TYPE HISTORY | PHOTO REFERENCE | PROFILES | CUTAWAY

PROFILE ARTWORK

T Buccaneer S.1, XN930/632/LM, 736 NAS, RNAS Lossiemouth (HMS Fulmar) 1969. Overall Extra BUCCANEER Dark Sea Grey, pale blue nose numbers, white tail codes, ‘’ legends and serials.

T Buccaneer S.2, XT269/236/LM, 700B Flight, RNAS Lossiemouth (HMS Fulmar), 1965. Extra Dark Sea Grey over white, white tailcodes, serials and ‘ROYAL NAVY’ legends, Roundel Blue underwing serials and nose numbers.

T Buccaneer S.2, XV156/100/E, 800 NAS, HMS Eagle, 1966. Overall Extra Dark Sea Grey, but this was applied over the previously white underside, giving the impression of a different grey shade being used due to the poor opacity. White ‘ROYAL NAVY’ legends, serials and ship’s ‘E’. Fuselage numbers are black trimmed in white.

T Buccaneer S.2, XT280/323, 809 NAS, RNAS Lossiemouth (HMS Fulmar), 1968. Overall Extra Dark Sea Grey, all serials/codes and ‘ROYAL NAVY’ legends in pale blue. Note black ‘LM’ tailcodes incorporated in the squadron badge.

T Buccaneer S.2, XT284/611/LM, 803 NAS, RNAS Lossiemouth (HMS Fulmar), 1969. Overall Extra Dark Sea Grey, pale blue serials/codes/legends.

(Andy Hay/www.flyingart.co.uk)

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DESIGN & DEVELOPMENT

W Sightseeing Rare colour photo Buccaneer style: of two NA.39s flying A Lossiemouth together, serials S.2B blasts XK487 and XK489. by Dunrobin (BAe Brough) Castle, Wick, south of Caithness. (Key Collection)

T Anti- hang from the inboard pylons of this Lossiemouth Wing Buccaneer, along with an ALQ-101-10 electronic counter- measures pod on the port outer station. (Graham Pitchfork) IN THE BEGINNING... FOREWORD he Blackburn Buccaneer story comprised one 2,500lb (1,134kg) sea level speed was specified to be starts with the issuing in March target marker tactical nuclear bomb at least 550kts (633mph/1,019km/h). his latest title in Key Publishing’s Combat Machines 5 comprises machine, which forged a long T1954 of Specification M.148T (TMB), one anti- An in-flight refuelling capability was Combat Machines series a general history of the type, career, culminating with combat and Naval Requirement NR/A.39 (or ship homing bomb (subsequently required, along with a pack installation T covers the Buccaneer, a sectionalised to explain design and operations in 1991’s First . NA.39). These documents described cancelled), four (Special M) that would also turn the NA.39 into highly successful strike aircraft which, development (and trials) flying, It was also used to help destroy a two-seat, twin-engined naval strike bombs, 24 air-to-surface rockets, four a tanker. Service entry was slated for perhaps, has not been covered in versions for the Royal Navy, RAF and three damaged oil tankers, two in aircraft whose primary targets were mines, two 2,000lb (907kg) armour- 1960 and six designs were submitted published works quite as much as it – the only successful South Africa and the infamous Torrey T Former to be both shore installations and piercing or four 1,000lb (454kg) by industry. First Gulf should have been. Echoing most of export customer – and then reviews Canyon in the English Channel. The War veteran major warships, such as the Soviet standard medium capacity bombs, or the previous volumes in the series, of a long and successful service and text contains new information and XX885/L Hello Union’s Sverdlov-class cruisers. The a four-gun 30mm Aden pack (though Sailor/Caroline/ B.103 nuances this work on Blackburn’s splendid combat career with all three air arms. the opportunity has been taken to Famous Grouse all-up-weight and dimensions of the in the end the Buccaneer would never Blackburn's design team led by Barry Buccaneer is timed to accompany the Additional chapters examine the present many previously unpublished aircraft were dictated by the size of carry guns). The included a Laight and Roy Boot proposed the goes vertical release of a new plastic model kit from extensive selection of weaponry used or rarely seen photographs. These over the the deck lifts in Royal Navy carriers. search radar and a lightweight Doppler. B.103, which introduced several Airfix, but the book stands as a fine by the aircraft, airframes employed will be of inestimable value to both rugged Scottish The jet was to be 51ft (15.54m) long A high proportion of strike new or unorthodox features. One reference for aviation enthusiasts. The in trials and research programmes, modellers and diehard Buccaneer landscape in and 20ft (6.10m) wide when folded; operations was to be conducted at was , which resulted in the 1993. Its nose author’s sections have been boosted production and squadron listings, fans alike. art has faded an extensive array of weaponry/stores low level and so the maximum possible Buccaneer’s characteristic waisted by major contributions from two and a personal account of life in the almost to non- bulges in the rear fuselage, and Buccaneer specialists, Gp Capt Tom aircraft’s cockpit. The Buccaneer was Tony Buttler AMRAeS existence, but which also provided more space for Eeles and Air Cdre Graham Pitchfork. a tough, reliable and dependable Author the mission stowing equipment. tally is still clear. X The first Note the CBLS Blackburn B.103 Another new trait was integral Authors: Tony Buttler, Graham Pitchfork, Air Arm by Ray Sturtivant and Theo Ballance. Production Manager: Janet Watkins 100 practice layout of 1953 construction, where many of the Tom Eeles One particularly good published source is Head of Circulation: Ann Saundry bomb carrier had no area loads experienced in flight would be rule, but that Series Editor: Chris Clifford Dennis Calvert’s extensive article in Wings of Group CEO and Publisher: Adrian Cox under the absorbed by the skinning. Also, the starboard wing. changed as the Acknowledgements: The primary Fame Volume 14 published in 1999. My thanks Key Publishing Ltd: PO Box 100, Stamford, (Key Collection) design matured structure would use possibly the most references used for this work included Avia go to Adrian Balch, Terry Panopalis, Graham , PE9 1XQ, . in readiness for massive steel forgings yet seen in an and Air files in the National Archives at Pitchfork and Mark Thomson for their help official proposal. aircraft design. These spars inside the Though clearly Kew and various reports and documents with photographs. Distributed by: Seymour Distribution Ltd, inner wing would provide structural held by the BAE Systems Archive at Colour artwork: Andy Hay – Flying Art 2 Poultry Avenue, London, EC1A 9PP. a Buccaneer ancestor, this strength, but their production to the Brough. Unit data was accessed mainly Designer: Tom Bagley Tel: 020 7429 4000. Fax: 020 7429 4001. was some necessary close tolerances created from Air-Britain’s The Squadrons of the Royal Chief Designer: Steve Donovan Printed by: Precision Colour Print, Telford way from the new problems in aircraft manufacture, & Commonwealth 1918-1988 by Chief Content and Commercial Officer: Printed in finished article. James Halley and The Squadrons of the Fleet Mark Elliott ISBN: 9781-912205-332 (BAe Brough and questions of supply and machining Heritage Centre) capacity within the entire UK industry

