1.
Wittering, Cambridgeshire
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Wittering is a village and civil parish in the Soke of Peterborough in the East of England. The village is about 3 miles south of the town of Stamford in neighbouring Lincolnshire. The Church of England parish church of All Saints was built between AD950 and AD981, surviving Anglo-Saxon parts of the building include the south wall of the nave, the east end of the chancel and the very substantial chancel arch. As originally built the church would have had no aisles, in the middle of the 12th century a Norman north aisle was added, linked with the nave by a two-bay north arcade. The present south doorway of the nave, and the east, the ashlar west tower is late 13th or early 14th century. In the 14th century the aisle was rebuilt and the north chapel was added. The north chapel has an early 14th century tomb recess, the tall Perpendicular Gothic windows in the south wall of the nave were inserted later in the Middle Ages. The south porch was added in the 19th century and the stained glass east window was made by C. E. Kempe in 1903, the vestry was added in 1969. Apart from the tower, the church is roofed with Collyweston stone slates, All Saints is a Grade I listed building. The west tower has a ring of six bells, the fourth bell was cast at Leicester in about 1399. The bellfounder Tobias III Norris of Stamford cast the third and fifth bells in 1681, john Taylor & Co of Loughborough cast the treble, second and tenor bells in 1974. All Saints parish is now part of a benefice with the parishes of Collyweston, Easton-on-the-Hill, Ketton. In 1916 the Royal Flying Corps established an airfield at Wittering. It became RAF Wittering in 1924 and was an important base for RAF Fighter Command in the Second World War. In 1954 the airfield was enlarged and became a base for Handley Page Victors, after RAF Strike Command was formed in 1968, RAF Wittering became The Home of the Harrier. Since the UK withdrew its Harrier Jump Jets in 2010, RAF Wittering has been the base for a number of logistics and support units
Wittering, Cambridgeshire
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The main gate of RAF Wittering
2.
Geographic coordinate system
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A geographic coordinate system is a coordinate system used in geography that enables every location on Earth to be specified by a set of numbers, letters or symbols. The coordinates are chosen such that one of the numbers represents a vertical position. A common choice of coordinates is latitude, longitude and elevation, to specify a location on a two-dimensional map requires a map projection. The invention of a coordinate system is generally credited to Eratosthenes of Cyrene. Ptolemy credited him with the adoption of longitude and latitude. Ptolemys 2nd-century Geography used the prime meridian but measured latitude from the equator instead. Mathematical cartography resumed in Europe following Maximus Planudes recovery of Ptolemys text a little before 1300, in 1884, the United States hosted the International Meridian Conference, attended by representatives from twenty-five nations. Twenty-two of them agreed to adopt the longitude of the Royal Observatory in Greenwich, the Dominican Republic voted against the motion, while France and Brazil abstained. France adopted Greenwich Mean Time in place of local determinations by the Paris Observatory in 1911, the latitude of a point on Earths surface is the angle between the equatorial plane and the straight line that passes through that point and through the center of the Earth. Lines joining points of the same latitude trace circles on the surface of Earth called parallels, as they are parallel to the equator, the north pole is 90° N, the south pole is 90° S. The 0° parallel of latitude is designated the equator, the plane of all geographic coordinate systems. The equator divides the globe into Northern and Southern Hemispheres, the longitude of a point on Earths surface is the angle east or west of a reference meridian to another meridian that passes through that point. All meridians are halves of great ellipses, which converge at the north and south poles, the prime meridian determines the proper Eastern and Western Hemispheres, although maps often divide these hemispheres further west in order to keep the Old World on a single side. The antipodal meridian of Greenwich is both 180°W and 180°E, the combination of these two components specifies the position of any location on the surface of Earth, without consideration of altitude or depth. The grid formed by lines of latitude and longitude is known as a graticule, the origin/zero point of this system is located in the Gulf of Guinea about 625 km south of Tema, Ghana. To completely specify a location of a feature on, in, or above Earth. Earth is not a sphere, but a shape approximating a biaxial ellipsoid. It is nearly spherical, but has an equatorial bulge making the radius at the equator about 0. 3% larger than the radius measured through the poles, the shorter axis approximately coincides with the axis of rotation
Geographic coordinate system
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Longitude lines are perpendicular and latitude lines are parallel to the equator.
3.
Royal Air Force station
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A Royal Air Force station is a permanent Royal Air Force operations location. Most RAF stations are aerodromes, or airfields, being the home to one or more flying squadrons, other RAF stations are training units, administrative units, headquarters, or carry out ground-based operational tasks. Although many RAF units are called stations, they can only be properly classified as an RAF station if they are self-accounting with their own station commander. Units without a commander or headquarters staff will ordinarily be a satellite of an RAF station proper. In the early years of the RAF, very few of its bases were classified as stations, some bases which were locally known as RAF location name were officially listed under the units title. For example, No.1 Stores Depot was at RAF Kidbrooke which was described as No.1 Stores Depot in the official lists, in the years before World War II the RAF went through a period of rapid expansion. One means of achieving this expansion was to several units together at one location. This resulted in a growth in the number of stations. The commanding officer in charge of an RAF station is titled as the station commander, on flying units the station commander normally holds the rank of group captain. Most RAF stations are administratively sub-divided into wings, and are controlled by a station headquarters, on a flying station the subordinate wings have usually been called Operations Wing, Engineering Wing, and Administration Wing. Engineering wings are being split into Forward Support Wing and Depth Support Wings, while many Administration, flying stations are typically in remote or rural areas, and are geographically quite large in area. Non-flying RAF stations are much smaller in area than flying stations. They may be close to urban conurbations, and may sometimes be situated in historic mansions, manor houses, or other notable buildings of fine architectural quality. Current RAF stations are mainly in the United Kingdom, overseas RAF stations include RAF Akrotiri in Akrotiri and Dhekelia, RAF Gibraltar in Gibraltar, naval air station Royal Air Force official site
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Vehicle plate for an RAF station commander
4.
Royal Air Force
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The Royal Air Force is the United Kingdoms aerial warfare force. Formed towards the end of the First World War on 1 April 1918, following victory over the Central Powers in 1918 the RAF emerged as, at the time, the largest air force in the world. The RAF describe its mission statement as, an agile, adaptable and capable Air Force that, person for person, is second to none, and that makes a decisive air power contribution in support of the UK Defence Mission. The mission statement is supported by the RAFs definition of air power, Air power is defined as the ability to project power from the air and space to influence the behaviour of people or the course of events. Today the Royal Air Force maintains a fleet of various types of aircraft. The majority of the RAFs rotary-wing aircraft form part of the tri-service Joint Helicopter Command in support of ground forces, most of the RAFs aircraft and personnel are based in the UK, with many others serving on operations or at long-established overseas bases. It was founded on 1 April 1918, with headquarters located in the former Hotel Cecil, during the First World War, by the amalgamation of the Royal Flying Corps, at that time it was the largest air force in the world. The RAFs naval aviation branch, the Fleet Air Arm, was founded in 1924, the RAF developed the doctrine of strategic bombing which led to the construction of long-range bombers and became its main bombing strategy in the Second World War. The RAF underwent rapid expansion prior to and during the Second World War, under the British Commonwealth Air Training Plan of December 1939, the air forces of British Commonwealth countries trained and formed Article XV squadrons for service with RAF formations. Many individual personnel from countries, and exiles from occupied Europe. By the end of the war the Royal Canadian Air Force had contributed more than 30 squadrons to serve in RAF formations, additionally, the Royal Australian Air Force represented around nine percent of all RAF personnel who served in the European and Mediterranean theatres. In the Battle of Britain in 1940, the RAF defended the skies over Britain against the numerically superior German Luftwaffe, the largest RAF effort during the war was the strategic bombing campaign against Germany by Bomber Command. Following victory in the Second World War, the RAF underwent significant re-organisation, during the early stages of the Cold War, one of the first major operations undertaken by the Royal Air Force was in 1948 and the Berlin Airlift, codenamed Operation Plainfire. Before Britain developed its own nuclear weapons the RAF was provided with American nuclear weapons under Project E and these were initially armed with nuclear gravity bombs, later being equipped with the Blue Steel missile. Following the development of the Royal Navys Polaris submarines, the nuclear deterrent passed to the navys submarines on 30 June 1969. With the introduction of Polaris, the RAFs strategic nuclear role was reduced to a tactical one and this tactical role was continued by the V bombers into the 1980s and until 1998 by Tornado GR1s. For much of the Cold War the primary role of the RAF was the defence of Western Europe against potential attack by the Soviet Union, with many squadrons based in West Germany. With the decline of the British Empire, global operations were scaled back, despite this, the RAF fought in many battles in the Cold War period
Royal Air Force
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A later version of the Spitfires which played a major part in the Battle of Britain.
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Royal Air Force emblem
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The Avro Lancaster heavy bomber was extensively used during the strategic bombing of Germany.
Royal Air Force
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The Handley Page Victor bomber was a strategic bomber of the RAF's V bomber force used to carry both conventional and nuclear bombs.
5.
Runway
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According to the International Civil Aviation Organization, a runway is a defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft. Runways may be a surface or a natural surface. Runways are named by a number between 01 and 36, which is generally the magnetic azimuth of the heading in decadegrees. This heading differs from true north by the magnetic declination. A runway numbered 09 points east, runway 18 is south, runway 27 points west, when taking off from or landing on runway 09, a plane would be heading 90°. A runway can normally be used in both directions, and is named for each separately, e. g. runway 33 in one direction is runway 15 when used in the other. The two numbers usually differ by 18, Runway Zero Three Left becomes Runway Two One Right when used in the opposite direction. In some countries, if parallel runways are too close to each other, at large airports with four or more parallel runways some runway identifiers are shifted by 10 degrees to avoid the ambiguity that would result with more than three parallel runways. For example, in Los Angeles, this results in runways 6L, 6R, 7L. At Dallas/Fort Worth International Airport, there are five parallel runways, named 17L, 17C, 17R, 18L, for clarity in radio communications, each digit in the runway name is pronounced individually, runway three six, runway one four, etc. A leading zero, for example in runway zero six or runway zero one left, is included for all ICAO, however, most U. S. civil aviation airports drop the leading zero as required by FAA regulation. This also includes some military airfields such as Cairns Army Airfield and this American anomaly may lead to inconsistencies in conversations between American pilots and controllers in other countries. It is very common in a such as Canada for a controller to clear an incoming American aircraft to, for example, runway 04. In flight simulation programs those of American origin might apply U. S. usage to airports around the world, for example, runway 05 at Halifax will appear on the program as the single digit 5 rather than 05. Runway designations change over time because the magnetic poles slowly drift on the Earths surface, depending on the airport location and how much drift takes place, it may be necessary over time to change the runway designation. As runways are designated with headings rounded to the nearest 10 degrees, for example, if the magnetic heading of a runway is 233 degrees, it would be designated Runway 23. If the magnetic heading changed downwards by 5 degrees to 228, if on the other hand the original magnetic heading was 226, and the heading decreased by only 2 degrees to 224, the runway should become Runway 22. Because the drift itself is slow, runway designation changes are uncommon
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A runway at Brussels Airport
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Runway of Chennai International Airport, Chennai, India
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Runways at Stockholm-Arlanda Airport
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Runway sign at Madrid-Barajas Airport, Spain
6.
Peterborough
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Peterborough is a cathedral city in Cambridgeshire, England, with a population of 183,631 in 2011. Historically part of Northamptonshire, it is 75 miles north of London, on the River Nene which flows into the North Sea 30 miles to the north-east, the railway station is an important stop on the East Coast Main Line between London and Edinburgh. The local topography is flat and in some places lies below sea level, human settlement in the area began before the Bronze Age, as can be seen at the Flag Fen archaeological site to the east of the current city centre, also with evidence of Roman occupation. The Anglo-Saxon period saw the establishment of a monastery, Medeshamstede, the population grew rapidly following the arrival of the railways in the 19th century, and Peterborough became an industrial centre, particularly noted for its brick manufacture. Following the Second World War, growth was limited until designation as a New Town in the 1960s, housing and population are expanding and a £1 billion regeneration of the city centre and immediately surrounding area is underway. In common with much of the United Kingdom, industrial employment has fallen, with a significant proportion of new jobs in financial services and distribution. The contrasting form Gildenburgh is also found in the 12th century history of the abbey, present-day Peterborough is the latest in a series of settlements which have at one time or other benefited from its site where the Nene leaves large areas of permanently drained land for the fens. Remains of Bronze Age settlement and what is thought to be religious activity can be seen at the Flag Fen archaeological site to the east of the city centre. The Romans established a garrison town at Durobrivae on Ermine Street, five miles to the west in Water Newton. Durobrivaes earliest appearance among surviving records is in the Antonine Itinerary of the late 2nd century. There was also a large 1st century Roman fort at Longthorpe, designed to house half a legion, or about 3,000 soldiers, it may have been established as early as around AD 44–48. Peterborough was an important area of production in the Roman period, providing Nene Valley Ware that was traded as far away as Cornwall. His brother Wulfhere murdered his own sons, similarly converted and then finished the monastery by way of atonement, Hereward, the outlaw, wake or exile, set off with supporters from his exile in Flanders and rampaged through the town in 1069 or 1070. The abbey church was rebuilt and greatly enlarged in the 12th century, the Peterborough Chronicle, a version of the Anglo-Saxon one, contains unique information about the history of England after the Norman conquest, written here by monks in the 12th century. This is the only prose history in English between the conquest and the later 14th century. The burgesses received their first charter from Abbot Robert – probably Robert of Sutton, the abbey church became one of Henry VIIIs retained, more secular, cathedrals in 1541, having been assessed at the Dissolution as having revenue at £1,972.7. ¾ per annum. When civil war broke out, Peterborough was divided between supporters of King Charles I and supporters of the Long Parliament, the Royalist forces were defeated within a few weeks and retreated to Burghley House, where they were captured and sent to Cambridge. Housing and sanitary improvements were effected under the provisions of an Act of Parliament passed in 1790, among the privileges claimed by the abbot as early as the 13th century was that of having a prison for felons taken in the Soke of Peterborough
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Peterborough Cathedral
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Coat of arms of Peterborough City Council
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Peterborough Cathedral (1118–1375), the Early English Gothic West Front
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Burghley House (1555–1587), seat of the Marquess of Exeter, hereditary Lord Paramount of Peterborough
7.
Stamford, Lincolnshire
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Stamford is a town on the River Welland in Lincolnshire, England,92 miles north of London on the A1. The population at the 2001 census was 21,800 including the adjacent parish of St Martins Without, the town has 17th and 18th-century stone buildings, older timber-framed buildings and five medieval parish churches. In 2013, Stamford was rated the best place to live by the Sunday Times, in AD61 Boudica followed the Roman 9th Legion across the river. The Anglo-Saxons later chose Stamford as their town, being on a more important river than the Gwash. In 972 King Edgar made Stamford a borough, the Anglo-Saxons and Danes faced each other across the river. The town originally grew as a Danish settlement at the lowest point that the Welland could be crossed by ford or bridge, Stamford was the only one of the Danelaw Five Burghs not to become a county town. Stamford was a town but only a very small portion of the walls now remain. Stamford became a port on the Great North Road, the latter superseding Ermine Street in importance. Notable buildings in the include the mediaeval Brownes Hospital, several churches and the buildings of Stamford School. A Norman castle was built about 1075 and apparently demolished in 1484, the site stood derelict until the late twentieth century when it was built over and now includes a bus station and a modern housing development. A small part of the wall survives at the junction of Castle Dyke. Stamford has been hosting a fair since the Middle Ages. Stamford fair is mentioned in Shakespeares Henry IV part 2, the mid-Lent fair is the largest street fair in Lincolnshire and one of the largest in the country. On 7 March 1190, crusaders at the fair led a pogrom, for over 600 years Stamford was the site of the Stamford Bull Run festival, held annually on 13 November, St Brices day, until 1839. According to local tradition, the custom was started by William de Warenne, 5th Earl of Surrey, some butchers came to part the combatants and one of the bulls ran into the town. Stamford Museum was in a Victorian building in Broad Street from 1980 to 2011, in June 2011 it closed because of Lincolnshire County Council budget cuts. Some of the exhibits have been relocated to the Discover Stamford area at the towns library. Stamford is part of the Parliamentary constituency of Grantham and Stamford, the incumbent Member of Parliament is the Conservative, Nick Boles
Stamford, Lincolnshire
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The view from St Mary's Bridge looking up the hill towards the George Hotel
Stamford, Lincolnshire
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High Street, St Martin's
Stamford, Lincolnshire
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A fragment of Stamford Castle
Stamford, Lincolnshire
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A jug commemorates Ann Blades - a Stamford bull runner in 1792
8.
Lincolnshire
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Lincolnshire is a county in the east of England. It also borders Northamptonshire in the south for just 20 yards, Englands shortest county boundary, the county town is Lincoln, where the county council has its headquarters. The ceremonial county of Lincolnshire is composed of the county of Lincolnshire. Therefore, part of the county is in the Yorkshire and the Humber region of England. The county is the second-largest of the English ceremonial counties and one that is predominantly agricultural in land use, the county is fifth largest of the two-tier counties, as the unitary authorities of North Lincolnshire and North East Lincolnshire are not included. The county can be broken down into a number of geographical sub-regions including, Lincolnshire derived from the merging of the territory of the ancient Kingdom of Lindsey with that controlled by the Danelaw borough of Stamford. For some time the county was called Lindsey, and it is recorded as such in the 11th-century Domesday Book. In 1888 when county councils were set up, Lindsey, Holland and these survived until 1974, when Holland, Kesteven, and most of Lindsey were unified into Lincolnshire. A local government reform in 1996 abolished Humberside, and the south of the Humber was allocated to the unitary authorities of North Lincolnshire. These two areas became part of Lincolnshire for ceremonial such as the Lord-Lieutenancy, but are not covered by the Lincolnshire police and are in the Yorkshire. The remaining districts of Lincolnshire are Boston, East Lindsey, Lincoln, North Kesteven, South Holland, South Kesteven and they are part of the East Midlands region. Lincolnshire is home to Woolsthorpe Manor, birthplace and home of Sir Isaac Newton and he attended The Kings School, Grantham and its library has preserved his signature, applied to a window sill when he was a teenager. Lincolnshire is an area, growing large amounts of wheat, barley, sugar beet. In South Lincolnshire, where the soil is rich in nutrients, some of the most common crops include potatoes, cabbages, cauliflowers. Most such companies are long gone, and Lincolnshire is no longer an engineering centre, however, as a result of the current economic climate some food production facilities have closed down, this has caused some reduction in the levels of migrant workers. The large number of people from Portugal is still obvious in the town of Boston. A coalition of Conservatives, Liberal Democrats and Independents currently controls Lincolnshire County Council, the Conservative Party comfortably controlled the County Council following the 2009 local elections, in which they increased their majority to 43 seats. The Labour Party lost a total of 15 seats including 7 in Lincoln, the Lincolnshire Independents gained a total of four seats, although one of their number moved to the Conservative group during 2010, increasing the number of Conservative seats to 61
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Part of 'The Bailgate'. The centre of the uphill area of Lincoln.
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Flag
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Belton House
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Boston Stump
9.
RAF Marham
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Royal Air Force Marham, or more simply RAF Marham, is a Royal Air Force station and military airbase near the village of Marham in the English county of Norfolk, East Anglia. It is home to No.138 Expeditionary Air Wing and, No.138 EAW primarily consists of three squadrons of Panavia Tornado GR4/GR4A multi-role fast-jet ground-attack aircraft. The station crest depicts a blue bull, symbolic of a deterrent and awarded in 1957 with the arrival of nuclear capability. The crest also figures in the name of RAF Marhams local radio station - Blue Bull Radio 1278 AM, RAF Marham took over the Freedom of the City of Norwich after the former holder, RAF Coltishall was officially closed in 2006. In 1916, the aerodrome was handed over to the Royal Flying Corps, the aerodrome was closed in 1919 when the last units moved out. In 1935 work started on a new airfield which became active on 1 April 1937, with a resident heavy bomber unit from within 3 Group, the first squadron, No 38, arrived in May 1937 with Fairey Hendon bombers. In June No.115 Squadron RAF re-formed at Marham with the Handley Page Harrow,38 Squadron received Wellington I bombers in December 1938, followed in 1939 by 115 Squadron. The Wellingtons moved out in 1941 and Mosquitos from No.105 Squadron arrived, Marham became part of the Pathfinder force. They also tested and proved the Oboe precision bombing aid, during March 1944 RAF Marham closed for the construction of new concrete runways, perimeter track, and dispersal areas, marking the end of its wartime operations. In the postwar period the airfield was home to RAF units operating the Boeing B-29 Washington aircraft, and later the V bomber force and tankers, Vickers Valiant and Handley Page Victor. The station is one of the few large enough for the operation of United States Air Force Boeing B-52. During 1980-8224 Hardened Aircraft Shelters were constructed to house future strike aircraft and these shelters were equipped with the US Weapon Storage Security System, each able to store 4 WE.177 nuclear bombs. No.138 Expeditionary Air Wing was formed at RAF Marham on 1 April 2006, the EAW does not include the flying units at the station. The current Station Commander is dual-hatted, as the commander of both the EAW and Station, Queen Elizabeth II is the Honorary Air Commodore of Marham and has made a number of visits to the airfield, most recently on 1 February 2016. No.93 Squadron Formerly the Tactical Armament Squadron, its statement is To deliver and develop specialist. It has approximately 130 staff and is a sub unit of No 42 Wing, No.2620 Squadron Royal Auxiliary Air Force Regiment Tornado Technical Services. The UK fleet of F-35B Joint Strike Fighter aircraft will be based at RAF Marham from 2018, RAF Marham, will be provided with 300 million pounds by the MOD, for new and enhanced infrastructure. The aircraft will be operated by 617 Squadron of the Royal Air Force and 809 Naval Air Squadron of the Royal Navys Fleet Air Arm, alongside at least another frontline squadron from each service
RAF Marham
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Deter
RAF Marham
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The new concrete runways viewed in 1944
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Tornado GR4 in flight over RAF Marham
10.
RAF Leeming
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Royal Air Force Leeming or RAF Leeming is a Royal Air Force station located near Leeming, North Yorkshire, England. HRH The Duchess of Cornwall is the Honorary Air Commodore of RAF Leeming, the station opened in 1940 as a bomber station during the Second World War. In 1943 the station was assigned to No.6 Group Royal Canadian Air Force with a sub-station at RAF Skipton-on-Swale, the main aircraft operated were Whitley, Stirling, Halifax and Lancaster bombers. A detachment of No.219 Squadron RAF used the airfield between 4 October 1939 and 12 October 1940 when the section of the squadron was at RAF Catterick flying the Bristol Blenheim IF. No.10 Squadron RAF between 8 July 1940 and 5 July 1942 flying the Handley Page Halifax Mks I & II, No.7 Squadron RAF reformed at the airfield on 1 August 1940 with the Short Stirling I before moving to RAF Oakington on 29 October 1940. No.102 Squadron RAF between 25 August 1940 and 1 September 1940 flying the Armstrong Whitworth Whitley V before moving to RAF Prestwick, No.35 Squadron RAF between 20 November 1940 and 5 December 1940 using the Halifax I before moving to RAF Linton-on-Ouse. No.77 Squadron RAF between 5 September 1941 and 6 May 1942 flying the Whitley V before moving to RAF Chivenor, No.408 Squadron RCAF between 14 September 1942 and 27 August 1943 with the Halifax V and I before moving to RAF Linton-on-Ouse. 1659 HCU RAF 1941–1942 No.424 Squadron RCAF between 8 April 1943 and 3 May 1943 using the Vickers Wellington X before moving to RAF Dalton, No.427 Squadron RCAF between 5 May 1943 and 31 May 1946 when the squadron disbanded. The squadron initially used the Halifax V and III before switching to the Avro Lancaster Mk. I, No.429 Squadron RCAF between 13 August 1943 and 31 May 1946 when the squadron disbanded. The squadron initially used the Halifax V and III before switching to the Avro Lancaster Mk. I, following the war, the station became a night fighter base, equipped initially with Mosquito and then with Meteor and Javelin aircraft before becoming a Training Command airfield in 1961. The station was home to No.3 Flying Training School. There were also several other units using the airfield during the same period, initially it hosted Nos 11,23, and 25 Squadrons, all flying the F3. 23 Squadron was disbanded on 1 March 1994, and was reformed at RAF Waddington in 1996 flying the Sentry E3D and this left two Tornado squadrons, which were half of the air defence fighter squadrons of the RAF. 11 Squadron was disbanded in October 2005, but it re-formed at RAF Coningsby on 29 March 2007 flying the Eurofighter Typhoon F2, the last Tornado squadron at Leeming disbanded on 4 April 2008. The only remaining jets are the BAe Hawks of 100 Squadron which provides an air combat training service as well as support to the Joint Forward Air Controller Training, Leeming then began operating as a Forward Operating Base and as a Fast Jet Turnround facility. The remaining air defence bases are RAF Leuchars in Fife, Scotland which exchanged its Tornado F3s for Typhoons, Coningsby took over from Leeming as Englands main air defence base in April 2008 when 3 Sqn became fully operational. Leeming is also home to No 11 Air Experience Flight and Northumbrian Universities Air Squadron, the future of RAF Leeming following the disbandment of its remaining Tornado squadron was not clear for a period. RAF Leeming saw substantial redevelopment as a hub, with 90 Signals Unit being the resident unit
RAF Leeming
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This Stirling, N3641/MG-D, seen being prepared for a flight, was the second Stirling to be delivered to No. 7 Squadron at Leeming and took part in their first raid over Rotterdam on the night of 10–11 February 1941.
11.
Waterbeach
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Waterbeach is a large fen-edge village located 6 miles north of Cambridge in Cambridgeshire in England, and forms part of the administrative district of South Cambridgeshire. The parish covers an area of 8.98 square miles, Waterbeach is on the Car Dyke, a Roman waterway whose course can be traced as far as Lincoln. Recent archaeological investigations have found evidence of Roman settlement at the southern end of the village. Waterbeach appears in the Domesday Book as Utbech, in the 12th Century, the Knights Templar were located at Denny Abbey located to the north of the village. The parish contains two Scheduled Ancient Monuments, Denny Abbey and the site of Waterbeach Abbey, a Royal Air Force station, RAF Waterbeach, was built on the northern edge of the village in 1940, operating under RAF Bomber Command. After the Second World War, the station was operated by RAF Transport Command and then RAF Fighter Command until 1966, the small Museum has now closed, though it has been saved and the collection put into storage, for a few years. The barracks closed on 28 March 2013 following the move of all remaining Army units to RAF Kinloss in Scotland and this will be developed into housing for between 6000 and 10000 new homes. Waterbeach expanded considerably in recent years due to the growth in the region and has become increasingly a dormitory for Cambridge and, to some extent. The village has shops and businesses. There is an industrial estate at the edge of the village. Waterbeach Community Primary School is a school for approximately 300 pupils and is linked with the adjacent Waterbeach Independent Lending Library. A Parish church dedicated to St John the Evangelist, and a Baptist church famous for its connection with Charles Haddon Spurgeon, active community groups include the Scouts and Girl Guides, Army Cadet Force, several playgroups and a play scheme, as well as a Community Association. The Denny End industrial estate is home to businesses, such as the Milton Brewery. Waterbeach railway station lies on the Fen Line, the village lies close to the busy A10 road that also links London to Kings Lynn. A regular bus service operates through the village that links Cambridge to the towns of March, Wisbech and Littleport. There has been talk of the station moving closer to the development at the Barracks when it is developed. Peterborough, GMS Enterprises ISBN 1-904514-63-4 Clay, William Keatinge A history of the parish of Waterbeach in the county of Cambridge, masters, Robert A short account of the parish of Waterbeach, in the diocese of Ely. Waterbeach Community Association Waterbeach Parish Council Waterbeach Forward - campaign group Fen Edge Community Association
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Waterbeach
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St John's Church
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Waterbeach railway station
12.
No. 4 Squadron RAF
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No.4 Squadron of the Royal Air Force operates the BAE Hawk T2 in the training role from RAF Valley, as a part of No.4 Flying Training School. No.4 Squadron formed at Farnborough in 1912 as part of the Royal Flying Corps. The more useful aircraft in its inventory were sent to France under the command of Major G H Rayleigh on 16 August 1914, to carry out reconnaissance in support of the British Expeditionary Force. On 19 August Lieutenant G. W. Mapplebeck flew the squadrons first mission over France, other aircraft remained in England to carry out anti-Zeppelin patrols. The contingent in France was reinforced on 20 September by the personnel who had remained behind in England, forming C Flight and it concentrated on the reconnaissance role, standardising on the B. E.2 in 1916. In the Battle of the Somme,4 Squadron flew contact patrols keeping track of the position of advancing troops at low level, in addition to more regular reconnaissance and artillery spotting missions. It re-equipped with the Royal Aircraft Factory R. E.8 in June 1917, in time to part in the Battle of Messines. It remained equipped with the R. E.8 until the Armistice with Germany on 11 November 1918 ended the fighting, the Squadron returned to the United Kingdom in February 1919, disbanding in September that year. No 4 Squadron reformed on 30 April 1920 at Farnborough, equipped with Bristol F.2 Fighters. The Squadron deployed on Royal Navy aircraft carriers when they sailed to Turkey on HMS Ark Royal and Argus during the Chanak crisis in August 1922, when the 1926 General Strike broke out, No.4 Squadrons aircraft were used to patrol railway lines to deter feared sabotage. In February 1937 it moved from Farnborough to RAF Odiham, soon re-equipping with the Hawker Hector, in January 1939, it discarded its Hector biplanes in favour of the new monoplane Westland Lysander. Shortly after the outbreak of the Second World War in 1939, losses had been heavy, with 18 aircrew killed, while 60% of the groundcrew were lost. It continued in the patrol and air-sea rescue role while training for its main Army co-operation role after returning to the UK. It discarded its Mosquitoes in June, moved to France in August and it retained its Spitfires at VE Day, moving to Celle in Germany to carry out survey operations in support of the British Army of Occupation until it was disbanded on 31 August 1945. The squadron reformed the day by renumbering 605 Squadron, a light bomber squadron equipped with Mosquitoes based at Volkel in the Netherlands. It re-equipped with de Havilland Vampire fighter-bombers in July 1950, replacing them with North American Sabres in October 1953, the Sabres were discarded in favour of the Hawker Hunter in July 1955, retaining these until the squadron disbanded at RAF Jever on 31 December 1960. Again, the squadron did not remain dormant for long, as it reformed on 1 January 1961 by renumbering No.79 Squadron RAF and it re-equipped with the Hawker-Siddeley Harrier in 1970, first flying them from RAF Wildenrath in West Germany. It moved on to RAF Gütersloh in 1977, the squadron operated the Harrier until the final withdrawal of the type, receiving numerous upgrades and new versions over the years
No. 4 Squadron RAF
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No. IV(R) Squadron
No. 4 Squadron RAF
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A Hawk T2 in 2013
No. 4 Squadron RAF
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Hawker Typhoon FR IB, number EK427; this aircraft was flown by 4 Squadron (March 1945)
No. 4 Squadron RAF
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A Harrier GR9 of No. 4 Squadron
13.
Grob G 115
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The Grob G115 is a general aviation fixed-wing aircraft, primarily used for flight training. It is built in Germany by Grob Aircraft, the E variant with a 3-blade variable pitch propeller is in Royal Navy, Army Air Corps and Royal Air Force service as an elementary flying trainer. The aircraft is constructed of composite materials. The main fuselage and each wing spar is a single piece and it has a fixed tricycle undercarriage with spatted wheels, a short nose bearing the 180 hp engine and a 3-bladed variable-pitch propeller. The aircraft was re-certified in 2013 with a new MT Propeller following issues with the previous design, the inverted oil system was also redesigned to improve lubrication during aerobatics. The cockpit features a broad canopy arch and spine, the side-by-side seats are fixed and pilot seating is adjusted with cushions as well as a rudder bar adjuster. The wings are tapered with square tips and the empennage consists of a large fin, the initial Grob G115 and G 115A models had an upright fin and rudder and were mainly sold to civilian aeroplane clubs in Germany, the United Kingdom and several other countries. The aircraft is capable of aerobatic manoeuvres. The Grob Heron was first bought by the Royal Navy, after its use five were bought by Tayside Aviation. There are only six recorded Herons in existence, two operated by Tayside Aviation, three owned and one in Germany. One was reported as written off after an accident, Aircraft were to be owned and operated by private industry, contracted to the Ministry of Defence. The aircraft chosen for this task was the Grob 115E, designated Tutor T1 by the MoD, until 2005 the Tutor was used by UASs to provide EFT to university students, many sponsored by the RAF. The Tutor is also used by AEFs to provide flying experience for cadets of the Air Training Corps and Combined Cadet Force, the final AEF to receive the Tutor was 10 AEF based at RAF Woodvale in Merseyside, in 2001. 10 AEF was incidentally also the last AEF to receive the Bulldog in 1996, five Tutor T1s are also operated by 727 Naval Air Squadron of the Royal Navys Fleet Air Arm for trainee pilot grading at RNAS Yeovilton. The aircraft was landed unpowered in a field, where damage was sustained to the undercarriage. Subsequent investigation revealed cracking in the blade roots across the fleet. No-one was injured in the incident, in June 2005 a Heron operated by Tayside Aviation suffered severe damaged when a flying instructor mishandled a go-around, veering off the runway and into a fence. The instructor was late in taking control from the student and may not have applied rudder control effectively in the attempted go-around, No injuries were sustained by the instructor or student
Grob G 115
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G 115 (Tutor)
Grob G 115
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Grob G 115A of the Lancashire Aero Club at Manchester (Barton) Aerodrome in 2004 showing the vertical fin of this early version
Grob G 115
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Grob Tutor at RIAT 2010.
14.
No. 38 Group RAF
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No 38 Group RAF is a group of the Royal Air Force. It was formed on 6 November 1943 from nine squadrons as part of Fighter Command, after the war it became part of RAF Transport Command but was disbanded on 31 January 1951. It re-formed on 1 January 1960, became part of RAF Air Support Command in 1967 and then, in 1972 and it was temporarily disbanded from 18 Nov 1983 to 31 Oct 1992 and from 1 April 2000 to 1 July 2014. It subsequently became part of RAF Air Command, bringing together the Royal Air Force’s Engineering, Logistics, Communications and Medical Operations units. The predecessor of 38 Group was No.38 Wing RAF, initially formed on 15 January 1942 from 296 and 297 Squadrons,295 Squadron was additionally formed at Netheravon on 3 August 1942. To these were added 570,298,299,190,196,620 Squadrons to form No.38 Group on 11 October 1943, at that time four squadrons were equipped with Albemarles, one with Halifaxes and four with Stirlings. A further Halifax unit,644 Squadron, was added in February 1944, during 1943, changes of all aircraft types and operational bases were made. Nevertheless 295,296 and 297 Squadrons were heavily involved that year in operations Beggar, Ladbroke and Fustian, from February 1944 many sorties were made over mainland Europe in support of Special Operations Executive and detachments of the Special Air Service. From then to 16 June the Group was fully involved in operations Tonga, in September 1944 the group was called upon to ferry airborne troops for Operation Market Garden, the abortive attempt to capture the Rhine bridge at Arnhem. 190 Squadron remained temporarily at RAF Fairford, on 10 March 1945161 Squadron at RAF Tempsford also came under 38 Group control. After the war most 38 Group squadrons were disbanded or relocated to the Far East. 295 and 297 Squadrons merged and moved to Fairford,38 Group became part of RAF Transport Command on 1 June 1945. In 1972, Headquarters 38 Group moved from RAF Odiham, Hants, from 2014, the reformed group has units at RAF Wittering, RAF Brize Norton, Royal Air Force High Wycombe and Royal Air Force Leeming. It appears that the group now includes RAF A4 Force Elements, Tactical Medical Wing at Brize Norton. On 1 April 201538 Gp assumed responsibility for the RAF Mountain Rescue Service with its 3 teams at RAF Lossiemouth, RAF Leeming and RAF Valley where it is co located with the MRS HQ
No. 38 Group RAF
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Royal Air Force Ensign
15.
Sophie, Countess of Wessex
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Sophie, Countess of Wessex, GCVO, is the wife of Prince Edward, Earl of Wessex, the youngest son of Queen Elizabeth II and Prince Philip, Duke of Edinburgh. Married in 1999, she worked in public relations until 2002, the Earl and Countess have two children, James, Viscount Severn, and Lady Louise Windsor, who are respectively tenth and eleventh in line to the British throne. She has a brother, David, and was named after her fathers sister, Helen. Her godfather, actor Thane Bettany, is her fathers stepbrother, Sophie was raised in a four-bedroom 17th-century farmhouse in Brenchley, Kent. She then trained as a secretary at West Kent College, Tonbridge and she also worked as a ski representative in Switzerland and spent a year travelling and working in Australia. In 1996, Rhys-Jones launched her public relations agency, RJH Public Relations, while working at Capital Radio, Sophie met Prince Edward, the youngest son of the Queen and the Duke of Edinburgh, for the first time in 1987 when he was dating her friend. She met Prince Edward again at a charity event in 1993, and their engagement was announced on 6 January 1999. Edward proposed to Sophie with an engagement ring featuring a two-carat oval diamond flanked by two heart-shaped gemstones set in 18-carat white gold and this engagement ring was made by Asprey and Garrard and is worth an estimated £105,000. Following their union, the moved to Bagshot Park, their home in Surrey. The Earl and Countess have two children, Lady Louise Windsor and James, Viscount Severn, in December 2001, the Countess was taken to the King Edward VII Hospital after feeling unwell. It was discovered that she was suffering from an ectopic pregnancy, the Countess returned to Frimley Park Hospital on 17 December 2007, to give birth, again by caesarean section, to her son, James, Viscount Severn. The Countess of Wessexs first overseas tour after her marriage was to the Canadian province of Prince Edward Island in 2000 and she also became patron of a number of organisations, including the SAFC Foundation and Girlguiding UK. In 2003, she became Patron of Tomorrows People Trust, in 2006, she also lent her support to the Born in Bradford research project, which is investigating causes of low birth weight and infant mortality. In December 2011, the Countess of Wessex joined her husband visiting troops in Afghanistan, on the same trip, the royal couple visited Bahrain, and received two gifts of jewels from the Bahraini royal family and Prime Minister. Given concern about human rights abuses in Bahrain, this gift attracted controversy, with calls for the jewels to be sold, on 26 March 2015, she attended the reburial of Richard III of England in Leicester Cathedral. Buckingham Palace immediately issued a statement saying, This mornings story in The Sun is an invasion of privacy. Prime Minister Tony Blair also condemned the publication of the photograph, the Palace made an official complaint to the Press Complaints Commission. According to Sophies business partner the incident had left her distressed, tarrant later said, There was never, ever the slightest hint of romance between Sophie and myself, let alone these snidey insinuations
Sophie, Countess of Wessex
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The Countess at the wedding of Princess Madeleine of Sweden and Christopher O'Neill in Stockholm, June 2013
Sophie, Countess of Wessex
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The Countess at the England vs Germany 2010 Women's Hockey Champions Trophy Bronze Medal Match
Sophie, Countess of Wessex
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The Earl and Countess of Wessex at Trooping the Colour in June 2013
Sophie, Countess of Wessex
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Sophie dressed as Honorary Air Commodore on a visit to Kandahar
16.
