1.
Cambridgeshire
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The city of Cambridge is the county town. It contains most of the known as Silicon Fen. Local government is divided between Cambridgeshire County Council and Peterborough City Council, which is a unitary authority. Cambridgeshire is noted as the site of Flag Fen in Fengate, one of the earliest-known Neolithic permanent settlements in the United Kingdom, compared in importance to Balbridie in Aberdeen, Scotland. A great quantity of archaeological finds from the Stone Age, the Bronze Age, most items were found in Isleham. Cambridgeshire was recorded in the Domesday Book as Grantbridgeshire, covering a large part of East Anglia, Cambridgeshire today is the result of several local government unifications. In 1965, these two counties were merged to form Cambridgeshire and the Isle of Ely. Under the Local Government Act 1972 this merged with the county to the west, Huntingdon, the resulting county was called simply Cambridgeshire. Since 1998, the City of Peterborough has been a separately administered area and it is associated with Cambridgeshire for ceremonial purposes such as Lieutenancy, and joint functions such as policing and the fire service. In 2002, the conservation charity Plantlife unofficially designated Cambridgeshires county flower as the Pasqueflower, the Cambridgeshire Regiment, the county-based army unit, fought in the Boer War of South Africa, the First World War and Second World War. Due to the flat terrain and proximity to the continent, during the Second World War the military built many airfields here for RAF Bomber Command, RAF Fighter Command. In recognition of this collaboration, the Cambridge American Cemetery and Memorial is located in Madingley and it is the only WWII burial ground in England for American servicemen who died during that event. Most English counties have nicknames for their people, such as a Tyke from Yorkshire, the traditional nicknames for people from Cambridgeshire are Cambridgeshire Camel or Cambridgeshire Crane, referring to the wildfowl that were once abundant in the fens. The term Fenners was often applied to those who come from the country to the north of Cambridge. Since the late 20th century, this term is considered to be derogatory and has been discouraged in use, original historical documents relating to Cambridgeshire are held by Cambridgeshire Archives and Local Studies. See also Geology of Cambridgeshire Large areas of the county are extremely low-lying, the highest point is in the village of Great Chishill at 146 m above sea level. Other prominent hills are Little Trees Hill and Wandlebury Hill in the Gog Magog Downs, Rivey Hill above Linton, Rowleys Hill, AWG plc is based in Huntingdon. The RAF has several stations in the Huntingdon and St Ives area, RAF Waterbeach,6 miles north of Cambridge, is a former RAF airfield, now used as an army barracks
Cambridgeshire
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Map of the Cambridgeshire area (1904)
Cambridgeshire
Cambridgeshire
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Zoo
2.
Ministry of Defence (United Kingdom)
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The Ministry of Defence is the British government department responsible for implementing the defence policy set by Her Majestys Government and is the headquarters of the British Armed Forces. The MoD states that its objectives are to defend the United Kingdom of Great Britain and Northern Ireland and its interests and to strengthen international peace. The MoD also manages day-to-day running of the forces, contingency planning. As rearmament became a concern during the 1930s, Stanley Baldwin created the position of Minister for Coordination of Defence. Winston Churchill, on forming his government in 1940, created the office of Minister of Defence to exercise control over the Chiefs of Staff Committee. The post was held by the Prime Minister of the day until Clement Attlees government introduced the Ministry of Defence Act of 1946, the new ministry was headed by a Minister of Defence who possessed a seat in the Cabinet. These departments merged in 1964, the functions of the Ministry of Aviation Supply merged into the Ministry of Defence in 1971. The Ministers in the Ministry of Defence are as follows, The Ministers and Chiefs of the Defence Staff are supported by a number of civilian, scientific, the Permanent Under-Secretary of State for Defence is the senior civil servant at the MoD. His or her role is to ensure the MoD operates effectively as a department of the government, Permanent Under-Secretary of State, Stephen Lovegrove—commencing April 2016 Defence Equipment & Support CEO - Tony Douglas — commencing 2016 Chief Scientific Adviser, Professor Vernon C. He is supported by the Vice Chief of the Defence Staff, vice-Chief of the Defence Staff, General Sir Gordon Messenger, Royal Marines. First Sea Lord and Chief of the Naval Staff, Admiral Sir Philip Jones, Royal Navy Chief of the General Staff, General Sir Nick Carter, the Surgeon General, represents the Defence Medical Services on the Defence Staff, and is the clinical head of that service. These forces must be capable of representing Britain as lead nation in any coalition operations, the ability, at longer notice, to deploy forces in a large-scale operation while running a concurrent small-scale operation. The MoD has since been regarded as a leader in elaborating the post-Cold War organising concept of defence diplomacy, the UK is establishing air and naval bases in the Persian Gulf, located in the UAE and Bahrain. A presence in Oman is also being considered, the Strategic Defence and Security Review 2015 included £178 billion investment in new equipment and capabilities. The review set a policy with four primary missions for the Armed Forces, Defend and contribute to the security and resilience of the UK. Contribute to improved understanding of the world through strategic intelligence and the defence network. Reinforce international security and the capacity of our allies, partners. Conduct operations to restore peace and stability, conduct major combat operations if required, including under NATO Article 5
Ministry of Defence (United Kingdom)
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Jon Thompson, Permanent Under-Secretary of State
Ministry of Defence (United Kingdom)
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Ministry of Defence
Ministry of Defence (United Kingdom)
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The plaque outside the South Door of the MoD's Main Building.
Ministry of Defence (United Kingdom)
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A British armed forces careers office in Oxford
3.
Group Captain
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Group captain is a senior commissioned rank which originated in and continues to be used by the Royal Air Force. It ranks above wing commander and immediately below air commodore, the name of the rank is the complete phrase, and is never shortened to captain. It has a NATO ranking code of OF-5, and is equivalent to a captain in the Royal Navy or a colonel in the British Army or the Royal Marines, Group captain is the rank usually held by the station commander of a large RAF station. The equivalent rank in the Womens Auxiliary Air Force, Womens Auxiliary Australian Air Force, Womens Royal Air Force, the equivalent rank in the Royal Observer Corps was observer captain, which had a similar rank insignia. On 1 April 1918, the newly created RAF adopted its officer rank titles from the British Army, with Royal Naval Air Service captains and Royal Flying Corps colonels becoming colonels in the RAF. 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 group captain would have been air captain and it was also suggested that RAF colonels might be entitled bannerets or leaders. However, the title based on the Navy rank was preferred. The rank of group captain has been used continuously since 1 August 1919, although in the early years of the RAF groups were normally commanded by group captains, by the mid-1920s they were usually commanded by an air officer. In the post-World War II period the commander of an RAF flying station or a ground training station has typically been a group captain. More recently, expeditionary air wings have also commanded by group captains. The rank insignia is based on the four bands of captains in the Royal Navy. This is worn on both the sleeves of the tunic or on the shoulders of the flying suit or the casual uniform. Group captains are the first rank in the RAF hierarchy to wear gold braid on the peak of their cap, informally known as scrambled egg, however, they still wear the standard RAF officers cap badge. The command pennant for a captain is similar to the one for a wing commander except that there is one broad red band in the centre. Only the wing commander and group captain command pennants are triangular in shape and it is also used in the Egyptian Air Force, Hellenic Air Force, Royal Air Force of Oman and the Royal Thai Air Force. The Royal Canadian Air Force used the rank until the unification of the Canadian Forces in 1968, a Canadian group captain then became a colonel. In official French Canadian usage, a captains rank title was colonel daviation
Group Captain
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A group captain's sleeve/shoulder insignia
4.
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
Runway
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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
5.
Asphalt
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Asphalt, also known as bitumen is a sticky, black and highly viscous liquid or semi-solid form of petroleum. It may be found in deposits or may be a refined product. Until the 20th century, the term asphaltum was also used, the word is derived from the Ancient Greek ἄσφαλτος ásphaltos. The primary use of asphalt/bitumen is in construction, where it is used as the glue or binder mixed with aggregate particles to create asphalt concrete. Its other main uses are for bituminous waterproofing products, including production of roofing felt, the terms asphalt and bitumen are often used interchangeably to mean both natural and manufactured forms of the substance. In American English, asphalt is the carefully refined residue from the process of selected crude oils. Outside the United States, the product is often called bitumen, geologists often prefer the term bitumen. Common usage often refers to forms of asphalt/bitumen as tar. Naturally occurring asphalt/bitumen is sometimes specified by the crude bitumen. Its viscosity is similar to that of cold molasses while the material obtained from the distillation of crude oil boiling at 525 °C is sometimes referred to as refined bitumen. The Canadian province of Alberta has most of the reserves of natural bitumen, covering 142,000 square kilometres. Additionally, most natural bitumens contain organosulfur compounds, resulting in a sulfur content of up to 4%. Nickel and vanadium are found in the <10 ppm level, as is typical of some petroleum, the substance is soluble in carbon disulfide. It is commonly modelled as a colloid, with asphaltenes as the dispersed phase, and it is almost impossible to separate and identify all the different molecules of asphalt, because the number of molecules with different chemical structure is extremely large. Asphalt/bitumen can sometimes be confused with tar, which is a visually similar black. During the early and mid-20th century when town gas was produced, coal tar was a readily available byproduct, the addition of tar to macadam roads led to the word tarmac, which is now used in common parlance to refer to road-making materials. However, since the 1970s, when natural gas succeeded town gas, other examples of this confusion include the La Brea Tar Pits and the Canadian oil sands, both of which actually contain natural bitumen rather than tar. Pitch is another term used at times to refer to asphalt/bitumen
Asphalt
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Natural asphalt/bitumen from the Dead Sea
Asphalt
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refined asphalt/bitumen
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The University of Queensland pitch drop experiment, demonstrating the viscosity of asphalt/bitumen
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Bituminous outcrop of the Puy de la Poix, Clermont-Ferrand, France
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
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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
Lincolnshire
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Part of 'The Bailgate'. The centre of the uphill area of Lincoln.
Lincolnshire
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Flag
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Belton House
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Boston Stump
9.
Northamptonshire
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Northamptonshire, archaically known as the County of Northampton, is a county in the East Midlands of England. In 2011, it had a population of 629,000, the county is administered by Northamptonshire County Council and seven non-metropolitan district councils. Northamptonshire is the southernmost county in the East Midlands region, apart from the county town of Northampton, other large population centres include Kettering, Corby, Wellingborough, Rushden and Daventry. Northamptonshires county flower is the cowslip, there are two more possible hill-forts at Arbury Hill and Thenford. In the 1st century BC, most of what later became Northamptonshire became part of the territory of the Catuvellauni, a Belgic tribe, the Catuvellauni were in turn conquered by the Romans in 43 AD. The Roman road of Watling Street passed through the county, there were other Roman settlements at Northampton, Kettering and along the Nene Valley near Raunds. A large fort was built at Longthorpe, after the Romans left, the area eventually became part of the Anglo-Saxon kingdom of Mercia, and Northampton functioned as an administrative centre. The Mercians converted to Christianity in 654 AD with the death of the pagan king Penda, Northamptonshire was conquered again in 940, this time by the Vikings of York, who devastated the area, only for the county to be retaken by the English in 942. Consequently, it is one of the few counties in England to have both Saxon and Danish town-names and settlements, the county was first recorded in the Anglo-Saxon Chronicle, as Hamtunscire, the scire of Hamtun. The North was added to distinguish Northampton from the other important Hamtun further south, Rockingham Castle was built for William the Conqueror and was used as a Royal fortress until Elizabethan times. In 1460, during the Wars of the Roses, the Battle of Northampton took place, the now-ruined Fotheringhay Castle was used to imprison Mary, Queen of Scots, before her execution. George Washington, the first President of the United States of America, was born into the Washington family who had migrated to America from Northamptonshire in 1656. George Washingtons ancestor, Lawrence Washington, was Mayor of Northampton on several occasions and it was George Washingtons great-grandfather, John Washington, who emigrated in 1656 from Northants to Virginia. Before Washingtons ancestors moved to Sulgrave, they lived in Warton, King Charles I was imprisoned at Holdenby House in 1647. In 1823 Northamptonshire was said to a pure and wholesome air because of its dryness. Its livestock were celebrated, Horned cattle, and other animals, are fed to extraordinary sizes, in summer, the county hosted a great number of wealthy families. Country seats and villas are to be seen at every step, Northamptonshire is still referred to as the county of spires and squires because of the numbers of stately homes and ancient churches. In the 18th and 19th centuries, parts of Northamptonshire and the area became industrialised
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John Speed 's 17th century map of Northamptonshire
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Flag
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Kilworth Wharf on the Grand Union Canal
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Silverstone adds millions every year to the local economy - Kimi Räikkönen testing for McLaren at Silverstone in April 2006
10.
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
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The new concrete runways viewed in 1944
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Tornado GR4 in flight over RAF Marham
11.
Royal Engineers
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The Corps of Royal Engineers, usually just called the Royal Engineers, and commonly known as the Sappers, is one of the corps of the British Army. It is highly regarded throughout the military, and especially the Army and it provides military engineering and other technical support to the British Armed Forces and is headed by the Chief Royal Engineer. The Regimental Headquarters and the Royal School of Military Engineering are in Chatham in Kent, the corps is divided into several regiments, barracked at various places in the United Kingdom and around the world. In Woolwich in 1716, the Board formed the Royal Regiment of Artillery and established a Corps of Engineers, the manual work was done by the Artificer Companies, made up of contracted civilian artisans and labourers. In 1782, a Soldier Artificer Company was established for service in Gibraltar, ten years later the Gibraltar company, which had remained separate, was absorbed and in 1812 the name was changed to the Corps of Royal Sappers and Miners. The Corps has no battle honours, in 1832, the regimental motto, Ubique Quo Fas Et Gloria Ducunt, was granted. The motto signified that the Corps had seen action in all the conflicts of the British Army. In 1911 the Corps formed its Air Battalion, the first flying unit of the British Armed Forces, the Air Battalion was the forerunner of the Royal Flying Corps and Royal Air Force. In 1915, in response to German mining of British trenches under the then static siege conditions of the First World War, before the Second World War, Royal Engineers recruits were required to be at least 5 feet 4 inches tall. They initially enlisted for six years with the colours and a six years with the reserve or four years. Unlike most corps and regiments, in which the age limit was 25. They trained at the Royal Engineers Depot in Chatham or the RE Mounted Depot at Aldershot, the Royal Engineers Museum is in Gillingham in Kent. Britain having acquired an Empire, it fell to the Royal Engineers to conduct some of the most significant civil engineering schemes around the world, some examples of great works of the era of empire can be found in A. J. Smitherss book Honourable Conquests. The Royal Engineers, Columbia Detachment, commanded by Richard Clement Moody, was responsible for the foundation, the Royal Albert Hall is one of the UKs most treasured and distinctive buildings, recognisable the world over. Since its opening by Queen Victoria in 1871, the leading artists from every kind of performance genre have appeared on its stage. The Hall was designed by Captain Francis Fowke and Major-General Henry Y. D. Scott of the Royal Engineers, the designers were heavily influenced by ancient amphitheatres, but had also been exposed to the ideas of Gottfried Semper while he was working at the Victoria and Albert Museum. Much of the British colonial era infrastructure of India, of which survive today, was created by engineers of the three presidencies armies and the Royal Engineers. In 1838 he designed and built sea defences for Vizagapatam and he masterminded the Godavery Delta project where 720,000 acres of land were irrigated and 500 miles of land to the port of Cocanada was made navigable in the 1840s
Royal Engineers
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Royal Engineers recruitment poster
Royal Engineers
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Cap Badge of the Corps of Royal Engineers
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Corps of Royal Engineers Cypher
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The Royal Albert Hall, designed by Captain Francis Fowke RE
12.
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
Waterbeach
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Waterbeach
Waterbeach
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St John's Church
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Waterbeach railway station
13.
Babcock International
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Although the company has civil contracts, its main business is with public bodies, particularly the UK Ministry of Defence and Network Rail. The company has four operating divisions with overseas operations based in Africa, Babcock is listed on the London Stock Exchange and is a constituent of the FTSE100 Index. Babcock International traces its history back to 1891 when the American Babcock & Wilcox Company formed a separately financed British company called Babcock & Wilcox Ltd. The UK companys sphere of operation was defined as the world except for North America, for a few years B&W boilers were built in the Singer Manufacturing Companys Kilbowie Works at Clydebank near Glasgow, Scotland. Isaac Singer was a significant shareholder in Babcock & Wilcox, in 1895 Babcock & Wilcox Ltd opened a new boilermaking works, based on the 33-acre site of the Porterfield Forge on the opposite side of the River Clyde near Renfrew. The Renfrew Works grew to over 200 acres by the 1960s, the workload expanded as a result of the two world wars and the supply of defence equipment became another major business area. During the 1940s the workforce at Renfrew peaked at approximately 10,000, in the 1960s the company became involved in the development of the UKs nuclear power stations. In 1979 Babcock & Wilcox Ltd was renamed Babcock International Ltd and this company was floated on the stock exchange in 1982, becoming Babcock International PLC. Babcock & Wilcox Ltd was renamed Babcock Power Ltd which subsequently became Babcock Energy Ltd, in 1987 Babcock merged with FKI Electricals plc, another engineering company to form FKI Babcock PLC. In February 1989 FKI Babcock PLC demerged to form Babcock International Group PLC, in 2006 Mitsui sold the company to Doosan Heavy Industries & Construction a subsidiary company of the Doosan Group of South Korea, at that time the UK company was renamed Doosan Babcock Energy Ltd. In 2009 the Czech-based steam turbine maker, Skoda Power, became part of Doosan Babcock Energy Ltd, in 2000 Babcock took the strategic decision to move away from manufacturing towards maintaining and supporting the critical equipment and infrastructure of customers. In 2002 Babcock was reclassified on the London Stock Exchange from Engineering to Support Services, on 19 June 2002 the Company acquired Service Group International Ltd, a provider of support services in defence and civil markets. It successfully bid for Peterhouse Group plc and on 18 June 2004 its bid was declared unconditional as over 50% of shares were held, on 30 September 2004 it acquired Turner and Partners, a provider of professional services to the telecoms industry. On 7 August 2007 acceptances for the acquisition of International Nuclear Solutions PLC reached 58. 9% of issued share capital and a take-over was then completed. On the 22 April 2008 to further strengthen the brand in the Nuclear sector and submarine support sector and this purchase brought a company with over 50 years of experience in high integrity material handling. In September 2009, Babcock acquired the UK Atomic Energy Authoritys commercial arm, in March 2010, Babcock acquired VT Group for £1. 32bn or 750p a share. Babcock offered 361. 6p a share in cash, as well as 0.7 new Babcock shares for each VT Group share, the acquisition was completed on 8 July 2010. The combined companies created a defence and support group with sales of £3bn and more than 25,000 employees in Britain
Babcock International
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Babcock International Group plc
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
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Royal Air Force Ensign
15.
