered approach speed.
Rolls-Royce Speys were selected to
provide more power as part of the
package of work for British industry
to offset the political fallout from
buying a foreign design. Unfortunately
these changes raised unit cost and
decreased maximum speed from
Mach 2.1 to 1.9, while reducing ceiling
and performance at altitude.
Two YF-4K prototypes and 50
production F-4Ks were ordered as

52 FlyPast February 2022

 Gun fighter
Work on a gun-armed Phantom
was funded in June 1965 and a
YRF-4C was modified with a six-
barrel General Electric M61A1
rotary cannon in the nose as the
YF-4E, followed by conversions
of a single F-4C and F-4D.
Considerable work was required
to reduce vibration from the gun
that affected the AN/APQ-120
radar, while any systems that had
been found to be unreliable in
combat were replaced.
Originally known as the F-4E
Plus, for ‘plus gun’, the initial
production aircraft flew on
June 30, 1967, with the second
introducing a slotted stabilator
to become the first truly
representative F-4E. The F-4E went
on to become the most numerous
Phantom version and, in addition
to 993 for the US Air Force, 394
were delivered new to Germany,
Greece, Iran, Israel, South Korea
and Turkey, while 24 were loaned
to Australia and others were later
supplied to Egypt.
The F-4E also served as the
basis for the majority of the
export variants. Japan received
140 optimised as interceptors
designated F-4EJs, 125 of which
were manufactured by Mitsubishi.
Germany originally wanted
BELOW: Phantom
the single-seat F-4E(F) before 62-12200 had a
opting for 175 F-4Fs, a lighter and long and varied
simplified F-4E delivered between career. Converted
September 1973 and April 1976. from a F-4B on the
production line as
The model was also modified
the first YRF-4C, it
for the suppression of enemy air later served as the
defences as the F-4G Wild Weasel prototype for the
V. Building upon the interim ‘EF- YF-4E and finally as
4C’ Wild Weasel IV, 36 of which the Precision Aircraft
Control Technology
were used between 1969 and the
fly-by-wire testbed
mid-1970s, a total of 136 F-4Gs fitted with canards as
were produced. a Control Configured
Vehicle. It is currently
Carrier-based fighters preserved at the
National Museum
The US Navy also sought to
of the US Air Force
build on the capabilities of its at Wright-Patterson
F-4Bs with the F-4J. Take-off AFB, Ohio US AIR FORCE
and landing performance was

Tactical Fighter Wing at Bitburg in

West Germany. The US Air Force “Phantom crews quickly discovered they
received 793, while a further 32
were built for Iran. Crews flying
could outfight the best fighter of the US Air Force,
F-4Ds achieved 45 air-to-air kills the Convair F-106A Delta Dart”
in Vietnam, more than any other
type of aircraft.
Combat experience highlighted
that the faith placed in missiles
was not entirely justified. Close-
in dogfights with nimble North
Vietnamese MiGs displayed the
difficulty of getting a lock on
aircraft taking evasive action.
Missiles were expensive and
vulnerable to countermeasures,
while the rules of engagement
demanded visual confirmation,
negating the advantage of being
able to fire at range. Although
Phantoms carried podded
guns, this was far from an ideal
solution. What was needed was an
integral weapon.

Phantom FG.Mk 1s. Phantoms were
originally intended to fly from three
carriers, but were destined only
to operate from HMS Ark Royal,
resulting in half of the Mk 1s going
direct to the RAF. The Fleet Air
Arm ended Phantom operations in
September 1978.
After the P.1154 was cancelled
outright in early 1965, the Phantom
was also ordered for the RAF. A
total of 118 Phantom FGR.Mk 2s
were acquired, lacking the nose
leg extension of the navy’s Mk 1s
but retaining Speys. RAF Phantoms
initially entered service in the
interdiction/strike and reconnaissance
roles, switching to air defence from
1975. The need to provide air defence
for the Falkland Islands resulted in
the purchase of 15 former US F-4Js
delivered between August 1984 and
January 1985. These aircraft became
F-4J(UK)s rather than ‘Phantom F.Mk
3s’ to avoid confusion with the
Tornado F.Mk 3.
Except for Australia – which loaned
F-4Es prior to receiving its F-111Cs
– the UK was the first Phantom
operator to retire its fleet. The last
RAF operator, No.74 Squadron,
disbanded in October 1992.

February 2022 FlyPast 53

MCDONNELL F-4 PHANTOM

RIGHT: The gun-

armed F-4E was
the definitive US
Air Force Phantom
variant, built in
greater numbers than
any other version.
This 90th Tactical
Fighter Squadron,
3rd Tactical Fighter
Wing F-4E is
dropping a GBU-
15 electro-optical
guided bomb
US AIR FORCE

improved by adding a slot to the production F-4J first flew on May

stabilator leading edge, creating a
powerful nose-up force on launch
or recovery. Locking the inboard
wing leading-edge flap improved
the slotted stabilator, while lift
at low speed was increased by a
16.5° droop for the ailerons. These
modifications reduced approach
speed by 12kt to 125kt. This was all
the more remarkable as the F-4J
was heavier and had higher sink
rates, requiring a strengthened
landing gear and the wider tyres
BELOW: Germany of the US Air Force variants,
eventually opted for
a lighter, simplified
with a bulged inner wing root to
version of the F-4E accommodate them.
– the F-4F – after Engines were upgraded to J79-
coming close to GE-10s with longer afterburner
purchasing a single- ‘feathers’, while a seventh fuel
seat variant. Many
German Phantoms
cell was added in the fuselage.
wore special The F-4B’s AN/APQ-72 radar
schemes over the was replaced by the bulkier and
years, including heavier AN/APG-59, part of the
38+13 of WTD-61, AN/AWG-10 radar and fire-control
painted to mark the
retirement of the
system, while the undernose
type from Luftwaffe infrared search and track
service DAVID WILLIS antenna was removed. The second
27, 1966, having been preceded by
three YF-4J prototypes.
Retreads
Carrier operations and combat
over Vietnam had taken its toll on
the F-4Bs. By the end of the 1960s,
the fleet needed refurbishment
and updating,
Under the Bee Line programme,
F-4Bs were flown to NAS North
Island in California, where
the Naval Air Rework Facility
(NARF) stripped and inspected
the aircraft, replacing wiring and
parts to increase service life, as
well as updating the avionics.
Those F-4Bs not already fitted
with slotted stabilators had them
installed, while the inboard
leading-edge flaps were locked
shut. Reworked F-4Bs were
renamed F-4Ns, the first rejoining
the fleet in February 1973. In all,
228 F-4Bs were reworked.
The success of Bee Line
prompted a similar programme

for the F-4Js to bridge the gap

until they could be replaced by
Grumman F-14 Tomcats in the
Navy and McDonnell Douglas
F/A-18 Hornets with the Marines.
One significant change was the
addition of two-position slats on
the wing leading edges, decreasing
the combat turning radius by 50%,
although the first 47 conversions
initially lacked the modification
until they were retrofitted.
The inital upgraded F-4J –
redesignated a F-4S – made its
maiden post-conversion flight
on July 22, 1977, and VMFA-451
became the first of 13 Marine
(plus 12 Navy) squadrons with
54 FlyPast February 2022
 “The F-4E became the most numerous Phantom version – in
addition to 993 for the US Air Force, 394 were delivered new to
Germany, Greece, Iran, Israel, South Korea and Turkey”

the new model in June 1978. The
F-4Ss had the distinction of being
the last naval Phantom fighters in
service, with VF-202 performing
the last carrier landing by a
Phantom on October 18, 1986,
onto USS America, while VMF-
112 retired the last F-4Ss during
January 1992.
Eyes in the sky
Its performance made the
Phantom a natural choice for a
reconnaissance platform. The
US Air Force was the first to
take advantage of this, ordering
a variant of the F-4C as the
RF-4C, with an elongated nose
incorporating windows for a
variety of cameras. The RF-4C
also had equipment for laser
reconnaissance, radar mapping
and infrared detection. No
provision for armament was
provided, although the RF-4C
could carry a single nuclear bomb
on the centreline pylon.
The first of 503 RF-4Cs flew on
May 18, 1964, entering service
that September. Deliveries
continued until December 1973.
While the RF-4B was externally
similar to the RF-4C, the Marine
Corps reconnaissance platform
was based on the F-4B and flew
after the US Air Force variant,
on March 12, 1965. A total of 27 of ABOVE: Around
the 46 built underwent a sensor half of the F-4Js
had their service
update and refurbishment effort careers extended by
from 1978, which also added being upgraded as
slotted stabilators. F-4Ss. More than 30
McDonnell created the RF-4E were subsequently
by mating the nose of the RF-4C converted as QF-
4S target drones,
with the unslated F-4E airframe. the final unmanned
Development was prompted by Phantom variant
the Luftwaffe’s need for a new produced for the
reconnaissance aircraft and US Navy. This
Germany, which acquired 88, aircraft, BuNo
157259, survived
became the first and largest to be preserved at
operator. The RF-4E first flew on NAS Patuxent River,
September 15, 1970. A further 62 Maryland DAVID WILLIS
were delivered to Greece, Iran,
Israel and Turkey, while 14 similar
RF-4EJs were built for Japan. FP
February 2022 FlyPast 55
 F-4 PHANTOM II

US Dark Green
FS.34079

US Light Green
FS.34102

US Tan
FS.30219

US Camouflage Grey
FS.36622

McDonnell Douglas F-4E-37-MC Phantom II, 68-

0313 ‘Spunky VI’ of 34th Tactical Fighter Squadron
(TFS), 388th Tactical Fighter Wing (TFW), USAF, when
based in Thailand at Korat RTAFB, 1969 during the
Vietnam War. Its maiden flight was in December 1968
and after the Vietnam conflict it was returned to
the US and allocated to the 4th TFW, 335th and the
336th TFS. Sold to Turkey in 1987, it was retired from
service in 1999. Dark Green, Light Green and Tan
upper surfaces over Camouflage Grey undersides
and Black radome ALL ARTWORK BY ANDY HAY - FLYINGART

February 2022 FlyPast 57

F-4 PHANTOM II

McDonnell Douglas F-4B Phantom II, 153019 ‘201’ of VF-111 – The Sundowners, US
Navy on board the USS Coral Sea in 1972. Light Gull Grey and Insignia White finish

McDonnell Douglas F-4N Phantom II, 152254 ‘200’ of VF-202 ‘The

Superheats’ CVWR-20 in 1977. Light Gull Grey and Insignia White finish

McDonnell Douglas F-4K Phantom FG.1, XT864 ‘007’ of 892 NAS, Fleet Air
Arm, onboard HMS Ark Royal 1974/1975. Dark Sea Grey over White finish

58 FlyPast February 2022

McDonnell Douglas F-4D Phantom II, 64-0979 ‘07’ of 119th FIG, 178th
FIS ‘The Happy Hooligans’ USAF ANG, 1980s. Overall ADC Grey finish

McDonnell Douglas RF-4E Phantom II, 57-6907 of 501st Hikotai, of Japan Air Self-Defense
Force, based at Hyakuri Air Base in 2020. Dark Green, Light Green, Tan over Light Grey finish

February 2022 FlyPast 59

F-4 PHANTOM II

McDonnell Douglas F-4M Phantom FGR.Mk 2

Construction: 120 Phantom FGR.Mk 2s built (comprising two YF-4Ms and 118
F-4Ms); total of 5,195 of all F-4 variants produced

First Flight: Prototype YF4H-1 first flown May 27, 1958, by Robert C Little at St
Louis; first YF-4M Phantom FGR.Mk 2 prototype February 17, 1967;
initial F-4M on December 26, 1967
Powerplant: Two 12,250lb (54.5kN) Rolls-Royce Spey 202 turbofans, 20,515lb
(91.3kN) with reheat; with the exception of the 50 Spey-powered
Y/F-4K Phantom FG.Mk 1s, all other F-4s were powered by the
General Electric J79 which (in -8B or -10 versions) produced 11,810lb
(52.5kN) dry and 17,900lb (79.6kN) with reheat

Dimension: Span 38ft 5in (11.71m); Length 57ft 7in (17.55m); Height (with rear
warning radar) 16ft 9in (5.11m); Wing area 530sq ft (49.24m²)

Weight: Empty 31,350lb (14,220kg); Maximum take-off weight 58,000lb

(26,309kg)
Performance: Max level speed 1,386mph (2,231km/h) at 40,000ft (12,192m);
Service ceiling 57,200ft (17,435m); Maximum range with internal and
underwing fuel tanks 1,750 miles (2,817km)
Armament: Up to 16,000lb (7,258kg) of weapons; in air-to-ground role, this
could include 1,000lb (454kg) bombs, SNEB rocket pods and BL755
CBU, plus defensive air-to-air missiles. B57 (or B28, B43 or B61)
US ‘special’ (nuclear) weapon in strike role. In air defence role,
four AIM-7 Sparrow (replaced by BAe Sky Flash) and four AIM-9B/L
Sidewinder air-to-air missiles, plus SUU-23/A gun pod

Crew: Two (pilot and navigator)

Note: performance, weights and weapon load varied according to role
and configuration