No. 501 Squadron RAF
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No 501 Squadron was the fourteenth of the twenty-one flying units in the Royal Auxiliary Air Force, the volunteer reserve part of the British Royal Air Force. The squadron won seven battle honours, flying Hurricane, Spitfire and Tempest fighter aircraft during World War II, in particular, the Squadron saw extensive action during the Battle of France and Battle of Britain. At present the unit is not flying any more and has a Force Protection role, in 1936 it became No 501 Squadron, changing the name to embrace a larger area of recruitment. On 1 May 1936 it was transferred to the Auxiliary Air Force, when war was declared in September 1939,501 Squadron was based at RAF Filton, near Bristol. Ginger Lacey of 501 Squadron shot down three aircraft in a single day to win the Croix de Guerre. After the retreat from France through Saint Helier, Jersey, its pilots were reorganised at RAF Croydon and then moved on to RAF Middle Wallop. It subsequently served at RAF Kenley, south London, commanded by S/L, harry Hogan, until 17 December 1940 by which time the squadron had claimed 149 enemy aircraft destroyed. The squadron re-equipped with the Supermarine Spitfire in April 1941 and the moved to Northern Ireland in October 1942. In April 1943 the squadron returned to Tangmere for bomber escort work – some pilots being issued with the Spitfire Mk IXc, between November 1943 and October 1944 the squadron formed part of Air Defence of Great Britain and flew the Tempest Mk. V on Anti-Diver patrols. The squadron was disbanded at RAF Hunsdon at the end of the war on 20 April 1945. During World War II the pilots of No.501 Squadron had flown 11,140 operational sorties, in which they shot down 201 enemy aircraft, among others who achieved fighter ace status were Ken Mackenzie, Ginger Lacey, Stanisław Skalski, Robert Dafforn, Kenneth Lee. Lacey was one of the highest scoring pilots in the Battle of Britain, the squadron was reformed on 10 May 1946 as an Auxiliary Air Force fighter squadron at RAF Filton. In February 1957, Flt Lt John Crossley flew Vampire FB.9 jet WR260 beneath the Clifton Suspension Bridge and this was the last recorded -and only jet aircraft- flight under that bridge. The Squadron was disbanded in March 1957, along all the other Auxiliary units. In June 2001 No.501 squadron was reformed in the Force Protection role as 501 Squadron in 2001 at RAF Brize Norton,501 Squadrons Gunners provide a reserve of trained manpower for 1 Squadron RAF Regiment, No 4 Force Protection Wing. In 2003, its personnel deployed as part of Operation Telic, the squadron continues to deploy personnel on Force Protection duties in this region. In 2006 the first 501 Squadron Gunners deployed with 2 Squadron RAF Regiment to Afghanistan, carrying out force protection duties of Kandahar airfield and this has been continued with members of both Regiment and FP roles mobilising with 1 Squadron RAF Regiment tour of the region. Between November 2006 and April 2007501 Squadron Gunners also deployed with the Queens Colour Squadron,63 Squadron RAF Regiment to Basra Iraq
No. 501 Squadron RAF
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Formations and units
17.
No. 504 Squadron RAF
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No.504 Squadron was one of the Special Reserve Squadrons of the Auxiliary Air Force, and today is a reserve force of the RAF Regiment. It was integrated into the AAF proper in 1936, based at RAF Cottesmore, Rutland,504 Squadron used a variety of light bombers before being re-tasked to fighters with the Hawker Hurricane in 1939. It subsequently became a Fighter Squadron, currently no.504 squadron no longer has a flying role, but as part of an Operational Support Squadron, the first role of 504 Squadron today is Force Protection. In December 2009, the MOD announced the closure of parent station RAF Cottesmore, No.504 squadron was formed on 26 March 1928 at RAF Hucknall, Nottinghamshire as a Special Reserve Squadron in the day bomber role. As such it flew first with Hawker Horsleys, later with Westland Wallaces, after a short spell with Gloster Gauntlet biplane fighters the squadron received its first really modern aircraft as their next aircraft were to be Hawker Hurricane fighters. On 26 August 1939 the squadron was mobilised for service as part of RAF Fighter Command. In 1940 Squadron Leader ”Johnnie” Hill took command whilst the squadron was at Lille, when the airfield was overrun Hill had taken 12 Hurricanes into the air. Hill was shot down and shot at first by French peasants, on recovering from his injuries Hill was given command of 222 Squadron. Throughout the Second World War,504 Sqn operated from over some thirty airfields in both the UK and abroad. Roles were as diverse as Heavy Bomber escort, interdiction raids across occupied France, escort duties over Arnhem during Operation Market Garden, in March 1945 the Squadron was re-equipped with Gloster Meteor jets, but the armistice was declared before they saw any action. After standing down from duty on 10 August 1945, the Squadron was reformed at RAF Syerston as a light bomber squadron. It was initially equipped with Mosquito T.3 training aircraft but in April 1947 it was re-designated a night fighter unit and its role was changed once more again in May 1948, now to that of a day fighter unit. For this it received Spitfire F. 22s, flying these until October 1949 and these were in their turn replaced by Meteor F. 8s in March 1952. Seven days later the squadron, along all other 19 flying units of the since 1947 Royal Auxiliary Air Force. This event was immortalised in the film Battle of Britain, famous rugby player and Russian prince Alexander Obolensky flew with 504 Squadron, dying in accident on 29 March 1940. It had many international pilots too and Emile Jayawardena was one member from Sri Lanka, sergeant pilot, later Squadron Leader, C. Wag Haw, flew with 504 during the Battle of Britain before moving to 81 Sqn for deployment to Russia in August 1941 where he was awarded the Order of Lenin, on 1 January 1998, the Offensive Support Role Support Squadron was formed at RAF Cottesmore. This was then renamed 504 Squadron on 1 October 1999, on 1 October 2000 the reformation was celebrated with a march past in Nottingham
No. 504 Squadron RAF
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A reservist Gunner with 504 (County of Nottingham) Squadron, Royal Auxiliary Air Force fires a machine gun during two weeks Annual Continuous Training at Hythe Range Complex.
No. 504 Squadron RAF
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Squadron Spitfire
18.
Royal Air Force Mountain Rescue Service
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The Royal Air Force Mountain Rescue Service provides the UK military only all weather search and rescue asset for the United Kingdom. Royal Air Force Mountain Rescue Teams were first organised during World War II to rescue aircrew from the number of aircraft crashes due to poor visibility then occurring on high ground. The practice at the time was to organise ad-hoc rescue parties from station medical sections, experience demonstrated that this could be dangerous. Snow and high winds, sometimes in excess of 100 mph, are possible any month of the year, Rescue operations in these conditions require personnel with specialised mountaineering training and equipment. The Royal Air Force Mountain Rescue Teams are credited with some of the earliest development of mountain rescue techniques and teams in the United Kingdom, RAFMRS teams continue to contribute to life-saving and mountain safety. Since the closure of military Search and Rescue RAFMRS has moved from 2 Group to the newly formed 38 Group in 2015 with direct oversight by No.85 Wing RAF. A single RAF medical officer, Flight Lieutenant George Desmond Graham, is credited with pressurising the Air Ministry into forming the RAF Mountain Rescue Service. Graham was one of several RAF medical doctors who organized teams at RAF Llandwrog in North Wales in 1943, at RAF Millom, and at Harpur Hill, where Flt Lt David Crichton performed a similar role. Other notable early team leaders include Squadron Leader David Dattner OBE, Corporal Colin Pibworth BEM, a mountain rescue operation is known as a call-out. Less than a later, an Aer Lingus Douglas Dakota crashed into a mountain near Porthmadog in Snowdonia with 23 people on board. Over the 1950s, the became more professional and better coordinated with civilian authorities. Many noteworthy civilian volunteer mountain rescue teams in the UK began as RAFMRS sub-units, two air crashes high in the mountains of Turkey during the 1950s provided call-outs for the first of several overseas teams of the RAFMRS, based at RAF Nicosia in Cyprus. Both crashes had a sense of Cold War espionage, involving secret nuclear papers, to this day the services historians feel they lack all the details. Other overseas teams were based in Aden, Libya, Yemen, Dubai, Sultanate of Oman, the middle eastern teams were characterized as desert rescue, and British Army personnel were sometimes involved. Advice from the Dutch fire service at the time was that they be accepted, since their formation the teams have rescued thousands of civilian walkers and climbers and responded to hundreds of aircraft crashes. Perhaps the most famous call-out of all was for the crash of Pan Am Flight 103 over Lockerbie, Scotland in 1988 and this terrorist incident resulted in the scattering of human remains over a wide swath of southern Scotland. The call-out involved four of the six teams then in existence, all RAF MRT members are volunteers. RAFMRS team members are known as M. R. troops or just troops
Royal Air Force Mountain Rescue Service
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Contents
Royal Air Force Mountain Rescue Service
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A mountain rescue Officer, 1952
Royal Air Force Mountain Rescue Service
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RAF mountain rescue equipment displayed at the Leuchars Airshow, 2012
19.
RAF Valley
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Royal Air Force Valley or more simply RAF Valley is a Royal Air Force station on the island of Anglesey, Wales, and which is also used as Anglesey Airport. It provides fast-jet training using the BAE Systems Hawk and provides training for aircrew working with search, initial detachments were made by Hawker Hurricanes of 312 and 615 Squadrons. A detachment of Bristol Beaufighters of 219 Squadron provided night fighter cover, No.456 Squadron Royal Australian Air Force formed at Valley on 30 June 1941 and became operational on 5 September flying Boulton Paul Defiants. By November the squadron had completely re-equipped with Beaufighter IIs, and these provided defensive night patrols over the Irish Sea until March 1943, the runways and taxiways were extended in early 1943 and on 19 June 1943 the United States Army Air Forces Ferry Terminal became operational. This handled American aircraft arriving from transatlantic flights and on European sorties, eleven Liberators of the United States Navy arrived from Iceland on 17 August. During the winter of 1943/1944, the route was switched to a southerly route via the Azores and Marrakesh. One of Valleys busiest days was on 17 September 1944 when 99 USAAF Boeing B-17s and Liberators were ferried in from Iceland. RAF Valleys USAAF ferry role was reversed as soon as the European War ended and over 2,600 bombers passed through on their way back to the US for re-deployment, each carrying 20 passengers and crew. The USAAF Movement Section closed in September 1945, and in June 1947 the airfield was put on a care and maintenance basis. Vampire FB.5 and T.11 and Meteor T.7 marks were used until the unit was re-designated No.7 Flying Training School on 1 June 1954. On 15 August 1960 the unit was renumbered No.4 Flying Training School RAF which is based at the airfield. The first Folland Gnat jet trainers were received on 7 November 1962 and these were supplemented by Hawker Hunters for advanced training, marks F.6 and T.7 being used. 4 FTS presently consists of a squadron,4 Squadron flying the modern Hawk T2 and providing all RAF. The second squadron,208 Squadron, provided legacy Hawk T1 advanced flying training, RAF Valley previously hosted the Headquarters and C Flight of 22 Squadron, part of the RAFs Search and Rescue Force. The RAF Operational Conversion Unit,203 Squadron, was based at Valley to train new aircrew onto the Westland Sea King HAR. 3/3A. The base is home to SARTU, part of the Defence Helicopter Flying School, using AW139 and Griffin helicopters RAF Mona, also on Anglesey. HRH The Duke of Cambridge, second-in-line to the British Throne, was assigned to C Flight,22 Squadron at RAF Valley, as a pilot flying the Sea King search and he finished his last shift as a pilot on Tuesday 10 September 2013. A terminal facility, costing £1,500,000, was constructed at RAF Valley, named Anglesey Airport, the first public flight took place on 8 May 2007
RAF Valley
RAF Valley
RAF Valley
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Royal Air Force 1939-1945 Fighter Command armourers relaxing in their quarters
RAF Valley
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4 FTS Gnat T.1 trainers in the Valley maintenance hangar in 1967
20.
RAF Lossiemouth
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Royal Air Force Lossiemouth or more commonly RAF Lossiemouth is a military airfield located on the western edge of the town of Lossiemouth in Moray, north-east Scotland. It is now the only operational RAF station in Scotland and is one of two main operating bases for the Eurofighter Typhoon FGR4 in the United Kingdom. It is home to three units which operate the Typhoon each of which contribute to the Quick Reaction Alert North capability which provides continuous protection of UK airspace. The FAA used Lossiemouth as a station until it was handed back to the RAF in September 1972. Construction started during the summer of 1938, when 220 hectares of land was acquired in order to accommodate the airfield. The land was cleared of vegetation & buildings and by the spring of 1939 several wooden huts were present, Group Captain P. E Maitland AFC MVO was the first station commander and took up post in March 1939, with the station formally opening on 1 May 1939. The first unit to take up residence at Lossiemouth was No.15 Flight Training School, initially equipped with thirteen Airspeed Oxfords, Aircraft were stored in the open until the first hangars were completed in August 1939. That same month tragedy struck when three members were killed during a mid-air collision between two Oxfords. At the outbreak of the Second World War a detachment of Seaforth Highlanders was sent to Lossiemouth to guard the station, Flying activity increased with No.15 FTS receiving further Oxfords and Harts and the introduction of the North American Harvard. Eleven Fairey Battles were also delivered for storage, the first front-line aircraft to operate from Lossiemouth were a detachment of twelve Vickers Wellington bombers belonging to No.99 Squadron. They arrived for a period in November 1939 to take part in attack missions targeting the German cruiser Deutschland. January 1940 saw a detachment of No.44 Squadron and No.50 Squadron Handley Page Hampdens arrive to take part in patrols over the North Sea. However the operation was short-lived as a result of bad weather, during this period the first loss to enemy action of an aircraft operating from Lossiemouth occurred when three Blenheims were shot down over Norway. 15 FTS to RAF Middle Wallop in Hampshire, No.46 Maintenance Unit was also formed in April 1940. No.46 MU’s role was to modify and fit-out new aircraft before being forwarded to front-line squadrons, a variety of aircraft were serviced including Hawker Hurricanes, de Havilland Tiger Moths, Hawker Audaxes, and a de Havilland Hornet Moth. The unit primarily used six Robin and eight Super Robin hangars, Lossiemouths first satellite airfield, located at Bogs of Mayne 10 miles to the south and known as RAF Elgin, opened in June 1940. One officer and two aircrew were killed on 26 October 1940 when RAF Lossiemouth was attacked by the Luftwaffe for the first time, the attack by three Heinkel He 111s resulted in the destruction of two Blenheims and damage to two Miles Magisters, two Moths and a Hurricane. Three hangars were also damaged, the resultant holes from cannon fire still visible today, one of the Heinkels crashed on the airfield, having either been hit by ground fire or destroyed by its own bombs
RAF Lossiemouth
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A Tornado GR4 of 617 Squadron (Dambusters) over RAF Lossiemouth.
RAF Lossiemouth
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20 OTU Memorial at Bogs of Mayne.
RAF Lossiemouth
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An Avro Shackleton AEW2 of 8 Squadron.
RAF Lossiemouth
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Panavia Tornados landing at RAF Lossiemouth
21.
MoD Boscombe Down
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MoD Boscombe Down is an aircraft testing site located at Amesbury in Wiltshire, England. It is run and managed by QinetiQ, the created as part of the breakup of the Defence Evaluation. It is the home of the Empire Test Pilots School, the site was formerly known as RAF Boscombe Down and since 1939 has evaluated aircraft for the British armed forces. The following squadrons were based here between 1930 and 1939, No.9 Squadron RAF between 1930 and 1935 with the Vickers Virginia, No.10 Squadron RAF between 1931 and 1937 with the Virginia and the Handley Page Heyford. No.51 Squadron RAF between 1937 and 1938 with the Virginia, Avro Anson and the Armstrong Whitworth Whitley, No.58 Squadron RAF between 1937 and 1938 with the Anson and the Whitley. No.78 Squadron RAF between 1936 and 1937 with the Heyford, No.88 Squadron RAF between 1937 and 1939 with the Hawker Hind and the Fairey Battle. No.97 Squadron RAF between 1935 and 1937 with the Heyford, No.150 Squadron RAF between 1938 and 1939 with the Battle. No.166 Squadron RAF between 1936 and 1937 with the Heyford, No.214 Squadron RAF between 1935 and 1935 with the Virginia. No.217 Squadron RAF between 1937 and 1937 with the Anson, No.218 Squadron RAF between 1938 and 1939 with the Battle. No.224 Squadron RAF between 1937 and 1937 with the Anson, No.35 Squadron RAF during 1940 with the Handley Page Halifax I. No.56 Squadron RAF during 1940 with the Hawker Hurricane I, No.109 Squadron RAF between 1940 and 1942 with the Whitley, Anson and Vickers Wellington. No.249 Squadron RAF during 1940 with the Hurricane.1067, Westland Wyvern and it was also formerly home to the School of Aviation Medicine. In 1992 the site was renamed the Aircraft and Armament Evaluation Establishment when experimental work moved to the Defence Research Agency. Responsibility for the site passed from the MoD Procurement Executive to the Defence Test and Evaluation Organisation in 1993, following the creation of QinetiQ in 2001, a 25-year Long Term Partnering Agreement was established with the MOD. Boscombe Down remains a government airfield but operated by QinetiQ on behalf of the MOD, the Joint Test and Evaluation Group was established under the control of RAF Air Command and together with QinetiQ forms the Aircraft Test and Evaluation Centre. This unique partnership is charged with the test and evaluation of future, the military personnel of the JTEG play a central role in the test and evaluation process alongside their QinetiQ colleagues. A small part of Boscombes history is being preserved in the US, the Anglo American Lightning Organisation are returning to flight the former ETPS English Electric Lightning, XS422. The group is basing the restoration in the US as the CAA is expected to refuse permission for the aircraft to fly in the UK
MoD Boscombe Down
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Qinetiq BAe Avro RJ100 departs the Royal International Air Tattoo, 2014
22.
No. 1 Group RAF
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No.1 Group of the Royal Air Force is one of the two operations groups in Air Command, the other being the No.2 Group. The group is located alongside Air Command at RAF High Wycombe, the current Air officer commanding No 1 Group is Air vice-marshal Gerry Mayhew. The following stations and squadrons are under the command of No 1 Group, RAF Coningsby, No 3 Squadron RAF, No.11 Squadron RAF,29 and 41 Squadrons and the Battle of Britain Memorial Flight. RAF Leeming,100 Squadron RAF Lossiemouth, No.1 Squadron RAF, No.2 Squadron RAF No.6 Squadron RAF Squadrons RAF Marham, No.9 Squadron RAF, No.31 Squadron RAF, No. The Group was renumbered as No.6 Group on 19 May 1924 at RAF Kenley, two years later on 12 April 1926 the Group disappeared from the order of battle by being renumbered as No.21 Group. The next year the Group was reformed on 25 August 1927 by the renaming of Air Defence Group and this designation lasted until 1936 when it became No.6 Group again. As in 1924 the Group was reformed the day, this time as a bomber formation. By this time the Group had shrunk to ten squadrons, all equipped with Fairey Battle aircraft and located in pairs at RAF Abingdon, RAF Harwell, RAF Benson, RAF Boscombe Down and RAF Bicester. The Group re-emerged a few days later within Bomber Command on 12 September and it was reformed at RAF Bawtry on 22 June 1940 where No.1 Group was based for 44 years and has been continuously active in the RAF ever since inception. During the Second World War,1 Group was primarily based at airfields in north Lincolnshire, among others, No.1 Group included Polish Bomber Squadrons Nos.300,301,304,305. During Bomber Commands Second World War campaign, No.1 Group having higher than average losses. When Bomber Command was subsumed into the new Strike Command on 1 April 1968, No.1 Group took on the old role of the command, holding the bomber and strike aircraft of Strike Command. In around 1984, Headquarters No.1 Group moved from RAF Bawtry in South Yorkshire to RAF Upavon in Wiltshire, on 1 April 1996 No.2 Group RAF was disbanded by being absorbed into No.1 Group. In January 2000 the RAF was restructured and the Group took on its present role, the Group is responsible for UK air defence operations through QRA North at RAF Leuchars and QRA South at RAF Coningsby. Air Officers Commanding have included, List of Royal Air Force groups Rawlings, the History of the Royal Air Force. No 1 Group at Royal Air Force Website Air of Authority – No 1 Group – No 1 Group
No. 1 Group RAF
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No. 1 Group badge
23.
Royal Air Force Police
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The Royal Air Force Police is the service police branch of the Royal Air Force, headed by the Provost Marshal of the Royal Air Force. Its headquarters are at RAF Honington and it deploys throughout the world to support RAF, the RAFP was formed on 1 April 1918, when the RAF was formed by the merger of the Royal Flying Corps and the Royal Naval Air Service. By the end of World War II there were 500 officers &20,000 NCOs in the RAFP, in January 1947, the RAF Provost Branch became a Specialist Branch within the RAF. In December 1950, George VI approved the crest and motto Fiat Justitia, by 2009, the RAFP had served in 66 countries around the globe. RAFP non-commissioned officers and warrant officers are noticeable by their caps, which they have worn since 1945. RAFP commissioned officers wear the peaked cap of all RAF officers, with the red. In dress uniform, all RAFP wear a red and black brassard on the left arm, in tactical dress, RAFP personnel wear red MP badges, the internationally recognised symbol for military police. To deliver focused Police, counter-intelligence and protective security services to commanders in support of Defence outputs, the RAFP are responsible for the policing and security of all service personnel, much like their Royal Navy and British Army counterparts. The RAFP Special Investigation Branch investigate serious and complex crimes within the Defence community, up to, counter Intelligence Operations Squadron investigate serious security breaches and support the RAF through the gathering of intelligence and protective security based activities. These specialist capabilities are supported by forensic and intelligence units, members of all wings are used for operations overseas, deploying as individuals, with the aircraft they support, or as a formed unit drawn together under the Tactical Police Squadrons. Members of the RAFP may also specialise in close protection duties, ensuring the safety of VIPs, the RAFP are the only branch of the Service Police who operate police dogs within the UK military. They manage all RAF military working dogs, with detachments at many RAF stations, RAFP dogs and their handlers support overseas operations. Recently, this has included Iraq and Afghanistan, in patrol and specialist search roles. The RAFP is subject to inspection by HM Inspectorate of Constabulary, office of the Provost Marshal is the HQ of the Provost Marshal, who holds the rank of group captain. A component of the RAFs Force Protection Force, the RAFP is organised into three wings that operate both within the UK and internationally. No 1 RAF Police Wing covers the north of the UK and Northern Ireland, No.2 RAF Police Wing covers the south of the UK and supports overseas non-operational detachments, this Wing incorporates No 6 and No 7 RAF Police Squadrons. 1 and 2 Police Wings each have a Special Investigation Branch, No.3 RAF Police Wing provides deployable and specialist support worldwide. It incorporates No.1 Tactical Provost Squadron which forms the RAF Polices tactical, deployable capability, their role is to conduct forward policing and security of RAF personnel
Royal Air Force Police
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Royal Air Force Police Crest
24.
Military Provost Guard Service
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The Military Provost Guard Service is responsible for maintaining physical security at British Armed Forces locations throughout Great Britain. It is one of three constituent units of the Adjutant Generals Corps Provost Branch, the Provost branch is the responsibility of the Provost Marshal who is a Brigadier from the Royal Military Police. In Northern Ireland, security at Ministry of Defence establishments is provided by the Northern Ireland Security Guard Service in a manner to that of the MPGS in Great Britain. The aim of the MPGS is to rationalise guarding arrangements at sites where service personnel normally live, the MPGS replaces previously civilian-held duties with armed soldiers. The MPGS works alongside the civilian unarmed Ministry of Defence Guard Service, the MPGS was formed in the wake of structural changes of the Armed Forces and the increased threat of terrorism in 1999. Military Working Dog services at some sites and they must have completed that service within six years of application to the MPGS, unless they have relevant service in the Police or HM Prison Service since leaving the armed forces. To join, they have to re-enlist into the Regular British Army on a Military Local Service Engagement, the MLSE is a form of engagement which is ideally suited to use by the MPGS. There are 26 police constabularies that currently have a Memorandum of Understanding with the Military Provost Guard Service in respect of the authority for carrying firearms on UK roads. MPGS soldiers are issued the uniform and equipment as other arms and services in the British Army. Everyday working dress is the standard Personal Clothing System Combat Uniform in Multi-Terrain Pattern, beret with cap badge, belt, the shirt and jacket will have the MPGS tactical recognition flash on the right sleeve. If soldiers are carrying out security duties on roads or vehicle checks, they may wear a high-visibility yellow jacket, normally with SECURITY or MILITARY GUARD printed on the front. The main firearm used by the MPGS is the SA80 L85A2 assault rifle, all MPGS soldiers must pass a weapon handling test biannually to use firearms. Some vehicles have an amber strobe beacon on the roof for increased visibility, in late 2013 the Ministry of Defence bought some new Ford Ranger pickups for use within the MPGS and other MOD departments. Commandants Service A similar Russian organization
Military Provost Guard Service
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Cap Badge of the MPGS
25.
No. 22 Group RAF
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No.22 Group is one of four groups currently active in the Royal Air Force, falling under the responsibility of Deputy Commander-in-Chief in Air Command. Its current full title is No.22 Group and it is responsible for RAF training policy and controlling the Royal Air Force College, as such, it is the direct successor to Training Group. Although No.22 Group was due to be formed on 1 April 1918 and it was activated at East Fortune but moved its headquarters to the Station Hotel, Stirling. The next month, on 8 August 1918, it received the designation Operations, or possibly Marine Operational, making its full title No.22 Group or possibly No.22 Group. It controlled No.78 Wing RAF, and stations at Auldbar, Chathill, Dundee, East Fortune, Kirkwall/Orkney, Longside, Luce Bay, RAF Machrihanish, with the post First World War RAF force reductions, No.22 Group was disbanded on 30 May 1919. The next creation of No 22 Group came on 12 April 1926 when the group was re-formed from No 7 Group within Inland Area, the groups designation was No.22 Group and its headquarters was at South Farnborough. On 17 February 1936, No 22 Group was transferred from the control of Inland Area to that of the Air Defence of Great Britain, later that same year, on 1 May, the group was raised to command status. However, only just over two months later, on 14 July, the newly created command was reduced back to group status, becoming part of Fighter Command on the day of Fighter Commands creation. On 24 June 1940 No 22 Group was once raised to command status and later that year, on 1 December. On 1 August 1943 the group was re-established as No.22 Group in Technical Training Command, responsible for all training in ground trades, the group continued in its training function for nearly 30 years until it was disbanded 31 January 1972. The current creation of No.22 Group was established on 30 October 2006 and this creation was a renaming of Training Group which ceased to exist as No 22 Group was re-established. The command responsibilities are, Director ground training is also the air staff officer. Supports training owners authorities with analysis, advice and support, specifically, Comdt ACO, Commands the ACO, RAF Kenley, RAF Kirknewton, RAF Little Rissington, No 2 FTS and the gliding schools. Commandant RAF College attracts, selects and recruits the Air Force of tomorrow whilst training and developing the Air Force of today. Comdt RAFC, Commands the RAFC Cranwell, RAF Barkston Heath, RAF Halton, RAF Syerston, RAF Woodvale, R&S, OACTU, ACS, RTS, STS, the UASs and AEFs. Supports, Stn Cdr RAF Halton in his DH-facing airfield manager role, All COs, develops, The pipeline and Phase 1 training to meet new capability requirements, and Options to harness the latest technology and strategies for current and future roles. Maintains, RAF College Cranwell as the ‘spiritual home’ of the RAF, RAF Halton and RAF Cranwell as Homes of RAF Sport. Comdt DCTT, Commands DCTT, HMS SULTAN, Arborfield, Bordon and Blandford Garrisons, RAF Cosford, MOD Lyneham, MOD St Athan, DSAE, DSCIS, DSEME and DSMarE
No. 22 Group RAF
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No. 22 (Training) Group Badge
26.
No. 3 Flying Training School RAF
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No 3 FTS was first formed at Scopwick on 26 April 1920 from No 59 Training Squadron in No 3 Group. By the outbreak of war the school was operating Harts and Airspeed Oxfords but on 24 June 1940 it became a Group II school, during this part of its life, the school used a number of relief landing grounds including Stormy Down, Bibury, Long Newnton and Wanborough. With the end of the war No 3 AFU was redesignated No 3 SFTS again on 17 December 1945 and was now equipped with Harvards. It entered the jet age when it was reformed at RAF Leeming on 15 September 1961, in 1995 the school took over the CFS Bulldog element, which was later replaced by the CFS Tutor element. Also in 1995 the Dominies and British Aerospace Jetstreams of 6 FTS were taken over on the closure of RAF Finningley, the Dominie was withdrawn from service when WSO and WSOp training ended on 20 January 2011. Cotter, J. Royal Air Force celebrating 90 years, flying Training Schools, Air of Authority
No. 3 Flying Training School RAF
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Formations and units
27.
Royal Air Force College Cranwell
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The Royal Air Force College is the Royal Air Force training and education academy which provides initial training to all RAF personnel who are preparing to be commissioned officers. The College also provides training to aircrew cadets and is responsible for all RAF recruiting along with officer. Originally established as an aviation training centre during World War I. During World War II, the College was closed and its facilities were used as a training school. Reopening after the War, the College absorbed the Royal Air Force Technical College in 1966, the Royal Air Force College is based at RAF Cranwell near Sleaford in Lincolnshire, and is sometimes titled as the Royal Air Force College Cranwell. Cranwell was first established in 1916 as the Royal Navy air training centre, the Royal Navys Central Depot and Training Establishment opened on 1 April 1916 at Cranwell under Paines leadership. In 1917 Paine was succeeded by Commodore Luce and in 1918 following the foundation of the Royal Air Force in April, as a Royal Air Force establishment, Cranwell became the headquarters of No.12 Group for the last few months of the war. In practice this meant that Cranwell cadets could not reach the temptations of London in their free time, the Royal Air Force College was formed on 1 November 1919 as the RAF College under the authority of its first commandant Air Commodore Charles Longcroft. On 5 February 1920 the College was raised to command status and it is the oldest military air academy in the world. On 20 June 1929, an aeroplane piloted by Flight Cadet C J Giles crashed on landing at the College, a fellow flight cadet, William McKechnie pulled Giles, who was incapable of moving himself, from the burning wreckage. McKechnie was awarded the Empire Gallantry Medal for his actions, in 1936 the College was reduced from command to group status within Training Command and the commandant ceased to hold the title of Air Officer Commanding RAF Cranwell. Just before the outbreak of World War II, the Air Ministry closed the College as an officer training establishment. With the need to train aircrew in large numbers it was redesignated the RAF College Flying Training School and it was also in 1947 that the Equipment and Secretarial Branch cadets were admitted to the College alongside the traditional flight cadets. The postwar restoration of the College was a period of change, by 1960 they lived and were dressed as officers, served by batmen. In the same period the 1957 Defence White Paper suggested the RAF would replace human pilots by guided missiles and these vicissitudes are documented in Haslams narrative and the personal memoir of a New Zealand cadet 1951-53. In 1952 a College Memorial Chapel was established within College Hall, ten years later it was relocated to the then new College Church, St Michael and All Angels, which is situated nearby to the south-east of College Hall. In 1966 the Royal Air Force Technical College at RAF Henlow, the College functioned 1919-71 as a cadet college graduates receiving permanent RAF commissions after a residential course of two to three years. These trainees now include women, and the Royal Air Force College Cranwell is today the RAFs only initial officer training establishment, prior to the construction of the neo-classical College Hall, training took place in old naval huts
Royal Air Force College Cranwell
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The Lord Trenchard inspecting cadets
Royal Air Force College Cranwell
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Coat of arms of the Royal Air Force College
Royal Air Force College Cranwell
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College Hall
Royal Air Force College Cranwell
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The dignitaries present for the founding ceremony for the new College Hall building in 1929.
28.
No. 115 Squadron RAF
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No.115 Squadron RAF was a Royal Air Force squadron during World War I. It was then equipped with Handley Page O/400 heavy bombers, during World War II the squadron served as a bomber squadron and after the war it flew in a similar role till 1958, when it was engaged as a radio calibration unit. No.115 Squadron, RFC, was formed at Catterick, Yorkshire, at the end of August 1918, after having been equipped with Handley Page O/400 twin-engined bombers, it joined the Independent Force in France. Its first raid was made in the night of 16/17 September when nearly 4 tons of bombs were dropped on Metz-Sablon. For this raid the squadron was congratulated by Major-General Sir Hugh Trenchard and its most successful raid was made against Morhange airfield when five O/400s, making double trips, dropped 6½ tons of bombs on their objective. During its service in France, No.115 made fifteen raids, from November 1918,115 Squadron was based at RAF Saint Inglevert. The squadron returned to England on 4 March 1919 and disbanded on 18 October 1919 at Ford Junction, the squadron was reformed from B Flight of 38 Squadron at RAF Marham, as No.115 Squadron on 5 June 1937. It was now one of two units to operate -temporary- the Fairey Hendon monoplane bomber, but these were soon replaced by their intended equipment. As these proved unsuited in the role they were replaced from March 1939 with Wellingtons. In the Second World War the squadron took part in scores of raids, in April 1940, while flying Wellingtons it gained the distinction of making the RAFs first bombing raid of the war on a mainland target-the enemy-held Norwegian airfield of Stavanger Airport, Sola. Sixteen months later, in August 1941, it undertook the initial Service trials of Gee, as a result of its subsequent report on these trials Gee was put into large-scale production for RAF Bomber Command. Hercules engined Lancaster IIs replaced the Wellingtons in March 1943 and these were replaced by Merlin engined Lancaster Is and IIIs in March 1944, around this time the squadron relocated from RAF Little Snoring to RAF Witchford. The squadron was retained as part of the post-war RAF and received Lincolns in September 1949, the squadron was linked to No.218 Squadron RAF from 1 February 1949 until 1 March 1950, when the squadron was disbanded at RAF Mildenhall. By the end of the war, it had the distinction of being the squadron with the most operational service, most losses by any one single unit and the most tonnage of explosives dropped. The squadron was reformed on 13 June 1950, it became a Boeing Washington unit at RAF Marham, canberras replaced the Washingtons in February 1954 and continued in use until disbanding on 1 June 1957. The squadron came back on 21 August 1958, when No.116 Squadron RAF at RAF Tangmere was renumbered and it was now a Radar Calibration unit operating Varsities, Valettas and briefly the Handley Page Hastings. Argosies began arriving in February 1968 and when the last Varsity was retired in August 1970,115 moved to RAF Cottesmore in 1968. The Squadron moved to RAF Brize Norton in 1976, Andovers were added to the strength there in November 1976 and the last Argosy left in January 1978
No. 115 Squadron RAF
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Handley Page O/400 as used by 115 Squadron
No. 115 Squadron RAF
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Harrow of No. 115 Squadron RAF
No. 115 Squadron RAF
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Engine testing on a Lancaster B Mark II of 115 Squadron at RAF East Wretham, 1943
No. 115 Squadron RAF
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Crewmembers inspect tail of 115 Squadron Lancaster Mark II which had its rear turret sheared off by bombs dropped from above during a raid on Cologne, June 1943
29.
British Army
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The British Army is the principal land warfare force of the United Kingdom. As of 2017 the British Army comprises just over 80,000 trained Regular, or full-time, personnel and just over 26,500 trained Reserve, or part-time personnel. Therefore, the UK Parliament approves the continued existence of the Army by passing an Armed Forces Act at least once every five years, day to day the Army comes under administration of the Ministry of Defence and is commanded by the Chief of the General Staff. Repeatedly emerging victorious from these decisive wars allowed Britain to influence world events with its policies and establish itself as one of the leading military. In 1660 the English, Scottish and Irish monarchies were restored under Charles II, Charles favoured the foundation of a new army under royal control and began work towards its establishment by August 1660. The Royal Scots Army and the Irish Army were financed by the Parliament of Scotland, the order of seniority of the most senior line regiments in the British Army is based on the order of seniority in the English army. At that time there was only one English regiment of dragoons, after William and Marys accession to the throne, England involved itself in the War of the Grand Alliance, primarily to prevent a French invasion restoring Marys father, James II. Spain, in the two centuries, had been the dominant global power, and the chief threat to Englands early transatlantic ambitions. The territorial ambitions of the French, however, led to the War of the Spanish Succession and the Napoleonic Wars. From the time of the end of the Seven Years War in 1763, Great Britain was the naval power. As had its predecessor, the English Army, the British Army fought the Kingdoms of Spain, France, and the Netherlands for supremacy in North America and the West Indies. With native and provincial assistance, the Army conquered New France in the North American theatre of the Seven Years War, the British Army suffered defeat in the American War of Independence, losing the Thirteen Colonies but holding on to Canada. The British Army was heavily involved in the Napoleonic Wars and served in campaigns across Europe. The war between the British and the First French Empire of Napoleon Bonaparte stretched around the world and at its peak, in 1813, the regular army contained over 250,000 men. A Coalition of Anglo-Dutch and Prussian Armies under the Duke of Wellington, the English had been involved, both politically and militarily, in Ireland since being given the Lordship of Ireland by the Pope in 1171. The campaign of the English republican Protector, Oliver Cromwell, involved uncompromising treatment of the Irish towns that had supported the Royalists during the English Civil War, the English Army stayed in Ireland primarily to suppress numerous Irish revolts and campaigns for independence. Having learnt from their experience in America, the British government sought a political solution, the British Army found itself fighting Irish rebels, both Protestant and Catholic, primarily in Ulster and Leinster in the 1798 rebellion. The Haldane Reforms of 1907 formally created the Territorial Force as the Armys volunteer reserve component by merging and reorganising the Volunteer Force, Militia, Great Britains dominance of the world had been challenged by numerous other powers, in the 20th century, most notably Germany
British Army
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Men of the Welsh Guards Trooping the Colour 2007.