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W The first DB wing leading edges, and the lower X Drawings aircraft, XK486 surfaces of the tailplane . showing the painted in subtle variations yellow primer, On the Buccaneer S.1 with its pair of in the shape and undergoes initial Gyron Junior engines, the fittings of the engine runs at a BLC tapped approximately 10% of the various NA.39 snowy Brough Development in February engine mass flow from the final stage Batch aircraft. 1958, prior to of the compressor. There was an (BAe Brough being moved to appreciable loss of thrust as a result Heritage Centre) Bedford for its maiden flight. – in fact also around 10% – but about A Beverley 70% of that was recovered by the transport thrust produced by the blown slits, development aircraft stands leaving a net loss of just 3%. However, behind. (BAe the Gyron Junior’s fuel system was Brough via G also arranged to supply additional fuel T Painted in a Pitchfork) when BLC was operating, with the handsome blue and white break-away of the airstream, and The B.103 as result that the engine thrust was about W scheme, XK486 proposed to providing more lift. The advantages the same blown as unblown, and the performs taxi Specification of BLC for a naval aeroplane were combined thrust from both engines trials at Brough M.148T. Several in early April clear, since it offered lower approach modifications and slits was about 3% higher with BLC 1958. Note the and take-off speeds, a reduced wing were still than when unblown. nose boom required to turn area and span, and possibly the use Thus, BLC superseded all other high- pitot static this into the of smaller, lower thrust engines. lift devices and the B.103 became the system, the Buccaneer S.1. airbrake strakes Exhaustive wind tunnel tests began (BAe Brough first aircraft to incorporate the concept and the original in April 1954 and it was ultimately Heritage Centre) from the start. Its use transformed fin/tailplane decided that the blow supply should the design, and flight testing showed design. (BAe come from ‘bleeding’ jet air from the that BLC gave an approximate 25kts Brough via G engine compressors. (46km/h) reduction in speed when Pitchfork) During the design process there was the problem of providing sufficient tailplane power for flight at low speeds, but the solution was to use a plain on the all-moving tailplane T A line-up of in the opposite sense to normal – in Buccaneer had to be addressed. Blackburn itself though extra stores could sit under other words, the tailplane flap moved Development Batch (DB) acquired new heavy milling machinery the wings on pylons inboard of the upwards through the same mount as aircraft at to help with the integral construction. wingfold. The weapons bay could the drooped moved down, Holme-on- With all the specified weapon also house an additional fuel or to counteract the very marked nose- Spalding-Moor, loads to be carried internally, a recon naissance cameras. down trim change that occurred when August 7, 1960. Note the fin/ further new item was a hydraulically Perhaps the biggest innovation of all, the ailerons were drooped. More tail junction operated 180° rotating however, was the use of boundary than 10˚ of difference between on XK525 door. Conventional hinged bomb bay layer control (BLC). Technical reports droop and tailplane flap led to loss of nearest and the covers, and other arrangements, had had shown the effectiveness of longitudinal control. Eventually, BLC nose probe on certain aircraft. been rejected as unsuitable to release ‘increased air flow’ over the wing was used over the flaps and ailerons, (BAe Brough via weapons at the required high speeds, control surfaces, thereby counteracting the upper surfaces of the outer G Pitchfork)

under take-off or catapult launch conditions, and a reduction in stalling speed at the approach velocity of around 20kts (37km/h). It would prove impracticable to launch a Buccaneer from a British-size without employing BLC, although non- BLC take-offs were made from land bases when sufficient runway length was available. Carrier landings without BLC could not be made as the carrier approach speed rose from 127kts to 155kts (235km/h to 287km/h). The BLC fitting was redesigned for the Rolls-Royce Spey-powered First flight! XK486 gets airborne for the first time on April 30, 1958. (BAe Brough via G Pitchfork) Buccaneer S.2, this engine giving

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Blackburn’s own airfield at Brough, East Yorkshire, was far too small to operate NA.39-size aeroplanes, so leasing arrangements were made to use a nearby disused wartime airfield. Holme-on-Spalding-Moor had a 6,000ft (1,829m) long runway and this, plus taxi tracks and several buildings, had to be refurbished and specially fitted with trials equipment. Emergency arrester gear was also installed on the runway along with, for carrier operations, a manually operated mirror landing aid. S The DB XK489 of Aviation flying, 3 Gyron Junior range and performance to final However, for the first NA.39 flights demonstrates engine development. service standard. a more secure and better equipped its folding wings. (BAe Brough via • Airframes 4-7 (XK489-XK491 and Their first flights would take place base was necessary and the choice G Pitchfork) XK523): Equipment development. between April 1958 and September was the Royal Aircraft Establishment A futuristic-looking 4 weapon handling, 5 armament 1960. A full-size mock-up was also facility RAE Thurleigh (Bedford). publicity view of carriage and operation, 6 radar and 7 built, there were no prototypes, but XK489 taken in early September radio communication and navigation. the first airframes would in essense be Powerplant running 1960, providing a • Airframes 8 and 9 (XK524 and ‘flying shells’. In March 1958 the first aircraft, detailed underside XK525): Integration of weapon For the first two years’ flight testing XK486, lacking folding wings, study of a DB system. 8 conventional weapons, 9 the navy’s new strike aircraft was completed initial engine runs before airframe. (BAe Brough via G Green Cheese store. called the Blackburn NA.39, but in being dismantled and taken by road Pitchfork) • Airframes 10-14 (XK526-XK530): August 1960 it was named Buccaneer to Bedford. It was painted blue and T XK523 just Full Controller Aircraft (CA) trials. S.Mk.1 (S.1) with ‘S’ indicating nuclear white, but for the road trip the various around double the static thrust of together on the Strike Sight, Decca the B.103 a year later rather than about to These were to be full service strike capability. The NA.39 was sections were shrouded for secrecy. the Gyron Junior. Here, blowing was had the Doppler radar and Elliot the the AW.168 in 1960. The Blackburn land on HMS aircraft and capable of attaining final also the last British type to receive The aircraft was ready to fly in early Victorious applied to the inner wing right into . One further aerodynamic blueprint was subsequently accepted during deck service standard. financial aid from the US Mutual April, but a burst tyre damaged the the wing- junction, which made feature was the large twin ‘petal’ which, in the long term, proved to be trials in Lyme • Airframes 15-20 (XK531-XK536): Weapons Development Program. skinning over the engine nacelle during it possible to launch the heavier S.2 dive brakes produced by splitting the a very important decision. Had it been Bay, on January 15-17 Service development and This included the supply of flight test a high -speed taxi run. Hurriedly under the same conditions of carrier/ extreme rear fuselage. In the air these ordered then it is quite possible the 25, 1960. intensive flying and built to same equipment and use of NASA’s Langley repaired and just within schedule, (BAe Brough wind speed and catapult steam proved highly effective and having AW.168 would have been a successful via Graham standard as CA clearance aircraft, Research Centre, the latter performing XK486 made its maiden flight on April pressure as for the S.1. For the Spey them in the wide-open position while (FAA) aircraft, but by Pitchfork) 18-20 to explore service limitations, extensive flutter tests for the aircraft. 30, 1958 crewed by Blackburn chief around 15% of the engine thrust aboard ship also reduced the B.103’s the late 1960s, obsolescence would be was lost with blow on (once again stowed length. encroaching and, after the end of that some 70% was recovered through decade, the type could not have filled the slits for a 5% net loss of thrust) A winning formula a place in the RAF’s inventory as did and no additional fuel was supplied Blackburn’s project was from all the Buccaneer. with blow selected, but this did not operational considerations thought Blackburn received an Instruction To matter because the Spey’s basic thrust to be the best at the Tender Design Proceed on July 5, 1955 and a contract was so much higher than the Gyron Conference in December 1954. The for 20 Development Batch (DB) Junior’s. Carrier trials confirmed the Royal Aircraft Establishment (RAE) aircraft was placed on August 5. At T Buccaneer S.2’s minimum launch speed was 8kts at Farnborough preferred the simpler this stage the planned programme was XK488 (15km/h) lower relative to the S.1 at a Armstrong Whitworth AW.168 as follows: operating with given weight, and the approach speed proposal, which was the only project • Airframes 1-3 (serials XK486- Engines at Filton was reduced by 2kts (3.5km/h). likely to meet the 1960 in-service date, XK488): Platform development. 1 in June 1966. During the initial project stages but the Naval Staff said it would prefer and 2 Manufacturer’s and Ministry (Tony Buttler) Blackburn had determined that an engine of about 7,000lb (31.1kN) thrust would best meet the requirements and the de Havilland Engines PS.37 Gyron Junior appeared to be the most suitable choice. The B.103’s version was designated PS.43 by de Havilland and the engines were mounted adjacent to the fuselage. The forward-looking radar became the responsibility of ; in addition, that firm with Cintel worked