60 FlyPast February 2022

The Best of the McDonnell Phantom Family
YF4H-1 Two prototypes; J79-2 engines with cutback intakes and fixed intake ramps, small radome for AN/APQ-
50 radar. First flight May 27, 1958
F4H-1 Initial 45 (Blocks 1 to 5) comprised 21 pre-production and 24 production aircraft, although hardly two
were identical. From aircraft 19 a higher canopy was installed plus a larger radome for AN/APQ-72 radar
antenna. Initial 45 became F4H-1Fs on May 1, 1961. Further definitive 649 (from Block 6) optimised as
fleet interceptors with full operational equipment and J79-GE-8A/B engines; most delivered as F-4Bs and
early aircraft redesignated
F4H-1F Survivors of original 45 F4H-1s and prototypes redesignated on May 1, 1961. Became F-4A on September
18, 1962
F-4A Formerly F4H-1F
TF-4A F-4As dedicated to training role
F-4B F4H-1s from Block 6 redesignated on September 18, 1962, and others (to Block 28)
QF-4B Drone conversion of F-4B for US Navy (some shot down in Army tests); at least 23 produced
RF-4B US Marine Corps photo-reconnaissance variant, with cameras in lengthened nose. Originally proposed
as F4H-1P; 46 built
F-4C Production version of F-110A for US Air Force; 583 built
EF-4C Informal designation of 36 F-4Cs temporarily modified for enemy air defence suppression role as Wild
Weasel IV
RF-4C Production reconnaissance variant of YRF-4C; originally unarmed, later fitted Sidewinders for self
defence; 503 built
F-4D US Air Force variant optimised for air-to-ground operations; APQ-109 radar; 825 built
F-4E Production version of YF-4E (originally named F-4E Plus); AN/APQ-120 radar, seventh fuel tank added,
RAT and wing fold deleted, slats from 756th built; 1,389 built (blocks 31 to 67)
F-4EJ Fighter interceptor derivative of F-4E for Japan; four built by McDonnell, plus 13 knockdown kits for
Mitsubishi (of which two not assembled), other 125 built in Japan
F-4E- Terminator; IAI upgrade for Turkish F-4Es based on Kurnass 2000; Elta EL/M-2032 radar; 26 converted in
2020 Israel and 28 at Eskisehir
RF-4E Reconnaissance variant of F-4E with nose of RF-4C; J79-GE-17; 150 built for Germany, Iran, Israel, Greece
and Turkey; Luftwaffe aircraft had provision for ground attack from late 1970s
F-4F Lighter and simplified derivative of F-4E for Germany; J79-17A; 175 built
F-4G Twelve US Navy F-4Bs equipped on production line with datalink for interception without voice
commands for fleet defence and automatic landing; redesignated F-4Gs in early 1964; reworked as
F-4Bs from 1966
F-4J US Navy variant with improved performance, higher weight, strengthened landing gear, fixed inboard
wing leading-edge flap, slotted stabilator, seventh fuel tank; J79-GE-10; AN/AWG-10 radar and fire-
control system with AN/APG-59 radar; undernose IRST deleted; 522 built
F-4J Fifteen F-4Js supplied to RAF with provision for Sky Flash missiles
(UK)
F-4K Fifty production Phantom FG.Mk 1s for Fleet Air Arm and RAF; AN/AWG-11 radar and fire-control system
YF-4M Two Phantom FGR.Mk 2 prototypes for RAF; Spey engine variant with British equipment, AN/AWG-12
radar and fire-control system
F-4M Production Phantom FGR.Mk 2s for RAF, some with dual controls; 116 built
F-4N Upgrade of US Navy and Marine Corps F-4Bs to extend service life with new wiring and avionics, slotted
stabilators, inboard leading-edge flaps locked shut; 228 F-4Bs converted
QF-4N Drone variant of F-4N with all non-essential equipment removed, although still able to be flown manned;
around 60 produced
F-4S Upgrade of F-4J to extend service life, with new wiring, hydraulics and avionics; two position leading-
edge slats added, smokeless J79-GE-10B engines, AN/AWG-10B radar and fire-control system; 265
converted
QF-4S Drone variant of F-4S; at least 34 produced
QF-4 Conversion to Full-Scale Aerial Target (FSAT) by Tracor (later BAE Systems) for US Air Force; pre-
production batch ordered February 1992 and total of 318 produced as QF-4G, QF-4E and QRF-4C from
F-4G, F-4E and RF-4C; last delivered February 2013
Additional ‘paper’ variants include the big wing, Rolls-Royce RB168-powered F-4(HL) offered to the UK; F-4J(FV)S
and F-4M(FV)S swing-wing variants; the Spey-powered F-4L for the US Navy; air superiority F-4T; Boeing’s Super
Phantom modernisation programme

February 2022 FlyPast 61

F-4J(UK) PHANTOM OPERATIONS

TALES OF
THE ‘TIGERS’
62 FlyPast February 2022

ABOVE: With the type’s
imminent withdrawal, 74
Squadron flew an impressive
diamond nine of F-4J(UK)s
towards the end of 1990
ALL IMAGES TONY DIXON UNLESS STATED
The McDonnell Douglas
Phantom F-4J(UK) was a
unique breed within the
RAF’s inventory. Tony Clay
examines the type’s short yet
colourful service history
T
he unmistakable profile of five F-4
Phantoms loomed ever closer to the
destination of RAF Wattisham in
Suffolk. Just before reaching the airfield,
the escorting Phantom FGR.2s from 56
Squadron climbed away, leaving the other
three to break into the circuit and land. It
was clear that this trio was different to the
other F-4s resident at Wattisham.
Apart from the obvious physical
differences when compared to the Rolls-
Royce-Spey-powered FGR.2s, the aircraft
were, in fact, the first of 15 ex-US Navy
F-4Js equipped with General Electric J79
engines. Purchased to plug a hole in the
UK’s air defence system, it’s the peculiar
duck-egg blue scheme – emblazoned
with distinctive black-and-yellow dicing,
along with a tiger’s head – that catches
most people’s attention. While officially
designated the F-4J(UK), these Phantoms
would simply be referred to as the ‘F-4J’ or
just ‘J’ by those that flew and worked on
them. The date was August 30, 1984, and
74 (Fighter) Squadron had a new ‘big cat’
on its flight line.
Up to speed
Once the engines had been shut down, the
jets were quickly put to use. While one
was grounded to become an instructional
airframe, to familiarise groundcrews,
the other two were used by a team
from Boscombe Down’s Aeroplane and
Armament Experimental Establishment,
to prove the type’s systems, stores and
equipment fits. One issue that was quickly
identified was the lack of an anti-skid
system, meaning cable arrests became a
regular occurrence in wet conditions.
Having lain dormant for more than 13
years, 74 Squadron was officially reformed
at RAF Wattisham on October 19, 1984,
under the command of Wg Cdr Richard
‘Dick’ Northcote. Just as he received the
unit’s ceremonial Malan Memorial Sword
– named after former 74 Squadron CO
and air fighting legend Adolph Gysbert
'Sailor' Malan – a trio of F-4Js screamed
overhead. With the last of the airframes
arriving from the US by January 1985, the
February 2022 FlyPast 63
F-4J(UK) PHANTOM OPERATIONS
task of preparing the squadron
for operational duty quickly
commenced. In early March, the
unit fired a pair of AIM-7 Sparrow
and AIM-9 Sidewinders during
a missile practice camp (MPC),
resulting in 11 Group declaring
six F-4Js to NATO – something
that caused quite a stir among the
alliance’s air arms.
With the RAF’s Spey-powered
Phantoms limited to just 3g
when fitted with stores, many of
NATO’s pilots discounted them
as a significant threat. However,
with the arrival of the J, they
were suddenly confronted with
an aircraft that had smokeless
engines, could turn harder, and
carried an incredibly effective
‘blue’ paint scheme. Given that the
F-4J(UK) was equipped with an
improved radar and came under
the RAF’s mandatory ‘experienced
crews only’ rule, it had to be taken
a bit more seriously.
As spring arrived, 74 Squadron
undertook several detachments to
Coltishall in Norfolk for dissimilar
air combat training (DACT)
64 FlyPast February 2022
against the resident Jaguars. British-derived variant of the
In July, the F-4Js positioned to AIM-7 Sparrow – the Skyflash.
RAF Akrotiri in Cyprus for an
armament practice camp (APC), Dire Straits and Spitfires
and the opportunity to fly DACT By then, the squadron was
sorties against the F-14 Tomcats full of confidence in its ‘new’
of VF-41 ‘Black Aces’ and VF-84 aircraft, and issued a challenge
‘Jolly Rogers’ – then deployed with to anyone listening in Strike
the US Navy’s (USN) Sixth Fleet. Command. Revealing it would
It was noted that the J more than set up a combat air patrol just
held its own against Grumman’s off the coast of Norfolk, along
own ‘Big Cat’. While this was with several threat directions, 74
partly attributed to tactics, it Squadron offered a not-so-subtle,
was also due to American crews ‘come and have a go’ jibe.
often underestimating their An incredibly busy day followed,
RAF adversaries. as Jaguars, Buccaneers and
Around this time, 74 Squadron Tornados all joined in the fun.
also flew several airborne early With electronic countermeasures
warning sorties alongside 8 (ECM) support from 360
Squadron’s Avro Shackleton Squadron’s Canberras from
AEW.2s out of RAF Lossiemouth Cambridgeshire’s RAF Wyton,
in Scotland. It was during these their crews soon got fed up with
flights that the unit intercepted putting out whistles, cracks, and
its first Soviet Ilyushin Il-38 May bangs, and instead asked for
maritime patrol aircraft and music requests – this resulted
Tupolev Tu-16 Badger bombers. in the likes of Dire Straits and
Returning to the UK, ZE360 was Pink Floyd being blasted over
detached to Boscombe Down in the airwaves.
Wiltshire, to investigate what was One amusing episode that day
needed to modify the J to use the involved 74’s CO, Dick Northcote.
LEFT: An underside
study of an
F-4J(UK) during
a sortie from RAF
Valley. Note the
Skyflash missile
on the jet’s right-
rear hardpoint
RIGHT: Seen here
in ‘Charlie’ fit – a
single 370-gallon
Fletcher tank
under each wing
– ZE363/W taxies
at Wattisham,
following a sortie.
Note the air-to-air
refuelling probe
is extended
Sqn Ldr Paul ‘Major’ Day from
the Battle of Britain Memorial
Flight was conducting an air test
in a Spitfire when he became
aware of what was going on
and pointed the warbird’s nose
towards the skirmish. You can
imagine the sheer surprise when
Den Bannister, Dick’s back-seater,
suddenly announced: “Here, boss,
I think we just got shot down by
a Spit!” Looking behind them, the
pair could see Paul sitting at their
seven o’clock, having his ‘dakka,
dakka, dakka’ moment.
With the squadron launching
continually throughout the day,
the next jet would depart ten
minutes prior to its predecessor
returning, meaning quick and Safari, which took place around at Valley – a pair of Sidewinders ABOVE: ZE353/E,
seamless turnaround times were the UK’s Western Approaches. This and Sparrows successfully being armed with a full
complement of
needed – and achieved. This was followed by yet more DACT fired. This was followed by
Sidewinder and
activity made everyone acutely sorties with Coltishall’s Jaguars. further periods of DACT, with Skyflash missiles,
aware that 74 Squadron was The J was declared fully some of the Phantoms heading sits in the QRA
definitely back in business. operational by the end of 1985. off to the sunny Sardinian sheds at Wattisham
In January 1986, two jets flew to ranges in Decimomannu, where
Black fin fighters Jever, Germany, to participate they flew against the likes of the
Heading into autumn 1985, the in the Tactical Leadership F-5 Tiger II and F-15 Eagle.
F-4Js were heavily involved in Programme, while the rest of the Another first occurred in
joint exercises, including Ocean squadron headed for another MPC March that year, when Dougie

