RAF Centenary 100 Famous Aircraft Vol 3: Fighters and of the

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RAF Centenary 100 Famous Aircraft Vol 3: Fighters and Bombers of the Cold War

cramble! Scramble! The aircraft may change, but the ethos keeping world peace. The threat from the East never entirely dissipated remains the same. For the last 100 years the RAF has been and with the RAF playing an important peace-keeping role around Sprotecting our shores and when the call has come, it has never the world, the development of the continued. Today the failed to deliver. Throughout its distinguished career, it has shaped spearhead of the RAF is represented by the GR4 and the course of modern history and as such has had a profound e ect Euro ghter Typhoon FGR4, soon to be joined by the long-awaited F-35B on all our lives. Lightning. The force may be pared back, but it has greater capability than After its ‘Finest Hour’ during World War 2, the RAF entered one of the ever before. most challenging periods in its history. The skies now echoed to the This then, is the fascinating story of RAF  ghters and bombers in the roar of jet engines and a new generation of ‘futuristic’ machines were Cold War. From to Typhoon, from Canberra to Vulcan, Volume 3 designed to push performance to the limit… and beyond. Wartime allies of our ‘100 years of the RAF’ series covers the dramatic evolution of the also became Cold War adversaries, and by 1950 the perceived threat of a world’s greatest and its aircraft into the jet age. Soviet strike on Western Europe or Britain dominated planning. For the next 40 years, the RAF was in the front-line of the Cold War AVIATION ARCHIVE SERIES ying a range of pioneering that were the envy of the world. ‘RAF Fighters and Bombers of the Cold War’ is No 38 in the successful The names of these extraordinary aircraft, which included the Hunter, Aviation Archive series. It features unparalleled photographic coverage, Lightning, Harrier, and Canberra, became synonymous with the tense including many exclusive and rare shots that have never been published stand-o , as did the iconic V-Force of nuclear bombers trained to perform before. The words and photographs are complemented by ‘period’ the ultimate mission, striking targets deep in the heart of the Soviet cutaways from the talented pens of the ‘Flight’ and ‘Aeroplane’ artists of Union. It was a time of fear, but it was also a time of great innovation the era, together with exclusive aircraft pro les. and technological expansion, a time when the RAF was instrumental in Front cover: RAF Lightning F6 of No 11 Squadron in 1988.

Aviation Archive Series RAF Centenary: 100 Famous Aircraft – Vol 3: Fighters and Bombers of the Cold War • Editor: Allan Burney • Design: Philip Hempell • Group CEO and Publisher: Adrian Cox • Commercial Director: Ann Saundry • Group Editor for Aviation and Military History: Stuart Qualtrough • Distribution: Seymour Distribution Ltd +44 (0)20 7429 4000 • Printing: Warners (Midlands) PLC, The Maltings, Manor Lane, Bourne, Lincs PE10 9PH. All rights reserved. The entire content of Aviation Archive is © Key Publishing 2018. Reproduction in whole or in part and in any form whatsoever is strictly prohibited without the prior permission of the Publisher. We are unable to guarantee the bona fi des of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. Published by Key Publishing Ltd, PO Box 100, Stamford, Lincs PE19 1XQ. Tel: +44 (0) 1780 755131. Fax: +44 (0) 1780 757261. Website: www.keypublishing.com ISBN: 9781912205448

AA38_p3.indd 3 31/05/2018 07:53 4 CONTENTS RAF Centenary 100 Famous Aircraft Vol 3: Fighters and Bombers of the Cold War

6 LINCOLN 8 HORNET 10 14 WASHINGTON 16 CANBERRA 21 26 DE HAVILLAND VENOM 30 LOCKHEED NEPTUNE 32 SABRE 34 SWIFT 36 41 VALIANT 46 50 56 VICTOR 61 ENGLISH ELECTRIC LIGHTNING 68 MCDONNELL DOUGLAS PHANTOM 74 HARRIER 78 HAWKER SIDDELEY NIMROD 81 HAWKER SIDDELEY BUCCANEER 84 SEPECAT JAGUAR 88 PANAVIA TORNADO IDS 90 PANAVIA TORNADO ADV 92 BAE HARRIER II 94

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Vol 3: Fighters and Bombers of the Cold War

Fast and Furious. Lightning F1s of No 74 Squadron RAF.

AA38_p4-5.indd 5 29/05/2018 11:32 6

Avro Lincoln

direct descendant of the Lancaster, rst prototype took to the air from Ringway, Above: The Lancaster origins of the Lincoln are the Lincoln was the last-piston- on 9 June 1944 and production apparent in this image of RF385 DX-G of No 57 engined bomber to serve with the began shortly thereafter. Intended for use in Squadron, the rst unit to receive the bomber in A mid-1945. Sadly this aircraft did not survive long RAF. It arrived too late to see in World the Paci c theatre of war, the Lincoln appeared as it crashed on 20 February 1945 with the loss of War 2, but that did not prevent it from being just too late to go into wartime service, but all crew. shot down over . instead became the RAF’s standard post-war Virtually a scaled-up version of its illustrious . Lincoln enjoyed a higher operational ceiling forebear, the Lincoln actually began life as the Normally powered by four Rolls-Royce and greater radius of action than the Lancaster Lancaster IV. Developed by , the Merlin 85 engines with annular radiators, the and was capable of carrying a 14,000lb load (exceptionally 1 x 22,000lb weapon). It RAF squadrons was armed with: twin 0.5in (12.7mm) Browning machine-guns in a Boulton-Paul Type F nose No 7 Squadron No 57 Squadron No 101 Squadron No 199 Squadron turret; two 20mm Hispano Mk 4 or Mk 5 No 9 Squadron No 58 Squadron No 115 Squadron No 207 Squadron in a Bristol B-17 Mk II dorsal turret; twin 0.5in No 12 Squadron No 61 Squadron No 116 Squadron No 214 Squadron machine-guns in a Boulton Paul Type D rear No 15 Squadron No 75 Squadron No 138 Squadron No 527 Squadron turret; and up to 6,350kg of . Avro built No 35 Squadron No 83 Squadron No 148 Squadron No 617 Squadron 168 production aircraft, supplemented by No 44 Squadron No 90 Squadron No 149 Squadron 79 from Metropolitan-Vickers and 281 from No 49 Squadron No 97 Squadron No 151 Squadron Armstrong Whitworth. Several versions of the No 50 Squadron No 100 Squadron No 192 Squadron bomber were built during the production runs: Lincoln B1 with Merlin 85 engines; B2 with

AA38_p6-7.indd 6 31/05/2018 07:57 AVRO LINCOLN 7

Merlin 68A engines; Lincoln B3 intended to be Gunnery School, over ying Europe. The two the ASR version but became the Shackleton; unarmed Lincolns took o some two hours Lincoln BI Lincoln B4 with Merlin 85; Lincoln B15 built in apart to perform their tasks during a period Type: Bomber ; and Lincoln B30 Australian version with when the Russians were being described as Crew: 7 (pilot, ight engineer/ Merlin 85 or 102 engines. ‘particularly aggressive’ toward the West. The co-pilot, navigator,  rst Lincoln was over ying the British zone wireless operator, front In service when it was ‘buzzed’ by two Soviet  ghters gunner/bomb aimer, The Lincoln entered service with No 57 conducting mock attacks. The second ill-fated dorsal and rear gunners) Squadron at East Kirkby in July 1945. It saw Lincoln RF531 was attacked without warning by Length: 78ft 3in (23.86m) service in against the Mau-Mau in the two Soviet  ghters as it entered the Hamburg Wingspan: 120ft (36.58m) mid-1950s and was also deployed to Malaya to air corridor. It broke up in mid-air with Height: 17ft 3in (5.27m) during the , where it was the bulk of its landing near Powerplant: 4 x Rolls-Royce Merlin 85 used against insurgents aligned to the Malayan in the Soviet Zone with the remainder in rated at 1,750hp each Communist Party. It was operated from Changi the British Zone. Tragically the crew were all Max speed: 319mph (513km/h) at AB and Tengah AB and ew in excess of 3,000 killed. It is widely accepted that the downed 18,800ft (5,730m) sorties dropping 500,000lb of bombs. Lincoln may have strayed into Soviet controlled Max T/O weight: 82,000lb (37,195kg) The Lincoln has the dubious claim to fame of airspace, but the severe nature of the response Bomb load: 14,000lb (6,400kg) being the only RAF aircraft ever acknowledged heightened tensions during the Cold War. Armament: 2 x 0.5in (12.7mm) Browning machine to have been shot down by Soviet aircraft. On The Lincoln remained the mainstay of the guns in three power- 12 March 1953 two routine NATO liaison sorties RAF bomber force until succeeded by the  rst operated turrets were scheduled for the Lincolns of the Central of the V-bombers in 1955.

AA38_p6-7.indd 7 29/05/2018 11:41 8 FIGHTER/ATTACK

e Havilland’s Hornet took up In service as the F1) lasted only a short time before being where its legendary Mosquito left The Hornet entered RAF service with No 46 superseded by the improved F3 version. In Do . Although its genealogy was Squadron at RAF Horsham St Faith in 1951, considerable numbers of Hornets were unquestionable, the age of the piston February 1946, shortly followed by No 19 redeployed from Fighter Command to the  ghter was coming to an end and the fastest Squadron at RAF Wittering and Nos 41 and 65 squadrons of the Air Force (FEAF), twin -driven aircraft ever to see Squadrons, both based at RAF Church Fenton. where they participated in combat operations service with the RAF was doomed from the Operationally, the Hornet I (later re-designated during the Malayan Emergency in support of very beginning. The de Havilland DH103 Hornet was initially designed as a high speed, long-range ghter for use in the Paci c theatre against the Japanese by both the RAF and RN. Similar to the Mosquito, construction was largely of mixed balsa/, though the Hornet di ered in incorporating stressed Alclad lower-wing skins bonded to the wooden upper wing structure. The wings themselves were much thinner in cross-section, with a laminar  ow pro le. The elegant Hornet used ‘slimline’ Rolls-Royce Merlin engines and had propellers that rotated in opposite directions in order to eliminate torque. The unpressurised was mounted well forward in the fuselage and was housed under an aft-sliding perspex blister canopy. Armament comprised 4 x 20mm Hispano cannon with a total of 760 rounds and the aircraft could also carry 2 x 1,000lb bombs or up to 8 x 60lb projectiles. The rst prototype made its maiden  ight on 28 July 1944 with Geo rey de Havilland at the controls.

De Havilland Hornet F1 Type: Twin-engined long- range ghter/attack Crew: 1 Length: 35ft 6in (10.82m) Wingspan: 45ft (13.72m) Height: 14ft 2in (4.32m) Powerplant: 2 × Rolls-Royce Merlin 130/13112-cylinder engines rated at 1. Cold air inlet to cabin 14. Emergency air bottle 2. Glycol tank for undercarriage 2,070hp each 3. Oxygen bottles 15. Wing-fi x and member, glued Max Speed: 475mph (764km/h) 4. Armour and bolted to fuselage 5. Hinged cap 16. Fuel fi ller-pipe through wing 24. rear- fi xing strut 32. Connector between wing fuel tanks Max T/O weight: 15,820lb (7,176kg) 6. Pendulum bars top-skin to fuel tank 25. Rudder gear with static balance 33. Fuel tank fi ller cap 7. Control stack 17. mass-balance 26. Elevator gear with static balance 34. Composite (metal-faced wood) rib Armament: 4 × 20mm Hispano 8. Elevator controls 18. Reinforcing strap 27. Navigation light 35. Underskin fasteners (tank bays) MkV , 9. Throttle and airscrew controls 19. Radio transmitter-receiver 28. Elevator balance tab 36. Wing rear fi x 2 x 1,000lb (454kg) 10. Armour 20. between ply skins 29. Rudder balance tab 37. Wing front fi x 11. I.F.F. equipment 21. Bulkhead picks up fi n front spar 30. Cooling-air fl ow through radiators 38. Service pipes through wing bombs under wing 12. Magazines 22. Tail wheel retracting jack 31. Oil, jacket and intercooler 39. Undercarriage door-operating cable 13. Hydraulic tank 23. Tailplane front-spar fi x radiators in one unit 40. Composite ribs (metal-faced wood)

AA38_p8-9.indd 8 31/05/2018 08:33 DE HAVILLAND HORNET 9

ground security forces against Communist guerrillas ghting in the region. RAF de Havilland Hornet squadrons Although its pilots loved it, the age of the jet No 19 Squadron No 41 Squadron No 64 Squadron No 80 Squadron ghter rendered the Hornet obsolete resulting No 33 Squadron No 45 Squadron No 65 Squadron in its last operational sortie on 21 May 1955.

40A. Wooden rib 48. Metal stringers clipped to rib 56. Two-piece bottom half of radius rod, 40B. Wooden ribs 49. balance tab. (Aileron wire on retraction 41. jack controls run along back of rear spar.) 57. Top half of radius rod 42 and 43. Plywood front and rear spar 50. Undercarriage and motor pick-ups 58. Radiator cooling fl ap (jack-operated) 24. Tailplane rear-spar fi xing strut 32. Connector between wing fuel tanks with metal bottom angle-fl anges to wing 59. Merlin Mark 130 motor right-hand 25. Rudder gear with static balance 33. Fuel tank fi ller cap 44. End of front bottom metal angle-fl anges 51. Rotary valve operated by rotation 26. Elevator gear with static balance 34. Composite (metal-faced wood) rib (front spar) undercarriage 60. Merlin Mark 131 motor left-hand 27. Navigation light 35. Underskin fasteners (tank bays) 45. End of front bottom metal angle-fl anges 52. Undercarriage door operating links, rotation. 28. Elevator balance tab 36. Wing rear fi x (rear spar) and radius arm 53 (dotted), which is 61. Motor intercooler (starboard motor) 29. Rudder balance tab 37. Wing front fi x 46. Rear angle-fl ange right through to wing built into under wing 62. Service pipes behind radiator 30. Cooling-air fl ow through radiators 38. Service pipes through wing tip (front spar) 54. Undercarriage operating jack 63. Duct from rotary valve to carburetter 31. Oil, jacket and intercooler 39. Undercarriage door-operating cable 47. Rear angle-fl ange right through to wing 55. Link pulls in the two-piece bottom 64. Cut-away reveals slotted valve radiators in one unit 40. Composite ribs (metal-faced wood) tip (rear spar) half of radius rod 65. Filter unit.

AA38_p8-9.indd 9 31/05/2018 08:33 10 FIGHTER/BOMBER De Havilland Vampire

ome aircraft are perfectly named, and Above: The Vampire was the first RAF aircraft to exceed 500mph in level flight and its distinctive shape, the Vampire is one of them. Small, with -boom and pod-like fuselage, made it instantly recognisable in the air and from the squat and armed with a powerful bite, ground. Although this Vampire F3 VF345 was written off when it overshot on landing at Bergamo, , S on 27 October 1949, the type was generally described as a delight to fly and highly manoeuvrable. In a its distinctive shape appeared in the skies close-in fight, a Vampire could out-turn almost any opponent and it was a good gun platform. just too late to see action during World War 2, but it went on to play a pivotal role in fuselage, behind which was a twin tail boom. neatly inbetween the booms and below the introducing jet operations into the RAF. It was primarily composed of plywood for the tailplane. The first prototype was designed and The DH100 Vampire had its origins in Air forward section and aluminium throughout the constructed in little over a year and made its Ministry specification E6/41 that defined a high- aft section. The pilot was positioned ahead of first flight on 20 September 1943, with flying single-engined jet fighter, fitted with four the wing with the engine behind him, giving a Jr at the controls. Hispano 20mm cannon. De Havilland’s compact good all-round field of vision. Air intakes were An initial order was placed in May 1944 for design was conventional in construction but in the wing roots, with ducting to the 120 Vampire F1 fighters, with production unconventional in layout, with pilot, guns and compressor of the Halford H1 (later undertaken by English Electric at Preston, to all crammed into an egg-shaped named Goblin), whose exhaust pipe sat allow de Havilland to continue its all-important

AA38_p10-13.indd 10 31/05/2018 17:13 DE HAVILLAND VAMPIRE 11

RAF de Havilland Vampire squadrons

No 3 Squadron No 32 Squadron No 130 Squadron No 602 Squadron No 4 Squadron No 45 Squadron No 145 Squadron No 603 Squadron No 5 Squadron No 54 Squadron No 151 Squadron No 604 Squadron No 6 Squadron No 60 Squadron No 185 Squadron No 605 Squadron No 8 Squadron No 67 Squadron No 213 Squadron No 607 Squadron No 11 Squadron No 71 Squadron No 234 Squadron No 608 Squadron No 14 Squadron No 72 Squadron No 247 Squadron No 609 Squadron No 16 Squadron No 73 Squadron No 249 Squadron No 612 Squadron No 20 Squadron No 93 Squadron No 266 Squadron No 613 Squadron No 23 Squadron No 94 Squadron No 501 Squadron No 614 Squadron No 25 Squadron No 98 Squadron No 502 Squadron No 631 Squadron No 26 Squadron No 112 Squadron No 595 Squadron No 28 Squadron No 118 Squadron No 601 Squadron

wartime work of producing the Mosquito. The numbers of Mk I aircraft began equipping RAF F1 was followed by the F3 powered by the squadrons of the Second Tactical Air Force Goblin III engine, which in turn was superseded stationed in Germany. At its peak, a total of by the Vampire FB5, the FB standing for Fighter/ 19 RAF squadrons  ew the Vampire FB5 in Bomber. The latter featured wings clipped back Europe, the Middle East and the Far East. RAF by 1ft (30cm), and longer-stroke main landing Vampires saw action during the Malayan gear to handle greater take-o weights and emergency in the late 1940s and early 1950s, provide clearance for stores/weapons load. with Vampire FB5s typically undertaking attack The Vampire FB5 became the most numerous missions against targets often located in single-seat variant of the type, 1,123 having remote jungle areas. Experience of Vampire been produced. The type also demonstrated operation in tropical climates led to the its versatility with a two-seat night  ghter development of new models featuring variant, designated DH113 by de Havilland and increasingly powerful versions of the Goblin becoming the Vampire NF10 in RAF service. engine, to counter the degradation of performance in hot conditions. Accordingly, In service in January 1952, the  rst Vampire FB9 was It may have missed the war, but the Vampire introduced and deployed to various parts of entered service with No 247 Squadron in March the Middle East and . It was used against 1946, in time for nine aircraft to take part in the Mau Mau insurgents in Kenya from 1954. victory celebrations over central on The night  ghter Vampire NF10 served from 8 June that year. Soon thereafter, considerable 1951 to 1954 with three squadrons (Nos 23, 25 and 151), but by 1953 the Vampire was being increasingly considered to be obsolete. The RAF eventually relegated the single-seat Vampire to advanced training roles in the mid- 1950s, and the type had been generally phased out of RAF service by the end of the decade Ultimately, the Vampire was one of those aircraft that just ‘worked’. It was supremely manoeuvrable, its pilots found it fun to  y and it sold well. Over 4,000 were produced before it was gradually replaced by the de Havilland Venom, a swept-wing development of the Vampire.