RAF Air Command
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Headquarters Air Command is the only Command currently active in the Royal Air Force. It was formed by the merger of Royal Air Force Strike and Personnel and Training Commands on 1 April 2007, the equivalent in the Royal Navy is Navy Command Headquarters at Portsmouth and the equivalent in the British Army is Army Headquarters at Andover. Air Command is commanded by the Chief of the Air Staff, formerly, it was under a four-star Air Chief Marshal, Commander-in-Chief, Air Command, but this structure was discontinued due to the 2011 Levine Report. There are two Deputy Commanders of Air Marshal rank, there is also No.38 Group, which brings together the RAF’s Engineering, Logistics, Communications and Medical Operations units
RAF Air Command
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Air Command Badge
16.
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
17.
RAF Cosford
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Royal Air Force Cosford or RAF Cosford is a Royal Air Force station in Cosford, Shropshire, just to the northwest of Wolverhampton and next to Albrighton. RAF Cosford opened in 1938 as a joint aircraft maintenance, storage and it has remained mainly a training unit to this day. The Fulton Mess barrack block was constructed just before the Second World War as the largest single building barrack block in the UK and it is now used for technical training. No 2 School of Technical Training was formed in 1938 and during the Second World War it trained 70,000 airmen in engine, airframe and armament trades. No 2 School of Technical Training was subsumed into the No 1 School of Technical Training when it moved to Cosford from RAF Halton in Buckinghamshire and these ferrying flights were often crewed by women pilots and Amy Johnson came to Cosford on more than one occasion. The airfield was originally a grassed strip, a substantial Princess Marys Royal Air Force Nursing Service hospital was established at RAF Cosford, the most westerly such RAF hospital in the UK. Constructed of wooden spurred hutting the hospital was the centre for repatriated Prisoners of War with over 13,000 processed by 1948. Many of those from the Far East had to remain for long term treatment, the hospital was also open to the general public as well as servicemen and women, but it was closed on 31 December 1977 and demolished in 1980. Schools currently stationed there include, No.1 School of Technical Training, No.1 Radio School RAF, the Defence School of Photography, Flying units include the University of Birmingham Air Squadron, No 8 Air Experience Flight and No 633 Volunteer Gliding Squadron. The Wales and West regional headquarters and West Mercian Wing headquarters of the Air Training Corps are situated there, Cosford became part of the Defence College of Aeronautical Engineering, which was formed on 1 April 2004. Other units located at Cosford include elements of the Defence College of Communications and Information Systems, the Defence School of Photography and the RAF School of Physical Training. In early 2009 there was a chance that the DCAE would relocate to RAF St Athan. The Defence College at RAF Cosford came under the Defence Technical Training Change Programme and as such, Defence College of Aeronautical Engineering Cosford HQ DCAE Aerosystems Training Wing Military Training Wing Lodger Units RAF Museum Cosford. No 1 Radio School (Part of the Defence College of Communication and Information Systems, Defence School of Photography RAF School of Physical Training. No 605 County of Warwick Squadron University of Birmingham Air Squadron No 8 Air Experience Flight HQ Wales, headquarters West Mercia West Wing Air Training Corps. There are also collections of missiles and airliners, the Cold War Exhibition opened on 7 February 2007 by former prime minister Baroness Thatcher and HRH Princess Anne. Exhibits include the collection of three V bombers in the same place in the world. As a consequence, it was anticipated that all training would move from Cosford to Metrixs main campus to be built on the RAF St Athan site over a 5-year period from 2008
RAF Cosford
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Runway 24 at RAF Cosford, as seen during final approach.
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A Grob G 109B Vigilant Motor Glider operated by 633 VGS at RAF Cosford.
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A Grob G 115E Tutor operated by No. 8 Air Experience Flight RAF posted to RAF Cosford.
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
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Royal Air Force 1939-1945 Fighter Command armourers relaxing in their quarters
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4 FTS Gnat T.1 trainers in the Valley maintenance hangar in 1967
20.
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
21.
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
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No. 1 Group badge
22.
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
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Royal Air Force Police Crest
23.
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
24.
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
25.
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
26.
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.
27.
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
28.
University of London Air Squadron
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Most members of ULAS hold the title of officer cadet, which carries the privileges of a commissioned officer, but the rank of an airman. Senior members such as the student and flight commanders are granted commissions in the RAF Volunteer Reserve. ULAS recruits once a year in late September and visits a number of the larger freshers fares at University of London establishments, as well as other affiliated universities. Normally ULAS looks to recruit between 35 and 45 members and accepts around 2700 initial interviewees,400 paper applications and 80 applicants for the stage of interviews. In addition, cadets are expected to attend camps during the Easter and Summer holidays and these include flying, leadership and field craft camps, adventurous training, and sporting events. Currently, ULAS is based at RAF Wittering and operates the Grob Tutor T Mk 1s from Monday to Friday during term time. The University of London Air Squadron was formed in September 1935 and took up headquarters in Exhibition Road in South Kensington in March 1936, at its inception, the squadron was equipped with Avro 504Ns but was rapidly re-equipped with Avro Tutors and later Hawker Harts for advanced training. With the outbreak of war in 1939 the squadron was disbanded, during the war, out of 150 prewar members,42 members of the squadron were killed in action,4 received the DSO,2 an MBE and 19 received the DFC, one with bar. After the war in 1946 the University Air Squadrons reverted to their organization with ULAS reforming at RAF Biggin Hill with de Havilland Tiger Moths. In 1947 the squadron moved to Fairoaks and relocated its headquarters to 48 Prince’s Gardens. In this year the squadron had over 200 members, just over half of whom were receiving flying training, the unit relocated to RAF Benson on 30 June 1992 and in 1999 to at RAF Wyton in Cambridgeshire. 1999 also marked the introduction of the Grob Tutor T1 into RAF service with ULAS again being the first to take delivery of a new type. The unit was issued its crest on 5 May 1951 by its first Commanding Officer, in 1966 the squadron moved its headquarters to 206 Brompton Road, the old Brompton Road underground station. In 1974 Her Majesty Queen Elizabeth The Queen Mother agreed to become the Squadron’s Honorary Air Commodore, ULAS was the first UAS to be awarded the trophy. In April 2015, the squadron completed its planned move to RAF Wittering with Cambridge University Air Squadron and 5 Air Experience Flight bringing to an end all military flying from RAF Wyton. Also in 2015, squadron members raised £54,000 for charity, a number unprecedented in University Air Squadron history. org. uk
University of London Air Squadron
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RAF Wittering
University of London Air Squadron
University of London Air Squadron
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Brompton Road Station Front
University of London Air Squadron
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Scottish Aviation Bulldog T1 of ULAS at RAF Abingdon
29.
Cambridge University Air Squadron
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Cambridge University Air Squadron, abbreviated CUAS, formed in 1925, is the training unit of the Royal Air Force at the University of Cambridge and forms part of the Royal Air Force Volunteer Reserve. It is the oldest of 14 University Air Squadrons in the UK, for many years it was based at Cambridge Airport at Teversham. Student members hold the title of Officer Cadet, which carries the privileges, the four senior student members of the squadron are granted commissions in the RAF Volunteer Reserve, with the rank of Acting Pilot Officer. Officer Cadets are required to attend a minimum of one training night a week during full term and they are also expected to take part in two weeks of continuous training during the Long Vacation. There are also camps during all university vacations for sports, flying, CUAS is based at RAF Wittering a station which they share with the University of London Air Squadron, and is equipped with Grob Tutor T Mk 1s. Each officer cadet is offered a Summer Vacation Attachment of one week at another RAF base, seconded to an active regular unit
Cambridge University Air Squadron
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Cambridge UAS Bulldog T.1 at the unit's 1984 Summer Camp
30.
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
31.
Royal Flying Corps
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The Royal Flying Corps was the air arm of the British Army before and during the First World War, until it merged with the Royal Naval Air Service on 1 April 1918 to form the Royal Air Force. During the early part of the war, the RFC supported the British Army by artillery co-operation, at the start of World War I the RFC, commanded by Brigadier-General Sir David Henderson, consisted of five squadrons – one observation balloon squadron and four aeroplane squadrons. These were first used for spotting on 13 September 1914. Aerial photography was attempted during 1914, but again only became effective the next year, by 1918, photographic images could be taken from 15,000 feet, and interpreted by over 3,000 personnel. By this time parachutes had been used by balloonists for three years, on 17 August 1917, South African General Jan Smuts presented a report to the War Council on the future of air power. On 1 April 1918, the RFC and the RNAS were amalgamated to form a new service, the RAF was under the control of the new Air Ministry. After starting in 1914 with some 2,073 personnel, by the start of 1919 the RAF had 4,000 combat aircraft and 114,000 personnel in some 150 squadrons. The recommendations of the committee were accepted and on 13 April 1912 King George V signed a royal warrant establishing the Royal Flying Corps, the Air Battalion of the Royal Engineers became the Military Wing of the Royal Flying Corps a month later on 13 May. The Flying Corps initial allowed strength was 133 officers, and by the end of year it had 12 manned balloons and 36 aeroplanes. The RFC originally came under the responsibility of Brigadier-General Henderson, the Director of Military Training, and had branches for the Army. Major Sykes commanded the Military Wing and Commander C R Samson commanded the Naval Wing, the RFCs motto was Per ardua ad astra. This remains the motto of the Royal Air Force and other Commonwealth air forces, the RFCs first fatal crash was on 5 July 1912 near Stonehenge on Salisbury Plain. Loraine and his observer, Staff Sergeant R. H. V, an order was issued after the crash stating Flying will continue this evening as usual, thus beginning a tradition. Four months later on 11 December 1912 Parke was killed when the Handley Page monoplane in which he was flying from Hendon to Oxford crashed. The Naval Wing, with pilots and aircraft than the Military Wing. In November 1914 the Royal Flying Corps, even taking the loss of the Naval Wing into account, had expanded sufficiently to warrant the creation of wings consisting of two or more squadrons and these wings were commanded by lieutenant-colonels. In October 1915 the Royal Flying Corps had undergone further expansion which justified the creation of brigades, further expansion led to the creation of divisions, with the Training Division being established in August 1917 and RFC Middle East, being raised to divisional status in December 1917. Finally, the air raids on London and the south-east of England led to the creation of the London Air Defence Area in August 1917 under the command of Ashmore who was promoted to major-general
Royal Flying Corps
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Royal Flying Corps
Royal Flying Corps
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Sopwith Camel
Royal Flying Corps
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RFC Bleriot XI monoplanes at Netheravon, 1914
Royal Flying Corps
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Recruiting poster
32.
Easton on the Hill
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Easton on the Hill is a village and civil parish at the north eastern tip of the district of East Northamptonshire, England. The population of the parish at the 2011 census was 1,015. The village, sited on the A43 road, is compact in form, the parish extends from the River Welland in the north to the western end of RAF Wittering, in the northernmost part of Northamptonshire between Stamford and Collyweston. All Saints Church dates from the 12th Century and has enlarged and altered over the centuries. The church is a Grade I listed building, the village contains the Priests House, a late 15th-century building restored in 1867 and now owned by the National Trust and containing a small museum about the area. The captain of HMS Lutine, Lancelot Skynner, came from Easton, plaques on the former rectory and in the church commemorate this and Captain Skynner. The frigate Lutine sank during a storm in the West Frisian Islands on 9 October 1799, lloyds of London has preserved her salvaged bell - the Lutine Bell - which is used for ceremonial purposes at their headquarters in London. The head office of the Chartered Institute of Procurement & Supply is located at Easton House in the village, Easton on the Hill Rural District existed from 1894 to 1935. The parish has its own council and is represented on East Northamptonshire Council. Easton on the Hill is represented at the House of Commons by the Member of Parliament for Corby, at the time of the 2001 census, the parishs population was 956 people
Easton on the Hill
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Easton-on-the-Hill village
Easton on the Hill
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All Saints
Easton on the Hill
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The Priest's House
33.
No. 486 Squadron RNZAF
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486 Squadron was a New Zealand fighter squadron of the Royal Air Force during the Second World War. It was formed under Article XV of the Empire Air Training Scheme, the squadron formed on 7 March 1942, initially at RAF Kirton in Lindsey, Lincolnshire, as part of RAF Fighter Command and equipped with Hawker Hurricane IIs. For a while 486 Sqn. was a unit tasked with working in conjunction with No.1453 Turbinlite Flight. The radar-equipped but unarmed Turbinlite were to locate and illuminate enemy aircraft at which point an accompanying Hurricane could make the attack, the squadron was re-equipped with Hawker Typhoons starting in July 1942 and continued the experiments with the Turbinlites. In September 1942486 became a day fighter unit flying standing patrols, standing patrol missions were meant to counter The Fw 190 and Bf 109 fighter bombers that flew at high speed and very low altitude. Because of this there was very little radar warning. To counter such attacks Typhoon squadrons kept at least one pair of flying continuously, with another pair on readiness to relieve them. While flying patrols over the South coast against these raids in early 1943. Other enemy aircraft encountered and shot down included Do 217 night bombers engaged in mine laying missions, from June 1943,486 Sqn. flew mainly as a fighter bomber unit. In September 1943, with 197 Sqn 486 Sqn became part of the RAF Tangmere Hawker Typhoon Wing commanded by Wing Commander D J Scott. As a fighter bomber unit 486s targets included shipping and airfields, and an attack on one of Hitlers secret weapons, several escort missions were also provided for RAF light and medium day bombers. While mounted on Typhoons 486 Sqn claimed 22.3 enemy aircraft shot down, re-equipped with Hawker Tempests, initially in January - February 1944, and later again in April. Although 486 Sqn was the first unit to receive Tempests,3 Squadron was the first unit fully equipped, the unit was changed back to fighter defence after D-Day and claimed 223½ V-1 flying bombs, the second highest number of any unit. At the end of April 1944 the 486 squadron became part of No.150 Wing RAF, under the command of Wing Commander Roland Beamont. Apart from the operations,150 Wing undertook several night-time, as well as the more usual daytime. On 28 September 1944 with the V-1 threat over,150 Wing became 122 Hawker Tempest Wing, trading places with three Mustang III squadrons. Later additions to 122 Wing included 80 Squadron and 274 Squadron,41 Squadron,122 Wing was attached to the Second Tactical Air Force, and moved through Belgium, Holland, Germany, and Denmark. The wings role was low-medium altitude fighter operations, although ground attack missions were also undertaken
No. 486 Squadron RNZAF
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Hurricane night fighter pilots of the squadron at RAF Wittering in 1942
No. 486 Squadron RNZAF
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Hawker Typhoon flown by P/O Frank "Spud" Murphy (four Typhoon victories). In 1944, Murphy became a test pilot (later chief test pilot) for Hawker.
No. 486 Squadron RNZAF
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A Hawker Typhoon Mk IB of No. 486 Squadron RAF in flight, in 1943
No. 486 Squadron RNZAF
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Tempest V Series 1 JN766 of 486 Sqn. April 1944. Pilot may be Flt Lt. William Miller of Invercargill.
34.
RAF Watnall
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RAF Watnall was the operational headquarters of No.12 Group, RAF Fighter Command in Nottinghamshire. The station was established in Spring 1940 to act as headquarters for No.12 Group whose area encompassed the Midlands, Norfolk, Lincolnshire and North Wales. The operations room, whose staff were responsible for directing RAF aircraft in the No.12 Group area, was located in a bunker which is now flooded and it was fully operational by 1940 and closed in 1946. The filter room, where quantities of intelligence on enemy activity were filtered before being passed to the operations room, was located in a separate block. After the war it continued to be used as a warning centre until it closed in 1961. The filter block was sold by auction in 2008 and is now being redeveloped as a hotel, an episode of The Restoration Man presented by George Clarke, which was aired on Channel 4 on 12 February 2014, described the progress of the development. Battle of Britain Battle of Britain Airfields Battle of Britain Squadrons Watnall railway station
RAF Watnall
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Entrance to Ops Bunker today
35.
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
36.
De Havilland Mosquito
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The de Havilland DH.98 Mosquito is a British multi-role combat aircraft with a two-man crew which served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed The Wooden Wonder, the Mosquito was also known affectionately as the Mossie to its crews. It was also used by the British Overseas Airways Corporation as a fast transport to carry small high-value cargoes to, a single passenger could be carried in the aircrafts bomb bay, which would be adapted for the purpose. When production of the Mosquito began in 1941, it was one of the fastest operational aircraft in the world, entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943, Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany, from late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Commands heavy-bomber raids. They were also used as bombers, often dropping Blockbuster bombs –4,000 lb cookies – in high-altitude. As a night fighter from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a fighter and intruder supporting RAF Bomber Commands heavy bombers that reduced bomber losses during 1944 and 1945. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign, from 1943, Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats and intercepted transport ship concentrations. The Mosquito flew with the Royal Air Force and other air forces in the European, Mediterranean and Italian theatres. The Mosquito was also operated by the RAF in the South East Asian theatre, during the 1950s, the RAF replaced the Mosquito with the jet-powered English Electric Canberra. By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer, the later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour at 11,000 feet,100 miles per hour better than the Handley Page H. P.42, on 8 September 1936, the British Air Ministry issued Specification P. Aviation firms entered heavy designs with new high-powered engines and multiple turrets, leading to the production of the Avro Manchester. In May 1937, as a comparison to P. 13/36, George Volkert, in 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds of bombs at a cruising speed of 300 miles per hour. There was support in the RAF and Air Ministry, Captain R N Liptrot, Research Director Aircraft 3, appraised Volkerts design, there were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The idea of a small, fast bomber gained support at an earlier stage than sometimes acknowledged though it was likely that the Air Ministry envisaged it using light alloy components. Geoffrey de Havilland also believed a bomber with an aerodynamic design and he thought that adapting the Albatross to meet the RAFs requirements could save time
De Havilland Mosquito
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DH.98 Mosquito
De Havilland Mosquito
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Construction concepts pioneered in the de Havilland Comet were later used in the Mosquito.
De Havilland Mosquito
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One of de Havilland's early designs was to adapt the de Havilland Albatross design to a fast, turret-armed bomber.
De Havilland Mosquito
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A 1943 advertisement for de Havilland taken from Flight & Aircraft Engineer magazine highlights the speed of the B Mk IV.
37.
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
38.