You can imagine the surprise when Den Bannister suddenly

announced: “I think we just got shot down by a Spitfire!”
F-4J(UK) PHANTOM OPERATIONS
ABOVE: Carrying a Hunter and his back-seater, Tony
live Skyflash air-to-air Evans, became the first F-4J(UK)
missile, F-4J ZE352/G
crew to successfully intercept a
flies out of Valley.
There appears to be Soviet Navy Tupolev Tu-142
a camera pod on the Bear-F during a quick reaction
port outer hardpoint alert (QRA).
Following a spell of practising
air-to-air refuelling from
converted C-130 Hercules, six jets
left Wattisham for RAF Leuchars
on the east coast of Scotland.
66 FlyPast February 2022
From there, they conducted live
firing against high-speed Stiletto
target drones to investigate the J’s
capabilities against Soviet types –
in particular the MiG-25 Foxbat.
With the arrival of summer, 74
Squadron sent six Phantoms to
Cambrai Air Base in northern
France to attend its first Tiger
Meet in 20 years. Highly polished,
the jets proudly sported black
fins. Up until then, only ZE363
had carried a black tail, which
had been painted while stopping
over in Canada during delivery
from the US. The F-4Js held their
own during the flying elements of
the meet, which concluded with
a huge 16 vs 16 scenario – with
eight missiles and a good radar,
the crews could certainly handle,
and often get the better of, the
more-modern jets attending. As a
result, they came away with even
more confidence. Tiger Meet also
gave the squadron the perfect
opportunity to paint the rest of
the fleet’s tails – the ruse being
that any senior officer visiting the
squadron would assume it had
already been authorised.
Trials, triumph and tragedy
The summer proved to be
incredible busy – especially when
a Soviet naval task force sailed
from the Mediterranean to link up
with the Northern Fleet. The F-4Js
scrambled regularly to shadow
Soviet aircraft.
ABOVE: A 74
Squadron F-4J taxies
The age-old adage of ‘fight them in your
at RAF Akrotiri. The
extrusion visible
arena, not theirs’ was put to good use
on the intake is the
empty fairing for the
by the Phantom crews
AN/ALQ-126 ECM
system carried by In October that year, another
the type while in US deployment to Decimomannu was
Navy service arranged, with the Js flying DACT
against F-15s and F-16s. The age-old
LEFT: ZE360/O adage of ‘fight them in your arena,
powers out of not theirs’ was put to good use by
RAF Wattisham the Phantom crews.
on September
15, 1990, to take
By the end of 1986, the F-4J
part in the Battle fleet had not only completed a
of Britain’s 50th very successful first year on the
anniversary front line, but also gained a new
commemorations CO – Wg Cdr Cliff Spink. Dick
PETER ROLT
Northcote, who had achieved so
much by introducing the new
type into service, was awarded an
OBE for his efforts. Cliff, who was
an experienced English Electric
Lightning and Phantom pilot,
arrived from a ground posting at
Rheindahlen in Germany, where
he had been responsible for air
defence. He, of course, went on
to become a hugely respected
warbird display pilot.
Maintaining the J was a huge
challenge for the groundcrew
– previously used US systems
were no longer appropriate,
and instruction manuals were
incomplete and had been badly
reproduced. The squadron’s
engineering team had to draw
information from several sources
and rely on their own experience
and ingenuity. Ordering spare
parts was also problematic –
most were numbered differently
in the US system – a legacy of
buying the same components from
several manufacturers. Senior
engineering officer Sqn Ldr Dave
Allan summed it up perfectly at
the time: “When is a Phantom not a
Phantom? When it’s an F-4J!”
Despite these issues, the
groundcrews maintained the
highest serviceability rates of any
RAF squadron. With many of the
jets available for weeks at a time,
the Js were more cost effective than
the Phantom FGR.2s and FG.1s that
were in use back then.
The first half of 1987 was
dominated with regular QRAs and
February 2022 FlyPast 67
F-4J(UK) PHANTOM OPERATIONS
training – including a return to
Cyprus and more DACT with USN
Tomcats. Despite the incredibly
hectic operational and training
schedules, 74 Squadron always
put time aside to attend airshows.
This sometimes gave the crews
the chance to ‘evaluate’ their
aircraft, as navigator Steve Smyth
recalled: “In June ’87, me and Louis
McQuade were returning from
Biggin Hill. It was a quiet Sunday,
so Louis decided to give the jet an
altitude test. We got to 64,000ft
before the engines started to
wobble a little.”
To celebrate the unit’s 70th
anniversary on July 1 that year,
two F-4Js attempted to break
the London-to-Edinburgh speed
record – then held by a Jaguar.
With the aircraft in a clean
configuration, Cliff Spink and
Steve Smyth, along with Ian Gale
and Ned Kelly, in ZE361 and ZE360,
respectively, departed Wattisham
to rendezvous with a tanker, to top
up their fuel.
Setting themselves up over the
North Sea, parallel to London,
the pilots pushed the jets to Mach
0.6 for a subsonic run-up to The
Wash (on the northwest corner of
Sqn Ldr Dave Allan summed it up perfectly: “When is
a Phantom not a Phantom? When it’s an F-4J!”
68 FlyPast February 2022
RIGHT: A quintet of
74 Squadron F-4Js
await their next
sorties PETER ROLT
BELOW: Dick
Northcote (front
right) poses with 74
Squadron aircrew
at Wattisham
shortly after the
unit reformed
under his command
TONY CLAY
East Anglia) before commencing
a supersonic dash at Mach 1.6 to
a point abeam Edinburgh. Both
Phantoms broke the record, with
Cliff crossing the finish line first
in 27min 3sec, and Ian following
just two seconds later.
After the successful record
attempt and subsequent
anniversary celebrations,
tragically, 74 Squadron and the
F-4J fleet suffered its hardest
day on August 26, when ZE358
crashed, killing the crew – Flt Lt
Ewan Murdoch and Fg Off Jeremy
Ogg. Taking part in a low-level
intercept training sortie with two
other Phantoms, ZE358 impacted
a hillside at Pant y Gwiar,
southeast of Aberystwyth in
Wales. While no definitive cause
has ever been determined, the
most plausible is that the hillside
merged into the background of
the featureless ridgeline, leading
to a miscalculation in clearance.
It’s a fine testament to the
relationship between the RAF and
residents living near the crash
site that, on April 28 the following
year, a memorial cairn (stacked
stones) was erected nearby by the
locals, in memory of the two crew
members who lost their lives.
Phantom ‘cabriolet’
The rest of the year was taken up
with MPC detachments to Valley
and DACT at Decimomannu, and
ended with 74 Squadron covering
QRA over the Christmas period.
Much of the same occurred during
ABOVE: Steely eyed the first half of 1988, although an
navigator Tony
exercise with visiting Norwegian
Dixon in his ‘office’
during a sortie Air Force F-16s resulted in
a change of pace. Once they
departed home, several Js flew to
RAF Akrotiri for an APC in May.
During this deployment, Rich
ABOVE, RIGHT: A Lepman – a US exchange pilot –
rare occurrence – and his back-seater, Steve Smyth,
ZE359 deploying
and dumping
had an interesting experience.
its drag chute, Lining up for a pairs departure
necessitating a in ZE362, everything seemed
go-round PETER ROLT normal during the initial take-
off roll. However, just as the
Phantom reached ‘V1’ – the
speed at which the take-off can
no longer be aborted – the front
canopy suddenly detached. What
followed was a 20-minute flight
in a Phantom ‘cabriolet’ while the
runway was cleared of debris.
With a normal landing made, Rich
summed up the experience with:
“Gee… that was awesome”.
A failing locking system was
blamed for the incident.
February 2022 FlyPast 69
F-4J(UK) PHANTOM OPERATIONS
The return to the UK was also
noteworthy for Ian Gale and Mike
Whitmore. After taking on fuel
from a Victor, Ian was unable to
detach from the refuelling basket.
Instead, the hose unreeled itself
for about 100ft before detaching
from the pod and passing over the
right-hand side of the jet. Luckily,
the hose sheared off just in front
of the basket as it passed by, and a
successful emergency landing was
made at Palermo in Italy.
In July, four aircraft were sent
to the Italian air base at Cameri
(northeast of Turin) for that year’s
Tiger Meet. On their return home,
they carried the coveted Silver
Tiger Trophy – no mean feat,
considering the other units and
types attending. A short time later,
Steve Noujaim lost half his kit over
France when the baggage pod on
his jet burst open on the way back
from an airshow. Amazingly, his
70 FlyPast February 2022
the first of the unit’s F-4Js being
flown to RAF St Athan in Wales
for deep servicing. While there,
most of the jets lost their unique
blue/turquoise scheme and were
repainted in the RAF’s standard
Air Defence Grey. As a result, 74
Squadron operated a very mixed
bag of painted jets for the rest of
the type’s service life.
Close call to curtain call
The rest of 1989 brought more
QRAs, training and exercises,
including Flying Bengal in Cyprus.
One strange phenomenon during
this deployment was a problem
with the type’s braking parachute
packs – 21 of them failed. While
TOP: Practising air- Pentax camera was later retrieved
to-air refuelling and found to be fully functional.
from an RAF
With Wattisham’s runway
Hercules tanker.
Here, ZE354/R is undergoing work, 74 Squadron
seen ‘hooked up’ to ‘boltholed’ to RAF Honington
C-130K XV192 in Suffolk for the remainder of
1988. Towards the end of the year,
ABOVE: An F-4J(UK) several Js deployed to Iceland for
holds off the wing Exercise Hot Spring, resulting in
of a USAF KC-135
DACT against USAF F-15s. Despite
during an air-to-air
refuelling sortie the Eagle’s remarkable flight
characteristics, the type failed to
successfully engage the Phantoms.
Back at Wattisham in early 1989,
two jets were detached to Belgium
to train with their F-16 force, while
another four flew to Valley to fire
the Skyflash for the first time.
The initial launch was not without
incident – one missile destroyed
the Jindivik drone towing the radar
target during a head-on attack.
In April 1989, Cliff Spink was
replaced by Wg Cdr Graham
Clarke as CO, but it also marked
the British version was being used, Just before Christmas that year, it
it was almost exactly the same as was officially announced that the 74 Squadron Phantom F-4J(UK) serials
its US counterpart, but the issue F-4J(UK) would be retired, and
ZE350 coded ‘T’ Ex-BuNo 153768
resolved itself when the US packs that 74 Squadron would re-equip
ZE351 coded ‘I’ Ex-BuNo 153773
were reinstalled. with the FGR.2. The decision
ZE352 coded ‘G’ Ex-BuNo 153783
Only once during their career was most certainly a financial
ZE353 coded ‘E’ Ex-BuNo 153785
did the F-4Js look like they may one, coming under the remit of
ZE354 coded ‘R’ Ex-BuNo 153795
be used in anger. When Iraqi the 1990 ‘Options for Change’
ZE355 coded ‘S’ Ex-BuNo 153803
president Saddam Hussain rolled (the restructuring of the UK’s
ZE356 coded ‘Q’ Ex-BuNo 153850
his tanks into Kuwait on August Armed Forces, following the end
ZE357 coded ‘N’ Ex-BuNo 155892 Avenida Arrow
2, 1990, 74 Squadron was quickly of the Cold War), but to maintain
ZE358 coded ‘H’ Ex-BuNo 155510
placed on 48hrs notice to deploy commonality it is understandable
to the Gulf – the J’s J79 engines that the RAF should choose to ZE359 coded ‘J’ Ex-BuNo 155529
being ideal for the desert climate. operate just one variant of the type. ZE360 coded ‘O’ Ex-BuNo 155574
However, a short time later, the By the end of January 1991, ZE361 coded ‘P’ Ex-BuNo 155734 Mulvaney`s Missile
aircraft and crews were stood the remaining F-4Js had been ZE362 coded ‘V’ Ex-BuNo 155755
down. It’s rumoured that someone placed in short-term storage at ZE363 coded ‘W’ Ex-BuNo 155868 Brigantine Bomber
at the Ministry of Defence thought Wattisham, while the process of ZE364 coded ‘Z’ Ex-BuNo 155894
that sending out a Phantom flying the jets to various bases – Note the codes of the first eight jets spell ‘TIGER SQN’
unit so soon after selling Saudi for use as training aids for damage
Arabia the Tornado F.3 might assessment, repairs, and fire
be embarrassing. Instead, 74 management – had already started. With the Js distributed by summer
Squadron flew DACT against the The first to leave was ZE354, headed 1991, the era of the all-American
RAF’s Tornados before the latter for RAF Coningsby in Lincolnshire. Phantom in RAF service had come to BELOW: Delivered
relocated to the Middle East. Demonstrating a performance that an end. While its time was short, the to Wattisham on
On September 15, 1990, the the Tornado F.3 would find hard to F-4J(UK) made an impact within the November 11, 1984,
Phantoms took part in the beat, the jet was pushed to Mach F-4 community. It was, arguably, the ZE361 would end
incredible 50th anniversary 2 and then climbed to 64,000ft – best of a very good breed. FP its days on RAF
Honington’s fire pit,
Battle of Britain flypast over it was still going strong when the with the remains
London – however, it would be pilot, Barry Cross, was forced to With thanks to Bob Cossey and Tony scrapped in 2001
their last official public event. call a halt to proceedings and land. Dixon for their help with this feature. PETER ROLT

On September 15, 1990, the Phantoms took part in the incredible

50th anniversary Battle of Britain flypast over London –
however, it would be their last official public event

February 2022 FlyPast 71

 R Y
I VE INT S
E L R N
D L P TIO
E E L IP
A
FR ON SCR
S u b s c r i b e r E d i t i o n

U B
S

w w w. Key. A e r o January 2022

Duxford Spitfire Mk.Vb

salutes Poland's heroes

it
Cocviekwsp, reader
News, , quizzes and
photos ch more
mu

shop.keypublishing
USA CUSTOMER?
Visit imsnews.com/flypast OR CALL: +44(0)
Your customer code: FP0222
SAVE 45%
Choose your 12-month subscription offer:
UP
TO
PRINT DIGITAL PRINT + DIGITAL
From £46.99 £42.99 From £69.99
Direct Debit (saving 28%) (saving 45%)
(saving 28%)
S u b s c r i b e r E d i t i o n

w w w. Ke y. A e r o December 2021

FREE GIFLTE FREE GIFLTE

Might y 485mph Sea Fur y:
Hawker's ultimate prop fighter

AVAILAB AVAILAB
EXCLUSIVE SUBSCRIBER ONLY COVERS

WHY SUBSCRIBE?
•FREE delivery to your door
•SAVE on the cover price Your onlin
•NEVER miss an issue e
historic a home for
•Exclusive DISCOUNT viation ne
features ws,
offers for subscribers and
opinions.

.com/fpsubs Print, digital and bundle subscriptions:

Quoted rates are for UK subscriptions paying by
Lines open Direct Debit. Quoted savings based on those rates

1780 480404 Monday-Friday;

9am-5.30pm
GMT
versus purchasing individual products. Standard
one-year print subscription prices: UK - £55.99,
EU - £71.99, USA - £74.99, ROW - £77.99