Left: Blood brothers. A line up of Vampire F3s at North Weald in 1950. With no need for propeller clearance, the short undercarriage gave the aircraft a very squat appearance on the ground. Because early jet engines were incapable of giving high thrust levels, the Vampire was intentionally kept small.

AA38_p10-13.indd 11 31/05/2018 17:13 12 FIGHTER/BOMBER

DH Vampire FB5, VZ336/NR-L of No 605 (County of Warwick) Squadron, RAuxAF at Honiley circa 1956.

AA38_p10-13.indd 12 29/05/2018 11:44 DE HAVILLAND VAMPIRE 13

1. Radar scanner 2. Frequency unit 3. Glycol tank for windscreen de-icing 4. Two oxygen cylinders 5. Scanner motor generator 6. Nosewheel operating jack 7. Adjustable rudder pedals 8. Brake differential unit (operated from rudder pedal shaft) 9. Instrument panel 10. Hydraulic hand-pump 11. Throttle 12. Frequency modulator 13. Oxygen regulator for navigator 14. Gun sight 15. Seat lifting elastic cord 16. Seat-raising handle 17. Fold-back canopy pegged all round as 18 and released by handle 19 20. Emergency (hydraulically operated) canopy release jack 21. Harness release 22. Elevator 23. Aileron cables 24. Rudder cables 25. Wooden bulkhead carries wing fi tting 26. 27 and 28. Wing fi xes. 29. Motor air intakes (pass through fi rewall 30) 31. Hot-air bleed from engine compressor to cabin with intercooler (32) on bypass 33. Tubular cross tie between wing fi xes and engine mountings 34. Inspection door 35. Metal casing shrouds engine and jet pipe (is lightly connected to wing rib) 36. Light casing around jet-pipe (part of the engine) 37. Fire extinguisher and spray ring 38. Aileron, rudder, elevator and trim cables run behind false spar 39. Slight indentation preserves airfl ow over wing (prevents fuselage air fl ow from breaking away and going round into duct) 40. Cooling air for cabin intercooler and total head 41. Undercarriage operating jack 42. Undercarriage hinge 43. Undercarriage wheel well 44. Wheel door and leg fairing 45. Air-brake operating jack 46. Flap jack 47. Flaps interconnection rods 48. Rudder linkage 49. Elevator linkage 50. Tail-down bumpers (skid pads) 51. Tail navigation lights 52. Warm-air windscreen demister 53. Ply jointing 54. Cabin air discharge valve A. Four engine pick-ups

De Havilland Vampire F1 Type: Fighter Crew: 1 Length: 30ft 9in (9.37m) Wingspan: 40ft 0in (12.19m) Height: 8ft 10in (2.69m) Powerplant: 1 x de Havilland Goblin of 3,100lb Max speed: 540mph (870kph) Max T/O weight: 10,300lb (4,670kg) Armament: 4 x Hispano 20mm cannon

AA38_p10-13.indd 13 29/05/2018 11:44 14 BOMBER Boeing B-29 Washington

hen Britain needed to bridge the Rapid advances in the development of the jet these were made available under the Mutual gap between its ageing force of engine after World War 2 o ered air forces the Defense Assistance Program. This provided the WWorld War 2 bombers and the promise of untold capabilities. Although Britain RAF with the experience of operating relatively next-generation of jet-powered machines, was at the forefront of the new technology, modern equipment without diverting any of it cast its eyes across the Atlantic and saw the escalation of the Cold War forced the RAF the development e ort and investment from that the short-term answer lay in the battle- to seek a stop-gap bomber before the jets the Canberra and the V-bombers. A formal hardened Boeing B-29 Superfortress. With arrived in force. The solution was to be found agreement with the US was signed on the Cold War gaining strength, America was across the Atlantic. America was stock-piling 27 January 1950 and the USAF loaned the RAF happy to oblige… its force of nuclear-capable Boeing B-29s and 70 B-29 bombers, which received the serials

AA38_p14-15.indd 14 29/05/2018 11:50 BOEING B-29 WASHINGTON 15

Left: Boeing B-29A Washington B1 (ex-44-62031) WF553 of No 15 Squadron. This aircraft was lost on 5 January 1953 when the crew was completing a local training mission out of RAF Coningsby. On nal approach, the crew encountered poor weather conditions and the pilot-in-command decided to abandon the approach and made a go around. A second attempt to land was also abandoned. During a third attempt to land, the aircraft was too low and crashed in a eld in Horncastle, about six miles north of the airbase. Five crew members were killed, two others were injured and ve were unhurt.

Boeing B-29 Washington B1 Type: Bomber Crew: 11 Length: 99ft 0in (30.18m) Wingspan: 141ft 3in (43.06m) Height: 27ft 9in (8.45m) Powerplant: 4 x Wright R-3350 radials rated at 2,200hp each Max speed: 357mph (570km/h) Max T/O weight: 133,500lb (60,560kg) Armament: Guns: 12 x 0.5in (12.7mm) Browning M2/An machine guns. Bombs: Up to 20,000lb (9,100kg)

RAF B-29 Washington squadrons

No 15 Squadron No 57 Squadron No 149 Squadron No 35 Squadron No 90 Squadron No 192 Squadron No 44 Squadron No 115 Squadron No 207 Squadron

In service The rst four B-29s were delivered to the Washington Conversion Unit at RAF Marham on 22 March 1950, ferried by the crews of the 307th Bombardment Wing USAF. No 115 Squadron was the rst unit to convert to the Washington at RAF Marham in June 1950, followed by another eight units. Marham and Coningsby operated four squadrons apiece, while one was based at RAF Watton. The latter Above: The RAF urgently needed interim aircraft Most of the airframes were taken out of USAF was the home of No 192 Squadron which  ew for its bomber squadrons as a ‘stop gap’ in storage and were virtually new, having been the B-29 in the Electronic Intelligence role until the early 1950s, prior to the build-up of the delivered at the end of the Paci c War, although 1958. As was always intended, the career of RAF Canberra jet bomber force. The Boeing Washington B1 lled this vital role during a a small number came from operational units. the Washington as a bomber was short and as pivotal period of the Cold War. Retro tted with standard RAF technology and soon as the Canberra began to enter service equipment, the aircraft was named Boeing in signi cant numbers in 1953, most were WF434-WF448, WF490-WF514 and WF545- Washington B1 (Bomber Mark 1) and joined RAF returned to the US, being  own by RAF crews WF574. Another 18 were delivered later under as a long-range nuclear- to Dover AFB; then subsequently to the aircraft serials WW342-WW356 and WZ966-WZ968. capable bomber. storage facility at Davis-Monthan AFB.

AA38_p14-15.indd 15 31/05/2018 09:06 16 English Electric Canberra

hroughout the 1950s, the legendary to evade interceptors’. A number of British Right: Demonstrating its manoeuvrability, Canberra ruled the skies. Not only manufacturers submitted proposals and Canberra B2 WD930 was one of the rst to serve was it the RAF’s rst jet-powered amongst those short-listed was Lancashire- with the RAF. Of the three-man crew, only the T pilot, seated on the left side of the cockpit, had bomber, it was also a record-breaking high based English Electric. At the time, the company any real view of the outside world. The navigator  yer, operating beyond the reach of early jet had little experience in the design of military and bomb-aimer sat at consoles within the interceptors. Remarkably, the service retired aircraft having spent most of its formative fuselage behind the pilot. During a visual bomb its last Canberra in 2006, some 57 years after years building aircraft for the likes of Handley drop, the bomb-aimer would move forward to lie the type’s maiden  ight. Page. This all changed when Petter arrived prone to look forward through the glazed nose. A rst-generation British jet-powered from and immediately set up medium bomber, the English Electric Canberra his own design team. Initial designs produced was eventually renamed Canberra in 1950. was designed by W. E. W. ‘Teddy’ Petter and a centrally-mounted single-engine concept The addition of a glazed nose (for a bomb his team. It all began in 1944 when the Air although this was quickly replaced by a two aimer), twin Rolls-Royce Avon RA3 engines Ministry issued a requirement for a successor to wing-mounted engine design. The Ministry and teardrop wingtip fuel tanks resulted in the the ‘with no defensive of Supply placed a contract (B.3/45) on Canberra B2, which took to the air at Warton on armament and a high-altitude capability 7 January 1946 for the further development 21 April 1950 in the hands of EE chief test pilot and production of four aircraft, project named . Canberra B(I)6 EE A1. After numerous post-war political and The success and adaptability of the design economic delays, the initial A1 prototype was such that it was built in 27 versions Type: Medium bomber (VN499)  ew on 13 May 1949, by which time which equipped 35 RAF squadrons and it was Crew: 3 the Ministry had actually pre-ordered 132 exported to more than 15 countries including Length: 65ft 6in (19.96m) production aircraft in various con gurations. , , , , Ethiopia, Wingspan: 64ft (19.51m) The aircraft continued on as the A1 until it , , , , Peru, Height: 15ft 8in (4.77m) , , , and Powerplant: 2 x Rolls-Royce Avon Below: B2 times three. The Canberra’s classic West Germany. Additionally, 403 ‘Canberras’ RA7 Mk109 planform is beautifully highlighted against a were manufactured under licence by Martin as Max speed: Mach 0.88 maritime backdrop. the B-57 Canberra, again in several versions. Max T/O weight: 55,000lb (24,948kg) Armament: Total of 8,000lb (3,628kg) of payload mounted inside the internal and on two underwing . The Canberra was also type-approved for tactical delivery

AA38_p16-18.indd 16 31/05/2018 09:08 ENGLISH ELECTRIC CANBERRA 17

AA38_p16-18.indd 17 29/05/2018 11:51

20 MEDIUM BOMBER

In service that many of the rst V-bomber crews would squadrons with RAF Germany (RAFG) acquired Such was the ease of transition from propeller come. The improved Canberra B6, with more a nuclear capability. The rst mark of Canberra aircraft into the Canberra that it entered full powerful engines and a greater fuel capacity, to be modi ed to drop nuclear weapons was service with No 101 Squadron on 21 May 1951, started to supplement the B2s in the UK based the B(I)8 which then equipped three RAFG followed by No 9 Squadron by year’s end. squadrons of Bomber Command from June squadrons. Since no suitable British nuclear The English Electric Canberra was very much 1954, when they replaced No 101 Squadron’s weapon existed, these Canberra units were the mainstay of the RAF’s force B2s. This freed up older B2s to allow Canberra issued with the American Mk 7 supplied to in the early and mid-1950s. With the rst of squadrons to form overseas, with bomber and the UK under ‘’ agreements. As with the V-bombers about to enter RAF squadron reconnaissance Canberra wings forming in RAF the V-bombers in the UK, RAFG Canberra B(I)8 service, the Canberra air and ground crews Germany and on , with squadrons also and B(I)6 squadrons held a permanent QRA, represented a huge pool of experience in being deployed to the Far East. The Canberras, typically with each squadron providing two the operational employment of jet bombers. though, had only a conventional role at this aircraft and two crew on a 24-hour stint. The Indeed, it was from this light bomber force time. It was not until 1958 that the Canberra weapons remained under American control, with an American presence on the RAF RAF English Electric Canberra squadrons bases to act as custodian. In practice, these arrangements worked well and the RAFG No 3 Squadron No 32 Squadron No 80 Squadron No 139 Squadron medium range strike force (where ‘strike’ meant No 6 Squadron No 35 Squadron No 81 Squadron No 149 Squadron ‘nuclear’) continued to  y the Canberra until No 7 Squadron No 39 Squadron No 82 Squadron No 151 Squadron the Buccaneer came in as replacement from No 9 Squadron No 40 Squadron No 85 Squadron No 192 Squadron early 1971. No 10 Squadron No 44 Squadron No 88 Squadron No 199 Squadron Below: The prototype B(I)8 VX185 tted with a No 12 Squadron No 45 Squadron No 90 Squadron No 207 Squadron new forward fuselage with teardrop canopy on No 13 Squadron No 50 Squadron No 97 Squadron No 213 Squadron the port side, and provision for a ventral pack No 14 Squadron No 51 Squadron No 98 Squadron No 245 Squadron with 4 x 20mm Hispano cannon, one external No 15 Squadron No 57 Squadron No 100 Squadron No 249 Squadron under each wing for up to 1,000lb No 16 Squadron No 58 Squadron No 101 Squadron No 360 Squadron (454kg) of bombs or unguided , and LABS No 17 Squadron No 59 Squadron No 102 Squadron No 361 Squadron (Low-Altitude Bombing System) for delivery of nuclear bombs. No 18 Squadron No 61 Squadron No 103 Squadron No 527 Squadron No 21 Squadron No 69 Squadron No 104 Squadron No 540 Squadron No 27 Squadron No 73 Squadron No 109 Squadron No 542 Squadron No 31 Squadron No 76 Squadron No 115 Squadron No 617 Squadron

AA38_p16-18.indd 18 29/05/2018 11:51 AVRO SHACKLETON 21 Avro Shackleton

Above: The ‘soul’ of the Lincoln (and hence the Lancaster) lived on in the Avro Shackleton. This rare colour image of the third prototype shows the original rounded nose con guration and dorsal turret.

Left: RAF  ying as it used to be! With pipe in mouth this Shackleton pilot scans the engine instruments as the aircraft cruises along at 3,500ft. Early variants of the Shackleton su ered from excessive cockpit noise that made long sorties very fatiguing for its crew. This was recti ed somewhat by increased soundproo ng in the MR3.

he Avro Shackleton’s 40-year RAF is its service as a bomber in anti-insurgency returned to the US. Such was the urgent need career saw it reach every corner of the operations. The aircraft, which was popular for a new , the Air Tglobe, ying a wide variety of missions with its crews, has been known by many Ministry ordered 29 airframes ‘o the drawing well beyond the original maritime patrol names, including ‘Shack’ and ‘10,000 rivets in board’ from Avro on 21 March 1946. Designated role for which it was designed. Perhaps best close formation’. But for those who ew it, it as the Avro Type 696, it clearly incorporated remembered for its  nal 19-year ‘temporary’ was simply the ‘Growler’. elements of the Lincoln bomber and the new role as the RAF’s Airborne Early Warning Following the end of World War 2, the . The  rst prototype, VW126, (AEW) platform, it should not be forgotten maritime patrol Catalinas, Liberators and made its maiden  ight on 9 March 1949 from that  rst and foremost it was a ‘state-of Fortresses supplied to RAF Coastal Command the Woodford Manchester plant in the hands the-art’ hunter. Less well known under lend-lease arrangements, were quickly of Avro’s chief test pilot, J. H. Orrel. Now named

AA38_p23-25.indd 23 29/05/2018 11:56

24 MARITIME ATTACK

Right: The prototype Shackleton MR3 WR970 being put through its paces. Tragically, on 7 December 1956 this aircraft crashed near the village of Foolow in , with the loss of all on board. The crew were examining the stalling characteristics of the aircraft with bomb bay doors open and radar scanner extended. The Shackleton rolled over and entered an inverted spin. The crew could not regain control before the aircraft hit the ground.

the Shackleton after the polar explorer Sir Ernest Shackleton, trials and production pushed ahead simultaneously and the third prototype, VW135, rst  ew on 29 March 1950, the day after the rst production MR1, VP254. The MR1 featured a chin-mounted, search radar as well as two 20mm cannon in the nose. Two more cannons were sited in a mid-upper dorsal turret as well as two 0.5in machine guns in the tail. Engine power was provided by a pair of Gri on 57A engines (inboard) and a pair of Gri on 57 engines (outboard), with their contra-rotating propellers providing a distinctive sound that gave rise to the type’s ‘Growler’ nickname. The updated MR2 (WB833) rst  ew on 17 June 1952 and carried a number of improvements initially conceived for the MR1, such as a more streamlined nose and an improved radar installation, changing to a retractable ‘dustbin’ mounted under the fuselage aft of the bomb bay. The nose and tail gun armament were deleted although the mid-upper turret was initially retained. Twin retractable tail-wheels replaced the original single wheel xed unit. The nal variant of the type was the Avro 716 Shackleton MR3, the rst of which (WR970)  ew on 2 September 1955. The MR3 introduced a tricycle undercarriage with twin mainwheels, a revised wing planform and wing-tip fuel tanks. Twin nose-mounted 20mm cannon were reintroduced on the MR3 variant, whilst the mid-upper turret was deleted. A pair of 2,500lb Rolls-Royce Viper 203 turbojets were added to improve take-o performance with one Viper installed at the rear of each outboard engine nacelle. A total of 185 production Shackletons were to be built.