Avro Vulcan
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The Avro Vulcan is a jet-powered tailless delta wing high-altitude strategic bomber, which was operated by the Royal Air Force from 1956 until 1984. Roe and Company designed the Vulcan in response to Specification B. 35/46, of the three V bombers produced, the Vulcan was considered the most technically advanced and hence the riskiest option. Several scale aircraft, designated Avro 707, were produced to test, the Vulcan B.1 was first delivered to the RAF in 1956, deliveries of the improved Vulcan B.2 started in 1960. The B.2 featured more powerful engines, a larger wing, as a part of the V-force, the Vulcan was the backbone of the United Kingdoms airborne nuclear deterrent during much of the Cold War. The Vulcan had no defensive weaponry, initially relying upon high-speed high-altitude flight to evade interception, Electronic countermeasures were employed by the B.1 and B.2 from circa 1960. A change to low-level tactics was made in the mid-1960s, in the mid-1970s nine Vulcans were adapted for maritime radar reconnaissance operations, redesignated as B.2. In the final years of service six Vulcans were converted to the K.2 tanker configuration for aerial refuelling, B.2 XH558 flew for the last time in October 2015, before also being kept in taxiable condition at Robin Hood Airport, Doncaster. The origin of the Vulcan and the other V bombers is linked with early British atomic weapon programme, Britains atom bomb programme began with Air Staff Operational Requirement OR.1001 issued in August 1946. This anticipated a government decision in January 1947 to authorise research and development work on atomic weapons, atomic Energy Act of 1946 having prohibited exporting atomic knowledge, even to countries that had collaborated on the Manhattan Project. OR.1001 envisaged a weapon not to exceed 24 ft 2 in in length,5 ft in diameter and 10,000 lb in weight, the weapon had to be suitable for release from 20,000 ft to 50,000 ft. A cruising speed of 500 knots at heights between 35,000 ft and 50,000 ft was specified, the maximum weight when fully loaded ought not to exceed 100,000 lb. In addition to a bomb, the aircraft was to be capable of alternatively carrying a conventional bomb load of 20,000 lb. The similar OR.230 required a long range bomber with a 2,000 nautical miles radius of action with a weight of 200,000 lb when fully loaded. A total of six companies submitted technical brochures to this specification, the team estimated that an otherwise conventional aircraft, with a swept wing of 45°, would have doubled the weight requirement. Though Alexander Lippisch is generally credited as the pioneer of the delta wing, the initial design submission had four large turbojets stacked in pairs buried in the wing either side of the centreline. Outboard of the engines were two bomb-bays, in August 1947, Chadwick was killed in the crash of the Avro Tudor 2 prototype and was succeeded by Sir William Farren. The wingtip fins gave way to a single fin on the aircrafts centreline, rival manufacturer Handley Page received a prototype contract for its crescent-winged HP.80 B. 35/46 tender in November 1947. Though considered the best option, contract placement for Avros design was delayed whilst its technical strength was established, instructions to proceed with the construction of two Avro 698 prototypes was received in January 1948
Avro Vulcan
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Vulcan
Avro Vulcan
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Vulcans in anti-flash white in 1957
Avro Vulcan
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The prototype Vulcans (VX777 front, VX770 rear) with four Avro 707s at the Farnborough Air Show in September 1953
Avro Vulcan
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Comparison of Vulcan wing designs
39.
Handley Page Victor
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The Handley Page Victor was a British jet-powered strategic bomber, developed and produced by the Handley Page Aircraft Company, which served during the Cold War. It was the third and final of the V-bombers operated by the Royal Air Force, the Victor had been developed to perform as part of the United Kingdom’s airborne nuclear deterrent. A number of Victors had received modifications to undertake the strategic role, employing a combination of radar, cameras. As the nuclear deterrence mission was given to the Royal Navys submarine-launched Polaris missiles in 1969, consequently, many of the surviving Victors were converted into aerial refuelling tankers. During the Falklands War, Victor tankers were used in the airborne logistics operation to repeatedly refuel Vulcan bombers on their way to. The Victor was the last of the V-bombers to be retired, in its refuelling role, the type had been replaced by the Vickers VC10 and the Lockheed Tristar. Atomic Energy Act of 1946 having prohibited exporting atomic knowledge, even to countries that had collaborated on the Manhattan Project. OR.1001 envisaged a weapon not to exceed 24 ft 2 in in length,5 ft in diameter,10,000 lb in weight, a cruising speed of 500 knots at heights between 35,000 ft and 50,000 ft was specified. The maximum weight when fully loaded ought not to exceed 100,000 lb, the weapons load was to include a 10,000 lb Special gravity bomb, or over shorter ranges 20,000 lb of conventional bombs. No defensive weapons were to be carried, the aircraft relying on its speed and height to avoid opposing fighters. The similar OR.230 required a long range bomber with a 2,000 nautical miles radius of action at a height of 50,000 ft, a speed of 575 mph. As a result, realising that the majority of targets would not require such a long range. This demanded the ability to carry the same 10,000 lb bomb-load to a target 1,500 nmi away at a height of 45, the design proposed by Handley Page in response to B. 35/46 was given the internal designation of HP.80. The HP.80 and Avros Type 698 were chosen as the best two of the designs to B. 35/46, and orders for two prototypes of each were placed. It was recognised, however, that there were many associated with both designs, and an order was also placed for Vickers design, which became the Valiant. Although not fully meeting the requirements of the specification, the Valiant design posed little risk of failure and could therefore reach service earlier. The HP. 80s crescent wing was tested on a glider, the HP.87, and a heavily modified Supermarine Attacker. The HP.88 crashed on 26 August 1951 after completing only about thirty flights, by the time the HP.88 was ready, the HP.80 wing had changed such that the former was no longer representative
Handley Page Victor
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HP.80 Victor
Handley Page Victor
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Victor B1A XH588 at an East Anglian Battle of Britain day event, 1959
Handley Page Victor
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Victor B.2 aircraft (XL158), at RAF Wittering, Cambridgeshire undergoing pre-flight preparations
Handley Page Victor
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Victor K.2 of No. 55 Squadron RAF in 1985; note the deployed refuelling drogues
40.
RAF Strike Command
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It latterly consisted of two formations - No.1 Group RAF and No.2 Group RAF. The last Commander-in-Chief was Air Chief Marshal Sir Joe French, Strike Command was formed on 30 April 1968 by the merger of Bomber Command and Fighter Command, which became No.1 Group and No.11 Group respectively. Signals Command was absorbed on 1 January 1969, Coastal Command was absorbed on 28 November 1969, in 1975, the Command acquired a NATO title, Commander-in-Chief United Kingdom Air Forces - UKAIR. UKAIR was fell under NATOs Allied Command Europe in Mons in Belgium, reinforcements coming from the continental United States, as well as units transitioning to other European fronts, would have also come under UKAIR. RAF Germany was absorbed as No.2 Group on 1 April 1993, headquarters Strike Command was located at RAF High Wycombe in Buckinghamshire. The Command was divided into a number of Groups, which at first reflected the function of the old Fighter, Bomber, 11/18 Group RAF1 April 1996 –7 January 2000 No.38 Group RAF1 July 1972 –17 November 1983 No. ISBN 1-85260-345-3 Royal Air Force Web Site - Strike Command
RAF Strike Command
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Strike Command Badge
41.
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
42.
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.
43.
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
44.
SS Atlantic Conveyor
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Atlantic Conveyor was a British merchant navy ship, registered in Liverpool, that was requisitioned during the Falklands War. She was hit on 25 May 1982 by two Argentine air-launched AM39 Exocet missiles, killing 12 sailors, Atlantic Conveyor sank whilst under tow on 28 May 1982. The wrecksite is designated under the Protection of Military Remains Act 1986, Atlantic Conveyor was a 14,950 ton roll-on, roll-off container ship owned by Cunard. She was built along with six other ships, each named Atlantic. And sailing under different national flags for different companies, along with her sister ship, Atlantic Causeway, Atlantic Conveyor was requisitioned by the Ministry of Defence at the beginning of the Falklands War through the STUFT system. The ships were used to carry supplies for the Royal Navy Task Force sent by the British government to retake the Falkland Islands from Argentine occupation. Sailing for Ascension Island on 25 April 1982, Atlantic Conveyor carried a cargo of six Wessex helicopters from 848 Naval Air Squadron, at Ascension, she picked up eight Fleet Air Arm Sea Harriers and six RAF Harrier GR.3 jump jets. One Chinook of B flight No.18 Squadron RAF left Atlantic Conveyor to support operations on Ascension, with the aircraft stored she then set sail for the South Atlantic. With the additional aircraft on Hermes a Lynx HAS.2 helicopter was flown, on 25 May 1982 Atlantic Conveyor was hit by two AM39 Air Launched Exocet missiles fired by two Argentine Navy Super Étendard jet fighters. Both Exocets struck Atlantic Conveyor on the quarter of the ship. There are conflicting accounts on whether the warheads exploded after penetrating the ships hull, due to the presence of both fuel and ammunition that were stored below decks, the incendiary effect of the unburnt propellant from the missiles caused an uncontrollable fire. When the fire had burnt out, the ship was boarded, while under tow by the requisitioned tug Irishman, Atlantic Conveyor sank in the early morning of 28 May 1982. All the helicopters but one Chinook, squadron identification code Bravo November, were destroyed in the fire, the loss of these helicopters meant that British troops had to march on foot across the Falklands to recapture Stanley. Twelve men died in Atlantic Conveyor, including the master, Captain Ian North. The ship was the first British merchant vessel lost at sea to enemy fire since World War II, the ships replacement was built on Tyneside. Piloting a Sea King helicopter of 820 Naval Air Squadron, Prince Andrew was first to lift off survivors, a dangerous task carried out by Sea Kings was to act as decoys, to deflect sea-skimming missiles away from surface ships. This was achieved by hovering close to the ship and as the radar seeker could not resolve targets in azimuth, if the helicopter was not too high the missile guidance system would aim for the centroid of its apparent target and hopefully pass between the two. Prince Andrew at one point flew his helicopter as an Exocet missile decoy, chaff rockets aim to seduce a missile with a similar technique by increasing the apparent length of the target
SS Atlantic Conveyor
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Atlantic Conveyor approaching the Falklands. On or about 19 May 1982.
SS Atlantic Conveyor
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Atlantic Conveyor Memorial, Trinity Gardens, Tower Hill, London.
45.
Exocet
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The Exocet is a French-built anti-ship missile whose various versions can be launched from surface vessels, submarines, helicopters and fixed-wing aircraft. The missiles name was given by M. Guillot, then the director at Nord Aviation. The Exocet is built by MBDA, a European missile company, development began in 1967 by Nord as a ship-launched weapon named the MM38. A few years later Aerospatiale and Nord merged, the basic body design was based on the Nord AS30 air-to-ground tactical missile. The air-launched Exocet was developed in 1974 and entered service with the French Navy five years later, the relatively compact missile is designed for attacking small- to medium-size warships, although multiple hits are effective against larger vessels, such as aircraft carriers. It is guided inertially in mid-flight and turns on active radar late in its flight to find, as a countermeasure against air defence around the target, it maintains a very low altitude during ingress, staying one–two m above the sea surface. Due to the effect of the horizon, this means that the target may not detect an incoming attack until the missile is only 6,000 m from impact. This leaves little time for reaction and stimulated the design of close-in weapon systems and its rocket motor, which is fuelled by solid propellant, gives the Exocet a maximum range of 70 kilometres. The submarine-launched version places the missile inside a launch capsule, the Exocet has been manufactured in a number of versions, including, MM38 – deployed on warships. A coast defence version known as Excalibur was developed in the United Kingdom, aM38 AM39 – B2 Mod 2, deployed on 14 types of aircraft. Range between 50 and 70 km, depending on the altitude and the speed of the launch aircraft, SM39 – B2 Mod 2, deployed on submarines. The missile is housed inside a watertight launched capsule, which is fired by the submarines torpedo-launch tubes, on leaving the water, the capsule is ejected and the missiles motor is ignited. It then behaves like an MM40, the missile will be fired at depth, which makes it particularly suitable for discreet submarine operations. MM40 – Block 1, Block 2 and Block 3, deployed on warships, range,72 km for the Block 2, in excess of 180 km for the Block3. In February 2004, the Délégation Générale pour lArmement notified MBDA of a contract for the design and production of a new missile, the MM40 Block 3. It has a range, in excess of 180 kilometres —through the use of a turbojet engine. The Block 3 Exocet is lighter than the previous MM40 Block 2 Exocet,45 Block 3 Exocets were ordered by the French Navy in December 2008 for its ships which were carrying Block 2 missiles, namely Horizon-class and Aquitaine-class frigates. These are not to be new productions but the conversion of older Block 2 missiles to the Block 3 standard, a MM40 Block 3 last qualification firing took place on the Île du Levant test range on 25 April 2007 and series manufacturing began in October 2008
Exocet
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An AM39 aircraft-launched Exocet
Exocet
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Exocet missile launch
Exocet
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Sue 204 (Super Étendard) of Argentina's 2nd Navy Squadron used in the Atlantic Conveyor attack
Exocet
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Exocet impact
46.
HMS Hermes (R12)
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HMS Hermes was a conventional British aircraft carrier and the last of the Centaur class. Hermes was in service with the Royal Navy from 1959 until 1984, after being sold to India in 1986, the vessel was recommissioned and remained in service with the Indian Navy as INS Viraat until 2016. The ship was laid down by Vickers-Armstrong at Barrow-in-Furness during World War II as HMS Elephant, construction was suspended in 1945 but work was resumed in 1952 to clear the slipway and the hull was launched on 16 February 1953. With these changes she more resembled the reconstructed aircraft carrier Victorious than the three ships in the class. Hermes initially operated Supermarine Scimitar, de Havilland Sea Vixen, and Fairey Gannet fixed-wing aircraft, Hermes cost £18 million, with another £1 million for electronic equipment and £10 million for aircraft in 1959. Civil Lord of the Admiralty John Hay said in Parliament on 2 March 1964 that Phantoms will be operated from Hermes, Eagle and our present information and advice is that the aircraft should be able to operate from Hermes after she has undergone her refit. This seemed optimistic, as most sources believed Victorious was the smallest carrier then in commission that the modified RN F-4K versions of the Phantom could realistically have operated from. While the Phantoms built for the RN were modified in ways similar to F-8 Crusaders for the French Navy - improving deceleration on landing - the modifications were not entirely successful, however, both the Crusader and the Skyhawk were already considered near-obsolete by the end of the 1960s. Nevertheless, the light A-4M Skyhawks would have allowed the Hermes to carry a viable late 1970s airgroup of 20 Skyhawks,6 Sea Kings and 4 Gannet AEW aircraft. A1966 review indicated that Hermes was surplus to operational requirements, the offer was turned down due to operating and manpower costs. Hermes served as one of four Royal Navy strike carriers mainly in the Indian Ocean, the final CATOBAR air wing in 1968-1970 consisted of,809 NAS.7 Buccaneer S2 naval strike aircraft 893 NAS.12 Sea Vixen FAW2 all-weather fighter 849 NAS. A flt.4 Fairey Gannet AEW.3 airborne early warning 849 NAS.1 Gannet COD4 for carrier onboard delivery 814 NAS. Therefore, Hermes was docked down in number 10 Dock in Devonport Dockyard between 1971 and 1973, undergoing a conversion in which her arresting cables, steam catapults, landing craft and berthing for 800 troops were added and her airwing became approximately 20 Sea King helicopters. She sailed for the Falklands with an airgroup of 12 Sea Harrier FRS1 attack aircraft of the Royal Navys Fleet Air Arm, a few weeks after sailing, more aircraft were flown or transported via other ships to replace some losses and augment the task force. Hermess airgroup grew to 16 Sea Harriers,10 Hawker Siddeley Harrier GR3s of the Royal Air Force, as she was the RNs largest carrier, she was considered too valuable to risk close into the Falklands, due to the possibility of Argentine air force attacks. Her Harriers therefore operated at the limit of their endurance radius, when this was completed in November 1982, she embarked stores and performed work-ups exercises. She then took part in NATO exercises in the North Atlantic, and the Mediterranean Sea as a commando carrier. In the autumn of 1983 she took part in her last exercise, Ocean Safari, after this exercise she called into Devonport for a minor refit and thereafter into maintained reserve in Portsmouth
HMS Hermes (R12)
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HMS Hermes returning to Portsmouth after action in the South Atlantic
HMS Hermes (R12)
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Hermes in 1962
HMS Hermes (R12)
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F-4B Phantom of the US Navy operating from Hermes in 1963. Although the Admiralty initially indicated that Hermes would be modernised to operate the Phantom, the plan proved unworkable owing to the ship's small size.
HMS Hermes (R12)
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HMS Hermes in 1982
47.
RAF Ascension Island
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RAF Ascension, is a British Royal Air Force station on Ascension Island in the Atlantic Ocean, near the Equator. In 1939 Ascension became important as a HF/DF radio station covering trade routes, the first aircraft to land on Ascension Island was a Fairey Swordfish from HMS Archer in 1942. Wideawake Airfield was a World War II US military installation built in 1943 by arrangement with the British government, the airfield was built using a US task force and went on to be used by more than 25,000 aircraft as a staging point during the war. The airfield was abandoned at the end of the war and fell into disuse, built from 1960-1961 for anti-ballistic missile measurement, the Golf Ball was on Cat Hill, and a collimation tower for radar calibration was towards English Bay. RAF Ascension Island was re-garrisoned by the RAF in 1982 and used extensively as an airfield during the Falklands War. A series of bombing raids was carried out from there under the name Operation Black Buck. The airfield continues this staging post role for the Falkland Islands for the RAF, the station comes under the overall jurisdiction of the Commander British Forces South Atlantic Islands, an officer of one-star rank. As of 2013, this post has been held by Air Commodore Russ LaForte, the RAF airfield on Ascension Island is run on a day-to-day basis by around 19 RAF personnel, headed by a wing commander. The RAF presence on Ascension is backed up by the USAF, Ascension serves as a diversion airport for ETOPS aircraft crossing the Atlantic. In January 2013, a Delta Air Lines Boeing 777-200LR en route from Johannesburg to Atlanta diverted to Ascension as a result of engine problems. Saint Helena Airport List of Royal Air Force stations This article incorporates public domain material from the Air Force Historical Research Agency website http, RAF Ascension Island James Rogers and Luis Simón. The Status and Location of the Military Installations of the Member States of the European Union and Their Potential Role for the European Security and Defence Policy
RAF Ascension Island
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View of part of the station in November 1983
RAF Ascension Island
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RAF TriStar refuelling at Ascension during a stop en route to the Falkland Islands.
48.