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DESIGN & DEVELOPMENT

Airframe XK490 demonstrates the A well-known but impressive view of NA.39’s remarkably XK526 in May 1961, in its intended effective airbrake environment - low level and at speed. during a test flight. (BAe Brough via G Pitchfork) (G Pitchfork Collection) On October 5, 1960 the very first test pilot Lt Cdr Derek Whitehead first flew from there on August b e f o r e t h e l a s t e x a m p l e s a d o p t e d a n NA.39, XK486, crashed at Little and observer Bernard Watson. The 27, 1958, XK488 on October 31 overall white livery. Weighton near Brough during sortie lasted 39 minutes and reached and XK489 on January 31, 1959. autopilot trials, pilot ‘Sailor’ Parker and an altitude of 17,000ft, and it was The first two explored the flight Busy testing his observer ejecting safely. The cause made without using BLC. Alongside envelope in full during that winter, In line with the planned programme, was artificial horizon failure. There Whitehead, five other pilots would while XK488 joined de Havilland XK489 introduced naval fittings such was one further casualty when XK529 T The Buccaneer’s form the NA.39 Buccaneer flight Engines at Hatfield for Gyron as folding wings and an arrester extraordinary crashed on August 31, 1961 during test team – Flt Lt Gartrell ‘Sailor’ Junior development (in August hook, the rotary bomb door and the ability to reduce trials aboard HMS Hermes, killing Lt Parker, JG ‘Bobby’ Burns, Lt Cdr 1962 it moved to Bristol Siddeley capability to carry stores, avionics and its size for Cdr Brown and Blackburn observer stowage aboard Edward Anson, RJ Chandler and Flt Engines at Filton). The third NA.39 other equipment; the door was first carriers is Terry Dunn. The aircraft had been Lt David Lockspeiser. The other flight also introduced Extra Dark Sea tested in flight in 1959 and worked demonstrated deliberately over-trimmed at launch, by XK491 at test observers were EJ Solman, MR Grey upper surfaces and white well at all speeds. Later XK489 RAE Bedford to use the ground- for recovery. Both crew ejected but S The DB aircraft but it then pitched up and stalled. Bailey, GRC Copeman, TD Dunn, JB undersides in a Fleet Air Arm-style went to the Aircraft & Armament Brough, in May based ‘carrier deck’ for trial catapult without sufficient height to survive. XK489 pictured All DB airframes were flying by the 1960. (BAe during a visit Pearson, T Jackson, EJD Nightingale colour scheme, which was used for Experimental Establishment (A&AEE) Brough via launches, and to clear the type’s to Luqa, close of 1961. XK524 was effectively and N Graham. most of the remaining DB aircraft, Boscombe Down and then to G Pitchfork) arrested landing. Carrier trials as part of its the first aircraft completed to Further flights from Bedford Throughout spring and summer The loss of XK490 delayed the trials flying production standard and XK525 was explored various configurations of 1959, XK490, XK491 and XK523 NA.39’s initial carrier trials, which programme. the first airframe to receive the full (Tony Buttler) BLC operation and the system was joined the test fleet and in June '490 finally began in January 1960 aboard weapon system. XK526 to XK529 successfully proved. And for these appeared at the Paris Airshow; '491 HMS Victorious. Buccaneer XK489 were assigned to C Squadron, the early sorties the NA.39s had an was used to assess the autopilot. sitting at Boscombe Down was Royal Navy Test Unit at Boscombe Armstrong Whitworth NF.12 In general, clearance flying went earmarked for the trial but was Down, to begin full carrier trials. In or F.4 operating as a smoothly, but both XK489 and snowed in, so Whitehead in XK523 January 1961 the first pair embarked ‘chase’ aeroplane. XK490 experienced slight directional at Holme-on-Spalding-Moor flew in on HMS Ark Royal, which took them Then on July 9, 1958 Whitehead problems in flight over 520kts to make the historic first landing. The to the Mediterranean, and then in July flew XK486 to Holme-on-Spalding- (964km/h) or Mach 0.9. XK491 also deck trials, totalling 31 take-offs and T The 11th DB XK526 went by sea to Singapore for Moor to begin the manufacturer’s suffered severe tailplane vibration landings at increasing weights, over aircraft was tropical trials. CA Service Release was test pro gramme. In September the at these speeds. The investigation three-and-a-half days, were successful, XK527. Note granted in July 1961 and, despite losing the unpainted navy’s new strike aircraft attended indicated shock-induced separation in though 'mods' to the undercarriage radome. three aircraft, few major problems the SBAC Show at Farnborough the fin/tailplane junction, the solution and hook proved necessary. (Tony Buttler) were encountered. to make its first public appearance; being a waisted ‘bullet’ in the junction however, during the week it was and this was approved in early 1961. based at Boscombe Down, Wiltshire However, on October 12, 1960 and flew in for its displays. By this time '490 was lost when it dived inverted a previous speed restriction of 350kts into the ground near Lyndhurst, (649km/h) had been increased to Hampshire killing its crew – an 450kts (834km/h), a big step forward American pilot William Alford from for clearing the flight envelope. the US Office of Naval Research The second and subsequent DB Flying at Boscombe Down, and aircraft were all towed on their own Blackburn observer John Joyce. The wheels from Brough to Holme-on- investigation found '490 had stalled Spalding-Moor. Airframe XK487 at low speed, at an altitude too low

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Buccaneer primary structure. (BAe Brough Heritage Centre)

steel, the third in aluminium, and they with thick, integral ly stiffened skins included steel rings to permit the jet and for carrier stowage could fold pipes to pass through. through 120°. Conventional ailerons and wing trailing-edge flaps were A hefty beast fitted, but the ailerons could droop to Much of the structure was machined produce, along with the flaps, a full- from solid metal and indeed, the outer span trailing-edge flap system. wings and all other flying surfaces Tailplane flap movement was employed integrally machined light synchronised with that of the alloy skins, ribs and stiffeners. The wing aileron droop, and there was a sweep angle at quarter was full-span trailing-edge flap on the approx imately 40° at the root and then tailplane. The latter itself had a similar T Buccaneer S.1 30° 12ft outboard, though this change structure to the outer wings and XN928/224/LM of 809 NAS at was balanced by equivalent changes sat almost at the top of the three- Yeovilton for in the wing section from inboard to , highly swept fin and rudder. The Fiftieth outboard. This combination resulted in Maximum tailplane movement Anniversary of a near constant critical was 30°, but in practice pilots the Fleet Air Arm show held - across the whole of the span. The would rarely go beyond about 10°. on May 6, 1964. SUB TYPES EXPLAINED outer wings had a two-spar structure All-metal semi-monocoque skin- (Alan Trent)