British Army
British Army
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John Churchill, 1st Duke of Marlborough, was one of the first generals in the British Army, fighting campaigns in the War of the Spanish Succession.
British Army
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The extinction of the Scottish clan system came with the defeat of the clansmen at the Battle of Culloden in 1746
30.
Central Flying School
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The Central Flying School is the Royal Air Forces primary institution for the training of military flying instructors. Established in 1912 it is the longest existing flying training school and it was established at Upavon Aerodrome, near Upavon, Wiltshire on 12 May 1912. It was later based at RAF Little Rissington, from 1946 to 1976, the CFSs first commandant was Captain Godfrey Paine RN. It has been responsible for training since 1920, with pilot training being delegated to the Flying Training Schools. When the Red Arrows, the RAFs sole aerobatic team was formed by amalgamation of other teams, the Red Arrows moved to RAF Scampton in 1983 when the CFS was moved there and out in 1995– though the Red Arrows returned in 2000. The section started using de Havilland Chipmunk T.10 and Scottish Aviation Bulldog T.1, in 2000 the Grob Tutor T.1 replaced the Scottish Aviation Bulldog as the initial trainer operated by the unit. During the 1950s the CFS was equipped with the Gloster Meteor, during 1976 the Hawker Siddeley Gnat T. 1s were based at RAF Valley however during 1977 these were replaced as the CFS main advanced jet trainer by the Hawker Siddeley Hawk T.1. From 1993 the Short Tucano took the place of the BAC Jet Provost, Helicopter instruction began in 1955 on the Westland Dragonfly and Bristol Sycamore at RAF South Cerney in Gloucestershire. It moved to RAF Ternhill in August 1961, from 1966, the Westland-built Sioux helicopter began service, lasting until 1973, when replaced with the Westland Gazelle HT. 2s, much more reminiscent of modern-day helicopters. During the 1970s the Westland Whirlwind HAR. 10s were also used, in 1997 the Gazelle HT. 2s and HT. 3s were replaced by the Squirrel, and the Griffin is also used. RAF Shawbury has been the home of the training school since 1977. A satellite unit of the CFS is maintained at RAF Shawbury to train, Tucano QFIs are trained by CFS personnel at RAF Linton-on-Ouse and Hawk QFIs are trained by similar personnel at RAF Valley. Helicopter instructors, both pilots and rearcrew, are trained at RAF Shawbury, home of the Defence Helicopter Flying School, Flying instructors are awarded the Qualified Flying Instructor qualification for fixed-wing types. Helicopter instructors are referred to as Qualified Helicopter Instructors or Qualified Helicopter Crewman Instructors, ranks given are the highest rank the officer in command held during his tenure. Bromley, Royal Air Force Benevolent Fund, Central Flying School, Birthplace of Air Power. Thetford, O. Aircraft of the Royal Air Force since 1918, RAF website RAF Shawbury Central Flying School Association Air of Authority – A History of RAF Organisation – Other Establishments – Flying Schools and Colleges
Central Flying School
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Folland Gnat advanced trainer of the Central Flying School at RAF Little Rissington in 1967
Central Flying School
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Gloster Meteor T.7 of the CFS at RAF Coltishall in 1969
Central Flying School
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Tucano
Central Flying School
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Grob Tutor
31.
Royal New Zealand Air Force
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The Royal New Zealand Air Force is the air force component of the New Zealand Defence Force. The RNZAF fought in World War II, Malaysia, Korean War, Vietnam, the RNZAFs air combat capability ended in 2001 with the disbanding of the A-4 Skyhawk squadrons. The Air Force is led by an air vice-marshal who holds the appointment of Chief of Air Force, the RNZAF motto is the same as that of the Royal Air Force, Per ardua ad astra, meaning Through adversity to the stars. New Zealands military aviation began in 1913 when the New Zealand Army was presented with two Blériot monoplanes by the United Kingdom and these machines were grounded after a young woman was given a joyride. Both aircraft were handed back after war broke out. In the Great War, New Zealand aircrew flew as part of the British Royal Flying Corps, New Zealand pilots serving with British forces saw service in all theatres. Fifteen became aces, the top scorer being Keith Caldwell with, depending on how counted, the government assisted two private schools to train pilots for the conflict. The Walsh brothers flying school at Auckland was founded by Leo, from 1915 pilots trained on the Walsh Brothers Flying Boats including Curtiss machines, aircraft of their own design and, later in the war, the first two aircraft made by Boeing. In 1916 Sir Henry Wigram established the Canterbury Aviation Company at Sockburn, Christchurch and he gave the aerodrome, later Wigram Aerodrome, to the government for defence purposes. At the end of the war many New Zealand pilots stayed with the new Royal Air Force, others returned to New Zealand and, serving part-time, provided the nucleus of the New Zealand Permanent Air Force. At the close of hostilities Great Britain offered an Imperial Gift to each of the Dominions of a hundred war-surplus combat aircraft, New Zealand was the last to respond and least enthusiastic. Several of the aircraft were heavily modified—a 504 becoming a 3-seat floatplane. The importance of aviation in war was recognised, largely thanks to the efforts of visionary parliamentarian Sir Henry Wigram. It was initially equipped with the surviving Avro 504K, the DH. 4s, DH. 9s and these operated from an airfield outside Christchurch at Sockburn. In 1926 Wigram donated £2,500 for the purchase of modern fighters, Sockburn was later renamed RNZAF Station Wigram, a name adopted by the suburb which grew up around the airfield. It is the site of the present Royal New Zealand Air Force Museum, a trickle of new-build Bristol Fighters and other new types joined the NZPAF in the late 1920s and early 1930s. A Lewis gun-equipped De Havilland Gipsy Moth floatplane took part in operations against rebels in Samoa. The NZPAFs first action came in 1930 when the Moth dropped a bomb made out of a treacle tin on to a ship suspected of gun-running
Royal New Zealand Air Force
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Royal New Zealand Air Force Te Tauaarangi o Aotearoa
Royal New Zealand Air Force
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Bleriot XI 'Britannia', 1913
Royal New Zealand Air Force
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The locally designed Walsh type D pilot training 'boat of 1918
Royal New Zealand Air Force
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Supermarine Walrus of the RNZAF's seaplane training flight.
32.
The Blitz
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By September 1940—two months into the battle—faulty German intelligence suggested that the Royal Air Force was close to defeat at the hands of the Luftwaffe. The German air fleets were ordered to attack London, thereby drawing up the last remnants of RAF Fighter Command into a battle of annihilation, Adolf Hitler and commander-in-chief of the Luftwaffe Reichsmarschall Hermann Göring, sanctioned the change in emphasis on 6 September 1940. From 7 September 1940, one year into the war, London was systematically bombed by the Luftwaffe for 56 out of the following 57 days, on 15 September 1940, a large daylight attack against London was repulsed with significant German losses. Thereafter, the Luftwaffe gradually decreased daylight operations in favour of nocturnal attacks, ports and industrial centres outside London were also attacked. The main Atlantic sea port of Liverpool was bombed, the North Sea port of Hull, a convenient and easily found target or secondary target for bombers unable to locate their primary targets, was subjected to raids in the Hull Blitz during the war. More than one million London houses were destroyed or damaged and more than 40,000 civilians were killed, by May 1941, the threat of an invasion of Britain had ended, and Hitlers attention turned to Operation Barbarossa, the invasion of the Soviet Union. The bombing failed to demoralise the British into surrender or significantly damage the war economy, the eight months of bombing never seriously hampered British production and the war industries continued to operate and expand. The German offensives greatest effect was forcing the dispersal of aircraft production, British wartime studies concluded that cities generally took 10 to 15 days to recover when hit severely but exceptions like Birmingham took three months. The German air offensive failed for several reasons, discussions in OKL revolved around tactics rather than strategy. Poor intelligence on British industry and economic efficiency was also a factor, in the 1920s and 1930s, air power theorists Giulio Douhet and Billy Mitchell espoused the idea that air forces could win wars, without a need for land and sea fighting. It was thought there was no defence against air attack, particularly at night, enemy industry, seats of government, factories and communications could be destroyed, taking away their means to resist. It was also thought the bombing of residential centres would cause a collapse of civilian will, democracies, where the populace was allowed to show overt disapproval of the state, were thought particularly vulnerable. This thinking was prevalent in both the RAF and the United States Army Air Corps, the policy of RAF Bomber Command became an attempt to achieve victory through the destruction of civilian will, communications and industry. In the Luftwaffe, there was a view of strategic bombing. OKL did not believe that air power alone could be decisive, contrary to popular belief, evidence suggests that the Luftwaffe did not adopt an official bombing policy in which civilians became the primary target until 1942. The vital industries and transport centres that would be targeted for shutdown were valid military targets and it could be claimed civilians were not to be targeted directly, but the breakdown of production would affect their morale and will to fight. German legal scholars of the 1930s carefully worked out guidelines for what type of bombing was permissible under international law. Wever outlined five points of air strategy, To destroy the air force by bombing its bases and aircraft factories
The Blitz
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The undamaged St Paul's Cathedral surrounded by smoke and bombed-out buildings in December 1940 in the iconic St Paul's Survives photo
The Blitz
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Walter Wever
The Blitz
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Hitler and Göring, March 1938
The Blitz
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RAF pilots with one of their Hawker Hurricanes, October 1940
33.
Birmingham
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Birmingham is a major city and metropolitan borough of West Midlands, England lying on the River Rea, a small river that runs through Birmingham. It is the largest and most populous British city outside London, the city is in the West Midlands Built-up Area, the third most populous urban area in the United Kingdom, with a population of 2,440,986 at the 2011 census. Birminghams metropolitan area is the second most populous in the UK with a population of 3.8 million and this also makes Birmingham the 8th most populous metropolitan area in Europe. By 1791 it was being hailed as the first manufacturing town in the world, perhaps the most important invention in British history, the industrial steam engine, was invented in Birmingham. From the summer of 1940 to the spring of 1943, Birmingham was bombed heavily by the German Luftwaffe in what is known as the Birmingham Blitz. The damage done to the infrastructure, in addition to a deliberate policy of demolition and new building by planners, led to extensive demolition. Today Birminghams economy is dominated by the service sector and its metropolitan economy is the second largest in the United Kingdom with a GDP of $121. 1bn, and its six universities make it the largest centre of higher education in the country outside London. Birmingham is the fourth-most visited city in the UK by foreign visitors, Birminghams sporting heritage can be felt worldwide, with the concept of the Football League and lawn tennis both originating from the city. Its most successful football club Aston Villa has won seven league titles, people from Birmingham are called Brummies, a term derived from the citys nickname of Brum. This originates from the citys name, Brummagem, which may in turn have been derived from one of the citys earlier names. There is a distinctive Brummie accent and dialect, Birminghams early history is that of a remote and marginal area. The main centres of population, power and wealth in the pre-industrial English Midlands lay in the fertile and accessible river valleys of the Trent, the Severn and the Avon. The area of modern Birmingham lay in between, on the upland Birmingham Plateau and within the wooded and sparsely populated Forest of Arden. Birmingham as a settlement dates from the Anglo-Saxon era, within a century of the charter Birmingham had grown into a prosperous urban centre of merchants and craftsmen. By 1327 it was the third-largest town in Warwickshire, a position it would retain for the next 200 years, by 1700 Birminghams population had increased fifteenfold and the town was the fifth-largest in England and Wales. The importance of the manufacture of goods to Birminghams economy was recognised as early as 1538. Equally significant was the emerging role as a centre for the iron merchants who organised finance, supplied raw materials. The 18th century saw this tradition of free-thinking and collaboration blossom into the phenomenon now known as the Midlands Enlightenment
Birmingham
Birmingham
Birmingham
Birmingham
34.
Hugh Jenkins, Baron Jenkins of Putney
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Hugh Gater Jenkins, Baron Jenkins of Putney, PC was a British politician, campaigner and Labour Party member of Parliament and the House of Lords. Jenkins was Member of Parliament for Putney and served as Arts Minister from 1974 to 1976 and he was the Chair of the Campaign for Nuclear Disarmament between 1979 and 1981, succeeded by Joan Ruddock. His private papers are held at the London School of Economics, Jenkins was born in Enfield, Middlesex into a modest family, his parents being a dairyman and a butchers daughter. He attended Enfield Grammar School and went to work for the Prudential Assurance 1930-40 and he married his first wife, Marie Crosbie, in 1936. She died in 1989 and he married a second time to Helena Maria Pavlidis in 1991, separating in 1994. During World War II he served with the Royal Observer Corps and the Royal Air Force from 1941, and after the war worked at Rangoon Radio until 1947, where he was director of English programmes. An ardent left-winger, Jenkins was active in the Prudential Staff Association, the National Union of Bank Employees and he and his wife, Marie, became active in the politics of his local community in the County Borough of Croydon, Surrey. Jenkins chaired his local Upper Norwood Labour Party and stood for the Council and he stood for Parliament without success in Enfield West in 1950 and Mitcham in 1955. Jenkins was involved in the Victory for Socialism group opposed to the 1956 Suez War and had been a supporter of CND, in 1958 he became a London County Councillor for Hackney North & Stoke Newington until 1965 and served on the London Labour Party executive in 1962. He was also involved with the Arts Council, Jenkins won Putney, where he and Marie had moved, in the 1964 election, quickly becoming involved in the Tribune Group of MPs. He was made Shadow Arts Minister in 1973 and became the Arts Minister in 1974 and he lost his seat in the 1979 General Election to David Mellor of the Conservative Party, and became Chair of CND in the same year. He was made a peer as Baron Jenkins of Putney. He continued to write pamphlets and radio plays, serving on the board of the Royal National Theatre, Jenkins was a long time anti-nuclear campaigner and supporter of CND. His anti-nuclear activities before the formation of CND led to rightwingers within the Labour Party attempting to block him as a parliamentary candidate and he was CND Chair from 1979–81 and Vice-Chair from 1981. As a Member of the House of Lords, he was chair of the Lords CND group and this was the period in which CND underwent a major revival known as the Second Wave
Hugh Jenkins, Baron Jenkins of Putney
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Kenilworth Court, Putney, London
35.
Andrew Humphrey
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Marshal of the Royal Air Force Sir Andrew Henry Humphrey, GCB, OBE, DFC, AFC & Two Bars was a senior officer in the Royal Air Force. He fought in the Second World War as a pilot taking part in the Battle of Britain. He served as the Chief of the Air Staff advising the new Labour Government on the implementation of their latest Defence Review and he then served as Chief of the Defence Staff but caught pneumonia within three months of taking office and died shortly afterwards. The son of John Humphrey CBE and his wife, Agnes Florence Humphrey, Humphrey was born on 10 January 1921 in Edinburgh and he was educated at Belhaven Hill School in Dunbar and Bradfield College. Humphrey joined the Royal Air Force College Cranwell in January 1939 and was granted a permanent commission as an officer on 30 April 1940. Following flying training he was posted as a pilot to No.266 Squadron at RAF Wittering in September 1940, in March 1941 he was involved in an incident when his engine failed and his spitfire crashed in flames but he survived. He was promoted to the war rank of flying officer on 1 May 1941. On a single night in May 1941 he shot down one bomber, Humphrey transferred to No.452 Squadron flying spitfires from RAF Kenley in July 1941 before becoming an instructor at No.58 Operational Training Unit at RAF Grangemouth in August 1941. Awarded the Air Force Cross on 1 January 1943, he attended the Low Attack Instructors School at RAF Milfield in early 1943. He became a Flight Commander with No.6 Squadron flying Hurricanes in North Africa in July 1943 and was promoted to lieutenant on a permanent basis on 7 September 1943. He became an instructor at No and he was awarded a Bar to the Air Force Cross on 1 January 1945, and promoted to the war substantive rank of squadron leader on 20 February 1945. He was confirmed in the rank of squadron leader on a permanent basis on 1 August 1947. Having been appointed an Officer of the Order of the British Empire in the 1951 New Year Honours and promoted to wing commander on 1 July 1951, he became a senior instructor there in February 1953. In December 1953, Humphrey piloted Aries IV, a Canberra B.2, Humphrey attended RAF Staff College in 1955 and was awarded a second Bar to his Air Force Cross in the 1955 Birthday Honours. Humphrey became Officer Commanding RAF Akrotiri in February 1959 and then attended the Imperial Defence College in 1962 before being promoted to air commodore on 1 July 1962. He went on to be Air Member for Personnel with the rank of air marshal on 18 March 1968. Having been promoted to the rank of air marshal on 1 January 1969. He was advanced to Knight Grand Cross of the Order of the Bath in the 1974 New Year Honours, Humphrey was appointed Air Aide-de-Camp to the Queen on 31 March 1974 and Chief of the Air Staff on 1 April 1974
Andrew Humphrey
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Air Chief Marshal Sir Andrew Humphrey c.1974
Andrew Humphrey
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Hawker Hurricane, a type flown by Humphrey during the Second World War
Andrew Humphrey
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Humphrey (centre) with his two navigators after the flight from Cape Town to London
36.
Supermarine Spitfire
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The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries before, during and after World War II. The Spitfire was built in many variants, using several wing configurations and it was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be popular among enthusiasts, about 54 remain airworthy, Spitfire units, however, had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes because of its higher performance. Spitfires in general were tasked with engaging Luftwaffe fighters during the Battle, much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was an adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. As a consequence of this, the Spitfires performance and capabilities improved over the course of its service life and this made its first flight in February 1934. Of the seven designs tendered to F7/30, the Gloster Gladiator biplane was accepted for service and this led to the Type 300, with retractable undercarriage and the wingspan reduced by 6 ft. This was submitted to the Air Ministry in July 1934, but was not accepted, on 3 January 1935, they formalised the contract with a new specification, F10/35, written around the aircraft. On 5 March 1936, the prototype took off on its first flight from Eastleigh Aerodrome, at the controls was Captain Joseph Mutt Summers, chief test pilot for Vickers, who is quoted as saying Dont touch anything on landing. This eight-minute flight came four months after the flight of the contemporary Hurricane. K5054 was fitted with a new propeller, and Summers flew the aircraft on 10 March 1936, after the fourth flight, a new engine was fitted, and Summers left the test-flying to his assistants, Jeffrey Quill and George Pickering. They soon discovered that the Spitfire was a good aircraft. The rudder was over-sensitive and the top speed was just 330 mph, here, Flight Lieutenant Humphrey Edwardes-Jones took over the prototype for the RAF. He had been orders to fly the aircraft and then to make his report to the Air Ministry on landing. Edwardes-Joness report was positive, his only request was that the Spitfire be equipped with a position indicator. A week later, on 3 June 1936, the Air Ministry placed an order for 310 Spitfires, before any formal report had been issued by the A&AEE, the British public first saw the Spitfire at the RAF Hendon air-display on Saturday 27 June 1936. The first and most immediate problem was that the main Supermarine factory at Woolston was already working at full capacity fulfilling orders for Walrus and Stranraer flying boats. In February 1936 the director of Vickers-Armstrongs, Sir Robert MacLean, guaranteed production of five aircraft a week, on 3 June 1936, the Air Ministry placed an order for 310 aircraft, for a price of £1,395,000
Supermarine Spitfire
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Spitfire
Supermarine Spitfire
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The unpainted Spitfire prototype K5054 at Eastleigh airfield, just before the first flight. The angled rudder mass balance and unfaired main undercarriage and tailskid can be seen. This aircraft was written off after a landing accident at the Royal Aircraft Establishment (R.A.E.) at Farnborough on 4 September 1939.
Supermarine Spitfire
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Spitfire Mk IIA, P7666, EB-Z, "Observer Corps", was built at Castle Bromwich, and delivered to 41 Squadron on 23 November 1940.
Supermarine Spitfire
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This Spitfire PR Mk XI (PL965) was built at RAF Aldermaston in southern England
37.
Nuclear deterrent
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Nuclear strategy involves the development of doctrines and strategies for the production and use of nuclear weapons. As a sub-branch of military strategy, nuclear strategy attempts to match nuclear weapons as means to political ends, in addition to the actual use of nuclear weapons whether in the battlefield or strategically, a large part of nuclear strategy involves their use as a bargaining tool. Some of the issues considered within nuclear strategy include, Under what conditions does it serve a nations interest to nuclear weapons. What types of weapons should be developed. When and how should such weapons be used, many strategists argue that nuclear strategy differs from other forms of military strategy. The immense and terrifying power of the weapons makes their use, in seeking victory in a military sense. Perhaps counterintuitively, an important focus of nuclear strategy has been determining how to prevent and deter their use, in the context of nuclear proliferation and maintaining the balance of power, states also seek to prevent other states from acquiring nuclear weapons as part of nuclear strategy. The doctrine of mutual assured destruction assumes that a nuclear deterrent force must be credible and survivable and that is, each deterrent force must survive a first strike with sufficient capability to effectively destroy the other country in a second strike. Therefore, a first strike would be suicidal for the launching country, in the late 1940s and 1950s as the Cold War developed, the United States and Soviet Union pursued multiple delivery methods and platforms to deliver nuclear weapons. Three types of platforms proved most successful and are called a nuclear triad. These are air-delivered weapons, ballistic missile submarines, and intercontinental ballistic missiles, although not considered part of the deterrent forces, all of the nuclear powers deployed large numbers of tactical nuclear weapons in the Cold War. These could be delivered by virtually all platforms capable of delivering large conventional weapons, during the 1970s there was growing concern that the combined conventional forces of the Soviet Union and the Warsaw Pact could overwhelm the forces of NATO. It seemed unthinkable to respond to a Soviet/Warsaw Pact incursion into Western Europe with strategic nuclear weapons, thus, technologies were developed to greatly reduce collateral damage while being effective against advancing conventional military forces. Other technologies were so-called “suppressed radiation devices, ” which produced mostly blast with little radioactivity, making them much like conventional explosives, strangelove, a film satirizing nuclear strategy. Dunn, Lewis A. dead link]Deterrence Today – Roles, Challenges, New Haven, Yale University Press,1966. The Arms Dynamic in World Politics, New York, St. Martins Press,1989. NATO, Britain, France and the FRG, Nuclear Strategies and Forces for Europe, 1949–2000, Strategies and Belief Systems in Britain, France and the FRG, 277p. A Comparison of NATO and WTO War Aims and Strategies, Contemporary European History Vol.7 Part 3, Warsaw Pact Military Doctrines in the 70s and 80s, Findings in the East German Archives, Comparative Strategy Vol.12 No
Nuclear deterrent
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Nuclear weapons
38.
Vickers Valiant
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The Vickers-Armstrongs Valiant was a British four-jet high-altitude bomber, once part of the Royal Air Forces V bomber nuclear force in the 1950s and 1960s. It was developed by Vickers in response to Specification B. 35/46 issued by the Air Ministry for a nuclear-armed jet-powered bomber. The Valiant was the first of the V bombers to become operational, and was followed by the Handley Page Victor, the Valiant has the distinction of being the only V bomber to drop live nuclear weapons. As developed, the Valiant was intended for operations as a strategic bomber. During the late 1950s, in response to advances in surface-to-air missile technology. Valiants were used for bombing missions over Egypt for Operation Musketeer during the Suez Crisis of 1956. Rather than proceeding with a rebuilding program, the Valiant was formally retired in 1965. Its duties were continued by the other V-bombers which remained in service until the 1980s, in conjunction with this ambition, Britain set about developing its own atomic weapons. In January 1947, the British Air Ministry issued Specification B. 35/46 for a jet bomber intended to carry nuclear weapons. Roe, Handley-Page and Vickers-Armstrongs submitted advanced designs intended to meet the stringent requirements, two prototypes were completed, the first conducting its maiden flight in 1951, but the Sperrin was ultimately relegated to research and development purposes only. Vickers had emerged from the Second World War as one of the worlds pre-eminent companies in the field of aeronautical manufacturing, the proposed design submitted by Vickers was relatively straightforward, being less aerodynamically advanced and unfunny in comparison to competing bids made by rival firms. Both Handley-Page and Avro had produced very advanced designs for the bomber competition and these would be produced as the Victor and the Vulcan respectively, the Air Staff decided to award contracts to each company as a form of insurance in case one of these designs had failed. The submissions became known as the V bombers, the aircraft all being given names that started with the letter V, in February 1949, two prototypes of the aircraft were ordered. The first of these was to be fitted with four Rolls-Royce RA.3 Avon turbojet engines, the pilot was Captain Joseph Mutt Summers, who had also been the original test pilot on the Supermarine Spitfire, and wanted to add another first to his record before he retired. His co-pilot on the first flight was Gabe Jock Bryce, who succeeded Summers as Vickers chief test pilot upon his retirement shortly afterwards. The next month, the Vickers Type 660 was given the name of Valiant. The name Valiant had been selected by a survey of Vickers employees and it was fitted with more powerful RA. The short delay until the prototype became available for testing
Vickers Valiant
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Vickers Valiant
Vickers Valiant
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First prototype at Farnborough Airshow, 1951
Vickers Valiant
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Valiant B(PR)K.1 WZ393 of 90 Squadron in original all-metal finish displaying at Blackpool Squires Gate airport in 1957
Vickers Valiant
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Side view of a Yellow Sun nuclear bomb under the wing of a Vickers Valiant at RAF Cosford museum
39.
Blue Steel missile
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The Avro Blue Steel was a British air-launched, rocket-propelled nuclear armed standoff missile, built to arm the V bomber force. It allowed the bomber to launch the missile against its target while still outside the range of surface-to-air missiles, the missile proceeded to the target at high speeds up to Mach 3, and would trigger within 100 m of the pre-defined target point. Blue Steel entered service in 1963, by which point improved SAMs with longer range had greatly eroded the advantages of the design, a longer-range version, Blue Steel II, was considered, but cancelled in favour of the much longer-range GAM-87 Skybolt system from the US. When development of system was cancelled in 1962 the V-bomber fleet was considered highly vulnerable. Blue Steel remained the primary British nuclear deterrent weapon until the Royal Navy started operating Polaris ballistic missiles from Resolution-class submarines, the answer was for a rocket-powered, supersonic missile capable of carrying a large nuclear warhead with a range of at least 50 mi. This would keep the bombers out of range of Soviet ground-based defences installed around the target area, allowing the warhead to dash in at high speed. There would have to be a balance between the size of the warhead, the need for it to be carried by any of the three V-bomber types in use, and that it should be able to reach Mach 3. At the time the only strategic warheads available in the UK were the Orange Herald and Green Bamboo, the Air Staff issued this requirement for a stand-off bomb as OR.1132 in September 1954. Avro began work proper in 1955, with the assigned Rainbow Code name of Blue Steel which it would keep in service, with Elliots working on the guidance system Armstrong Siddeley would develop the liquid fuel engine. The large girth of Blue Steel was determined by the 45 inches implosion sphere diameter of Green Bamboo, Avro proposed that Blue Steel would evolve over time, subsequent versions increasing speed and range. The ultimate Blue Steel would be a 900 nmi range weapon that could be launched by the supersonic Avro 730 under development and they were told to limit themselves to the specification of OR.1132. The project was delayed by the need to develop the stainless steel fabrication techniques, Elliots guidance system was plagued by accuracy problems delaying test flights. Red Snow was smaller and lighter than the earlier warhead proposals, the missile was fitted with a state-of-the-art inertial navigation unit. This system allowed the missile to strike within 100 metres of its designated target, Blue Steel emerged as a pilotless, winged aircraft roughly the size of the experimental Saunders-Roe SR.53 interceptor, with clipped delta wings and small canard foreplanes. It was powered by a two-chamber Armstrong Siddeley Stentor Mark 101 rocket engine, burning a combination of hydrogen peroxide, the fuel was a considerable operational problem, because fuelling the missile before launch took nearly half an hour, and was quite hazardous. It required the site to be flooded with water. Another issue was the small ground clearance when attached to the Handley Page Victor. On launch the rocket engines first chamber developing 24,000 lbf thrust would power the missile along a course to the target at around Mach 1.5
Blue Steel missile
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Avro Blue Steel nuclear missile (front) at the Midland Air Museum
Blue Steel missile
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Blue Steel missile
Blue Steel missile
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Avro Blue Steel missile (side view) at the Midland Air Museum behind the wing of an Avro Vulcan bomber
Blue Steel missile
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Rear view of Blue Steel missile at RAF Cosford aerospace museum, showing the twin-chamber "Stentor" rocket motor
40.
RAF Fylingdales
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RAF Fylingdales is a Royal Air Force station on Snod Hill in the North York Moors, England. It is a base and is also part of the Ballistic Missile Early Warning System. As part of intelligence-sharing arrangements between the United States and United Kingdom, data collected at RAF Fylingdales are shared between the two countries and its primary purpose is to give the British and US governments warning of an impending ballistic missile attack. A secondary role is the detection and tracking of orbiting objects, while the radar station remains a British asset operated and commanded by the Royal Air Force, it also forms one of three stations in the United States BMEWS network. The other two stations in the network are Thule Air Base, Greenland and Clear Air Force Station, to this end a United States Air Force liaison officer is stationed at the base. The primary radars of RAF Fylingdales are Active electronically scanned array radars, mounted on each face of a truncated tetrahedron and this makes Fylingdales unique amongst its peers in that it covers a full 360 degrees. Each of the three arrays contains around 2560 transmit/receive modules, total power output equates to some 2.5 MW. The functions of RAF Fylingdales have been subject to criticism from groups, such as the Campaign for Nuclear Disarmament. These stem from concerns regarding the association with nuclear warfare. They argue against the UK assisting the US National Missile Defense programme with RAF Fylingdales ability to detect attacks, the Ministry of Defence defends the use and role of the facility however, regarding RAF Fylingdales as part of the UKs contribution to counter a military threat. Another RAF Station, RAF Menwith Hill, is located in Yorkshire and has a close arrangement with the United States. It too has been the focus of protests, the monitoring function is referred to in the Jethro Tull song Fylingdale Flyer which appears on the album A and in the Slipstream video. The station was built by the Radio Corporation of America in 1962, RAF Fylingdales consisted of three 40-metre-diameter golfballs or geodesic domes containing mechanically steered radar. It became a local tourist attraction as a result, the issue was investigated by the local NHS organisation, the Scarborough, Whitby and Ryedale Primary Care Trust, and a report was released in December. It concluded that there was no link between RAF Fylingdales and local cancer rates nor any abnormal risk, as cancer rates in the area proved to be normal. A2003 MoD report on the impact of the NMD upgrade at RAF Fylingdales reiterated that the base was within health guidelines, in the late 1990s the United States decided to pursue a National Missile Defense plan fully, and RAF Fylingdales attracted further publicity. To improve tracking capabilities the United States wanted the use of Fylingdales as part of its NMD network, after receiving a formal request from the US, the British Government agreed to its use as an NMD tracking facility in 2003. This decision has led to renewed demonstrations by CND and other anti-nuclear and anti-war protestors and it has also complicated Britains fragile relationship with certain European Union states such as France
RAF Fylingdales
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The radomes at Fylingdales in 1986
RAF Fylingdales
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Vigilamus
RAF Fylingdales
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The Solid State Phased Array Radar (SSPAR)
41.
BMEWS
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The RCA 474L Ballistic Missile Early Warning System was a United States Air Force Cold War system of radar, computer, and communications systems that included ballistic missile detection radars. The network of 12 radars for detecting a mass ballistic missile attack launched on northern approaches 15 to 25 minutes warning time also provided Project Space Track satellite data, BMEWS consisted of two types of radars and various computer and reporting systems to support them. The first type of radar consisted of large, fixed rectangular partial-parabolic reflectors with two primary feed points. They produced two fan-shaped microwave beams that allowed them to detect targets across a wide horizontal front at two narrow vertical angles. These were used to provide wide-front coverage of missiles rising into their radar horizon, the second type of radar was used for fine tracking of selected targets, and consisted of a very large steerable parabolic reflector under a large radome. These radars provided high-resolution angular and ranging information that was fed to a computer for rapid calculation of the impact points of the missile warheads. Cape Canaveral missiles, and an adjunct high-power UHF test facility employed the Millstone transmitter to stress-test the components that were candidates for the operational BMEWS. A prototype AN/FPS-43 BMEWS radar completed at Trinidad in 1958 went operational on February 4,1959, on June 30,1958, NORAD emphasized that the BMEWS could not be considered as a self-contained entity separate from the Nike Zeus, or vice versa. In late 1959, ARPA opened the 474L System Program Office, and BMEWS 12th Missile Warning Squadron at Thule…began operating in January 1960. Clear AFS construction began in August 1958 with 700 workers, and Thule Site J construction began by May 18,1960, with radar pedestals complete by June 2. Thule testing began on May 16,1960, IOC was on September 30, the Clear Msl Early Warning Stn, Nenana, AK was assigned to Hanscom Field, Massachusetts, by the JCA on April 1,1961. Joseph P. Kaufman was charged with giving defense data to, the 71st Surveillance Wing, Ballistic Missile Early Warning System, was activated on December 6,1961 at Ent AFB. During the Cuban Missile Crisis, the Moorestown AN/FPS-49 radar on October 24 was withdrawn from SPADATS,1962 strikes and walkouts delayed Fylingdales planned completion from March until September 1963 and on November 7, the Pentagon BMEWS display subsytem installation was complete. At the end of 1962, NORAD was concerned over BMEWS virtual inability to detect objects beyond a range of 1500 nautical miles, the Moorestown FPS-49 completed a BMEWS signature analysis program on scale models by January 1963. g. The AN/FPS-92 with 66-inch panels was added to Clear in 1966, and in 1967, BMEWS modification testing was complete on May 15, in 1968, Ents 9th Division HQ had a Spacetrack/BMEWS Maintenance Section. In 1975, SECDEF told Congress that Clear would be closed when Cobra Dane, by 1976, BMEWS included IBM7094, CDC6000, and Honeywell 800 computers. On October 1,1979, Thule and Clear transferred to Strategic Air Command when ADCOM was broken up then to Space Command in 1982. To replace AN/FSQ-28 predictors, a late 1970s plan for processing returns from MIRVs installed in new Missile Impact Predictor computers was complete by September 1984
BMEWS
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Three of the huge AN/FPS-50 radars, BMEWS Site 2, near Anderson, Alaska, in 1962.
BMEWS
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Sketch of Clear Air Force Station BMEWS radars which were replaced by a SSPARS [1] constructed April 16, 1998-February 1, 2001.
BMEWS
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4 AN/FPS-50 detection reflectors at Thule J-site (replacement by an AN/FPS-120 with "two-faced…phased array radar…in 2QFY87.") The concrete foundation included a large refrigeration system to prevent the curing concrete's heat from melting Permafrost.
BMEWS
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BMEWS tracking monitors in the Thule Tactical Operations Room, which were upgraded in 1987 (renamed "Missile Warning Operations Center").
42.
Hawker Hunter
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The Hawker Hunter is a transonic British jet-powered fighter aircraft that was developed by Hawker Aircraft for the Royal Air Force during the late 1940s and early 1950s. It was designed to take advantage of the newly developed Rolls-Royce Avon turbojet engine and the swept wing, on 7 September 1953, the modified first prototype broke the world air speed record for jet-powered aircraft, achieving a speed of 727.63 mph. The all-weather/night fighter role was filled by the Gloster Javelin, successively improved variants of the type were produced, adopting increasingly more capable engine models and expanding its fuel capacity amongst other modifications being implemented. Hunters were also used by two RAF display teams, the Black Arrows, who on one occasion looped a record-breaking 24 Hunters in formation, and later the Blue Diamonds, the Hunter was also widely exported, serving with a total of 21 overseas air forces. Two-seat variants remained in use for training and secondary roles with the RAF, sixty years after its original introduction it was still in active service, being operated by the Lebanese Air Force until 2014. Overall,1,972 Hunters were manufactured by Hawker Aircraft and its successor, Hawker Siddeley, in British service, the Hunter was replaced in its principal roles by the Lightning, the Hawker Siddeley Harrier and the McDonnell Douglas F-4 Phantom II. During 1945, the Second World War came to a close, Aviation author Derek Wood refers to this policy as being, a fatal error of judgement which was to cost Britain a complete generation of fighters and heavy bomber aircraft. By this time, it had become apparent that newly developed jet propulsion would form the future of fighter aircraft development. Many companies were quick to devise their own designs to harness this means of propulsion, Hawker Aviations chief designer, Sydney Camm, had proposed the Hawker P.1040 for the RAF, but the demonstrator failed to interest them. Further modifications to the design resulted in the Hawker Sea Hawk carrier-based fighter. However, the Sea Hawk possessed a straight wing and was powered by the Rolls-Royce Nene turbojet engine, both features that rapidly became obsolete. Seeking better performance and fulfilment of the Air Ministry Specification E. 38/46, Sydney Camm designed the Hawker P.1052, which was essentially a Sea Hawk outfitted with a 35-degree swept wing. As a private venture, Hawker proceeded to convert the second P.1052 prototype into the Hawker P.1081 with swept tailplanes, a fuselage. In 1951, the sole P.1081 prototype was lost in a crash, in 1946, the British Air Ministry issued Specification F. 43/46, which sought a daytime jet-powered interceptor aircraft. Camm promptly prepared a new design for a fighter that would be powered by the upcoming Rolls-Royce Avon turbojet. Initially fitted with an air intake in the nose and a T-tail. The intakes were moved to the roots to make room for weapons and radar in the nose. On 20 July 1951, the P.1067 made its flight, flown by Neville Duke, from RAF Boscombe Down
Hawker Hunter
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Hunter
Hawker Hunter
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RAF Hunters of the Black Arrows performing aerobatics at Farnborough Airshow, 1960
Hawker Hunter
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The prototype Hunter WB188, modified to Mark 3 standard, displayed in its world speed record colours in 1976
Hawker Hunter
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"Miss Demeanour" – a privately owned Hawker Hunter F.58A, 2007
43.