Oerlikon 35 mm twin cannon
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The Oerlikon GDF or Oerlikon 35 mm twin cannon is a towed anti-aircraft gun made by Oerlikon Contraves. The system was designated as 2 ZLA/353 ML but this was later changed to GDF-001. It was developed in the late 1950s and is used by around 30 countries, the system uses twin autocannons, firing 35×228mm NATO-standard ammunition. It was originally designated 353 MK and is now designated as the KD series, the same KD series 35mm cannons are used in the Leopard 1 based Gepard and Type 74 tank based Type 87 SPAAG and Marksman self-propelled anti-aircraft guns. The system could be paired with the off-gun Super Fledermaus fire control radar, the weapons was aimed either directly, by way of an advanced sighting system, or automatically, by locking onto the target with radar. Early models carried 112 rounds ready to fire, and an additional 126 stored on the chassis as reloads, later versions with automated reloading carry 280 rounds total. A typical engagement burst is 28 rounds, in 1980 an upgraded model, the GDF-002 was produced, which featured an improved sight, and the ability to be directed by an off-gun digital control system. In 1985 a further upgraded model was produced, the GDF-005, the GDF-005 also introduced an automated ammunition-handling system, which eliminated the need for the two reloaders, reducing the crew from 3 to 1. The guns are usually transported by a 5-tonne 6×6 truck, development of the KD series cannon began around 1952 soon after Oerlikon calculated that 35 mm was the optimum calibre for an anti-aircraft gun. The KD series cannons were an adapted from the post-war 20 mm KAA204 Gk cannon. Several designs were developed, including a design, designated Mk 352. The final design was the Mk 323, which was developed in two variants, a version the KDA, and a linkless version the KDC, fed by seven-round clips. Both designs are gas-operated, with a locking system. The Super Fledermaus fire control system was designed and built by the then separate Contraves company and it was also used as the fire control system on the Gepard SPAAG. The Skyguard system is contained within a trailer, mounted on the roof of which is a pulse doppler search radar, a pulse doppler tracking radar. The trailer also houses the crew of two and a petrol generator. Skyguard is an air defense system for the control of aircraft at low altitude and at low. The maximum effective distance is given as 4,000 m, the system takes the air surveillance, target acquisition, calculation of the derivative-action values and the control of two Oerlikon 35 mm anti-aircraft guns
Oerlikon 35 mm twin cannon
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A modernized Finnish 35 mm Oerlikon twin cannon
Oerlikon 35 mm twin cannon
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An Austrian GDF-005 (FIAK85) gun system. Note the muzzle velocity measuring device on the muzzle of each gun
Oerlikon 35 mm twin cannon
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A Gepard SPAAG of the German Army
Oerlikon 35 mm twin cannon
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An Oerlikon Contraves Skyguard Radar of the Austrian Air Force
49.
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).
50.
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.
51.
No. 38 Squadron RAF
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No.38 Squadron of the Royal Air Force was a bomber squadron formed in 1916 and was disbanded for the last time in 1967. No.38 Squadron Royal Flying Corps was originally formed at Thetford in early 1916, a new No.38 Squadron was formed at Castle Bromwich in July 1916. It was designated as a Home Defence unit for the West Midlands, in September 1916 the squadron was re-equipped with F. E. 2b aircraft and the HQ moved to Melton Mowbray. Operations were undertaken from Stamford, Buckminster and Leadenham involving pilot instruction during the day and air defence against possible attacks from Zeppelins by night. For several months in 1916 the squadron was commanded by Captain A. T. Harris, later to become Air Chief Marshal Arthur Harris, C-in-C, RAF Bomber Command and Marshal of the Royal Air Force. In May 1918 the squadron with its F. E. 2b aircraft was designated as a bomber squadron. In its first raid on 13 June 1918 ten of the squadrons aircraft targeted Ostend docks. Over five months of operations the squadron flew 1,591 hours made 47 raids, dropping nearly 50 tons of bombs mainly on the German canals, railways, dumps, after returning to England without its aircraft,38 Squadron was disbanded at RAF Hawkinge on 4 July 1919. In September 1935 the squadron reformed at RAF Mildenhall as a bomber squadron and was equipped with the Handley Page Heyford. It became one of the first RAF squadrons to re-equip with a monoplane bomber, in 1937 the squadron moved to RAF Marham and in December 1938 received the first of the new Vickers Wellington bombers. It was declared operational on the outbreak of war as a squadron under No.3 Group. 38 Squadron was one of the few RAF squadrons to use the Wellington from the beginning to the end of the Second World War, the squadron had a quiet start to the war, flying sorties over the North Sea. It flew its first bombing mission on 3 December 1939, when three of its Wellingtons with aircraft from Nos.115 and 149 Squadrons made a raid against German warships in the Heligoland area. Although the operation had minimal effect on enemy shipping an enemy fighter was destroyed by rear gunner LAC J. Copley who was awarded the Distinguished Flying Medal. The 11 May 1940 the squadron began operations in support of the British Expeditionary Force, on 30 May 1940 seventeen Wellington Bombers from RAF Marham took off to provide close ground support to the BEF as they withdrew from the beaches of Dunkirk. Aircraft R3162 from 38 Squadron was shot down near the town of Veurve in Belgium, the co-pilot, Flying Officer Vivian Rosewarne was reported missing, believed killed on 31 May 1940. His station commander, Group Captain Claude H. Keith, found a letter among the missing airmans personal possessions and it had been left open, so that it could be passed by the censor. Group Captain Keith was so moved by the letter that, with the mothers permission and it was subsequently published in a small book and reprinted three times
No. 38 Squadron RAF
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38 Squadron crest. A heron volant.
No. 38 Squadron RAF
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No. 38 Squadron RAF
No. 38 Squadron RAF
No. 38 Squadron RAF
52.
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
53.
Royal Aircraft Factory F.E.2
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Between 1911 and 1914, the Royal Aircraft Factory used the F. E.2 designation for three quite different aircraft that shared only a common Farman pusher biplane layout. The third F. E.2 type was operated as a day and this re-use of the F. E.2 designation has caused much confusion. The first F. E.2 was designed by Geoffrey de Havilland at the Royal Aircraft Factory in 1911. The new aircraft resembled the form of the F. E.1, with no front elevator. It made its flight on 18 August 1911, flown by de Havilland. Later in the year the F. E.2, refitted with an undercarriage, was modified to carry a Maxim machine gun on a flexible mount in the nose. The second F. E.2 was officially a rebuild of the first F. E.2, and may, indeed have included some components from the earlier aircraft. It was, however, a new and much more modern design, larger and heavier than the 1911 aircraft, with the wingspan increased from 33 ft to 42 ft. Loaded weight rose from 1,200 lb to 1,865 lb. The new F. E.2 used the wings of the B. E. 2a, with wing warping instead of ailerons for lateral control. It was destroyed when it spun into the ground from 500 ft on 23 February 1914, the pilot, R. Kemp, survived the crash, but his passenger was killed. Work started on another new design in mid-1914, the F. E. 2a, specifically intended as a fighter. Apart from the Farman layout it bore no relationship with either of the two earlier designs. It was a two-seater with the observer in the nose of the nacelle, the observer was armed with a.303 in Lewis machine gun firing forward on a specially designed, swivelling mount that gave it a wide field of fire. The first production order for 12 aircraft was placed off the board shortly after the outbreak of the First World War. The undercarriage of the third F. E, in order to gain a few extra miles an hour some of the production aircraft were fitted with a normal V type undercarriage. The V undercarriage remained standard for F. E.2 night bombers, the first production batch consisted of 12 of the initial F. E. 2a variant, with a large air brake under the top centre section, and a Green E.6 engine. The first F. E. 2a made its flight on 26 January 1915, but was found to be underpowered
Royal Aircraft Factory F.E.2
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F.E.2b
Royal Aircraft Factory F.E.2
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An F.E.2d observer demonstrating the use of the rear-firing Lewis gun, which required him to stand on the rim of his cockpit. Note the camera, and the (non-standard) extra Lewis gun for the pilot.
Royal Aircraft Factory F.E.2
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F.E.2b with "V" undercarriage
Royal Aircraft Factory F.E.2
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Rolls-Royce Eagle powered F.E.2d with nose-wheel
54.
Sopwith Snipe
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The Sopwith 7F.1 Snipe was a British single-seat biplane fighter of the Royal Air Force. It was designed and built by the Sopwith Aviation Company during the First World War, the Snipe was not a fast aircraft by the standards of its time, but its excellent climb and manoeuvrability made it a good match for contemporary German fighters. It was selected as the standard postwar single-seat RAF fighter and the last examples were not retired until 1926. In April 1917, Herbert Smith, the designer of the Sopwith Company, began to design a fighter intended to be the replacement for Sopwiths most famous aeroplane. The resultant design, called Snipe by Sopwith, was in its initial form a single-bay biplane, slightly smaller than the Camel, the pilot sat higher than in the Camel while the centre-section of the upper wing was uncovered, giving a better view from the cockpit. Armament was to be two Vickers machine guns, in the absence of an official order, Sopwith began construction of two prototypes as a private venture in September 1917. This took advantage of a licence that had granted to allow construction of four Sopwith Rhino bomber prototypes. The first prototype Snipe, powered by a Bentley AR.1 rotary engine was completed in October 1917, the second prototype was completed with the new, more powerful Bentley BR.2, engine, which gave 230 horsepower in November 1917. This promised better performance, and prompted a contract for six prototypes to be placed. It was officially tested in December 1917, reaching a speed of 119 mph and this allowed the Snipe to compete for Air Board Specification A.1 for a high-altitude single-seat fighter. This specification required a speed of at least 135 mph at 15,000 ft, an oxygen supply and heated clothing were to be provided for the pilot to aid operation at high altitude. The Snipe was evaluated against three other prototypes, all powered by the Bentley BR.2 engine, the Austin Osprey triplane, the Boulton & Paul Bobolink. While there was difference in performance between the aircraft, the Sopwith was selected for production, with orders for 1,700 Snipes placed in March 1918. The Snipes structure was heavier but much stronger than earlier Sopwith fighters, although not a fast aircraft for 1918, it was very maneuverable, and much easier to handle than the Camel, with a superior view from the cockpit - especially forwards and upwards. The Snipe also had a rate of climb, and much better high-altitude performance compared to its predecessor. Further modifications were made to the Snipe during the war and postwar, the Snipe was built around the Bentley BR2 engine - the last rotary to be used by the RAF. It had a speed of 121 mph at 10,000 ft compared with the Camels 115 mph at the same altitude. Its fixed armament consisted of two 0.303 in Vickers machine guns on the cowling, and it was able to carry up to four 25 lb bombs for ground attack work
Sopwith Snipe
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7F.1 Snipe
Sopwith Snipe
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Sopwith Snipe
Sopwith Snipe
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E6655 at the Royal Air Force Museum London
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.
Airco DH.9A
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The Airco DH. 9A was a British single-engined light bomber designed and first used shortly before the end of the First World War. Over 2,400 examples of a version, the Polikarpov R-1, were built in the Soviet Union. The DH. 9A was planned as a version of the existing Airco DH.9. The DH.9 was a disappointment owing to its under performing and unreliable engines, as the Rolls-Royce Eagle engine used in the successful DH.4 was unavailable in sufficient quantities, the new 400 hp American Liberty engine was chosen instead. As Airco was busy developing the Airco DH.10 twin-engined bomber, the DH.9 was fitted with new, longer span wings, and a strengthened fuselage structure. The first prototype flew in March 1918, powered by a Rolls-Royce Eagle as no Liberty engines were yet available, the prototype proved successful, with the first Liberty-engined DH. 9A flying on 19 April 1918, and deliveries to the Royal Air Force starting in June. By the end of the war, a total of 2,250 DH. 9As had been ordered, while the existing aircraft were subject to a programme of refurbishment, a number of small contracts were placed for new production of DH. 9As in 1925–26. These contracts resulted in a further 268 DH. 9As being built, the new production and refurbished aircraft included batches of dual control trainers, as well as six aircraft powered by 465 hp Napier Lion engines, which were capable of a maximum speed of 144 mph. The Soviet Union built large numbers of a copy of the DH. 9A. The United States also planned to adopt the DH. 9A as a replacement for the DH.4, development work on the Americanization of the aircraft commenced at McCook Field in Dayton, Ohio. Plans called for Curtiss to build 4,000 modified aircraft and this order was cancelled with the end of the war and only nine were built by McCook Field and Dayton-Wright. One McCook aircraft was modified with an enclosed, pressurised cockpit. In 1921, test pilot Lt. Harold R. Harris made the worlds first high-altitude flight in an aircraft in the USD-9A at McCook Field in Dayton. The DH. 9A entered service in July 1918 with No.110 Squadron RAF and its first mission was against a German airfield on 14 September 1918. A further three squadrons commenced operations over the Western Front before the Armistice, with 99 Squadron replacing DH. 9s, while 18 Squadron and 216 Squadron replaced DH. 4s. Despite the superior performance of the DH. 9A over the DH.9, other squadrons flew coastal patrols from Great Yarmouth before the end of the year. The United States Marine Corps Northern Bombing Group received at least 53 DH-9As, the first post war operations were in southern Russia in 1919, in support of the White Army against the Bolsheviks in the Russian Civil War. In September 1919, the RAF personnel were ordered to return home, a squadron of DH. 9As was deployed to Turkey in response to the Chanak Crisis in 1922, but did not engage in combat
Airco DH.9A
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D.H.9A
Airco DH.9A
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Polikarpov R-1
57.
Gloster Grebe
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The Gloster Grebe was developed by the Gloster Aircraft Company from the Gloster Grouse, and was the Royal Air Forces first post-First World War fighter aircraft, entering service in 1923. The first of the prototypes, by now known as the Grebe I, like the Sopwith Snipe it replaced, the Grebe was a single-seat, single-engined biplane of fabric-covered wood construction. The fuselage had ash longerons and spruce stringers joined to plywood formers, while the wings, had fabric-covered spruce spars. Two synchronised.303 in Vickers machine guns were mounted on the top decking. Grebes entered service with the RAF during October 1923 when a flight of 111 Squadron re-equipped with the new fighter. The Grebe was popular in RAF service, being faster than the Snipe that it replaced. Another problem was the Jaguar engine, which was heavy and unreliable, a total of 133 Grebes were produced, including the four prototypes,108 Grebe II single-seat fighters and 21 two-seat dual-control trainers. Grebes were retired from the RAF in 1929, replaced in part by the Gloster Gamecock, two Grebes were modified for suspension beneath the R33 airship on a trapeze for parasite trials. The Grebe was developed into the Gloster Gamecock fighter, which entered production for the RAF. The two survivors were used as instructional airframes until destroyed in 1943–44, Grebe Mk I, Single-seat fighter prototype,4 built. Grebe Mk II, Single-seat fighter aircraft, New Zealand New Zealand Permanent Air Force Pilot Training School Royal New Zealand Air Force two inherited from the NZPAF in 1938 United Kingdom Royal Air ForceNo
Gloster Grebe
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Grebe
58.
Armstrong Whitworth Siskin
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The Armstrong Whitworth Siskin was a British biplane single-seat fighter aircraft of the 1920s produced by Armstrong Whitworth Aircraft. The Siskin was one of the first new RAF fighters to enter service after the First World War, the SR.2 Siskin was a single-bay biplane of wood and fabric construction. The Dragonfly engine was fitted in a streamlined cowling to reduce drag, two Vickers machine guns were mounted in the nose decking in front of the pilot. The Siskin first flew in May 1919, powered by a Dragonfly engine delivering 270 hp, despite the engine problems, the Siskin displayed good performance and handling, outmatching its Dragonfly-powered contemporaries. In 1919, Siddeley-Deasy merged with Armstrong Whitworth, with the aviation interests becoming Armstrong Whitworth Aircraft, one of the prototype Siskins was fitted with a Jaguar, flying in this form on 20 March 1921. In 1922 Air Ministry Specification 14/22 was issued for an all-metal single-seat high performance landplane and one Jaguar-powered prototype was ordered from Armstrong Whitworth, as well as re-engining with the Jaguar, Major Green redesigned the Siskin with an all-metal structure, as the Siskin III. A contract for three aircraft was placed on 13 October 1922 with a further six ordered on 26 January 1923 including one as a prototype of a two-seat variant. The Siskin III first flew on 7 May 1923, with first deliveries to the RAF taking place in January 1924, the fighter was the first all-metal fighter in the British Royal Air Force. The main production version was the Siskin IIIA ordered in 1926, which originally was powered with a Jaguar IV engine, but was later re-engined with the supercharged Jaguar IVA engine. The supercharger, an idea at the time, had little effect on performance below 10,000 ft. Following an evaluation of two Siskin IIIs the Royal Canadian Air Force ordered 12 IIIAs which were delivered between 1926 and 1931, with Armstrong-Whitworth busy building the Armstrong Whitworth Atlas some of the later Siskin IIIA production was sub-contracted out to Blackburn, Bristol, Gloster and Vickers. The first Siskin IIIs were delivered to No.41 Squadron RAF at RAF Northolt in May 1924, the Siskin III was popular in service, being highly manoeuvrable, although slightly underpowered. The improved Siskin IIIA was first delivered to No.111 Squadron in September 1926, the Siskin was used by 11 RAF squadrons. The last operational RAF Siskins were replaced in October 1932 by Bristol Bulldogs, the Siskin presented thrilling exhibitions of flying at every RAF display from 1925 to 1931. The ski-equipped second Siskin II aircraft was sold to the Royal Swedish Air Force in 1925, Canada used the aircraft from 1926 until 1939. In 1926, the British Air Ministry sent two Siskin IIIs to Canada for testing by the Royal Canadian Air Force under winter flying conditions, the test pilot was Clennell H. Dickins. The Siskin was considered a type when it was introduced into RCAF service. In 1937, the Flight became No, I Squadron and was transferred from Trenton to Calgary in August 1938
Armstrong Whitworth Siskin
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Siskin
Armstrong Whitworth Siskin
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A lineup of 29 Squadron Siskins, late 1920s
Armstrong Whitworth Siskin
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"The Siskins" flight demonstration team
Armstrong Whitworth Siskin
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RAF Armstrong-Whitworth Siskin IIIa from No. 41 Squadron at Northolt being serviced with oxygen
59.
Fairey III
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The Fairey Aviation Company Fairey III was a family of British reconnaissance biplanes that enjoyed a very long production and service history in both landplane and seaplane variants. First flying on 14 September 1917, examples were still in use during the Second World War, N.10, also known by its constructors number F.128 was a two-bay biplane with folding wings and powered by a 260 hp Sunbeam Maori engine. It first flew from the Port Victoria seaplane station on the Isle of Grain, many of the IIIBs were completed as IIICs. The naval variants were usually three-seaters, pilot, observer and gunner, in floatplane configuration, carrier-borne Fairey IIIs would be launched from the deck using a trolley and would land on the water upon their return. The Fairey III floatplane could also be catapult-launched from a ship, the IIID had a wooden, fabric-covered fuselage and usually a wooden, two-blade, fixed-pitch propeller. One IIID was built with metal wings and floats, a total of 207 IIIDs were produced for the Fleet Air Arm and RAF, with a further 20 being built for export. A Fairey III floatplane with a 450 hp Napier Lion was entered into the Air Ministry Commercial Amphibian Competition of September 1920, over 350 IIIFs were operated by the Fleet Air Arm, making it the most widely used type of aircraft in Fleet Air Arm service between the wars. In fact, of the British military aircraft in the inter-war years, Three IIIFs were modified as a radio-controlled gunnery trainer, known as the Fairey Queen. The Fairey IIIF was also the basis for development of the Gordon, the IIIA and IIIB saw limited service towards the end of the war, with some IIIBs being used for mine-spotting duty from the seaplane station at Westgate-on-Sea. The IIIC entered service in November 1918, but did not carry out any combat patrols owing to the Armistice ending hostilities with Germany, seven IIICs were deployed to Arkhangelsk in 1919 by the seaplane tender HMS Pegasus in support of the North Russian Expeditionary Force. They were used to carry out bombing attacks against Bolshevik shipping, the IIID was operated by the Royal Air Force and Fleet Air Arm as well as the Naval Aviation of Portugal and the air forces of Australia. Australia received six IIIDs, the first being delivered in August 1921, the IIID remained in Australian service until 1928. Portugal ordered its first IIIDs in 1921, the voyage started on 30 March 1922, stopping at Las Palmas, São Vicente, Cape Verde and achieving the main navigation goal of Saint Peter and Paul Rocks, where it was lost during refuelling. The journey was finished using another two aircraft, completing the first aerial crossing of the South Atlantic,72 days after their departure from Lisbon. The last aircraft, Santa Cruz, is displayed at the Museu de Marinha. The IIID entered Fleet Air Arm Service in 1924, operating from bases, aircraft carriers. Fleet Air Arm IIIDs were used to defend British interests in Shanghai against rebel Chinese forces in 1927, the IIIF entered service with the RAF in Egypt and with Fleet Air Arm Catapult flights in 1927, and with the Royal New Zealand Air Force shortly after. As such IIIFs were used for colonial policing as well as taking part in long distance flights
Fairey III
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Fairey III
Fairey III
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Fairey IIID floatplane during a circumnavigation of Australia in 1924.