Offer closes 31 March 2022

507/21
BRISTOL 188
Despite its radical appearance, the Bristol
I
t could be said that by the
188 supersonic research aircraft never time the Bristol Aeroplane
Company’s twin-engined
came close to fulfilling its primary Type 188 – dubbed the
objectives, as Tony Buttler reveals Flaming Pencil – took to
the skies, the project had been left
standing due to substantial delays.
Nevertheless, it was unique and
covered new ground in many
ways. In particular, its designers
opted for an all-stainless-steel
airframe – a material never
previously used to build a
complete aircraft in the UK – and
its trials were some of the first
74 FlyPast February 2022
where in-flight data was recorded
using real-time telemetry.
Mach 2 odyssey
With post-World War Two
developments in jet propulsion and
subsequent increases in attainable
speeds, by 1952 it was clear that
aircraft capable of Mach 1 would
soon be the norm. However, in
February that year, the Ministry
of Supply confirmed it was already
looking even further ahead
when it produced Experimental
Requirement ER.134T. This outlined
the need for a machine capable of
twice the speed of sound in level
flight for a sustained period. The
idea was to use this aircraft to
investigate the effect of kinetic
heating at high Mach numbers.
The competition was won by
Bristol’s Type 188 proposal,
resulting in a contract for two
prototypes (XF923 and XF926)
powered by Rolls-Royce Avon
RA.24 turbojets, and a non-
flying structural-test airframe,
in February 1953. As expected,
further jumps in possible
speeds resulted in a follow-
on specification – ER.134D –
covering both 188s. The requested
maximum speed had risen
to Mach 2.5. This meant the
design team needed to source
new engines, as the Avon’s
performance at higher altitudes
would fall away at speeds of more
than Mach 2.1.
In addition, Bristol had plans to
build three more 188s (XK429,
XK434 and XK436) to support the
testing of Armstrong Siddeley’s
P.176 turbojet engine that was to
power the proposed Avro 730 –
an incredibly advanced strategic
platform designed to operate at
three times the speed of sound.
By 1955, the 188’s order book
totalled five airframes. However, ABOVE: The first
with the cutbacks outlined in Bristol 188 –
Defence Minister Duncan Sandys XF923 – during
ground testing at
White Paper two years later – Filton shortly after
including the cancellation of being rolled out in
Avro’s 730 – only XF923 and early 1960
XF926 were built. These changes, ALL BOB HERCOCK –
ROLLS-ROYCE HERITAGE
and the Avon’s unsuitability, TRUST UNLESS STATED
meant a new powerplant capable
of long periods at supersonic
February 2022 FlyPast 75
BRISTOL 188
“The idea was to use this aircraft to investigate the
effect of kinetic heating at high Mach numbers”
ABOVE: Bristol speeds was needed. In 1957 the
188 XF923 under firm opted for de Havilland’s
construction at Filton
on July 22, 1960. Most
afterburning PS.50 Gyron Junior,
of the airframe was resulting in the wing-mounted
built using stainless nacelles being redesigned.
steel, which proved At more than 16ft long,
problematic, and led they would dwarf the 188’s
to the decision not to
use the material in
comparatively small wing.
Concorde BAE SYSTEMS Problems like these, coupled with
the type’s complex design, would
repeatedly delay the first flight.
Advanced airframe
In the author’s eye, the Bristol 188
always looked impressive, right
from the first time he saw an
illustration of it as a four-year-old
– way back in 1960!
At first glance, it appeared to be a
76 FlyPast February 2022
straight-wing aeroplane. However,
subtle changes were visible along
the mainplane with the leading
edge swept to 38°, and then 64°
beyond the nacelles. The inner
wing featured triangular leading-
edge strakes at each end, along
with plain trailing-edge flaps. All-
moving wingtips were formed
using the ailerons, which occupied
the trailing edge past the engines.
The wing box was formed using skin, and housed five fuel tanks,
the front and rear spars, while with the nose containing a single-
the main undercarriage retracted place pressurised cockpit and the
into the mainplane’s inner needed test equipment. Cascade-
section – the wheels themselves type airbrakes were fitted to each
lodging in the empennage. The side of the rear fuselage, below
oval cross-section fuselage was a the T-tail, which was topped by an
conventional structure of stressed all-moving slab-type horizontal
 design team with huge problems.
The available aluminium alloys at
the time were unsuitable, and as
it stood, the mixture eventually
used for Concorde was still to be
properly investigated. This meant
the only real alternative was
stainless steel.
Eventually a Firth-Vickers
alloy was chosen, but this itself
needed two years’ work to develop
suitable fabrication processes
that would provide the necessary
tolerances needed in surface
flatness, finish, and thickness.
While traditional riveting was a
potential method, ultimately new
welding and joining techniques
also had to be introduced.
However, the result was one of the
smoothest finishes yet seen on any
flying machine.
The Type 188’s structure was
conceived to cope with speeds of
Mach 1.2 – about 761mph – at sea
level and in excess of Mach 2.5 at
35,000ft and above.
Extensive engine and airframe
instrumentation was installed
to relay continuous telemetry
readouts to ground receivers,
including strain gauges, several
hundred transducers and
both paper and magnetic tape
recorders. This resulted in the
aircraft being fitted with a
powerful refrigeration system to
protect the devices – and pilot –
from the scorching temperatures
that would result from the friction
stabiliser. This vertical fin, built
using a multi-spar structure, was
fixed to the fuselage with a leading
edge incorporating a 65° sweep.
Finding an airframe material
that was able to cope with the
heat generated at Mach 2 for even
a minute or two presented the
at its projected higher speeds.
Throughout the design period,
models of the 188 were tested
using rockets fired from the Royal
Aircraft Establishment’s (RAE’s)
Aberporth facility in Wales to
investigate its aerodynamic flutter
behaviour during free flight. In
May 1960, the static test airframe
was delivered to the RAE at
Farnborough in Hampshire for
structural testing, before being
transported to its Bedford facility
a year or so later.
Persistent problems
The first airworthy machine was
finally rolled out on April 26,
1961, but engine problems during
bench testing and ground running
required further modifications to
the air intakes.
With XF923 undertaking its
initial ground runs on October BELOW, CENTRE:
Gloster Javelin
23, taxi trials commenced in late FAW.1 XA552 was
January 1962, before it completed modified with de
its maiden flight on April 14, Havilland engines
1962, with Bristol’s chief test pilot to serve as the
Godfrey Auty in the cockpit. PS.50 Gyron Junior
testbed during
Taking off from its Filton, the Bristol 188’s
Gloucestershire, birthplace, he development
landed at A&AEE (Aeroplane programme KEY
and Armament Experimental
Establishment) Boscombe Down, BELOW: Hooked
up to an engine
Wiltshire, 21 minutes later to detuner test cell,
begin low-speed handling trials at XF923 is prepared
medium altitudes. for ground runs
Settling into a delay-filled test at Filton on
flying regime, XF923 was unveiled December 13, 1961
BAE SYSTEMS
to the public at Farnborough’s
February 2022 FlyPast 77
BRISTOL 188

BELOW, MIDDLE: This Society of British Aircraft instruments showed an unusually problems with the Gyron Junior
image of XF923
Constructors (SBAC) show in high oil consumption. The machine engine during testing meant Mach
demonstrates just how
thin – and sharp – the early September 1962. Exhibited had only been re-cleared to fly the 2 flight was not expected to be
188's wing was. Special throughout the show, the 188 was previous week following work to possible until spring 1964. Given
‘gloves’ were produced soon dubbed the ‘Flaming Pencil’ rectify an issue, which included yet more setbacks, the value of the
for the leading edges by the British press. However, on removing the engines. programme came under scrutiny
of the outer sections
the 8th, Auty was forced to cut On November 15, the aircraft during autumn 1962, but was
to prevent engineers
injuring themselves short his display when fumes returned to Filton for ground allowed to continue.
walking into them! began filling the cockpit and his resonance tests. Until this point,
all of the test flights had been Supersonic struggles
Bristol 188 specification conducted from Boscombe, but on With its preliminary ground
November 30 one further sortie runs taking place in mid-March
Powerplant: 2 x de Havilland Gyron Junior PS.50 – took place from Filton. Lasting 39 the following year, XF926 took
10,000lb (44.4kN) thrust dry and 14,000lb minutes, Auty pushed XF923 up to to the air for a 30-minute first
(62.2kN) with afterburner Mach 0.86 – the fastest it had flown, flight on April 23, 1963 – Auty
Span: 35ft 1in (10.70m)
and, as it turned out, would ever again doing the honours. Given
go. This proved to be the airframe’s the aforementioned delays, ‘926
Length: 77ft 8in (23.67m) with probe and 71ft final and longest sortie. With initially flew with XF923’s lower-
(21.64m) without bad weather, frequent technical speed Gyron Junior turbojets.
Wing area: 396.25sq ft (36.85m²) problems (including the engines Over the next four weeks, the
regularly flaming out) and other aircraft completed another 14
Gross weight: Unknown (1953 proposal – 30,000lb
challenges cutting short this stage sorties with the Mach number
[13,608kg])
of testing, ‘923 was grounded after being gradually increased, until
Max speed/height: Mach 1.88 at 36,000ft just 19 flights. With the resonance 1.64 (1,096mph) was recorded at
Armament: None tests completed, the engines were 40,000ft on May 23.
removed, and the airframe was However, a defective reheat
placed in storage. It would be nozzle limited progress. In
continually ‘cannibalised’ to keep fact, the PS.50 turbojets had
XF926 in the air. proved generally unreliable –
Despite its brief career, the primarily because it had not been
prototype’s flying characteristics sufficiently developed. They had
were deemed to have been very a tendency to surge in certain
good, while its systems had operated conditions, leading to the aircraft
satisfactorily. However, continued oscillating in both pitch and yaw,

“The aircraft would be continually

‘cannibalised’ to keep XF926 in the air”

78 FlyPast February 2022

and there were difficulties with
vibrations. But the real problem
was that the 188 was the only
aircraft using this version of the
Gyron Junior and the firm had
not had sufficient time to rectify
its weaknesses.
By July 31, XF926 had
accumulated another 22 flights,
though by then it was clear
the aircraft did not carry
enough fuel to fly at sustained
supersonic speeds. Flight 16, on
June 12, lasted just 48 minutes
and proved to be the longest by
either 188. With 12 supersonic
flights recorded over the next two
months, Mach 1.83 was achieved
during the last of these on July
31. Grounded for the entirety
of August and September for
re-engining, XF926 was finally
fitted with Mach 2-capable Gyron
Juniors and returned to flight on
October 4.
Again, progress was hampered
and by mid-December just 12
more trips had been made due to
the intake guide vanes proving
troublesome and the powerplants
frequently surging. Despite these
hold-ups, the earlier afterburner
problems had been solved.
On November 25, during Flight
47, ‘926 achieved Mach 1.88
(1,242mph) at 36,000ft, its highest
speed attained, while two days
before it experienced an engine
ABOVE: Believed
to have been
taken during the
SBAC show at
Farnborough in
1962, this view of
XF923 shows off
the type’s radical
appearance
LEFT: Chief test
pilot Godfrey Auty
retracts XF923’s
undercarriage
on departure for
another test
sortie early in its
test cycle
surge approaching Mach 1.9.
Despite the 188 showing low levels
of drag, the data indicated it was
capable of flying at Mach 2 for just
1min 30secs and it could reach
a maximum of Mach 2.2. The
programme was approaching its
conclusion. Bad weather delayed
the last three planned sorties until
January 1964, the last occurring
on the 11th in the hands of Bristol
test pilot ‘Willie’ Williamson. It
was XF926’s 51st and final flight; a
proposed 60-flight programme to
support the Concorde project was LEFT: The
turned down. prototype awaiting
its next ground test
prior to a first flight
End game at Filton. Note the
At a cost of £20 million (more than fire extinguisher
£346 million today), the Bristol fairings on top
188 programme had been Britain’s of the engine
most expensive research aircraft nacelles that
were only installed
to date. Apart from a diversion to
on XF923
RAF Brize Norton in Oxfordshire
February 2022 FlyPast 79
BRISTOL 188

ABOVE: A rare in-flight

view of XF926 showing
the drag chute housing
– this aircraft was
retrofitted with the
arrangement during
the second half of 1963

RIGHT: Accompanied by
its usual chase plane
– Hunter T.7 XL563 –
Godfrey Auty flares
XF923 for landing
at Filton. This image
was probably taken at
the end of 923’s final
flight on November 30,
1962 KEY on October 24 after the drag ’chute
deployed in flight, all of 926’s flying
appears to have been undertaken
from Filton. With Auty completing
all of XF923’s sorties and most of
XF926’s, Willie Williamson flew
nine trips, while project pilot Paul
Millet logged another two.
During his second sortie on
July 31, 1963, Millet experienced
both engines flaming out and a
loss of cabin pressure at 47,000ft,
but he managed to relight the
powerplants and land back at
Filton. Between them, both 188s
racked up a total of 70 flights,
all of which were followed by a
Hunter chase plane – XF923 was
usually accompanied by T.7 XL563,
80 FlyPast February 2022
while ‘963 appears to have been
escorted by F.6 XF509 throughout.
In March 1964, XF926 joined
XF923 in storage at Filton and
on November 7 two years later,
both were Struck Off Charge – by
which time they had been sent
to the Proof and Experimental
Establishment at Shoeburyness in
Essex for use as gunnery targets.
XF926 survived and was
delivered to RAF Cosford,
Shropshire, in 1972 and allotted
the ground instructional serial
8368M. The airframe survives
there today within the RAF’s
Museum’s ‘Flight Test’ collection.
Recalling his time flying this
remarkable machine, Godfrey
Auty later wrote: “in the air the due to the engine nacelle’s design LEFT: In an image
188’s handling qualities were resulting in the airflow passing dated October
excellent, and it was very pleasant through the intake unevenly. 24, 1963, both
to fly throughout the flight This was caused by numerous Type 188s were
photographed
envelope. One major problem changes to the aircraft’s
together at Filton
was of course the lack of fuel, and intended powerplant. – by which time
another was the engine surges, While the Bristol 188 failed XF923 (its nacelles
which proved a serious handicap to achieve its intended sealed off) had
and was never fully overcome. objectives, it did provide a been withdrawn
BAE SYSTEMS
The surge would reach its peak at better understanding of higher
supersonic speeds and made the supersonic speeds, as well as
aircraft pitch and yaw so badly proving new techniques in data BELOW: An
that the pilot often could not tell recording. The last aeroplane built engineer makes
some adjustments
which engine had surged.” by Bristol Aeroplane Company, the to Bristol 188
It’s now thought that the 188 Type 188 was an expensive – but XF923’s drag
experienced these surges in part rather glorious – failure! FP chute housing
following a day

“Millet experienced both engines flaming of ground testing

at Filton in early

out and a loss of cabin pressure at 47,000ft” 1962 KEY

February 2022 FlyPast 81

PHOTOGRAPHY

Navy Wings held a shoot

at RNAS Yeovilton on
October 7. More than 100
photographers attended,
capturing a selection of
aircraft on static display,
some of which conducted
engine runs. Left to right
are a North American
Harvard G-BSBG, Stinson
Reliant 42-46703, and
DHC-1 Chipmunk WK608
LEE HOWARD

STILL OF
THE N
82 FlyPast February 2022
 C
hristmas is not merely the season to be jolly
and deck the halls with boughs of holly. For
enthusiasts of aviation photography, ’tis also
the season for night shoots.
With light fading during the late afternoon at
this time of year, it has become a tradition for
museums and specialist organisations such as
Threshold.aero to organise opportunities for
photographers wishing to capture the distinctive
ambience that dusk and nightfall bring.
Sometimes, depending on circumstances,
aero engines are fired up to provide a fiery
or energy-driven contrast to the nocturnal
conditions. On other occasions, costumed
re-enactors are employed to bring period
atmosphere to photographers’ images.
There are usually several such events
throughout the country. Over the next few
pages, we present some of the highlights sent
to us during the 2021 season. FP

NIGHT
You can’t beat a night shoot for atmosphere and ambience. These
impressive images were captured at special events during 2021

February 2022 FlyPast 83

PHOTOGRAPHY

RIGHT: The Fighter

Collection’s Curtiss
P-40F Warhawk Lee’s
Hope was positioned
at Duxford for engine
runs under the lights
LIAM SHAW/IWM

RIGHT: Max Alpha

Aviation’s impressive
Supermarine Spitfire
Mk.VIIIc ‘MT928’
(originally MV154)
at Duxford on
September 4
LIAM SHAW/IWM

RIGHT: ARCo’s
Hispano Buchón
‘Yellow 10’ had a
squat and menacing
appearance in the
darkness – it is
wearing temporary
markings from a
recent filming role
LIAM SHAW/IWM

84 FlyPast February 2022

“It has become a tradition to organise
opportunities for photographers
wishing to capture the ambience that
dusk and nightfall bring”

Avro Lancaster B.VII NX611 Just

Jane silhouetted in fading light at
East Kirkby during the Lincolnshire
Aviation Heritage Centre’s Night
Run and Fireworks event on
November 6 KEY/JAMIE EWAN

February 2022 FlyPast 85

PHOTOGRAPHY

RIGHT: Freshly
repainted Panavia
Tornado GR.1T ZA320
at an event organised
by Threshold.aero
with Cosford-based
238 Squadron.
The first Tornado
delivered to the RAF
at Cottesmore in July
1980, it now carries
the joint markings of
27 and 17 Squadrons,
formerly at Marham
and Brüggen,
Germany STEVE BUCKBY

RIGHT: With its engine

running and lights
on, Stinson Reliant
42-46703/N69745
was a captivating
subject at Yeovilton
on October 7
LEE HOWARD

RIGHT: Blackburn
Buccaneer S.2B
XX894 displays
its folding wing
mechanism at an
evening event at
Cotswold Airport
in Gloucestershire
on October 2. The
Buccaneer Aviation
Group maintains two
of the jets – the other
being XW544 – in
taxiable condition
SCOTT LESTER

86 FlyPast February 2022

 Apparel and print designed
for aviation enthusiasts

Visit our website and see a collection

of over 300 original T-shirt designs
Designed and printed in Great Britain,
www.flyingraphics.com sold around the world

Aviation artist specialising in commissions

The World’s Fastest Growing Aviation Website of World War Two subjects and actual events.
Oil paints on stretched cotton duck canvas, A1 to A3 size.