RAF Brawdy
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Cawdor Barracks is a military installation located 6.3 miles east of St Davids, Pembrokeshire and 9.8 miles south west of Fishguard, Pembrokeshire, Wales. It was an operational airbase between 1944 and 1992 being used by both the Royal Air Force and the Royal Navy before the site was turned over to the British Army, the squadron moved to RAF Chivenor on 30 November 1945. The next squadron to move in was 521 Squadron from December 1944 until May 1945 as a detachment operating the Boeing Fortress II, between 2 February 1944 and 27 April 1946595 Squadron aircraft may have been based here with a variety of aircraft as a detachment. On 1 January 1946 the station was handed over to the Fleet Air Arm of the Royal Navy and was used as a Relief Landing Ground for RNAS Dale. It was commissioned as HMS Goldcrest on 4 September 1952 and in March 1953 the first Hawker Sea Hawk entered service with 806 Naval Air Squadron at RNAS Brawdy, from 1963 till 1971 Fairey Gannets and Hawker Hunters were based at Brawdy in 849 NAS and 738/759 NAS respectively. The Gannets were primarily used in Airborne Early Warning and the Hunters for advanced flying training including low-level navigation, ground attack, the Royal Navy left in 1971 and the base was allocated to the Department of the Environment.10 search and rescue helicopters. In September of the same year No.229 Operational Conversion Unit, later the Tactical Weapons Unit, the station was home to Hawker Hunter aircraft of the TWU. The gate guardian at the base was initially a Supermarine Spitfire and this airframe was subsequently sold to Steve Petch, a private collector. Between 1 September 1976 and July 1978 a detachment of 202 Sqn flying Whirlwind HAR. 10s used the airfield, by the late 1970s TWU operated BAE Systems Hawk T. 1As of 234 Sqn and 79 Sqn Squadron. The RAF withdrew in 1992, the airbase was transferred to the Army, the barracks were established, on the site of the former RAF Brawdy airfield, in 1995. They took their name from the earls of Cawdor and the site became the main electronic warfare base of the British Army. As such the barracks became home to the 14th Signal Regiment, RAF Squadrons, a Comprehensive Record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912. Shrewsbury, Shropshire, UK, Airlife Publishing,2001
RAF Brawdy
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Cawdor Barracks
RAF Brawdy
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Cawdor Barracks RAF Brawdy RNAS Brawdy HMS Goldcrest
RAF Brawdy
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Sea Hawk F1s of 898 Naval Air Squadron at RNAS Brawdy, 1954.
44.
Harrier Jump Jet
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The Harrier, informally referred to as the Harrier Jump Jet, is a family of jet-powered attack aircraft capable of vertical/short takeoff and landing operations. It was conceived to operate from improvised bases, such as car parks or forest clearings, without requiring large, later, the design was adapted for use from aircraft carriers. The Sea Harrier is a naval strike/air defence fighter, the AV-8B and BAE Harrier II are the respective US and British variants of the second generation Harrier aircraft. There was no support for the development from HM Treasury. The Hawker P.1127 was ordered as a prototype and flew in 1960, NATO developed a specification for a VTOL aircraft, but one that was expected to have the performance of an aircraft like the McDonnell Douglas F-4 Phantom II. Hawker drafted a version of the P.1127, the P.1150, and also the Hawker P.1154. Work on the P.1127 continued with nine evaluation aircraft and these started flying in 1964 and were assessed by the Tri-partite Evaluation Squadron, which consisted of British, US and German pilots to determine how VTOL aircraft could be operated. With the cancellation of the P.1154, the RAF ordered a modified P. 1127/Kestrel as the Harrier GR.1 in 1966 and these were developed directly from the Hawker P.1127 prototype and the Kestrel evaluation aircraft. The British Aerospace Sea Harrier is a naval V/STOL jet fighter, reconnaissance and attack aircraft, the first version entered service with the Royal Navys Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the Shar. The upgraded Sea Harrier FA2 entered service in 1993 and it was withdrawn from Royal Navy service in March 2006. It was withdrawn from Indian Navy service on 6 May 2016, the Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace, leading to the Boeing/BAE Systems AV-8B Harrier II. This is a family of second-generation V/STOL jet multi-role aircraft, including the British Aerospace-built Harrier II GR5/GR7/GR9, the AV-8B is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including Spain, Italy, the British Harrier II was used by the Royal Air Force and the Royal Navy until 2010 when the UK Joint Force Harrier was disbanded as cost-saving measure. Between 1969 and 2003,824 Harrier variants were delivered, while the manufacture of new Harriers concluded in 1997, the last remanufactured aircraft was delivered in December 2003, ending the Harrier production line. The Harrier Jump Jet, capable of taking off vertically, can only do so at less than its maximum loaded weight. In most cases, a take off is performed, using forward speed to achieve aerodynamic lift. On aircraft carriers, a ramp is employed at the bow of the carrier to assist the aircraft in becoming airborne. Landings are typically performed very differently, although a conventional landing is possible, the range of speeds at which this can be done is narrow due to relatively vulnerable outrigger undercarriage
Harrier Jump Jet
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Harrier Jump Jet
Harrier Jump Jet
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The Hawker P.1127, predecessor of the Harrier
Harrier Jump Jet
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An RAF Harrier GR3 on display at Bletchley Park, England
Harrier Jump Jet
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Royal Navy Sea Harrier FA2s of 801 Naval Air Squadron on the deck of HMS Illustrious in the Persian Gulf
45.
No. 1 Squadron RAF
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No.1 Squadron is a squadron of the Royal Air Force. It was the first squadron to fly a VTOL aircraft and it currently operates Eurofighter Typhoon aircraft from RAF Lossiemouth. These include the Second World War, Suez Crisis, Falklands War, Gulf War, Kosovo War, and Operation Telic. No.1 Squadrons origins go back to 1878 when its predecessor, No.1 Balloon Company, was formed at the Royal Arsenal, on 1 April 1911 the Air Battalion of the Royal Engineers was created. The battalion initially consisted of two companies, with No.1 Company, Air Battalion taking responsibility for lighter than air flying, the first Officer Commanding was Captain E. M. Maitland. On 13 May 1912, with the establishment of the Royal Flying Corps, No.1 Company of the Air Battalion was redesignated No.1 Squadron, No.1 Squadron was one of the original three Royal Flying Corps squadrons. Maitland continued as the new squadrons Officer Commanding and he was promoted to several days after the establishment of the squadron. It retained the airships Beta and Gamma, adding Delta and Eta, as well as kites, however, in October 1913 a sudden decision was made to transfer all the airships to the Naval Wing of the RFC. While retaining kites 1 Squadron was reorganised as a park for the British Expeditionary Force. On 1 May 1914, Major Charles Longcroft was appointed as the new squadron commander, apart from a few weeks as a supernumerary in August and September 1914, Longcroft continued as the squadron commander until January 1915. The squadron was reformed as a squadron in August 1914. It operated mainly in the reconnaissance rôle, with a few single seat fighters for escort purposes and it retained Morane Parasols for reconnaissance, until becoming a dedicated fighter squadron on 1 January 1917, flying Nieuport 17s and Nieuport 27. The obsolete Nieuports were replaced by more modern S. E. 5as in January 1918, on incorporation into the RAF on 1 April 1918 the squadron kept its numeral, No 1 Squadron of the Royal Naval Air Service was displaced to become No.201 Squadron RAF. No.1 Squadron had among its ranks no fewer than 31 flying aces, the squadron returned to the UK from France in March 1919, being formally disbanded on 20 January 1920. On the next day it reformed at Risalpur in the North West Frontier of India, flying the Sopwith Snipe. and from January 1920. It moved to Hinaidi near Baghdad in Iraq in May 1921, to carry out policing duties, retaining its Snipes and it remained in Iraq, carrying out strafing and bombing against hostile tribal forces until November 1926 when it was disbanded. In early 1927 it was reformed at Tangmere, Sussex as a Home Defence Fighter Squadron, after receiving the Hawker Fury Mk. The squadron re-equipped with the Hurricane Mk. I in October 1938, on the outbreak of the Second World War in September 1939 the squadron was deployed to France as part of the RAF Advanced Air Striking Force
No. 1 Squadron RAF
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Official Squadron Badge of No. 1 Squadron RAF
No. 1 Squadron RAF
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27 December 1917: No.1 RAF Squadron with Nieuport 17s and Nieuport 24s at Bailleul. See
No. 1 Squadron RAF
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P/O "Taffy" Clowes climbing into his 1 Sqn Hurricane I at Wittering, in October 1940.
No. 1 Squadron RAF
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A 1 Sqn. Harrier GR7 at Aviano Air Base, Italy, in March 2007.
46.
Falklands
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The Falkland Islands are an archipelago in the South Atlantic Ocean on the Patagonian Shelf. The principal islands are about 300 miles east of South Americas southern Patagonian coast, the archipelago, with an area of 4,700 square miles, comprises East Falkland, West Falkland and 776 smaller islands. As a British overseas territory, the Falklands have internal self-governance, the islands capital is Stanley on East Falkland. Controversy exists over the Falklands discovery and subsequent colonisation by Europeans, at various times, the islands have had French, British, Spanish, and Argentine settlements. Britain reasserted its rule in 1833, although Argentina maintains its claim to the islands, in April 1982, Argentine forces temporarily occupied the islands. British administration was restored two months later at the end of the Falklands War, most Falklanders favour the archipelago remaining a UK overseas territory, but its sovereignty status is part of an ongoing dispute between Argentina and the United Kingdom. The population primarily consists of native-born Falkland Islanders, the majority of British descent, other ethnicities include French, Gibraltarian and Scandinavian. Immigration from the United Kingdom, the South Atlantic island of Saint Helena, under the British Nationality Act 1983, Falkland Islanders are British citizens. The islands lie on the boundary of the oceanic and tundra climate zones. They are home to bird populations, although many no longer breed on the main islands because of competition from introduced species. Major economic activities include fishing, tourism and sheep farming, with an emphasis on high-quality wool exports, oil exploration, licensed by the Falkland Islands Government, remains controversial as a result of maritime disputes with Argentina. The Falkland Islands take their name from the Falkland Sound, a strait separating the two main islands. The name Falkland was applied to the channel by John Strong, Strong named the strait in honour of Anthony Cary, 5th Viscount of Falkland, the Treasurer of the Navy who sponsored their journey. The name Falklands was not applied to the islands until 1765, the term Falklands is a standard abbreviation used to refer to the islands. The Spanish name for the archipelago, Islas Malvinas, derives from the French Îles Malouines — the name given to the islands by French explorer Louis-Antoine de Bougainville in 1764, Bougainville, who founded the islands first settlement, named the area after the port of Saint-Malo. The port, located in the Brittany region of western France, was in turn named after St. Malo, in Spanish, the territory was designated as Islas Malvinas. The nomenclature used by the United Nations for statistical processing purposes is Falkland Islands, although Fuegians from Patagonia may have visited the Falkland Islands in prehistoric times, the islands were uninhabited at the time of their discovery by Europeans. Claims of discovery date back to the 16th century, but no consensus exists on whether these early explorers discovered the Falklands or other islands in the South Atlantic, whether or not the settlements were aware of each others existence is debated by historians
Falklands
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Naval confrontation during the 1914 Battle of the Falkland Islands; painting by William Lionel Wyllie
Falklands
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Flag
Falklands
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Government House in Stanley is the Governor's official residence.
Falklands
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Colony of southern rockhopper penguins on Saunders Island
47.
Goose Green
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Goose Green is a settlement in Lafonia on East Falkland in the Falkland Islands. It lies on Choiseul Sound, on the east side of the central isthmus,2 miles south-southwest of Darwin. With a population of about 40, it is the third largest settlement of the Falkland Islands, after Stanley, Goose Green has a shop and a small airfield. Local attractions include the nearby Bodie Suspension Bridge and the Vicar of Bray shipwreck, Goose Green farm itself is massive. At 430,000 acres, it is double the size of the farms at Port Howard, during the Falklands War, it was the scene of the Battle of Goose Green. Goose Green was established in 1875, as the site of a tallow factory, according to the 1911 Encyclopædia Britannica, at the turn of the 20th century, many of the local inhabitants were Scottish, which in part is reflected by the nearby placename, Brenton Loch. There were thirteen people recorded as living here at that time, at about this time, Goose Green began to take off, A canning factory was opened in 1911 at Goose Green, and was extremely successful for nine years. It absorbed a large proportion of sheep, but during the slump of the postwar years. In 1927, the settlements huge sheep shearing shed was built, however, this claim is hard to verify. In 1979,100,598 sheep were shorn at Goose Green, up until the 1970s, Goose Green was the site of a boarding school, run by the state. Camp children boarded here, and there were 40 spaces, the boarding school was later transferred to Stanley, although the recent emphasis has been on locally based education. The school itself became an Argentine HQ, and was burnt down, a new school has been built for local children. The town population has shrunk since the Falklands War, in 1982, there were a hundred residents, in 2000 there were forty. It is now part of the Falkland Landholdings Corporation, a government-managed company, there are two listed buildings here, the Stone Cottage, and the village hall. The area is home to the Falkland Islands radar antenna array, part of the Super Dual Auroral Radar Network, the array, comprising 16 50-foot masts, began work in 2010. Goose Green was occupied by Argentine forces during the Falklands War, over one hundred islanders were imprisoned in the community hall, while over 1,200 Argentine troops occupied the settlement and nearby Darwin. The area is heavily mined. Battle of Goose Green Chris Keeble Ítalo Piaggi
Goose Green
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Goose Green in 2012
Goose Green
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For other places with the same name, see Goose Green (disambiguation).
48.
RAF Cottesmore
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Royal Air Force Station Cottesmore or more simply RAF Cottesmore is a former Royal Air Force station in Rutland, England, situated between Cottesmore and Market Overton. The station housed all the operational Harrier GR9 squadrons in the Royal Air Force, on 15 December 2009 it was announced that the station would close in 2013 as part of defence spending cuts, along with the retirement of the Harrier GR9 and the disbandment of Joint Force Harrier. However the formal closing ceremony took place on 31 March 2011 with the airfield becoming a satellite to RAF Wittering until March 2012, in July 2011 Defence Secretary Liam Fox announced plans for it to be the airfield for one of five of the Armys Multi-Role Brigades. In April 2012 it was renamed Kendrew Barracks after Major General Sir Douglas Kendrew, the badge of RAF Cottesmore consisted of a hunting horn, a five-pointed star and a horseshoe. The description is in front of a horseshoe a mullet overall a hunting horn in bend, the motto We rise to our obstacles is both a reference to the Cottesmore Hunt and was intended to convey the spirit with which the Royal Air Force confronts difficulties. The badge was granted in 1948, the badge appears on the nameplate of the LNER Peppercorn Class A160163 Tornado steam locomotive that was named by HRH The Prince of Wales and The Duchess of Cornwall on 19 February 2009. RAF Cottesmore opened on 11 March 1938, the station was used mainly for training, and the first squadrons were equipped with Vickers Wellesley aircraft, but soon converted to Fairey Battles. Later RAF Bomber Command took over the airfield, again as a training station and these units remained in residence until a few days before the outbreak of war in 1939 when they were sent to RAF Cranfield to serve as a pool providing replacements for combat losses. Their place at Cottesmore was taken by Nos.106 and 185 Squadrons, however, with the outbreak of war, the aircraft and crews were sent to locations in the north and west, as enemy air attacks were expected over the southern half of England. As these never materialised, the Hampdens returned in the spring of 1940 and No.185 Squadron became the Hampden operational training unit, cottesmores Hampdens first trespass into hostile airspace was a leaflet dropping operation over northern France. In October 1940,106 Squadron moved to RAF Finningley while No.14 OTU remained training crews for Bomber Command, its Hampdens, Training continued for three years and three months until August 1943 when No.14 OTU moved to RAF Market Harborough. On 8 September 1943 the United States Army Air Forces took the facilities over, under the designation USAAF Station 489, in anticipation of the stations future use by airborne forces,32 Horsa gliders were delivered for storage in July 1943. The 316th Troop Carrier Group began to arrive at Cottesmore on 15 February 1944 when 52 C-47, Cottesmore was officially handed back to the RAF on 1 July 1945. As a pre-war base with permanent buildings, it was inevitable that it would not remain vacant for long, Cottesmore again became a training station. In 1954 English Electric Canberras were moved in, the first time front-line combat aircraft had been based there, in 1957 it was announced that Cottesmore would become a base for aircraft of the V bomber force, carriers of Britains nuclear deterrent. The squadrons carried out Quick Reaction Alert duties using Handley Page Victor and later Avro Vulcan bombers, when they left the base was used by 90 Signals Group. Flight Checking, Trials and Evaluation Flight used 98 Squadron and 115 Squadron to provide ILS and radar trials, No.231 Operational Conversion Unit moved into Cottesmore on 19 May 1969 equipped with Canberras, staying until 12 February 1976 when it moved to RAF Marham. No.360 Squadron, an electronic countermeasures squadron flying Canberras,360 Squadron moved in September 1975 to RAF Wyton
RAF Cottesmore
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Aerial photograph of RAF Cottesmore looking north east, the technical site with four C-Type hangars is on the right, 3 Jun 1942.
RAF Cottesmore
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Station crest
RAF Cottesmore
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Douglas C-47A-80-DL Serial 43-15292 of the 36th TCS with Ford-Built CG-4A-FO "Waco" Glider 43-42014 at Cottesmore just prior to the D-Day parachute assault.
RAF Cottesmore
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Canberra T.4 trainer of No.231 OCU at RAF Cottesmore in 1970.
49.
Royal Air Force Gliding & Soaring Association
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The Royal Air Force Gliding & Soaring Association is a British organisation which provides recreational flying in gliders to RAF personnel. The RAFGSA Centre is at RAF Halton, employing a staff to provide central organisational, training. In 1945, the British Air Forces of Occupation in Germany began using captured German gliders to provide recreational flying for RAF personnel and this resulted in a demand for similar facilities in the United Kingdom, and the Royal Air Force Gliding & Soaring Association was founded in 1949. The first aircraft, a Slingsby T.21 and a Prefect, were bought in March 1950, by 195227 gliders were being operated at seven clubs around the UK. In October 1963 the RAFGSA Centre was established at RAF Bicester, absorbing the Windrushers Gliding Club which had formed in January 1956 at RAF Little Rissington. In June 2004 the Centre moved to RAF Halton, apart from the RAFGSA Centre at RAF Halton, there are six regional clubs run on a voluntary basis and based at or near RAF stations. Each offers initial training for novices as well as flying for more advanced pilots
Royal Air Force Gliding & Soaring Association
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The Slingsby T.21 was one of the first two aircraft owned by the Royal Air Force Gliding & Soaring Association.
50.
Royal Aircraft Factory B.E.2
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The Royal Aircraft Factory B. E.2 was a British single-engine tractor two-seat biplane in service with the Royal Flying Corps from 1912 until the end of World War I. Initially used as reconnaissance aircraft and light bombers, variants of the type were also used as night fighters. Like many warplanes since, the B. E.2 was retained in service long after it had become obsolete. After its belated withdrawal it finally served as a trainer, communications aircraft, the B. E.2 has always been the subject of a good deal of controversy. The B. E.2 was one of the first aircraft designed at what was called the Royal Balloon Factory under the direction of Mervyn OGorman. Its designation followed the system devised by OGorman which classified aircraft by their layout, B. E. stood for Blériot Experimental, the official agenda of the Balloon Factory was research into aircraft design, but the construction of actual aircraft was not officially sanctioned. The layout of these aircraft has come to be seen as a conventional design, rather, with the contemporary Avro 500, it was one of the designs which established the tractor biplane as the dominant aircraft layout for a considerable time. On its first public appearance Flight wrote that one could see of the machine was of singular interest. Both aircraft were two-bay tractor biplanes with low-dihedral parallel-chord unstaggered wings with rounded ends, behind the pilot a curved top decking extended aft to the tail. The tail surfaces consisted of a horizontal stabiliser with a split elevator mounted above the upper longerons. There was no fixed vertical fin, a sprung tailskid was fitted and the wings were protected by semicircular skids beneath the lower wings. The wings were of unequal span, upper wingspan was 36 ft 7½in, the aircraft was not flown again until 27 December, modified by the substitution of a Claudel carburettor in place of the original Wolseley, which allowed no throttle control. Later, the Wolseley was replaced by a 60 hp air-cooled Renault, the B. E.2 was not so called because it was considered a separate type. At that time the numbers allocated are more properly regarded as constructors numbers rather than type designations. B. E.2 was almost identical to the B. E.1, differing principally in being powered by a 60 hp air-cooled Renault V-8 engine and in having equal-span wings. Like B. E.1 it was nominally a rebuild of an existing aircraft and it first flew on 1 February 1912, again with de Havilland as the test pilot. The Renault proved a more satisfactory powerplant than the Wolseley fitted to B. E.1. B. E.2 was flown extensively at the Military Aeroplane Competition held on Salisbury Plain in August 1912, flown by de Havilland with Major F. H. Sykes as passenger
Royal Aircraft Factory B.E.2
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B.E.2
Royal Aircraft Factory B.E.2
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B.E.1., originally captioned 'The Silent Army Aeroplane'. Note radiator between cabane struts.
Royal Aircraft Factory B.E.2
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Early production B.E.2a: note lack of decking between cockpits and the unequal span wings.
Royal Aircraft Factory B.E.2
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A B.E.2a in France, 1915 - note "pre-roundel" markings
51.
Bristol F.2 Fighter
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The Bristol F.2 Fighter was a British two-seat biplane fighter and reconnaissance aircraft of the First World War developed by the Bristol Aeroplane Company. It is often called the Bristol Fighter, other popular names include the Brisfit or Biff. Despite being a two-seater, the F. 2B proved to be an aircraft that was able to hold its own against opposing single-seat fighters. Having overcome a disastrous start to its career, the F. 2Bs robust design ensured that it remained in service into the 1930s. As the type was phased out of service, many of the surplus aircraft entered into civilian uses. Amongst other attributes and performance requirements, there was an emphasis placed upon the aircrafts self-defence capabilities. Various submissions were made to meet the RCFs specification, the Royal Aircraft Factory responded with its R. E.8 design, on 16 June 1916, the first prototype R. E.8 was presented for final inspection and production examples commenced delivery in September 1916. While thousands of R. E. 8s were produced, according to aviation author J. M. Bruce, the Bristol F.2 Fighter came about as a result of Frank Barnwells brief experience as a front-line pilot with the Royal Flying Corps. The first proposal that was prepared by Barnwell, which was designated the Type 9 R. 2A, was an equal-span two-seat biplane that made use of the 120 hp Beardmore engine. This was considered to be underpowered, and thus a second revised design, designated as the Type 9A R. 2B, was an unequal-span biplane that was powered by the 150 hp Hispano Suiza, was proposed. On both the R. 2A and R. 2B, the crew were placed together in a mid-gap mounted fuselage. Neither the R. 2A or R. 2B were constructed as a result of the new 190 hp Rolls-Royce Falcon inline engine having become available. Barnwell deciding to design a third revision of the aircraft around the Falcon engine and this aircraft, designated as the Type 12 F. 2A, was a two-bay equal-span biplane, closely resembling the R. 2A but being slightly smaller. These features were intended to optimize the field of fire for the observer, in July 1916, work commenced on the construction of a pair of prototypes, on 28 August 1916, a initial contract was awarded for 50 production aircraft. On 9 September 1916, the first prototype performed its maiden flight, the first prototype had its lower wings attached to an open wing-anchorage frame and had end-plates at the wing roots. Other changes to the first prototype during flight testing including the elimination of the end-plates from the wing roots. The first prototype was outfitted with a Scarff ring mounting near the rear cockpit. On 25 October 1916, the F. 2B variant performed its first flight, the F. 2B was over 10 mph faster than the F. 2A and was three minutes faster at reaching 10,000 ft
Bristol F.2 Fighter
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Bristol F.2 Fighter
Bristol F.2 Fighter
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Bristol Fighter with Foster mounted Lewis gun
Bristol F.2 Fighter
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13th Squadron (Attack) - Dayton-Wright XB-1A, Kelly Field, Texas, 1921.
Bristol F.2 Fighter
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XB-1A 64158/P-179 at McCook Field, Ohio
52.
Curtiss JN-4
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The Curtiss JN-4 Jenny was one of a series of JN biplanes built by the Curtiss Aeroplane Company of Hammondsport, New York, later the Curtiss Aeroplane and Motor Company. Curtiss combined the best features of the model J and model N trainers, built for the Army and Navy, Curtiss built only a limited number of the JN-1 and JN-2 biplanes. The design was commissioned by Glenn Curtiss from Englishman Benjamin Douglas Thomas, the JN-2 was an equal-span biplane with ailerons controlled by a shoulder yoke in the aft cockpit. It was deficient in performance, particularly climbing, because of excessive weight, the improved JN-3 incorporated unequal spans with ailerons only on the upper wings, controlled by a wheel. In addition, a bar was added to control the rudder. The 1st Aero Squadron of the Aviation Section, U. S. Signal Corps received eight JN-2s at San Diego in July 1915. The squadron was transferred to Fort Sill, Oklahoma, in August to work with the Field Artillery School, during which one JN-2 crashed, resulting in a fatality. The pilots of the met with its commander, Capt. Benjamin Foulois, to advise that the JN-2 was unsafe because of low power, shoddy construction, lack of stability. Foulois and his executive officer Capt. Thomas D, milling disagreed, and flights continued until a second JN-2 crashed in early September, resulting in the grounding of the six remaining JN-2s until mid-October. When two new JN-3s were delivered, the aircraft were then upgraded in accordance with the new design. In March 1916, these eight JN-3s were deployed to Mexico for aerial observation during the Pancho Villa Expedition of 1916–1917, the Curtiss JN-4 is possibly North Americas most famous World War I aircraft. It was widely used during World War I to train beginning pilots, the U. S. version was called Jenny, a derivation from its official designation. It was a twin-seat dual-control biplane and its tractor propeller and maneuverability made it ideal for initial pilot training with a 90 hp Curtiss OX-5 V8 engine giving a top speed of 75 mph and a service ceiling of 6,500 ft. The British used the JN-4, along with the Avro 504, many Royal Flying Corps pilots earned their wings on the JN-4, both in Ontario and later in winter facilities at Camp Taliaferro, Texas. Although ostensibly a training aircraft, the Jenny was extensively modified while in service to undertake additional roles, due to its robust but easily adapted structure able to be modified with ski undercarriage, the Canadian Jenny was flown year-round, even in inclement weather. Most of the 6,813 Jennys built were unarmed, although some had machine guns, with deployment limited to North American bases, none saw combat service in World War I. Production from spare or reconditioned parts continued sporadically until 1927, although most of the orders were destined for the civil market in Canada. A floatplane version was built for the Navy which was so modified, in U. S. Army Air Service usage, the JN-4s and JN-6s were configured to the JNS model
Curtiss JN-4
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JN "Jenny"
Curtiss JN-4
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Curtiss JN-3, the progenitor of the JN-4, deployed to Mexico, around 1916
Curtiss JN-4
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Curtiss JN-4Ds at Camp Taliaferro, Texas, circa 1918
Curtiss JN-4
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Converted JN-4 ambulance, operated by the Camp Taliaferro medical teams, around 1918
53.
Sopwith Camel
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The Sopwith Camel was a British First World War single-seat biplane fighter aircraft introduced on the Western Front in 1917. It had been developed by the Sopwith Aviation Company as a successor to the earlier Sopwith Pup, the Camel was powered by a single rotary engine and was armed with twin synchronized machine guns. Though proving difficult to handle, it provided for a level of manoeuvrability to an experienced pilot. In total, Camel pilots have been credited with the shooting down of 1,294 enemy aircraft, the Camel also saw use as a two-seat trainer aircraft. In January 1920, the last aircraft of the type were withdrawn from RAF service and it was recognised that the new fighter would need to be faster and have a heavier armament. The design effort to produce this successor, initially designated as the Sopwith F.1, was headed by Sopwiths chief designer, early in its development, the new aircraft was simply referred to as the Big Pup. A metal fairing over the gun breeches, intended to protect the guns from freezing at altitude, however, the Camel name never had any official status in regards to the aircraft. On 22 December 1916, the prototype Camel was first flown by Harry Hawker at Brooklands, Weybridge, Surrey, in May 1917, the first production contract for an initial batch of 250 Camels was issued by the British War Office. Throughout 1917, a total of 1,325 Camels were manufactured, by the time that production of the type came to an end, approximately 5,490 Camels of all types had been built. In early 1918, production of the navalised Ships Camel 2F.1 began, while possessing some clear similarities with the Pup, it was furnished with a noticeably bulkier fuselage. In addition to the guns, a total of four Cooper bombs could be carried for ground attack purposes. The upper wing featured a central section for the purpose of providing improved upwards visibility for the pilot. Production Camels were powered by various engines, most commonly either the Clerget 9B or the Bentley BR1. In order to evade a potential manufacturing bottleneck being imposed upon the aircraft in the event of an engine shortage. Unlike the preceding Pup and Triplane, the Camel was considered to be difficult to fly, the Camel soon gained an unfortunate reputation with pilots. Many inexperienced pilots would crash on take-off when the fuel load usually carried pushed the aircrafts centre of gravity beyond the rearmost safe limits. When in level flight, the Camel was markedly tail-heavy, the aircraft could be rigged so that at higher altitudes it could be flown hands off. A stall immediately resulted in a dangerous spin, at length, with the assistance of Lieut Morgan, who managed our workshops, I took the main tank out of several Camels and replaced with a smaller one, which enabled us to fit in dual control
Sopwith Camel
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Camel
Sopwith Camel
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Replica Sopwith Camel showing internal structure
Sopwith Camel
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Harry Cobby sitting in the cockpit of a Sopwith Camel
Sopwith Camel
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Camels being prepared for a sortie.
54.
Royal Aircraft Factory R.E.8
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The Royal Aircraft Factory R. E.8 was a British two-seat biplane reconnaissance and bomber aircraft of the First World War designed at the Royal Aircraft Factory. Although eventually it gave reasonably satisfactory service, it was never an outstanding combat aircraft, over 4,000 R. E. 8s were eventually produced and they served in most theatres including Italy, Russia, Palestine and Mesopotamia, as well as the Western Front. The first of two prototype R. E. 8s flew on 17 June 1916, design of the new type had begun in late 1915, so that it was conceptually at least almost contemporary with the B. E.12 and the B. E. 2e. The only real difference was that the engine was slightly raked back, to take off. The single bay, unequal span wings were identical to those of the B. E. 2e, although the span was increased slightly by the use of an upper centre section. The tailplane was also the same as the B. E. 2e, the entirely new parts of the design were confined to the fuselage aft of the engine firewall, and the vertical fin and rudder. The new type was intended from the beginning to replace the B. E.2, which was already attracting widespread criticism, the more powerful motor was intended to improve the feeble speed and climb of the B. E.2 and to allow a better payload. It was also possible to allow for a pilots gun, the new wings had already proved themselves on the B. E. 2e, maintaining the stability of the B. E. The new tail, as originally fitted, had a smaller fin. In July, the second of two prototypes was sent to France for service trials, which were successful, aircrew being generally quite favourably impressed, basic flight controls were installed in the observers cockpit and folded out of the way when not in use. The cowling designed for the engine closely resembled that of the B. E. 12b. Supplies of Hispano-Suiza engines, more urgently required for other types, never permitted production of the R. E. 8a, although a prototype was built, plans to mount Rolls-Royce aero engines, such as the Eagle were also abortive, for similar reasons. These engines were in short supply and reserved for other types such as the D. H.4. A total of 4,077 R. E. 8s were produced with a further 353 on order cancelled at the end of the war. As well as the Royal Aircraft Factory, several private companies built R. E. 8s, including Austin Motors, Daimler, Standard Motors, Siddeley-Deasy, the first production aircraft reached 52 Squadron Royal Flying Corps in France in November 1916. Experienced pilots had problems with the new type and re-equipment of B. E.2 squadrons continued. Pilots notes for the R. E.8, prepared in the field, drew attention to the fact that it had a landing speed than the B. E. 2e. This seems to have been the source of most complaints about the types trickiness, a larger fin was fitted to some R. E. 8s used as trainers
Royal Aircraft Factory R.E.8
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Royal Aircraft Factory R.E.8
Royal Aircraft Factory R.E.8
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R.E.8 with broken wings about to crash
Royal Aircraft Factory R.E.8
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Early production R.E.8 with original small vertical fin.
Royal Aircraft Factory R.E.8
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R.E.8 with enlarged fin, at training unit
55.
Airco DH.9
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The Airco DH.9 - also known after 1920 as the de Havilland DH.9 - was a British bomber used in the First World War. A single-engined biplane, it was a development of Aircos earlier, highly successful DH.4 and was ordered in large numbers for Britains Royal Flying Corps. The subsequently-developed DH. 9A had a powerful and reliable American Liberty L-12 engine. The DH.9 was designed by de Havilland for the Aircraft Manufacturing Company in 1916 as a successor to the DH.4 and it used the wings and tail unit of the DH.4 but had a new fuselage. This enabled the pilot to sit closer to the gunner/observer and away from the engine and fuel tank. Based on the estimates for the DH.9, and the similarity to the DH.4. The prototype first flew at Hendon in July 1917, unfortunately, the BHP engine proved unable to reliably deliver its expected power, with the engine being derated to 230 hp in order to improve reliability. This had an effect on the aircrafts performance, especially at high altitude. This meant that the DH.9 would have to fight its way through enemy fighters, while attempts were made to provide the DH. 9A to transform the aircraft. To boost the rate of production, quantity orders for the DH.9 were also placed with Alliance, G & J. Weir, Short Brothers, Vulcan, Waring & Gillow and National Aircraft Factories No.1 and No.2. The DH. 9s performance in action over the Western Front was a disaster, with losses incurred. Between May and November 1918, two squadrons on the Western Front lost 54 shot down, and another 94 written off in accidents, captain John Stevenson Stubbs managed 11 aerial victories in a DH9, including the highly unusual feat of balloon busting with one. The last combat use by the RAF was in support of the campaign against Mohammed Abdullah Hassan in Somalia during January—February 1920. Surprisingly, production was allowed to continue after the end of the war into 1919, following the end of the First World War, large numbers of surplus DH. 9s became available at low prices and the type was widely exported. The South African Air Force received 48 DH. 9s, and used them extensively, several South African aircraft were re-engined with Bristol Jupiter radial engines as the Mpala, serving until 1937. Because of the number of surplus DH. 9s available after the war many were used by air transport companies. They provided a useful load carrying capability and were inexpensive, early air services between London, Paris and Amsterdam were operated by DH. 9s owned by Aircraft Transport and Travel. A number of different conversions for use were carried out
Airco DH.9
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DH.9
Airco DH.9
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DH-9 G-AUED modified with a cabin for use as an airliner
Airco DH.9
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Greek DH-9
Airco DH.9
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Turkish DH-9
56.
Gloster Gamecock
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The Gloster Gamecock was a biplane fighter of the Royal Air Force, a development of the Mk III Grebe, that first flew in February 1925. It differed from the Grebe primarily by way of its Bristol Jupiter engine, other changes included improved ailerons, refined fuselage contours, and internally mounted machine guns. The Gamecock Mark I entered service with No.23 Squadron RAF at RAF Henlow in May 1926 and they were also the last of six squadrons to operate the fighter until July 1931. This was a fairly short RAF service life, partly because of its accident rate - of the 90 operated by the RAF,22 were lost in landing or spin accidents. These faults were remedied in the Mk. II version, by means of an upper wing. During the Finnish Winter War 1939-40, a Gamecock was used to capture a Soviet Ilyushin DB-3 bomber, on 29 January 1940 the Finnish Gamecock strafed two Soviet DB-3s when they landed on Finnish soil to transfer fuel from one plane to the other. The strafed crews hurried into the one plane which had enough fuel remaining and escaped, Gamecock Mk I, Single-seat fighter aircraft for the RAF. Gamecock Mk II, Single-seat fighter aircraft with revised wing and tail, One new-built for RAF with another Mk I converted to Mk II standard. There were three exported to Finland in 1928, with a further 15 built under licence in Finland from 1929-1930 as the Kukko, the type remained in Finnish service until 1944. Gamecock Mk III, One RAF Gamecock Mk II modified with lengthened fuselage for spin trials, gambet, A carrier-based version of the Gamecock produced as a private venture. Manufactured under licence for the Imperial Japanese Navy as the Nakajima A1N, about 150 were operated from 1929 to 1935 and saw combat during the Shanghai incident in 1932
Gloster Gamecock
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Gamecock
Gloster Gamecock
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Gamecock fitted with Napier Lion engine, 1925-6
Gloster Gamecock
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Fuselage wreck at Finnish Aviation Museum
57.
Hawker Tomtit
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The Hawker Tomtit is a British training biplane from the late 1920s. The Royal Air Force in 1927 required a replacement for their current elementary trainers, in other words, the airframe, though not its covering had to be metal. This led Sydney Camm, then designer at Hawkers to design the Tomtit. The spars were made of tubular dumbbell sections, the aircraft fabric covered. Automatic slats of the Handley Page type were fitted to the edges of the upper wing. It had the fixed main wheel and tail-skid undercarriage of its day. Instructor and trainee sat in tandem cockpits. The latter, at the rear, was provided with the blind flying panel. The RAF Tomtits had 150 hp Mongoose IIIC motors, the prototype was first flown by George Bulman in November 1928. Hawker also produced five civil registered Tomtits, the first two of these started with Mongoose IIIA engine and the third with an upright in-line 115 hp A. D. C. It was thought that this latter, lower power engine choice might appeal more to public sporting owners, three of this group were later owned by Wolseley, who fitted them with their cowled A. R.7 and A. R.9 radial motors. Between 1928 and 1931,24 aircraft were delivered to the RAF for evaluation, after the first batch of ten, two more batches of six and eight aircraft respectively were ordered. The competition included the winner, the Avro Tutor. Military Tomtits were sold elsewhere, two to Canada and four to New Zealand, consequently, they did not have the capacity to manufacture other aircraft. The Cirrus powered machine had turned out to be both underpowered and lacking the control precision of the standard aircraft. In 1935 some nine ex-RAF aircraft joined the five on the civil register. They were used by individuals and clubs as sports and training machines, g-AFIB was destroyed in a night take-off accident during the war. Henshaw sold the aircraft in 1946
Hawker Tomtit
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Tomtit
Hawker Tomtit
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Hawker Aircraft's Tomtit in 1954 wearing their dark blue house colours
Hawker Tomtit
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Hawker Tomtit of the R.C.A.F.