Fairey III
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Fairey IIIF of the New Zealand Permanent Air Force.
Fairey III
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Fairey IIID preserved at the Portuguese Museu de Marinha
60.
Avro Tutor
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Roes Type 621 Tutor was a two-seat British radial-engined biplane from the interwar period. It was a simple but rugged initial trainer that was used by the Royal Air Force as well as other air arms worldwide. The Avro Model 621 was designed by Roy Chadwick as an Avro private venture metal replacement for the Avro 504, conceived as a light initial pilot trainer, the biplane design featured heavily staggered equal-span, single-bay wings, the construction was based on steel tubing with doped linen covering. A conventional, fixed divided main undercarriage with tailskid was used in all but the latest aircraft, which had a tailwheel. The Model 621 was powered either by a 155 hp Armstrong Siddeley Mongoose or Armstrong Siddeley Lynx IV or IVC engine, the Mongoose-powered version was called the 621 Trainer and the more numerous Lynx-engined aircraft the Tutor. The Tutor also differed by having a rounded rudder. The first flight of the prototype G-AAKT was in September 1929, production was started against an order for three from the Irish Free State and 21 Trainers from the Royal Air Force. As well as the 21 Trainers a total of 381 Tutors and 15 Avro 646 Sea Tutors were eventually ordered by the RAF. RAF units to operate the type in quantity included the Royal Air Force College, subsequently, the Model 621 achieved substantial foreign sales. Roe and Co exported 29 for the Greek Air Force, six for the Royal Canadian Air Force, five for the Kwangsi AF, in addition 57 were licence-built in South Africa, and three licence-built by the Danish Naval Shipyard. A total of 30 Tutors were exported to the Greek Air Force, a number of Greek Tutors was incorporated in combat squadrons after Greeces entrance in WWII, used as army cooperation aircraft. Known for its handling, the type was often featured at air shows. Over 200 Avro Tutors and five Sea Tutors remained in RAF service at the beginning of the Second World War, the 621 was designed as a military trainer and few reached the civil registers. In the 1930s, in addition to ten prototypes and demonstrators, One 621 was used from new by Australian National Airways. After the war another four ex-RAF 621s appeared on the civil register, Avro 621 Trainer Two-seat primary training aircraft. Avro 621 Tutor Two-seat primary training aircraft, Avro 621 Tutor II One aircraft was modified into a two-bay biplane. Avro 621 survey version Three built and served in what was the Tanganyika, Avro 646 Sea Tutor Two-seat seaplane fitted with twin floats,15 built Czechoslovakia Czechoslovak Air Force pilots operated at least one aircraft in 310 Fighter Squadron RAF. Denmark Royal Danish Navy operated five aircraft, canada Royal Canadian Air Force operated six aircraft
Avro Tutor
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Avro 621 Tutor
Avro Tutor
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Avro Tutor, 1937
Avro Tutor
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The sole surviving Tutor wearing the 1930s yellow training colour scheme at RAF Abingdon in 1968
Avro Tutor
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The Shuttleworth Collection 's Avro Tutor K3215/G-AHSA
61.
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
62.
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
63.
Hawker Fury
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The Hawker Fury was a British biplane fighter aircraft used by the Royal Air Force in the 1930s. It was a fast, agile aircraft, and holds the distinction of being the first interceptor in RAF service to be capable of more than 200 MPH, the Fury is the fighter counterpart to the Hawker Hart light bomber. The new fighter prototype, known as the Hawker Hornet, first flew at Brooklands, Surrey, the Hornet was purchased by the Air Ministry at the start of 1930, and was subject to further evaluation, with a small initial production order for 21 aircraft placed during 1930. The Fury I made its flight at Brooklands with chief test pilot George Bulman at the controls on 25 March 1931. The Fury was the RAFs first operational aircraft to be able to exceed 200 mph in level flight. It had highly sensitive controls which gave it superb aerobatic performance and it was designed partly for the fast interception of bombers and to that end it had a climb rate of almost 2,400 ft/min. An experimental prototype, the High Speed Fury, was built to test design features for Hawkers planned competitor for the F. 7/30 fighter competition as well as for general development. These improvements gave improved speed and rate of climb, sidney Camm designed a monoplane version of the Fury in 1933. It was not developed until Rolls-Royce developed what was to become their famous Merlin engine, the design was then revised according to Air Ministry specification F5/34 to become the prototype Hawker Hurricane. The Fury I entered squadron service with the RAF in May 1931, owing to finance cuts in the Great Depression, only relatively small numbers of Fury Is were ordered, the type equipping 1 and 25 squadrons. At the same time, the slower Bristol Bulldog equipped ten fighter squadrons, the Fury II entered service in 1936–1937, increasing total number of squadrons to six. Furies remained with RAF Fighter Command until January 1939, replaced primarily with Gloster Gladiators and other types, after their front line service ended, they continued to be used for training. Three Furies were ordered by Spain in 1935, it being intended to produce another 50 under licence, the three Furies were delivered without armament on 11 July 1936, just before the outbreak of the Spanish Civil War. They were taken into service by the Spanish Republican Air Force, although phased out from RAF squadrons, the Fury was still used by some foreign air forces in the early 1940s, Yugoslav Furies saw action against Axis forces in the German invasion of 1941. On 6 April 1941, a squadron of Furies took off to defend their country against the invading German Messerschmitt Bf 109Es, in the resulting air battle 10 Furies were destroyed, almost the entire squadron. The commanding officer of the 36 LG was Major Franjo Džal, in an unequal battle against superior adversaries, five aircraft were destroyed while taking off and eight pilots killed. Two more Furies and Bücker Bü131 were destroyed on the ground, but of the attacking German aircraft, five Bf-109s and two Bf-110s failed to return, though most were non-combat losses, at least one was lost when rammed by a Fury. The other squadron of Yugoslav Furies active at the time of the invasion strafed enemy tanks and ground forces, some being lost to ground fire, the rest of the Yugoslav Furies were destroyed when they became unserviceable or at the time of Armistice on the 15th
Hawker Fury
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Fury
Hawker Fury
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Hawker Hornet (Fury prototype)
Hawker Fury
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Hawker Fury K5674, painted in 43 Squadron Colours (2011)
64.
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
65.
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
66.
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
67.
Douglas A-20 Havoc
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The Douglas A-20 Havoc was an American attack, light bomber, and intruder aircraft of World War II. It served with several Allied air forces, principally the United States Army Air Forces, the Soviet Air Forces, Soviet Naval Aviation, Soviet units received more than one in three of the DB-7s ultimately built. It was also used by the air forces of Australia, South Africa, France, and the Netherlands during the war, and by Brazil afterwards. In British Commonwealth air forces, bomber/attack variants of the DB-7 were usually known by the service name Boston, an exception to this was the Royal Australian Air Force, which referred to all variants of the DB-7 by the name Boston. The USAAF referred to night fighter variants as P-70 and it was estimated that it could carry a 1,000 lb bomb load at 250 mph. Reports of aircraft performance from the Spanish Civil War indicated that this design would be seriously underpowered, in the autumn of the same year, the United States Army Air Corps issued its own specification for an attack aircraft. The Douglas team, now headed by Heinemann, took the Model 7A design, upgraded with 1,100 hp Pratt & Whitney R-1830 Twin Wasp engines and it faced competition from the North American NA-40, Stearman X-100, and Martin 167F. The Model 7B was maneuverable and fast, but did not attract any US orders, the model did, however, attract the attention of a French Purchasing Commission visiting the United States. The French discreetly participated in the trials, so as not to attract criticism from American isolationists. The secret was revealed when the Model 7B crashed on 23 January while demonstrating single-engine performance, the French were still impressed enough to order 100 production aircraft, with the order increased to 270 when the war began. Sixteen of those had been ordered by Belgium for its Aviation Militaire, in a report to the British Aeroplane and Armament Experimental Establishment at RAF Boscombe Down, test pilots summed it up as, has no vices and is very easy to take off and land. The aeroplane represents a definite advantage in the design of flying controls, extremely pleasant to fly and manoeuvre. Ex-pilots often consider it their favorite aircraft of the war due to the ability to toss it around like a fighter, the Douglas bomber/night fighter was extremely adaptable and found a role in every combat theater of the war, and excelled as a true pilots aeroplane. When DB-7 series production ended on 20 September 1944, a total of 7,098 had been built by Douglas. Douglas redesigned its Santa Monica plant to create a production line to produce A-20 Havocs. The assembly line was over a long, but by looping back and forth. Man-hours were reduced by 50% for some operations, the French order called for substantial modifications, resulting in the DB-7 variant. It had a narrower, deeper fuselage,1,000 hp Pratt & Whitney R-1830-SC3-G radials, French-built guns, midway through the delivery phase, engines were switched to 1,100 hp Pratt & Whitney R-1830-S3C4-G
Douglas A-20 Havoc
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A-20 Havoc DB-7/Boston/P-70
Douglas A-20 Havoc
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A-20A
Douglas A-20 Havoc
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Douglas A-20J-10-DO, 43-10129, of the 416th Bomb Group destroyed by flak over Beauvoir, France on 12 May 1944.
Douglas A-20 Havoc
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Servicing an A-20 bomber, Langley Field, Va., July 1942
68.
No. 532 Squadron RAF
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No.532 Squadron RAF was one of the ten Turbinlite nightfighter squadrons of the Royal Air Force during the Second World War. No.532 Squadron RAF was formed on 2 September 1942 from 1453 Flight,1453 Turbinlite Flight had previously operated in conjunction with No.151 Squadron RAF and No.486 Squadron RNZAF. It was disbanded at RAF Hibaldstow on 25 January 1943, when the Turbinlite squadrons were, due to lack of success on their part, RAF Fighter Command 1939 –1945. No 521 –540 Squadron Histories, Air of Authority — A History of RAF Organisation. Archived from the original on 2014-11-06
No. 532 Squadron RAF
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Formations and units
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.
Lockheed P-38 Lightning
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The Lockheed P-38 Lightning is a World War II-era American piston-engined fighter aircraft. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms, Allied propaganda claimed it had been nicknamed the fork-tailed devil by the Luftwaffe and two planes, one pilot by the Japanese. In the South West Pacific theater, the P-38 was the primary fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers and it was extremely forgiving and could be mishandled in many ways but the rate of roll in the early versions was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, at the end of the war, orders for 1,887 more were cancelled. Lockheed designed the P-38 in response to a February 1937 specification from the United States Army Air Corps, Kelsey was looking for a minimum of 1,000 lb of armament. Kelsey and Saville aimed to get a capable fighter, better at dog-fighting. Specifications called for a maximum airspeed of at least 360 mph at altitude, and a climb to 20,000 ft within six minutes, the unbuilt Vultee XP1015 was designed to the same requirement, but was not advanced enough to merit further investigation. A similar single-engine proposal was issued at the time, Circular Proposal X-609. Both proposals required liquid-cooled Allison V-1710 engines with turbo-superchargers and gave points for tricycle landing gear. The Lockheed team chose twin booms to accommodate the tail assembly, engines, the XP-38 gondola mockup was designed to mount two. 50-caliber M2 Browning machine guns with 200 rounds per gun, two. In the YP-38s, a 37 mm M9 autocannon with 15 rounds replaced the T1, the 15 rounds were in three five-round clips, an unsatisfactory arrangement according to Kelsey, and the M9 did not perform reliably in flight. Further armament experiments from March to June 1941 resulted in the P-38E combat configuration of four M2 Browning machine guns, and one Hispano 20 mm autocannon with 150 rounds. Clustering all the armament in the nose was unusual in U. S. aircraft, nose-mounted guns did not suffer from having their useful ranges limited by pattern convergence, meaning that good pilots could shoot much farther. A Lightning could reliably hit targets at any range up to 1,000 yd, whereas the wing guns of other fighters were optimized for a specific range. The rate of fire was about 650 rounds per minute for the 20×110 mm cannon round at a velocity of about 2,887 ft/s. Combined rate of fire was over 4,000 rpm with roughly every sixth projectile a 20 mm shell, the duration of sustained firing for the 20 mm cannon and. 50-caliber machine guns was approximately 14 seconds and 35 seconds, respectively. The P-38 was the first American fighter to make use of stainless steel and smooth
Lockheed P-38 Lightning
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P-38 Lightning
Lockheed P-38 Lightning
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P-38 armament, concentrated in the nose of the aircraft
Lockheed P-38 Lightning
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One of 13 YP-38s constructed
Lockheed P-38 Lightning
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Mechanized P-38 assembly lines in Burbank, California. Planes start at the back of the building on the far right (without wings, so that section of the line is narrower). When they reach the end of that line, they shift to the center line, grow wings, and move backward down this line. Upon reaching the end, they are then shifted to the line at the left, and progress forward to the end of the line.
71.
North American P-51 Mustang
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The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II, the Korean War and other conflicts. The Mustang was designed in 1940 by North American Aviation in response to a requirement of the British Purchasing Commission, the Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force. Rather than build an old design from another company, North American Aviation proposed the design, the prototype NA-73X airframe was rolled out on 9 September 1940,102 days after the contract was signed, and first flew on 26 October. The Mustang was originally designed to use the Allison V-1710 engine and it was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustangs performance at altitudes above 15,000 ft, the P-51 was also used by Allied air forces in the North African, Mediterranean, Italian and Pacific theaters. During World War II, Mustang pilots claimed to have destroyed 4,950 enemy aircraft, despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s. After the Korean War, Mustangs became popular civilian warbird and air racing aircraft, in April 1940 the British government established a purchasing commission in the United States, headed by Sir Henry Self. Self was given responsibility for Royal Air Force production and research and development, and also served with Sir Wilfrid Freeman. Self also sat on the British Air Council Sub-committee on Supply and one of his tasks was to organize the manufacturing and supply of American fighter aircraft for the RAF. At the time, the choice was limited, as no U. S. aircraft then in production or flying met European standards. The Curtiss-Wright plant was running at capacity, so P-40s were in short supply, North American Aviation was already supplying its Harvard trainer to the RAF, but was otherwise underutilized. NAA President Dutch Kindelberger approached Self to sell a new medium bomber, instead, Self asked if NAA could manufacture the Tomahawk under license from Curtiss. Kindelberger said NAA could have an aircraft with the same engine in the air sooner than establishing a production line for the P-40. In March 1940,320 aircraft were ordered by Sir Wilfred Freeman who had become the head of the Ministry of Aircraft Production. The NA-73X, which was designed by a led by lead engineer Edgar Schmued, followed the best conventional practice of the era. One was a wing designed using laminar flow airfoils which were developed co-operatively by North American Aviation and these airfoils generated very low drag at high speeds. The results of this test showed the superiority of the wing designed with the NAA/NACA 45–100 airfoils, the other feature was a new cooling arrangement that reduced the cooling drag. It was later discovered that, after lot of development, the assembly could take advantage of the Meredith Effect
North American P-51 Mustang
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P-51 Mustang
North American P-51 Mustang
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North American NA-73X; note the short carburetor air intake scoop and the frameless, rounded windscreen. On the production Mustang Mk Is the latter was replaced with a three-piece unit incorporating a bullet resistant windscreen
North American P-51 Mustang
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XP-51 41-039, one of two Mustang Mk Is handed over to the USAAC for testing
North American P-51 Mustang
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P-51D 374th Fighter Squadron. This is an early D-model, without the fin strake; 75 gallon (284-litre) drop tanks are on the wing racks.
72.
No. 118 Squadron RAF
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No.118 Squadron was a squadron of the British Royal Air Force. Originally formed in 1918, it served as a squadron in the Second World War, flying Spitfires. It flew jet fighters as part of RAF Germany in the 1950s, the squadron was formed as No.118 Squadron Royal Flying Corps at Catterick Airfield, North Yorkshire, on 1 January 1918 with the intention of becoming a night bomber unit. It received a mixture of aircraft for training, including Airco DH. 6s, Royal Aircraft Factory B. E. 2s and Royal Aircraft Factory F. E. 2bs. The squadron moved to Netheravon on 15 April that year, and again to Bicester Airfield on 7 August, a change of plans meant that it would wait for Vickers Vimys instead of the O/400s, but the squadron received none before being disbanded on 7 September 1918. On 20 February 1941, No.118 reformed at RAF Filton, near Bristol, as a No.10 Group fighter squadron equipped with Supermarine Spitfire Mk. I fighters, soon supplementing them with Spitfire Mk. IIs. The squadron re-equipped with Spitfire Mk Vbs in September 1941, continuing to fly escort for anti-shipping strikes over the English Channel, in August 1942, the Ibsley-based fighter wing, including 118 Squadron, moved to RAF Tangmere to support the Dieppe Raid. The squadron flew four missions during the day of the raid, the squadron moved to RAF Zeals in Wiltshire on 24 August and to RAF Coltishall in East Anglia on 17 January 1943, operating over Belgium, the Netherlands and the North Sea. A major task was escorting the bombers of No.2 Group RAF on raids over the Netherlands. The German defences had been alerted by a fighter sweep earlier that day, and it moved south again in July 1944, flying escort missions over Normandy from RAF Detling until August. The Squadron moved to RAF Westhampnett in Sussex at the end of August, in all it claimed 29 enemy aircraft destroyed during the war, with a further nine probably destroyed and 27 damaged. On 10 March 1946, the Squadron was disbanded, the squadron again reformed as a fighter-bomber squadron serving in RAF Germany on 10 May 1951. It flew de Havilland Vampires out of RAF Fassberg in Lower Saxony, the Vampire was obsolete however, and in November 1953 the squadron received de Havilland Venoms. Even the Venom was outdated by 1955, and so the squadron discarded its Venoms in March that year when it moved to RAF Jever and it kept the Hunters until 22 August 1957 when it was disbanded as a result of the 1957 Defence Review. It flew its Sycamores in support of the Royal Ulster Constabulary, carrying out short range transport, other duties of the squadron included experiments in traffic control. On 31 August 1962, with the threat from the IRA ended by a ceasefire, Airco DH.6 -1918 Royal Aircraft Factory B. E.2 -1918 Royal Aircraft Factory F. E. 2b -1918. Supermarine Spitfire I -1941 Supermarine Spitfire IIA - March 1941 to September 1941, Supermarine Spitfire VB - September 1941 to January 1944. Miles Martinet - at least one operated as target tug in January 1943, Supermarine Spitfire VI - one or two operated September 1943
No. 118 Squadron RAF
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Supermarine Spitfire
73.