Right: Shackleton AEW2 WR963 Ermintrude in its natural element. All 12 AEW Shackletons were named after characters from the Magic Roundabout and the Herbs TV series.

RAF Avro Shackleton squadrons

No 8 Squadron No 120 Squadron No 205 Squadron No 224 Squadron No 37 Squadron No 201 Squadron No 206 Squadron No 228 Squadron No 38 Squadron No 203 Squadron No 210 Squadron No 240 Squadron No 42 Squadron No 204 Squadron No 220 Squadron No 269 Squadron

AA38_p23-25.indd 24 31/05/2018 09:10 AVRO SHACKLETON 25

In service o cer, and four air operators), the AEW2 conversions were carried out at The Shackleton MR1  rst entered service with Shackleton became a successful sub-hunter for Woodford and Bitteswell, the  rst (WL745) No 120 Squadron at RAF , Firth, 20 years. It provided a ubiquitous presence in  ying on 30 September 1971. These aircraft , in April 1951, alongside the type’s virtually every operation, con ict and tension were  tted with an AN/APS-20 search radar formal training unit, 236 OCU. No 120 Squadron spot around the world where Britain was (taken from redundant AEW3 moved to RAF Aldergrove, , involved. A series of disputes and insurgencies aircraft) mounted in a distinctive radome below in 1962 and was soon followed by Nos 204, on the Arabian Peninsula resulted in RAF the forward fuselage. The type continued to 240 and 269 Squadrons, which formed at RAF Shackletons regularly employed on operations, be used in this capacity until 1991 when it was Ballykelly. Nos 37 and 38 Squadrons stood including ground attack missions, dropping honourably withdrawn from RAF service. up at RAF on , No 224 at 20lb fragmentation weapons on insurgents. and Nos 42, 206, 220 and 228 Squadrons at During the 1970s, the Shackleton was replaced RAF , . Further a eld, the last in the maritime role by the Nimrod, but in Avro Shackleton MR2 Sunderlands of No 205 Squadron at Changi, its twilight years it received an unexpected Type: Maritime attack , were replaced in May 1958 by reprieve. When a gap in the UK’s Airborne Early Crew: 10 Shackletons. Later that year, a phase of Warning (AEW) capability emerged (due to Length: 87ft 4in (26.61m) squadron renumbering saw No 220 Squadron problems with the proposed Nimrod AEW and Wingspan: 120ft (36.58m) become 201, 240 became 203, and 269 an inevitable delay before the Boeing E-3 Height: 17ft 6in (5.33m) renumbered as No 210 Squadron. Sentry could be introduced), the decision Powerplant: 4 x Rolls-Royce Gri on With a standard crew of ten (two pilots, two was taken to modify the Shackleton MR2 to 57 V12s rated at navigators, a  ight engineer, an air electronics undertake the AEW role. Twelve Shackleton 1,960hp each Max speed: 300mph (480km/h) Max T/O weight: 86,000lb (39,000kg) Armament: 14,000lb of bombs, depth charges and buoys

AA38_p23-25.indd 25 31/05/2018 09:10 26 FIGHTER De Havilland Venom

ne glance at that distinctive profile by wingtip mounted tanks. Two prototypes Just how closely the Venom is related to the and it is apparent that the Vampire were built, these being modified DH Vampire Vampire is evident in this image of the second and Venom are blood brothers. FB5s. The first prototype (VV612) was flown prototype, which was in fact a converted O Vampire FB5 fitted with a new thinner and swept The Venom provided the evolutional link on 2 September 1949 by de Havilland test leading-edge wing, new engine and wingtip between the first generation of jet fighters pilot before being delivered to tanks. It first flew in this configuration on and the swept-wing genre and as such had Boscombe Down for trials and evaluation. 29 July 1950. a relatively short life. However, this did not Trials were promising with the aircraft prevent it from seeing combat in the Suez, outperforming many of the contemporary Malaya and Aden. fighters of the time. The second prototype There were two main ingredients that set the (VV613) flew on 23 July 1950 and joined the Venom apart from the Vampire. It had a thinner test programme in April 1951. Production wing section featuring a leading-edge sweep aircraft were fitted with a lengthened tailplane and it was powered by the more powerful which extended beyond the twin tailbooms. Ghost engine. Visually it was also distinguished The initial service variant was the DH Venom

AA38_p26-29.indd 26 29/05/2018 11:58 DE HAVILLAND VENOM 27

was also produced, mating the fuselage of the Vampire NF10 to Venom wings. The rst prototype (G-5-3) was built as a private venture and 90 were ordered for the RAF as the Venom NF2, the rst of these  ying on 4 March 1953. Some aircraft were tted with the frameless canopy and larger ns of the Vampire T11, being then designated Venom NF2A. The later Venom NF3 (129 built), featured an improved Westinghouse AN/APS-57 radar and other features of the Venom FB4. Finally, the Venom FB4 introduced the more powerful FB1 of which 375 were built, entering service Ghost 105 engine and was also tted with a in RAF Germany in mid-1952. Martin Baker Mark 1F ejector seat and cockpit The DH Venom was armed with four 20mm air conditioning. The FB4 also introduced larger, Hispano V cannons and could carry up to squarer tail ns, with a rear ‘acorn’ fairing and 2,000lb of external stores. These would typically power-boosted and . A total of comprise two 1,000lb bombs or eight rockets, 150 was built, whilst most remaining FB1s were or drop tanks. A two-seat night- ghter version also upgraded to FB4 standard.

RAF de Havilland Venom squadrons

No 5 Squadron No 28 Squadron No 94 Squadron No 151 Squadron No 6 Squadron No 32 Squadron No 98 Squadron No 208 Squadron No 8 Squadron No 33 Squadron No 118 Squadron No 213 Squadron No 11 Squadron No 45 Squadron No 125 Squadron No 219 Squadron No 14 Squadron No 60 Squadron No 141 Squadron No 249 Squadron No 16 Squadron No 73 Squadron No 142 Squadron No 253 Squadron No 23 Squadron No 89 Squadron No 145 Squadron No 266 Squadron

AA38_p26-29.indd 27 29/05/2018 11:58 28 FIGHTER

In service its technology was now outdated, a problem No 11 Squadron became the  rst unit to compounded by handling problems at high exchange its Vampires for Venoms in August Mach numbers and a number of structural 1952. Upon their introduction, priority was failures. With the arrival of the ‘modern’ Hawker given to re-equipping overseas forces, such Hunter and Gloster Javelin, the Venom had as the Second Tactical Air Force stationed ful lled its purpose and the last examples were in Germany as well as those based in hotter retired from RAF service in 1962. climates where the bene ts of the Venom’s more powerful engine were most felt, such as Cyprus, Right: A spectacular shot of a pair of Venom the Middle East, Africa, and Asia. Throughout NF3s ‘targetting’ the cameraship. The night the 1950s, Venoms were dispatched to all ghter variant of the Venom had a relatively corners of the and it was used short career with the RAF, being replaced by the Gloster Javelin in 1957. in combat during the , the Malayan Emergency, and the . Below: Venom FB1 WE255 was tted with a Meanwhile, the  rst of the Venom night Ghost Mk 3 and was used to investigate the  ghters entered RAF service in 1953, but its characteristics of  ight close to the speed of career was always intended to be short-lived sound, presumably without the 1,000lb bomb seen attached in this view. pending the arrival of the ‘next generation’ of jet  ghters in 1957. Indeed, the Venom itself Bottom The squared o tail ns indicate that this was always regarded as a ‘stopgap’  ghter Venom is one of the later FB4 variants, the rst to and although it ful lled this role admirably, be tted with an ejector seat.

De Havilland Venom FB1 Type: Fighter/bomber Crew: 1 Length: 31ft 10in (9.7m) Wingspan: 41ft 8in (12.7m) Height: 6ft 2in (1.88m) Powerplant: 1 x de Havilland Ghost 103 turbojet Max speed: 640mph (1,030km/h) Max T/O weight: 15,400lb (7,000kg) Armament: 4 x 20mm (0.79in) Hispano Mk V cannon, 8 x RP-3 rockets or 2 x 1,000lb bombs

AA38_p26-29.indd 28 31/05/2018 09:11 Venom NF2

AA38_p26-29.indd 29 31/05/2018 16:31 30 MARITIME ATTACK Lockheed Neptune MR1

ot an aircraft readily associated with the RAF, the Lockheed Neptune Lockheed Neptune MR1 nevertheless played a crucial role N Type: Maritime ASW during the early years of the Cold War, Crew: 9-11 supplementing the service’s maritime ASW Length: 77ft 10in (23.72m) patrol eet over a  ve-year period while the Wingspan: 100ft 0in (30.48m) Shackleton squadrons were building up to Height: 28ft 4in (8.56m) full strength. Powerplant: 2 x Wright R-3350 With the creation of NATO (North Atlantic Cyclone radials rated Treaty Organisation), the UK found itself with at 3,200hp each a vast area of sea to patrol and not enough Max speed: 313mph (515km/h) maritime aircraft to cover it. Max T/O weight: 64,100lb (29,076kg) After a period of negotiation, the US Armament: 6 x 20mm (0.79in) o ered a temporary solution in the shape cannon, payload of of the Lockheed Neptune P2V-5, 52 of 8,000lb bombs, which were provided under the terms of the depth charges and Mutual Defense Aid Pact (MDAP) and given torpedoes the designation Neptune MR1. The aircraft came complete with nose and tail gun Right: Lockheed Neptune MR1 WX505 ‘J’ was turrets although these were soon replaced own by No 217 Squadron. This image was taken early on in its RAF career as it is still equipped by a plexiglass nose and Magnetic Anomaly with its nose and tail 20mm cannons. Detector (MAD) sting tail. Large tip tanks, featured a traversable slaved to nose turret (starboard tip-tank) and an AN/APS-8 radar in nose of port tip-tank. Beneath the Approaches. However, within three years the fuselage was an AN/APS-20 search radar. Command was facing radical cuts and it was decided to withdraw the Neptune. Most were In service either struck o charge or were scrapped, The  rst Neptunes for RAF Coastal Command while a number of the better airframes were were delivered to No 217 Squadron in January returned to the US. 1952 and were initially based at St Eval before Although the Neptune had performed soon moving to RAF Kinloss. The next three well in RAF service, three aircraft were lost, units, Nos 210, 203, and No 36 Squadrons, all including WX545 which was assigned to No 36 received their aircraft in February, March and Squadron at RAF Topcli e. The unit was on July 1953 respectively and were stationed at deployment to RAF Bally Kelly in Northern RAF Topcli e. Ireland conducting maritime exercises. WX545 While the majority of Neptunes concentrated had just completed a low-level simulated on the maritime role, four were used to develop attack on a submarine operating close to the tactics for Airborne Early Warning aircraft and Mull of Kintyre when it failed to clear the Mull were assigned to No 1453 Flight. Details of their on pull-out. All nine of her crew were killed. clandestine operations are scant, but there A tragic end to the Neptune’s RAF career. was speculation that they might have  own There was a  nal unusual twist to the RAF missions over Eastern Bloc territory. Neptune’s tale. After their return to the US, By mid-1953 Coastal Command’s order of some of the ex-RAF machines were eventually Battle consisted of eight Shackleton squadrons passed on to Argentina, where they provided (64 aircraft), four squadrons (20) sterling service for many years. During the and four of Neptunes (32), the latter tasked Falklands Con ict of 1982, these aircraft were with covering the North-Eastern and Eastern operated against their former masters.

RAF Lockheed Neptune squadrons

No 36 Squadron No 203 Squadron No 210 Squadron No 217 Squadron

AA38_p30-31.indd 30 31/05/2018 09:13 LOCKHEED NEPTUNE MR1 31

AA38_p30-31.indd 31 29/05/2018 12:05 32 FIGHTER

he rst swept-wing ghter for the CL-13. Six versions were produced, including such straight-winged types as the Gloster RAF was not the indigenous Hawker the Canadair Sabre 4, based on the F-86E. Meteor and the de Havilland Vampire while it THunter, but a speed merchant from This variant was originally intended to be waited for the swept-wing across the Atlantic, in the sleek shape of built in small numbers for the RCAF, but world and Hawker Hunter to reach production status. the Canadair CL-13, a variant of the North events conspired to change this. In the early Early in 1953 the RAF decided to acquire the American F-86 Sabre. 1950s the Western allies were shocked by the Canadair Sabre to ll in the gap and United The story of the RAF’s Sabres began in 1948 performance of the when the Canadian government decided to MiG-15s ghting in re-equip the RCAF with the F-86 and contracted Korea. At that time, RAF Canadair Sabre squadrons Canadair to produce them under license as the the RAF was still  ying No 3 Squadron No 67 Squadron No 130 Squadron No 4 Squadron No 71 Squadron No 147 Squadron No 20 Squadron No 92 Squadron No 234 Squadron No 26 Squadron No 93 Squadron No 66 Squadron No 112 Squadron

AA38_p32-33.indd 32 29/05/2018 12:05 CANADAIR SABRE 33

States MDAP funds helped to provide 430 but the aircraft made a lasting and positive Sabres. The Sabre 4 went into production impression on those who  ew and maintained Canadair Sabre and the rst deliveries to the RAF began in it. The aircraft was well liked by the RAF pilots, Type: Fighter December 1952 for use in Germany as Britain’s and was even preferred by some to the types Crew: 1 contribution to the NATO e ort. The RAF that replaced it. By June of 1956, all RAF Sabres Length: 37ft 6in (11.43m) designated its aircraft as Sabre F4s. based in Germany had been superseded by Wingspan: 37ft 1in (11.32m) Hawker Hunters. The ex-RAF Sabres were then Height: 14ft 9in (4.49m) In service transferred to other European air forces, notably Powerplant: 1 x Electric J47 The rst RAF squadron to take delivery of the Italy (180 aircraft) and Yugoslavia (121 aircraft). turbojet rated at Sabre was No 67, which became operational 5,200lb thrust on the type in May 1953. The majority served in Below: Although its RAF service was short-lived, Max speed: 650mph (1,046km/h) West Germany with NATO, with two squadrons RAF Sabre pilots enjoyed the big step up in Max T/O weight: 14,00lb (6,350kg) performance it gave them over their peers ying (Nos 66 and 92) being based in the UK as Armament: 6 x 0.5in machine guns, the Vampire, Venom and Meteor. Most Sabre payload of 2,000lb part of RAF Fighter Command. The period of F4s were deployed to Germany, this trio being bombs or 16 x 5in rockets RAF Sabre operations lasted only a few years, stationed at RAF Bruggen.

AA38_p32-33.indd 33 29/05/2018 12:05 34 FIGHTER Supermarine Swift

he aptly-named Swift heralded an attempt to squeeze a quart into a pint pot, exciting new era for the RAF, being with 30mm Aden guns, afterburning, power Supermarine Swift the rst of the ‘new’ generation of jet controls, adequate fuel and a respectable high T Type: Fighter ghters produced by the British aviation subsonic performance’. The rst production Crew: 1 industry. Sadly the trail-blazing Swift did not variant was powered by a single Rolls-Royce Length: 42ft 3in (12.88m) live up to the hype and its operational career Avon 109 engine and was designated Swift F1 Wingspan: 32ft 4in (9.85m) was relatively short-lived. of which 18 were eventually built. Testing Height: 13ft 2in (4.02m) Carrying the legendary Supermarine moniker, revealed some unusual handling qualities Powerplant: 1 x Rolls-Royce expectations for the Swift were understandably alongside a troublesome engine. E orts were Avon turbojet high, especially given its futuristic swept-wing made to address these problems in succeeding Max Speed: 713mph (1,148km/h) look. The aircraft that was to become the Swift versions. The F2 featured an additional pair Max T/O weight: 21,673lb (9,381kg) evolved from several prototypes based on of Aden guns bringing the total to four, but Armament: 2 x 30mm Aden cannon the . The nal variant this exacerbated the problems further with and provisions for of these, the Type 541, rst  ew in1951 and the weapons’ additional weight. To give the bombs and rockets to all intents and purposes constituted the engine more guts it was tted with a primitive pre-production Swift – an aircraft designed , producing the F3. This was never handling was still lacklustre at high altitudes. to replace the Meteor in the air defence role. adopted operationally but served to gain By 1957 the concept of using the Swift as a However, the development of both the Swift, experience with afterburner technology. ghter was falling out of favour, therefore the and indeed the Hunter, was protracted because The afterburner-equipped Swift F4 did enter aircraft’s nose was lengthened to accommodate of the considerable technical challenges; operational service with the RAF and featured cameras giving birth to the Swift FR5 tactical the Swift has been described as ‘literally an a number of improvements, but the aircraft’s .