Hawker Tomtit
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Airworthy Hawker Tomtit at the Shuttleworth Collection
58.
Armstrong Whitworth Atlas
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The Armstrong Whitworth Atlas was a British single-engine biplane designed and built by Armstrong Whitworth Aircraft. It served as an army co-operation aircraft for the Royal Air Force in the 1920s and 1930s and it was the first purpose-designed aircraft of the type to serve with the RAF. The Atlas was intended to meet the requirements of Specification 20/25, the prototype Atlas was built as a private venture, first flying on 10 May 1925. It proved superior in performance and handling and was recommended for production, while the performance was generally good, the prototype could not be sideslipped steeply, and this resulted in a redesign where sweptback metal wings, with differing wing section, were fitted. When tested again, the Atlas was found to have lost its good handling, having dangerous stall characteristics, the production Atlas had a steel tube fuselage with fabric covering with single-bay swept metal wings. It could be fitted with a hook under the fuselage to pick up messages, the first batch of 37 aircraft were ordered in 1927, entering service with 13 Squadron RAF and 26 Squadron in that year. Atlases were also used for duties and as advanced trainers. The Atlas continued in service in the army co-operations role until replaced with the Hawker Audax and it was also replaced in the advanced trainer role in 1935 by the Hawker Hart Trainer. Four civil registered Atlas trainers were used by Air Service Training Ltd for advanced, Atlas I Army co-operation aircraft -271 built for the RAF. Atlas Trainer Dual-control trainer version of Atlas I -175 built, Atlas II Cleaned up, more powerful version, powered by 525 hp Armstrong Siddeley Panther. Rejected in favour of Audax by RAF,15 built for Kwangsi Air Force, China. Ajax minor differences from Atlas I -4 built for RAF, aries improved Atlas I with easier access for maintenance and increased dimensions - one built EAF Atlas Greek lower-cost version -10 built by EAF after 1931. British Civil Aircraft since 1919 Volume 1, Aircraft of the Royal Air Force 1918-57
Armstrong Whitworth Atlas
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Atlas
Armstrong Whitworth Atlas
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Atlas picking up a message
Armstrong Whitworth Atlas
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Armstrong Whitworth Aries
59.
Vickers Victoria
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The Victoria was a twin-engined biplane transport with a conventional landing gear with a tailskid. The design mated a similar fuselage of the earlier Vernon transport with the wing of the Virginia bomber and it was also powered by two Napier Lion engines. The enclosed cabin had room for 24 troops on collapsible canvas seats arranged along the sides of the fuselage, in April 1921 two prototypes were ordered by the Air Ministry to Specification 5/20. The first prototype, allocated serial number J6860, was built as a Type 56 and designated a Victoria I, the prototype J6860 first flew from Brooklands, Surrey on 22 September 1922. The Type 81 flew in January 1923, and initially differed only in having the fuel tanks under the top mainplane. It was later modified by replacing the flat sided engine cowling with more streamlined nacelles with the radiators between the legs, as fitted in the Virginia II bomber. In March 1925, it was decided to place an order for 15 production aircraft, by this time, the Virginia design had evolved to incorporate swept-back wings, and the production Victoria IIIs incorporated this change. The final version was the Mark VI, which substituted modern, the Vickers Valentia was a further improved version with a stronger structure, capable of operating at higher weights. 97 Victorias were built, many of which were converted into Valentias. Deliveries of the Victoria III started on 23 February 1926, with the type replacing Vernons, one Victoria was used as a blind flying trainer by the Central Flying School, being fitted with two sets of controls and instruments in a blanked off cabin. The Victoria continued in service until 1935, although many were converted to Valentias, Type 56 Victoria Mk I The first prototype. Powered by two 450 horsepower Napier Lion IAX W12 engines, Type 81 Victoria Mk II The second prototype. Type 117 Victoria Mk III The first production version, military transport aircraft for the RAF. Powered by 450 hp Napier Lion II engines, Type 145 Victoria Mk IV Metal wing structure. One prototype powered by Bristol Jupiter radials, thirteen Lion-engined conversions from earlier marks. Type 169 Victoria Mk V New production aircraft with metal structure, Type 262 Victoria Mk VI Final production - powered by 660 hp Bristol Pegasus IIL3 engines instead of Lions. 70 Squadron RAF No.15 lb/ft² Power/mass,0.0642 hp/lb Climb 11 mins to 4,920 ft Related lists List of aircraft of the Royal Air Force
Vickers Victoria
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Victoria
Vickers Victoria
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Vickers Victoria
60.
Hawker Audax
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The Hawker Hart was a British two-seater biplane light bomber aircraft of the Royal Air Force. It was designed during the 1920s by Sydney Camm and manufactured by Hawker Aircraft, Several major variants of the Hart were developed, including a navalised version for the Royal Navys aircraft carriers. Beyond Britain, the Hart would be operated by a number of nations, including Sweden, Yugoslavia, Estonia, South Africa. In 1926, the Air Ministry stated a requirement for a two-seat high-performance light day-bomber, to be of all-metal construction, designs were tendered by Hawker, Avro and de Havilland. Hawkers design was a biplane powered by a Rolls-Royce F. XI water-cooled V12 engine. The crew of two sat in tandem cockpits, with the pilot sitting under the wing trailing edge. The observer sat behind the pilot, and was armed with a single Lewis gun on a mount, while for bomb-aiming. Up to 520 pounds of bombs could be carried under the aircrafts wings, j9052, the prototype Hart, first flew in June 1928, being delivered to the Aeroplane and Armament Experimental Establishment at RAF Martlesham Heath on 8 September. It demonstrated good performance and handling, reaching 176 mph in flight and 282 miles per hour in a vertical dive. The competition culminated in the choice of the Hawker Hart in April 1929, the de Havilland Hound was rejected due to handling problems during landing and because of its part-wooden primary structure. The Fairey Fox IIM, delayed by Faireys late start on the design compared to the competitors, only flew for the first time on 25 October 1929. A total of 992 aircraft were built as Harts and it became the most widely used light bomber of its time and the design would prove to be a successful one with a number of derivatives, including the Hawker Hind and Hector. There were a number of Hart variants, though only slight alterations were made to the design, Vickers built 114 of the latter model at Weybridge between 1931 and June 1936. The production Hart day bomber had a 525 hp Rolls-Royce Kestrel IB 12-cylinder V-type engine, a speed of 184 mph, in particular, it was faster than the Bristol Bulldog, which had recently entered service as the RAFs front line fighter. This disparity in performance led the RAF to gradually replace the Bulldog with the Hawker Fury, demand was such that production was spread out among a wide selection of aircraft companies. The Hart entered service with No.33 Squadron RAF in February 1930, No.12 Squadron replaced its Foxes with Harts in January 1931, with a further two British-based Hart light bomber squadrons forming during 1931. Harts were deployed to the Middle East during the Abyssinia Crisis of 1935–1936, the Hart saw extensive and successful service on the North-West Frontier, British India during the inter-war period. Four Hawker Harts from the Swedish Air Force saw action as dive bombers during the 1939–1940 Winter War as part of a Swedish volunteer squadron, designated F19, the Rhodesian Hardys saw service on the Allied side during the opening moves of the East African theatre of World War II
Hawker Audax
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Hart
Hawker Audax
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A preserved Hart of the Swedish Air Force, powered by a Bristol Pegasus radial engine, in Finnish Air Force markings (1976)
Hawker Audax
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Audax prototype
Hawker Audax
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Audax of 26 Squadron in 1934
61.
Gloster Gauntlet
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The Gloster Gauntlet was a British single-seat biplane fighter of the RAF, designed and built by Gloster Aircraft in the 1930s. It was the last RAF fighter to have an open cockpit, the Gloster S. S.18 first flew in January 1929. On testing the S. S.19, the Air Ministry placed an order for 24 aircraft in September 1933, the order was followed up with more for the revised Gauntlet Mk. This new model used a construction method based on that used by Hawker following Hawkers takeover of Gloster, as this was much easier to build. A total of 204 Mk IIs were produced in the UK, I first entered service with No 19 Squadron at RAF Duxford in May 1935. The Gauntlet proved successful and popular in service, being 56 mph faster than the aircraft it replaced. The Gauntlet was the fastest aircraft in the RAF from 1935 to 1937, the Gauntlet Mk II entered service with 56 Squadron and 111 Squadron in May 1936, a further six squadrons being re-equipped with the Gauntlet by the end of the year. At the height of its career, the Gauntlet equipped a total of 14 Squadrons of RAF Fighter Command, No.32 Squadron RAF Gauntlets were used in early trials of ground direction of fighters by radar. Gauntlets were also shipped to the Middle East, equipping three RAF squadrons.3 Sqn RAAF in the Middle East when Italy declared war in 1940 and these were briefly used for ground-attack operations against the Italians before being retired from operations owing to maintenance problems. Gauntlets continued in use for meteorological flights until 1943, seventeen Gauntlets IIs were licence-produced in Denmark, while 25 ex-RAF machines were supplied by South Africa as support to Finland in 1940 as a result of the Winter War. Already obsolete, they were used as advanced trainers by the Finns, the Finnish nickname for the Gauntlet was Kotletti. The aircraft was fitted with a 450-hp Bristol Mercury IIA radial piston engine, SS. 18A, The SS.18 was fitted with a 480 hp Bristol Jupiter VIIF radial piston engine. SS. 18B, The SS.18 was later fitted with a 560 hp Armstrong Siddeley Panther III radial piston engine, SS.19, Single-seat prototype, fitted with a Bristol Jupiter radial piston engine. SS. 19A, The SS.19 was later fitted with two wheel spats and a single spatted tailwheel, SS. 19B, Single-seat prototype, fitted with a 536 hp Bristol Jupiter VIS radial piston engine. Gauntlet Mk I, Single-seat fighter aircraft for the RAF,24 built, Gauntlet Mk II, Single-seat fighter aircraft, modified version of the Gauntlet Mk I,221 built
Gloster Gauntlet
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Gauntlet
Gloster Gauntlet
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J9125 as the Gauntlet predecessor S.19A in December 1932: Jupiter VIIF engine
Gloster Gauntlet
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J9125 as the Gauntlet predecessor S.19B in May 1933: Mercury VIs engine
Gloster Gauntlet
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Gloster Gauntlet in Kauhava, Finland at Midnight Sun Airshow 2006
62.
No. 23 Squadron RAF
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No.23 Squadron was a squadron of the Royal Air Force. Until October 2009, it operated the Boeing Sentry AEW1 Airborne Warning And Control System aircraft from RAF Waddington, Lincolnshire. No.23 Squadron of the Royal Flying Corps was formed at Fort Grange, Gosport on 1 September 1915, commanded by Louis Strange and equipped with a mixture of types. A detachment of Royal Aircraft Factory B. E. 2Cs were deployed to Suttons Farm to act as night fighters to oppose raids by German Zeppelins, the squadron moved to France on 16 March 1916 flying FE2b two-seat pusher fighters. By the end of the year the Fee was obsolete,23 Squadron flew its SPADs both on offensive fighter patrols over the front and low-level strafing attacks against German troops. In December 1917 it replaced its SPAD S. VII with the more powerful, the squadron converted to Sopwith Dolphins in April 1918 until it disbanded just after the war on 31 December 1919. It numbered 19 aces among its ranks during the war, including, William Kennedy-Cochran-Patrick, DSO, MC, mcGregor, MC, James Pearson, DFC, Clive W. The squadron was re-formed on 1 July 1925 at RAF Henlow with the Sopwith Snipe, in 1938 it became a night-fighter squadron using the Bristol Blenheim. Following the outbreak of the Second World War, these were replaced by the Douglas Havoc, between 1942 and 1944 the squadron was based on Malta. It then returned to England and served as a squadron, targeting German night fighters. 23 Sqn was disbanded, following the end, in September 1945. The squadron was reformed on 1 September 1946 as a fighter squadron operating the de Havilland Mosquito. It received jet aircraft in the form of de Havilland Vampire NF. 10s in 1953, the squadron acquired Venom NF.3 in 1957. In 1957 the squadron converted to the Gloster Javelin all-weather fighter, the squadron has a strong heritage in the air defence role, operating Gloster Javelins, Lightnings, Phantoms and Tornado F3s. The squadron first acquired Phantoms on 1 November 1975 at RAF Coningsby before moving to RAF Wattisham for just under 10 years, then in October 1983 the squadron deployed to Stanley airfield, Falkland Islands after their recapture from Argentina, arriving there on 1 November. They remained here until 31 October 1988 when its duty was assumed by 1435 Flight, the squadron then reformed on 1 November 1988 at RAF Leeming with the Panavia Tornado which it operated until 26 February 1994, when the unit was disbanded. The squadron assumed the Airborne Early Warning role upon reformation in April 1996, the squadron disbanded on 2 October 2009, when it amalgamated with No 8 Squadron. Among the 19 aces that served within its ranks in World War I were William Kennedy-Cochran-Patrick, Douglas Bader was a member of 23 Squadron when he crashed carrying out low level aerobatics, losing his legs in the process
No. 23 Squadron RAF
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Official Squadron Badge of No. 23 Squadron RAF
No. 23 Squadron RAF
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Hawker Demons of No. 23 Squadron
No. 23 Squadron RAF
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23 Squadron Phantom FGR.2 wearing the unit's Eagle symbol in 1977
No. 23 Squadron RAF
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A No. 23 Squadron Phantom at RAF Stanley in 1984
63.
No. 32 Squadron RAF
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No.32 Squadron of the Royal Air Force operates in the VIP and general air transport roles from RAF Northolt in Greater London. Originally formed in 1916 as part of the Royal Flying Corps, the squadron saw action during the First and Second World Wars with fighter aircraft, the Metropolitan Communications Squadron, involved in the VIP transport role, was renamed as No.32 Squadron at that time. In 1995, the squadron was merged with the Queens Flight, at this time the squadron moved from RAF Benson to RAF Northolt, where it remains. The merger ended the RAFs provision of dedicated VIP transport aircraft, two flights within the squadron operate the British Aerospace 146 and AgustaWestland AW109. No.32 Squadron was formed as part of the Royal Flying Corps on 12 January 1916 at Netheravon and moved to France as a fighter squadron equipped with Airco DH. 2s in May. These in turn began to be replaced by the S. E. 5a in December 1917 which were flown for the rest of the war on fighter, on 1 April 1918 No.32 became part of the new Royal Air Force. In March 1919, the returned to the UK as a cadre. During the war just ended, sixteen aces had served in its ranks, the squadron reformed on 1 April 1923 at Kenley as a single flight of Sopwith Snipe fighters. A second flight was formed on 10 December 1923 and a third brought the squadron up to strength on 1 June 1924, Gloster Grebes were received at the end of 1924 and were replaced by Gloster Gamecocks two years later. Equipped in succession with Armstrong Whitworth Siskins, Bristol Bulldogs and Gloster Gauntlets, following Operation Torch, the Anglo American invasion of North Africa, in December 1942,32 Squadron deployed with its Hurricanes to Algeria, converting to the Supermarine Spitfire by July 1943. Operations included a deployment to Greece, where the took part in the Greek Civil War from September 1944 to February 1945. After the end of the Second World War, the squadron continued as a squadron, flying Spitfires, Vampires and Venoms from bases in Palestine, Cyprus, Egypt, Persian Gulf, Malta. In January 1957, the converted to Canberra bombers at RAF Weston Zoyland, flying these from Cyprus. The Metropolitan Communications Squadron was formed on 8 April 1944 by the renaming of No.510 Squadron for VIP air transport, simultaneous with No.32 Squadron being disbanded in Cyprus in February 1969, the Metropolitan Communications Squadron was renamed No.32 Squadron. It operated a variety of aircraft, including Hawker Siddeley Andovers, the squadron acquired four HS.125 CC. 1s business jets in 1971. These would be supplemented and then replaced by two HS.125 CC. 2s delivered in 1973 and six BAe 125 CC. 3s delivered in 1982 and 1983, aérospatiale Gazelle helicopters served with the squadron from 1976 onwards. These were replaced by initially two Twin Squirrels in 1996, the RAF leased two BAe 146s in 1983 as a test of their suitability to replace the Andover, which were operated by 241 Operational Conversion Unit. Two BAe 146-100s were purchased in 1984 for the Queens Flight as a result, a third BAe 146 CC.2 was purchased in 1989 and delivered in 1990, although it was subsequently sold in 2002
No. 32 Squadron RAF
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No. 32 (The Royal) Squadron RAF
No. 32 Squadron RAF
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A lineup of S.E.5a aircraft belonging to 32 Squadron (the wartime censor has scratched out serial numbers on the negative—but left the much more revealing squadron markings)
No. 32 Squadron RAF
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Hawker Siddeley Andover of No. 32 Squadron
No. 32 Squadron RAF
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BAe 146 CC2 in 2008
64.
No. 229 Squadron RAF
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No.229 Squadron RAF was a squadron of the Royal Air Force, and is an officially accredited Battle of Britain Squadron. It became No.603 Squadron RAF in January 1945, No.229 Squadron RAF was formed on 20 August 1918 at Great Yarmouth. It was made up from Nos 428,429,454 and 455 Flights of the Royal Naval Air Service, the squadrons role was to fly coastal patrols. It continued with this until the end of the war and was disbanded on 31 December 1919. On 6 October 1939,229 Sqn was reformed at RAF Digby as a Fighter squadron and was equipped with Blenheims for a role protecting shipping, the squadron began convoy patrols on 21 December but also carried out night training and radar trials. After flying defensive patrols over the East Coast, No 229 moved to RAF Northolt in September, ACM Frederick Rosier was a flight commander on the squadron during this time. In December 1940 the squadron moved to Merseyside and in May 1941 left for the Middle East. The squadrons pilots were embarked in HMS Furious and flown off to Malta where, after refuelling, they moved on to Egypt, two separate detachments being convoyed fifteen days apart by the carrier. On arrival the first detachment was attached to No.274 Squadron RAF to cover the evacuation of Crete and the second detachment was divided between Nos.6,208 and 213 Squadrons. A flight was transferred from No.274 to No.73 Squadron on 11 June as the latters C Flight and it was September before the squadron began functioning as an independent unit. Fighter sweeps were flown over Libya until the end of March 1942 when the squadron was transferred to Malta to reinforce the fighter defences. On 29 April 1942, it ceased to function, its surviving aircraft, on 3 August 1942,229 Sqn reformed at Takali, Malta from No.603 Squadron and flew Spitfires in Defence of Malta during the last months of the siege. In January 1943 the islands squadrons took the offensive, flying sweeps over Sicily, on 1 April 1944, it was withdrawn for transfer to the UK and re-assembled at RAF Hornchurch on 24 April. After providing escort missions over the Low countries, re-arming with Spitfire XVIs in December, it then flew fighter-bomber sweeps until renumbered No.603 Squadron RAF on 10 January 1945. List of Royal Air Force aircraft squadrons squadron histories of nos. 226–230 sqn
No. 229 Squadron RAF
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Formations and units
65.
Bristol Beaufighter
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The Bristol Type 156 Beaufighter is a multi-role aircraft developed during the Second World War by the Bristol Aeroplane Company in the United Kingdom. It was originally conceived as a fighter variant of the Bristol Beaufort bomber. In later operations, it served mainly as a maritime strike/ground attack aircraft, the Royal Australian Air Force also heavily used the type in the maritime anti-shipping role, such as during the Battle of the Bismarck Sea. In addition, variants of the Beaufighter were also manufactured in Australia by the Department of Aircraft Production, the concept of the Beaufighter has its origins in 1938. Accordingly, Bristols design team, led by L. G, frise, commenced the development of a cannon-armed fighter derivative as a private venture. A key goal for the aircraft was to share the same jigs as the in-production Beaufort so that manufacturing could be switched from one aircraft to the other at short notice. As a torpedo bomber and aerial reconnaissance aircraft, the Beaufort had moderate performance, the Hercules was a considerably larger and more powerful engine, which required larger propellers. To obtain the necessary ground clearance, the engines were mounted centrally on the wing, in October 1938, the project, which received the internal designation Type 156, was outlined. In March 1939, the Type 156 was given the name Beaufighter, Bristol proceeded to suggest their concept for a fighter development of the Beaufort to the Air Ministry. The timing of the suggestion happened to coincide with delays in the development, while there was some scepticism that the aircraft was unnecessarily large for the fighter role, the proposal was given an overall warm reception by the Air Staff. Accordingly, the Air Ministry produced draft Specification F. 11/37 written around Bristols suggestion for an interim aircraft, on 16 November 1938, Bristol received formal authorisation to commence the detailed design phase of the project and to proceed with the construction of four prototypes. Bristol began building a prototype by taking a partly built Beaufort out of the production line. This conversion served to speed progress, Bristol had promised series production in early 1940 on the basis of an order being placed in February 1939. Designers expected that maximum re-use of Beaufort components would speed the process, perhaps in anticipation of this, the Air Ministry had requested that Bristol investigate the prospects of a slim fuselage configuration. Since the Beaufort cannon fighter was a conversion of a design, development. Within six months of the first F. 11/37 prototype, designated R2052, had been completed, on 17 July 1939, R2052, the first prototype, conducted its maiden flight, a little more than eight months after development had formally started. In its initial configuration, R2052 was unarmed, the rapid pace of development achieved is partially attributable due to the re-use of many elements of the Beauforts design along with frequently identical components. R2052 proceeded to be operated by Bristol for testing purposes while it was based at Filton Aerodrome
Bristol Beaufighter
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Type 156 Beaufighter
Bristol Beaufighter
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Cockpit of Beaufighter F Mk I
Bristol Beaufighter
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A Merlin-powered, Beaufighter night fighter Mark II of No. 255 Squadron RAF at RAF Hibaldstow, September 1941
Bristol Beaufighter
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Loading the cannons
66.
No. 1453 Flight RAF
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1453 Flight Royal Air Force was first formed in 1941 as a night-fighter unit at RAF Wittering, equipped with Douglas Turbinlite Havoc aircraft. In the 1950s the flight was briefly resurrected as an early warning flight and during the 1980s it was employed as a ground attack, after the fall of France in 1940, outstanding contracts for Douglas DB-7 & DB-7A medium bomber aircraft were appropriated by the British Purchasing Commission. With relatively few available and the good performance of the DB-7/A, named Havoc in UK service. Thirty-one of the DB-7s were converted to carry the 2,700 million candela Helmore Turbinlite searchlight in the nose and these aircraft were to operate in conjunction with Hawker Hurricane nightfighters, illuminating the targets after tracking them with the radar, for the Hurricane fighters to despatch. Results of the operations were not spectacular, but valuable experience in the use of the A. I. radar was gained. The Helmore Turbinlite was also evaluated as an anti-submarine attack searchlight, disbanded on 5 June 1953 the four Neptune aircraft of Vanguard Flight became the re-formed 1453 Flight at RAF Topcliffe in Yorkshire. Despite their innocuous public role the Neptunes of 1453 Flight retained the armament of the P2V-5 variant with nose, dorsal. Neptune flying at RAF Topcliffe continued till 1453 Flight was disbanded on 30 June 1956, after the qualified success of RAF Harrier operations in the Falklands conflict, a detachment of six Harrier GR. 3As was established at Stanley airport, which became RAF Stanley, part of BFFI. Later, semi-permanent facilities were constructed, with Portakabin offices and RUBB hangars, during the extension, the Harriers were tasked initially with mostly air defence of the Falklands Garrison
No. 1453 Flight RAF
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'L' for Lima, on the pan at RAF Stanley
No. 1453 Flight RAF
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A view across the 1453 Flight pan, runway and 1312 Flight pan at RAF Stanley
67.
Miles Magister
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The Miles M.14 Magister is a British two-seat monoplane basic trainer aircraft built by the Miles Aircraft for the Royal Air Force and Fleet Air Arm. Affectionately known as the Maggie, the Magister was based on Miles civilian Hawk Major, as a low-wing monoplane, it was an ideal introduction to the Spitfire and Hurricane for new pilots. Its sister design, the Miles Master was an advanced trainer built by Phillips & Powis at Woodley. The Miles M.14 was designed to meet Air Ministry Specification T. 40/36 and was first flown on 20 March 1937 by F. G. Miles and then christened Magister. Based on Miles Hawk Trainer, the Magister is an open-cockpit, the wing centre section has no dihedral and is of constant section with outer sections having dihedral and tapering towards the tip. It has a fixed undercarriage with spats on the main wheels. Split flaps are fitted as standard, early Magisters suffered a number of accidents when the aircraft could not be recovered from a spin. To solve this problem, the tailplane was raised by 6 inches, anti-spin strakes fitted to the fuselage, and eventually. Thus modified, the became the definitive M. 14A. Notwithstanding the relatively large number built, contemporary glues used to assemble the aircraft have not stood the test of time. Large numbers of civilian Hawk Majors were also pressed into service as trainers, production of the Magister continued until 1941 by which time 1,203 had been built by Miles and an additional 100 were built under licence in Turkey. After the war many Magisters were converted for civilian uses and redesignated as the Hawk Trainer III, the 1950 Kings Cup Air Race, in which eight Hawk Trainer IIIs competed, was won by E. Day in a modified cabin version G-AKRV at 138.5 mph. At least two aircraft were thus modified. Many Magisters were exported postwar to overseas private pilot owners and flying clubs, in 2009, ten Hawk Trainer IIIs were registered in the United Kingdom, of which several were airworthy. Miles M.14 Magister / Hawk Trainer III Initial production version, Miles M. 14A Magister I / Hawk Trainer III Improved variant. Miles M. 14B Magister II / Hawk Trainer II Improved variant with a 135hp Blackburn Cirrus II engine Australia Royal Australian Air Force - One aircraft, canada Royal Canadian Air Force Egypt Egyptian Army Air Force Royal Egyptian Air Force -42 aircraft. Belgium Belgian Air Force - One aircraft operated from 1946 to 1948, estonia Estonian Air Force - One aircraft Ireland Irish Air Corps -27 aircraft from 1939 to 1952. Latvia Latvian Aviation Regiment Malaya Malayan Volunteer Air Force New Zealand Royal New Zealand Air Force - Two aircraft, No.1 Squadron RNZAF No.42 Squadron RNZAF Portugal Portuguese Air Force - Ten aircraft
Miles Magister
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M.14 Magister
Miles Magister
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Miles Magister at the Imperial War Museum, Duxford
Miles Magister
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Hawk Trainer Coupe G-AJRT at Leeds (Yeadon) Airport in May 1955
Miles Magister
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Many Magisters were exported postwar, this example being registered in Belgium.
68.
No. 485 Squadron RNZAF
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No.485 Squadron RAF was a Spitfire squadron during the Second World War. It was the first New Zealand squadron formed under Article XV of the Empire Air Training Scheme and it served in Europe under the operational and administrative command of the Royal Air Force. No 485 Sqn was equipped with old Spitfire Mk Is for its working up period in No.13 Group RAF, the Spitfire Mk Is were exchanged for Spitfire Mk IIs on 1 June 1941. By July 1941 the squadron had scored its first victories, suffered its first combat fatalities and had moved to RAF Redhill, one type of operation was fighter escort for Circus raids, in which a small number of RAF bombers were used as bait to draw up enemy fighters. Starting in August 1941 Spitfire Mk Vbs began arriving, at least 20 of the Mk Vs had been paid for by a subscription fund in which citizens of New Zealand and Pacific Island Protectorates could participate. It was during this time that the formidable Focke Wulf Fw 190 first appeared, the unit remained at Kenley until July 1942, when the squadron was withdrawn for rest in Kingscliffe, Northants in No.12 Group RAF. The start of 1943 saw 485 Sqn, still equipped with Spitfire Vbs, back in 11 Group, in June of that year a contingent of thirteen squadron pilots were detached to Greenock Scotland to practice take offs and landings on dummy aircraft carrier decks. They then moved to Ayr and flew Seafire Ibs from the training carrier HMS Argus, the beginning of July 1943 saw a shift to Biggin Hill, one of Fighter Commands best known bases. There the unit took over 611 Sqns Spitfire IXBs, from July through to the first week of November 1943 the Squadron was mostly engaged on offensive fighter sweeps, and bomber escorts. On 22 August 485 Sqn. suffered its worst day, during a high cover escort mission for American Marauders two enemy fighter squadrons attacked head-on, four 485 Sqn pilots were shot down with two enemy aircraft shot down in return. In November 1943 the squadron returned to 12 Group for a short rest, RAF Hornchurch was the destination in February 1944, when 485 Sqn, again equipped with new Spitfire IXs, became part of 135 Wing with 122 Sqn and 222 Sqn. Preparations for D-Day were under way and 485 Sqn undertook bombing, there was little chance to try out the new gunsight in action before D-Day however, as the squadron was engaged in bomber escort and saw few enemy aircraft. 485 Sqn had become a unit and moved to the continent in July 1944. Starting in France the unit moved through Belgium and the Netherlands, on 1 January 1945485 Sqn, based at B65 Maldegem, Belgium lost eleven Spitfires on the ground when attacked by Bf 109s during Operation Bodenplatte. Fortunately there were no pilot or ground crew casualties and new Spitfires were available the next day, from late February 1945 there was a temporary move to Cornwall where Typhoons were flown in preparation for a planned conversion to Tempests. A shortage of Tempests meant that this didnt happen. Reeqiupped with Spitfire Mk XVIs 485 Sqn ended the war based at airfield B. 109/Drope,485 Sqn was officially disbanded on 26 August 1945. The Squadrons motto is in Māori Ka whawhai tonu, the crest from this Squadron was adopted in the late 1960s as the official crest for the then formed RNZAF Strike Wing, based at RNZAF Base Ohakea, North Island, New Zealand
No. 485 Squadron RNZAF
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Pilots of the Squadron with NZ High Commissioner Bill Jordan circa 1944
No. 485 Squadron RNZAF
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Line up of 485 Sqn. 'Subscription' Spitfire Mk. Vbs. The names can just be made out ahead of the windscreens. ('Y' is AB198 "WELLINGTON I". The pilot standing in front is possibly P/O Barrett.)
No. 485 Squadron RNZAF
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Mk XVI,(Packhard engined Mk IX), TE288 in Squadron colours at the RNZAF Museum.
No. 485 Squadron RNZAF
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Duxford, 2001. OU-V; Carolyn Grace's preserved 485 Squadron Spitfire.
69.
Airspeed Oxford
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The Airspeed AS.10 Oxford is a twin-engine aircraft used for training British Commonwealth aircrews in navigation, radio-operating, bombing and gunnery during the Second World War. With the expansion of the Royal Air Force in the 1930s the service had a requirement for an advanced training aircraft. The Oxford, built to Specification T. 23/36, was based on Airspeeds commercial 8-seater aircraft, the Oxford was a low-wing cantilever monoplane, with a semi-monocoque constructed fuselage and wooden tail unit. Its main landing gear retracted into the engine nacelles. It used conventional landing gear configuration, with a normal crew of three, the seating could be changed to suit the training role. The cockpit had dual controls and two seats for a pilot and either a navigator or second pilot, when used for bomb aimer training, the second set of controls was removed and the space was used for a prone bomb-aimer. When used as a trainer, the second seat was pushed back to line up with the chart table. Aft of the cockpit was an operator station, facing aft on the starboard side of the fuselage. In the Oxford I a dorsal turret was located amidships, the aircraft could be used for training navigators, bomb-aimers, wireless operators, air gunners and camera operators. The Oxford could also be used as an air ambulance, orders were placed for a first batch of 136 aircraft, to allow a more economical flow-line production at the Portsmouth factory. The first prototype aircraft L4534 first flew at Portsmouth on 19 June 1937, two variants were planned, the Mark I as a general-purpose training aircraft with a dorsal gun turret and the Mark II without a turret but fitted with dual-controls. As further large contracts for the aircraft were placed with Airspeed, it was arranged that de Havilland Aircraft would build them at Hatfield later, other companies also built the aircraft. The Oxford was used to prepare complete aircrews for RAF Bomber Command and could simultaneously train pilots, navigators, bomb aimers, gunners, in addition to training duties, Oxfords were used in communications and anti-submarine roles and as ambulances in the Middle East. The Oxford was the trainer for the Empire Air Training Scheme and British Commonwealth Air Training Plan. In 1941, the aviator Amy Johnson went missing in an Airspeed Oxford, after the war,152 surplus Oxfords were converted into small 6-seat commercial airliners called the AS.65 Consul. A few Oxfords were acquired by the Hellenic Air Force and used during the Greek Civil War by No.355 Squadron RHAF. Although the Oxford was equipped with wooden or Fairey-Reed metal propellers, the cockpit contained a propeller pitch lever. This was to reinforce this important step for trainee pilots, Oxfords continued to serve the Royal Air Force as trainers and light transports until the last was withdrawn from service in 1956
Airspeed Oxford
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AS.10 Oxford
Airspeed Oxford
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Oxford communications aircraft of RAF Marham Station Flight operational at Blackbushe Airport in September 1955
Airspeed Oxford
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Preserved Oxford I wearing wartime colour scheme. Now displayed at the Imperial War Museum at RAF Duxford
Airspeed Oxford
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Preserved Belgian Air Force Oxford in the Brussels War Museum
70.
55th Fighter Squadron
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The 55th Fighter Squadron is part of the 20th Fighter Wing at Shaw Air Force Base, South Carolina. It operates the F-16 Fighting Falcon aircraft conducting air superiority missions, the squadron is one of the oldest in the United States Air Force, its origins dating to 9 August 1917, being organized at Kelly Field, Texas. It deployed overseas to France as part of the American Expeditionary Forces, as a construction squadron at the 3d Air Instructional Center. The squadron saw combat during World War II, and became part of the United States Air Forces in Europe during the Cold War, the 55th Fighter Squadron’s roots trace back to 9 August 1917. Originally organized as the 55th Aero Squadron at Kelly Field, Texas, by November the squadron was deployed to Issoudun, the squadron was demobilized on 6 March 1919, following World War I. The squadron was reactivated in November 1930, at Mather Field, California, flying Boeing P-12 aircraft, the squadron moved several times in the next decade, flying the P-26, P-36, and finally the P-40 at Hamilton Field. At the beginning of World War II, the 55th sent its personnel to units fighting overseas and continued to train aviators for squadrons in Europe and the Pacific. In May 1942, it was redesignated a fighter squadron and transitioned to the P-39 Airacobra, the 55th was in the skies over Europe by August 1943, operating from RAF Wittering, England. The squadron flew 175 combat missions with the Lightning before acquiring the P-51 Mustang in 1944, with the rest of the 20th Fighter Group, the 55th flew daily strafing, long-range-patrol and bomber-escort missions. In June, they provided air cover during the allied invasion of Normandy. As the war progressed, the 55th performed escort and fighter-bomber missions supporting the Allied advance through Central Europe, in December 1944, they took part in the Battle of the Bulge, escorting bombers to the battle area. The squadron’s 175th and last combat mission in the P-51 was flown in April 1945, the day after American and Soviet forces met at the Elbe River. The 55th was demobilized on 18 October 1945, after the war’s end, the 55th entered the jet age in February 1948, with the F-84G Thunderjet. In January 1950, it was redesignated the 55th Fighter-Bomber Squadron, the squadron returned to England at RAF Wethersfield in June 1952. The squadron transitioned to the F-100 Super Sabre in 1957 and in 1958 was redesignated the 55th Tactical Fighter Squadron, the 55th moved with the 20th Tactical Fighter Wing to RAF Upper Heyford in June 1970. The next April, the 55th received its first F-111E Aardvark, in January 1991, elements of the 55th deployed to Turkey during Operation Desert Storm. They flew more than 144 sorties, amassing 415 combat hours without a loss and these missions neutralized key facilities throughout northern Iraq and helped to liberate Kuwait and stabilize the region. The squadron was inactivated in December 1993 and it was transferred and reactivated on 1 January 1994, to its present home, Shaw Air Force Base, flying the A-10 Thunderbolt II
55th Fighter Squadron
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55th FS F-16C Block 50D 91-0375 landing at Shaw in December 2006
55th Fighter Squadron
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55th Fighter Squadron emblem
55th Fighter Squadron
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Republic F-84F-45-RE Thunderstreak, Serial 52-6703 of the 55th Fighter-Bomber Squadron.
55th Fighter Squadron
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55th FS F-16C Block 50D 98-0003 in 2009 over South Carolina
71.
No. 91 Squadron RAF
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No 91 Squadron was a squadron of the Royal Air Force but is no longer operational. The name acknowledges the contribution made by Nigeria to the cost of the squadrons aeroplanes, a 91 squadron was initially formed in September 1917 at RAF Spitalgate but had moved to Chattis Hill within the month to undertake Wireless Telegraphy training. The squadron number was then reallocated in July 1918 to a squadron being formed at RAF Kenley. The new squadron was intended to be equipped with Sopwith Dolphins but never became operational in time and was moved to Lopscombe Corner and disbanded in July 1919. In January 1941 the squadron was reformed from No.421 Flight and based at RAF Hawkinge, Kent equipped with Spitfires, carrying out weather reconnaissance and Air Sea Rescue operations. In April 1943 they were upgraded to Spitfire XIIs, the first Griffon engined Spitfires and they also flew reconnaissance missions over northern France and later concentrated on bomber escort duties. In March 1944 the squadron was assigned to the Second Tactical Air Force, later in the year, now based at RAF West Malling, Kent and equipped with the faster Spitfire XIVs they were deployed to combat the V-1 flying-bomb attacks. In April 1945 the squadron relocated to East Anglia to carry out reconnaissance missions and searches for midget submarines off the coast of the Netherlands, after the war the Squadron moved to RAF Duxford and in October 1946 converted to Gloster Meteors. It was renumbered 92 Squadron in January 1947, list of RAF squadrons No.11 Group RAF RAF Squadron Histories RAFWeb Air of Authority
No. 91 Squadron RAF
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Formations and units
72.