Taylorcraft Auster
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The Taylorcraft Auster was a British military liaison and observation aircraft produced by the Taylorcraft Aeroplanes Limited company during the Second World War. The Auster was a development of an American Taylorcraft design of civilian aircraft. The Model A had to be redesigned in Britain to meet more stringent Civil Aviation standards and was named the Taylorcraft Plus C, the Plus C was re-engined with the Blackburn Cirrus Minor I engine and redesignated the Taylorcraft Plus D. Most of the civil Plus Cs and Ds were impressed into Royal Air Force service, prewar tests identified the Taylorcraft Model D as the most suitable aircraft for the AOP role. Three more Ds were purchased from Taylorcraft and a unit, D Flight, under Major Charles Bazeley RA. The flight did not participate in the fighting and withdrew without loss to the UK, however, the War Office then ordered 100 Stinson L-1 Vigilants. Formation of the RAFs Army Cooperation Command in December 1940 led to the RAF rejecting the notion of light AOP aircraft. Stinson Vigilants eventually arrived in early 1942 but most had been damaged in transit leading to the adoption of the Taylorcraft Auster 1. Some of the Stinsons were resurrected but found to be too big for the AOP role, the Auster II was a re-engined aircraft with an American 130 hp Lycoming O-290 engine. Due to the shortage of American engines that version was not built but led to the Auster III, the next development was the Auster IV which had a slightly larger cabin with three seats and used the Lycoming O-290. The major production version was the Auster V which was an Auster IV with blind flying instruments, further military aircraft were supplied post war, the Auster AOP6, Auster T7, and the Auster AOP9. The Auster Mark III, IV and V were issued to 12 Royal Air Force, one Polish, the first to deploy was No.651 Squadron RAF. The leading elements landed in Algiers on 12 November 1942 with eight aircraft,11 Royal Artillery pilots,39 RA soldiers and 25 airmen. The normal strength of an AOP squadron was 12 aircraft,19 RA officers,83 RA other ranks and 63 RAF including two administrative officers. Aircraft were fitted with the Armys No 22 Wireless, an HF set providing two-way voice communications with artillery units, on 31 March 1943 the Army Cooperation Command was disbanded, most of its assets being used to form the Second Tactical Air Force. Four squadrons fought in North Africa and Italy, being joined from August 1944 by No.663 Polish squadron, the other seven squadrons operated after D-Day in France, the Low Countries and into Germany. No.664 Squadron RCAF, No.665 Squadron RCAF, IV and V, formed in the UK at RAF Andover in late 1944 and early 1945. The three squadrons deployed from RAF Andover, England, to the Netherlands, to Dunkirk, France, where the last Canadian shots in Europe were fired, and later to occupied Germany
Taylorcraft Auster
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Auster
Taylorcraft Auster
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prewar Taylorcraft C/2, impressed by the RAF in September 1941, seen postwar
Taylorcraft Auster
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Auster I converted postwar to Taylorcraft Plus D, restored in wartime marks as LB382 of 653 Squadron RAF
Taylorcraft Auster
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Auster III
74.
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.
75.
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")
76.
No. 264 Squadron RAF
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No.264 Squadron RAF also known as No 264 Squadron was a squadron of the Royal Air Force formed from two former Royal Naval Air Service flights, No.439 and No. 440, on 27 September 1918 at Souda Bay, Crete to perform anti-submarine patrols and it operated the Short 184 floatplanes on patrols in the Aegean. It was disbanded on 1 March 1919, on 8 December 1939 it was reformed at RAF Station Martlesham Heath to bring the Boulton Paul Defiant fighter into service. Operations began in March 1940 when the squadron started convoy patrols, after initial successes the Luftwaffe soon realised that the Defiant was vulnerable to frontal attack, and the squadron started to have heavy losses of aircraft and crew. At the end of May 1940 the squadron was withdrawn from operations as a day-fighter squadron and it was called into action again in the day fighting role at the height of the Battle of Britain but again suffered losses and returned to the night-fighter role. After a number of moves around England, including Luton Airport, in May 1942 the squadron moved to RAF Colerne to operate the de Havilland Mosquito II, later trading them in for the later Mark VI. The Mosquitos were operated as night-fighters in the west of England and on day patrols in the Bay of Biscay, in 1943 after concentrating on night intruder missions, it operated in support of the Bomber Command to attack enemy night-fighters attacking bomber formations. In 1944 it re-equipped with the newer Mosquito XIII and returned to defensive roles, in June it carried out patrols over the Normandy beaches until it returned to night-patrols from western England in the western approaches. As the Allied forces advanced the squadron became part of the 2nd Tactical Air Force providing night patrols, by the end of the war it was carrying out patrols over Berlin from its airfield at Twente in the Netherlands. They were disbanded at Twente on 25 August 1945, the squadron was reformed for the third time on 20 November 1945 at RAF Church Fenton when 125 Squadron was renumbered. It operated the de Havilland Mosquito NF30 and NF36 in the fighter role as part of the peacetime Fighter Command. By 1951 the squadron was posted to RAF Linton-on-Ouse and while there its Mosquitos were replaced in November that year by the Gloster Meteor NF11 and by the Gloster Meteor NF14 in October 1954. On 30 September 1957 the squadron was disbanded when it was re-numbered 33 Squadron at RAF Leeming, having been based at RAF Middleton St George between February and September 1957. The squadron was in existence again between 1958 and 1962 at RAF North Coates as the first squadron to operates the Bristol Bloodhound I ground-to-air missile,264 Squadron RAF at Wikimedia Commons
No. 264 Squadron RAF
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Boulton Paul Defiant gunner of 264 Squadron in his turret at RAF Kirton in Lindsey
No. 264 Squadron RAF
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Gloster Meteor NF.14 of 264 Squadron in 1955
77.
No. 49 Squadron RAF
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No.49 Squadron was a bomber squadron of the Royal Air Force from 1938 to 1965. They were the first squadron to receive the Hampden in September 1938 and they squadron achieved notoriety through the Victoria Cross awarded to Rod Learoyd on a raid in 1940 and for being the squadron which dropped the atomic bombs in Operation Grapple. The squadron was formed at Swingate Down, near Dover, Kent, in November 1917, the squadron deployed to France and their first operation was in the Battle of Cambrai. When the First World War ended,49 Squadron became part of the occupying forces, the squadron was reformed in February 1936 from C flight on No.18 Squadron at RAF Bircham Newton. The squadron initially reformed with Hind aircraft and relocated to RAF Scampton in March 1938, in September of the same year, the squadron started accepting Hampden aircraft, the first operational squadron to do so. During the Second World War they carried out the attack on the Dortmund-Ems Canal on 12 August 1940. In 1942 No.49 Squadron converted to Manchesters, then Lancasters, in 1943 the squadron took part in the first shuttle-bombing raid, and the famous raid on Peenemunde. The Squadron remained with Lancasters until it was re-equipped with Lincolns in November 1949 and they carried out 2 tours of duty during the Kenyan Mau Mau Uprising from November 1953 to January 1954 and from November 1954 to July 1955. During both these tours it was commanded by Squadron Leader Alan E. Newitt DFC, after returning to the UK, the squadron was disbanded at RAF Upwood on the 1 August 1955. During their second tour of operation Avro Lincoln SX984 was lost in an accident and they operated the Vickers Valiant from RAF Wittering and RAF Marham from 1 May 1956 until 1 May 1965. The SX984 was lost in a crash on 19 February 1955 while serving in Kenya during the Mau Mau Uprising, on the third such pass SX984 struck the roof of the hut and a telegraph pole, breaking off part of the wing and some of its nose. It went into a climb, stalled and crashed to the ground 8 miles north north west of Kiambu killing five members of the crew. A visiting crew member called Pierson managed to pull the Rear Gunner from the wreckage, the finding of the Board of Inquiry was that the accident was caused by wilful disobedience of orders and unauthorized low flying. There is a window to the crew and civilians killed in the crash in St Leonards Church, Sandridge in Hertfordshire. The Squadrons of the Royal Air Force and Commonwealth 1918–1988, 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, flying units of the RAF, the ancestry, formation and disbandment of all flying units from 1912. Shrewsbury, Shropshire, UK, Airlife Publishing,1999
No. 49 Squadron RAF
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49 Squadron crest
No. 49 Squadron RAF
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Avro Lancaster D for Donald returns to RAF Fiskerton after bombing Berlin, 22 November 1943. A month later the aircraft and crew were lost returning from Berlin
78.
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.
79.
English Electric Canberra
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The English Electric Canberra is a British first-generation jet-powered medium bomber that was manufactured during the 1950s. It was developed by English Electric during the mid-to-late 1940s in response to a 1944 Air Ministry requirement for a successor to the wartime de Havilland Mosquito fast-bomber. Amongst the performance requirements for the type was the demand for a high altitude bombing capability in addition to flying at high speeds. These were partly accomplished by making use of newly developed jet propulsion technology, when the Canberra was introduced to service with the Royal Air Force, the types first operator, in May 1951, it became the services first jet-powered bomber aircraft. Throughout the majority of the 1950s, the Canberra could fly at a higher altitude than any other bomber or even any other aircraft in the world, in 1957, one Canberra established a world altitude record of 70,310 ft. In February 1951, another Canberra set another record when it became the first jet aircraft to make a non-stop transatlantic flight. The type was also produced in Australia and the United States of America. In addition to being a nuclear strike aircraft, the Canberra proved to be highly adaptable, serving in varied roles such as tactical bombing. Canberras served in the Suez Crisis, the Vietnam War, the Falklands War, the Indo-Pakistani wars, in several wars, each of the opposing sides had Canberras in their air forces. The Canberra had a service life, serving for more than 50 years with some operators. In June 2006, the RAF retired the last of its Canberras,57 years after its first flight, three of the Martin B-57 variant remain in service, performing meteorological work for NASA, as well as providing electronic communication testing for deployment to Afghanistan. During the Second World War, a demand for bomber aircraft led to many aircraft being produced by secondary manufacturers via licence manufacturing arrangements. Sir George Nelson, the chairman of English Electric, decided that the company would seek to remain in the business, in November 1943, the company was invited to participate in discussions over a prospective bomber which would take advantage of the newly developed jet propulsion technology. The design used a conventional aerodynamic design, Petter having determined that the necessary performance could be attained without adopting swept wings or a swept tail. The authorities doubted its suitability for operations from unprepared fields and at low altitude but could see its potential as a bomber design, numerous manufacturers refused to take on the design. Petter left Westland to join the English Electric company in December 1944, in 1945, English Electric formalised its own in-house aircraft design team to pursuit this design. The Canberra had its origins in a 1944 requirement issued by the Air Ministry for a successor to the de Havilland Mosquito. This requirement, the initial revision being E. 3/45, sought a high altitude, further specification refinements were issued, including B. 3/45 and B. 5/47, issued further details such as a three-man crew and other features such as a visual bombing capability
English Electric Canberra
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Canberra
English Electric Canberra
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Canberra PR9 XH135
English Electric Canberra
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The first Canberra B2 prototype, VX165
English Electric Canberra
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Martin EB-57B
80.
No. 40 Squadron RAF
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No.40 Squadron of the Royal Air Force was formed in 1916 at Gosport as No.40 Squadron Royal Flying Corps and was disbanded for the last time in 1957. The squadron also included many members, including volunteers from the Royal Australian Air Force. Edward Mannock gained 16 of his 61 victories while with 40 Squadron,15 of which he shot down flying an Nieuport Scout. Highest scoring ace of the unit in World War I was Irish-born pilot George McElroy, No.40 operated Bristol Blenheim Mk IV light bombers from RAF Wyton from December 1939 until November 1940, when it converted to Vickers Wellingtons in the night bombing role. On the 14 April 1940 one of the Squadrons Blenheims was taken on a flight by AC2 JFB Lewis. His body was not found and he is remembered on the Runnymede Memorial, after operating a detachment in Malta from October 1941, the squadron moved there in February 1942, the remaining UK-based element being renumbered No.156 Squadron RAF. It later moved to Egypt, Libya, Tunisia and then, in December 1943 and they participated in the successful Allied invasion of Sicily, concluding in August 1943. The Squadron re-equipped with Consolidated Liberators in March 1945, the Squadron returned to Egypt in October 1945, and converted to Avro Lancasters in January 1947, before disbanding in April 1947. The squadron reformed in December 1947 at RAF Abingdon, flying Avro York transport aircraft, taking part in the Berlin Airlift, it was later stationed at RAF Bassingbourn from June 1949 until disbanding in March 1950. However, No.40 Squadron was expected to become the first operational BAC TSR.2 squadron, had it entered service, list of Royal Air Force aircraft squadrons Franks, Norman, Guest, Russell, Alegi, Gregory. No.40 Squadron info - the aerodrome Air of Authority - No 36 -40 Squadron Histories RAF website MCSCOTCH Fighter Pilots
No. 40 Squadron RAF
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40 Squadron Blenheims running up engines at RAF Wyton
No. 40 Squadron RAF
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Wellington aircrew of 40 Squadron are briefed at Foggia Main, Italy, before a bombing raid on railway yards at Sarajevo, Yugoslavia
81.
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
82.
No. 1312 Flight RAF
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No.1312 Flight is an independent flight of the Royal Air Force, supporting at present the defence of the Falkland Islands. While the UK officially does not foresee any threat to the Falkland Islands and these forces also protect South Georgia and the South Sandwich Islands. The Royal Air Force contribution to this deterrent is based at RAF Mount Pleasant, the squadron goes by the motto of Uphold the right while the motto of the Falkland Islands is Desire the right. 1312 Flight operates in support of this force providing aerial refuelling, air transport, search and rescue,1312 Flight was first formed on 19 April 1944 at RAF Llandow. It operated 6 Avro Ansons to collect and deliver aircrew involved in the replacement aircraft. After June 1944 it was involved in transporting wounded serviceman back to England from France until it was disbanded on 21 July 1944. The flight was re-formed on 14 September 1954, at RAF Abingdon, as 1312 Flight operating the Handley Page Hastings and later the Vickers Valetta,1312 Flight re-formed again on the 20 August 1983 at RAF Stanley before moving to the newly opened RAF Mount Pleasant in 1986. The original task was to operate the Lockheed Hercules on air-to-air refueling missions, on 31 August 2013 the VC10 was replaced by a TriStar K1 from 216 Squadron. List of Royal Air Force aircraft squadrons List of Royal Air Force independent flights Military of the Falkland Islands Notes Bibliography
No. 1312 Flight RAF
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A 1312 Flight C-130 taking-off at RAF Stanley
83.
No. 138 Squadron RAF
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No.138 Squadron RAF was a squadron of the Royal Air Force that served in a variety of roles during its career, last disbanded in 1962. It was the first V-bomber squadron of the RAF, flying the Vickers Valiant between 1955 and 1962, during World War II, it was reformed in 1941, from No.1419 Flight, as No.138 Squadron. It was based initially at RAF Stradishall, then at RAF Tempsford, between 1 April 1943 and November 1943 it included Polish Special Duties Flight, as a Flight C. It carried out this role until March 1945 when it was reassigned to Bomber Command and it was disbanded on 1 September 1950. On 1 January 1955 the squadron was reformed as the first squadron to be equipped with the Vickers Valiant strategic nuclear bomber, based at RAF Gaydon and it flew them from Malta during the Suez Crisis of October 1956, and was finally disbanded on 1 April 1962. No.301 Polish Bomber Squadron No.138 Sqn History RAF. mod. uk RAF Bomber Command section –138 Squadron History at RafWebs Air of Authority – A History of RAF Organisation
No. 138 Squadron RAF
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Vickers Valiant B.1 XD818 – photo taken at RAF Museum Cosford, just prior to going on display with two other 'V bombers', the Handley Page Victor and Avro Vulcan in the Cold War Jets Collection
84.
No. 7 Squadron RAF
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No.7 Squadron of the Royal Air Force operates the Boeing Chinook HC.6 from RAF Odiham, Hampshire. The squadron spent most of the First World War in observation and interception roles and was responsible for the first ever interception of an aircraft over Britain. It deployed to France in April 1915, flying Royal Aircraft Factory R. E. 5s for reconnaissance, although he successfully recovered the R. E.5 to allied lines, saving his observer, he died of his wounds a month later. The squadron re-equipped with B. E. 2s in 1916 and it disbanded at the end of 1919. It re-formed at RAF Bircham Newton on 1 June 1923 with the Vickers Vimy as a heavy bomber squadron. It started to receive the Vickers Virginia bomber on 22 May 1924, being the first RAF Squadron to operate Virginias, in 1927 it moved to RAF Worthy Down, commanded by Charles Portal, later to become Chief of the Air Staff during the Second World War. In 1932, Frederick Higginson, who became an ace in the Second World War, was assigned as a mechanic-gunner to the squadron. By this time, the elderly Virginia was obsolete, and in April 1935 they were replaced by the more modern Handley Page Heyford, which it won the Lawrence Minot trophy yet again in 1935. Part of the squadron was split off in October 1935 to form No.102 Squadron, in April 1937 the squadron received four Vickers Wellesleys to equip a flight which was again split off to form 76 Squadron. In March 1938 it replaced its Heyford biplanes with Armstrong Whitworth Whitley monoplanes and it re-equipped again in April 1939, with Handley Page Hampdens bombers replacing the Whitleys. In June 1939 it became a unit, preparing crews for the Hampden equipped 5 Group. On the outbreak of the Second World War, it continued to be used for training bomber crews and it flew on the 1000 bomber raids to Cologne, Essen and Bremen in May and June 1942. It was transferred to the Pathfinder Force in October 1942, with the job of finding and marking targets for the Main Force of Bomber Command bombers and it re-equipped with the Avro Lancaster from 11 May 1943, flying its first mission with the Lancaster on 12 July 1943. It continued in the Pathfinder role until the end of the war in Europe and it flew its last bomber mission on 25 April 1945 against Wangerooge, and dropped food to starving civilians in the Netherlands in May. While it was planned to fly 7 Squadron out to the Far East to join Tiger Force for air attacks against Japan, the squadron carried out 5,060 operational sorties with the loss of 165 aircraft. Fraser Barron After World War II it was equipped with Avro Lincoln bombers, based at RAF Upwood, the Lincoln was for several years the front line cold war bomber aircraft. It was used in the Malayan emergency, the Middle East, in 1970,7 Squadron again reformed, this time as a target squadron, flying the English Electric Canberra until January 1982. The squadron quickly reformed in the Support Helicopter role, receiving Chinooks HC. 1s in September 1982, the Chinook HC.2, equivalent to the US Army CH-47D standard, began to enter RAF service in 1993
No. 7 Squadron RAF
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Official Squadron Crest
No. 7 Squadron RAF
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7 Squadron Stirling "S for Sugar" at RAF Oakington
85.