GREAT REASONS TO SUBSCRIBE:

• In-depth articles, videos, quizzes and more,
with new material added daily
• From historic and military aviation to commercial
and simulation – Key.Aero has it all
• Exclusive interactive content you won’t find
anywhere else
• A fully searchable archive ‘Operation Jericho:
D.H.Mosquitoes attacking the Amiens Prison.
• Access to all the leading aviation magazines
• Membership of an engaged, global
aviation community
• Access on any device – anywhere, anytime

460 Squadron Lancaster Chance-Vought Corsair

Westland Wyvern
bombing up, 1943. deck landing, 1944

Visit Key.Aero/sub For more details contact: Andrew R. Simpson

77, Salters Road, St. Loyes, Exeter, Devon. EX2 5JQ
and subscribe today! E-mail: absdesigns2017@gmail.com
Tel and SMS: 07397 274036
 FlyPost Reader comment, events and more

FlyPost, PO Box 100, Stamford. Lincs. UK @flypastofficial @flypastmag @flypastmagazine flypast@keypublishing.com

Contributions from readers are always welcome for this column. Views expressed in FlyPost are not necessarily those of the Editor, or publisher. Letters may be edited for style or length. Note that letters sent by e-mail
will not be published unless the contributor includes their full postal address for possible contact. Letters intended for FlyPost should be clearly marked as such. While we endeavour to include as many contributions
as we can, we apologise to all those readers who have taken the time to write in but didn’t get into print.

You have got to be ‘nuts’!

I so often open the pages
of FlyPast and read
something with which I
can associate. This time it
is the history of the
Vickers Wellington
included with
November’s
excellent
Bomber
letter
Command 85
issue, and especially
mention of the Hawarden
factory (then known to us
as Broughton – Hawarden
was the name of the RAF
base attached to it).
Early in the war, the a self-locking nut used in It took us four or
scoutmaster of the Hawarden the geodetic construction of five days to complete
Scout Group was asked by the Wellington. If a worker the task – quite some
the factory management if dropped a nut, they’d simply 'bob-a-job'! Our only
he could provide half-a- select another one rather than remuneration was free
dozen lads to carry climb down to retrieve the lunches in the works
Star out an urgent job.
Being an ardent
fallen item.
Consequently, many of these
canteen. I’d have loved
a flight in one of the
aviation enthusiast,
I volunteered.
nuts ended up among the
debris that we had to clear
Wellingtons but, for
obvious reasons, that
Six of us were shown up, and our task was to sieve was not to be, but we
into a large building through the rubbish and did have the satisfaction
containing a huge heap of deposit the 'precious' nuts in of having helped in
debris from the factory floor buckets. These were eagerly small measure with
sweepings. From this heap collected to augment the the ‘war effort’.
we were shown a small nut limited supply and facilitate VIC CAMPDEN
and explained that it was Wellington production. SALISBURY, WILTSHIRE

Immortalised
in colour
Following a memorable flight in
Spitfire Mk.IX ML407 – the Grace
Spitfire – as a birthday present in
2018, I researched the aircraft’s
wartime history and, during
lockdown, I decided to do a painting
of it. It is depicted in 1944 following
D-Day, when based in Merville,
France, and being flown by New
Zealander Johnnie Houlton. As you
may know, its main claim to fame
is that it was the first Allied fighter
to shoot down an enemy aircraft
on D-Day. The painting has not
been seen by anyone outside of my
immediate family.
EDDIE COX
VIA EMAIL Eddie Cox’s wonderful oil painting of ML407 in action over France COURTESY EDDIE COX

88 FlyPast February 2022


Growing up with
Avro
Congratulations on another
great issue of FlyPast. I’m
83 now, but reading your
Welcome page took me
back to my childhood and
subsequent career.
I was born in Alderley
Edge, Cheshire, not far
from the main runway at
Avro’s Woodford factory.
During the war we had
aircraft flying over all day
long. As a result, I became
‘aircraft mad’, according
to my mother! Post-war, I
remember seeing Avro 707s
fly over several times.
In 1954, I became an
apprentice fitter with Avro.
I had my first ever flight in
Shackleton MR.3 WR971,
taking off in the wireless
operator’s seat behind
the pilot. At about 100ft,
we went into a 90º bank
to the left, passing over
the groundcrew who had
despatched us. I can still see
Seeking Luftwaffe
pilot’s relatives
I’m a highway engineer
with Kent County Council.
We are doing a junction
improvement at Paddock
Wood, which is apparently
close to where Lt Freidrich
'Fritz' Klotz was shot down
in the Battle of Britain, on
September 15, 1940. Our
planning consent requires
us to carry out archaeology
to see if any of his aircraft
can be found. There is local
interest in the scheme,
including the provision of a
their faces looking up at us.
A week later, I was working
with Alan Blake on WR972
installing forward flare
’chutes when I was called
on to fly in WR970. In the
end we didn’t have time
for the paperwork, so Alan
went and I didn’t. Shortly
afterwards, we heard that
the aircraft had crashed.
I had to gather up Alan’s
tools and put them in his
toolbox… it took me months
to get over the loss.
I graduated in 1959 and
in 1960 was promoted to
inspector on Vulcan final
assembly. I then got a
position with TAA (Trans-
Australia Airlines) in
Melbourne as a mechanic.
I had several promotions
in my 32 years with TAA,
Australian and Qantas
before retiring in 1993.
BRIAN JACKSON
VIA EMAIL
simple memorial to Lt Klotz
and probably widened to
include all airmen who
died in the Battle of Britain.
There is a certain added
poignancy in that he died
on September 15, now
regarded as Battle of Britain
Day. It’s a very long shot, but
I would be very interested
in tracking down any living
relatives of Lt Klotz.
JOHN FARMER
HIGHWAYS, TRANSPORTATION AND WASTE
KENT CC, INVICTA HOUSE, MAIDSTONE
Savouring a
Condor moment
I enjoy all the fascinating
articles contained in each
of the issues of FlyPast I
receive and read as one of
your faithful subscribers.
This letter is simply to say
that I especially liked the
article about the absolutely
marvellous restoration
work carried out on the
Focke Wulf Fw 200 Condor
(November issue). Carried
out in the face of forbidding
odds, the project has come
Shooting the shoot
It was great to read about
the Battle of Britain movie
in the November issue, in
particular that, at the end
of 1968, filming was moved
from Duxford to Bovingdon
in Hertfordshire. At the time
I lived not far away, and one
A CASA-built ‘He 111’ pictured during the filming of Battle of Britain
A gaggle of Hispano Buchóns masquerading as Messerschmitt Bf 109Es
FlyPost
to wonderful fruition – a
grand tribute to all those
involved. Please pass on
my warm thanks to the
article’s author, Stefan
Schmoll, for his excellent
account of the work. I
confess to happily having
read his feature some three
times to take in and digest
all that he related. Thank
you, Stefan!
LAURENCE GREEN
YATE, BRISTOL
weekend the public were
allowed to view the planes
lined up along the runway.
I attach two photos that I
took during that memorable
weekend.
DENIS REYNOLDS
FELIXSTOWE
BOTH DENIS REYNOLDS
February 2022 FlyPast 89
 MAIL ORDER NORTH KOREAN
AVIATION
NEW WATER BOMBERS
With over 230 images, this
NEW LOCKHEED C-141
STARLIFTER
Historic Commercial book covers all the aircraft Historic Military Aircraft
Aircraft Series, Vol. 6 types used – World War Series, Vol 9
Two fighters and bombers, This book looks at the
Illustrated with 180 colour
piston-powered airliners and aircraft itself, as well as the
photographs, this book cargo aircraft of the 1950s, organizations that flew it.
covers the operational turboprop aircraft, wide-body Details of every unit that
period of the F-111 jets, custom-built water flew the Starlifter are also
Aardvark and included, making it an
bombers and helicopters with invaluable reference
EF-111A RRP: tanks or under- RRP: enthusiasts RRP:
£15.99 slung loads. £16.99 £15.99
Code: KB0101 Raven. Code: KB0120 Code: KB0105 and modelers.
SUBSCRIBER SUBSCRIBER SUBSCRIBER
PRICE: PRICE: PRICE:
For full details, visit £13.99 For full details, visit £14.99 For full details, visit £13.99
shop.keypublishing.com/northkorean shop.keypublishing.com/waterbombers shop.keypublishing.com/lockheed

BRITISH FIGHTERS F-111 FORT WORTH REPUBLIC F-105

OF THE 70S/80S SWINGER THUNDERCHIEF
Historic Military Historic Military Aircraft Historic Military Aircraft
Aircraft Series, Vol. 2 Series, Vol. 3 Series, Vol. 6
This book covers, in great Illustrated with 180 This book gives in-depth
detail, the Lightning and colour photographs, accounts of various
this book covers the historical F-105 events,
Phantom fighter aircraft with inputs from the pilots
and the part they played operational period of the involved. It includes over
in the latter stages of the F-111 Aardvark 150 images, many of which
Cold War. RRP: and EF-111A RRP: have never been RRP:
£15.99 Raven. £15.99 published £15.99
Code: KB0057 SUBSCRIBER
Code: KB0065 SUBSCRIBER Code: KB0067 before. SUBSCRIBER
PRICE: PRICE: PRICE:
For full details, visit £13.99 For full details, visit £13.99 For full details, visit £13.99
shop.keypublishing.com/britfighter shop.keypublishing.com/f111 shop.keypublishing.com/f105

RRP: RRP: RRP:

£17.99 £17.99 £17.99
SUBSCRIBER SUBSCRIBER SUBSCRIBER
PRICE: PRICE: PRICE:
£15.99 £15.99 £15.99
Code: KB0058 Code: KB0058 Code: KB0084
RAF AIRCRAFT OF THE BATTLE OF BRITAIN ALLIED AIRCRAFT OF D-DAY BRITISH AIRCRAFT OF WORLD WAR I
A photographic guide to surviving planes A photographic guide to the invasion Survivors, replicas and reproductions
The Battle of Britain story is told using over 150 This title features many of the aircraft that were A potted history of the British aircraft that were
photographs of surviving and restored aircraft in involved in the Normandy invasion, including the involved in World War One, supported by
the air, on the ground and in unique formations. aircraft the flew on D-Day itself. high-quality imagery.
For full details, visit For full details, visit For full details, visit
shop.keypublishing.com/rafbattle shop.keypublishing.com/ddayaircraft shop.keypublishing.com/ww1aircraft

shop.keypublishing.com
CALL: +44(0) 1780 480404
 TYPE HISTORY | PHOTO REFERENCE | PROFILE ARTWORK
W COMBAT MACHINES
N E MOSQUITOS
Key Publishing’s popular
Combat Machines series reaches
its seventh volume, focusing on de
Havilland’s legendary Mosquito… the
so-called ‘Wooden Wonder’. This firm
favourite with aircraft enthusiasts and
modellers alike is examined in exacting
detail, from its initial requirement and
development, to manufacture, the
variants, operational employment
around the world, and even its
post-war service.

As with other Combat Machines

instalments, and their high productions
values, this publication offers a wealth
of high-quality period photos, drawings,
colour artwork and fascinating text,
telling the full story of this magnificent
RRP:
aircraft. Modellers are catered for
£8.99 too, with lists of kits, decals,
and accessories.
SUBSCRIBER
PRICE: Special, 116 pages.
Code: SPECCMMOS
£6.99
450/20
For full details, visit Maka
Cleav nna & McKelv
Decemebr commemoraey
shop.keypublishing.com/mosquitos er 7, 194
1
te

Why not subscribe

to your favourite
$12.50
$12.99 USA £5.49
AUS $14.99 UK £5.49 CAN

Duxfo
salutesrd Spitfire Mk.V

magazine?
Poland's b
2021

heroes
DECEMBER

$12.590
No 485

9 USA £5.4
9 CAN $12.9
0011
UK £5.4

7
53406
6956
4 74

See PAGES 72-73

2762
2
UARY 202

2502
77
No 486
JAN

79

for our latest IVE

EXCLUSIB
Mighty 485mph Sea Fury:
Hawker's ultimate prop fighter
Cockpit
ER
subscription deals. SUBSCR
News, views, reader
photos, quizzes and

COVERS Before Be
much more

there waszos & Branson

Bell Airc
raft
The man
the aero behind
legend
The stor
delta icoy of the
n's rise

HAVE YOU JOINED OUR VIP BOOK CLUB?