No 438 Squadron RAF
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438 City of Montreal Tactical Helicopter Squadron is a unit of the Royal Canadian Air Force. The squadron operates the CH-146 Griffon tactical helicopter from CFB St. Hubert in Quebec and its tasks include transport, reconnaissance, search and rescue, and support to local law enforcement. The motto Going Down was adopted during the Second World War when operating on Hawker Typhoons over occupied Europe and this was the flight leaders instruction to begin diving attacks with bombs, cannons or both. Authorized at Montreal, Quebec, on September 1,1934 as No.18 Squadron and it was renumbered No.118 Squadron on November 17,1937. In its pre-war years, the unit flew the de Havilland DH.60 Moth, a book was written and published on the history of the Squadron, Le 438e Escadron tactique dhélicoptères 1934-2009 by Jerry Fielden and Michel Pratt was published in August 2010. Still then numbered as No.118 Squadron, the moved to Dartmouth. The Goblins continued until replaced by the Curtis Kittyhawk in December,1941, the squadron was sent to serve in the Alaska campaign and flew from Annette Island as part of Y Wing. On January 16,1942, two squadron Kittyhawks spotted and attacked a surfaced German U-boat barely 10 miles from Halifax, roberts flying Kittyhawk AK851 was able to fire six bursts and obtain a number of hits around the conning tower. Embarking for Europe on November 2,1943, the unit was renumbered No.438 Squadron, the Squadron was so successful in the following exploit that the Squadron Leader was awarded the D. F. C. The London Gazette of October 24,1944 reported, No.438 Sqn, in July 1944 Squadron Leader Beirnes led a formation of aircraft in an attack on a vital railway bridge over the river Orne just south of Caen. In spite of intense fire and much low cloud the attack was pressed home. In this well executed operation, Squadron Leader Beirnes displayed a degree of skill, courage. In August,1944, this again proved his skill when leading a formation in an attack against enemy mortar positions near the Forest of Grimbosq. Hugh A. Halliday in his book describes some later squadron actions in 1944, at 1520 hours S/L Beirnes led nine Typhoons to the area of Turnhout-Venlo-Eindhoven to strafe four trains, each with 10-20 cars. In each case the locomotive was destroyed, the flight landed at 1630 and was off again at 1930, this time with 500-pounders to blast shipping at Hoedekenskerke. All bombs were on target, hitting either ships or docks, one ship, apparently carrying ammunition, blew up in spectacular fashion and another vessel was left smoking. CMP Directorate of History and Heritage,438 Squadron Operations Record Book, June 1944. Jerry Fielden et Michel Pratt, Le 438e Escadron 1934-2009, Éditions Histoire Québec, Collection Société historique du Marigot,158 p. Typhoon and Tempest by Hugh A. Halliday The London Gazette
No 438 Squadron RAF
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438 Squadron badge
No 438 Squadron RAF
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Wildcat mascot nose art on CH-146 Griffon
No 438 Squadron RAF
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Griffon number 438 operated by Tactical Helicopter Squadron of the same number.
73.
Hawker Typhoon
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The Hawker Typhoon, was a British single-seat fighter-bomber, produced by Hawker Aircraft. It was intended to be a medium–high altitude interceptor, as a replacement for the Hawker Hurricane but several problems were encountered. The Typhoon was originally designed to mount twelve.303 inch Browning machine guns and its service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. Through the support of such as Roland Beamont it became established in roles such as night-time intruder. From late 1942 the Typhoon was equipped with bombs and from late 1943 RP-3 ground attack rockets were added to its armoury, with those weapons and its four 20mm Hispano cannon, the Typhoon became one of the Second World Wars most successful ground-attack aircraft. Even before Hurricane production began in March 1937, Sydney Camm had embarked on designing its successor, two preliminary designs were similar and were larger than the Hurricane. These later became known as the N and R, because they were designed for the newly developed Napier Sabre, Hawker submitted these preliminary designs in July 1937 but were advised to wait until a formal specification for a new fighter was issued. The armament fitted was to be twelve.303 inch Browning machine guns with 500 rounds per gun, Camm and his design team started formal development of the designs and construction of prototypes. The wing had a span of 41-foot-7-inch, with an area of 279 sq ft. The airfoil was a NACA22 wing section, with a thickness to chord ratio of 19. 5% at the root tapering to 12% at the tip. The wing possessed great strength, provided plenty of room for fuel tanks. Also incorporated into the wings were inward-retracting landing gear with a wide track of 13 ft 6¾ in. By contemporary standards, the new wing was very thick. The climb rate and performance above that level was considered disappointing. When the Typhoon was dived at speeds of over 500 mph and these compressibility problems led to Camm designing the Typhoon II, later known as the Tempest, which used much thinner wings with a laminar flow airfoil. P5212 also had a small tail-fin, triple exhaust stubs and no wheel doors fitted to the centre-section, on 9 May 1940 the prototype had a mid-air structural failure, at the join between the forward fuselage and rear fuselage, just behind the pilots seat. Philip Lucas could see daylight through the split but instead of bailing out, on 15 May the Minister of Aircraft Production, Lord Beaverbrook, ordered that resources should be concentrated on the production of five main aircraft types. As a result, development of the Typhoon was slowed, production plans were postponed, in the interim between construction of the first and second prototypes, the Air Ministry had given Hawker an instruction to proceed with the construction of 1,000 of the new fighters
Hawker Typhoon
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Typhoon
Hawker Typhoon
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The unarmed first prototype Typhoon P5212 taken just before its first flight. The prototype had a small tail unit and a solid fairing behind the cockpit, which was fitted with "car door" style access hatches; no inner wheel doors were fitted and the Sabre engine used three exhaust stubs either side of the cowling.
Hawker Typhoon
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The second prototype P5216 in the standard RAF camouflage of 1941, possibly with yellow undersurfaces. The retractable tailwheel and main wheels now had doors fitted. Six exhaust stubs and the later standardised four cannon armament were other changes from P5212.
Hawker Typhoon
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A Mark IB Typhoon US-A in April 1943. It was flown by Squadron Leader T.H.V Pheloung (New Zealand). An 18-inch-wide (460 mm) yellow recognition stripe is visible on the upper wing.
74.
No. 68 Squadron RAF
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The name No.68 Squadron has been used for two quite different units, only one of which was strictly a unit of the Royal Air Force. No.68 Squadron RFC was for a time the official British military designation for No.2 Squadron Australian Flying Corps, No.2 Squadron, Australian Flying Corps was formed at Heliopolis, Egypt in 1916. For a while it was known to the British military as No.68 Squadron RFC - according to accounts in order to avoid confusion with No.2 Squadron. This designation was never accepted by the squadron or the Australian Imperial Force, initially equipped with Airco DH.5 aircraft, the units main role with these aircraft was the strafing of hostile trenches. In January 1918 the unit was re-equipped with S. E. 5a fighters, the squadron claimed 77 enemy aircraft destroyed, it remained in Europe until 28 February 1919 when it was disbanded. In May 1941 No.68 converted to Bristol Beaufighters and in March 1942 they went to RAF Coltishall in Norfolk, in July 1944 the Squadron converted to de Havilland Mosquitoes. From July 1941, No.68 Squadron always had an element of Czechoslovak pilots in exile with up to eight flying crews consisting entirely of Czechoslovak personnel. The poet James Farrar was a Pilot Officer of 68 Squadron and he was killed on the night of 25/26 July 1944 when, on patrol over the Thames, he was ordered to intercept a V1 flying bomb. No.68 Squadron was deactivated on 20 April 1945 with the personnel joining various other units including No.125 Squadron RAF. On 1 January 1952, the squadron reformed as a squadron at RAF Wahn in West Germany. List of Royal Air Force aircraft squadrons Notes Works cited Media related to No.68 Squadron RAF at Wikimedia Commons
No. 68 Squadron RAF
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A DH.5 aeroplane of No. 2 Squadron, AFC (AKA "68 squadron RFC")
75.
De Havilland Hornet
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For the 1930s single-engine cabin biplane see, de Havilland Hornet Moth The de Havilland DH.103 Hornet was a twin-piston engined fighter aircraft developed by de Havilland. It further exploited the construction techniques that had been pioneered by the earlier de Havilland Mosquito. However, the war ended before the Hornet reached operational squadron status, the Hornet entered service with RAF Fighter Command where it equipped several day fighter units and was commonly stationed in the British mainland. It saw combat in the Far East, being used successfully as a fighter as part of the British military action taken during the Malayan Emergency. A navalised carrier-capable version, the Sea Hornet, had been envisioned early on and was procured by the Fleet Air Arm of the Royal Navy. In the autumn of 1941, the de Havilland company found that it had the design capacity to work on a new project. H. Accordingly, a team, led by R. E. Bishop with C. T. Wilkins assisting, was assembled with the aim of developing the D. H.101. However, the Sabre engine was suffering from availability problems at that point, the long range requirement led to the fuselage being highly streamlined. An independently-developed version of the Merlin engine which possessed a low area was selected for use on the D. H.103. By the end of 1942, an initial mock-up of the D. H.103 had been completed at de Havillands Hatfield facility and was soon demonstrated to officials of the Ministry of Aircraft Production. Due to the heavy wartime commitments that were placed upon the Ministry. However, in June 1943, the project stopped being a private venture when the Ministry released Specification F. 12/43, shortly thereafter, the D. H.103 project received the name Hornet. From an early stage, it was envisaged that the Hornet could be adapted for naval use, the two propellers were driven in opposite directions to improve the take-off and landing characteristics, and high-drag flaps were integrated to provide for greater power during approaches. By January 1944, the first fuselage shell for the first prototype D. H.103, RR915, was construction on production jigs at Hatfield. Flight tests of RR915 led to it achieving a speed of 485 mph in level flight. Within two months, over fifty flight hours were accumulated by RR915, towards the end of 1944, the assembly line for the Hornet F.1, the initial production model, was being established at Hatfield, and orders had already been received for the Royal Air Force. On 28 February 1945, PX210, the first of 60 production F.1 aircraft was delivered to the Aeroplane, on 29 October 1945, a production Hornet F.1, PX237, was used for the types first public appearance at an open day at RAE Farnborough. Additional prototypes were used for the development of improved variants of the Hornet, one such prototype, PX312, participated in the development of an improved fighter model to succeed the F.1, designated as the Hornet F.3
De Havilland Hornet
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D.H.103 Hornet Sea Hornet
De Havilland Hornet
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The Hornet prototype RR 915
De Havilland Hornet
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Sea Hornet NF.21 of the Airwork FRU displayed at RNAS Stretton in 1955. The radar thimble nose of this variant is evident
De Havilland Hornet
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de Havilland Sea Hornet F Mk 20s of No 728 Fleet Requirements Unit, Hal Far, Malta.
76.
Avro Lincoln
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The Avro Type 694, better known as the Avro Lincoln, was a British four-engined heavy bomber, which first flew on 9 June 1944. Developed from the Avro Lancaster, the first Lincoln variants were known initially as the Lancaster IV and V but were renamed Lincoln I and it was the last piston-engined bomber used by the Royal Air Force. The Lincoln became operational in August 1945, the Lincoln was used in action during the 1950s, by the RAF in the Mau Mau Uprising in Kenya and with the RAF and RAAF during the Malayan Emergency. The type also saw significant service with the Royal Australian Air Force, in Argentine service it was also replaced by the Canberra. The Avro Lincoln was Roy Chadwicks development of the Lancaster, built to the Air Ministry Specification B.5 tons of various armaments and equipment fittings. As a result of changes, the Lincoln had a higher operational ceiling and longer range than the Lancaster, having a maximum altitude of 35,000 ft. The prototype Lancaster IV was assembled by Avros experimental flight department at Manchesters Ringway Airport, separate production lines were also set up in Canada and Australia, although with the end of the war, production in Canada was halted after only one aircraft had been built. Production in Australia proceeded, the Lincolns that were manufactured there were operated by the Royal Australian Air Force. One Lincoln B Mk XV pattern aircraft was completed in Canada by Victory Aircraft. Along with two aircraft on loan from the RAF, the type was briefly evaluated postwar by the RCAF. The Lancaster V/Lincoln II differed mainly in that it was fitted with Merlin 68A engines, before the Lincoln was developed, the Australian government intended its Department of Aircraft Production, later known as the Government Aircraft Factory, would build the Lancaster Mk III. In its place, a variant of the Lincoln I, re-designated as Mk 30, was manufactured between 1946 and 1949, it has the distinction of being the largest aircraft built in Australia. Orders for a total of 85 Mk 30 Lincolns were placed by the RAAF, the first five Australian examples, were assembled using British-made components. On 17 March 1946, A73-1 conducted its début flight, the first entirely Australian-built Lincoln, the Mk 30 initially featured four Merlin 85 engines, this arrangement was later changed to a combination of two outboard Merlin 66s and two inboard Merlin 85s. A further improved version, designated as Lincoln Mk 30A. During the 1950s, the RAAF heavily modified some of their Mk 30 aircraft to perform anti-submarine warfare missions, the Mk 31 was particularly difficult to land at night, as the bomber used a tailwheel and the long nose obstructed the pilots view of the runway. 18 aircraft were rebuilt to standard in 1952, gaining new serial numbers. Ten were subsequently upgraded to MR. Mk 31 standard, which included an updated radar and these Lincolns served with No.10 Squadron RAAF at RAAF Townsville, however, the discovery of corrosion in the wing spars led to the types premature retirement in 1961
Avro Lincoln
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Lincoln
Avro Lincoln
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Royal Air Force Lincoln B.2 used by Napier's for icing research work until 1967 (1966)
Avro Lincoln
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The Avro Lincoln A73-20 being test flown with both starboard engines feathered
Avro Lincoln
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Lineup of the first operation of No. 1 Squadron, Royal Australian Air Force at RAF Tengah, Singapore, August 1950.
77.
No. 76 Squadron RAAF
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No.76 Squadron is a Royal Australian Air Force flight training squadron. Established in 1942, it operated P-40 Kittyhawk fighter aircraft in the South West Pacific theatre during World War II, following the end of hostilities it re-equipped with P-51 Mustangs and formed part of Australias contribution to the occupation of Japan until disbanding in 1948. The squadron was re-formed in 1949 and three years later transferred to Malta, where it operated de Havilland Vampire jet fighters on garrison duty until again disbanding in 1955 and it was reactivated in 1960 and operated CAC Sabre and Dassault Mirage III fighters in Australia until 1973. No.76 Squadron was re-formed in its present incarnation in 1989 and is stationed at RAAF Base Williamtown, New South Wales. No.76 Squadron was formed at Archerfield Airport, Queensland, led by Squadron Leader Peter Jeffrey, it moved to Weir Strip near Townsville in mid-April to continue training. During April seven of No.76 Squadrons P-40s were ferried to Port Moresby and handed over to No.75 Squadron, on 1 and 13 May No.76 Squadron Kittyhawks were scrambled to intercept Japanese aircraft near Townsville but did not make contact with the intruders. The squadron completed its training in June, by time it had received its full complement of 24 fighters and 38 pilots. The squadron deployed to the front lines of the New Guinea Campaign during July 1942 and its advance party left Townsville for its new base at Milne Bay early in the month, and the fighters departed on 19 July. No.75 Squadron also arrived at Milne Bay on 31 July, No.76 Squadron aircraft intercepted Japanese raids on Milne Bay on 4 and 11 August. During late August and early September No.75 and No.76 Squadrons were involved in the Battle of Milne Bay, on 25 August No.76 Squadron aircraft bombed a Japanese naval convoy which was approaching the area. While this attack damaged several ships, the continued on. From dawn the next day the two Kittyhawk squadrons were engaged with attacking Japanese positions and intercepting Japanese air raids on the area. On 28 August the Kittyhawks were withdrawn to Port Moresby when the Japanese troops came close to their airstrips, No.75 and No.76 Squadrons supported the Allied counter-offensive at Milne Bay which ended with the remaining Japanese troops being evacuated in early September. The squadron flew 220 sorties between 26 and 5 September but suffered a blow when Squadron Leader Turnbull was shot down. Turnbull was replaced by Squadron Leader Keith Truscott that day, No.76 Squadron was relieved by two United States Army Air Forces squadrons on 21 September and began moving to the Darwin area of northern Australia the next day. It conducted relatively little flying during October due to shortages of equipment, the squadrons flying effort increased in November and December and in January 1943 it was scrambled to intercept several Japanese raids. During one of these attacks Squadron Leader Truscott shot down a Japanese Mitsubishi G4M Betty bomber on 21 January. The Supermarine Spitfire-equipped No.1 Wing RAAF began to arrive in the Darwin area in January and at the end of the month No.76 Squadron was transferred to Onslow, Western Australia
No. 76 Squadron RAAF
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RAAF pilots, mainly from No. 76 Squadron, at Milne Bay in September 1942
No. 76 Squadron RAAF
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No. 76 Squadron's crest
No. 76 Squadron RAAF
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Squadron Leader Keith "Bluey" Truscott, CO of 76 Squadron, taxiing along Marston Matting at Milne Bay in September 1942
No. 76 Squadron RAAF
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A No. 76 Squadron P-40 Kittyhawk undergoing maintenance at Kiriwina in January 1944
78.
Blue Steel (missile)
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The Avro Blue Steel was a British air-launched, rocket-propelled nuclear armed standoff missile, built to arm the V bomber force. It allowed the bomber to launch the missile against its target while still outside the range of surface-to-air missiles, the missile proceeded to the target at high speeds up to Mach 3, and would trigger within 100 m of the pre-defined target point. Blue Steel entered service in 1963, by which point improved SAMs with longer range had greatly eroded the advantages of the design, a longer-range version, Blue Steel II, was considered, but cancelled in favour of the much longer-range GAM-87 Skybolt system from the US. When development of system was cancelled in 1962 the V-bomber fleet was considered highly vulnerable. Blue Steel remained the primary British nuclear deterrent weapon until the Royal Navy started operating Polaris ballistic missiles from Resolution-class submarines, the answer was for a rocket-powered, supersonic missile capable of carrying a large nuclear warhead with a range of at least 50 mi. This would keep the bombers out of range of Soviet ground-based defences installed around the target area, allowing the warhead to dash in at high speed. There would have to be a balance between the size of the warhead, the need for it to be carried by any of the three V-bomber types in use, and that it should be able to reach Mach 3. At the time the only strategic warheads available in the UK were the Orange Herald and Green Bamboo, the Air Staff issued this requirement for a stand-off bomb as OR.1132 in September 1954. Avro began work proper in 1955, with the assigned Rainbow Code name of Blue Steel which it would keep in service, with Elliots working on the guidance system Armstrong Siddeley would develop the liquid fuel engine. The large girth of Blue Steel was determined by the 45 inches implosion sphere diameter of Green Bamboo, Avro proposed that Blue Steel would evolve over time, subsequent versions increasing speed and range. The ultimate Blue Steel would be a 900 nmi range weapon that could be launched by the supersonic Avro 730 under development and they were told to limit themselves to the specification of OR.1132. The project was delayed by the need to develop the stainless steel fabrication techniques, Elliots guidance system was plagued by accuracy problems delaying test flights. Red Snow was smaller and lighter than the earlier warhead proposals, the missile was fitted with a state-of-the-art inertial navigation unit. This system allowed the missile to strike within 100 metres of its designated target, Blue Steel emerged as a pilotless, winged aircraft roughly the size of the experimental Saunders-Roe SR.53 interceptor, with clipped delta wings and small canard foreplanes. It was powered by a two-chamber Armstrong Siddeley Stentor Mark 101 rocket engine, burning a combination of hydrogen peroxide, the fuel was a considerable operational problem, because fuelling the missile before launch took nearly half an hour, and was quite hazardous. It required the site to be flooded with water. Another issue was the small ground clearance when attached to the Handley Page Victor. On launch the rocket engines first chamber developing 24,000 lbf thrust would power the missile along a course to the target at around Mach 1.5
Blue Steel (missile)
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Avro Blue Steel nuclear missile (front) at the Midland Air Museum
Blue Steel (missile)
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Avro Blue Steel missile (side view) at the Midland Air Museum behind the wing of an Avro Vulcan bomber
Blue Steel (missile)
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Rear view of Blue Steel missile at RAF Cosford aerospace museum, showing the twin-chamber "Stentor" rocket motor
79.
No. 230 Squadron RAF
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No.230 Squadron is an RAF squadron, currently based at RAF Benson. The squadron was part of Royal Air Force Germany, operating the Puma HC.1 there from 1980, following the drawdown at the end of the Cold War, the squadron disbanded on 30 April 1992. This was short-lived however and the squadron reformed at RAF Aldergrove on 4 May 1992, the squadron is well experienced in night flying, almost a third of flights are undertaken after dark. The 2004 Future Capabilities chapter of the UK Defence White Paper and it was announced in late 2008 that the squadron was to move to RAF Benson by 2010. The Squadron re-equipped with Puma HC Mk2 in 2014 following removal from service of the Puma HC Mk1, No.230 Squadron was formed on 20 August 1918 at Felixstowe, consisting of three Flights. No.327 and 328 Flight used Felixstowe F.2 and F. 2A flying boats and Fairey IIIs for maritime reconnaissance, at the end of World War I the squadron was retained as one of the few RAF coastal units. In 1920 the squadron got Felixstowe F.5 flying boats, and it moved to RAF Calshot in May 1922, on 1 December 1934 No.230 Squadron was reformed at RAF Pembroke Dock with Short Singapore flying boats. The Squadron used the Singapore till 1938, serving from Aboukir, Alexandria, Lake Timsah and after a return to the UK. On 1 September 1958 No.215 Squadron RAF at Dishforth was renumbered 230 Squadron, from 1960 these were augmented with Scottish Aviation Twin Pioneer aircraft. Westland Whirlwind HC.10 helicopters began to arrive in June 1962 to become the Squadrons standard equipment, in January 1963 No.230 Squadron moved to RAF Gütersloh, West Germany, returning to the UK in January 1965 before being transferred to Borneo. In 1967 the Squadron returned to the UK and in November 1971 began to convert to the Westland Puma HC.1 at RAF Odiham. On 14 October 1980, the squadron moved back to RAF Gütersloh, West Germany where they remained until being disbanded and reformed at RAF Aldergrove,230 sqn was one of two Northern Ireland based squadrons of the Royal Air Force, the other being 72 Squadron. 230 Squadrons 18 Puma aircraft were rotated with No.33 Squadrons 15 Pumas to even out flight hours amongst the fleet. A well travelled route for the Pumas, as well as for the visiting Chinooks of 7 and 18 Squadrons was to the Royal Irish Regiment camp at Ballykinler, South Down. On 17 November 2009,230 Squadron eventually left Northern Ireland for RAF Benson in Oxfordshire after 17 years in the province, the Puma HC1 was withdrawn from service in December 2012 and is to be replaced with the HC2. On 11 October 2015, one member of the squadron was killed in an accident in Kabul, Afghanistan, whilst landing at the NATO Training, a Ministry of Defence spokesman said the crash was an accident and not the result of insurgent activity. The crewman was named a day later, and was repatriated back to the UK on the 20th, the Flight Lieutenants CO commented saying A man with exceptionally high standards, he was never afraid to remind anyone when he felt they could have done better. However, this advice was always delivered with his characteristic wry smile, the Support Helicopter Force has lost not only an outstanding operator but a good friend to so many. his lasting legacy will be the professionalism and courage he passed onto all who flew with him
No. 230 Squadron RAF
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No. 230 Squadron RAF
No. 230 Squadron RAF
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Short Singapore III flying boat of 230 squadron at Alexandria, mid-1930s.
No. 230 Squadron RAF
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A Westland Puma of 230 Squadron
80.
Westland Whirlwind (helicopter)
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The Westland Whirlwind helicopter was a British licence-built version of the U. S. Sikorsky S-55/H-19 Chickasaw. It primarily served with the Royal Navys Fleet Air Arm in anti-submarine and search and this was followed by ten Whirlwind HAR. 1s, which entered service shortly afterwards. They served in roles, including search and rescue and communications functions. The HAR.3 had a larger 700 hp Wright R-1300-3 Cyclone 7 engine and this was followed by the similarly powered HAS.7, which became the first British helicopter designed for anti-submarine warfare in the front-line when it entered service in 1957. The HAS.7 was powered by a 750 hp Alvis Leonides Major 755/1 radial engine and it had a hovering ceiling at 9,400 ft and a range of 334 miles at 86 mph. In 1960 Westland introduced a Whirlwind powered by the 1,000 hp Bristol Siddeley Gnome turboshaft, the Gnome featured an early computer controlled fuel system that removed variations in engine power and made for much easier handling by the pilot. Later in their lives, some HAS. 7s were converted to use the Gnome turboshaft engine. After entering service with the Royal Navy, the Whirlwind came to be used by the British Army, more than 400 Whirlwinds were built, of which nearly 100 were exported to foreign customers. The French Navy received 37 Whirlwind HAR.2 between 1954 and 1957, HAS.2215 built by Sikorsky, anti-submarine. Whirlwind Series 3 G-APWN, Midland Air Museum, Coventry, England, Whirlwind HAR.9 XL875 at Scone Airfield, Perth, Scotland. Air Service Training Whirlwind HAR.9 XN258 At the North East Aircraft Museum, Whirlwind HAR.10 XD163 at The Helicopter Museum, Weston-super-Mare, England. Whirlwind HAR.10 XP345 At Aeroventure, South Yorkshire Aircraft Museum, owned by the Yorkshire Helicopter Preservation Group. Whirlwind HAR.10 XP355 At the City of Norwich Aviation Museum, Norwich Airport, Whirlwind XG576 / CU-590 Named Princess Olivia. Originally delivered to the Royal Navy as XG576 in 1955, at Alten, Germany.5 lb/ft2 Power/mass,0. com database
Westland Whirlwind (helicopter)
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Whirlwind
Westland Whirlwind (helicopter)
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Whirlwind Series 1 demonstrator fitted with P&W R-1340 in 1955
Westland Whirlwind (helicopter)
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Whirlwind of the Royal Navy
Westland Whirlwind (helicopter)
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Whirlwind HAS.7 of the Empire Test Pilots' School
81.
Hawker Siddeley Harrier
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The Hawker Siddeley Harrier, developed in the 1960s, was the first of the Harrier Jump Jet series of aircraft. The Harrier was developed directly from the Hawker Siddeley Kestrel prototype aircraft, following the cancellation of an advanced supersonic aircraft. The British Royal Air Force ordered the Harrier GR.1 and it was exported to the United States as the AV-8A, for use by the US Marine Corps, in the 1970s. The USMC used their Harriers primarily for air support, operating from amphibious assault ships. Harrier squadrons saw several deployments overseas, the Harriers ability to operate with minimal ground facilities and very short runways allowed it to be used at locations unavailable to other fixed-wing aircraft. The Harrier received criticism for having an accident rate and for a time-consuming maintenance process. In the 1970s the British Aerospace Sea Harrier was developed from the Harrier for use by the Royal Navy on Invincible-class aircraft carriers, the Sea Harrier and the Harrier fought in the 1982 Falklands War, in which the aircraft proved to be crucial and versatile. The RN Sea Harriers provided fixed-wing air defence while the RAF Harriers focused on ground-attack missions in support of the advancing British land force, the Harrier was also extensively redesigned as the AV-8B Harrier II and British Aerospace Harrier II by the team of McDonnell Douglas and British Aerospace. The innovative Harrier family and its Rolls-Royce Pegasus engines with thrust vectoring nozzles have generated long-term interest in V/STOL aircraft, similar V/STOL operational aircraft include the contemporary Soviet Yakovlev Yak-38. The F-35B V/STOL variant of the Lockheed Martin F-35 Lightning II is under development, the Harriers design was derived from the Hawker P.1127. Prior to developing the P.1127 Hawker Aircraft had been working on a replacement for the Hawker Hunter, the P.1121 was cancelled after the release of the British Governments 1957 Defence White Paper, which advocated a policy shift away from manned aircraft and towards missiles. This policy resulted in the termination of the majority of development projects then underway for the British military. Hawker sought to move on to a new project and became interested in Vertical Take Off/Landing aircraft. Design work on the P.1127 was formally started in 1957 by Sir Sydney Camm, Ralph Hooper of Hawker Aircraft, rather than using rotors or a direct jet thrust, the P.1127 had an innovative vectored thrust turbofan engine, the Pegasus. The Pegasus I was rated at 9,000 pounds of thrust and first ran in September 1959, a contract for two development prototypes was signed in June 1960 and the first flight followed in October 1960. Of the six prototypes built three crashed—including one during an air display at the 1963 Paris Air Show. In 1961 the United Kingdom, United States and West Germany jointly agreed to nine aircraft developed from the P.1127, for the evaluation of the performance. These aircraft were built by Hawker Siddeley and were designated Kestrel FGA.1 by the UK
Hawker Siddeley Harrier
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Harrier GR.1 / GR.3 AV-8A/C/S Harrier / Matador
Hawker Siddeley Harrier
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Hawker Siddeley XV-6A Kestrel in later USAF markings
Hawker Siddeley Harrier
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AV-8C Harrier taking off from an amphibious transport dock ship
Hawker Siddeley Harrier
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An RAF Harrier GR.1, on loan to the USMC, displaying its underside with a full load of bombs
82.
Air Commodore
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Air commodore is a one-star rank and the most junior general rank of the air-officer which originated in and continues to be used by the Royal Air Force. The name of the rank is always the full phrase and is never shortened to Commodore, Air commodore is a one-star rank and the most junior air officer rank, being immediately senior to group captain and immediately subordinate to air vice-marshal. It has a NATO ranking code of OF-6 and is equivalent to a commodore in the Royal Navy or a brigadier in the British Army or the Royal Marines, unlike these two ranks, however, it has always been a substantive rank. In other NATO forces, such as the United States Armed Forces and the Canadian Armed Forces, the equivalent rank in the Womens Auxiliary Air Force, Womens Royal Air Force and Princess Marys Royal Air Force Nursing Service was air commandant. In the present-day RAF, air commodores typically hold senior appointments within groups, however, during the inter-war period, and in the case of the contemporary No.83 Expeditionary Air Group, the air officer commanding held or holds air commodore rank. In the Air Training Corps, an air commodore holds ultimate authority over the cadet organisation as the Commandant Air Cadets. On 1 April 1918, the newly created RAF adopted its officer rank titles from the British Army, with officers at what is now air commodore holding the rank of brigadier-general. In response to the proposal that the RAF should use its own titles, it was suggested that the RAF might use the Royal Navys officer ranks. However, the title based on the Navy rank was preferred. The rank insignia is a band on a broad black band worn on both the lower sleeves of the tunic or on the shoulders of the flying suit or the casual uniform. On the mess uniform, air commodores wear a gold ring on both lower sleeves. The command flag of an air commodore has one narrow red band running through the centre and is rectangular with a section giving it two tails. It is the only RAF command flag of this shape and it is similar in shape to that of a Royal Navy commodores broad pennant, the vehicle star plate for an air commodore depicts a single white star on an air force blue background. RAF air commodores are classed as air officers and as such have two rows of oak leaves on the peak of their service dress hats. The reigning monarch may appoint honorary air commodores for RAF flying squadrons and stations, for example, Prince Charles is RAF Valleys honorary air commodore and Winston Churchill was 615 Squadrons honorary air commodore. As the title suggests, this is a position bestowed by the reigning monarch. It is designed to strengthen the bond between the unit and the individual and promote the role of the air force amongst the public. Serving officers, such as Prince Harry, may be granted an equivalent appointment to the honorary rank, in such cases the individual is made an honorary air commandant and they retain their regular rank
Air Commodore
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Air Commodore JV Paul, Indian Air Force
Air Commodore
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Churchill in his air commodore's uniform at the 1943 Tehran Conference
83.
Order of the Bath
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The Most Honourable Order of the Bath is a British order of chivalry founded by George I on 18 May 1725. The name derives from the medieval ceremony for appointing a knight. The knights so created were known as Knights of the Bath, George I erected the Knights of the Bath into a regular Military Order. Prior to 1815, the order had only a class, Knight Companion. Recipients of the Order are now usually senior officers or senior civil servants. Commonwealth citizens who are not subjects of the Queen and foreign nationals may be made Honorary Members, in the Middle Ages, knighthood was often conferred with elaborate ceremonies. These usually involved the taking a bath during which he was instructed in the duties of knighthood by more senior knights. He was then put to bed to dry, clothed in a special robe, he was led with music to the chapel where he spent the night in a vigil. At dawn he made confession and attended Mass, then retired to his bed to sleep until it was fully daylight, in the early medieval period the difference seems to have been that the full ceremonies were used for men from more prominent families. Knights Bachelor continued to be created with the form of ceremony. The last occasion on which Knights of the Bath were created was the coronation of Charles II in 1661. From at least 1625, and possibly from the reign of James I, Knights of the Bath were using the motto Tria iuncta in uno, and wearing as a badge three crowns within a plain gold oval. These were both adopted by the Order of the Bath, a similar design of badge is still worn by members of the Civil Division. Their symbolism however is not entirely clear, the three joined in one may be a reference to the kingdoms of England, Scotland and either France or Ireland, which were held by English and, later, British monarchs. This would correspond to the three crowns in the badge, another explanation of the motto is that it refers to the Holy Trinity. The prime mover in the establishment of the Order of the Bath was John Anstis, Garter King of Arms, the Court remained the centre of the political world. The King was limited in that he had to choose Ministers who could command a majority in Parliament, the leader of an administration still had to command the Kings personal confidence and approval. A strong following in Parliament depended on being able to supply places, pensions, the attraction of the new Order for Walpole was that it would provide a source of such favours to strengthen his political position
Order of the Bath
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Most Honourable Order of the Bath
Order of the Bath
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A painting by Edmund Leighton depicting a fictional scene of a knight receiving the accolade
Order of the Bath
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Mildmay Fane, 2nd Earl of Westmorland, KB, with sash.
Order of the Bath
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Sir Robert Walpole, the first Prime Minister, who used the Order of the Bath as a source of political patronage
84.
Air Vice-Marshal
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Air vice-marshal is a two-star air officer rank which originated in and continues to be used by the Royal Air Force. Air vice-marshals may be addressed generically as air marshal, Air vice-marshal is a two-star rank and has a NATO ranking code of OF-7. It is equivalent to a rear-admiral in the Royal Navy or a major-general in the British Army or the Royal Marines, in other NATO forces, such as the United States Armed Forces and the Canadian Armed Forces, the equivalent two-star rank is major general. The rank of air vice-marshal is immediately senior to the air commodore. Since before the Second World War it has been common for air officers commanding RAF groups to hold the rank of air vice-marshal. In small air forces such as the Royal New Zealand Air Force and the Ghana Air Force, the equivalent rank in the Womens Auxiliary Air Force, Womens Auxiliary Australian Air Force, Womens Royal Air Force and Princess Marys Royal Air Force Nursing Service was air chief commandant. On 1 April 1918, the newly created RAF adopted its officer rank titles from the British Army, with officers at what is now air vice-marshal level holding the rank of major-general. In response to the proposal that the RAF should use its own titles, it was suggested that the RAF might use the Royal Navys officer ranks. For example, the rank that later became air vice-marshal would have been air rear-admiral, however, air vice-marshal was preferred and was adopted on 1 August 1919. This is worn on both the sleeves of the dress uniform or on the shoulders of the flying suit or working uniform. The command flag of an air vice-marshal has two red bands running through the centre. The vehicle star plate for an air vice-marshal depicts two white stars on an air force blue background, the Australian Air Corps adopted the RAF rank system on 9 November 1920 and this usage was continued by its successor, the Royal Australian Air Force. However, the rank of air vice-marshal was not used by the Australian Armed Forces until 1935 when Richard Williams, margaret Staib of the Royal Australian Air Force served in the rank of air vice-marshal from 2009 to 2012 when she retired from the Australian Defence Force. In India, Subroto Mukerjee was the first Royal Indian Air Force officer to gain the rank of air vice-marshal and he gained an acting promotion to air vice-marshal on 27 September 1948 and a substantive promotion several months later on 1 February 1949. It is also used in the Egyptian Air Force, Hellenic Air Force, Royal Air Force of Oman, in the Indonesian Air Force the equivalent rank is marsekal muda which is usually translated as air vice-marshal in English. Compare this with the rank up which is marsekal madya which is usually translated as air marshal in English. The Royal Canadian Air Force used the rank until the 1968 unification of the Canadian Forces, Canadian air vice-marshals then became major-generals. In official French Canadian usage, the title was vice-maréchal de lair
Air Vice-Marshal
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An RAF air vice-marshal's sleeve/shoulder insignia
85.