RAF Supermarine Swift squadrons In service The rst production Swift F1 took to the air No 2 Squadron No 4 Squadron No 56 Squadron No 79 Squadron in 1953 and the aircraft entered service as a ghter with No 56 Squadron, RAF , in February 1954, thus becoming the RAF’s rst swept-wing aircraft of British design. Handling problems persisted as did the unreliability of its engines. Tragedy struck very early in the career of the Swift and following a number of accidents the type was grounded. The resulting afterburner equipped Swift F4 did enter operational service with the RAF and featured a number of improvements, but the aircraft was clearly inferior to its Hunter rival. The reputation of the Supermarine design was exonerated somewhat by the Swift FR5 tactical reconnaissance version, which proved extremely capable and equipped three squadrons in RAF Germany. The FR5 lled a vital function on the central European front during a critical period of the Cold War, but it was only ever intended to be a stop-gap pending the introduction of the Hunter FR10. When the latter became available, the Swift gave way and in 1961 departed Germany and front-line service. In total, 193 Swifts were produced.

Right: The Swift performed well in the tactical recce role in its FR5 guise, as featured here by WK303 of No 79 Squadron based at RAF Gutersloh. The longer nose of the FR5 also gave the aircraft better proportions.

AA38_p34-35.indd 34 31/05/2018 09:14 SUPERMARINE SWIFT 35

AA38_p34-35.indd 35 29/05/2018 12:06 36 FIGHTER Hawker Hunter

here is a well-worn maxim in aviation its sleek swept-back wings and that ‘If it looks right, it’ll fly right’. tail, the resulting Hunter F1 was TRarely can this be better applied than effectively designed around to the Hawker Hunter, arguably Sir Sydney the Rolls-Royce Avon, though Camm’s most beautiful design. But it was the not always that way. Early examples of the Sapphire was also used Hunter did not fly right at all and few would in the Hunter F2 as an have predicted that it would become one of ‘insurance’ against Avon problems. The Hunter the best-loved RAF fighters of all time. had a conventional all-metal airframe, which After World War 2, the RAF was excited by proved astonishingly rugged in service, and the prospects offered by swept-wing designs relatively simple to maintain and modify. and the new breed of axial-flow turbojet The first production Hunters had four 30mm engines. Coming out of ’s office Aden cannon in an easily removable pack. in Kingston, Hawker offered its new concept, This remained throughout the subsequent the P1067, and was awarded a contract for front-line marks, the aircraft’s firepower three prototypes. Built in the Hawker facility at being augmented by the extra underwing Langley, the trio reflected a split engine choice, hardpoints on the F6, FGA9 and equivalent with two having Rolls-Royce Avon power and export versions. The arrival of the Hunter in RAF the third the Armstrong Whitworth Sapphire. service was eagerly anticipated, but the Hunter The availability of new-generation axial-flow F1 was disappointing. Its range was woefully turbojets allowed the engine to be positioned short, and, worse still, the Avon engine would internally within what was a very slim often surge if the guns were fired. Even with monocoque fuselage. The first, serial WB188, measures taken to fix the problem, F1 pilots Above: The ‘big-engine’ Hunters, from the F6 was one of the Avon-powered examples and were forbidden from firing the guns above onwards, generated a famous whining noise as they flew past at high speed, known as the ‘blue made its on 20 July 1951 with test 25,000ft or 250kts. It was emphatically not a note’. This is believed to have been caused by pilot at the controls. So confident good start, but a much-improved mark was airflow over the gun ports. These F6s belonged to was it in the fighter that the RAF immediately already on the way. This was the Hunter F4, with No 65 Squadron that was based at RAF Duxford signed up for 114 production aircraft. With additional fuel tankage and, on later examples, from 1951-1961.

AA38_p36-38.indd 36 31/05/2018 09:17 HAWKER HUNTER 37

better versions of the Avon engine that su ered UK air defence roost. The Hunter’s front-line RAF less from surge. Although the Sapphire-engined career was far from  nished, however. Many F2s had never been a icted by the surge F6s were still operational with the service’s problem, that version too was superseded, overseas-based commands, and the advent of the F5 retaining the ‘alternative’ powerplant the ground attack FGA9, with rocket armament (being the last mark thus equipped), but also augmenting the cannon, helped give the type bene ting from greater fuel capacity. The need another new lease of life. Another successful for more power from the Avon was only truly derivative was the  ghter-reconnaissance addressed with the Hunter F6, the  rst ‘big- FR10, successor to Swifts and Meteors in this engine’ mark. It was the Avon 200 series that overseas-based role, which had three nose- gave the extra grunt, speci cally the 203 in the mounted cameras. case of the F6. For a while it looked as troubled as had the F1, for engine surge reared its ugly head once more, but this time a cure was found Hawker Hunter F6 in throttle and fuel system modi cations. At last, Type: Fighter here was a de nitive production Avon-powered Crew: 1 Hunter mark with something like the desired Length: 45ft 11in (14m) performance. Range and endurance were Wingspan: 33ft 8in (10.26m) further improved, too. The F6 prototype  ew on Height: 13ft 2in (4.01m) 22 January 1954, and it soon became the only Powerplant: 1 x Rolls-Royce Avon Hunter day  ghter mark on the strength of RAF 207 turbojet Fighter Command, though not for long. By mid- Max speed: 715mph (1,150km/h) 1963, the English Electric Lightning ruled the Max T/O weight: 17,750lb (8,050kg) Armament: 4 x 30mm Aden cannon, plus four underwing hardpoints able to carry up to 7,400lb of stores (bombs/rockets) and/or tankage

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38 FIGHTER

Top: The epitome of style. With its record- by no means all. With the arrival of the Hunter The 1960s saw RAF Hunters engaged in breaking exploits, stunning appearance and F4, the type began to achieve its potential, and numerous campaigns in defence of Britain’s spectacular aerobatic displays, the Hunter the marque supplanted numerous existing overseas interests. In the Middle East, tensions became an icon of its era. types, mainly Meteors and Hunter F1s with in the Aden Protectorate, then a British Above: Hawker Hunter XE655 in its converted UK-based Fighter Command units, Venoms and colony,  ared up several times after a coup in FGA9 guise and in the colours of No 8 Squadron, Sabres amongst the 2nd Allied Tactical Air Force neighbouring Yemen. Nos 8 and 43 Squadron circa 1965. squadrons in what became RAF Germany. Hunters stationed at Khormaksar  ew air The rst con ict in which the Hunter became defence missions to protect against incursions In service involved was the Suez Crisis of 1956. This by Yemeni aircraft into Aden’s airspace from The early Hunter F1s, as delivered to the Central was also unique in that it was the only time 1963 onwards, and from April-June 1964 took Fighter Establishment and Leuchars-based Sapphire-engined Hunters, in this case F5s, part in operations to secure the Radfan area No 43 Squadron in July 1954, were all but would go into action. Nos 1 and 34 Squadrons from rebel groups, FGA9s and FR10s  ying over useless to the RAF as ghters. Over a year had deployed 24 aircraft as part of Operation 640 missions. Communist insurgents also posed elapsed since the inaugural  ight of the rst ‘Musketeer’, and they  ew air defence, bomber a threat in the Far East. No 20 Squadron, based production-standard F1, during which time escort and ghter sweep sorties, though they at Tengah in Singapore deployed Hunter FGA9s some of the type’s glitches were ironed out, but did not claim any enemy aircraft. in response to Pathet Lao uprisings in Laos, an armed uprising in Brunei, regular troubles RAF Hawker Hunter squadrons in North Borneo and Indonesian paratroop landings near Labis in , the latter (in No 1 Squadron No 28 Squadron No 66 Squadron No 118 Squadron September 1964) involving armed strikes. No 2 Squadron No 34 Squadron No 67 Squadron No 130 Squadron Although front-line RAF Hunters e ectively No 3 Squadron No 41 Squadron No 71 Squadron No 208 Squadron became a thing of the past in 1970, a variety of No 4 Squadron No 43 Squadron No 74 Squadron No 222 Squadron di erent marks – F6s, FGA9s and T7s – soldiered No 8 Squadron No 45 Squadron No 79 Squadron No 234 Squadron on for years with No 4 Flying Training School, No 12 Squadron No 54 Squadron No 92 Squadron No 245 Squadron No 229 Operational Conversion Unit, and No 14 Squadron No 56 Squadron No 93 Squadron No 247 Squadron later the Tactical Weapons Units. The RAF’s No 19 Squadron No 58 Squadron No 98 Squadron No 257 Squadron nal Hunters were the various T7s used at No 20 Squadron No 63 Squadron No 111 Squadron No 263 Squadron for Buccaneer conversion training No 26 Squadron No 65 Squadron No 112 Squadron until that requirement ceased at the end of March 1994.

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VICKERS VALIANT 43

he rst of the famous V-bomber Three Valiant prototypes were ordered bomber, designed for the strategic nuclear role triumvirate, the Valiant was always and construction got under way, with  nal but perfectly capable of dropping conventional Tintended as the safe conventional assembly at Wisley. WB210, the  rst of the three, iron bombs if required. option. While it did not match the charisma took to the air on 18 May 1951, but given the Valiant production totalled 104 aircraft. Not of its more futuristic counterparts, it did high priority accorded to the programme, 25 all were pure bombers. The B(PR)1 was a photo have the distinction of being the only one of production Valiants had already been ordered reconnaissance variant, the BK1 introduced the the three to actually drop a nuclear bomb, in April 1951. option of mounting  ight refuelling gear in the though thankfully not in anger. Powered by four Rolls-Royce Avon turbojets bomb bay, while the B(PR)K1 was capable of all The Valiant actually owed its existence to buried in the wing root, the Valiant also had three roles – the true multi-role Valiant. the aircraft that would become the Vulcan provision for the  tting of a Super Sprite Rocket and Victor. Because it was felt that these under each inner wing to provide extra boost two machines might be too advanced and for take-o . The pressure cabin in the forward thus take too long in development, a more fuselage housed the  ve crew members, with conventional design of a four-jet bomber was two pilots in ejection seats considered desirable. A proposal to this e ect (Martin-Baker Mk 3A) but from Vickers was accepted and speci cation no such provision for the B9/48 for ‘a medium range bomber’ issued to three rear crew members. accommodate it. This aircraft was the Vickers The initial version, Type 660, which was later to become the Valiant. the Valiant B1, was a pure

Left: When it rst entered service in 1955, height and speed protected the Valiant from attack. A pressurised crew compartment contained the ve crew members. The two pilots sat on Martin-Baker Mk3A ejection seats. The three rear crew members were rearward-facing and, in time of emergency, had to bail out through a side entrance hatch.

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In service The Valiant was the aircraft on which RAF Bomber Command learned and perfected its new role of nuclear deterrence as the Medium Bomber Force (MBF) started its build-up. The first UK atomic bomb named Blue Danube was delivered to the RAF at the end of 1953, although the initial front-line Valiant unit, No 138 Squadron, did not form until 1 . The unit suffered its first Valiant loss six months later when B1 WP222 crashed shortly after take-off from RAF Wittering. None of the four crew members survived – an inauspicious start for the type. By the close of 1956, production of the Valiant had allowed the RAF to reach its planned strength of seven front-line squadrons. These were based at four ‘Class 1’ airfields, but dispersal plans would see the force spread across the UK in flights of two or four aircraft in times of political tension, thus increasing survivability. Valiant ‘firsts’ included the dropping of the first Blue Danube in Operation ‘Buffalo’ at Maralinga, South Australia on 11 October 1956. Operation ‘Musketeer’, the ill-fated British Suez campaign of October/ November 1956, saw the Valiant tasked as an iron bomber, and 24 aircraft undertook missions to drop 1,000lb bombs onto Egyptian airfields and defence installations until a halt was called to the British intervention. Increasing deliveries of the more advance Victor and Vulcan allowed the Valiant progressively to be assigned a tactical role under NATO control from the start of 1960. With the increasing effectiveness of Soviet air defences, Valiants started practising low-level target approaches from 1963, now using -retarded Mk 43 nuclear weapons. For the Valiants, a new coat of paint gave them grey-green camouflage more suited to the new role, replacing the ‘anti flash’ white scheme previously carried. Two further squadrons of Valiants (Nos 90 and 214) remained in service as flight refuelling tankers, while No 543 Squadron operated in a strategic reconnaissance role. The Valiant was intended to serve the RAF until the late 1960s, but events were to overtake this planning. The low-level environment took its toll on the Valiant’s structural integrity. B(PR)1 WP217 suffered a major in-flight wing failure on 6 August 1964. The crew landed safely, but examination of the fleet showed fatigue problems affecting both front and rear spars in other RAF examples. All Valiants were grounded late in 1964 before Bomber Command announced on 26 that the type was to be permanently withdrawn from service.

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Above: A Vickers Valiant roars into the skies, smoke trails streaming from its four Rolls-Royce Avons embedded in its wing-roots.

Left: Although it was the more conventional of the V-bombers, the Valiant still looked futuristic when it rst took to the air. Sadly, tragedy was to strike on 12 January 1952 when WB210 crashed in following a re in the wing. All the crew escaped save the co-pilot.

RAF Vickers Valiant squadrons

No 7 Squadron No 138 Squadron No 214 Squadron No 18 Squadron No 148 Squadron No 543 Squadron No 49 Squadron No 199 Squadron No 90 Squadron No 207 Squadron

Right: A period advert that appeared in The Aeroplane in September 1954.

Left: Cold War warriors. The Valiant could, for many years, claim to be the only V-Bomber to have dropped bombs in anger, four squadrons having taken part in Operation ‘Musketeer’, the Suez campaign, in 1956.

Right: As well as its bomber duties, the Valiant could also operate as a tanker with a  ight refuelling hose drum tted in its bomb bay.

Vickers Valiant B1 Type: Bomber Crew: 5 (pilot, co-pilot, two navigators [nav radar and nav plotter], air electronics operator) Length: 108ft 3in (32.99m) Wingspan: 114ft 4in (34.85m) Height: 32ft 2in (9.80m) Powerplant: 4 x Rolls-Royce Avon Ra28 turbojets rated at 10,000lb each Max speed: 567mph (912kph) Max T/O weight: 175,000lb (79,380kg) Armament: Bomb bay designed for a single atomic weapon codenamed ‘Blue Danube’. In the conventional role, could accommodate 21 x 1,000lb HE bombs

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Gloster Javelin

he last aircraft to bear the historic with Gloster chief test pilot Sqn Ldr W. A. ‘Bill’ West Germany in early 1956. There were still Gloster name, the Javelin was Waterton at the controls. It tended to buffet and enough difficulties with the type to force the Tsomething of a paradox. It looked flutter badly at high speeds, with the final result RAF to specify an unusual level of limits on the revolutionary and fast, but its construction that it shook off both elevators on 29 June 1952. manoeuvres that could be performed with was conventional and its performance Remarkably Waterton managed to get the it. Modifications, in particular to the wing, disappointing. It was also one of those rare machine back down on the ground, though continued during the aircraft’s production run. aircraft that looked both right and wrong at the aircraft was a write off. Things got even Gloster built 302 Javelins, while Armstrong the same time. worse with the second prototype, WD808, Whitworth built a further 133, giving a total of The aircraft that was to become the Gloster which was unfortunately lost on 11 June 1953, 435 aircraft. The first six marks of the Javelin can Javelin had its origins in response to a 1947 killing the pilot Peter Lawrence. The Javelin be regarded as the first generation. From the specification for a two-seat, had experienced a ‘deep ’; the wing acting FAW7 onwards, the Javelin was in its second- twin-engined , with a maximum like an airbrake had killed forward motion generation stage, with more powerful engines speed of 600mph at 40,000ft. The fighter was and at the same time stopped airflow over delivering 32% more power and air-to-air expected to have a high rate of climb and the elevators, leaving them useless. A stall guided , as always intended. The most to have an endurance of at least two hours. warning device was later developed and important marks were the FAW4 (50 aircraft, Armament would be four 30mm cannon. To implemented for the Javelin, but the problem first flown 19 September 1955), FAW5 (64) and meet these exacting requirements, Gloster was to haunt the design for its entire service life. the FAW7 (142). The latter variant was the first to opted for a rather unorthodox T-tailed delta- Nevertheless, a production order for the GA5 actually meet the specifications of the original wing design that eventually took shape as was placed in 1952, with the type to be formally Air Ministry requirement, and it was to become the Gloster GA5, designed by Richard Walker designated Javelin Fighter All Weather Mark 1 the definitive version of the aircraft. Most of and his team. Powered by the new Armstrong (FAW1). While many of the FAW1s were used for these were later modified to the final FAW9 Siddeley Sapphire turbojet, the first prototype test and trials, they were delivered in enough standard, being refitted with a revised wing and made its maiden flight on 26 November 1951 numbers to build up two RAF squadrons in upgraded engines.

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RAF Gloster Javelin squadrons

No 3 Squadron No 33 Squadron No 85 Squadron No 5 Squadron No 41 Squadron No 87 Squadron No 11 Squadron No 46 Squadron No 89 Squadron No 23 Squadron No 60 Squadron No 96 Squadron No 25 Squadron No 64 Squadron No 141 Squadron No 29 Squadron No 72 Squadron No 151 Squadron

Left: When the Javelin was built, technology was still very much in its infancy. Consequently, the prototypes were exploring uncharted territory and sadly this cost the life of test pilot Peter Lawrence. He was ying the second prototype, WD808 (pictured) on 11 June 1953 when the aircraft entered a deep stall and dropped from the sky.

Right: The Gloster Javelin could never be called a sleek delta, its thick wing and deep fuselage restricting the performance of the design. WT827 was the third prototype and the  rst to be  tted with operational equipment including radar and guns.

Below: The Javelin was well liked by its pilots who appreciated the amount of weaponry available to them, its stability (within the prescribed guidelines) and its roomy cockpit. However, the aircraft’s inherent aw of stalling when being own at high angles of attack was never truly solved and claimed a number of lives.