Register today for exclusive special offers on all Key Books.
See page 97 for full details.
Credit and debit card payments will show as Key Publishing. Key Publishing will hold your details in order to process and service your subscription only.
All items subject to availability. All prices correct at time of going to press. Delivery dates for pre-order items are subject to change. See website for full details. Telephone lines open 9am-530pm GMT, Monday-Friday.

507/21
 253/20

Further reading from

If you enjoy FlyPast, you may also be interested in our
other market-leading magazines...

Visit: shop.keypublishing.com for more details

Your Aviation Destination - Visit www.Key.Aero today
Above
and Beyond
DISTINGUISHED FLYING CROSS RAY LALLEMANT
Graham Pitchfork recounts the RAF service of Belgian fighter ace,
Ray Lallemant, who was twice decorated with the DFC
B
orn in Blicquy,
Belgium in August
1917, Ray Lallemant
was training at
Wevelghem’s
Military Flying School when
Germany invaded Belgium
in May 1940. The school was
evacuated to Morocco, but he
soon joined a group of Belgian
and Polish pilots, reaching
England in July. By September
1941, he had completed his
training and had joined
609 (West Riding) Squadron
as a sergeant.
The unit soon converted to
the Hawker Typhoon and, in
November 1942, moved to
Manston in Kent from which
it began intruder operations.
Lallemant gained his first
success in December when he
shot down a Focke-Wulf Fw
190 over the French coast. In
January 1943, he accounted
for another Fw 190, which was
making a ‘tip-and-run’ raid
on the English south coast.
In February, he shot down
two more heading for Dover
and he was also awarded a
‘probable’ – later confirmed
as destroyed. The following
month he was awarded the
DFC and rested.
After a period as a test
pilot, he returned to ‘ops’
with 197 Squadron in early
1944, but soon transferred
to 198 Squadron as a flight
commander. In late January,
he claimed a Messerschmitt
Me 210 and in February
destroyed a Potez 63 during a
strafing attack on a German
airfield in France. He later
shared in the destruction of a
Bf 110 flown by the Luftwaffe
‘experten’ Helmut Vinke.
In July 1944, his unit moved
to France to operate from
advanced landing grounds
in Normandy. It initially
flew ‘cab rank’ sorties and
became heavily involved in
the fighting around Caen. On
August 14, Lallemant returned
to No.609, becoming the
second Belgian to command
the squadron. Armed with
rockets, the Typhoons focused
on attacking hard-pressed
German armour. On one
such occasion, during the
fighting in the Falaise pocket,
Lallemant sighted a column
of ammunition wagons being
pulled by horses. Not wishing
to kill the animals, he fired
his cannons, causing them
to stampede.
Filling the ‘Gap’
As the Germans attempted
to escape through the Falaise
Gap on the 20th, Lallemant
led his pilots on rocket attacks
against tanks, gun positions out, he was forced to crash- awards from his native
and armoured columns. He land his Typhoon. Suffering Belgium and also from
successfully hit a tank, which severe burns, he was returned France and Czechoslovakia
began to smoke, and after to a hospital in England and to add to his two DFCs. He
expending all his rockets, he later learned that he had been remained in the Belgian
re-attacked with cannon and awarded a Bar to his DFC. Air Force and led a Spitfire
left it ablaze. As the squadron Although not fully recovered, wing before commanding
moved east, Ray was able he assumed command of a Meteor and F-84 wing
to fly over his own village, 349 (Belgian) Squadron in at Bierset. He went on to
but on September 14, after March 1945, flying Spitfires. command the Belgian
attacking barges around the He remained with the unit Fighter School and served at
Dutch islands, he was hit by until the end of the year. NATO headquarters, before
anti-aircraft fire. Unable to For his wartime exploits, retiring as a colonel in 1972.
release the canopy to bail Lallemant received gallantry He died in January 2008. FP
February 2022 FlyPast 93

What's New? FlyPast reviews our pick of the things to spend your money on
Hope and glory
www.crecy.co.uk
BRITAIN’S AIRCRAFT INDUSTRY – TRIUMPHS
AND TRAGEDIES SINCE 1909, KEN ELLIS, HBK,
ILLUS, 368PP, £27.95
Britain can justly be proud of its remarkable
aviation history. For decades, Britain led the
world, driven not just by burgeoning technology,
but also by an audacious zeal to push the
envelope, even if it meant flying in the face of
accepted wisdom. From this sheer bravery came
both breakthrough and breakdown.
There is no commentator better qualified to tell
this story than legendary former FlyPast editor
Ken Ellis, for whom documenting the highs and
lows of homegrown aviation has been a lifelong
passion. In this book – definitive, beautifully illustrated and
staggeringly detailed – he examines all of the key companies,
United nations
www.helion.co.uk
UNDAUNTED, BEN KITE, HBK,
ILLUS, 458PP, £29.95
This is Volume 2 in a two-part study
into the air campaigns fought by
British and Commonwealth air forces
across the globe during World War
Two. The foreword is appropriately
penned by the current head of
the Royal Australian Air Force. As
might be expected from an author
who is a serving general in the
British Army, this is the outcome
of meticulous research and is
written with clarity and erudition. As with Volume 1, each
chapter has a descriptive title taken from an appropriate
formation or unit motto in line with the author’s
Commonwealth theme. The text is enhanced with 16 well-
drawn maps and appropriate photographs. It cohesively
blends outlines of policy and strategy with descriptions
and accounts of individual airmen into a highly readable
narrative. Throughout, the author recognises the part
played by airmen of all colours and creeds from across
the Commonwealth and rightly emphasises the huge
sacrifices made. It is also a timely reminder of the close and
important ties that endure to this day between the RAF and
its sister services across the Commonwealth nations. This
important book is essential for any student of air warfare
and is highly recommended. ANDREW THOMAS
94 FlyPast February 2022
Books, Clothing
Accessories
and the best of
the rest
including such fabled names as
Bristol, Avro, Vickers and de
Havilland. And it isn’t just the big
boys – Ken also relates the less
celebrated but equally intriguing
stories of firms such as Beagle,
Parnall and Folland.
The author focuses on the achievements and
daring of the organisations who sometimes
risked all, encompassing the designers, the pilots
and the ever-present machinations of politicians
– the last of these had the potential to bestow
triumph or disaster upon every venture. Above
all, this superb book is a celebration of vision
and passion, documenting everything from the
perfect de Havilland Mosquito to the perfectly
bonkers Bristol Racer, the awesome failure
that was the Brabazon and the against-all-odds
triumph of the Cold War V-bombers. This is a remarkable,
standalone publication from the best in the business.
Maltese Gladiator
www.chrisfrenchart.co.uk
STORM CLOUDS GATHERING, LIMITED EDITION ARTWORK
PRINT BY CHRIS FRENCH FGAVA
Limited-edition prints of
this superb new painting
by artist Chris French
FGAvA are now available
to purchase, with each sale
supporting the ongoing
restoration of Gloster Sea
Gladiator N5519 Charity,
which is currently
Storm Clouds Gathering
being undertaken at the During the spring of 1940, with the dark clouds of war moving ever closer to the island of Malta, allied fighter cover became an urgent necessity. A Station Fighter Flight was set up at Hal Far
aerodrome with Gloster Sea Gladiators left behind by HMS Glorious, still in their shipping crates, at RAF Kalafrana seaplane base. These aircraft destined to become known as ‘Faith’, ‘Hope’ and
‘Charity’ are depicted at their new base being readied for the defence of the Island in the days prior to the commencement of hostilities. Sea Gladiator N5519 ‘Charity’ is having the Watts two bladed
propeller replaced with a Fairey Reed three-blade type in a desperate attempt to improve its climb performance thus making it more effective at intercepting the enemy.
From an original oil painting by Chris French FGAvA
Malta Aviation Museum
Foundation’s workshop in Ta’Qali.
This Gladiator biplane was famously one of three of the
type to defend the islands during the early part of World
War Two. It claimed a number of aerial victories, only to
eventually fall victim to a Regia Aeronautica fighter on July
31, 1940. Fg Off Peter Hartley managed to bail out before the
aircraft crashed and he returned to duties after being treated
for extensive burns.
“We decided to opt for a scene on the ground at Hal Far
aerodrome, where the Gladiators were based,” Chris French
explained. “This option allowed the introduction of the
‘human element’ and the urgent work involved in keeping
the aircraft serviceable for combat operations. The clouds are
also symbolic of the gathering storm of war, echoed in the
painting’s title, Storm Clouds Gathering.”
For more information on purchasing the print contact:
info@maltaaviationmuseum.com
Decisive action
www.grubstreet.co.uk
Super Marines
A HISTORY OF THE MEDITERRANEAN AIR WAR VOL 5, www.ospreypublishing.com
CHRISTOPHER SHORES AND GIOVANNI MASSIMELLO WITH AMERICA’S FEW – MARINE
RUSSELL GUEST, FRANK OLYNYK, WINFRIED BOCK AND ACES OF THE SOUTH PACIFIC,
ANDREW THOMAS, HBK, ILLUS, 526PP, £50 BILL YENNE, HBK, ILLUS,
Those familiar with this book series 385PP, £25
will know what a fine body of work While there have been several
it is, so it’s no surprise to report that superb accounts written about
this fifth and penultimate instalment the actions of US Navy pilots in
is up there with the best. Thoroughly World War Two’s Pacific Theatre,
researched, well written and ripe America's Few delves into the
with illustrations, the book is printed US Marine Corps contribution,
on high-quality paper, making it a highlighting top-scoring
pleasure to leaf through, be it from USMC aces in the skies over
start to finish or dipped into at Guadalcanal. With the support
random. It’s the type of work in which of useful maps and illustrations,
you can do the latter, as it charts day- author Bill Yenne masterfully
by-day events of the Mediterranean relates how these aviators came to both establish and prove
air war in diary fashion. themselves in high-stakes combat. These, undoubtedly,
This particular volume covers the latter part of World were a special breed of men. Casual readers may not realise
War Two, from the fall of Rome to the end of hostilities. that of the 12 Allied fighter squadrons that comprised the
This book documents how the Axis forces were gradually so-called Cactus Air Force, eight were USMC units.
eradicated from the skies by Anglo-American air power, In the hotly-contested skies above Guadalcanal, VMF-121
despite the challenges caused by the withdrawal of units to leader Joe Foss emerged as a symbol of Marine aviation. His
other theatres. It describes fierce air-sea battles, the advance group downed 72 enemy aircraft, Foss himself accounting
northwards to Rome and the attempt to secure the Dodecanese for 26. Another Pacific legend, ‘Pappy’ Boyington, best
islands, plus the formation of a new Balkan Air Force tasked known as the commander of VMF-214, eventually matched
with the pursuit of retreating German armies. It’s a truly Foss's victory score. These stories are expertly interwoven
comprehensive and essential body of work. with those of other, less-celebrated fighter aces, such as Ken
The final volume in this book series will cover the Allied Walsh (21 victories), Don Aldrich (20) and John L Smith (19).
Combined Bombing Offensive. America's Few is highly recommended for anyone
fascinated by this perilous and pivotal part of the air war.

Aviation timepiece Essential guide

www.rscwatches.com
RSC PILOT WATCH WITH FLIGHT COMPUTER, £296 shop.keypublishing.com/britaviation
Developed with the assistance of Eurofighter Typhoon BRITISH AVIATION: THE FIRST HALF-CENTURY,
pilots, RSC’s new 42mm DAVID WILLIS, HBK, ILLUS, 192PP, £25
chronograph incorporates The first half of the 20th
details of an aircraft’s Century saw the birth
flight computer as well of the aeroplane and
as related features. It its development as an
has a Swiss movement, instrument of war and
while the hands and some commerce. Within five
details on the dial are decades, contraptions
luminous, and there’s a barely able to take to the
choice of leather, silicone air had given way to jet-
or stainless steel straps. powered aircraft, a rate
The case back can be of technological advance
personalised. The price for unparalleled in any other
this attractive timepiece field. It was the period
is £296 (including a three- when Great Britain’s
year warranty), making aviation industry was established and grew to its zenith.
this a superb gift for those With more than 170 period images, carefully colourised,
who love both aviation and this book chronicles the wide variety of aircraft produced
quality watches. Please in Great Britain before 1950, portraying them in their full
see the website above for glory once more. To order, visit the website above or call
further information and +44 (0)1780 480404. Key Publishing magazine subscriber?
ordering details. Call us to claim your special discount.
February 2022 FlyPast 95
Above
and Beyond
DISTINGUISHED FLYING MEDAL NELSON WEBB
There were many unsung heroes in World War Two. Graham Pitchfork
relates the gallantry of one of them, Avro Anson pilot Nelson Webb
W
iltshire-born
Nelson Webb
joined the
RAF as an
aircraft
apprentice and trained
as a wireless mechanic at
Cranwell. On graduation
in 1935 he joined 214 (B)
Squadron equipped with the
Vickers Virginia bomber. He
immediately applied to be a
gunner and started to draw
‘crew pay’. Around 18 months
later he was posted to Iraq
where he joined 70 Squadron
flying the Valencia from
Hinaidi, near Baghdad.
With almost 200 hours in
his logbook, he applied to
be a pilot and returned to
England in late 1937 to begin
conversion. Nelson gained
his ‘wings’ in September
1938 and was promoted to
sergeant with an “above
average” assessment. After
completing a navigation
and reconnaissance course
at Thorney Island in West
Sussex, he was posted to 217
Squadron based at St Eval,
Cornwall, arriving in May
1939, to fly the Anson.
With the outbreak of war
came a serious threat to
British shipping, not only
from German warships,
but also from submarines
and mines. Continuous
patrols were flown over
the Western Approaches,
escorting convoys, protecting
fishing fleets and searching
for enemy mines and
hostile aircraft. The flying
was arduous and mostly
uneventful, but it was crucial.
Webb nevertheless displayed
great enthusiasm from the
outset and it was no surprise
that his name appeared
in an early list of wartime
honours. After completing 33
convoy patrols, he was given
a Mention in Despatches for
“gallantry and devotion to
duty in the execution of air
operations”.
Battle at sea
During the evacuation from
Dunkirk, enemy U-boats
tried to disrupt the operation,
particularly at the western
end of the English Channel.
On June 4, 1940, Webb
sighted a surfaced U-boat
and immediately attacked.
Taken by surprise, the vessel
crash-dived just as two 100lb
anti-submarine bombs were
released. The Anson crew
estimated one hit and one
near-miss. Some four minutes
after the attack, a large
quantity of bubbles rose to
the surface, but the crew were
unable to assess the damage.
Records show that Webb had
attacked U-101. Although the
bombs landed close to the
German ship, there was in
fact no significant damage.
On July 11, he was scrambled
to search for an enemy
aircraft located 20 miles
southeast of Start Point,
Devon. Arriving in mid-
Channel he sighted a Heinkel
He 59 seaplane with Red
Cross markings heading
for the recently occupied
island of Guernsey. For some
weeks it was suspected that
these ‘Red Cross’ aircraft
were actually being used
for reconnaissance and
convoy spotting. This had
been confirmed in early July
when one such machine was
captured, prompting the Air
Ministry to issue a warning
that they would be shot down
in future. Webb therefore
gave chase and opened fire,
damaging the seaplane.
Forced to land on the sea, it
sank shortly afterwards.
Three weeks later, he
attacked another U-boat,
U-57, as it dived. Given that
he had pressed home this
gallant attack with relatively
puny weapons, and in the
face of potentially dangerous
return fire, it was announced
that F/Sgt Webb had been
awarded the DFM. He later
converted to the Bristol
Beaufort, but – tragically –
on December 20, 1940, he and
his crew were shot down and
killed as they dropped mines
outside the French port of
Lorient. They were buried
with full military honours at
nearby Lanester cemetery. FP
February 2022 FlyPast 96
 VIP Club GET TWO
E-BOOKS
FREE