Leonard Henry Trent
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Trent was born in Nelson, New Zealand on 14 April 1915, the son of a dentist. In 1919 the family moved to Takaka, where three years later, after taking a ride in a Gipsy Moth aircraft, Trent became captivated by flying. He was educated at Nelson College and boarded at the school between 1928 and 1934, after induction training at Taieri near Dunedin, he undertook Royal New Zealand Air Force flight training in Christchurch, gaining his wings in May 1938. A month later he sailed for Britain to join the Royal Air Force, in September 1939 Trent went to France as part of No.15 Squadron RAF, flying Fairey Battles on high-level photo-reconnaissance missions over enemy territory. The squadron returned to England in December to convert to the Bristol Blenheim IV. Trent flew numerous combat missions after Germany invaded the Low Countries, in July 1940 he received the DFC for his outstanding contribution to the Battle of France. Posted as an instructor, he married Ursula Elizabeth Woolhouse on 7 August 1940 at Holborn. He also test flew the Douglas DB-7 Boston, which he recommended to the RAF. Trent returned to combat duties in March 1942 and was promoted to Squadron Leader. He flew many difficult raids on targets in the Low countries during late 1942 and he was a 28-year-old squadron leader, Royal New Zealand Air Force, serving with No.487 Squadron RNZAF, under Royal Air Force control when he was awarded the Victoria Cross. On 3 May 1943 the squadron was ordered on a Ramrod diversionary bombing attack on the station in Amsterdam. No. s 118 Sqn,167 and 504 Squadrons of the Coltishall Wing were to escort the Venturas, the Venturas were to cross the coast at sea level so as not to alert German radar, then climb. Unfortunately the 11 Gp Mk IXs flying Rodeo 212 ahead of the Venturas arrived early and they ran low on fuel before the Venturas arrived and had to leave. The Luftwaffe scrambled some 70 fighters in four formations, with Focke-Wulf Fw 190s to deal with the escort, the escort Wing Leader, Wg Cdr Blatchford, vainly attempted to recall the bombers but they were soon hemmed in by fighters. Under constant attack by II Gruppe, Jagdgeschwader 1,487 Squadron continued on to its target, the Squadron was virtually wiped out. Trent shot down a Messerschmitt Bf 109 with the machine guns of his plane. Immediately afterwards, his own aircraft was hit, went into a spin, Trent and his navigator were thrown clear at 7,000 feet and became prisoners. Trent, whose leadership was instrumental in ensuring the bombing run was completed, was awarded the Victoria Cross, after his capture Trent was assigned to Stalag Luft III Sagan, Germany. He participated in the Great Escape of 24 March 1944 although he was recaptured almost immediately, the Gestapo executed 50 recaptured prisoners, but Trent received solitary confinement because of his immediate surrender outside the camp. Trent survived the war in a POW camp, Trent was liberated by British forces on 2 May 1945
Leonard Henry Trent
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NCOs of Trent's 487 Squadron, with Ventura at RAF Methwold early 1943
Leonard Henry Trent
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Leonard Henry Trent VC DFC
Leonard Henry Trent
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Squadron Leader Trent, left, with Wing Commander G J "Chopper" Grindell, centre, Commanding Officer of No. 487 Squadron RNZAF, and Squadron Leader T Turnbull, 1943
86.
Victoria Cross
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The Victoria Cross is the highest award of the United Kingdom honours system. It is awarded for gallantry in the face of the enemy to members of the British armed forces and it was previously awarded to Commonwealth countries, most of which have established their own honours systems and no longer recommend British honours. It may be awarded to a person of any rank in any service. Since the first awards were presented by Queen Victoria in 1857 and these investitures are usually held at Buckingham Palace. The VC was introduced on 29 January 1856 by Queen Victoria to honour acts of valour during the Crimean War, since then, the medal has been awarded 1,358 times to 1,355 individual recipients. Only 15 medals,11 to members of the British Army, the traditional explanation of the source of the metal from which the medals are struck is that it derives from Russian cannon captured at the Siege of Sevastopol. Some research has suggested a variety of origins for the material, research has established that the metal for most of the medals made since December 1914 came from two Chinese cannons that were captured from the Russians in 1855. Owing to its rarity, the VC is highly prized and the medal has fetched over £400,000 at auction, a number of public and private collections are devoted to the Victoria Cross. The private collection of Lord Ashcroft, amassed since 1986, contains over one-tenth of all VCs awarded, following a 2008 donation to the Imperial War Museum, the Ashcroft collection went on public display alongside the museums Victoria and George Cross collection in November 2010. These are unique awards of honours system, recommended, assessed, gazetted and presented by each country. In 1854, after 39 years of peace, Britain found itself fighting a war against Russia. The Crimean War was one of the first wars with modern reporting, before the Crimean War, there was no official standardised system for recognition of gallantry within the British armed forces. This structure was limited, in practice awards of the Order of the Bath were confined to officers of field rank. Brevet promotions or Mentions in Despatches were largely confined to those who were under the notice of the commanders in the field. Other European countries had awards that did not discriminate against class or rank, France awarded the Légion dhonneur and The Netherlands gave the Order of William. There was a feeling among the public and in the Royal Court that a new award was needed to recognise incidents of gallantry that were unconnected with a mans lengthy or meritorious service. Queen Victoria issued a Warrant under the Royal sign-manual on 29 January 1856 that officially constituted the VC, the order was backdated to 1854 to recognise acts of valour during the Crimean War. Queen Victoria had instructed the War Office to strike a new medal that would not recognise birth or class, the medal was meant to be a simple decoration that would be highly prized and eagerly sought after by those in the military services
Victoria Cross
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The front and back of Edward Holland 's VC.
Victoria Cross
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Obverse of the cross. Ribbon: 1½" (38 mm), crimson (blue ribbon for naval awards 1856–1918).
Victoria Cross
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The obverse of William Johnstone's VC showing the dark blue ribbon for pre-1918 awards to naval personnel.
Victoria Cross
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Victoria Cross as it appears on Commonwealth War Graves Commission headstones.
87.
Order of the British Empire
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There is also the related British Empire Medal, whose recipients are affiliated with, but not members of, the order. Recommendations for appointments to the Order of the British Empire were at first made on the nomination of the United Kingdom, the self-governing Dominions of the Empire, nominations continue today from Commonwealth countries that participate in recommending British honours. Most members are citizens of the United Kingdom or the Commonwealth realms that use the Imperial system of honours and awards. Honorary knighthoods are appointed to citizens of nations where the Queen is not head of state, occasionally, honorary appointees are, incorrectly, referred to as Sir or Dame – Bill Gates or Bob Geldof, for example. In particular, King George V wished to create an Order to honour many thousands of those who had served in a variety of non-combatant roles during the First World War, when first established, the Order had only one division. However, in 1918, soon after its foundation, it was divided into Military. The Orders motto is For God and the Empire, at the foundation of the Order, the Medal of the Order of the British Empire was instituted, to serve as a lower award granting recipients affiliation but not membership. In 1922, this was renamed the British Empire Medal, in addition, the BEM is awarded by the Cook Islands and by some other Commonwealth nations. The British monarch is Sovereign of the Order, and appoints all members of the Order. The next most senior member is the Grand Master, of whom there have been three, Prince Edward, the Prince of Wales, Queen Mary, and the current Grand Master, the Duke of Edinburgh. The Order is limited to 300 Knights and Dames Grand Cross,845 Knights and Dames Commander, and 8,960 Commanders. There are no limits applied to the number of members of the fourth and fifth classes. Foreign recipients, as members, do not contribute to the numbers restricted to the Order as full members do. Though men can be knighted separately from an order of chivalry, women cannot, and so the rank of Knight/Dame Commander of the Order is the lowest rank of damehood, and second-lowest of knighthood. Because of this, Dame Commander is awarded in circumstances in which a man would be created a Knight Bachelor, for example, by convention, female judges of the High Court of Justice are created Dames Commander after appointment, while male judges become Knights Bachelor. The Order has six officials, the Prelate, the Dean, the Secretary, the Registrar, the King of Arms, the Bishop of London, a senior bishop in the Church of England, serves as the Orders Prelate. The Dean of St Pauls is ex officio the Dean of the Order, the Orders King of Arms is not a member of the College of Arms, as are many other heraldic officers. From time to time, individuals are appointed to a higher grade within the Order, thereby ceasing usage of the junior post-nominal letters
Order of the British Empire
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Most Excellent Order of the British Empire
Order of the British Empire
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MBE as awarded in 1918
Order of the British Empire
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Close up of an MBE from 1945 showing the "For God and the Empire"
Order of the British Empire
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Lieutenant General Sir Robert Fulton, KBE
88.
Air Marshal
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Air marshal is a three-star air-officer rank which originated in and continues to be used by the Royal Air Force. Air marshal is a rank and has a NATO ranking code of OF-8. In other NATO forces, such as the United States Armed Forces and the Canadian Armed Forces, the rank of air marshal is immediately senior to the rank of air vice-marshal and immediately subordinate to the rank of air chief marshal. Officers in the rank of air marshal typically hold senior appointments such as commander-in-chief of an air force or a large air force formation. Officers in the ranks of air marshal and air vice-marshal are also referred to generically as air marshals. Occasionally, air force officers of rank are considered to be air marshals. Prior to the adoption of RAF-specific rank titles in 1919, it was suggested that the RAF might use the Royal Navys officer ranks, for example, the rank that later became air marshal would have been air vice-admiral. However, air marshal was preferred and was adopted on 1 August 1919, the rank of air marshal was first used on 11 August 1919 when Sir Hugh Trenchard was promoted to the rank and it has been used ever since. The rank insignia consists of two light blue bands over a light blue band on a broad black band. This is worn on the sleeves of the dress uniform or on shoulders of the flying suit or working uniform. The command flag for an air marshal is defined by the broad red band running in the centre of the flag. The vehicle star plate for an air marshal depicts three white stars on an air force blue background and it is also used in the Nigerian Air Force, Ghana Air Force, Hellenic Air Force, Air Force of Zimbabwe and the Royal Thai Air Force. The Brazilian Air Force does not use air marshal ranks as an equivalent to general ranks, however, its highest rank is marechal-do-ar, the equivalent to a Brazilian Army marshal. Marechal-do-ar can be translated as air marshal or marshal of the air, similarly, the Royal Malaysian Air Forces five-star rank of marshal udara translates as air marshal. The Australian Air Corps adopted the RAF rank system on 9 November 1920 and this usage was continued by its successor, however, the rank of air marshal was not used by the Australian Armed Forces until 1940 when Richard Williams, an RAAF officer, was promoted. In New Zealand, the head of the air force holds the rank of air vice-marshal. However, when an air force holds the countrys senior military appointment, Chief of the New Zealand Defence Force. The last air force Chief of the Defence Force was Air Marshal Sir Bruce Ferguson who served in that appointment from 2001 to 2006, in official French Canadian usage, the rank title was maréchal de lair
Air Marshal
89.
Ashley Stevenson
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Air Commodore Ashley David Stevenson, CBE, ADC is a retired senior Royal Air Force officer and a former Commandant of Royal Air Force College Cranwell. Stevenson was commissioned into the Flying Branch as an officer from the ranks of the RAF on 25 February 1982. He conducted his flying training in the USA on the T-37 and T-38 aircraft and he was awarded the Queens Commendation for Brave Conduct in 1992 for his actions in an ejection situation following a bird strike. Stevenson served as Station Commander RAF Wittering for two years and, on promotion to air commodore, was appointed Air Commodore Force Development Headquarters in No.1 Group on 27 November 2006. Stevenson was appointed to the newly created NATO post of Commander Kandahar Airfield and he then became Commandant Royal Air Force College Cranwell and Director of Recruiting in April 2008. He was appointed a Commander of the Order of the British Empire in the 2012 Birthday Honours
Ashley Stevenson
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Stevenson in 2007
90.
Ailsworth
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Ailsworth or Ailesworth is a village and civil parish in the City of Peterborough unitary authority, about 4.5 miles west of the city centre. In the 2001 census the population stood at 413 and this has increased to 559 in the 2011 census The villages toponym comes from the Old English Ægeleswurth, the Domesday Book of 1086 records it as Eglesworde meaning an enclosure of a man named Agel. The common lands of Ailsworth and the parish of Castor were not enclosed until 1898. The village sign celebrating the Golden Jubilee of the local Womens Institute was erected in 1981 on the boundary with the village of Castor. The £9 million dual-carriageway Ailsworth and Castor Bypass, which is part of the A47 road, was opened in September 1991, Ailsworth lies in the ecclesiastical parish of Castor. In Ailsworth there is a practice, village shop, coffee house, recreation ground. The village used to have two houses, The Wheatsheaf and The Barley Mow. The Wheatsheaf, which was built in the early 19th century, the Barley Mow public house closed in the 1950s. Aylesworth Media related to Ailsworth at Wikimedia Commons Ailsworth in the Domesday Book
Ailsworth
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Signpost in Ailsworth
91.
Borough Fen
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Borough Fen is a civil parish in the City of Peterborough unitary authority in Cambridgeshire, England. The parish is to the north of Peterborough city centre, just below the county border with Lincolnshire, much of the land in the 19th century was owned by Sir Culling Eardley, 3rd Baronet, a strong supporter of the local boys school. The land has predominantly used for agriculture and cattle farming which is still a significant employment sector today. There are 54 dwellings in the Parish of Borough Fen, all but one of the dwellings are whole houses, bungalows, or semi-detached houses. This a similar pattern across the region in nearby Peterborough and the East of England as a whole where the percentage of houses is very high. Borough Fen is a green and open parish with large farmhouses. There are no terraced urban-style roads and no apartment buildings, there is a lack of retail shops in the parish, although they can be found in the neighbouring towns of Crowland and Newborough. Before 1811 the nearby Parish of Newborough was a tract called Borough Fen Common, once Newborough became a parish some of the population was returned to Borough Fen explaining the rise in population between 1801 and 1811 shown in the population graph below. Population increased substantially between 1921 and 1931 a key era in the further industrialisation of England and this population rise coincides with the creation of The London Brick Company in Peterborough who by 1935 were producing 60% of the local industry output employing workers in the surrounding areas. Today the largest age group in Borough Fen is the 45–59 group holding 34. 9% of the population in 2011 and this is comparable to the statistics in the surrounding area of Peterborough. Local industry and the force of Borough Fen has changed over time. In 1881 the majority of employed residents in Borough Fen were employed in the agricultural sector and this was normal for rural areas of England in the late 19th century, in comparison Peterboroughs largest employment sector was also agriculture. Due to the industrialisation of agriculture, today fewer Borough Fen residents are employed in the agricultural sector, at the 2011 census the number only stood at 16. 2% of all employed residents. This shift can be explained by the rise of the retail and mechanical sectors, which now hold 21. 2% of local employment, the highest of any sector. In March 2013 a plan was put forward for a collection of wind and solar farms in Newborough Farm, along with nearby America Farm and Morris Fen. They were expected to cost around £200 million covering 900 acres of Peterborough farmland, however, in 2014 due to a change in government energy tariffs and a lack of support for the plan led to the project being scrapped. Borough Fen has two historic features. The older of the two features is the duck decoy located on the west side of the parish, supposedly one of the oldest in England, the decoy was in operation intermittently between 1776–1959, catching primarily mallard, and can be seen via tours from the local farm
Borough Fen
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Borough Fen Map 1856
Borough Fen
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Borough Fen Population
Borough Fen
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A table showing the employment data for Borough Fen in 1881.
92.
Castor, Cambridgeshire
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Castor is a village and civil parish in the City of Peterborough unitary authority, about 4 miles west of the city centre. The parish is part of the former Soke of Peterborough, which was considered part of Northamptonshire, in the Roman period, there was a huge palatial structure at Castor. This was extensively excavated in the 1820s by Edmund Artis, the agent for the Fitzwilliam estate, who published a volume of illustrations about his work, the masonry which survives points to a monumental architecture indicating two major phases of building. A recent survey by Stephen Upex suggested that the smaller building dates to the 2nd century. The structure is linked to a structure at Stonea 35 km to the south. This Praetorium must be seen in conjunction with the town of Durobrivae on the side of the river Nene. The whole area was the centre of the Nene valley pottery industry which was one of the three major pottery producing areas in late Roman Britain, producing pottery on an industrial scale. The Praetorium appears to have abandoned in the fifth century and there is a hiatus till the late 7th and 8th centuries. It is suggested that during the 7th century the former Roman site became the focus of the nunnery of St Kyneburgha, Kyneburgha and Kyneswide were sisters, the daughters of King Penda of Mercia, the sisters of Peada of Mercia, their mother was Kynewise. Kyneburgha married Alhfrith of Deira, co-regent of Northumbria, but later founded an abbey for both monks and nuns in Castor and she was buried in her church, but her remains were translated, before 972, to Peterborough Abbey, now Peterborough Cathedral. She had been one of the signatories, together with her brother Wulfhere, of the charter of Peterborough Abbey. The Danes laid waste to the area in around AD870, the Church of England parish church of St Kyneburgha is notable for its Romanesque architecture and includes notable medieval wall paintings. It is a Grade I listed building and it is uniquely the only Church of that name anywhere in the world. The common lands of Castor and the parish of Ailsworth were not enclosed until 1898. The route of the London and North Western Railway branch line between Northampton and Peterborough passes through the parish and it was opened in 1845, including Castor railway station built to serve the village. British Railways closed the station in 1957 and the line in 1966, the Nene Valley Railway reopened the section of line through Castor in 1977, but has not reopened a station at Castor. The £9 million dual-carriageway Ailsworth and Castor Bypass, which is part of the A47 road, was opened in September 1991, an episode of Time Team was filmed here and broadcast in 2011
Castor, Cambridgeshire
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Castor Church
Castor, Cambridgeshire
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Signpost in Castor
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Glinton, Cambridgeshire
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Glinton is a village to the north of the City of Peterborough, England. It has a population of 3,130 and consists of about 1,200 dwellings and it is separated from the urban sprawl of Peterborough and the new township of Werrington by the A15, the Peterborough bypass. The origin of the place name Glinton is uncertain and it may mean village on the Glym brook or could possibly be derived from the Old Danish klint, or Middle Low German glinde or the Old English glente, meaning look-out place. Glinton was mentioned in the Domesday Book and evidence suggests that it dates from prehistory, there is evidence of early settlement at Glinton, dating back to the Iron Age. Extensive Roman remains, including a beautifully preserved well, were found during construction of the A15 bypass in 1996, the spire of St Benedicts church is considered by many experts to be one of the finest needle spires in England, second only to Salisbury Cathedral. It is the subject of one of John Clares poems Glinton Spire, clare, although born in Helpston, went to school in the church, and there is an inscription dated 1808 on the door frame of the church. Glinton has two shops, a chemist and also a post office/general store. There is a pub in the village, the second pub closing in 2006, there are two schools in the village, Peakirk cum Glinton and Arthur Mellows Village College. Although covered by Peterborough City Council, Glinton has its own Parish Council consisting of 11 councillors, there is also a local football club known as Glinton FC. Glinton. Net A community site for the village of Glinton, including the history of the village, school, glintonparishcouncil. org. uk The site for Glinton Parish Council
Glinton, Cambridgeshire
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St Benedict's Church, Glinton
Glinton, Cambridgeshire
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Signpost in Glinton
94.
Helpston
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The civil parish of Helpston covers an area of 754 hectares and had an estimated population in 2005 of 870. The parish church is dedicated to St Botolph, the window was created by Francis Skeat. The poet John Clare was born in Helpston in 1793 and is buried in the churchyard of St Botolphs, the thatched cottage where he was born was bought by the John Clare Trust in 2005. The Cottage, at 12 Woodgate, has been restored using traditional building methods and is open to the public, in 2013 the John Clare Trust received a grant from the Heritage Lottery Fund to help preserve the building and provide educational activities for youngsters visiting the cottage. The name Helpston is Anglo-Saxon in origin and means the farmstead first settled by Help, Helpston railway station Helpston Parish Website A website about the village Clare Cottage John Clare Society Website
Helpston
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St Botolph's church
Helpston
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Clare Cottage
Helpston
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Bluebells at Helpston Heath
Helpston
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Butter Cross and parish church
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Maxey, Cambridgeshire
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Maxey is a village in the City of Peterborough in England located between Peterborough & Stamford and southwest of The Deepings - it is home to nearly 700 residents. The main focal points are the one remaining Public House, the Church & the Village Hall, each provides a range of social functions throughout the year. There are a number of businesses based in the village. Maxey Website Built away from the church because of the plague Once part of the Soke of Peterborough in Northamptonshire, however, archaeological excavation of the area has provided ample evidence of continuous occupation for over 4,000 years. Lolham Bridges, on the outskirts of Maxey between Helpston and Bainton, were built in the Roman era. Rescue archaeology before gravel workings began revealed details of a large Henge in Maxey Discovered from Aerial Photographs in 1956 by Dr. J. K. St, joseph and last excavated by Francis Pryor in 1979-81 the henge was 126 metres in diameter, one of the largest known. It was part of a landscape of neolithic features, including a cursus. Along with the large and mysterious ritual village at nearby Etton this collection of sites has featured in Pryors writing about large scale ritual landscapes, the village web site has a detailed account of life in Maxey between the 9th and 12th centuries Shaws Coaches, Maxey. Bus services and coach outings Blue Bell Public House M. C Vehicle Engineers Glen Maxey Marlon Maxey Samuel B, Maxey Macksey Maxie Maxeys Official Website Parish church of St Peter
Maxey, Cambridgeshire
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St Peter's Church
Maxey, Cambridgeshire
96.
Newborough, Cambridgeshire
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Newborough is a village and a civil parish in the Peterborough district, Cambridgeshire, England. Newborough is situated 7.62 km North of Peterborough, Newborough has a population of 1,670 according to the 2011 census Newborough is located along the B1443 and is a short distance away from the A16. Following the boundary commissions fifth periodic review, the ward now lies wholly within the Peterborough parliamentary constituency, Newborough is directly translated to ‘new fortification’ from old English. Newborough was part of the Borough Fen, which was formed into a new parish in 1822, in the 1870s Newborough was described as, A parish in Peterborough district, Northampton, adjacent to the boundary with Lincoln and Cambridge. It was formed, in 1823, out ofan open fenny common, with land that has been much improved by draining, and is now principally arable. Newborough parish is fairly new, having formed in 1820. Shortly after 1900 many newer houses were built, and after the First World War council houses were added, after the Second World War a large council estate was built. Then private estates started to spring up making the village grow considerably, Newborough is a very scattered parish, which included a hamlet called Milking Nook, approximately a mile away from the village. On the south-western boundary run the ancient Roman Car Dyke which is unspoilt, during the Saxon and Medieval periods Borough Fen lay underwater. In the 17th century, a Dutch engineer, Cornelius Vermuydens began to drain the fenland, one of the earliest dykes cut was the Highland Drain, which runs parallel to the Thorney Road. Many more efficient drainage systems have led the way to mixed, today the main crops are cereals and sugar beet. However, with the decline of sugar refining in the area, Oil-seed rape, Newborough has a Gothic yellow brick church named the St Bartholomew church. Building work began on the church in 1823 and was completed in 1830, the work was financed by the sale of part of the Borough Fen Estate at the time of the enclosures in 1822. When analysing the population graph, from 1961 to 2001 the population grew by 658 when comparing the data sets from the Neighbourhood Statistics, however this abnormally large rise in population isnt truly valid as the two websites used different boundaries to outline Newborough. The Neighbourhood Statistics Census highlights Newborough as a larger area than the Vision of Britain site explaining the change in population size. In 1881 Newborough had a population of around 342 people with the majority working in agricultural industry. Also another 39% of the workforce in 1881 were categorised as having an unknown occupation’, interestingly there were a much higher number of unknown occupations for women,131, than there were for men,3. This could be because of a lack of information to record these statistics or their occupations were illegal, although, at this time in history, there was gender inequality and women tended to stay at home and look after the children
Newborough, Cambridgeshire
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Signpost in Newborough
Newborough, Cambridgeshire
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Gunton's Road, Newborough, Peterborough by Rodney Burton
97.
Sutton, Cambridgeshire
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Sutton is a small civil parish that is located near Peterborough, in the North-West of Cambridgeshire, England in the East Midlands. Situated 5.7 miles from Peterborough and approximately half a mile south of the A47 road, for electoral purposes it forms part of Glinton and Wittering ward in North West Cambridgeshire constituency. According to Office for National Statistics Sutton has a population of 196 with a density of 0.2. Dating all the way back to 972–992, the area of Peterborough was described as a swamp but was cleared to a certain degree when Abbot Adulf built manor houses and granges. In Old English, Sutton translates as a Southern farm/settlement, the ancient church of Sutton dates back to the 12th century and was originally built as a chapel-of-ease to the church of St Kyneburgha in Castor. It is also home to a war memorial, the church, now named St Michael & All Angels, was originally dedicated to Saint Giles, the patron saint of cripples, lepers and nursing mothers. The majority of the church was rebuilt in 1867–8, but the supports have survived from the original construction in the 12th/13th century. A grant of £37,300 was given to work on the church by a company called WREN in order for it to become a community hub for locals. Since the grant in 2010, the church has been improved further with such things as heating systems and carpeting. With the village being in proximity to the River Nene, there was once a ford going over to Stibbington. The Manor Farm was built in the 17th century, in 1870–72, this is how John Marius Wilsons Imperial Gazetteer of England and Wales described Sutton, SUTTON, a chapelry in Castor parish, Northampton, on the river Nen, near Wansford r. station. The living is a p. curacy in the diocese of Peterborough, as mentioned previously, the total population of Sutton is at 196 according to the Office for National Statistics for 2011 Census. Between the years of 1881 and 1961 the overall trend shows that population declined, the recorded population fluctuated from 1881– In 1881 the total population of Sutton is 92, which then dropped the following ten years to 84. The population peaked in this period when it rose back up to 98 by 1901. Just 10 years later, the population grew rapidly to 91 in 1931 which was followed by a fall of 27 over the next 20 years. No census information was found for the population in 1941, shown in the graph and we can compare the figures over these years with the population census report for Sutton in 2011, which was 196, showing an increase of 138 residents in Sutton over these 50 years. Sutton is sparsely populated with a density of 0.2. Using Census data we can see the change in male and female residents of Sutton over time
Sutton, Cambridgeshire
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St Michael Church Sutton - geograph.org.uk - 344307
Sutton, Cambridgeshire
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Autumn colours on the River Nene near Sutton - geograph.org.uk - 1563755
Sutton, Cambridgeshire
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Looking E from Sutton tower - geograph.org.uk - 4320
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Thorney, Cambridgeshire
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Thorney is a village about 8 miles east of Peterborough in the City of Peterborough unitary authority, England, on the A47. In 2014 it was transferred to the Diocese of Peterborough, following the Dissolution of the Monasteries the estate became crown property and it was granted to John Russell, 1st Earl of Bedford in 1550. At this time only a few hundred acres of the land was cultivatable, in the 1630s Francis Russell, 4th Earl of Bedford spent a reputed £100,000 draining the fens, bringing almost all of the estate and parish of nearly 18,000 acres into agricultural use. The Walloons had expertise in fenland drainage, the Russell familys rents from the Thorney estate increased from £300 in 1629 to £10,000 by the early 19th century. The family, whose seat was at Woburn Abbey in Bedfordshire, occasionally resided at the manor house in Thorney village. The estate was sold to the tenants in 1910, much of the village was built at the command of the Dukes of Bedford, who wished to have a healthy place in which their estate workers could live. In the mid 19th century many buildings were added to the designs of the architect S. S. Teulon and this explains the uniformity of the housing in the original centre of Thorney. The 7th Duke of Bedfords model agricultural village included a water supply. This neo-Jacobean Tankyard building, now known as Bedford Hall, includes a 96 ft high tower, erected in 1855. The building houses Thorney Heritage Museum, part of the Greater Fens Museum Partnership, the windmill on the outskirts dates from 1787 and contains six floors, it originally had six sails. During the war four German prisoners of war used it as a base during the day working the land. The village had a station on the old Peterborough to Wisbech line. The station and the line were closed in the early 1960s, little evidence to suggest a rail link now remains, apart from level crossing gates at the side of Station Road, these gates are apparently not the original ones, the originals being much larger. The A47 bypass opened in Winter 2005, the opening of the bypass has made the village much quieter. The villages local school is the Duke of Bedford Primary School which is located next to Wisbech Road, there is also a specialist school at Park House for children with special educational needs. The village has a magazine called the Thorney Post, which is printed three times a year, the magazine has its own website which carries news and an events section for the village. In 2010, planning permission was given for two turbines on land at French Farm, near French Drove in Thorney parish. In 2011 REG WindPower announced plans to install a further four wind turbines at the French Farm site, as of 2013, other windfarms are proposed at Gores Farm, Willow Hall, Nuts Grove and Wryde Croft
Thorney, Cambridgeshire
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Signpost in Thorney
Thorney, Cambridgeshire
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Abbey Church of St Mary the Virgin and St Botolph, Thorney
Thorney, Cambridgeshire
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Old Post Office Thorney
99.
Thornhaugh
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Thornhaugh is a civil parish and village in the city of Peterborough unitary authority, Cambridgeshire in the United Kingdom. For electoral purposes it forms part of Glinton and Wittering ward in North West Cambridgeshire constituency, Thornhaugh is derived from the Anglo Saxon and means a thorn enclosed low-lying meadow beside a stream. There is evidence of a settlement here as far back as the 12th century, for many centuries the population would have consisted of land owners, farmers, clergymen, millers and workers on the land in the woods and quarries. Although the village of Thornhaugh itself is small, the area within the parish is one of the largest in the county of Cambridgeshire. The village was declared an area in 1979. The road that runs through the village is Russell Hill, named after Sir William Russell, the Russell family are also associated with the area in Central London known as Bloomsbury where you will find Thornhaugh Street and of course Russell Square. St Andrews Church dates from the 12th century, although was much restored in the 19th century, the village sign commemorates the first Baron Russell of Thornhaugh. The Sacrewell Farm and Country Centre is in the parish, to the east of the A1, Sacrewell is named after a “Sacred Well” in Sacrewell field near Sacrewell Lodge. Some sort of mill probably existed here since the Roman occupation, excavations have found two Roman villas, a corn drier and storage building - an ideal site being adjacent to Ermine Street and next to a spring. Three mills in the area were mentioned in the Domesday book, a new watermill, mill house and farm were completed in 1755 and was originally called Curtis’s farm after William Curtis who died in 1779. William Scott Abbott became a tenant at the farm during the first world war, after his death his widow Mary carried on following her husband’s dream. Her nephew David Powell took over the management of the farm in 1959, the vision was to provide an agricultural education for all and the educational values they promoted are still very much alive.4 million Heritage Lottery Fund grant. Sacrewell visitor centre was opened to the public in 1981 and the farm, within the parish of Thornhaugh is Bedford Purlieus National Nature Reserve an historic woodland of 520 acres and part of what was the ancient Royal Forest of Rockingham. Up to the mid 1600s it was known as Thornhaugh Woods or The High wood of Thornhaw, the name changed when the Dukes of Bedford took ownership renaming it Bedford Purlieus. English Nature declared the wood a National Nature Reserve in 2000, the wood is the most ecologically diverse wood in Britain and home to more plant and insect species than most other woods in this country. Muntjac and fallow deer are found on the reserve, and bird life includes nightingale, red kite, sparrowhawk, kestrel, little owl, tawny owl, reptiles at the site include adders, grass snakes, common lizards and slow worms. There is significant confirmation of Roman industrial occupation within the wood with iron ore extraction pits. It was featured on Television’s “Time Team” in 2011, buildings within Leedsgate Farm included the theatre, gym and chapel for the airbase
Thornhaugh
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Sacrewell Watermill, Thornhaugh
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Ufford, Cambridgeshire
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Ufford is a village and civil parish, now in the Peterborough unitary authority of the ceremonial county of Cambridgeshire, England. It was historically part of the Soke of Peterborough, which was associated with Northamptonshire but had its own County Council from 1888 until 1974, for electoral purposes it forms part of Barnack ward and is in the North West Cambridgeshire constituency. St Andrews Church is a Grade I listed medieval building that is closed and has passed into the care of the Churches Conservation Trust, most of the church dates from the 14th century. It consists of a nave without a clerestory, aisles, there is also a west tower, and a rood turret near the junction of the nave and chancel, both of which are embattled. The church contains a series of 20th-century Arts and Crafts stained glass, Ufford Hall is also a Grade I listed building. It was built in 1734 by George Manners, a son of the Dukes of Rutland. Until his death in 1996 it was lived in by Oliver Kitson, Ufford Bridge railway station Media related to Ufford, Cambridgeshire at Wikimedia Commons
Ufford, Cambridgeshire
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St Andrew's Church, Ufford
101.
Hampton, Peterborough
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Hampton is a developing township to the south of Peterborough, Cambridgeshire in the United Kingdom. The first two neighbourhoods to be complete are Hampton Hargate, which is home to a community of around 1,700 homes, each neighbourhood is based around its own local centre with community facilities, shops and primary school. Construction started in 1996 and is scheduled to continue until at least 2023, since the first arrivals to Holly Walk, Hampton Hargate, in 1997, more than 4,750 new homes have been built at a rate of up to 500 a year. More than 30 home builders and housing associations have built schemes, innovative homes schemes include a zero carbon house built in association with Morris Homes Two self-build schemes have been included, allowing people to design and build their own homes. The success of Hamptons schools has led to rapid expansion, a third primary school opened in 2013 on the Hampton College campus. Hampton College, a school built to serve Hampton, opened to years 7 and 8 in September 2005. By 2008 the school accepted students in years 7 through to 11, further expansion, including a sixth form, was initially due for completion by 2010. Although the school will begin AS Level courses in September 2009, the school currently boasts an outdoor amphitheatre and is built around a courtyard setting. In the evenings, the school is used for a variety of groups and adult education classes, the college was recently found to be outstanding by Ofsted, and was rated as outstanding in 6 out of a possible 7 categories. This puts it in the top 2% of schools nationally, Hampton has a jobs-to-homes ratio of 1.25. Total rateable value of Hampton businesses now exceeds £20m, companies with distribution centres at Kingston Park, Hampton, include IKEA, Debenhams and Prologis. Other well-known names include News International, Kiddicare, GKL Northern, deafblind UK and Mencap have headquarters operations in Hampton. The 2011 UK census showed Orton with Hampton ward has the highest proportion of employed people in Peterborough,76. 6% of 16- to 74-year-olds are working. It is located off the A15 road and has free parking, there are currently two community centres on Hampton. The first is alongside Hargate Primary School, the opened at Hampton Vale local centre in 2011. Other community facilities include Hampton Community and Sports Association, used by Hampton Football Club which has grown to have 23 separate squads for girls, details of local groups and clubs are listed on the Hampton interactive map. Hampton has been cited by Natural England as an exemplar of how to integrate new development into the surrounding landscape and its master developers, O&H Properties, have maintained their pledge to provide at least 50% open space, and have planted around 110,000 trees. Charities Froglife, The Wildlife Trust and Buglife, are involved in the design of the open space, the reserve is home to Europes largest population of Great Crested Newts and is managed by the charity Froglife
Hampton, Peterborough
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Hampton Hargate and part of primary school building in foreground.
Hampton, Peterborough
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Serpentine Green Tesco shopping centre
102.
Orton, Peterborough
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Orton is a mostly residential area of the city of Peterborough, Cambridgeshire in the United Kingdom. For electoral purposes it comprises Orton Longueville, Orton Waterville and Orton with Hampton wards in North West Cambridgeshire constituency, Orton was designated the second township in the new town expansion of Peterborough in 1967. All lie south of the River Nene and are historically in Huntingdonshire. In common with many New Towns the Ortons are characterised by extensive landscaping, the A605 runs through the Ortons, connecting Peterborough to the A1 which runs from London to Edinburgh. There is no church in Orton Wistow or Orton Northgate, these fall within the parish of St. Andrews, Alwalton. As the Ortons were established, health centres were constructed, initially in Herlington, for a short time there was also a small branch surgery in Orton Wistow. Due to the expansion of the area and decay of the premises at Herlington, in 2001 Anglia Regional Co-operative Society closed its Rainbow supermarket at Orton Centre, the only major supermarket serving the Ortons. This was widely assumed to be due to competition from the Tesco Extra which had opened at nearby Serpentine Green in Hampton, in October 2008 the Co-operative returned to the Ortons with a new store in the regenerated Orton Centre, now renamed Ortongate. This is an area of mixed public and private sector housing dating almost entirely from the 1980s, Orton Brimbles contains the Ortons first and only purpose-built solar powered houses at Gostwick. There is also Ormiston Meadows Academy, formerly Matley Primary School, Orton Goldhay was laid out from the mid-1970s by Peterborough Development Corporation as part of the citys second township. The area is residential but contains the district shopping centre known as Orton Centre. Much of the housing here was built for the public sector, until the 1960s Orton Longueville was a village separated from Peterborough by open farmland. Orton Longueville is home to Nene Park Academy, formerly Orton Longueville School, holy Trinity contains many historic monuments to the families who once owned properties in the village, including the Huntlys and Copes and also has a rare wall painting of St Christopher. There is still a green and close by is a half-mile long plantation of giant redwood wellingtonia trees known as the Long Walk. Similar in character to Orton Goldhay, this area was created from the mid-1970s. There are several shops and a community centre. The latest addition to the Ortons and the fastest growing, Orton Northgate previously formed part of the East of England Showground site. Orton Northgates local Anglican church is St. Andrews, Alwalton This is mainly an area containing offices and factories of Nokia, Telewest, NCR
Orton, Peterborough
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New Town architecture in the Ortons
Orton, Peterborough
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Signpost in Orton Longueville
Orton, Peterborough
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The perils of Giant Hogweed in the Ortons. The Hogweed has since been removed from that area, and as of writing is quite rare.
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Woodston, Peterborough
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Woodston is a largely residential area of the city of Peterborough, Cambridgeshire in the United Kingdom. For electoral purposes, it part of Fletton ward in North West Cambridgeshire constituency. Situated south of the River Nene, the area was part of Huntingdonshire. The civil parish of Woodston was divided under the provisions of the Local Government Act 1894 into Woodston Rural parish, in 1905, Woodston Rural became part of Old Fletton Urban District and Woodston Urban became part of Peterborough Municipal Borough. Woodston cemetery, which opened on New Road in 1882, is closed for new burials, until 2008, Woodston was the home of white goods manufacturer Hotpoint, a subsidiary of the General Electric Company from 1929 until its dissolution in 1989. Established in 1911, Hotpoint is now owned by the Italian Indesit Company S. p. A and its former Redring subsidiary, which is still based here, is now a brand of Applied Energy Products Ltd. alongside Creda and Xpelair. British Sugar remains headquartered on Oundle Road, although the beet factory which opened in 1926 was closed in 1991. SodaStream was based in the area until 2003 and Pedigree Petfoods, Woodston County Primary, Brewster Avenue Infant and St. The Grade I-listed St. Augustines Church dates from Anglo-Saxon times, Woodston Ponds St Olga Ukrainian Catholic Church St. Augustines School Brewster Avenue School and Nursery
Woodston, Peterborough
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Church of St Augustine at Woodston
104.