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
86.
No. 139 Squadron RAF
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No.139 Squadron RAF was a Royal Air Force Squadron that was fighter unit in World War I and a bomber unit from World War II until the 1960s. No.139 Squadron Royal Air Force was formed on 3 July 1918 at Villaverla in Italy and was equipped with Bristol F2b fighter aircraft and it was disbanded on 7 March 1919. The squadron reformed on 3 September 1936 at Wyton, equipped first with Hawker Hinds, on 3 September 1939 a Blenheim IV of the squadron piloted by Andrew McPherson was the first British aircraft to cross the German coast after Britain had declared war on Germany. On 4 September 1939, Nos.110,107 and 139 Squadrons led the first RAF air raid of the war against German shipping near Wilhelmshaven. In December 1939, the squadron was moved to Betheniville, France and in May 1940 when based at Plivot it was overrun by the German advance, in December 1941, the squadron converted to the Lockheed Hudson aircraft, which it operated in Burma until April 1942. In June 1942, the returned to England and re-equipped with the Blenheim V before quickly switching to the de Havilland Mosquito at Horsham St. Faith. On 3 March, it carried out an air raid on the molybdenum processing plant at Knaben in Norway. It is believed that this was one of the raids on which the fictional work 633 Squadron was based, as a result of this raid a number of flight crew received decorations. On 20 March, the squadron lost a number of aircraft a week before the announcement of the decorations. It became part of the force in July 1943 and remained so for the remainder of the war. The squadron equipped with the English Electric Canberra B2 at RAF Hemswell beginning in November 1952 and it disbanded on 31 December 1959 and reformed again at RAF Wittering on 1 January 1962 with the Handley Page Victor B2, before it was finally disbanded on 31 December 1968. Kenneth Tempest History of No. s 136–140 Squadrons at RAF Web 139 Squadron history on official RAF website
No. 139 Squadron RAF
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Blenheim IV, L8756/XD-E of No. 139 Squadron, in flight over northern France (Mid-April 1940). This aircraft survived the early stages of the war to be struck off charge in May 1944. A Blenheim bearing the bomber's markings is preserved in the RAF Museum London.
No. 139 Squadron RAF
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Canberra B.2 of 139 Squadron in 1953
87.
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
88.
No 233 Operational Conversion Unit RAF
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Conversion units and operational conversion units were training units of the Royal Air Force. With the introduction of new bombers, the four-engined Short Stirling, Avro Lancaster and Handley Page Halifax. After the end of the Second World War, their role was taken over by the operational conversion units, although the units had nominal bases, it was usual for different flights and individual aircraft to be detached nearer the operational bases. Some of the heavy units were involved in bombing operations over Germany. Royal Air Force Operational Conversion Units are training units that prepare aircrew for operations on a type or types of aircraft or roles. Some OCUs have a shadow, or reserve, squadron designation which is used if the unit has a war role and this reduces the training requirement on the individual ISTAR squadrons, by providing aircrew who require only aircraft conversion training when they reach their squadron. Pilots are trained directly onto their aircraft type by the frontline squadrons using training Flights, an example of this is the OCU flight of 24 Squadron, which trains new Hercules aircrew onto the aircraft. Operational Conversion Units are standardised by the RAFs Central Flying School to maintain training standards
No 233 Operational Conversion Unit RAF
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Ensign of the Royal Air Force
89.
No. 46 Squadron RAF
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No.46 Squadron of the Royal Flying Corps and the Royal Air Force, formed in 1916, was disbanded and re-formed three times before its last disbandment in 1975. It served in both World War I and World War II, No.46 Squadron was formed at Wyton aerodrome on 19 April 1916, from a nucleus trained in No.2 Reserve Squadron, it moved to France in October of that year equipped with Nieuport two-seater aircraft. The squadron undertook artillery co-operation, photography, and reconnaissance operations until May 1917, operating under the 11th Army Wing, the squadron was intensively engaged and had many combats with the enemy. The squadron returned to France at the end of August, in addition to offensive patrol work, the unit undertook extensive ground strafing and did close support work in the attack on Messines Ridges. In November 1917, the squadron was equipped with Sopwith Camels, during the last year of the war, the squadron bombed lines of communication and ammunition dumps in the enemys rear areas. Intensive low-level ground attack work was carried out after the German Spring Offensive, in June 1918, the squadron became part of No.80 Wing RAF, at Serny, Pas-de-Calais. From 26 June, it was commanded by Lieutenant-Colonel Louis Strange, the wing specialised in large scale attacks on enemy airfields. In October and November, the squadron was involved in attacks during the German Great Retreat. Towards the end of January 1919, the squadron was reduced to a cadre, during the war,46 Squadron claimed 184 air victories, creating 16 or 17 aces. G. Scott, MC, Maurice Freehill, DFC, and Philip Tudhope, the squadron was re-formed at Kenley under the RAF expansion scheme in 1936 by equipping B flight of No.17 Squadron RAF as a full squadron. Gloster Gauntlets were the first airplanes to be allocated, and with these craft normal peacetime training activities were carried out, Wing Commander Bunny Currant, a future ace, joined the squadron as a sergeant pilot. The outbreak of war found 46 Squadron at RAF Digby, equipped with Hawker Hurricanes. The next six months were uneventful, consisting in the main of providing air cover for the convoys steaming along the East Coast. In May 1940, the squadron was selected to form part of the Expeditionary Force in Norway, conditions on the ground were very basic with poor runways and primitive servicing and repair facilities. Many air combats took place, and in its campaign in Norway the squadron accounted for at least 14 enemy aircraft. The two pilots who survived were the Squadron Commander, Squadron Leader Bing Cross, and the Flight Commander, the Luftwaffes main effort at the time was against coastal objectives and shipping off the coast of Essex and Kent. But the enemy sustained such shattering losses amongst their long-range bomber forces that they had to change their tactics, the attacking forces began to fly their fighter bombers at very high altitudes and to make use of every possible patch of cloud cover. Interception became difficult, and the squadron had to change its tactics too — principally maintaining patrols at heights between 20,000 and 30,000 feet
No. 46 Squadron RAF
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The squadron in Arras, France, 1917
No. 46 Squadron RAF
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AOC presents Squadron Plaque to 46 Squadron at RAF Kenley, 1938.
No. 46 Squadron RAF
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Exercise MACDROP parachute briefing. Note the kneeling Andover aircraft.
No. 46 Squadron RAF
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46 Squadron Andover C.1 in 1971
90.
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
91.
Group captain
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Group captain is a senior commissioned rank which originated in and continues to be used by the Royal Air Force. It ranks above wing commander and immediately below air commodore, the name of the rank is the complete phrase, and is never shortened to captain. It has a NATO ranking code of OF-5, and is equivalent to a captain in the Royal Navy or a colonel in the British Army or the Royal Marines, Group captain is the rank usually held by the station commander of a large RAF station. The equivalent rank in the Womens Auxiliary Air Force, Womens Auxiliary Australian Air Force, Womens Royal Air Force, the equivalent rank in the Royal Observer Corps was observer captain, which had a similar rank insignia. On 1 April 1918, the newly created RAF adopted its officer rank titles from the British Army, with Royal Naval Air Service captains and Royal Flying Corps colonels becoming colonels in the RAF. 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 group captain would have been air captain and it was also suggested that RAF colonels might be entitled bannerets or leaders. However, the title based on the Navy rank was preferred. The rank of group captain has been used continuously since 1 August 1919, although in the early years of the RAF groups were normally commanded by group captains, by the mid-1920s they were usually commanded by an air officer. In the post-World War II period the commander of an RAF flying station or a ground training station has typically been a group captain. More recently, expeditionary air wings have also commanded by group captains. The rank insignia is based on the four bands of captains in the Royal Navy. This is worn on both the sleeves of the tunic or on the shoulders of the flying suit or the casual uniform. Group captains are the first rank in the RAF hierarchy to wear gold braid on the peak of their cap, informally known as scrambled egg, however, they still wear the standard RAF officers cap badge. The command pennant for a captain is similar to the one for a wing commander except that there is one broad red band in the centre. Only the wing commander and group captain command pennants are triangular in shape and it is also used in the Egyptian Air Force, Hellenic Air Force, Royal Air Force of Oman and the Royal Thai Air Force. The Royal Canadian Air Force used the rank until the unification of the Canadian Forces in 1968, a Canadian group captain then became a colonel. In official French Canadian usage, a captains rank title was colonel daviation
Group captain
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A group captain's sleeve/shoulder insignia
92.
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
93.
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
94.
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
95.
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.
96.
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
97.
Chris Moran
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Air Chief Marshal Sir Christopher Hugh Chris Moran, KCB, OBE, MVO, ADC, FRAeS was a fast jet pilot and later a senior commander in the Royal Air Force. He was Commander-in-Chief of Air Command at the time of his unexpected death, in 1974, whilst studying at university, Moran became a university cadet in the Royal Air Force. He was commissioned a pilot officer on 16 December of that year, together with Stuart Peach. Moran graduated from UMIST in 1977 with a Bachelor of Science and he was regraded as a pilot officer on 15 July 1977, and was successively promoted to flying officer and to flight lieutenant. He was later to earn a Master of Arts from Kings College London, in 1980 he married Elizabeth Jane Goodwin. After completing pilot training, Moran converted onto the Harrier with No.233 Operational Conversion Unit, in 1980 Moran entered productive service, flying Harriers with No. In 1983 he returned to No.233 Operational Conversion Unit, IV Squadron as a Qualified Weapons Instructor. Promoted to squadron leader in 1986, Moran was appointed as a commander on No. IV Squadron, serving in Belize, the Falkland Islands, in 1985, He was also an exchange officer with the United States Marine Corps at Cherry Point, North Carolina. Moran commanded the Harrier squadron in the Harrier Operational Conversion Unit at RAF Wittering, in the New Year Honours that year he was awarded a Queens Commendation for Valuable Service in the Air. After a brief posting to the Ministry of Defence he was appointed Equerry to HRH The Duke of Edinburgh, in 1994 Moran became the commanding officer of No. IV Squadron which was based in Germany, the same year Moran led his squadron to the Middle East for duties on Operation Warden which involved enforcing the no-fly zone over northern Iraq. IV Squadron flew missions against the Bosnian Serbs as part of Operation Deliberate Force, promoted to group captain in 1996, he was appointed Staff Officer HQ1 Group, and in the following year, station commander of RAF Wittering. After attending the Higher Command and Staff Course in 1999 Moran became Divisional Director at the Joint Services Command and Staff College, where he also completed an Master of Arts. As an air commodore he was then Director of Air Staff until 2002, in the following year he became Air Officer Commanding No.1 Group as an air vice marshal. In 2005 he became Assistant Chief of Air Staff, in 2005, Moran was appointed to the board of the Civil Aviation Authority. He was promoted air marshal and became Deputy Commander Allied Joint Force Command Brunssum in May 2007, Air Chief Marshal Moran was appointed Commander-in-Chief of Air Command on 3 April 2009. Moran was appointed a Knight Commander of the Order of the Bath in the 2009 New Year Honours, morans death was announced on the evening of 26 May 2010, he had collapsed following a triathlon at RAF Brize Norton that afternoon
Chris Moran
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Air Chief Marshal Christopher H. Moran
98.
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
99.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
International Standard Book Number
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A 13-digit ISBN, 978-3-16-148410-0, as represented by an EAN-13 bar code
100.
Bainton, Cambridgeshire
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Bainton is a village and civil parish in the City of Peterborough unitary authority in Cambridgeshire, England. Bainton is on the edge of the Welland valley and lies 7.4 miles north-west of Peterborough and 4 miles east of Stamford. Ashton is a hamlet and lies approximately 1 mile south-east of Bainton within the same civil parish. At the time of the 2001 census the population was 305 people. Formerly known as Badingtun, some form of settlement existed in c.980 but was not mentioned in the Domesday Book of 1086, the medieval village cross called the Butter Cross is Grade I listed, as is the parish church which is dedicated to St Mary. The church of St Mary dates back to the early 13th century, with such as the tower. The church includes a monument by Sir Richard Westmacott to Mary Henson who died in 1805, the bell tower contains four bells but these are not able to be rung currently. Bainton House used to be the home of the Birkbeck family and is a Grade II listed manor house dating back to the 16th century Bainton lies on the B1443. To the north of Bainton, the Bainton Gate railway station served the village between 1846 and its closure in 1856. The nearest railway station is at Stamford 4 miles to the east, media related to Bainton, Cambridgeshire at Wikimedia Commons Bainton and Ashton Parish Council web site Bainton Reading Room Bainton Conservation Area Map
Bainton, Cambridgeshire
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Bainton village cross
Bainton, Cambridgeshire
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Signpost in Bainton
101.
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
102.
Deeping Gate
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Deeping Gate is a village and civil parish, lying on the River Welland in Cambridgeshire. Traditionally, the area was part of the Soke of Peterborough, geographically considered a part of Northamptonshire, the parish had a population of 258 males and 257 females according to the 2011 Census. Renaissance composer Robert Fayrfax was a native of the village, in the 1870s Wilson described Deeping Gate as, a hamlet in Maxey parish, Northampton, at the boundary with Lincoln,1 mile SE of Market-Deeping. Houses,47 St. Peters, Maxey, the most northerly parish in the Diocese of Peterborough. For local government purposes it forms part of Northborough ward, within North West Cambridgeshire parliamentary constituency, Deeping Gate falls within the drainage area of the Welland and Deepings Internal Drainage Board. This time series shows the population of the parish of Deeping Gate over the course of 130 years
Deeping Gate
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The bridge connecting Deeping St. James and Deeping Gate
103.
Etton, Cambridgeshire
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Etton is a village and civil parish in the unitary authority area of the city of Peterborough, Cambridgeshire, in England. For electoral purposes it forms part of Northborough ward in North West Cambridgeshire constituency, the parish had a population of 158 persons and 58 households in 2001. Woodcroft is a medieval village and site of Woodcroft Castle. A mysterious Neolithic settlement at Etton Woodgate was excavated by Francis Pryor in 1982 and he reported that the site was in two halves, with each working building on one side mirrored by an unused ritual copy on the other. Woodcroft Castle was built and moated about 1280, the west range and a corner tower survive in the present farmhouse. During the civil war it fell to Parliamentary troops in 1648, Peterborough Corporation Water Works opened here in 1907 to augment the supply of water to the City of Peterborough. East Anglian Archaeology report No.109,2005, Archaeology and Environment of the Etton Landscape, by Charles French and Francis Pryor, Oxbow Books, ISBN 0-9520616-2-7 Village Signpost
Etton, Cambridgeshire
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Signpost in Etton
104.
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
105.
Peakirk
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Peakirk is a civil parish in the city of Peterborough, Cambridgeshire in the United Kingdom. For local government purposes it forms part of Newborough ward, for parliamentary purposes it falls within Peterborough constituency, in 2001, the parish had a population of 321 persons and 139 households. Saint Pega the sister of Saint Guthlac of Crowland, had a hermitage here, the parish church is dedicated to St Pega and the name of the village is derived from Pegas church. The Wildfowl and Wetlands Trust, founded by Sir Peter Scott in 1946 to preserve, Glinton cum Peakirk Church of England Primary School is situated in neighbouring Glinton, secondary pupils attend Arthur Mellows Village College also in Glinton. Peakirk also has a war memorial. An oak-panelled frame with 48 photographs and details of the service of all who served from the village during world war one, Peakirk railway station Media related to Peakirk at Wikimedia Commons
Peakirk
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Signpost in Peakirk
106.
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
107.
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
108.
Wansford, Cambridgeshire
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Wansford, sometimes Wansford-in-England is a village just off the Great North Road near Peterborough and eight miles south of Stamford. Wansford is two villages under different parish councils. Wansford Parish Council, within the area of Peterborough Unitary Authority, comprises the north of. The village to the south of Wansford Old Bridge is represented by Sibson-cum-Stibbington Parish Council, Wansford station is in Stibbington parish. There is a GP surgery, Wansford and Kings Cliffe Practice on Yarwell Road and it was split between two counties until 1965 when it became under one authority. The boundary post between the Soke of Peterborough in Northamptonshire and Huntingdonshire is still there halfway across the bridge, on 2 May 2007 the helicopter of Phillip Carter, entrepreneur and owner of the Haycock, was found, crashed nearby in woods at Kings Cliffe. According to local folklore, the name Wansford-in-England comes from the tale of a man who fell asleep on a hayrick. He asked a traveller on the riverbank where he was, and upon hearing the reply Wansford, asked, Wansford station,1.5 miles S. E. of the centre of the village, is the home of the Nene Valley Railway. The Haycock hotel, an inn, is situated to the south of the stone bridge over the River Nene. Wansford Pasture Wansford railway station Wansford Road railway station Wansford Parish Council
Wansford, Cambridgeshire
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The Haycock, Wansford in England
Wansford, Cambridgeshire
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Signpost in Wansford
Wansford, Cambridgeshire
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Wansford station
109.
Fengate, Peterborough
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Fengate is a predominantly industrial area of the city of Peterborough, Cambridgeshire in the United Kingdom. For electoral purposes it forms part of Peterborough East ward, the industrial estate is known as Eastern Industry. Peterborough Power Station is located here, flag Fen, the Bronze Age archaeological site, was discovered here in 1982 when a team led by Dr. Francis Pryor carried out a survey of dykes in the area. Probably religious, it comprises a number of poles arranged in five long rows. This structure has been compared in rarity and importance to the Balbridie site in Aberdeenshire, the museum exhibits many of the artefacts found, including what is believed to be the oldest wheel in Britain. An exposed section of the Roman road known as the Fen Causeway also crosses the site
Fengate, Peterborough
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Fengate, Peterborough. From the Frank Perkins Parkway (A1139) looking east along Fengate, with Potters Way in the foreground going south to the river Nene.
110.