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Gloster Javelin FAW9 Type: All-weather ghter Crew: 2 (pilot and radar operator) Length: 56ft 9in (17.15m) Wingspan: 52ft 0in (15.85m) In service never going to have a sparkling performance, Height: 16ft 0in (4.88m) The Javelin entered service with the RAF in 1956 but it was e ective for the mission it was Powerplant: 2 x Armstrong Siddeley with No 46 Squadron based at RAF Odiham. de ned for. As long as its crews stayed within Sapphire 7Rs rated at It was a major advance on the Meteor night the boundaries of its limitations, it could put 10,000lb each ghter due to its much-improved radar, speed up a creditable ght against other RAF aircraft Max speed: 710mph (1,140km/h) and maximum altitude. Its introduction allowed of the era… with one notable exception. The Max T/O weight: 43,165lb (19,580kg) the service to expand its night- ghter activity English Electric Lightning was capable of  ying Armament: 4 x 30mm cannons and considerably and at its peak (in the years 1959 at more than double the Javelin’s top speed. up to 4 x de Havilland to 1962), 14 squadrons  ew the big twin-jet When Lightning struck, inevitably the Javelin’s Firestreak missiles ghter. With its thick wing, the Javelin was days were numbered.

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The Javelin never saw combat, though Above: Looking mean, Gloster FAW8 XJ125 toting The Lightning replaced the Javelin in the it was deployed during the Malaysian Firestreak missiles. This second-generation UK and Germany in short order and by 1964 Confrontation with from Javelin had become a far more effective fighting only four squadrons were still flying the type. machine, though the arrival of the Lightning September 1963 until August 1966. Javelins meant that its days were numbered. Most were gone by 1965, but the Javelin held of No 60 Squadron, later joined by No 64 on for a few years longer in the Far East. But Squadron operated out of RAF Tengah, that had been sent to intercept it. Javelins with the increasing success of the Lightning, Singapore flying combat patrols over the were also deployed to Zambia during the early the Javelin’s days even in hotter climes were jungles of Malaysia. It was here that it ‘scored’ stages of Rhodesia’s UDI (Unilateral Declaration numbered, and the last Javelin squadron its only air-to-air victory when an Indonesian of Independence), to protect Zambia from any (No 60) was disbanded at RAF Tengah on C-130 crashed while trying to avoid a Javelin action by the . Singapore, at the end of April 1968.

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Avro Vulcan

n Roman mythology, Vulcan is the god of also envisaged. The Vulcan had fire. In RAF mythology, Vulcan is the god no defensive weaponry, initially Iof bombers. In the early 1960s, when the relying upon high-speed high- Cold War was at its coldest, RAF Bomber altitude flight to evade interception. Command had at its disposal a V-bomber The Vulcan was the second of force of unprecedented capability. Few Britain’s V-Bomber designs and, would deny that the Avro Vulcan was the in fact, owed its divine name to most charismatic of the trio, but it was also one of its rivals. Once the Vickers regarded as the best. Demonstrating a design was christened the Valiant, fighter-like agility, more Vulcans were built it was decreed that Avro’s and Handley Page’s than Valiants or Victors, and the type served bombers should similarly be given names with the RAF until 1984. starting with ‘V’. The Type 698 became the Vulcan The origin of the Vulcan and the other – and the legend of the ‘V-Bombers’ was born. V-bombers is linked with early British Construction of the first prototype VX770 atomic weapon programme and nuclear was undertaken at Avro’s factories around deterrent policies. Specification B.35/46 was Manchester, the aircraft making its first flight issued in January 1947 to a number of British from Woodford on 30 August 1952 in the aircraft manufacturers and was unusually far- hands of R. J. ‘Roly’ Falk. Just three days later, higher-flying variant. reaching in its objectives and demanding in Falk displayed VX770 at the 1952 Farnborough With more powerful its requirements for a . Avro show, flying in formation with two Olympus engines (the 200 responded with its unique delta-winged Type deltas — smaller, single-seat research aircraft series offering an impressive 698, created by a team under the leadership built to test the validity of the delta-wing 16,000lb thrust), the Vulcan of Roy Chadwick. It featured four turbojets planform proposed for the Vulcan. The second B2 featured a larger wing of buried in the wing root with long slit air intakes. protoype, VX777, was far more representative 111ft span and with a yet more The thick wing also housed fuel tanks, main of the intended production configuration complex leading edge shape as undercarriage and retractable air brakes. The and featured the definitive Olympus Mk100 well as trailing-edge sweep. The five crew members were accommodated in engines. Up to this point, the Vulcan featured a variant also had an increased gross the pressurised cockpit section, with the pilots ‘pure’ delta wing with a straight leading edge. weight and provision for Electronic sitting on Martin-Baker ejection seats and the This, though, proved to give some undesirable Countermeasures (ECM) equipment. other three facing rearwards at their consoles handling characteristics and a revised The incorporation of ECM involved other and having to make their (less ‘cranked’ leading edge was retrofitted to the changes to the airframe, with the pointed rapid) exit in case of emergency. The bomb first production B1 XA889 in early 1956 and tail cone of the B1 now recontoured to a new bay was designed to carry a ‘special’ (nuclear) incorporated on later production aircraft. bulged shape. The B2 was the major production weapon weighing 10,000lb, although a Even as the Vulcan B1s continued to roll off variant of the Vulcan, with 89 examples conventional bomb load of twice this figure was the line, Avro was looking to a more powerful, (including one test airframe) being produced.

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Avro Vulcan B2 Type: Bomber Crew: 5 Length: 99ft 11in (30.45m) Left: One of the most charismatic shapes in Wingspan: 111ft (33.83m) aviation. The Vulcan had a reputation for Height: 27ft 1in (8.26m) handling like a ghter, an impression heightened Powerplant: 4 x by the provision of a stick for the pilot rather than the more conventional yoke. Olympus turbojets, either Mk201 rated at winged Victor. The most intense period of 17,000lb each or Mk301 with 20,000lb operations was from 1962-69 when, to meet Max speed: Mach 0.96 (645mph) the growing Soviet military threat, a substantial Max T/O weight: 204,000lb (92,533kg) proportion of the RAF’s V-Bombers were held at Armament: Bomb bay could a 15-minute readiness. While initially involving accommodate a Valiants, Vulcans and Victors, the former were single free-fall nuclear withdrawn late in 1964 as the result of fatigue weapon, a single semi- cracks. As a result, Vulcans took on an increasing recessed proportion of the UK’s nuclear Quick Reaction stand-o weapon or Alert (QRA) role. From 1963 the Vulcans were up to 21 1,000lb high- retasked in a low-level role, this the result of explosive bombs ever-improving Soviet air defences and the In service cancellation of Skybolt, which would have During the , the Vulcan was In May 1956, the Vulcan given a decent stand-o range and increased deployed against Argentinian forces which B1 was issued to the survivability. The Vulcan squadrons had to learn had occupied the . This con ict RAF’s Vulcan Operational new tactics and started  ying sorties at 1,000 was the only occasion in which any of the Conversion Unit, 230 OCU, or even 500ft above ground level. The Vulcans V-bombers would participate in conventional at Waddington which was were  tted with radar warning equipment and warfare. The missions performed by the Vulcan well into its stride converting improved ECM, while a more visible di erence became known as the ’Black Buck’ raids. These aircrew to the type by early 1957. was their repainting in a grey/green disruptive attacks had a relatively small e ect militarily, Two front-line Vulcan B1 squadrons pattern on the upper surfaces. This task came to but the deterrent e ect was much more were initially formed; No 83 at Waddington an end on 30 June 1969, when the UK’s nuclear signi cant. Britain had an aircraft that could and No 101 at . Vulcans served with deterrent role passed to the Royal and its reach the Falklands, drop weapons and in ict nine squadrons and operated from  ve main Polaris . damage; nothing based there was immune bases in the UK – Coningsby, Cottesmore, The V-Force was slowly reduced from 1969 from attack. Once again, the presence of the Finningley, Scampton and Waddington. The and in the mid-1970s nine Vulcans were Vulcan had played a decisive factor. Vulcan became the backbone of RAF Bomber adapted for maritime radar reconnaissance In its  nal years of service six were converted Command and yet, unlike the Valiant, it never operations, redesignated as B2 (MRR). The to the K2 tanker con guration for aerial dropped a nuclear weapon and it was outlasted Vulcan’s only combat missions took place refuelling, but the Vulcan’s days were numbered in RAF service by Handley Page’s crescent- towards the end of the type’s service in 1982. and the type was  nally retired in 1984.

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Above: A rare colour image of the Avro Vulcan prototype, VX770, showing off its pure delta planform. While exploring the high speed and high altitude flight envelope, mild buffeting and other undesirable flight characteristics were experienced while approaching the speed of sound. The solution included the ‘phase 2’ wing, featuring a kinked and drooped leading edge and vortex generators on the upper surface.

Left: In May 1956 the Vulcan B1 was issued to the RAF’s Vulcan Operational Conversion Unit, 230 OCU, at Waddington. Early production aircraft were delivered in an overall silver finish.

Top right: White wonder. Vulcan B2 XL321 of No 617 Squadron carrying the Blue Steel rocket- powered stand-off weapon. The Vulcan’s great advantage over the was its adaptability. Its good ground clearance made it more suitable for the installation of the Blue Steel rocket-powered stand-off weapon, also produced by Avro and introduced to some of the squadrons from late 1962.

Right: In keeping with its god-like status, the Vulcan was fitted with Rolls-Royce Olympus engines, the same powerplant later used on another famous delta, .

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Vulcan B2 XM574 of No 617 Squadron on detachment to Luqa, Malta, in 1977. Because of its QRA commitment, the Vulcan was tted with a system that allowed all four engines to be started at the same time.

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RAF Avro Vulcan squadrons

No 9 Squadron No 35 Squadron No 83 Squadron No 12 Squadron No 44 Squadron No 101 Squadron No 27 Squadron No 50 Squadron No 617 Squadron

Above left: Vulcan B2 XM607 captained by Flt Lt Martin Withers attacked Port Stanley air eld from in ‘Black Buck 1’ on 30 April-1 May 1982. Making a low-level approach over the sea to avoid detection by radar, the Vulcan ‘popped up’ just before its target of Port Stanley Airport, releasing 21 1,000 high explosive bombs across the .

Left: Vulcan B2 XL444 of No 617 Squadron wearing the matt camou age upper surfaces and light grey undersides introduced in 1972.

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Handley Page Victor

he last of the V-bombers looked like on the tail planes, and a prominent Above: Victor B2 XH674 carrying out trials with it belonged on the pages of a science chin bulge that contained the targeting radar, the big Blue Steel stand-off nuclear . fiction comic rather than on an RAF cockpit, nose unit and an auxiliary While assigned to the nuclear delivery role, the T Victor was finished in an all-over anti-flash white airfield. The Handley Page Victor was the bomb aimer’s position. The four turbojet (later colour scheme, designed to protect it against most technically advanced of the V-bombers ) engines were buried in the thick wing the damaging effects of a nuclear detonation by and the one with the highest performance. It roots. Like the other V-bombers, the Victor had reflecting heat away from the aircraft. was like no other aircraft before or since. a crew of five. The Victor was produced to the same First flight of the prototype WB771 was were primarily tasked with delivering a free-fall specification as the Valiant and Vulcan and on Christmas Eve 1952, with Sqn Ldr Hedley nuclear weapon, although up to 35 1,000lb iron took yet another radical approach to achieve Hazelden at the controls. Flight testing continued bombs could alternatively be carried internally. the required performance. Handley Page at Boscombe Down, but WB771 was tragically Plans were drawn up in the late 1950s to developed a crescent-shaped , the destroyed in a crash at on 14 July 1954 produce a higher-flying, larger Victor as the sweep and decreasing in three distinct after the tailplane broke up at low level. B2, in the belief that the aircraft could remain steps from the root to the tip, to ensure a high Production Victor B1s were powered by the invulnerable to Soviet defences for a few cruise speed. Other distinguishing features Armstrong Siddeley Sapphire ASSa7 turbojets more years. The B2 was powered by Rolls- were its highly swept T-tail with considerable and 50 were ordered for the RAF. Early Victors Royce Conway bypass engines () of

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17,000lb (later 20,000lb) thrust rather than the serve with Nos 100 and 139 Squadrons of until late 1993. As such it played a significant Armstrong Siddeley Sapphires of the B1. Thirty the Wittering Wing from early 1962. With the role in the Falklands Conflict, providing four B2s were built. advent of Blue Steel, 21 B2s were returned refuelling support to its V-bomber compatriot, to Handley Page for a quite comprehensive the Vulcan. Each Vulcan ‘Black Buck’ mission In service conversion to carry the new weapon. The new required the support of 12 Victor K2 tankers The Victor became operational with No 10 aircraft, designated B2(R) (for retro fit) or simply of Nos 55 and 57 Squadrons on the outbound Squadron at RAF Cottesmore in April 1958, B2 (Blue Steel) were most easily recognised by leg, and a further two Victors and a Nimrod on with a second squadron, No 15, forming the over-wing fairings or ‘Kűchemann carrots’ the return leg. Finally, following the invasion of before the end of the year. The Victor bomber – shock bodies that also provided space for by neighbouring in 1991, a total of force continued to build up, with No 57 dispensers. Nine other B2s were converted eight Victor K2s were deployed to to Squadron forming in March 1959 and No 55 to the specialist strategic reconnaissance role provide in-flight refuelling support to RAF and in October 1960. At its height, the Victor was under the designation B(SR)2 and served with other coalition aircraft during the subsequent simultaneously operating with six squadrons of No 543 Squadron at Wyton until 1975. Victors . RAF Bomber Command. also provided two generations of RAF flight The Victor was the last of the V-bombers to The improved Victor B2 started to be refuelling tankers, as redundant B1s and then be retired, the final aircraft being removed from delivered in 1961 and the type went on to B2s were converted to the tanker role, serving service on 15 October 1993.

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60 BOMBER

Left: Looking like something straight out of the pages of a ‘Boy’s Own’ science ction comic, the Victor was very much a product of the 1950s. The prototype made its maiden  ight on Christmas Eve 1952 from Boscombe Down. The aircraft was tragically lost in July 1954 following structural failure of its tail.

Right: It does not get much better than this. Two icons from another age come together as Lightning XR728 takes on fuel from Victor XL512 in the late 1980s.

Handley Page Victor B2(R) Type: Bomber Crew: 5 Length: 114ft 11in (35m) Wingspan: 120ft (36.6m) Height: 28ft 1in (8.6m) Powerplant: 4 x Rolls-Royce Conway 17 rated at 20,000lb Max speed: 645mph (1,040km/h) Max T/O weight: 223,000lb (101,150kg) RAF Handley Page Victor squadrons Armament: 35 1,000lb HE bombs, one Yellow Sun nuclear No 10 Squadron No 55 Squadron No 100 Squadron No 214 Squadron weapon, one Blue Steel No 15 Squadron No 57 Squadron No 139 Squadron No 543 Squadron stand-o missile

Handley Page Victor K2

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English Electric Lightning

he English Electric Lightning occupies P1 was powered by two Armstrong Siddeley Above: It looks like a Lightning, but not quite. The a unique place in aviation history. Sapphire turbojets and had an oval air intake English Electric P1 prototype featured an oval TIt was the first, and indeed the only, in the nose and a cockpit canopy nearly flush nose intake. British production supersonic fighter. When with the top line of the fuselage. The aircraft 1958 and a production order placed for the it first entered service in the summer of did, though, demonstrate its potential by initial single-seat version as the Lightning F1. 1960, it provided RAF fighter pilots with going supersonic in level flight on its third test While the Lightning’s total production run the greatest increase in performance ever flight (11 August 1954) in the hands of English of just 339 is comparatively small, there was offered. Transitioning from the subsonic Electric’s Roland Beamont, a test pilot whose no shortage of variants or mark numbers! Hawker Hunter, they were suddenly able name will forever be linked with the Lightning. Following on from the F1A was the F2, a further to sample the joys of flying at speeds The second prototype, serial WG763, was development of the F1 featuring a fully variable approaching Mach 2. more representative of the type as a fighter. afterburner fitted to its Avon 210 engines. The Two prototypes of the English Electric P1 The developed version for RAF service would F3 represented a more significant step forward, were ordered to government specification become the P1B which had a number of this mark introducing an improved Airpass F23/49 on 1 April 1950, the first of them changes, the most visible being a raised cockpit radar and a pair of missiles, these (WG760) making its first flight at Boscombe faired into a long dorsal spine. The Sapphire together allowing for the first time head-on Down on 4 August 1954. While recognisable turbojets were replaced by two Rolls-Royce (rather than tailchase) missile engagements. in planform as having the same 60-degree Avons, which offered almost twice the thrust This mark had uprated Avon 300 series engines, swept wing as the eventual Lightning, the (giving the aircraft a near 1:1 thrust-to-weight while an external difference was to be seen ratio). A radar in the form of ’s AI 23 in the square-topped fin of increased area. Left: RAF pilots loved the Lightning despite its Airpass was fitted in a fixed shock cone in the Surprisingly, the F3 did away completely shortcomings – range, endurance, armament – and its demanding flying characteristics. The intake duct in the forward fuselage, while short with guns, having just two air-to-air missiles pilot sat on a Martin Baker Mk4 pylons on the lower fuselage were to mount (Firestreak or Red Top) as armament. This was and behind a Perspex canopy with armoured two infra-red guided Blue Jay (later to be known soon recognised as a mistake. In fact, the F3 glass windscreen. A conventional ‘fighter type’ as Firestreak) air-to-air missiles. Such was the was to be an interim mark pending deliveries control column was provided, with stick-top need for a supersonic fighter for the RAF that of the final – at least in RAF terms – Lightning firing trigger and camera switch. The retirement of the Lightning was met with much sadness, this the P1B programme was given high priority. variant. The F6 finally addressed the problem Lightning F6 flying one of the last sorties with The new aircraft was officially named Lightning of restricted fuel tankage by the fitment of a No 11 Squadron. at a ceremony at Farnborough on 23 October large 600-gallon ventral tank, while a cambered