With peeling evelopment batch flying was S The BLC ‘blow’ radome paint system in the S.2, just the start of the clearance the only real showing the wing testing needed to get the blemish, this D and tailplane slits. Lossiemouth- Buccaneer ready for operational (BAe Brough based 12 service. The customer would have Heritage Centre) Squadron to perform its own assessment, and Buccaneer heads the arrival of later versions needed to the range with practice further trials. This section reviews bombs in CBLS the effort, describing the different containers. Buccaneer variants, and explores under (Key Collection) the aircraft’s skin. Blackburn’s Buccaneer was a cantilever mid-wing monoplane of conventional light alloy construction but also using steel components, to provide strength in important areas. In fact, the inner mainplane section, from wing-fold to wing-fold, was built around a set of heavy machined forgings designed to accommodate all of the loads exerted on the airframe during high-speed, low-level flight. Two of these spar frames were in

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RN / RAF VARIANTS

X A Rolls-Royce strong tricycle undercarriage, the single X This spectacular Spey engine mainwheels retracting sideways into the photo of the pictured during third production S.2 manufacture engine , and the steerable single machine, S.1 in September nosewheel rearwards into the fuselage. XN924, in a 1964. (Graham near vertical Pitchfork climb, was Collection) Underpowered debut taken by The Buccaneer S.1’s engines were two Gloster Aircraft de Havilland Gyron Junior , photographer which would ultimately be the type’s Russell Adams, who often also Achilles heel and result in just 40 worked for the examples being built (ten more S.1s ordered at the same time were Group. (Jet Age completed as the first production Museum) S.2s). The order for this one-off batch was placed on September 25, 1959, all T Buccaneer IFR being built at Brough, East Yorkshire probes. For and then towed individually to Holme- stowing, the first on-Spalding-Moor for their clearance fully retractable probe rotated flights. The first example, XN922, through 90°, but made its aerial debut on January 23, when tested 1962 and was delivered to the Royal on XK491 a bow-wave Navy on February 19. effect disturbed With Controller Aircraft (CA) Release the drogue granted in July 1961 the Royal Navy and made could begin preparing the S.1 to serve engagement with the and-stringer construction was used fuselage housed eight integral aircraft was given an in-flight refuelling on its carriers. A Buccaneer Intensive probe difficult. for the fuselage, with a pair of heavy with 1,560gal (7,093lit) of fuel. (IFR) capability (three different probes Flying Trials Unit or IFTU, designated A second longerons stretching along the length The large 180° rotating weapons were tried before the production form 700Z Flight, was commissioned on more ‘upright’ of the centre portion and the bottom bay has been mentioned already. was accepted) and it could operate March 7, 1961 at Lossiemouth under retractable probe proved edge of the weapons bay. The fuselage This design produced a shallow bay as a tanker itself using a drogue and the command of Lt Cdr A J Leahy little better, so a was split into three major portions, with good aerodynamic qualities, hose on a special starboard inner (though its first mounts were two fixed removable the lower front fuselage including the stores being carried on the door. wing pylon. This pod also contained a T.7 trainers and four (successful) the nosewheel bay, the lower centre Weapons could thus be released 140gal (637lit) fuel tank, which meant Hawker Hunter T.8s). One of this unit’s probe was employed. (BAe fuselage, which stretched from the at the maximum possible speed. that when a 430gal (1,955lit) tank was roles was to assess the new type’s Brough Heritage rear of the cockpit to the start of the An integral 425gal (1,932lit) fuel tank loaded on the opposite wing, plus the capability as a weapon system. Centre) weapons bay, and the rear fuselage. could be fitted to the bomb bay door 440gal (2,001lit) in the weapon bay, the The front part included the two- without affecting the Buccaneer’s Buccaneer had 2,570gal (11,686lit) of seat pressurised cockpit, which had bomb-carrying capability, and another fuel available. In-flight refuelling could staggered Martin-Baker seats to 440gal (2,001lit) tank could be fitted be performed when flying at speeds as provide a good forward view for in the bomb bay itself. With two low as Mach 0.5 and at heights up to both crew; there were no flight 250gal or 430gal (1,137lit or 1,955lit) 36,000ft (10,973m). controls in the rear cockpit. The drop tanks on the inboard wing pylons The area-ruled rear fuselage held nose cone with its radar could fold the Buccaneer thus had a substantial much of the avionics including the back 180° on the port side to help fuel capacity, boosting its range. The Doppler aerial, plus the arrester hook with stowage aboard ship, while the bay could also hold a large photo- and hold-back attachment for catapult top half of the double-skinned centre reconnaissance pack. On top of this the launching. As noted previously, the end fuselage could split into two ‘petals’ to form an , usefully shortening the fuselage by 4ft (1.22m) for aircraft carrier stowage. Buccaneer’s engines were positioned adjacent to the fuselage sides and were fed by pitot-type intakes. They were mounted ahead of the wing spars, so the spar rings had to encircle only the relatively long jet pipe. Air for the X Rear fuselage detail of S.1 BLC system was taken from the high- XN928; of pressure compressors, and there was particular a separate bleed for auxiliary items note are the airbrakes and such as de-icing. Finally, for its carrier wing-fold. role, the Buccaneer was given a very