Peterborough Cathedral
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Although it was founded in the Anglo-Saxon period, its architecture is mainly Norman, following a rebuilding in the 12th century. With Durham and Ely Cathedrals, it is one of the most important 12th-century buildings in England to have remained intact, despite extensions. Peterborough Cathedral is known for its imposing Early English Gothic West Front which, the appearance is slightly asymmetrical, as one of the two towers that rise from behind the façade was never completed, but this is only visible from a distance. The monastic settlement with which the church was associated lasted at least until 870, in an alcove of the Lady Chapel, lies an ancient stone carving, the Hedda Stone. This medieval carving of 12 monks, six on each side, commemorates the destruction of the Monastery, the Hedda Stone was likely carved sometime after the raid, when the monastery slipped into decline. The original central tower was, however, retained and it was dedicated to St Peter, and came to be called a burgh, hence the town surrounding the abbey was eventually named Peter-burgh. The community was revived in 972 by Dunstan, Archbishop of Canterbury. This newer church had as its focal point a substantial western tower with a Rhenish helm and was largely constructed of ashlars. In 2008, Anglo-Saxon grave markers were reported to have been found by workmen repairing a wall in the cathedral precincts, the grave markers are said to date to the 11th century, and probably belonged to townsfolk. Although damaged during the struggle between the Norman invaders and local folk-hero, Hereward the Wake, it was repaired and continued to thrive until destroyed by a fire in 1116. This event necessitated the building of a new church in the Norman style, by 1193 the building was completed to the western end of the Nave, including the central tower and the decorated wooden ceiling of the nave. The ceiling, completed between 1230 and 1250, still survives and it is unique in Britain and one of only four such ceilings in the whole of Europe. It has been over-painted twice, once in 1745, then in 1834, then, after completing the Western transept and adding the Great West Front Portico in 1237, the medieval masons switched over to the new Gothic style. The completed building was consecrated in 1238 by Robert Grosseteste, Bishop of Lincoln, the trio of arches forming the Great West Front, the defining image of Peterborough Cathedral, is unrivalled in medieval architecture. The line of spires behind it, topping an unprecedented four towers, chief amongst them was the wish to retain the earlier Norman towers, which became obsolete when the Gothic front was added. Between 1496 and 1508 the Presbytery roof was replaced and the New Building, the supposed arm of Oswald of Northumbria disappeared from its chapel, probably during the Reformation, despite a watch-tower having been built for monks to guard its reliquary. Various contact relics of Thomas Becket were brought from Canterbury in a reliquary by its Prior Benedict when he was promoted to Abbot of Peterborough. These items underpinned the importance of what is today Peterborough Cathedral, at the zenith of its wealth just before the Reformation it had the sixth largest monastic income in England, and had 120 monks, an almoner, an infirmarian, a sacristan and a cellarer
Peterborough Cathedral
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Peterborough Cathedral
Peterborough Cathedral
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The nave
Peterborough Cathedral
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Plan
Peterborough Cathedral
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The choir
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Burghley House
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Burghley House is a grand sixteenth-century country house near Stamford, Lincolnshire, England. It is an example of the Elizabethan prodigy house, built by. Its park was laid out by Capability Brown, the exterior very largely retains its Elizabethan appearance, but most of the interiors date from remodellings before 1800. The house is open to the public and displays a circuit of grand and it lies 0.9 miles south of Stamford and 10 miles northwest of Peterborough city centre. Burghley was built for Sir William Cecil, later 1st Baron Burghley and it was subsequently the residence of his descendants, the earls and, since 1801, marquesses of Exeter. Since 1961 it has been owned by a charitable trust established by the family, the Olympic corridor commemorates her father. Her daughter Miranda Rock is now the most active live-in trustee and it has a suite of rooms remodelled in the baroque style, with carvings by Grinling Gibbons. The main part of the house has 35 major rooms on the ground, there are more than 80 lesser rooms and numerous halls, corridors, bathrooms and service areas. In the seventeenth century, the open loggias around the floor were enclosed. Although the house was built in the plan shape of the letter E in honour of Queen Elizabeth. The so-called Hell Staircase has substantial ceiling paintings by Antonio Verrio from 1697, although depleted of a number of important pieces by death duties in the 1960s, the Burghley art collections are otherwise mainly intact and are very extensive. The house still displays several hundred paintings, a proportion of which are of the 17th century, bought in Italy by John Cecil, 5th Earl of Exeter. Both visited Italy more than once, bringing back large quantities of art, the Chapel has a large altarpiece by Veronese and his workshop, and two large paintings by Johann Carl Loth, a German painter active in Venice with few works in British collections. There are in total seven works by Luca Giordano, including a self-portrait, in the Pagoda Room, there are portraits of the Cecil family, Elizabeth I, her father Henry VIII and Oliver Cromwell. Many delicately painted walls and ceilings of the house were done by Antonio Verrio, the Billiard Room displays six oval portraits of members of the Order of Little Bedlam, the 5th Earl’s drinking club. There are a number of outstanding pieces of furniture and silver, a new Treasury space in the Brewhouse displays annually changing exhibitions highlighting aspects of the collections. The avenues in the park were all out by Capability Brown, paying due respect to pre-existing plantings. Brown also created the parks man-made lake in 1775–80 and he discovered a seam of waterproof blue clay in the grounds, and was able to enlarge the original 9-acre pond to the existing 26-acre lake
Burghley House
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The façade of Burghley House
Burghley House
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Lord Burghley was the chief advisor of Queen Elizabeth I for most of her reign.
Burghley House
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Burghley House from Jones's Views of the Seats of Noblemen and Gentlemen (1829).
Burghley House
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Part of the Grounds, lake and boathouse
106.
Longthorpe Tower
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Longthorpe Tower is a 14th-century three-storey tower in the village of Longthorpe, famous for its well-preserved set of medieval murals. Longthorpe tower is located in the village of Longthorpe, now an area of Peterborough in the United Kingdom. At the start of the 14th century, Robert Thorpe built the tower as an extension to a fortified manor house. Thorpe had worked his way to wealth through the local Peterborough Abbey. The tower has three stories, and the first floor was designed as living space for Thorpe. The tower is best known for its English medieval wall paintings, the paintings show religious, secular and moral themes and the quality is comparatively good for a provincial work. The paintings were whitewashed over around the time of the Reformation, historian Clive Rouse considers that no comparable scheme. of such completeness and of such early date exists in England. The property is now owned by English Heritage and is a Grade I listed building, Castles in Great Britain and Ireland List of castles in England Thorpe Hall Emery, Anthony. Greater Medieval Houses of England and Wales, 1300–1500, Southern England, English Castles, a Guide by Counties. The Medieval Castle in England and Wales, a social and political history, salter, Mike,2001, The Castles of East Anglia p.21 Taylor, Alison,1986, Castles of Cambridgeshire King, D. J. C. 1983, Castellarium Anglicanum Vol.2 pp. 319-20 Fry,1980, Castles of the British Isles p.256 Pevsner, Nikolaus,1961, Buildings of England, Northamptonshire pp. 284-5 Downman, E. A
Longthorpe Tower
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Longthorpe Tower
107.
Thorpe Hall (Peterborough)
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Thorpe Hall at Longthorpe in the city of Peterborough, Cambridgeshire, is a Grade I listed building, built by Peter Mills between 1653 and 1656, for the Lord Chief Justice, Oliver St John. The house is unusual in being one of the few mansions built during the Commonwealth period. After a period as a hospital, it is used as a Sue Ryder Care hospice. While Parliamentary soldiers were in Peterborough in 1643 during the civil war, parliament disposed of Church property to raise money for the army and navy and the parliamentarian Oliver St John bought the lease to the manor of Longthorpe and built Thorpe Hall. In 1654 it was described by the author John Evelyn as a stately place. built out of the ruins of the Bishops Palace, a stone slate roof overhangs on modillions. There are seven windows, with stone surrounds to top. The porch with Tuscan columns supports a balcony, the balcony window on the first floor has a segmental pediment and shouldered architrave. The windows of the second and sixth bays have pediments, while the others have frieze, a band marks first floor height. There is a flight of eight steps with balustrade supporting two urns, the interior is complete, except for library panelling now at Leeds Castle. Principal rooms have richly decorated fireplaces and plaster ceilings by Peter Mills, the principal staircase has heavily carved foliated open panels to broad balustrade. A stone screen on the landing was added in 1850 by Francis Ruddle of Peterborough, Thorpe Hall is situated in a Grade II listed garden that is open to members of the public throughout the year. The late nineteenth century lodge, octagonal summerhouse in red brick with fish scale slate roof, a maternity hospital from 1943 to 1970, it was transferred to the National Health Service in 1948, coming under No.12 Group of the East Anglian Regional Hospitals Board. In 1986 it was acquired by the Sue Ryder Foundation and is currently in use as a hospice
Thorpe Hall (Peterborough)
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Thorpe Hall, Peterborough.
108.
Flag Fen
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Part way across the structure, a small island was formed. Items associated with it have led scholars to conclude the island was a site of religious ceremonies, Archaeological work began in 1982 at the site, which is located 800 m east of Fengate. Flag Fen is now part of the Greater Fens Museum Partnership, a visitor centre has been constructed on site, and some areas have been reconstructed, including a typical Iron Age roundhouse dwelling. A Neolithic trackway once ran across what archaeologists have termed as the Flag Fen Basin, from an area known as Fengate. The basin is an embayment of low-lying land on the margins of the Fens. The level of inundation by 1300 BC led the occupants to construct a timber causeway along the trackway route, the causeway, and centre platform, were formed by driving thousands of posts with long pencil-like tips through the accumulating peaty muds and into the firmer ground below. The resulting structure covered three and a half acres, dendrochronological analysis, or dating of the posts by studying tree rings, led to an estimated date for the various stages of construction as between 1365 and 967 BC. Some of the timbers, such as oak, were not natural to the local environment and this means that the people who constructed this timber causeway wanted to use materials that perhaps had religious significance to their lives. They made a significant effort to transport the timbers to the site from distant sources, similarly, scholars have traced the bluestone used at Stonehenge, Salisbury, as originating in the Preseli Mountains in Wales. Many items denoting rank and prestige were deposited in the water surrounding Flag Fen, including swords, spearheads, gold earrings, tiny pins and brooches. Archaeologist Francis Pryor, who discovered the site in 1982, suggests that settlers often vied for social status by showing they could afford to discard valuable possessions. There is also evidence of destruction before placement, e. g. daggers broken in half placed on top of each other. Other finds included small, polished, white stones of a type not known in the area, indicating that they had been collected, transported to. Other artefacts that were found comprised animal bones, of these, horse mandibles were found. Horses were very valuable to the people, as they provided a means of transport. They could be used to carry or pull timbers on sledges, for example, significance is also drawn from the discovery of the ritual deposits within thirty metres of the timber post line, and only on its southern boundary. The amount, type, and placement of deposits, which continued for over 1,200 years, on Northey Island, many round barrows, contemporary with Flag Fen, were found. These seemed to be constructed over the dwellings of chiefs, mike Parker Pearson refers to this as the Land of the Dead
Flag Fen
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The wet room at Flag Fen; below are the exposed timbers of part of the Bronze Age causeway, while above, are the water sprinklers to keep them constantly wet.
Flag Fen
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The visitors' centre entrance.
Flag Fen
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Wooden posts marking the position of the Bronze Age trackway.
109.
Nene Park, Peterborough
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Nene Park is a country park in the city of Peterborough, Cambridgeshire in the United Kingdom. Opened in 1978, it occupies a site approximately three and a half long, from slightly west of Castor to the centre of Peterborough. The Park has three lakes, one of which has a centre which provides sailing, kayaking and windsurfing classes. Another lake has a pedaloe and rowing boat for hire shop, Nene Park also has three childrens play areas, located in different points of the Park and a small miniature railway. The main entrance to the Park is served by the Nene Valley Railway station at Ferry Meadows, the eastern end of the Park is also served by Orton Mere and Peterborough Nene Valley stations. The Park was conceived as part of the town’s 1968 expansion masterplan, an endowment of properties provides sufficient income to cover running costs, along with that generated by the Parks tenancies and operations. The Park combines a balance of commercial attractions and informal and formal recreational pursuits appropriate to the enjoyment of the countryside in addition to farmed land. The landscape of the Park is varied, providing a range of habitats, informal areas and visitor attractions, including woodland, flood plain meadow. In addition local schools make use of the Park for educational field study. There is also a steam railway run by enthusiasts that is some eight miles long. Ferry Meadows is a park and recreation area that occupies a large portion of the Nene Park. It is managed by the Nene Park Trust, the area is often used by people for activities such as pleasant walks, picnics and barbecues, coarse fishing, bird watching and at the watersports centre, dinghy and board sailing are available. Additionally it has a railway, occasional pony rides, sculptures. It also includes a camping site and a year-round touring caravan Caravan Club site. Ferry Meadows is one of the destinations and attractions signposted on the Green Wheel cycle route. Orton Mere is the name of a Mere and its surrounding area, there are several moorings nearby for boats navigating the River Nene. The area also gives its name to the nearby Orton Mere railway station on the Nene Valley Railway, Nene Valley Railway Summary Information Return of Aims, Activities and Achievements The Charity Commission for England and Wales,10 July 2006
Nene Park, Peterborough
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Cormorant trees, island on Overton Lake at Ferry Meadows Country Park.
Nene Park, Peterborough
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Milton Ferry Bridge (1716), in the parish of Castor.
110.
London Road Stadium
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London Road, currently known as the ABAX Stadium for sponsorship reasons, is a multi-purpose stadium in Peterborough, England. It is currently used mostly for football matches and is the ground of Peterborough United. The stadium holds 14,084 and was built in 1913, the stadium was built and opened in 1913, consisting of a single wooden stand with a capacity of just 250. It was owned by the city council and taken over by The Posh following their formation in 1934, the council built brick dressing rooms and a committee room at the back of the wooden stand to support the club. These survived until the 1950s, when the North Stand was constructed, the two goal ends were the next to be built. Many home fans had traditionally stood at the London Road End, a similar structure was built at the Moys End at around the same time. Financial difficulties during the war meant that the ground lease was very nearly terminated by the city council. Another local sports club almost took a 10-year lease, but The Posh were saved in 1942 by two individuals who paid the £50 owed in rent by the club. In the 1950s, the council sold London Road to the following a long term lease. In 1953, the Moys End was refurbished with new covered terracing, a new stand, with 2,404 seats and standing room in the front, was constructed behind the old wooden stand in 1956 and opened in time for the 1957–58 season. The wooden stand was demolished, leaving a gap of 30 yards between the new Main Stand and the pitch, a new standing terrace was then built at the Glebe Road side of the stadium shortly after the completion of the Main Stand. Four executive boxes, along with a platform, would later be added to the structure. Floodlights were added to the stadium in 1960, with four pylons erected at each corner of the ground, joe Richards, who was then chairman of the Football League, performed the switch-on ceremony. The first match in which the floodlights were used was against Arsenal in February 1960, following the clubs promotion to the First Division in 1992, the Main Stand was forced to undergo re-development. This was because the stadiums seated capacity was below the level required by the Taylor Report, to solve this problem, the stands terraces were converted to seats. 700 of these new seats were bought second hand from Leicester City, another 300 seats were taken from Millwalls stadium, The Den. Millwall were about to move into a new stadium themselves, with a capacity of 3,605, the Main Stands facilities were improved to include a pub, conference areas and a retail shop. Due to increased support, a new stand was constructed on the Glebe Road side of the ground, the two-tiered South Stand, with a capacity of 5,000, opened in time for the end of the 1995–96 season
London Road Stadium
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ABAX Stadium
London Road Stadium
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The stadium viewed from The North Stand
111.
Peterborough City Council
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Peterborough City Council is the local authority for Peterborough in the East of England. It is an authority, having the powers of a non-metropolitan county. In 1974, it was replaced by a wholly new non-metropolitan district, broadly corresponding to the Soke, in the new enlarged Cambridgeshire. In 1998, Peterborough became independent of Cambridgeshire as a unitary authority, the leader and cabinet model of decision-making was adopted by the city council in 2001. The Conservative Party held control of the council from 2002 until 2014 and it is a member of the East of England Local Government Association. A public enquiry was held in 1873, to whether it would be advantageous for the city to be administered by a municipal corporation. The new corporation was required to appoint a Watch Committee and a force under the provisions of the County. This, in turn, merged into Mid-Anglia Constabulary in 1965 and was renamed Cambridgeshire Constabulary in 1974, the Fire Brigades Act 1938 made it a requirement for the corporation to maintain a fire brigade, under the Fire Services Act 1947 this function passed to the councils of counties. It was opened in 1933 and accommodated both Peterborough city council and the former Soke of Peterborough county council, nonetheless, it remained geographically part of Northamptonshire until 1965, when the Soke of Peterborough was merged with Huntingdonshire to form the county of Huntingdon and Peterborough. The municipal borough covered the area only, under the Local Government Act 1972, Huntingdon and Peterborough was abolished. However, as a result of intervening development and a new town project, in 1998, the city gained autonomy from county council control as a unitary authority area, but it continues to form part of Cambridgeshire for ceremonial purposes. Policing in the city remains the responsibility of Cambridgeshire Constabulary, the police authority comprises 17 members, including nine councillors, of which seven are nominated by Cambridgeshire county council and two are nominated by Peterborough city council. Firefighting remains the responsibility of Cambridgeshire Fire and Rescue Service, the joint fire authority comprises 17 elected councillors,13 from Cambridgeshire county council and four from Peterborough city council. Nowadays the Peterborough Volunteer Fire Brigade, one of few of its kind, effectively functions as a fire station, responding to calls as directed by Cambridgeshire Fire. The leader and cabinet model of decision-making, adopted by the city council under the Local Government Act 2000, is similar to national government, the council appoints the Leader and he or she appoints up to nine other councillors to serve on the cabinet. The cabinet members, one of whom is appointed Deputy Leader, the full council meets around ten times a year. There are decisions that only full council can make, these include setting budgets and spending programmes, setting council tax levels, in addition to the Leader of the Council, the council also appoints the Mayor of Peterborough, the Deputy Mayor, committee chairmen and the chief executive. The cabinet and committees report to, and are accountable to, the councils budget for the financial year 2015/16 is £437. 2m
Peterborough City Council
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Peterborough City Council
Peterborough City Council
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Peterborough Town Hall
Peterborough City Council
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Sunken relief at Bridge House, formerly Mitchell Engineering Limited, now in use by the city council.
112.
Peterborough Power Station
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Peterborough Power Station is a 360MW gas-fired power station at Eastern Industry, Fengate in the city of Peterborough, Cambridgeshire in the United Kingdom. The power station was commissioned in December 1993 with construction starting in January 1991 and it is run by Centrica Energy and officially owned by Centrica PB Ltd. Peterborough Power Ltd, the original operating name, was bought by Centrica Plc from Dallas-based TXU Corp. in October 2001. Centrica was created in 1997 when British Gas Plc demerged into Centrica Plc and BG Group Plc, a previous coal-fired power station in Peterborough existed on the north side of the river, on the site of what is now the Rivergate shopping centre. Demolished in the mid 1980s, all that remains is its substation on the side of the river. Peterborough is a CCGT type power station runs on natural gas. The generators on the gas turbines have a voltage of 14kV and are rated at 161MVA. The installation produces enough power for two cities the size of Peterborough, including the steam turbine, it has a thermal efficiency of 48% with a total thermal input of 790MW. The plant has a black start 2. 9MW diesel generator and it is used for base load and peak load, where it can temporarily produce 400MWe, although actual power depends on local humidity and temperature. The chimneys are 197 feet and 148 feet high, there is an air-cooled condenser to eliminate the need for cooling water. It makes use of a water supply provided by Anglian Water’s nearby sewage treatment plant
Peterborough Power Station
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The Power Station, Fengate, Peterborough.
Peterborough Power Station
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The power station, as seen from the central tower of Peterborough Cathedral.
113.
HM Prison Peterborough
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HM Prison Peterborough is a Category B private prison for men, and a closed prison for women and female young offenders, located in Peterborough, Cambridgeshire, England. The prison is operated by Sodexo Justice Services, and is the only dual purpose-built prison holding males and females in the United Kingdom, HMP Peterborough was built on the site of the former Baker Perkins engineering works. The prison opened in 2005, despite a deal of protest from local residents. The Prison Service claimed at the time that Peterborough as a mixed-use prison would become a blueprint for the prisons of the future. Peterborough Prison was soon involved in controversy however, when the jail advertised to recruit 2 holistic therapists to offer reflexology, aromatherapy, the MP for Peterborough, Stewart Jackson accused the prison of pampering inmates and sending out the wrong message to hard-working families. A month later, women prisoners at Peterborough complained that the food served at the jail was too high in calories, officials at the prison claimed that healthy options were always available for inmates at mealtimes. In January 2013, the Ministry of Justice announced that an additional houseblock will be constructed at Peterborough Prison, Ministry of Justice pages on Peterborough Sodexo Justice Services page on Peterborough
HM Prison Peterborough
114.
Peterborough City Hospital
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The 612-bed, four-storey hospital on the site of the former Edith Cavell Hospital replaces both Peterborough District Hospital and the Edith Cavell Hospital. The services were transferred from Edith Cavell Hospital and Peterborough District Hospital on 7 December, after which Peterborough City Hospital became fully functional. Planning permission was granted by the city council in 2006 and the name Peterborough City Hospital chosen by competition in 2008. The first patients were treated at the new hospital on 15 November 2010, Peterborough City Hospital is the largest building project in the city since the cathedral was built more than 800 years ago. An integrated care centre, run by Peterborough Primary Care Trust, was built on the site of the former Fenland Wing of Peterborough District Hospital. The hospital has a Cancer Centre, Cardiology Centre, a dedicated Women’s and Children’s Unit and Adult, designed by architects Nightingale Associates, it is the first new-build hospital in the UK to feature innovative Cruciform’ wards. These 4-bedded bays create a personal space around each bed. Wayfinding artwork has been incorporated throughout the hospital to assist with navigation, also, windows have been strategically located to ensure green views and other design features which enhance the patient vista. The British Red Cross provides support services to help avoid admissions, or speed up discharge from the hospital
Peterborough City Hospital
115.
University Centre Peterborough
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University Centre Peterborough is a small higher education institution located in Peterborough in the United Kingdom. It is formally part of Peterborough Regional College with degrees awarded by Anglia Ruskin University, the centre was opened in 2009, with the long-term aim to be the seed for a new university in the city. Since the 1990s, Loughborough University operated a satellite higher education campus in Peterborough, however, this closed in 2003, leaving the city as one of the largest urban areas in the country without a dedicated provision of higher education. At around this time, Peterborough Regional College was offering a range of higher education diplomas. In 2006, the two institutions began talks on developing a new university campus for the city, the formation marked the culmination of legal negotiations and securing of funds required in order to build the new higher education centre. The University Centre Peterborough formally opened in October 2009 with 850 students, the centre is housed in a dedicated building which is situated opposite the main campus of Peterborough Regional College. Most of the education courses previously offered by the college are now located within the University Centre. The new University Centre Peterborough is also located close to the Thomas Deacon Academy, facilities at University Centre Peterborough include a lecture theatre, three IT laboratories, open access IT suites and general-purpose teaching accommodation with audio-visual and IT facilities. The centre also has refreshment areas and a student support centre, all courses offered by the university centre are validated by Anglia Ruskin University and include HNCs, HNDs and BA honours degrees. The centre also offers a number of courses, as well as qualifications from the Chartered Institute of Personnel. University Centre Hastings University Centre Milton Keynes University Centre Peterborough
University Centre Peterborough
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University Centre Peterborough
116.
Road transport in Peterborough
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The City of Peterborough in the East of England has an extensive and well integrated road network, owing partly to its status as a new town. Since the 1960s, the city has seen considerable expansion and its various suburbs are linked by a system of parkways. Despite its large-scale growth, Peterborough has the fastest peak and off-peak travel times for a city of its size in the United Kingdom, the Local Transport Plan anticipates expenditure totalling around £180 million for the period up to 2010 on major road schemes to accommodate future development. The A1/A1 broadly follows the path of the historic Great North Road from London, through Peterborough, Peterborough is to date the only city within the United Kingdom to use the system in this way and has been using this system since the 1970s. However, due to their age, many of the parkways do not have hard-shoulders, most of the parkways that bypass the city have graded roundabout junctions. The A1 is located just to the west of Peterborough, the road does not play a major part in Peterboroughs road network itself although it is a major route. The road goes past RAF Wittering before meeting the A47 at Wansford on a grade separated junction and this is also where the A1 starts and as a motorway the road quickly moves southward to reach the A15 at Norman Cross where the motorway moves out of the Peterborough area. The Werrington Parkway runs from the south of Glinton, where the A15 forks into the Peterborough east bypass, the road is dual carriageway from Glinton to the centre of Peterborough. There are no grade separated junctions along its route but does contain a number of roundabouts which give direct and easy access to Werrington. The Paston Parkway bypasses the eastern edge of Peterborough, terminating at a roundabout with the A1139, the road starts at the southernmost roundabout of the Glinton and heads eastward as a single carriageway before coming to a roundabout for local traffic. The road then becomes a dual carriageway, although it has only one grade separated junction. In 2008, Peterborough City Council funded the dualling of the northernmost stretch of the Paston Parkway between two roundabouts east of Gunthorpe. This has significantly reduced congestion, as the route is used as a run between the citys Eastern Industry development in Fengate and settlements north of the city. The A15 moves southward as a dual carriageway from its junction with the A47 with several more roundabouts lining its route. The road goes past some rail sidings that are rarely used, after passing the citys Toys R Us store the A15 reaches Queensgate Shopping Centre. The road passes the centre between two of the centres major Car Parks with a 1980s style footbridge crossing over the top. Two roundabouts are located at end of the complex. The southern roundabout is a junction with the A1179 and gives access to the citys Bus Station, the A15 then passes through the Westgate shopping area and the citys courts before reaching a roundabout where the dual carriageway part of the road ends
Road transport in Peterborough
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A numbered roundabout sign in Peterborough.
Road transport in Peterborough
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Peterborough's Parkways
Road transport in Peterborough
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The Frank Perkins Parkway heading towards Newark
Road transport in Peterborough
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The A47 Soke Parkway heading towards Wansford
117.
Queensgate bus station
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The Queensgate shopping centre in the United Kingdom, is situated at Peterborough city centre in Cambridgeshire. It was opened by Queen Beatrix of the Netherlands on 9 March 1982 and contains over 90 stores, Queensgate bus station is adjacent to the shopping centre and only a short walk from Peterborough railway station, a major interchange. Peterborough Shopmobility provide wheelchairs and electric scooters to help those with limited mobility, designated a New Town in 1967, Peterborough Development Corporation decided to construct a new purpose-built shopping centre in the heart of the revitalised city. Planning permission was received in the summer of 1976 and, in the November of that year. The opening of John Lewis Peterborough marked a return to the city after an absence of twenty five years. Until 1956, when the two blocks of the building were completely destroyed by fire, the John Lewis Partnership had a small department store in Peterborough trading under the name of Robert Sayle. Originally known as Thompsons, the shop had been renamed following the Partnerships acquisition of Selfridge Provincial Stores in 1940, Robert Sayle was itself renamed John Lewis Cambridge after a major refurbishment in 2007. Queensgate advertises on Heart with the jingle the capital city of shopping, Heart can be heard on 102.7 MHz in Peterborough and 103 MHz in Cambridge. In 2005, Hammerson Plc acquired a 50% interest in the freehold of Queensgate from Norwich Union Life, the north Westgate project was to have created a 646,000 square feet mixed-use development adjacent to the existing shopping centre. On completion of the works, the scheme would have formed a single 1,450,000 square feet destination. Plans for the development were shelved in the wake of the recession, however, in 2007, Queensgate shopping centre announced it would be opening on Boxing Day for the first time in its 25-year history. In 2011, a £20 million revamp to Queensgate was confirmed and this included top-brand clothes shop Primark taking over several units and an extension to replace the units taken over. The changes to the car park removed references to historical figures in favour of a colour-coded system. In 2015, a planning application for the £30 million enhancement of the centre was submitted to Peterborough City Council by new owners Invesco. Queensgate bus station is located adjacent to the centre and is only a short walk from Peterborough railway station. A footbridge links Queensgate and the quarter, which includes a new Waitrose. Peterborough railway station Queensgate shopping centre Peterborough In Pictures - Construction of Queensgate
Queensgate bus station
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Queensgate bus station
118.
Peterborough railway station
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Peterborough railway station serves the city of Peterborough, within Cambridgeshire, England. It is located approximately 76.5 miles north of London Kings Cross on the East Coast Main Line, the station is a major interchange serving both the north-south ECML, as well as long-distance and local east-west services. The station is managed by Virgin Trains East Coast, ticket gates came into use at the station in 2012. The station has a concourse and ticket office area which was redesigned and reopened in mid-2012. The concourse features both a newsagents and a cafe, for general assistance there is a customer information point located on platform 1 by the concourse, as well as customer service offices on platform 5 and near the toilets on platform 2. All platforms are accessible by means of a footbridge with lifts. There is on site car parking, within a few minutes walk is Peterborough city centre, and the Queensgate shopping centre. As of March 2013, there is a cycle hire scheme outside the south end of the station building. There are regular services to and from London Kings Cross, operated by Virgin Trains East Coast, Southbound EC services run either non-stop to the capital or call only at Stevenage, northbound destinations include Leeds, Newcastle Central and Edinburgh Waverley. Great Northern trains start and terminate at Peterborough and serve the intermediate stations southwards, CrossCountry regional services run hourly between Birmingham via Leicester and Stansted Airport via Cambridge. East Midlands Trains are also hourly, between Norwich and Liverpool via Nottingham, Sheffield and Manchester Piccadilly, EMT also operate local services to Spalding, Sleaford and Lincoln on an approximately hourly frequency. Abellio Greater Anglia operate a service to Ipswich via Ely. Sunday services run less frequently on the ECML, but on similar frequencies on the routes other than the Spalding Line. Platform 1, Through platform, predominantly used by Southbound Virgin Trains East Coast to Kings Cross, the services to and from Spalding occasionally use this platform. Renumbered from 2 in December 2013, a south-facing bay platform, former Platform 1, was decommissioned & lifted in December 2013. Platform 2, An island through platform, mostly used by Great Northern and it is also used by the hourly service to Spalding & Lincoln, typically operated by class 153 units. Platform 3, New through island platform alongside the up fast line, used predominantly by Virgin Trains East Coast fast services to London, though some Great Northern suburban trains also use it, non-stop southbound trains also pass through this platform. One through track between platforms 3 and 4 for non-stop passenger services and these are used by non-stop Virgin Trains East Coast trains northbound, and also by Hull Trains and Grand Central
Peterborough railway station
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Station layout of Peterborough station, prior to the addition of platforms 6 & 7 in 2013.
Peterborough railway station
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Derby – Lowestoft holiday express approaching by the Midland's Melton Mowbray line in 1962
Peterborough railway station
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View southward, towards Peterborough North station from Spital Bridge in 1962
Peterborough railway station
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British Rail Class 317 in Peterborough.
119.
Durobrivae (Water Newton)
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Durobrivae was a Roman fortified garrison town located at Water Newton in the English county of Cambridgeshire, where Ermine Street crossed the River Nene. More generally, it was in the territory of the Corieltauvi in a region of villas, the name is Celtic, or more accurately Brythonic, in origin, and essentially means fort bridge. During the Iron Age Britain was divided into tribal areas. The area lay between the Catuvellauni to the south and the Corieltauvi to the north, with the Iceni to the east and its first historical mention is in the Antonine Itinerary of the late 2nd century. Archaeology of the Roman period shows that Durobrivae was then the centre for a fine tableware known as Nene Valley Colour Coated Ware. In Anglo-Saxon times, local settlement came to centre on Medeshamstede, Antonine Itinerary British Section, Iter 5
Durobrivae (Water Newton)
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Silver cup from the Water Newton Treasure.
120.
Medeshamstede
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Medeshamstede /miːdsˈhæmstɛd/ was the name of Peterborough in the Anglo-Saxon period. It was the site of a monastery founded around the middle of the 7th century, little is known of its founder and first abbot, Sexwulf, though he was himself an important figure, and later became bishop of Mercia. Medeshamstede soon acquired a string of churches, and was a centre for an Anglo-Saxon sculptural style. Through aspects of this restoration, Medeshamstede soon came to be known as Peterborough Abbey, the name has been interpreted by a place-name authority as homestead belonging to Mede. However the name is held to mean homestead in the meadows, or similar. The earliest reliable occurrence of the name is in Bedes Ecclesiastical History and it is possible that Medeshamstede began as the name of an unrecorded, pre-existing Anglian settlement, at or near the site. Another early form of name is Medyhæmstede, in an 8th-century Anglo-Saxon royal charter preserved at Rochester Cathedral. A much later development is the form Medeshampstede, and similar variants, despite the fact that they are therefore strictly unhistorical, forms such as Medeshampstede are found in later, historical writings. Located in Mercia, near the border with East Anglia, Medeshamstede was described by Sir Frank Stenton as one of the greatest monasteries of the Mercian kingdom. Hugh Candidus also reports that Medeshamstede was founded in the territory of the Gyrwas, a listed in the Tribal Hidage. There, the Gyrwas are divided into the North Gyrwas and the South Gyrwas, according to Bede, Medeshamstede was founded by a man named Sexwulf, who was also its first abbot. Historian, Dorothy Whitelock, believed that Sexwulf had probably been educated in East Anglia, the connection with Peada places Medeshamstedes foundation between about 653 and 656 AD. Numerous local saints are connected to varying degrees with Medeshamstede, and these include, Guthlac, a former monk of Repton, in Derbyshire. Repton had until recently been the Mercian episcopal see, and was most likely a colony of Medeshamstede, Guthlac is a titular saint of Crowland Abbey, about seven miles north of Medeshamstede, and is generally regarded as its founder. Pega, whose name survives in Peakirk, meaning church of Pega and she was a sister of Guthlac. Cyneburh and Cyneswith, sisters of King Peada, cyneburh founded a nunnery at Castor, four miles west of Medeshamstede, and Cyneswith succeeded her as abbess there. Cyneburh is the saint of the parish church of Castor. Tibba, who is believed to have been a recluse at Ryhall, about twelve miles north west of Medeshamstede, tancred, Torhtred, and Tova, these are believed to have lived at Thorney, about five miles north east of Medeshamstede
Medeshamstede
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Anglo-Saxon sculpture from Medeshamstede: the so-called "Hedda Stone", kept in Peterborough Cathedral
Medeshamstede
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Medeshamstede, as it appears in a 12th-century manuscript from Peterborough Abbey, copying a purportedly 7th-century charter.
Medeshamstede
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A 19th-century engraving of the crypt at Repton, begun in the 8th century – described by Pevsner as "one of the most precious survivals of Anglo-Saxon architecture in England".
121.
Peterborough Rural District
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Peterborough was a rural district adjoining the city and municipal borough of Peterborough, England, from 1894 to 1974. The council offices were at 51 Priestgate, in the city of Peterborough, the rural district was created under the Local Government Act 1894, from the part of the Peterborough rural sanitary district that was in the administrative county of Soke of Peterborough. In 1929 the citys boundaries were extended, with six of the rural districts parishes being absorbed, Local government reorganisation abolished the Soke in 1965 and the rural district was transferred to the new administrative county of Huntingdon and Peterborough. The rural district was abolished under the Local Government Act 1972, becoming part of the Peterborough district of the new non-metropolitan county of Cambridgeshire
Peterborough Rural District
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Post marking the boundary of the City and Rural District.
122.
RAF Wittering
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Royal Air Force Wittering or more simply RAF Wittering is a Royal Air Force station within the unitary authority area of Peterborough, Cambridgeshire. Although Stamford in Lincolnshire is the nearest town, the runways of RAF Wittering cross the boundary between Cambridgeshire and Northamptonshire. The station is the home of the A4 Force, with No.85 Wing RAF, in 2016 the Ministry of Defence confirmed that the Station would be one of the RAFs well found centres of specialisation for Support Enablers along with RAF Leeming. In addition to the A4 Force Elements, RAF Wittering support a variety of lodger units located on the station. In November 2011 the Ministry of Defence announced that 44 Service personnel from HQ12 Engineer Group, part of the Royal Engineers and this move was completed in March 2013. Having previously hosted the Harrier OCUs, until January 2011, RAF Witterings return to flying training was marked on the 4th February 2015 with the arrival of Cambridge, currently,16 Tutors are based at Wittering. The stations honorary air commodore is Her Royal Highness the Countess of Wessex, operations Wing Actively manages the aerodrome environment such that it accommodates the safe operation of aircraft. Support Wing Personnel support and provides a safe and secure Station in order to enable units to train, prepare, and deploy on operations. Elements of 5 Police Squadron,1 Police Wing Military Provost Guard Service Defence Platoon An element of 3 Flying Training School 16 Squadron - Provides Elementary Flying Training for RAF pilots, Elements of 6 Flying Training School 115 Squadron - Provides training for Tutor Qualified Flying Instructors. RAF Wittering officially opened in 1924, the Central Flying School was at Wittering from 1926 until 1935, when it became a fighter base, and the CFS moved to RAF Upavon. It was the longest landing strip and flarepath in England and also used by Bomber Command to land damaged aircraft, embry believed this success led to the construction of three large airfields at coastal sites to land damaged aircraft of Bomber Command. RAF Collyweston, a station, was next door until 1941. The airfield was bombed five times, with seventeen people being killed on 14 March 1941, in April 1943 No.141 Squadron were moved in, operating de Havilland Mosquitoes. Aircraft from the station downed 151 Luftwaffe planes and 89 V-1 flying bombs, hugh Jenkins, Baron Jenkins of Putney served at the station, as did Andrew Humphrey. The current airfield was created by the merging of RAF Wittering and nearby RAF Collyweston, during the cold war RAF Wittering was a vital part of the strategic nuclear deterrent, with a runway built in 1954 long enough for the V bombers. Until January 1969 two squadrons of Victor B.2 bombers equipped with Blue Steel stand-off missiles were part of the QRA force of the RAF, two nuclear armed aircraft were permanently on 15 minutes readiness to take off. They were parked within 100 m of the runway threshold. In times of tension, four bombers could be stationed beside the runway on the ORP
RAF Wittering
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Aerial photograph of Wittering airfield, 9 May 1944
RAF Wittering
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486 Sqn (RNZAF) Hurricane in 1942
RAF Wittering
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1 Sqn Harrier on HMS Hermes in June 1982