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Above: No 29 Squadron Lightning F3s basking in the sunshine at RAF Akrotiri, Cyprus, in 1967. Lightning F1A No 29’s time with the Lightnings lasted little more than seven years, the shortest of any operational Type: Fighter squadron, before it was re-equipped with Crew: 1 Phantom FGR2s at RAF Coningsby. Length: 55ft 3in (16.84m) Wingspan: 34ft 10in (10.62m) Left: The breathtaking sight of nine Lightnings Height: 19ft 7in (5.97m) in diamond formation. Before the days of the , RAF Fighter Command would each Powerplant: 2 x Rolls-Royce Avon year designate a ghter squadron as its o cial 210 turbojets rated aerobatic team for the season. The Tigers of at 11,090lb each max No 74 Squadron (Lightning F1) provided the dry thrust (14,140lb in team for 1962. afterburner) Max speed: Mach 1.7 wing with reduced sweep on the outer panels Max T/O weight: 39,000lb (17,690kg) Armament: 2 x 30mm Aden gave improved low-speed handling and cannon, each with manoeuvrability at little cost to performance at 130 rounds, in upper higher speeds. This ‘ultimate’ Lightning variant forward fuselage plus also tted an arrestor hook for emergency use two DH Firestreak (at air elds where a RHAG cable was installed) infra-red guided and provision for two 260-gallon jettisonable missiles on pylons on overwing fuel tanks. No guns were tted lower forward fuselage when built, but a subsequent ‘armament improvement programme’ modi ed the ventral highly capable against both subsonic and tank to t two 30mm Aden cannon with only a supersonic target aircraft operating at heights minor penalty in fuel capacity. up to 60,000ft, although e cient use of Ground Controlled Interception (GCI) was necessary to In service ensure a successful attack. The two squadrons The Lightning rst entered service with No 74 – Nos 19 and 92 – that received the Lightning Squadron at RAF Coltishall in the summer of F2 moved out to Germany in 1965 to provide 1960. This squadron – and Nos 56 and 111 air defence right on the East German border. Squadrons which followed with the Lightning The Lightning’s quick reaction time made it an F1A at Wattisham – was allocated to RAF Fighter ideal choice for this task, Lightning F2s (and Command in the defence of the UK. Given later F2As) providing aircraft for the ‘24/7’ Battle its limited endurance and limited armament, Flight for almost 12 years. the Lightning, at least in its F1/F1A form, was The advent of the  ight refuelling probe on essentially a point defence aircraft. It proved the Lightning F1A and subsequent marks made

AA38_p63-67.indd 65 31/05/2018 09:22 Above: ‘Bear’ intercept by a No 23 Squadron F6 operating out of RAF Leuchars. The Lightning’s limited endurance made it very dependent on the support of RAF  ight refuelling tankers, especially for the long sorties when vectored to intercept Soviet bombers. The ‘Bear’ aircrew were also well aware of the Lightning’s thirst for fuel and would point to their wristwatch when they thought the Lightning pilot needed to break o to refuel.

RAF English Electric Lightning squadrons

No 5 Squadron No 23 Squadron No 65 Squadron No 111 Squadron No 11 Squadron No 29 Squadron No 74 Squadron No 145 Squadron No 19 Squadron No 56 Squadron No 92 Squadron

possible longer-range deployments with the All good things come to an end, and the support of the RAF tanker force. Two squadrons availability of F-4K Phantom IIs from a curtailed of Lightnings came to be permanently stationed order allowed a start to be made further a eld. No 56 Squadron, then  ying the F3, from 1969 on the re-equipment of RAF ghter moved to RAF Akrotiri, Cyprus in April 1967 and squadrons with this new twin-engined, two- saw a period of intense activity in 1974 during seat, heavily-armed, long-endurance ghter. the Turkish invasion of Cyprus. Meanwhile, No 74 Over the next few years, most of the Lightning Squadron with its Lightning F6s swapped home squadrons re-equipped, leaving just Nos 5 bases from Leuchars to Tengah, Singapore in and 11 Squadrons at Binbrook. These two June 1967. The arrival of the Lightning made a squadrons soldiered on with the Lightning until major contribution to the RAF’s capability in the 1988, latterly  ying a mix of F3s, F6s and T5s, area as the only air defence unit component of until nal replacement by the Tornado F3. what was then Far East Air Force. The Lightning never red its guns – nor launched its missiles – in anger during its time Below: A Lightning of No 5 Squadron blasts o in typically exuberant fashion. The Lightning could in service with the RAF. That said, the type reach 36,000ft in less than three minutes from surely had a huge deterrent e ect during the brakes o . Cold War.

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Left: Lightning F6 XS898 of No 11 Squadron, one of the last units to y the type.

Below left: Lightning livery in its heyday. In 1965 No 56 Squadron adorned its aircraft with a red and white chequerboard décor as illustrated by Lightning F3 XP746.

Below: The Lightning was big in performance but low on endurance. When the Lightning pilot’s continual request for ‘more fuel’ was  nally addressed in the F6, the new drop tanks had to be  tted above (rather than below) the wings because of the space taken under-wing by the retracting undercarriage.

AA38_p63-67.indd 67 31/05/2018 09:47 68 FIGHTER McDonnell Douglas Phantom

or 24 years the British skies echoed to been cancelled. As in the past, the answer lay F-4M (for the ) were ordered the sound of RAF Phantoms, a brute across the Atlantic and orders were placed for in September 1964. In an attempt to produce Fof an aircraft that quickly endeared the F-111K, intended for a Phantom with a high percentage of British itself to all those that flew it. The Phantom the long-range interdiction roles carried out content, the proven J79 engines were replaced was equally at home flying low-level over by the Canberra, and the McDonnell Douglas by afterburning Rolls-Royce Spey turbofans. Germany or patrolling the in Phantom, which would be used in the close Their incorporation necessitated various design search of ‘Bears’. air support role undertaken by the Hunter. The changes including revised intakes to cater In the early 1960s, the RAF reached a F-111K was cancelled within a year of being for the greater mass flow and a redesigned crossroads. It needed to replace both the ordered, but the order for 150 Phantoms went rear fuselage. This was not an example of Canberra and Hunter in the long-range strike, ahead, including a purchase for the Royal Navy. military procurement at its best; performance and reconnaissance roles, but Something of an aberration in the F-4 overall was not improved and escalating costs both the TSR-2 and P.1154 programmes had lineage, the F-4K (for the Royal Navy) and the translated to decreasing numbers of aircraft. In

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the event, the F-4K served (as the Phantom FG1) further four squadrons were formed under RAF the first unit to operate this version in the air with just one Royal Navy front-line squadron Germany in 1970 and 1971, all at RAF Brüggen, defence role. Gradually Phantoms replaced the and later with the RAF. The F-4M, which became of which Nos 14, 17 and 31 Squadrons were Lightning and subsequently served as the RAF’s the Phantom FGR2 in RAF service, was more assigned a tactical nuclear strike role under primary interceptor for over a decade until numerous and equipped squadrons in the UK, SACEUR, using weapons supplied by the US. the introduction into service of the Panavia the Falkland Islands and with RAF Germany in Meanwhile, 20 surplus Royal Navy Phantoms Tornado F3 in 1987. both ground attack and air defence roles. Some were diverted to the RAF to serve in the air After the Falklands War, the UK government 170 Spey-powered Phantoms were built in total defence role with No 43 Squadron operating as began upgrading the defences of the Falkland and the last was not retired until 1992. part of the UK’s northern QRA zone alongside Islands to guard against any further aggression the Lightnings at RAF Leuchars. from Argentina. One of the measures taken was In service The conversion of the RAF’s FGR2 squadrons to The Phantom entered operational service with operate the Jaguar, combined with its use of the Below: There was not a lot of finesse about the the RAF in May 1969, when No 6 Squadron was , meant that it was possible Phantom. It looked strong and powerful and it formed at RAF Coningsby in the tactical strike to begin transferring Phantoms to operate was. The Spey Phantom (as the version for British forces was known) had sparkling performance role. No 54 Squadron was formed in September purely as interceptors in the air defence role. In at low level, but this tailed off dramatically the same year, followed by No 41 Squadron October 1974, No 111 Squadron converted from at altitude – the inescapable result of using a in 1972 as a tactical reconnaissance unit. A the Lightning to the Phantom FGR2, becoming turbofan rather than a pure turbojet engine.

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the deployment of Phantoms to the islands, were generally referred to as the F-4J(UK). These with No 23 Squadron forming at RAF Stanley aircraft were operated by No 74 Squadron from in October 1983. To make up for the loss of 1984 until 1991, when they were replaced by an entire squadron from the UK Air Defence FGR2 Phantoms that had been released by Region, the RAF procured 15 second-hand F-4J other squadrons following their conversion to Phantoms that had previously been used by the Tornado. the US Navy. Although the new Phantoms were The end of the Cold War led to a rapid assigned a British designation as the F3, they withdrawal of Phantom units, but just prior

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Phantom F-4M Type: Fighter Crew: 2 Length: 57ft 7in (17.55m) Wingspan: 38ft 5in (11.7m) Height: 16ft 1in (4.9m) Powerplant: 2 x Rolls-Royce Spey 202 turbofans rated at 12,140lb each max dry thrust (20,500lb in afterburner) Max speed: Limited to Mach 1.9 Max T/O weight: 56,000lb (25,402kg) Armament: Air defence: 4 x AIM-7 Sparrow or Sky ash, plus 4 x AIM-9 Sidewinders. 1 x 20mm Vulcan Gatling gun. Strike: Up to 180 SNEB unguided rockets or 11 x 1,000lb free fall bombs or

Top left: RAF pilots enjoyed ying the Phantom, revelling in its strength, reliability and RAF McDonnell Douglas Phantom squadrons performance. The latter is demonstrated here as an RAF Phantom makes a fast ypast No 2 Squadron No 19 Squadron No 41 Squadron No 92 Squadron creating a dramatic ash of condensation o its No 6 Squadron No 23 Squadron No 54 Squadron No 111 Squadron upper wing. No 14 Squadron No 29 Squadron No 56 Squadron No 17 Squadron No 31 Squadron No 74 Squadron Above: Possibly the best-known RAF Phantom is FG1 XV582 ‘Black Mike’ of No 111 Squadron, made famous for its record-breaking 590- mile run from John O’Groats to Land’s End in just 47min 44sec, at an average speed of over 757mph. It was also the recipient of a spectacular black colour scheme to celebrate both the 30th anniversary of Treble-One’s ‘Black Arrows’ and mark the  nal years of FG1 service.

to retirement, it was recalled operationally as a result of Operation ‘Granby’, the UK’s participation in the  rst Gulf War, when a total of six aircraft from Nos 19 and 92 Squadrons were forward deployed to provide air defence cover at RAF Akrotiri. This was to be a short reprieve and shortly thereafter the bulk of the RAF’s FGR2 eet was scrapped.

Left: Joint service co-operation. A Phantom FG1 of No 43 Squadron approaching a USAF KC-135 tanker in 1980 for a top up.

Right: A pair of Phantoms of No 1435 Flight on patrol over the Falkland Islands. The Phantoms were eventually replaced in July 1992 by four Panavia Tornado F3s.

Overleaf: Phantom Tigers. No 56 Squadron FGR2s in an impressive ‘last hurrah’ before the type was retired in 1992.

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AA38_p68-73.indd 73 29/05/2018 12:21 74 V/STOL STRIKE

hen the Hawker Siddeley Harrier first appeared in the 1960s it Wcaused a sensation. It was the first operational vertical/short take-off and landing (V/STOL) aircraft that promised to combine the unique take-off and landing ability of the with the conventional performance of a jet fighter. What’s more, this game-changer was British. What made possible a comparatively simple V/STOL combat aircraft was the invention of a new type of powerplant by the Bristol Aeroplane Company’s Engine Division that incorporated a single axial-flow fan, mounted co-axial with the engine, and exhausting through a rotatable nozzle on either side of the fan casing. The thrust from this new engine could be turned through more than 90°, rotating about a point very close to the engine’s centre of gravity. The aircraft that emerged was the Hawker P1127, a self-funded collaborative effort between at Kingston and the Bristol Engine Company. powered by the 21,500lb st Pegasus 11 or Above: The Hawker P1127 demonstrating its By March 1958, the design of the P1127 was Mk103. The GR3 was distinguished externally hovering ability. The next step in the evolution broadly similar to what can be regarded as from the GR1/1A by its ‘thimble’ nose housing was the Kestrel evaluation aircraft before an order was placed for 60 production aircraft, the classic Harrier layout. History was made a Ferranti Laser Ranger and Marked-Target designated as Harrier GR1, in 1967. with the first tethered hover of the prototype Seeker (LRMTS). (serial XP831), which took place at Right: The Harrier’s unique ability to operate with on 21 October 1960. Six P1127s were built, the In service minimal ground facilities and very short runways final development aircraft (XP984) serving as a No 1(F) Squadron was the world’s first allowed it to be used at locations unavailable to other fixed-wing aircraft. trials installation for the nine Kestrel evaluation operational V/STOL combat unit when it formed aircraft (XS688-696) that followed. The Kestrel at RAF Wittering on 1 October 1969. The second Argentine forces invaded the Falklands on had a new swept wing, a drooped tailplane and was No 4 Squadron in March 1970, moving to 2 April 1982, Royal Navy Sea Harriers had not a 9in extension to the rear fuselage. RAF Wildenrath, West Germany three months long entered service, the RAF’s Harrier GR3 was The first Kestrel made its maiden flight on later. The Harrier’s primary role in RAF service only cleared to fire its 30mm Aden cannon, 7 March 1964, and the last took to the air on was to be attacking the enemy’s second- drop 1,000lb (454kg) bombs and BL-755 cluster 5 March 1965. A Tripartite Squadron, funded echelon armoured units in the face of relatively weapons. It did not have clearance for the new by Britain, Germany and the USA, undertook advanced air defences. It would therefore third-generation AIM-9L Sidewinder (which evaluation of the Kestrels at RAF operate at high subsonic speed and mainly at had been supplied in haste by the US), laser- from 1 May to 30 November 1965. The Kestrel low level. The flexibility of the Harrier led to a guided bombs, or Shrike anti-radiation missiles. trials gave an encouraging early assessment long-term heavy deployment in West Germany Nevertheless, in order to provide more air of the practicality of V/STOL combat aircraft. as a conventional deterrent and potential power to aid British efforts in the theatre, No 1 Continuing the progress, the designation strike weapon against Soviet aggression; Squadron flew 14 Harrier GR3s non-stop, some P1127(RAF) was introduced to indicate a new from camouflaged rough bases the Harrier 4,000 miles, from the UK to Ascension Island in line of development from the Kestrel. The new was expected to launch attacks on advancing the South Atlantic. aircraft was powered by the now legendary armour columns from the East. Harriers were The Task Force had 28 Royal Navy Sea Harriers Pegasus engine, and was called Harrier. also deployed to bases in and . and 14 RAF Harrier GR3s, together with 175 The Harrier itself was being progressively The Harrier’s unique capabilities were necessary . The Sea Harriers generally operated improved, and in 1971 the Pegasus 10 engine in the Belize deployment, as it was the only in the air combat role, while the GR3s focussed became standard for the upgraded GR1A, RAF combat aircraft capable of safely operating on ground attack. They operated from RN aircraft together with various engineering changes. from the airport’s short runway. carriers, which remained a considerable distance With a noticeable change in its appearance, The name of the Harrier was written into offshore to stay out of range of Argentine aircraft the Harrier GR3 that appeared in 1976 was history during the Falklands conflict. When armed with anti-shipping missiles. This

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meant that the Harriers were not immediately available to support ground troops and could only spend a limited time over the islands. As soon as the British Invasion Force at San Carlos had moved inland, a Forward Operating Base (FOB) was built by the . The RAF’s Harrier GR3s played an invaluable role in taking over much of the highly dangerous ground/surface attack mission and made 125 operational sorties. The rst generation of Harriers did not see further combat with the RAF after the Falklands War, although they continued to serve for years afterwards.

RAF Hawker Siddeley Harrier squadrons

No 1 Squadron No 3 Squadron No 4 Squadron No 20 Squadron

Harrier GR3 Type: Fighter Crew: 1 Length: 46ft 10in (14.29m) Wingspan: 25ft 3in (7.69m) Height: 11ft 11in (3.62m) Powerplant: Rolls-Royce Pegasus 11 Mk103 vectored-thrust turbofan Max speed: 740mph (1,190km/h) Max T/O weight: 25,200lb (11,428kg) Armament: 2 x detachable 30mm cannon; bombs and rockets

Above: A No 1 Squadron GR1 demonstrating its versatility during carrier trials from HMS Eagle in 1970 to evaluate the viability of Harrier operations at sea.