The latest releases from our VIP Book Club

COLLECTOR’S SPECIAL: Key Publishing Coastal
Historic Military Aircraft Series Command
Our VIP Book Club has the stated aim of By David Willis
bringing together the most expert aviation From the
writers and the finest photographers and fabric-covered,
illustrators to create a complete library short-range
for collectors and enthusiasts alike. That Avro Ansons
means detailed coverage of less-celebrated in service at
but much-loved aircraft as well as the the start of the
popular favourites, and includes the war to the very
sourcing of rarely seen images. Our Historic long-range
Military Aircraft Consolidated
Series has already Liberators and Short Sunderland flying
published nine boats towards the end of the conflict,
titles in a smart No. 59 in our popular Aviation Archive
96-page softback series details the most significant
format, with more Coastal Command patrol aircraft of
to come later in 1939 to 1945 and includes six fold-out
2022. Choose any of schematics that allow the reader to
the titles pictured see every nut and bolt of these iconic
aircraft.
Aviation Archive Series No 59; 100
pages; £9.99

Exclusive RAF
Offer 20% OFF All books for VIP Book Club Members
Transport
Aircraft
For a limited time, VIP Book Club members can save By Chris
Gibson
20% on any book title listed in our 2021 Catalogue. It was the
To receive your special discount code via e-mail, Cold War that
simply register for the VIP Book Club today. saw transport
aircraft become
necessary
war-fighting
equipment. When operations in
Afghanistan and Iraq began, the RAF’s
transport fleet was ready, and with the
new model Hercules, and the Airbus
Voyager and Atlas, Britain’s armed
forces can perhaps claim a transport
force second to none. With over 130
photographs, this book describes the
evolution of the aircraft that provide
the airlift capacity for Britain’s armed
forces wherever they serve. Modern
Military Aircraft Series, Vol 6; 96pp;
BE QUICK – This special offer expires on 31 January 2022 £15.99

JOIN TODAY at keypublishing.com/vip-book-club

Be the first to find out about our forthcoming book releases and receive exclusive offers. Register today
at keypublishing.com/vip-book-club and, as a thank you, we’ll give you TWO free e-books straight away!

Our VIP Book Club is a 100% spam-free zone, and we will never share your email with anyone else. You can read our full privacy policy at: privacy.keypublishing.com
SPITFIRE FLIGHT WINNER

Flying in a Spitfire
– a dream come
true ALL IMAGES DARREN
HARBAR, UNLESS NOTED

98 FlyPast February 2022

 One off the
BUCKET LIST
For our 40th birthday, FlyPast teamed up with Aero Legends to offer one lucky
winner the flight of a lifetime. Tara Leggett recalls the day from start to finish

February 2022 FlyPast 99

SPITFIRE FLIGHT WINNER
Back in April 2021, FlyPast
launched a competition that gave
readers the chance to win a flight
in a Spitfire, courtesy of Aero
Legends, as part of the magazine’s
40th birthday celebrations. Not
only did the prize include a flight
(worth about £3,000) in Aero
Legends’ two-seater Spitfire T.9
NH341 Elizabeth, the experience
would also be captured by FlyPast’s
talented air-to-air lensman Darren
Harbar, in a special-formation
photography session.
Following thousands of entries,
a winner was picked at random.
The lucky reader was Peter Lane,
a historic aviation enthusiast from
Lincolnshire. Here, we reveal how
he got on at Aero Legends’ facility
at North Weald, Essex.
Weather dependent
The day began in a wet and
blustery manner. Despite several
checks of the forecast, there was
ultimately no telling whether
the conditions would be suitable
for flying when the allotted time
rolled around. Not only did the
pilots have the safety practicalities
of flying two historic aircraft
to consider, but they also had to
think about Darren’s air-to-air
photography. If the conditions
weren’t safe enough for flying in
close formation, and if he therefore
couldn’t get the shots of Peter up in
the air, the experience would have
to be rescheduled.
Peter’s turn in the aircraft was
scheduled for 5pm. Two flights
preceded his, meaning that the
pilots were able to get a good idea
of the state of the weather and
which way it was turning. Luckily,
as time crept closer to Peter’s take-
off slot, the conditions started to
get better and better.
Inside the dispersal hut, Peter was
ready and raring to go. Of course,
it was essential to observe the pre-
flight safety training beforehand.
“As flying in old aircraft is not
without risk, you are taken
through the potential dangers
involved and how to deal with any
“Through my headphones came the words every
historic aviation fanatic dreams of hearing: ‘You are
flying a Spitfire!’ It took my breath away”
100 FlyPast February 2022
emergency situations should they CLOCKWISE FROM
arise,” Peter recalls. “These are all TOP LEFT:
very clearly explained in detail. Competition
You are then given the chance to winner Peter
ask any further questions or cover Lane dons his
anything again. flying suit
“Right from my arrival, I was
The sun sets
made to feel at home and a valued over the London
customer,” he added. skyline – the
Following his safety training, perfect time of
Peter was issued a flying kit for day for a flight in
the day consisting of boots, gloves a classic Spitfire
and, of course, a flight suit. He Peter in the
then spent the rest of the afternoon rear cockpit
dressed in the appropriate pilot’s
gear, eagerly waiting for this turn. Camera ship
During this time, Peter was Harvard and the
two-seat Spitfire
perfectly situated to watch the on the tarmac at
constant stream of GA aircraft North Weald
passing right outside the Aero JOHN SOOTHERAN
Legends’ building. Then, roughly
an hour before his wheels-up, Peter The all-important
pre-flight briefing
was taken for a second briefing. at North Weald
This time, the meeting was with
Peter’s pilot: Michael Pickin. At
this point, Michael went over
everything again to get more of a
feel for what Peter wanted to do
during his flight experience. Their
discussion also involved talking
about flight routes. In his flight,
Peter’s route would take him out
towards the Thames Estuary, which
would provide great scenery and
make for beautiful photography.
Talking through his briefings,
Peter later recalled: “As I was
having a flight alongside a second
aircraft doing some air-to-air
photography, a third briefing then
took place. This time, pilots of both
aircraft and photographer Darren
Harbar planned out routes and
signals for the flight.”
Time to fly
Finally, Peter’s flight time arrived,
and it was his turn to walk out
to the aircraft. Under the fading
autumnal sun, Spitfire NH341
Elizabeth sat regally on the tarmac
as Peter strode gleefully up to
the machine and its groundcrew.
Once assisted into the aircraft, he
was strapped into the parachute
and the seat harness. Following a
final refresher on the emergency
February 2022 FlyPast 101
SPITFIRE FLIGHT WINNER

102 FlyPast February 2022

CLOCKWISE procedures, Peter was also shown
FROM TOP: the various controls he might be
called upon to operate during the
A day Peter will
flight, including how to access the
never forget –
flying in the Aero canopy and lower or raise the seat.
Legends Spitfire On the other side of the tarmac,
Darren had settled into the
The distinctive company’s Harvard, which began
shape of the
to taxi toward the runway. Once
Spitfire's wing is
evident in this Michael and Peter were happy
air-to-air view with everything, a thumbs-up was
exchanged and the throaty Merlin
With light fading erupted into life.
over North
After a short taxi out to the
Weald, Peter
(right), with pilot active runway, the aircraft got
Michael, climbs into position and the canopy was
out of the cockpit closed: they were ready for take-off.
after his flight Cleared over the radio, Peter and
Michael then began to hurtle down
Fuelling for flight
JOHN SOOTHERAN the runway.
“The first thing you notice is the
Peter (left) with power,” Peter recalled. “Acceleration
Michael flying in is fast and smooth and then, just
the Spitfire
like that, you’re flying. As soon as
we cleared the airfield, I could see
the Harvard in the distance that
took off before us. We caught up
with it very quickly.
“Flying in formation alongside
the Harvard was an added bonus
for me. I had no idea we would
be that close to it. That in itself
was quite spectacular, as we flew
around it and under it. Darren gave
signals from the back seat of the
Harvard to position the Spitfire for
his photoshoot, so we constantly
changed position alongside.
“Once the photos had been done,
we did a classic breakaway from
the Harvard – which was brilliant
– and off we went to enjoy the
Spitfire in all her glory. I was given
a demonstration of the controls by
Michael and then I was allowed to
carry out the same gentle pitch and
roll movements. It was at this point
that he asked me to look into his
rear view mirror. He was holding
both his hands up. Through my
headphones came the words every
historic aviation fanatic dreams of
hearing: ‘You are flying a Spitfire!’
It took my breath away. This was
something I never imagined I could
do. Now, thanks to FlyPast and Aero
Legends, it was happening.
“As my elation subsided (only
slightly, I’m still human), we then
carried out a nice, gentle barrel
roll. Feeling the Gs push me against
the aeroplane was fantastic. It is
something that must be done when
flying in a Spitfire.
Back down to earth
“It was now time to head back to
North Weald. The sun was really
beginning to set, casting a beautiful
warm glow against the London
skyline. It was a spectacle I would
not have seen had I flown earlier
in the day. A perfect ending to the
perfect experience that is flying in
a Spitfire.”
As Elizabeth touched back down
to earth in what he later referred to
as “a perfect three-point landing”, a
smile was plastered across Peter’s
face. The expression didn’t budge
as they taxied back, with Peter
just managing to flash an excited
thumbs-up to the camera that was
recording him as they returned
safely to Aero Legends’ base.
Finally, the aircraft came to a stop
in the exact place it had started
from. In the fading sunlight, Peter
took off his helmet and unclipped
himself from his seat. “I now
understand what people always say
about the Spitfire: you ‘get in and
wear it’,” Peter said as he climbed
out of the cockpit and onto the
wing of the machine he had been
controlling not ten minutes before.
“The whole time, I felt comfortable,
no matter what we were doing,
and I was certainly aware of the
power and speed.”
Lasting memories
As Peter shook hands with Michael,
he was asked what part of the
experience had been his favourite.
Dumbfounded from his time in the
air, and unable to answer, the two
men laughed and Peter thanked
Michael once again.
“This was an amazing experience
and one I will never forget,” said
Peter. “I will keep watching the
video and looking at the excellent
photos that Darren took of the
flight at least once a week.
“A massive thank you to FlyPast
and Aero Legends for a fabulous
day that I will always remember,
and thanks, too, to Darren for the
incredible photographs he took.
“Happy birthday, FlyPast.” FP
FLY WITH PETER ON KEY.AERO
If you want to see a full video of Peter’s
flight, including headcam footage, find it
here: www.key.aero
February 2022 FlyPast 103
 Books MAIL ORDER Books

WATER BOMBERS NEW LOCKHEED C-141 STARLIFTER NEW

With over 230 images, this book Historic Military
covers all the aircraft types used Aircraft Series, Vol 9
World War Two fighter and This book looks at the aircraft itself,
bombers, piston-powered as well as the organizations that
airliners and cargo aircraft of the flew it. Details of every unit that
1950s, turboprop aircraft, wide- flew the Starlifter are also included,
body jets, custom-built water making it an invaluable reference
bombers and helicopters with
enthusiasts and modelers.
tanks or under-slung loads.

ONLY ONLY
£16.99 £15.99
Paperback, 128 Pages Subscribers call for your Paperback, 96 Pages Subscribers call for your
Code: KB0120 £2 discount Code: KB0105 £2 discount

REPUBLIC F-105 THUNDERCHIEF: PEACETIME OPERATIONS
Historic Military
Aircraft Series, Vol 6
This book not only gives in-depth
accounts of various historical
F-105 events, with inputs from
the pilots involved, but is also
lavishly illustrated with over 150
images.
ONLY
£15.99
Paperback, 96 Pages
Subscribers call for your
Code: KB0067
£2 discount
NORTH KOREAN AVIATION: AN EYEWITNESS ACCOUNT
This volume gives a N
fully illustrated look
EW
at North Korea’s aircraft,
both military and civilian,
and then goes on to give a
pictorial look at the country
itself from a tourist’s point
of view.
ONLY
£14.99
Paperback, 80 Pages
Subscribers call for your
Code: KB0101
£2 discount

F-111: FORT WORTH SWINGER MUSTANG: THE UNTOLD STORY

Historic Military Aircraft Examines the history
Series: Volume 3. of the Mustang afresh,
Illustrated with 180 colour within the orbit of tactical
photographs, covering the doctrine, strategy and
operational period of the even politics, as well as
F-111 Aardvark and the changing nature of
EF-111A Raven. World War II.