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search for and location of the target, navigation to the target area, final approach to the target up to weapon release, and subsequent navigation back to base. The system relied on the surprise element to achieve success, and no form of defensive armament was incorporated. To do this, a reasonably integrated weapon system approach had been adopted involving the use of a Doppler Navigation Aid (codenamed Blue Jacket) a Master Reference Gyro and integrated S Farnborough’s The first Buccaneers, DB series factor meant crews could perform long flight instrument system, Forward SBAC Show on XK533-XK536, arrived in August 1961 low-level flights with far less fatigue. Looking Radar (Blue Parrot) Air September 8, 1962 was the but it was early 1962 before 700Z had However, there were failures with the Data System, Strike Sight Mk.1, Radio venue when six fully equipped production standard Boundary Layer Control (BLC) ‘blow’, Altimeter, and an auto-pilot capable S.1 XN929 was examples on strength. as described shortly. of flying the aircraft automatically in photographed. The first aircraft were painted in the In April 1964 the Aeroplane a programmed Long Toss or OTS The radome is unpainted. Fleet Air Arm’s Extra Dark Sea Grey and Armament Experimental (Over The Shoulder) manoeuvre. (Adrian Balch upper surface/white underside livery, Establishment at Boscombe Down than satisfactory, and the only criticism of the nav/attack system had to be of blow system failure might have been S The first collection) but XK534 had an overall white ‘anti- completed its Buccaneer S.1 Weapon Worthy remedy with the aircraft’s stability and control postponed. In the meantime, due to a the cause. A BLC failure on XK536 production S.2, flash’ nuclear scheme and by October System assessment. In general, The initial Buccaneer preview in characteristics was that the rudder had change of priority, work on the nuclear in late February 1963 was followed XN974, on its first flight in 1961 all of 700Z’s machines were A&AEE’s pilots considered that the October 1958 had shown that to be used to an unusual degree when weaponry using XK530 had been soon after by a report from 801 June 1964. (BAe white. This would become the first Buccaneer was, “based on a soundly considerable development of the turning in the landing configuration. suspended in favour of the Bullpup NAS of two other failures in flight (all Brough Heritage standard ‘uniform’ for frontline S.1s, engineered airframe with good flying control and feel systems was still The Buccaneer S.1’s handling aspects missile installation, the aircraft arriving fortunately occurring at a safe speed), Centre) though the Extra Dark Sea Grey/white characteristics. Within the limitations required. Since then continuous were in general satisfactory. at A&AEE for its trials in July 1963. and consequently the Buccaneer was T Buccaneer S.1 XK530 during version returned by 1964. arising from restricted carrier take-off work had taken place and A&AEE However, engine handling problems Aberporth was the only suitable range grounded temporarily while a full-scale deck trials The limited power of the Gyron weight, it has the potential of a highly described the result as having, “been had given much cause for concern in the UK for this work because of the investigation was underway. When aboard HMS Juniors produced a sluggish take-off, effective strike capability”, though worth the effort”. The controls with the early development units large Danger Area required, and 14 taking off from Lossiemouth a BLC Hermes in but in the air the aeroplane flew further proving and development was were now well harmonised, and the and, although these had largely been sorties in all were planned, covering a failure was not a problem since the May 1962. This aircraft was beautifully, its speed increased quickly, needed with the nav/attack accuracy. control forces were satisfactory over resolved, compressor stalling was range of aircraft speeds and dive angles. aircraft would just take a longer run to later used on and the clamshell airbrakes proved The weapon system was designed to the entire speed range. The S.1 was still evident in certain flight regimes. Troubles with the BLC system came get off (and it would land at a higher clearance trials very effective. Most critically, at low enable a two-man crew to perform pleasant to fly throughout its flight But the most serious shortcoming of to a head in early March 1963. Prior to approach speed), but a failure on a for the Red level in turbulent air, the pilots found air-to-ground attacks, both blind and envelope and especially good in the the Gyron Junior was the shortage this, there had been criticism due to carrier could prove disastrous. Beard nuclear store. (BAe the ride very comfortable and much visual, on ship and shore targets. All high speed, low level role. Control of thrust available for take-off, the possibility of a single failure leading Early tropical trials began in Singapore Brough Heritage better than in types previously used for phases of a sortie were covered by at the low speeds associated with which limited the catapult launch to catastrophe. Five aircraft had been in August 1961 with XK526. By Centre) low-altitude strike duties. This comfort the system from general navigation, catapult launching had proved more performance through a lack of lost in accidents and in three cases June 1962 XN922 had been fully longitudinal acceleration. Greater there was a possibility that some form instrumented for the main tropical engine thrust would clearly be beneficial for carrier operations, especially in hot climates, but because of the limited thrust the S.1 could not operate from carriers with a full load of 1,000lb (454kg) bombs, or a combination of full external fuel tanks and six 'thousand-pounders'. In August 1961 XK529, equipped with a complete nav/attack system and intended for full armament CA Release trials, crashed into the sea on take-off during a deck trial with the loss of its crew. As a result, XK528 was withdrawn from its planned radio and navigation trials and brought up to full nav/attack system standard. Consequently, the armament carriage and release trials were seriously delayed and in fact did not start until The S.2’s Rolls-Royce Spey installation. August 1962, while a full assessment (BAe Brough Heritage Centre)

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trials scheduled at Idris, , for July. The extended tips had in fact changed Pearson, and the flight lasted for 1hr However, this aircraft crashed on July a critical local stress level, and after this 1 0 m i n s ; X K 5 2 7 i n i t i a l l y g o t a i r b o r n e 5 and a drastic last-minute change breakdown they were removed, and on August 19, 1963. of plans became necessary, another the originals reinstated. The Buccaneer S.2 trials flying aircraft (XN923) having to be provided With the mergers of the British included XK487 going on loan to at short notice for a restricted tropical aircraft industry in 1960, Blackburn’s Ferranti Ltd at Turnhouse near Edinburgh, in May 1963, trial. In fact, time did not permit aircraft became the Hawker Siddeley The Buccaneer T another full-scale assessment of this Buccaneer. The first ten production where it stayed for about three years. pilot’s nature to be made before 801 NAS S.2s, ex-S.1s ordered in September No major problems were uncovered instrument embarked for the on its carrier 1959, were followed by further orders with the S.2 and Brough began to finish panel: behind the pilot’s in August 1963. in May 1964, October 1965 and April production machines in early summer control The role of 700Z Flight also included 1966. To ready the new version, two 1964. The first of these, XN974, first column is the taking part in a ‘shop window’ DB airframes, XK526 and XK527, were flew from Holme’ on June 5, 1964, IFIS display, with demonstration aboard HMS Hermes rebuilt and re-engined at Brough and XN975 and XN976 followed in July the Strike Sight above it. To the in June 1961, and its pilots were both made their maiden flights from and August, and all three were used right of the IFIS Development able to display their aeroplane at Holme-On-Spalding Moor, where for clearance flying. The performance, are the engine batch Buccaneer the 1961-62 SBAC Farnborough the early S.2 flying programme was handling and flutter testing already instruments XK531/680/LM Shows, XK531 to XK534 performing carried out. Buccaneer XK526 first undertaken for the S.1 was repeated, and top left the of 700Z Flight. precision Air formation aerobatics at the latter. Its flew on May 17, 1963 crewed by pilot and the Spey and other changes (BAe Brough Speed Indicator. Heritage Centre) work completed, 700Z Flight was Derek Whitehead and observer Jack had to be assessed. (Key Collection) disbanded in December 1962, its staff and aircraft then forming the nucleus of The first Buccaneer S.2 deck landing W Pilot’s cockpit, starboard side. 8 0 9 N A S a t L o s s i e m o u t h , S c o t l a n d , i n took place on HMS Eagle in September Left centre mid-January 1963. 1964, when a brief assessment was are the fuel The Buccaneer S.1 was a good aircraft made of the type’s suitability for gauges and and successful in providing the Fleet Air carrier operations. Just eight launches below are the fuel selectors Arm with a new and potent low-level and arrested landings were recorded and indicators. attack aeroplane, but it lacked sufficient during the time available, and further Below is the engine power to make consistently safe trials were delayed until March 1965 Standard catapult take-offs. As the S.2 would when two S.2s successfully completed Warning Panel, and the V/UHF show, more powerful engines would 78 launches and landings on Ark Royal. Control Unit is make the Buccaneer far better. Looking Airframe XN974 performed the in the centre. back, the S.1 certainly cleared the way Eagle deck trials and at that time the (Key Collection) for the world-class S.2. first production aircraft was fitted with ‘dovetail’ standard Spey engines; S.2 development and XH974 was later fitted with the clearance ‘straight T-slot’ standard of Speys for its The task of converting the S.1 into the trials in Ark Royal, along with XN975, S.2 with more powerful Rolls-Royce which had the ‘skewed T-slot’ standard Spey bypass began in January of Spey engine: ‘dovetail’, ‘straight 1960. These required an enlarged 'T-slot’ and ‘skewed T-slot’ referred to elliptical intake to take the increased different engine compressor standards. mass flow, the jet pipe had to be The anticipated final version was the canted downwards and outwards, and ‘skewed T-slot’. The trial loadings were: extensive changes were needed inside a. clean. the centre fuselage. At the same time b. 4 x 1,000lb bombs in the bomb bay. the BLC system was modified with c. 4 x 1,000lb bombs on the blow now applied to the inner wing. wing pylons. As such the weaknesses of the S.1’s d. 4 x 36 x 2in (5.1cm) rocket powerplant were removed in one go. projectile launchers on the wing W This is a port One further change was made to the pylons (empty). side view of the pilot’s cockpit. wingtips. Here the original square-cut e. 2 x 250gal (1,137lit) underwing At bottom left format was replaced by triangular tips, tanks (full and empty). is the engine which increased the span but did not f. as (e) plus 2 x 1,000lb bombs on the start panel, with the radio affect the wing-fold clearance limits in a outboard wing pylons. and inter- carrier’s hangar. This modification was g. combinations of (b) and (d). communication designed to improve the Buccaneer’s h. as (c) plus 3 x 1,000lb bombs in the panel in the high-altitude performance in cruise, bomb bay (one forward, two aft). centre. At centre right sit but much later in the aircraft’s career The minimum launch speeds the throttles this subtle change contributed to recommended for initial CA Release and HP cocks. a catastrophic front spar failure. were as follows (for clean aircraft (Key Collection)