Left: A trio of Harrier GR3s from 1417 Flight, which was deployed to Belize from April 1980 to July 1993. The Harrier had a long association with the nation having rst been deployed there in 1975 to counter the threat of invasion posed from neighbouring Guatemala. At the time, Belize was part of the British Commonwealth.

Right: A No 1 Squadron Harrier GR3 takes o from the air eld at Port Stanley during the Falklands War. Destroyed Argentinian Air Force Pucaras provide a dramatic backdrop. The RAF’s Harriers had their baptism of re during the Falklands War of 1982, ghting alongside the Royal Navy’s Sea Harrier. Although the GR3 was a dedicated ground attack aircraft, it was hastily tted with air-to-air missiles to give it a dog ghting capability. Three Harrier GR3s were lost during the ghting, one shot down by shoulder- red missile in Port Howard on 21 May, another hit by anti-aircraft re on 27 May over Goose Green and the last hit by ground re near Port Stanley on 30 May.

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imrod, the ‘mighty hunter’. When existing Rolls-Royce Avon engines with new, additional airframes were ordered under the Britain urgently needed to replace its less-thirsty Spey turbofan engines, a very designation Nimrod R1, with the first being Nageing fleet of maritime attack/patrol acceptable endurance could be achieved. To delivered to No 51 Squadron at RAF Wyton in aircraft, it spurned proven designs from the keep costs down, much of the mission July 1971. US and chose to go it alone. It turned to the would be similar to that already used in the Starting in 1975, 35 aircraft were upgraded sleek Comet airliner and beefed it up into a Shackleton. The Nimrod was born. Two unsold to MR2 standard, being re-delivered from muscular submarine killer. Comet 4C airframes were duly converted to act August 1979. The upgrade included extensive In the face of the Soviet threat to the West’s as prototypes. The first to fly, XV148, took the role modernisation of the aircraft’s electronic suite, vital sea lanes during the Cold War, long-range of aerodynamic test vehicle. It was fitted with including the replacement of the obsolete ASV maritime patrol aircraft were a high priority for an early version of the fuselage fairing and also Mk 21 radar with the new EMI Searchwater NATO. Britain desperately needed to replace served to flight test the Spey engine installation. radar and new pods on the wingtips housing the Avro Shackleton and in July 1963, Hawker The second prototype, XV147, assumed the role electronic support measures. Siddeley (formerly Avro) came up with the of avionics testbed. The RAF ordered a total The Nimrod featured a sizeable bomb bay idea of mating the proven Comet airframe of 46 and on 28 June 1968, the first new-build in which it could house armaments such as with an under-fuselage pannier, giving it a production Nimrod MR1 took to the air. torpedoes, missiles, mines, bombs, and nuclear distinctive ‘double-bubble’ shape. Extending While production was getting underway, it depth charges. It could also carry a wide from the nose to the rear fuselage the pannier was realised that the Nimrod airframe would variety of specialist equipment, such as up to brought a dramatic increase in useable space make an ideal replacement for the ageing 150 sonobuoys for ASW purposes or multiple for operational equipment and weapons, while Comet 4Cs used by the RAF for Electronic air-deployed dinghies and droppable survival minimising additional drag. By replacing the Intelligence (ELINT) duties. Accordingly, three packs for SAR missions.

In service The RAF received its first Nimrod on 2 October 1969 and production aircraft were soon being delivered to operational units at RAF Kinloss, Morayshire, and at RAF St Mawgan, Cornwall. The last unit to begin re-equipping was No 203 Squadron at Luqa on Malta, which received its first aircraft in October 1971. The Nimrod MR2 carried out three main roles – Anti-Submarine Warfare (ASW), Anti-Surface Unit Warfare (ASUW) and (SAR). Its extended range enabled the crew to monitor maritime areas far to the north of Iceland and out into the Western Atlantic. The crew consisted of two pilots and one flight engineer,

Left: The cockpit of the Nimrod MR2 clearly displaying its Comet airliner heritage.

Below: In the latter years of its RAF service, Nimrods were regularly deployed to patrol the Middle East.

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80 HAWKER SIDDELEY NIMROD HAWKER SIDDELEY BUCCANEER 81 Hawker Siddeley Buccaneer

or an aircraft the RAF did not particularly want, the robust Buccaneer Fserved with distinction and became famed for its fast ultra low-level attacks. Designed from the outset for low-level operation over land and sea, the Buccaneer had an immensely strong structure. The Buccaneer made use of boundary layer control on wings and tailplane to allow operation from the relatively small British aircraft carriers. The area ruled fuselage featured a rotating bomb bay and two jet engines integrated in the wing roots. The two crew were seated in tandem under a single sliding canopy with a search radar mounted in the nose. Air brakes were incorporated into a bullet fairing at the rear of the fuselage, opening laterally to provide its braking action. The Blackburn Buccaneer S1 entered service trials with the Royal Navy in 1961 although the design was later re-engineered to accommodate the more powerful Rolls-Royce Spey engine, which was required for carrier take off. It was designated Buccaneer S2 (which is readily identified by its large elliptical engine air intakes) and first flew on 17 May 1963. After the cancellation of the TSR-2, and then the substitute General Dynamics F-111K, the RAF still required a replacement for its Canberras in the low-level strike role, while In service Above: Flying from Lossiemouth in Scotland, the the planned retirement for the Royal Navy’s The first RAF unit to receive the Buccaneer was last RAF Buccaneers were retired in 1994. aircraft carriers meant that the RAF would No 12 Squadron at RAF Honington in October Buccaneer squadrons (Nos 12 and 208 also need to add a maritime strike capability. 1969, equipped with ex-Royal Navy Buccaneer Squadrons) were then assigned to maritime It was therefore decided in 1968 that the S2As. RAF Buccaneer squadrons were assigned strike duties. The Buccaneer also stood down RAF would adopt the Buccaneer, both by to Supreme Allied Commander Europe from its reserve nuclear delivery duties in 1991. the purchase of new-build aircraft, and by (SACEUR) for land strike duties in support of At least 12 Buccaneers were shipped to taking over the ’s Buccaneers. operations opposing land forces the Persian Gulf during the 1991 Gulf War. A total of 46 new-build aircraft for the RAF in continental Europe, and to Supreme Allied These were equipped with laser designation were built by Blackburn’s successor, Hawker Commander Atlantic (SACLANT) for maritime equipment that allowed use of laser-guided Siddeley, designated S2B. These had RAF-type strike duties. bombs for precision strikes. The platform communications and avionics equipment, During exercises, the Buccaneer excelled provided high-level bombing capability for air-to-surface missile capability, and with its fast low-level attacks, which were itself and other coalition aircraft (Jaguars and could be equipped with a bulged bomb-bay highly accurate despite the aircraft’s lack of Tornados) and eventually took on 218 strike door containing an extra fuel tank. Self- terrain-following radar and other modern sorties in the conflict. defence was improved also by the addition of avionics. However, in 1980 a Buccaneer lost a It had originally been planned for the the AN/ALQ-101 electronic countermeasures wing in mid-flight due to a fatigue-induced Buccaneer to remain in service until the end of (ECM) pod, chaff/flare dispensers, and AIM-9 crack and crashed, killing its crew. Subsequent the 1990s, having been extensively modernised Sidewinder capability. The Buccaneer was seen investigation discovered a number of serious in a process lasting up to 1989. However, it was as an interim solution, but delays in the Panavia metal fatigue problems, and the type was decided to assign the RAF’s maritime strike Tornado programme would ensure that the temporarily grounded. mission to -equipped Tornados and ‘interim’ period would stretch out, and the After 1983, the RAF’s land strike duties retire the Buccaneer early. The last Buccaneers Buccaneer would remain in RAF service for over were mostly reassigned to the Tornados then were withdrawn in March 1994, when No 208 two decades, entering service, and the two remaining Squadron disbanded.

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84 STRIKE ATTACK

SEPECAT Jaguar GR1A SEPECAT Jaguar Type: Strike attack Crew: 1 Length: 55ft 2in (16.83m) he jaguar is a sleek and well-muscled a short take-o and landing (STOL) capability. Wingspan: 28ft 6in (8.69m) animal, an opportunistic, stalk-and- The plan was to work together to develop Height: 16ft (4.89m) ambush predator with a fearsome an aircraft that could meet both of these T Powerplant: 2 x Rolls-Royce roar. The SEPECAT Jaguar strike attack apparently disparate requirements. After Turboméca Adour aircraft was thus well named. Conceived in evaluating a number of designs, the RAF and Mk104 the 1960s at a time of Anglo-French accord, Armée de l’Air settled on the Breguet Br.121. Max speed: 1,056mph (1,690km/h) the Jaguar was originally used by the RAF By this stage Britain had decided to drop the Max T/O weight: 34,612lb (15,700kg) and Armée de l’Air in the close air support advanced training role and focus on tactical Armament: 2 x 30mm Aden cannon, and nuclear strike role. support. A teaming of the British Aircraft 10,000lb (4,534kg) of The Jaguar story begins in 1963, when the Corporation (later British ) and disposable stores on RAF and Armée de l’Air teamed up in an early Breguet represented the industrial interests ve external hardpoints example of Anglo-French military co-operation. as the Société Européenne de Production de While the RAF was looking for a twin-engined, l’avion ECAT (SEPECAT). Another joint venture, UK, otherwise designated Jaguar GR1 by the supersonic advanced trainer, the French Rolls-Royce Turboméca Ltd was responsible RAF. The basic two-seat versions were the required a low-cost ground-attack aircraft with for developing the Adour turbofan to power Jaguar E for France and the British Jaguar B (or the Jaguar. Manufacture of the Jaguar was also Jaguar T2). Conceived as a Cold War warrior, the Anglo- pursued as a bilateral collaboration, with the With a production contract signed in early French SEPECAT Jaguar evolved into an wings, tail unit, air intakes and rear fuselage 1968, the was cleared to commence extremely e ective low-level strike and being built in the UK, and the remainder manufacture of the Jaguar. Series aircraft were reconnaissance aircraft that was much loved coming from French production lines. In its preceded by no fewer than eight prototypes, by its pilots. This machine carries the markings of No 41 Squadron which specialised in the basic single-seat form, the aircraft was the comprising two airframes for each of the basic reconnaissance role. Jaguar A for France, and the Jaguar S for the versions. The rst of these to take to the air

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was the initial French two-seater (E-01), which 75 Jaguar GR1s and 14 T2s were updated to War, the RAF’s Jaguar eet assumed prominence recorded its maiden ight on 8 September the GR1A and T2A standards with FIN1064 during the operations. Aircraft from 1968. A year later a contract had been issued for navigation and attack systems. Most were also No 6 Squadron were ying missions from Gioia the initial production machines, and deliveries re-engined with Adour 104 engines and were del Colle from July 1993 during Operation to operational units followed from 1973.  tted with the ability to carry Sidewinder air- ‘Deny Flight’, mounting combat air patrols to-air missiles or AN-ALQ-101(V)-10 electronic and ying vital reconnaissance sorties. The In service countermeasures pods under the wings. Jaguar was  rst used in anger in this theatre in The RAF accepted delivery of the  rst of RAF Jaguars were the  rst of the service’s September 1994, attacking Serbian armour, and 165 single-seat Jaguar GR1s with No 54(F) combat jets to deploy to the Gulf, arriving for strikes continued into 1995, including a raid on Squadron in 1974. The type soon spearheaded Operation ‘Desert Shield’ in summer 1990. the air eld at Udbina. the RAF’s tactical arm, 38 Group, which was When the Coalition o ensive began in January From June 1995 the RAF Jaguar o ered a equipped with three front-line squadrons 1991 as Operation ‘Desert Storm’, the Jaguar much-needed laser designation capability in of Jaguars at RAF Coltishall. Meanwhile, RAF was at the forefront, 12 aircraft and 22 aircrew theatre, thanks to the TIALD pod, to produce Germany boasted another four squadrons ying a total of 618 sorties, primarily in the the Jaguar GR1B. As well as self-designation of Jaguars in the nuclear strike role, and one ground-attack role and own from medium for laser-guided bombs, the Jaguars provided for reconnaissance duties. Had the Cold War level. The primary armament used by the third-party laser designation for RAF Harriers. turned hot, these strike-tasked jets, clutching Jaguar detachment at Muharraq, Bahrain, With the gradual arrival of the Euro ghter WE177 tactical nuclear weapons and cluster comprised ‘slick’ 1,000lb free-fall bombs and Typhoon and in their respective bombs, would have departed their base at CRV-7 rockets. inventories, the UK and France withdrew their RAF Brüggen and own at treetop-level across With Harriers and Tornados tied up in the Jaguar eets, the RAF retiring their examples the Inner German Border to blunt any Warsaw policing missions that followed the 1991 Gulf sooner than expected, in 2007. Pact armoured advance. In the post-Cold War security environment, the Jaguar seamlessly switched from its original interdiction and RAF SEPECAT Jaguar squadrons strike role to that of a rapid-reaction  ghter- No 2 Squadron No 14 Squadron No 20 Squadron No 41 Squadron bomber and reconnaissance asset, tailored to No 6 Squadron No 17 Squadron No 31 Squadron No 54 Squadron out-of-area operations. From December 1983,

AA38_p84-87.indd 85 29/05/2018 12:27 86 STRIKE ATTACK

AA38_p84-87.indd 86 29/05/2018 12:27 SEPECAT JAGUAR 87

Top left: In clean configuration there is no denying that the Jaguar was a sleek machine that was well named. It was superseded in RAF service by the Panavia Tornado and Eurofighter Typhoon.

Above: Cats on the prowl. Three Jaguar GR3As of No 54 Squadron, RAF, fly a sortie in support of Operation ‘Northern Watch’ over Northern Iraq on 19 September 2002.

Above: RAF Jaguar GR3A XX116 of No 6 Squadron, based at RAF Coltishall, circa 2007.

Left: A Jaguar adds its heat to that of the Cyprus sun as it engages full afterburner during take-off from RAF Akrotiri.

AA38_p84-87.indd 87 29/05/2018 12:27 88 MULTI-ROLE STRIKE

Tornado IDS

he Tornado has been a vital part of the (MRCA) initiative for an aircraft that was initially on 14 August 1974 from Manching in southern RAF from the day it went in to service designed as a nuclear-capable strike platform, Germany. At this stage the aircraft was still Tin 1982. Through a combination able to sweep into hostile territory and deliver known as the MRCA, not officially becoming the of upgrade packages and capability a devastating blow. The Strike (IDS) Tornado until September 1974. A new company improvements, this swing-wing multi-role variant was the first of the Tornado family to was formed to develop the RB199 turbofan, aircraft is just as important today as it take shape, and it was eventually built under Fiat, MTU and Rolls-Royce creating Turbo- was then. The aircraft is currently in active a tri-national agreement for the UK, Germany, Union. The resulting engine was extremely service for the RAF in Iraq and . and Italy. compact, enabling a relatively small airframe The Panavia Tornado was the product of a Developed and built by Panavia, a tri-national design, and incorporated afterburning for an study initiated in 1968 for a common multi- consortium consisting of unprecedented thrust increase of near 50%. national strike attack aircraft to meet NATO (previously British Aircraft Corporation), MBB of The Tornado IDS was designed to be able Cold War requirements. Development started West Germany, and Aeritalia of Italy, the first of to penetrate Soviet airspace at ultra-low-level in 1970 under the Multi-Role Combat Aircraft nine prototype MRCAs made its maiden flight to deliver its deadly payload with pinpoint

AA38_p88-89.indd 88 31/05/2018 09:53 TORNADO IDS 89

Left: With engaged and wings swept, this heavily-laden Tornado GR4 of No 12 Panavia Tornado GR4 Squadron rips the sky apart. Type: Multi-role strike targets, armed reconnaissance against targets Crew: 2 of opportunity and close air support (CAS) for Length: 54ft 10in (16.72m) ground forces, typically under the control of a Wingspan: 45ft 6in (13.91m) at 25° Joint Terminal Attack Controller (JTAC). With its sweep, 28ft 2in (8.6m) mix of weapons, the Tornado GR4 is capable of at 67° sweep engaging all targets on the modern battle eld. Height: 19ft 5in (5.95m) III and a ord the ability Powerplant: 2 x Turbo-Union RB199 to strike bunkers and other hardened facilities, turbofans rated at while is e ective against armoured 9,850lb each (17,270lb vehicles, both static and on the move. Dual- in afterburner) Mode Seeker Brimstone enables precision Max speed: Mach 2.2 (2,400km/h) strike against targets with collateral-damage Max T/O weight: 61,700lb (28,000kg) challenges; these can be moving at high speed Armament: Guns: 1× 27mm and still successfully engaged. BK-27 cannon internally mounted In service Hardpoints: 4 × light The  rst RAF operational unit to receive the duty + 3 × heavy duty under-fuselage and Tornado was No 9 Squadron at RAF Honington 4 × swivelling under- in 1982, followed by No 617 Squadron, the wing pylon stations famous ‘Dambusters’. It has since seen the RAF with a capacity of through a number of major con icts, policed 19,800lb (9,000kg) of the skies of no- y zones, and supported troops payload, the two inner on the ground. Conceived as a Cold War striker wing pylons have to operate in the murky weather of the north shoulder launch rails for European plains, the versatile Tornado has seen 2 × Short-Range AAM extensive action over the harsh deserts of the (SRAAM) each Middle East, operating at both low and medium levels in a variety of roles from precision strike includes getting back down in the weeds for to reconnaissance. The original Tornado GR1s an impressive ‘show of force’ or striking a small went to war in Iraq in 1991 at low level, and target with maximum accuracy to support then fought in Kosovo at medium level,  ying troops on the ground in a tight situation. huge distances to meet the needs of NATO. Such is the nature of this work that it calls for After the transformation to upgraded Tornado absolute accuracy, a clear understanding of GR4 standard, they were thrust back into the target and zero collateral damage. Aircrews combat during Operation ‘Telic’ in 2003, again regularly work with ground-based Joint in the skies of Iraq. In fact, the RAF Tornados Terminal Attack Controllers (JTACs) to direct had never left this theatre, having policed the their  re in a manner that best supports the Iraqi no- y zone constantly in the interim years. friendly forces. The RAF Tornado GR4 of today is better Bringing the story up to date, on 14 April and stronger than ever before. These jets are 2018, four Tornados launched from RAF Akrotiri now bristling with sophisticated technology in Cyprus, and struck a Syrian military facility and are a far cry from the original standard in with Storm Shadow cruise missiles in response accuracy. It featured an advanced which they entered service. The type’s main of a suspected chemical attack on Douma by to allow hands-o  ying at low level, at night mission switched from low to medium level, the Syrian regime. or in foul weather and a variable-geometry but the story doesn’t end there. In recent years The RAF is keeping these workhorse Tornados ‘swing-wing’ design for high speed at low level, GR4 operations have included supporting in service until around 2020, meaning that the combined with agility at lower speeds. NATO International Security Assistance oldest jets could be nearly 40 years old when The UK’s aircraft entered service under the Force (ISAF) troops in Afghanistan. This often retired – an impressive statistic! designation Tornado GR1, and they quickly replaced Buccaneers, Vulcans and Jaguars in RAF Tornado IDS squadrons service in both the UK and in RAF Germany. Today’s Panavia Tornado GR4 is the UK’s No 2 Squadron No 13 Squadron No 16 Squadron No 27 Squadron primary ground attack platform and also ful ls No 9 Squadron No 14 Squadron No 17 Squadron No 31 Squadron an important reconnaissance role. The aircraft No 12 Squadron No 15 Squadron No 20 Squadron No 617 Squadron conducts attack missions against planned