ONLY ONLY
£15.99 £20.00
Paperback, 96 Pages Subscribers call for your Hardback, 304 Pages Subscribers call for your
Code: KB0065 £2 discount Code: KB0036 £4 discount

shop.keypublishing.com/books TO VIEW
OUR FU
Or call UK: 01780 480404 - Overseas: +44 1780 480404 LL
RANGE
OF
Monday to Friday 9am-5:30pm GMT. Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply. BOOKS,
All publication dates subject to change VISIT
OUR SH
OP
506/21
 NEWARK AIR MUSEUM

TOP: Vintage jets,

trainer aircraft and
Secretary and trustee Howard Heeley gave aviation memorabilia
James Peene a guided tour of the impressive await visitors to the
Newark Air Museum
aircraft collection at Newark Air Museum ALL KEY COLLECTION

MIDDLE: The
museum's Armstrong-
Whitworth-built Sea
Hawk FB.3 bears
distinctive nose art

LEFT: Gloster Meteor

VZ608 flew with 208
Squadron before
returning to Rolls-
Royce as a flying
testbed

February 2022 FlyPast 105

ABOVE: Secretary
and museum trustee
Howard Heeley
RIGHT: Hawker
Hunter F.1
resplendent in 222
Squadron colours
W
ith a fascinating
and varied
collection of
aircraft and
associated
exhibits on display, the Newark
Air Museum in Nottinghamshire
is one of the largest volunteer-run
aviation museums in the UK. On
their website they call themselves
‘the friendly aviation museum’
and if the welcome we received
from secretary and museum
trustee Howard Heeley is anything
to go by, we’re not about to argue.
Walking through the main
entrance and gift shop, the first
thing that caught our eye was the
Vulcan. It’s only natural.
106 FlyPast February 2022
The former V-Bomber is arguably
the museum’s crown jewel and
something they’re justifiably
proud of.
As Howard revealed: “The
museum officially opened to the
public on April 14, 1973. In the
early 1960s, some of the founding
members decided they wanted to
get together and own a Spitfire.
That never came to fruition, but
the museum became a charity
and limited company in 1968 and
opened to the public a few years
later. Back then, I was a schoolboy
in Newark and joined the museum
a few weeks before it opened. I’ve
been involved for 50 years and
have become very proud of it.

“The museum is the work of a
lot of people and there have been
a few challenges over the years.
We’re based on the site of former
RAF Winthorpe, which opened
in September 1940 as a satellite
station for RAF Swinderby. In 1942,
it became home to No.1661 Heavy
Conversion Unit, responsible for
training bomber crews for No.5
Group. We’re very proud of our
training links. Over the years
we’ve developed and collected a
large number of training aircraft.
Training often gets underplayed,
but without training you don’t
have bomber pilots, fighter pilots
or whatever role you’re going on to
do. Through the collection we’ve
been able to develop that part of
the aviation story.
“People from all parts of the
Commonwealth came to train
NEWARK AIR MUSEUM
at Winthorpe. There would be a
LEFT: Hangar Two
massive influx of people every was built around the
six weeks to learn their skills, collection's Vickers
and I’ve come to realise that the Varsity T.1
aircraft are important, but it’s the
people that built the aircraft and BELOW: A Hunting
Percival Jet Provost
flew them, and their experiences, T.3A and a T.3
that made the most difference. cockpit section
It’s a privilege being part of the under cover in
museum. Meeting the people who Hangar Two
flew from here, and being able to
tell their stories is a precious part
of what we’re involved with.”
A varied mix
A lot of aircraft were simply
scrapped when they came to the
end of their serviceable life, so the
Newark collection is governed by
what was and is available.
As Howard observed: “In the
early phase of the museum’s
development, we pretty much
February 2022 FlyPast 107
NEWARK AIR MUSEUM
RIGHT: The Sioux AH.1 collected most things, but as we
light utility helicopter became an accredited museum
always reminds us of and started to follow national
the opening credits guidelines, we adopted a certain
of the TV comedy collecting policy. In part, this
series M*A*S*H
reflected the aircraft we already
had in our collection and focused
a little more on the training
aspects, as well as Winthorpe and
its history. It was primarily post-
war jets which, in effect, were the
airframes available, but we have
evolved since then and there are
exhibits that don’t fall within that
BELOW: Hangar One's category. We’re very proud of the
Lee-Richards Annular different things we’ve managed to
Biplane replica gather and save over the years.”
was used in the
1965 movie Those
And rightly so. The collection
Magnificent Men in currently includes 13 national
their Flying Machines benchmark aircraft, 34 significant
108 FlyPast February 2022
aircraft and 24 noteworthy
aircraft. Howard said: “There was
a survey in the late 1990s of all
the aircraft in museums across
the UK, and that established the
provenance of aircraft based on
a whole range of factors. We used
the National Aviation Heritage
Register as part of our justification
process when we applied to the
Heritage Lottery Fund for funds
to build Hangar Two. We looked
at our stock of aircraft and then
decided which aeroplanes we’d
like to put inside the hangar.
To illustrate that, there were
obviously Vulcans, Shackletons,
Hastings and other large aircraft
already under cover on display
in collections around the UK,

but at the time there wasn’t a
Varsity displayed under cover.
It’s a significant training aircraft,
so we decided that our building
would be focused around putting
the Varsity inside, so this machine
was instrumental in part of the
design of the building. There’s a
special feature on the building
just to accommodate the aircraft’s
tail, for example. That register
and the status of the aircraft was
influential in us deciding which
aircraft were to go inside.”
Challenge accepted
They clearly like a challenge at the
Newark Air Museum. The Vulcan
is a prime example, as Howard
revealed: “At one time we were
told we were no longer going to
NEWARK AIR MUSEUM
be eligible to secure a Vulcan. It ABOVE: An original
section from the
was the only one to go into a non-
fuselage of Avro
licensed airfield and we didn’t have Lancaster W4964/
any of the facilities that most of WS-J. This aircraft
the other locations had, so it was completed 106 ops
down to the skill and commitment
from the RAF that we were able
to overcome the rules, regulations
and guidelines to make it happen.”
The museum also had to
overcome meteorological hurdles,
when the Vulcan was scheduled
to fly in on the same day as heavy
winter weather struck.: ”The
aircraft is on long-term loan to us
from the Lincolnshire Lancaster
Association. It’s been where it’s
parked since February 7, 1983,
and its arrival was a notable day
in the museum’s history. At 8am,
it wasn’t coming but, by 11.30, it
LEFT: The museum's
former Danish Air
Force Saab S-35XD
Draken has been at
Newark since 1994
February 2022 FlyPast 109
NEWARK AIR MUSEUM

RIGHT: The recently

restored General
Aircraft Monospar
ST-12 in all its glory

FAR RIGHT: Former

Vulcan pilot John
LeBrun in front
of XM594

was and everything was in place
for its arrival before the forecast
snowstorm hit.”
This was in the days before social
media, the internet and even
mobile phones, yet word still got
out about the Vulcan’s planned
delivery and 200 people turned
BELOW: This Percival
out to see XM594 arrive. It’s the
Prentice VR249
heaviest and largest aircraft to
is part of the
attraction's collection ever land at RAF Winthorpe and
of training aircraft attracts a lot of attention.
As Howard said: “A lot of hard For more information
work, dedication and effort goes
into looking after it. Looking after
For further details on Newark Air Museum
large aircraft outside is a major
please visit www.newarkairmuseum.org
undertaking. It’s an ongoing
or log onto Key.Aero and listen to episode
programme of work, but it was a
42 of the FlyPast podcast for our chat
conscious decision that the Vulcan,
with Howard Heeley. Plus, subscribers
along with the Shackleton and
to FlyPast can watch exclusive content
Hastings, didn’t go into Hangar
in the form of a walkround tour of the
Two. XM594 literally sits where its
Vulcan with former pilot John Le Brun at
engines were switched off on that
www.key.aero/john-lebrun
Monday 39 years ago.” FP

110 FlyPast February 2022

 To advertise contact SAM CLARK

Marketplace  sam.clark@keypublishing.com
01780 663011 Ext: 151
ACCOMMODATION MODELS

BOOKS
PHOTOS

ANGUS York M ilit a r y

MANSFIELD
Rare and second hand Aviation Books for sale
Book s
Based in Cornwall with visitors by appointment
WANTED
Tel: 07595 403931 Military, Naval,
Email: angus@amaviationbooks.co.uk Aviation & Militaria Books
www.amaviationbooks.co.uk
bought & sold.
Relevant part or whole
collections always sought
Tel: 01423 360828
Mob: 07717 155619
www.yorkmilitarybooks.co.uk

CLOTHING
ALL PLASTIC MODEL
KITS WANTED
Unmade or already built ,
any quantity, especially
large collections, also
diecast models & books.
Will collect nationwide
and pay best cash price.
Please call 01202 976974 or
07901-890461
Email: mspicer68@hotmail.com
Thanks.
COLOUR SLIDES/PHOTOS/NEGS/
PATCHES/TIMETABLES/SAFETY
CARDS, ETC WANTED -
TOP PRICES PAID - .
Contact Chris Tel: 0208 422 5899
Email:chrisknott.api@icloud.com
OLD WOODEN PROPELLERS in
any condition. Tel: 07808 727939
AVIATION BOOKS,MAGAZINE,
PHOTOS, SLIDES, MODELS,
EPHEMERA WANTED - Whole or
part collections bought. Please
phone Mark 01264 334779. Email
mark.roberts15863@gmail.com

WEB DIRECTORY

TOP QUALITY
Colour Slides/Colour Photos/
B&W Photos
Check out our website
www.airphotographicinternational.com

MARCH 2022
Copy Deadline: Tuesday 4th January
On-Sale: Thursday 27th January
February 2022 FlyPast 111
The World’s Fastest Growing Aviation Website

Join us
online
C R I B E
SUBS Y!
TODA

h
In-dept d “ GREAT REASONS TO SUBSCRIBE
“ an
content lity
high-qua phy
photogr
a
• In-depth articles, videos, quizzes and more,
with new material added daily
• From historic and military aviation to
Stew commercial and simulation – Key.Aero has it all

“ Well wor
the mon h
t
ey
“ • Exclusive interactive content you won’t
find anywhere else
Andy • A fully searchable archive

A great
“ • Access to all the leading aviation magazines

“ place for
aviation geeks!
Kenneth
• Membership to an engaged, global
aviation community
• Access on any device – anywhere, anytime

www.key.aero
Subscribe FROM JUST £5.99
for unlimited access 497/21
 HISTORIC AVIATION AUDIO & VIDEO

P DCASTS
Listen to fascinating and compelling historic aviation interviews
and stories anytime, anywhere, with FlyPast’s brilliant podcasts.
This month we have an eclectic mix of aviation audio

FOUR GREAT PODCASTS TO ENJOY ONLINE

• www.key.aero/index.php/article/
flypast-podcast-episode-1
Chris Clifford, Hans Seeberg and Tara
Leggett discuss their aviation heroes,
favourite historic aeroplanes and what it's
like to fly in a Spitfire
• www.key.aero/article/flypast-
podcast-episode-46
Former leader of the Red Arrows,
Simon Meade drops in for a chat with
FlyPast editor John Sootheran

• www.key.aero/article/
flypast-podcast-episode-42
We go behind the scenes with Howard
Heeley, secretary and museum trustee
at the brilliant Newark Air Museum
• www.key.aero/article/flypast-podcast-
episode-32
We’re joined by photographer Darren Harbar,
specialist in classic aviation photography and
familiar name with Flypast readers and fans
of his air-to-air photography.

HOW TO LISTEN TO A PODCAST SPITFIRE FLIGHT WINNER VIDEO

• Select a podcast of Take to the air with our lucky Spitfire flight
your choice winner, to feel what an Aero Legend’s historic
• Enter the web address, flying experience is really like:
or simply scan the QR www.key.aero/article/flypast-40th-birthday-
code with the camera or spitfire-flight-winner
scanning app on your
smartphone or tablet
• The web address will
appear as a pop-up on
screen. Click on it
• The podcast web page
will open
• Press ‘Play’
(Alternatively, just put
the web address into
your web browser’s
search bar)

Subscribe and access Key.Aero

113 FlyPast February 2022

 Rising star
Flying with New Zealand’s
spectacular Spitfire restoration

FlyPast Classics:
Mikoyan-Gurevich MiG-19

Striking out
BAC Strikemaster
from the cockpit

Alive and roaring: Kemble’s

Buccaneers come to life

FlyPast visits…
• Aerospace Bristol

On sale in UK shops on January 27**

or see page 72 for our fantastic
money-saving subscription offers
Contents may be subject to change. *On-sale dates may vary by region

114 FlyPast February 2022

 BRITISH AVIATION
The First Half-Century - In Colour

The first half of the 20th century saw

the birth of the aeroplane and its
development as an instrument of war
and commerce. Within five decades,
contraptions barely able to take to
the air had given way to jet-powered
aircraft, a rate of technological advance
unparalleled in any other field. It was
the period when Great Britain’s aviation
industry was established and grew to
its zenith.

UST With over 170 period images, carefully

colourised, this book chronicles the wide
J 5 HARDBACK, 192 PAGES

£2
variety of aircraft produced in Great
Britain before 1950, portraying them in
their full glory once more.

ORDER DIRECT
Free P&P* when you order online at
shop.keypublishing.com/britaviation

Call UK: 01780 480404

Overseas: +44 1780 480404
Monday to Friday 9am-5:30pm

*Free 2nd class P&P on all UK & BFPO orders.

Overseas charges apply.

SUBSCRIBERS CALL FOR

YOUR £5.00 DISCOUNT!
468/21
WARBIRD & VINTAGE AIRCRAFT BROKERS
Selling the finest aircraft worldwide CONTACT
Europe’s only airworthy North American Yale! Currently registered Rob Stewart Ian Jones
as G-BYNF this stunning warbird was beautifully restored by the
Aircraft Restoration Company and has flown just 70 hours since
Alain Maire Louisa Noël
that restoration. Yale 3349 is a true collectors aircraft and an
Phone: +44 1622 278138
opportunity to own an incredibly rare piece of American, Canadian,
French & German History. Email: sales@eagles11.com

Photo Copyright: Darren Harbar Facebook @ eagles11.co

Full details available on our website: W W W . E A G L E S 1 1 . C O M Instagram @ eagleseleven