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X Although the being made to the shape of the fairing Buccaneer in between the wing tank and leading S.2B’s range was impressive due edge, an improved attitude display to the bomb and a more accurate tailplane position bay door fuel indicator were fitted in the cockpit. tank, it was truly prodigious The external marking of tailplane angle when in-flight on the fin was improved, too. This refuelling was was cleared aboard Hermes in June employed. This 1968, though it produced a little more 12 Squadron jet is being than the original form. The RAF’s replenished by Buccaneers reverted to the original an RAF VC10. low-drag form, since on land there (Key Collection) was no critical post-catapult-launch condition to worry about.

RAF S.2B In January 1968, following the cancellation of the planned RAF acquisition of the American General Later another 17 Buccaneers were tests having been performed with a full S Royal Air Dynamics F-111K, proposals were put ordered for the RAF, plus several 16,000Ib (7,258kg) weapon load. The Force S.2 forward to buy Buccaneers to mitigate more for service with government bomb-door fuel tank was introduced XV350. Note the change in this loss in tactical strike/recce capability. establishments. Buccaneer production on RAF Buccaneers (and South African wing tip shape Twenty-six new S.2s in all were bought finally ended in late 1977. The new RAF aircraft), which increased the ’s compared to to supplement the 64 examples the aircraft version was called the S.2B, range considerably. The first ex-RN XN974 (p.17), RAF was to inherit from the navy (by though in fact there were to be several airframes were used to form 12 and the hook. (BAe Brough T and all stores configura tions): the Buccaneer S.2 by day and night, up com missioning on April 9, 1965 of a then a decision had been made to run S.2 variants, as follows: Squadron in October 1969. Buccaneers Heritage Centre) became highly From 32,000lb (14,515kg) all-up- to a 50,000lb (22,680kg) all-up-weight. second Buccaneer Intensive Flying down the latter’s carrier fleet). Air S.2A: ex-Royal Navy S.2s reworked As described later the RAF effective weight to 42,000lb (19,051kg) all-up- In July 1965 XK527, XN974 and Trials Unit, known as No 700B Flight, Staff Requirement 391 was raised in for RAF use but lacking the modified machines served into the 1990s, but participants in weight, 115kts (213km/h). XN976 went to the US Navy’s under Cdr NJP Mills. This even tually May 1968 to cover the land version wing pylons able to carry Martel during the 1970s-80s there were the Red Flag exercises at From 42,000lb (19,051kg) all-up- Pensacola airbase for hot weather trials, flew eight S.2s (plus Hunter T.8s), which and the aircraft standard-of-fit in RAF missiles, laser-guided bombs, electronic problems with fatigue failures in the Nellis Air Force weight to 50,000lb (22,680kg) all-up- which included 100 carrier launches ensured the navy’s own clearance flying service was basically the same as for the countermeasures pods and Pavespike steel main spars. This included during Base, Nevada, weight a linear extension from 115kts off USS Lexington. The Spey’s lower could be done in a matter of months. navy. However, minor changes were pods. 1980 the tragic loss of aircraft and a USA. These (213km/h) at 42,000lb (19,051kg) fuel consumption had also considerably A first deck landing was made aboard necessary to make the Buccaneer more S.2C: Royal Navy aircraft upgraded to grounding order. As noted, early on 208 Squadron aircraft wear to 131kts (243km/h) at 50,000lb improved the range and XN974 was HMS Centaur on July 29, weapons suited for land-based operations in the S.2A standard. the original square-cut wing tips were the standard (22,680kg). flown home directly from Goose Bay trials took place over the range at overland strike/recce role. S.2D: Toyal Navy machines upgraded restored, new spar rings were fitted, Dark Green and Control during the approach was in Labrador, Canada to Lossiemouth Tain, north of Inverness, Scotland and Ten of the 26 new machines had to S.2B standard with Martel missiles. while the relatively fresh airframe Dark Sea Grey satisfactory, and no difficulties were (1,950 miles/3,138km in all) without IFR trials were also conducted. But been partly built for the navy but RAF aircraft retained Blue Parrot but XN982 was removed from flying and wraparound scheme, but experienced in maintaining an accurate a refuel. This was also the first time a 700B was disbanded on September were cancelled when a major refit plans for an underwing triple ejection established as a full-scale fatigue test others received approach path and aligning the aircraft Fleet Air Arm aircraft had crossed the 3 0 t o f o r m t h e n u c l e u s o f 8 0 1 N A S i n of Victorious was abandoned. rack were abandoned, despite flight specimen at Brough. desert-style with the deck centreline (though during Atlantic non-stop. mid-October 1965. Dark Earth and these trials the weather was good, and Further trials were conducted aboard On June 9, 1966 XN979 crashed Middle Stone paint for the no significant ship pitch was present). Hermes in 1966-67, including night- into the sea immediately after launch wargames. It was recommended that CA Release flying clearance in September 1966. from HMS Victorious. The subsequent (Key Collection) should be given for carrier operation of Lossiemouth was the venue for the enquiry resulted in a small modification

W Buccaneers of 208 and 12 Squadrons bask in the sun at Lossiemouth, possibly in 1993-94. Some aircraft wear mid-service wraparound Dark Sea Grey and Dark Green, while others sport the newer Medium Sea Grey and Camouflage Grey livery. (Key Collection)