Fletton
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Fletton is a residential area and electoral ward of the city of Peterborough, Cambridgeshire in the United Kingdom. For parliamentary purposes it falls within North West Cambridgeshire constituency, the area, which has given its name to Fletton Brick, is home to Football League One team Peterborough United F. C. who play at London Road Stadium. Lying south of the River Nene, the area was part of Huntingdonshire. Some maps still show New Fletton as well as Old Fletton with the boundary at Fletton Spring, in 1998, the city became a unitary authority area, but it continues to form part of Cambridgeshire for ceremonial purposes. The sub-soil is Oxford clay, the character of which led to the establishment of large brickworks which were economical to excavate, the dominance of London Brick in the market during this period gave rise to some of the countrys best known landmarks, built using the ubiquitous Flettons. By 1960, approximately 3,000 Italian men were employed by London Brick, consequently, Fletton has a significant Italian population today. The Fleet complex, off the High Street, has been managed by the Italian Community Association since it opened in 1985, historically, diesel manufacturers, Perkins Engines and Bennie Lifts also gave work to a large number of people locally. Elliot Medway, manufacturers of mobile classrooms, occupied a site on Glebe Road until its demolition in 2008 to make way for the south bank development, the parish church, situated on Fletton Avenue, is dedicated to Saint Margaret. Although in the Diocese of Ely, it has now placed under the pastoral care of the Bishop of Peterborough. The former Italian Catholic mission church of Saint Anthony was run by the Scalabrini Fathers for many years, Fletton cemetery, also on Fletton Avenue, opened for burials in 1893. Old Fletton County Primary School is located in the area, secondary pupils attend nearby Stanground Academy,158 Transport Regiment, Royal Logistic Corps is headquartered at the Territorial Army centre on London Road. During the 19th century, Alfred Nicholson Leeds made several discoveries in the Fletton brick pits. Fletton railway station Italian Community Association The Fletton Process Old Fletton School
Fletton
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Town Bridge (1934) over the River Nene, traditional boundary between the Northamptonshire and Huntingdonshire.
111.
Longthorpe, Peterborough
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Longthorpe is a village in the city of Peterborough, Cambridgeshire in the United Kingdom. Located two miles west from the city centre, the area covers 1,390 acres, for electoral purposes it forms part of Peterborough West ward. A 1st century Roman fort was established at Longthorpe, it may have been as early as around AD 44–48 but was present by 61–62. The first phase covered 27 acres, this was replaced by another fort measuring 11 acres. The ecclesiastical parish was formed in 1850 from the parish of Saint John the Baptist, the church of Saint Botolph is a plain building of coarse rubble, dating from the 13th century, consisting of chancel, nave, aisles and a western bell cote, containing one bell. In the chancel is a piscina and aumbry, two brackets and a piscina are in the south aisle and two brackets in the north aisle. The church was restored in 1869 and will seat about 200 persons, the register dates from the year 1837, the earlier register is included in that of St. John the Baptist, Peterborough. Oliver St John, a Lord Chief Justice who supported Parliament in the war, bought the lease of the manor of Longthorpe. In 1654 it was described by the author John Evelyn as a stately place. built out of the ruins of the Bishops Palace and it is a Grade I listed building, situated in a Grade II listed garden open to members of the public throughout the year. Longthorpe Tower, a 14th-century, three-storey tower and fortified house in the care of English Heritage, is also situated here. A Grade I listed building and scheduled ancient monument protected by law, exhibitions are held there from time to time by local artists. Longthorpe contains a number of listed buildings, including the old Manor House. Longthorpe Primary School is located in the village on Bradwell Road, Thorpe Wood Longthorpe Tower St. Botolphs Church Longthorpe School
Longthorpe, Peterborough
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Signpost in Longthorpe
112.
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.
113.
Werrington, Peterborough
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Werrington is a residential area of the city of Peterborough, Cambridgeshire in the United Kingdom. For electoral purposes it comprises North Werrington and South Werrington wards, Werrington spans an area of two and a half square miles and has a population of 14,800. Originally a village, Werrington was engulfed by Peterborough in the mid twentieth century, the area is on the northern edge of the conurbation, approximately four miles from the city centre. There are two areas of Werrington, the village and new Werrington. The village dates from periods and focuses on the village green. The new Werrington area focuses on the Werrington Centre, a shopping complex featuring stores for basic needs. Werrington centre shops include Tesco, Age Concern, and other small shops and these shops have undergone change since 2004 as a result of bigger companies buying out the locally owned shops. The video rental shop changed to a tanning salon but due to business failure has become a Dominos Pizza take-away, other small stores are a family-run fish and chip shop, dry cleaners, off licence, hair salon and barbers and a betting shop. There is a Police Station but this is not open to the public, the development of Werrington continues, with new residential accommodation in the northernmost part of the area. The shopping centre is being redeveloped, with the Rainbow foodstore being replaced by a larger Tesco supermarket, Werrington has held a summer carnival and bonfire and fireworks display every year since the 1970s. At the bonfire, two made out of clay are set on fire, made by volunteers from the local Scout. Werrington Village Cricket Club plays in the local Huntingdonshire leagues throughout the summer, Werrington Badminton Club has 100 members ranging from beginners up to county level who play in tournaments around the city and county. They also run two mens and a team in the Hunts league. William Law and Welbourne are both primary schools, Ken Stimpson Community School is the only secondary school in the area. Ken Stimpson Community School is a secondary school which opened in 1982. The school has about 1100 students from years 7 to post-16, the school acquired Business and Enterprise College Specialist school status in late 2004. Werrington Primary School is the school in the original village. It is in the top five for most rankings for primary schools in Peterborough, the school was founded at the end of the 19th century on the site of what is now the village centre as a Church of England School
Werrington, Peterborough
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Signpost in Werrington
114.
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
115.
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
116.
Peterborough Museum and Art Gallery
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Peterborough Museum and Art Gallery houses the historical and art collections of the city of Peterborough in the United Kingdom. It is part of the Greater Fens Museum Partnership, in 1968, the museum was presented to the city by the Peterborough Museum Society. Since 2010, it has been managed on behalf of the city council by Vivacity, an independent not-for-profit organisation with charitable status, which runs the Key Theatre. The museum is reported to be haunted by a number of spirits, including a servant who fell to her death on one of the staircases, and an Australian soldier who died during World War One. These prisoners were kept at Norman Cross on the outskirts of Peterborough from 1797 to 1814, the art collection contains a variety of paintings, prints and drawings dating from the 17th century to the present day. Flag Fen Official website Peterborough Civic Society
Peterborough Museum and Art Gallery
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The Museum and Art Gallery, Priestgate, Peterborough.
Peterborough Museum and Art Gallery
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Portrait of George Montagu by John Giles Eccardt after Jean-Baptiste van Loo (c. 1739–1750).
117.
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
118.
Milton Hall
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Milton Hall, near Peterborough, is the largest private house in Cambridgeshire, England. As part of the Soke of Peterborough, it was part of Northamptonshire. It dates from 1594, being the home of the Fitzwilliam family. The house is a Grade I listed building, the garden is Grade II*, the gardens and pleasure grounds of Milton Park are about 3 miles from Peterborough city centre, off the A47 road, and are of about 35 acres to the south of the house. There are views to the park from both sides of the house, in the Middle Ages, Milton was a hamlet in the parish of Castor. The manor of Milton was bought from Robert Wittlebury in 1502 by Sir William Fitzwilliam and he was knighted in 1515 and died in 1534. The oldest parts of the Hall were built in the 1590s by Williams grandson, the third William Fitzwilliam and Lord Deputy of Ireland and he was succeeded in 1599 by his son, the fourth William, who continued to work on the Hall and possibly developed the landscape. On his death in 1618 he was succeeded by his son, later the first Baron Fitzwilliam, a plan dated 1643 records the grounds at this time enclosed by a moat and containing courtyards, fishponds, orchards and gardens. The third Baron was elevated to Viscount Milton and Earl Fitzwilliam, johns son William, the third Earl, married Lady Anne Wentworth, daughter of the first Marquess of Rockingham. Following the death of the third Earl in 1756, the work on the Hall was completed by Sir William Chambers for his son William, to facilitate this he commissioned Humphry Repton to offer advice on improvements to the park in 1791. The fourth Earl died in 1833 at the age of 85 leaving his properties to his only son, with Wentworth Woodhouse the principal seat of the family, the fifth Earl left Milton to his younger son, George Wentworth-FitzWilliam, in 1857. George lived at Milton until after 1912 and is thought to have commissioned Harold Peto to produce plans for a garden within one of the 18th century walled enclosures, the Hall was used by the military during both world wars. In the First World War, a hospital was set up in the house, after the war, Lord and Lady Fitzwilliam returned to Milton to make it their home. The Earl died in 1979 and the Countess in 1995, at time the estate passed to Sir Philip Naylor-Leyland. Joyce Langdale by her first marriage had two daughters, the younger was Elizabeth Anne Marie Gabrielle FitzAlan-Howard who married firstly in 1952, Sir Vivyan Edward Naylor-Leyland, 3rd Baronet. Their son and heir, Sir Philip Vivyan Naylor-Leyland, 4th Baronet succeeded his father in 1987 and he married, in 1980, Lady Isabella Lambton. Elizabeth-Annes first marriage was dissolved in 1960 and she married, secondly, in 1975, in 1917 when the hall housed an auxiliary hospital, Daphne du Maurier made the first of several visits to Milton at the age of ten along with her mother and two sisters. During the Falklands War, on 30 April 1982, the Prime Minister Margaret Thatcher and her husband Denis stayed overnight at Milton following an engagement in Sir Stephens Bedfordshire constituency
Milton Hall
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Contents
Milton Hall
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Audience in demolition class, Milton Hall, circa 1944
119.
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.
120.
Nene Valley Railway
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The Nene Valley Railway is a preserved railway in Cambridgeshire, England, running between Peterborough Nene Valley and Yarwell Junction. The line is 7 1⁄2 miles in length, there are stations at each terminus, and three stops en route, Orton Mere, Ferry Meadows and Wansford. In 1845, the London and Birmingham Railway company was given assent to construct a line from Blisworth in Northamptonshire to Peterborough. Completed in 1847, it was Peterboroughs first railway line and it terminated at Peterborough, later Peterborough East station. The sheds and one face of this disused station are still clearly visible next to the former Matalan store on East Station Road. This turned Wansford, previously an unimportant village station, into a major junction and its importance increased a few years later when the Great Northern Railway constructed another line via Sutton, Southorpe and Barnack to Stamford, on the Midland Railway line. In 1884 the line received a visit when the royal family travelled from Peterborough to Barnwell, some 13 miles beyond Wansford, to visit Barnwell Manor. The station building is now preserved at Wansford station on the NVR, between 1900 and the 1960s, the line formed an important connection from Norwich, Cambridge and eastern England to Northampton and the Midlands. The line was generally acknowledged to be a main line and frequently saw large engines such as Black 5s. However, the NVR was one of the last passenger line closures of the Dr Beeching era, services to Northampton and it remained open until 1972 for freight traffic only. In 1968, the Rev. Richard Paten had bought BR Standard Class 5 4-6-0 locomotive, number 73050 and his intention had been to exhibit it outside Peterborough Technology College as a monument to Peterboroughs railway history. However, the locomotive was found to be in working order, and there was much opposition to the idea of the engine being stuffed. By 1970, the branch was strong enough to operate independently as the Peterborough Locomotive Society, in 1971,73050 was moved to the British Sugar Corporations sidings at Fletton, where it was joined by Hunslet 0-6-0 locomotive Jacks Green. Later that year, the PLS held a meeting at which the name was changed to Peterborough Railway Society. When the PRS acquired the line, the intention was to work the line with British locomotives, however, enthusiasts from other railways and preservation societies had already acquired almost all of the serviceable ex-BR locomotives – all that was left was a collection of rusting hulks. Apart from 73050, the locomotives were mostly small, industrial shunting engines. Ex-BR rolling stock was also in short supply following the disposal of most pre-nationalisation stock. The PDC, having paid out a sum of money for the line, was anxious that trains should start running as soon as possible – certainly before the opening of the new Nene Park in 1978
Nene Valley Railway
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Nene Valley Railway
Nene Valley Railway
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Wansford station viewed from the road
Nene Valley Railway
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Swedish 'B' Class No.101 hauling the Santa special on the Nene Valley Railway
Nene Valley Railway
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The brand new station building at Yarwell
121.
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.
122.
Thorney Abbey
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Thorney Abbey, now the Church of St Mary and St Botolph, was a medieval monastic house established on the island of Thorney in The Fens of Cambridgeshire, England. The earliest documentary sources refer to a mid-7th century hermitage destroyed by a Viking incursion in the late 9th century, a Benedictine monastery was founded in the 970s, and a huge rebuilding programme followed the Norman Conquest of 1066. A new church was begun under the abbacy of Gunther of Le Mans and it was in use by 1089, but not entirely finished until 1108. Henry I was a benefactor of the Abbey, a writ ordering the return of the manor of Sawbridge to the Abbey. The focus of the settlement shifted away from the fen edge in the late 12th or early 13th century and it was reoccupied in the 13th and 14th centuries, when clay layers were laid down to provide a firm foundation for the timber buildings. More substantial buildings were erected in the 16th century and these are thought to have part of an expanding abbey complex, perhaps for use as guesthouses, stables. Many of Thorney Abbeys buildings disappeared without trace after the Dissolution of the Monasteries and its last abbot, Robert Blythe, was a supporter of the King, having signed a letter to the pope urging that his divorce should be allowed. He was rewarded with a pension of £200 a year, the abbey was surrendered to the kings commissioners on 1 December 1539, and most its buildings were later demolished and the stone reused. The nave of the church survived, and was restored as the Parish Church of St Mary, at this date the aisles were demolished and the arcade openings walled up. Some stained glass was installed that possibly came from the Steelyard, the present east end, in the Norman style, is by Edward Blore, and dates from 1840-1. The church is a Grade I listed building, there is a model of the monastery in the Thorney Museum. The name Thorney Abbey is also given to a Grade I listed house, partly late sixteenth and partly seventeenth century, excavation was undertaken in 2002 prior to redevelopment, by University of Leicester Archaeological Services. This focused on the edge of the former island. As well as pottery, animal bone and roofing material, a deposit of 13th and 14th century painted glass was found in. The intricate designs were of high quality. List of English abbeys, priories and friaries serving as parish churches Thomas, J. Thorney Abbey discovered
Thorney Abbey
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Thorney Abbey Church.
Thorney Abbey
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The central door of the Thorney Abbey's west front.
Thorney Abbey
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Interior of the Abbey, looking east
Thorney Abbey
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Independent houses
123.
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.
124.
Anglican Diocese of Peterborough
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The Diocese of Peterborough forms part of the Province of Canterbury in England. Its seat is the Cathedral Church of Saint Peter, Saint Paul and Saint Andrew, founded at the Dissolution of the Monasteries in 1541, the Diocese has parishes in, The Soke of Peterborough The county of Northamptonshire and The county of Rutland. Until 1927 the Peterborough diocese covered what is now the Diocese of Leicester, Peterborough Abbey became a cathedral at the Reformation, one of six wholly new bishoprics founded under Henry VIII. On 4 September 1541 letters patent were issued converting the church of Peterborough into a cathedral church, with a dean and chapter. The last abbot, John Chambers, was consecrated in his abbey church on 23 October 1541 as the first Bishop of Peterborough. A link with the Anglican Church of Kenya Diocese of Bungoma was formed by the two following the Lambeth Conference in 1998. The Diocese is divided into two Archdeaconries, The Archdeaconry of Northampton, and The Archdeaconry of Oakham, thorney, historically in the Isle of Ely and now within the boundaries of the Peterborough unitary authority, is unaffected by this arrangement. The Bishop of Peterborough leads the diocese, and is assisted by the Bishop suffragan of Brixworth, the suffragan see of Brixworth was created by Order in Council on 26 July 1988. Bishop of Peterborough Peterborough Cathedral Diocese of Peterborough
Anglican Diocese of Peterborough
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Diocese of Peterborough
125.
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
126.
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
127.
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.
128.
Peterborough Business Airport
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Peterborough Business Airport is a privately owned airfield in the English county of Cambridgeshire near the villages of Holme and Conington,7 NM south of Peterborough. It was originally built as RAF Glatton in 1942-3 by the 809th United States Army Corps of Engineers, after World War II the field was passed to RAF Bomber Command but was mothballed in 1946. The intervening history is unclear, but by the mid 1970s there were portable cabins on site serving the airfield, in 2000 the flying club changed hands and was renamed Flying Club Conington. Peterborough Conington Aerodrome has a CAA Ordinary Licence that allows flights for the transport of passengers or for flying instruction as authorised by the licensee. The airfield is operated by Aerolease Ltd, aviation fuel is available on-site, hangarage and parking by arrangement. The main runway, 10/28, offers 987 m ×23 m of asphalt with a long overshoot, the unlicensed runway 16/34 is WW2 concrete. Flying Club Coningtonoffer fixed-wing aircraft hire and training and bar/catering facilities, Aerolease Engineering offer a wide range of aircraft engineering services. FlyCB is a microlight Flying school offering training in the EV97 Team Eurostar high performance light aircraft style microlight and it offers courses for the National Private Pilots licence, aircraft hire, flight & ground examination. Ampsair offers microlight flying training, private hire and ground school, flight and ground exams, microlight instructor courses, other tenants include MFH Helicopters who offer helicopter hire and training and FlyCB who offer fixed wing microlight training on the EV97 TeamEurostar. Although not AIP/NATS listed runway 16/34 is approximately 800 metres in length, whilst it is in less good repair than the main 10/28 runway, some local pilots regard it as the preferable option when significant cross-wind conditions affect runway 10/28. Aerolease Flying Club Conington 457th Bomb Group Association History 457th Bomb Group Association MFH Helicopters Fly CB Peterborough
Peterborough Business Airport
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Piper aircraft lined up for takeoff on Runway 28
Peterborough Business Airport
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Rose Court Farm lies between the runways
Peterborough Business Airport
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Looking roughly north along Runway 34
129.
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.
130.
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".
131.
Nene Valley Colour Coated Ware
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Nene Valley Colour Coated Ware is a type of Romano-British ceramic produced in the lower Nene Valley (centered on Durobrivae from the mid-2nd to 4th Centuries AD. The NVCC ceramic is a hard, smooth-textured fabric with finely irregular fracture and it is usually coloured white to off-white. The slip has a colour, dark brown to black. The temper includes an abundant amount of fine quartz sand and occasional larger quartz grains, red or orange and black flecks. The decoration of NVCC vessels is quite distinctive, the most common forms are beakers, both cornice-rimmed and bag-beakers. Where decoration occurs it includes barbotine, rouletting and grooving, hunt scenes in barbotine decoration are well known from the earlier part of the industry, with the use of whorls instead of these beginning in the 3rd Century AD
Nene Valley Colour Coated Ware
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Decorated Nene Valley Roman Pottery, Wisbech Museum
Nene Valley Colour Coated Ware
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Nene Valley Colour Coated Ware graffito sherd showing fabric colour and inclusions.
132.
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