AA38_p88-89.indd 89 31/05/2018 09:54 90 INTERCEPTOR Panavia Tornado ADV

ust how do you turn an aircraft that was of which to the RAF began in July 1986. No 29 Squadron soon converted from the Lightning to designed to be an earth-hugging strike Squadron became the first front-line Tornado the F3 in 1988, with No 11 Squadron following. Jaircraft into a high-flying long-range F3 unit from April 1987 as the RAF’s Phantoms At its height, the F3 was in front-line service interceptor of Soviet bombers? The answer started to make way for the new fighters. No 5 with Nos 5 and 29 Squadrons at Coningsby, was never going to be easy, but eventually the Tornado F3 silenced the critics. The Panavia Tornado ADV (Air Defence Variant) was developed for the RAF to replace the McDonnell Douglas Phantom IIs and English Electric Lightnings in the long-range, interceptor role. Feasibility studies actually dated back to 1968, when there was mooted a point interceptor with advanced radar and air-to-air missiles. Full-scale development was authorised on 4 March 1976, with the first flight by a Tornado F2 production aircraft occurring on 5 March 1984. The Tornado AVD maintained the same general external appearance of the base Tornado IDS strike models but featured a lengthened and more pointed fuselage with a revised nose assembly to house the longer and pointed Marconi/Ferranti AI.24 Foxhunter interception radar. Wing sweep was increased some and the portside internal cannon was removed while an internal fuel tank was added for improved range. A fully-retractable fuel receptacle was fitted to the portside of the aircraft. Despite seeing a production run of just 218 aircraft, the Tornado ADV variant formed an important ‘quick-reaction’ force against airspace aggression on the part of the Soviets. As a Cold War-era design, the Tornado was a missile-laden platform at heart, designed for overall speed to a target area and delivery of air-to-air missiles against aerial targets at range. The Tornado F3 was an improved version and made up the bulk of the production run. These new aircraft were now powered by an equally- new pair of Turbo-Union RB199-34R Mk 104 turbofan engines (with extended afterburning nozzles) and featured automated control of the wing sweep function.

In service A first batch of 18 Tornado F2s was delivered to 229 Operational Conversion Unit (OCU) at RAF Coningsby from November 1984. These early aircraft had their problems – indeed, some flew temporarily without due to programme delays. However the ADV model was quickly improved and subsequent production was switched to the improved Tornado F3, deliveries

AA38_p90-91.indd 90 31/05/2018 09:56 TORNADO ADV 91

Nos 11, 23 and 25 Squadrons at Leeming, and after the war, were used in patrolling the the Tornado ADV did not score any air-to-air Nos 43 and 111 Squadrons at Leuchars. Southern ‘No-Fly’ zone. These patrols more-or- kills due to lack of airborne threats. As the The 1991 Gulf War was the  rst use of the less continued up until the 2003 ‘Shock and Euro ghter Typhoon began to enter service in Tornado ADV in anger. These RAF aircraft were Awe’ campaign which saw US and coalition 2005, so the Tornado F3s were gradually based out of Dhahran in but were forces invade Iraq to depose leader Saddam phased out. The last operational examples in limited in their overall use due to their lack of Hussein. Once again, Tornado ADVs were RAF service were retired when IFF and limited countermeasures protection. launched from bases within Saudi Arabia, but No 111 Squadron disbanded As such, they were limited to patrol zones held this time were allowed actions deeper into on the type on well-away from the heat of the action and, Iraqi territory. Despite their use in either war, 22 March 2011.

Above: Tornado F3, ZE837, of No 111 Squadron, RAF.

Panavia Tornado F3 Type: Interceptor Crew: 2 Length: 61ft 4in (18.68m) Wingspan: 45ft 8in (13.91m) at 25° sweep, 28ft 3in (8.6m) at 67° sweep Height: 19ft 6in (5.95m) Powerplant: 2 x Turbo-Union RB199-34 turbofans rated at 9,100lb thrust each (16,520lb in afterburner) Max speed: Mach 2.2 (2,400km/h) Max T/O weight: 61,700lb (27,986kg) Armament: Guns: 1 × 27mm Mauser BK-27 revolver cannon Missiles: 4 × AIM-9 Sidewinder or AIM-132 ASRAAM, plus 4 × Sky ash or AIM-120 AMRAAM (mounted on four semi-recessed under-fuselage hardpoints)

RAF Tornado F3 squadrons

No 5 Squadron No 23 Squadron No 29 Squadron No 56 Squadron No 11 Squadron No 25 Squadron No 43 Squadron No 111 Squadron

Left: The extended nose of the Tornado F3 gave the aircraft better proportions. The Tornado was never entirely happy as a high- level interceptor and not too many of its pilots complained when they exchanged their mount for a Euro ghter Typhoon.

AA38_p90-91.indd 91 31/05/2018 09:57 92 V/STOL STRIKE BAe Harrier II

he second-generation Harriers were clearly Harriers, but were a breed RAF Harrier II squadrons Tapart from their predecessors in terms No 1 Squadron No 3 Squadron No 4 Squadron No 20 Squadron of construction and capability. The Harrier II was an Anglicised version of the AV-8B, British Aerospace producing in RAF Germany by the end of 1990. As the Right: Despite its unique ability, the Harrier II the aircraft as the prime contractor, with Harrier II had signi cantly greater range remained subsonic and therefore slower than most ghters. The thrust-vectoring engine McDonnell Douglas serving as a sub-contractor. and survivability than its predecessor, a nozzles left a large infra-red signature for enemy The rst BAe-built development GR5  ew new emphasis was placed on interdiction missiles to lock on to, which put the Harrier at for the rst time on 30 April 1985 and the operations. RAF Harrier GR7s were successfully a big disadvantage in close-quarter dog ghts. aircraft entered service in July 1987. The GR5 deployed for the rst time on Operation ‘Bolton’ However, in the close air support role it proved had many di erences from the USMC AV-8B monitoring the no- y zone over southern Iraq, particularly adept, though even then could not Harriers, such as avionics t, armaments and and as part of Operation ‘Warden’, protecting match the payload toted by the Tornado GR4. equipment; the wing of the GR5 featured a Kurdish settlements in northern Iraq following stainless steel leading edge, giving it di erent the rst Gulf War. These operations required the Harrier GR7/7A/9/9A  ex characteristics from the AV-8B. Even prior Harriers to regain a reconnaissance capability, to the Harrier GR5 entering service, it was clear which had been lost when the last Harrier GR3s Type: V/STOL strike that alterations were required for the aircraft had been withdrawn from service. In 1996, the Crew: 1 to be more capable in the interdictor role. The Harrier  eet was assigned to the new NATO Length: 46ft 4in (14.12m) resulting Harrier GR7 for the RAF was basically Rapid Reaction Force and increased in strength Wingspan: 30ft 4in (9.25m) the equivalent of the USMC’s night attack from 12 to 16 aircraft per squadron. In 1997 the Height: 11ft 8in (3.55m) AV-8B, incorporating very similar equipment GR7 became operational on Royal Navy carriers, Powerplant: Rolls-Royce Pegasus and avionics, and the same over-nose bump providing strike capabilities alongside the RN 105/107 vectored- thrust turbofan housing the GEC Sensors FLIR. The GR7 Sea Harrier FA2s that provided ghter defence. Max speed: 661mph (1,065km/h) conducted its maiden  ight in May 1990 and In 2000, Harriers operating from Max T/O weight: 31,000lb (14,061kg) entered service in August 1990. Following the HMS Illustrious were involved in combat Armament: (see text) full delivery of 34 Harrier GR7s in 1991, all of the missions over Sierra Leone. The RAF Harrier GR5s underwent avionics upgrades to become force was later involved in Kosovo, and again GR7s as well. By early 2010, all GR7s had been in Iraq (Operation ‘Telic’) in 2003, when 23 moved in to the troubled Kandahar province. upgraded to GR9/GR9A standard, which could RAF Harriers took part in the campaign, being The Harriers, latterly including the GR7A with pack a greater punch than its predecessor, shore-based in Kuwait. Maverick missiles were its uprated engine and then the GR9, helped carrying more, and heavier, weaponry including used successfully by a small number of Harrier ground forces deter insurgency activity and, MBDA’s Brimstone anti-armour re-and-forget GR7s involved in ‘Telic’, although this was not a where necessary, attacked carefully-selected missiles, Raytheon’s Paveway IV precision- standard capability at the time. Taliban targets. guided bomb and IR/TV-guided versions of the Crews from all of the UK’s Harrier In 2006, the Sea Harrier was retired from Fleet Raytheon AGM-65 Maverick. The GR9 had no squadrons were based in Afghanistan from Air Arm service and the Harrier GR7/9  eet was guns, but the retained gun pods actually helped September 2004 until summer 2009 operating tasked with the missions that it used to share provide additional lift on take-o and landing. a detachment in support of ISAF (the with those aircraft. However, the Harrier was TIALD pods, which provided laser designation, International Security Assistance Force) from prematurely retired from RAF service in 2011 were installed in place of one of the old gun Kandahar. Joint Force Harrier, comprising RAF and 72 were sold to the USMC for spare parts. blisters. The Harrier GR9 also featured a fully and RN units and personnel, provided close digital cockpit, and a hands-on throttle and air support for British troops as part of a NATO Below: BAe Harrier GR5, ZD329, No 3 Squadron, stick system which placed those buttons force in the south of Afghanistan after they RAF, circa 1990. and switches relating to the most important functions within the easiest reach of the pilot. The potency of the revamped Harrier meant that it could engage up to a dozen ground targets simultaneously.

In service The Harrier II approached full operational status with squadrons based

AA38_p92-93.indd 92 31/05/2018 09:58 BAE HARRIER II 93

AA38_p92-93.indd 93 29/05/2018 12:30 94 MULTI-ROLE FIGHTER Eurofi ghter Typhoon

uro ghter Typhoon pilots are its requirement at 87 aircraft, while Germany unanimous when it comes to wanted 180, Italy 121 and the UK 232. Edescribing their aircraft; it has The Typhoon is a highly agile aircraft blistering performance. They called it the at both supersonic and low speeds, achieved ‘Typhoon smile’ when the jet rst entered through having an intentionally relaxed stability RAF service, referencing the face of many design. It has a quadruplex digital  y-by-wire a ghter pilot upon climbing out of the control system providing arti cial stability, as Above: Typhoon FGR4 ZJ924 of No 11 Squadron equipped with Paveway laser-guided bombs. cockpit. The twin Eurojet EJ200 afterburning manual operation alone could not compensate engines and delta airframe design for the inherent instability. The  y-by-wire deliver astonishing raw performance. system is described as ‘carefree’, and prevents RAF Typhoon The Euro ghter programme dates back the pilot from exceeding the permitted to a 1983 requirement issued by France, manoeuvre envelope. The Euro ghter Typhoon Type: Multi-role ghter Germany, Italy, and the UK for a common is tted with two Eurojet EJ200 engines, Crew: 1 combat aircraft. Under the auspices of the each capable of providing up to 13,500lb of Length: 52ft 4in (15.96m) Euro ghter GmbH consortium, maturation dry thrust and 20,230lb with afterburners. Wingspan: 35ft 9in (10.95) was achieved by seven Development Aircraft The Typhoon is capable of supersonic cruise Height: 17ft 3in (5.28m) (known as DAs), followed by ve Instrumented without using afterburners (referred to as Powerplant: 2 x Eurojet EJ200 turbofans rated Production Aircraft (IPAs). supercruise). The aircraft is built with advanced at 13,500lb thrust The Typhoon order book was arranged Three Typhoons from No 17(R) Squadron (the each (20,230lb in in three main Tranches (build batches), and RAF Typhoon Operational Evaluation Unit) afterburner) when this was agreed in 2002 Spain nalised demonstrating the type’s multi-role capability. Max speed: Mach 2 (2,400km/h) Max T/O weight: 51,800lb (23,500kg) Armament: Guns:1 × 27mm Mauser BK-27 revolver cannon. Typical multi-role con guration: 4 × AMRAAM, 2 × ASRAAM/ IRIS-T, 4 × EGBU-16/ Paveway-IV, 2 × 1,000-litre fuel tanks and a targeting pod

AA38_p94-97.indd 94 29/05/2018 12:31 EUROFIGHTER TYPHOON 95

The Royal Air Force pressed its Typhoons into combat action in both the air-to-air and air- to-ground roles in Operation ‘Ellamy’, the UK’s participation in the no- y zone enforcement e ort over , in 2011. The inaugural strike mission took place on 12 April against two Libyan army tanks parked in a compound near Misurata. The RAF Typhoons deployed to Gioia del Colle started  ying ground attack missions in conjunction with the co-located Tornado GR4s. The RAF Typhoons went on to  y nearly 600 missions involving over 3,000 hours of operation. More recently, on 3 December 2015, six RAF Eurofi ghter Typhoon squadrons Typhoon FGR4s deployed to RAF Akrotiri to No 1 Squadron No 3 Squadron No 11 Squadron No 41 Squadron support operations against ISIL. The following No 2 Squadron No 6 Squadron No 29 Squadron evening the Typhoons, accompanied by Tornados, attacked targets in Syria.

composite materials to deliver a low radar pro le Typhoon F2, the aircraft now has a potent, Below: Power of the Typhoon is provided by a pair and strong airframe. Only 15% of the aircraft’s precision multi-role capability as the FGR4. of afterburning Eurojet EJ200 turbofans. surface is metal, delivering stealth operation and The arrival of the initial Tranche 2 aircraft for protection from radar-based systems. the RAF signalled the start of nal preparations for four aircraft to be assigned to No 1435 In service Flight in the Falkland Islands, to replace the The UK is seen as having led the way in overall Tornado F3s in 2009. Typhoon capability. Indeed, the RAF has sought The next RAF Typhoon milestone was taking to bring as much capability online as quickly as over responsibility for Northern QRA from the possible, and its operational testing has helped Tornado F3. No 6 Squadron, which started to hone the jets. For the UK, service entry training at Coningsby in early 2010 and began started with BAE Systems at its Warton facility transferring to RAF Leuchars in September that in Lancashire. ‘Case White’ was led by industry year, became the third front-line RAF Typhoon in partnership with the RAF. No 17 (Reserve) unit and began standing Northern ‘Q’ on 1 April Squadron, the RAF Typhoon Operational 2011. With the closure of RAF Leuchars, the Evaluation Unit (OEU), was therefore stood second Typhoon MOB is RAF Lossiemouth up at Warton, followed by the Operational where up to ve squadrons are based. Conversion Unit (OCU), No 29 (Reserve) Squadron, in late 2003. The rst operational squadrons are stationed at RAF Coningsby as the Typhoon Main Operating Base. No 3(F) Squadron acted as lead squadron for the air defence role and was ready to take up QRA duties on 1 July 2007. The RAF’s second front-line Typhoon unit, No XI(F) Squadron, was tasked with leading the charge towards an early air-to-ground capability. Initially deployed in the air-to-air role as the

Right: In RAF service the Typhoon was primarily ordered to protect British airspace against unwanted intruders, such as this Russian Tu-95 ‘Bear’.

Overleaf: A No 1 Squadron Typhoon ‘targets’ the camera. When it nally entered service, the Typhoon o ered RAF pilots a leap in capability over the Tornado F3. Today the Typhoon is regarded by many as the world’s most advanced multi-role/swing-role combat aircraft available on the market.

AA38_p94-97.indd 95 29/05/2018 12:31 96 MULTI-ROLE FIGHTER

AA38_p94-97.indd 96 29/05/2018 12:31 EUROFIGHTER TYPHOON 97

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