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carrier fleet was due for replacement and a new generation of aircraft carriers, known as CVA-01, was in the pipeline. However, in 1966 the Labour government under cancelled the new carrier project, planning instead to order long-range American-built General Dynamics F-111Ks for the RAF to fill the strike role. These too were cancelled in January 1968 because of increasing costs. In the meantime, and faced with a major economic crisis, in 1967 the British government decided to abandon its commitment ‘East of Suez’ – a decision that soon brought an end to the FAA’s role in the Far East. The navy began to lose its large carriers as a result in the following years. Victorious was withdrawn in 1968, Hermes in 1971 (for conversion into a Commando Carrier) and Eagle in 1972. Ark Royal 17, 1962 as a naval strike squadron, embarked on a carrier for the first S One of the first however, was refitted to operate the equipped with the Buccaneer S.1 time on February 19, 1963 aboard tasks for the then new CO new supersonic Phantom interceptor, (though at the time it had no aircraft). HMS Ark Royal steaming in the English of 801 NAS, which ensured that it remained in It was commanded by Lt Cdr Edward Channel, and a near-month-long Lt Cdr JF de service as the last British carrier of its Anson, who had earlier been one working-up cruise followed, in which Winton, was to DARK generation until it was decommissioned of the pilots detached to Blackburn the Ark and its aircraft sailed to the overfly Nelson’s Column in in February 1979 (plans to have Eagle for the DB flying programme. Once Mediterranean. Later 801’s strength London on fully equipped for Phantom operations, it had acquired its new mount, 801 was increased to ten Buccaneers. October which presumably would have meant was involved initially with testing the The first full cruise for 801, to the Far 21, 1965. Five Buccaneer S.2s another Buccaneer squadron as well, modifications necessary to bring the East, took place aboard Victorious and This was to commemorate of 700B Flight in BLUE proved too expensive to implement). S.1 to the desired standard. During began in August 1963. It lasted nearly a formation during the 160th mid-1965. The August and September 1962 five of year and included time on land at both Anniversary of nearest aircraft is Winged tridents 801’s Buccaneers were loaned to Tengah and Changi in Singapore and, the Battle of Trafalgar. XN977/230/LM. The FAA’s 801 NAS was 700Z Flight, specifically to participate for two weeks in February 1964, at (Key Collection) (Key Collection) WORLD commissioned at Lossiemouth on July in the . The unit Embakasi in Nairobi. The latter was W 801 NAS S.2 he Buccaneer’s Royal Navy When the Buccaneer S.1 joined the primarily at anti-shipping, the obvious XT926/236/V Fleet Air Arm (FAA) career FAA it provided the Royal Navy with opponent being the armed forces pictured on began with 700Z Flight a considerable improvement in its of the . Victorious T during squadron discussed earlier in this book, and the strike capabilities. The S.1’s various In the early 1960s one of the Royal work-up in first frontline operational unit was to weaknesses were then eliminated Navy’s biggest roles was to protect 1966. The small be 801 Naval Air Squadron (NAS). by the S.2, which proved to be an British interests in the Far East, which outer wing pods However, the aircraft’s career with the outstanding addition to the force. was the reason why its carriers would were wide band homing ECM service was influenced throughout by The aircraft, and the equipment they make long deployments to that avionics used the political situation of the time carried, were for many years aimed region. By the mid-1960s part of its for picking up radar signals X An 801 NAS S.1, from enemy XN928/119/R, shipping. took part in the Farnborough Show in September 1962. The aircraft is marked as serving aboard HMS Ark Royal, but this view was made before the squadron had gone aboard the carrier. (Adrian Balch Collection)

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X All-white from the UK from late May 1968 until Buccaneer March 1969. The rest of the year was of 809 NAS, XK534/223/LM, spent at at the usual land base or in photographed home waters, and then from January- over Scotland June 1970 Hermes and 801 spent time circa 1964. The squadron’s red in the Mediterranean, which included phoenix badge periods based at Luqa in Malta. After adorns the air its return to Lossiemouth 801 NAS intake. (Sir Mark was disbanded on July 21, 1970. Thomson)

Rise of the phoenix One of 809 The second frontline S.1 unit to form Squadron’s first was 809 NAS, which commissioned Buccaneer S.2s, on January 15, 1963 at Lossiemouth, XT278/321/H (from Hermes) is using the aircraft and crews of the seen making smoke former 700Z Flight. Its CO was again with everything Lt Cdr JF de Winton and in due course down in July 1966. (Terry Panopalis it had an inventory of 14 Buccaneer Collection) S.1s. As such it operated permanently as a shore-based Strike Headquarters W Smart-looking Squadron at Lossiemouth and as the in its anti-flash Operational Flying Training Squadron white paint, for all elements of Buccaneer pilot XN960/225/ and observer training; there was an LM of 809 NAS photographed additional Hunter T.8 two-seater on in June 1964. to provide a show of support during In mid-May 1966 the squadron In early May 1967 Victorious, strength for dual checks and pilot (Terry Panopalis a minor crisis in East Africa; in fact, embarked aboard Victorious for a short in company with HMS Hermes, instruction. Eventually, 809 also took Collection) some local disturbances taking place working-up cruise in home waters operated for three days off the Aden part in numerous trials and exercises, in Tanganyika. The squadron returned and in the Mediterranean. A highlight coast, and aircraft from the two with its aircraft on occasion going home to Lossiemouth on July 22, 1965 in June, and an illustration of the new carriers plus RAF Hawker Hunters aboard carriers. On March 26, 1965 and five days later it was disbanded S.2’s enhanced capability, was when a from Khormaksar put together a 809 NAS was downgraded to a as an S.1 unit. single Buccaneer took off from HMS 55-aeroplane flypast to demonstrate second-line unit and re-designated Three months later 801 NAS Victorious in the Irish Sea to make a the air power on hand. 736 NAS, but this change did not reformed and was commissioned simulated low-level toss attack with There was also an exercise with as the navy’s first Buccaneer S.2 a ‘nuclear store’ on the airfield at the American carrier USS Enterprise, unit at Lossiemouth on October . With the return journey the Buccaneer crews here taking the 14, with its aircraft and staff coming to HMS Victorious this S.2 completed opportunity to gain in-flight refuelling from 700B Flight. This was the start an impressive round trip of some experience by receiving fuel from of a programme to re-equip all S.1 2,300 miles (3,701km). US Navy Douglas KA-3B Skywarrior squadrons with the S.2 and 801 was This cruise was followed by another tankers. This was Victorious’ final T Buccaneer S.2 XT271/032 commanded by Lt Cdr JF de Winton. full trip to the Far East starting in July cruise and the carrier was in due carries an One of his first tasks (in XN980) was 1966, Victorious and 801 (and 893 course decommissioned and broken in-flight to perform a ceremonial flypast over NAS with its de Havilland Sea Vixens) up. In the meantime, 801 was awarded refuelling pod under its Nelson’s Column in London to mark returning home in June 1967. This the 1967 for its efforts to starboard wing. the 160th Anniversary of the Battle of cruise was marked by the early stages bring the S.2 up to standard and into (Tony Buttler) Trafalgar on October 21. of the British withdrawal from Aden. frontline service. Still home-based at Lossiemouth, from then on 801 NAS’s base ship was to be HMS Hermes. During this transition period the squadron was tasked to carry out the first air- to-air refuelling of Buccaneers with RAF Victor tankers, in preparation S.2 XV869/ W for a non-stop transit from RNAS 020/R of 809 Lossiemouth to RAF El Adem in NAS is launched from Ark Royal eastern Libya. The squadron took in the 1970s. part in a major air exercise in El Adem Boundary from mid-April to early May before Layer Control returning non-stop to ‘Lossie’. The is operating and note the squadron made one further cruise catapult strop to the Far East, which took 801 away falling away.

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X 809 Naval Air latter in February-March 1975 and Squadron’s March-June 1976, the second of which 026/R just about to catch the included periods based at Cecil Field carrier deck and at Oceana in Virginia). wire. It carries This was followed by nearly a year four twin-store carriers for shore based at Honington (with practice bombs. short detachments to Gibraltar and (Tony Buttler Schleswig, in the first months Collection) of 1977), before Ark Royal took 809 to the US again in the spring and summer of 1978. At this time the Buccaneers aboard Ark Royal formed a potent and flexible seaborne weapon system along with the ship’s McDonnell Douglas F-4K Phantom interceptors, early warning aircraft, and anti- readiness to sail to the Far East. March overflights and reconnaissance S This . On December 15, 1978 15-25, 1965 brought Exercise ‘Fotex sorties over the Aden Protectorate Buccaneer S.1, the navy’s last frontline Buccaneer 65’, a large naval display of power following a deterioration in the XN962/110/E, belonged to squadron was disbanded at Lee- involving Eagle, three more carriers situation there. Then in March 1966 800 NAS. This on-Solent and its aircraft were and other warships. This was followed she relieved Ark Royal to continue photo was taken subsequently transferred to the RAF. at the end of the month by Exercise the navy’s patrols in the Mozambique in August 1965. Showpiece Malaysia off Singapore, Channel between Madagascar and (Adrian Balch Collection) Crossed Swords Eagle’s Buccaneers (and Sea Vixens) Mozambique in southeast Africa, The third frontline Buccaneer demonstrating weapon firing to VIP the Buccaneers taking part in oil involve any alterations in the aircrew the colony and off the Spanish coast, The aircrew coined the word squadron to form was 800 NAS, guests including the Malaysian prime embargo-enforcement duties off Beira, or aircraft on strength. after the latter’s government had ‘bomberbatics’ as a way of describing which commissioned on March 18, minister. The squadron returned to ’s seaport terminal for its oil T XN981/026/R of 809 NAS No 809 reformed, again at begun to place restrictions on which the aerobatic routine they created 1964 at Lossiemouth with six S.1s Lossiemouth in May 1965. pipeline. This period of operations was at an airshow Lossiemouth, on January 27, 1966 aircraft could operate from Gibraltar’s in their S.2s. In a press statement and a Hunter T.8, and with Lt Cdr J The next cruise aboard Eagle lasted known as the Beira Patrol and Eagle in 1975. The with six (later eight) Buccaneer S.2s airport. The return home was short they added: “…although not an ideal C Mather in command. Its first major almost a year, from August 1965 to would spend a record 71 days at sea, front and rear tips of the tail/ and under the command of Lt Cdr because, just over a month later at aerobatic aircraft, the Buccaneer is duty was to take part in the Fleet Air August 1966, and for two periods remaining on station until May 4, 1966 fin fairing have L Middleton. There followed a full the start of November, 809 re-joined very manoeuvrable at low level". Arm’s Jubilee Review at Yeovilton involved several serious operations. when Ark Royal took over again. the later and year’s work-up with time spent aboard Hermes for a cruise, which took in the The then CO was Lt Cdr Arthur on May 28. The squadron went aboard During October and November The flying was intense, Eagle’s air more advanced Victorious, and six 809 aircraft joined a Ascension Isles, Capetown in South White. In May 1970 four of the HMS Eagle on December 2, 1964 in 1965, 800’s aircraft flew numerous group keeping a close watch on form of radar warning mass flypast at the Farnborough show Africa, Aden, and then a return in squadron’s aircraft visited Karup in receiver, that September. This was followed by February 1968 via the Seychelles and Denmark for a week, then in the signified by the embarkation aboard Hermes in January Capetown once more. autumn the unit re-joined Ark for a dirty yellow 1967 for a cruise to the Mediterranean There then followed an extended cruise in the Mediterranean, which plastic fairings. This equipment and the Far East, which lasted until period based ashore, although the lasted until mid-December. In June-July replaced the the return to Lossiemouth at the squadron formed a five-aircraft 1971 Ark Royal and its aircraft visited earlier outer end of September. display team branded the ‘Phoenix America, some of 809’s jets spending wing pods. This cruise also included Gibraltar, Five’, which duly participated in the time at Cecil Field in Florida. There (Graham Pitchfork the carrier having to make ‘show of Farnborough SBAC show early was another trip to the Mediterranean Collection) strength’ patrols in the waters around in September 1968. in September, and another to the US in February 1972, and then Ark Royal stayed in home waters while 809 moved to a new shore base at RAF Honington, Suffolk in October 1972. The following year brought a repeat programme with a Mediterranean 800 Naval Air W cruise, followed by a visit to the US in Squadron’s XN951/101/E June. From July 1973 809’s S.2s were ready for launch replaced by updated S.2Cs, and then from Eagle in from October with similar S.2Ds, September equipped to carry the Martel missile. 1965. Keen- eyed readers Suitably refurnished, 809 flew out for may notice the an exercise in . Over the next airburst fuse three years there were further cruises in the nose of aboard Ark Royal (which by then was the inboard bomb. (Graham the navy’s last ‘fixed-wing’ carrier) Pitchfork to the Mediterranean and US (the Collection)

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commanded by Lt Cdr Willie Watson and its initial equipment comprised S.1s, which had previously been operated by 801 and 809 squadrons. No. 736’s role would include deck landing practice, for example aboard Ark Royal in June 1966, and the S.2 version joined the squadron from May 1966. In fact, it was the arrival of the S.2 that had prompted the formation of 736, 809 NAS having previously been allocated to S.1 crew training. Then, S.1s and S.2s were flown together by 736 for several years, with a peak compliment of eight of the former and 12 of the latter during 1970. There was no ‘twin-stick’ Buccaneer, in other words no production airframes with pilot’s controls in the rear seat, so two-seat Hunters had to be used as part of the conversion process. During its career as a Buccaneer unit to convert the service’s aircrew to the escaped but the observer was unable S An 809 NAS S.2, 736 NAS also trained South African Buccaneer, and this was staffed by RAF to separate from his seat and died. XV867/023/R, Air Force personnel, and later the first officers who had already flown the At the same time an examination of recovers aboard Ark Royal in RAF crews. As the run-down of navy aircraft on detachment with the FAA. the Gyron Juniors in the surviving S.1s October 1970. units progressed, and FAA aircraft Due to a shortage of S.2s, recently revealed they were in poor condition, (Terry Panopalis began to transfer to the RAF, it was retire d S.1s had been brought back and as a result the first Buccaneer Collection) 736 that had the task of running the into 736’s fold to provide more version was finally grounded. The last first series of RAF conversion courses. airframes. Tragically though, XN968 example was flown out in January Indeed, an RAF ‘cell’ was established was lost on December 8, 1970 from an 1971 and 736 became purely an S.2 within 736 during the spring of 1969 uncontained turbine failure – the pilot unit, although during January-March 1971 several RAF Buccaneers were S Life aboard all shipping passing in and out of, and with full weaponry but with reduced strength and working up (including loaned to the squadron to ensure it ship. Several near to Beira, and in particular oil fuel, and then get a Scimitar to remedy a shakedown cruise on Eagle in the had enough aeroplanes on strength 800 NAS S.2 tankers. Indeed, 800’s Buccaneers the fuel shortfall in the air. No 800 Mediterranean), it re-joined Eagle to perform its role. So, 736 NAS was Buccaneers are seen in ‘stowage’ would patrol from dawn to dusk and, NAS returned to Lossiemouth on for its first full cruise in August 1967, disbanded at Lossiemouth on February configuration with no diversion airfields, air-to-air August 14, 1966, this date marking once more to the Far East. Again, this 25, 1972, the training of future RAF aboard HMS refuelling was vital. The latter came via the end of its S.1 operations (though was an important moment because Buccaneer aircrew falling to 237 Eagle; wings folded and Scimitars of 800B Flight. examples stayed with the unit until in November the carrier formed part Operational Conversion Unit. with airbrakes The S.1’s low-thrust engines meant the November) and the disbandment of the task force assembled off Aden A highlight of the Buccaneer’s naval extended. (To) aircraft could not get off the carrier’s of 800B Flight. to cover the withdrawal of British career (though a low point in British The Torrey deck with a maximum load of fuel and The squadron then became an forces. Time was also spent ashore at maritime history) was the Torrey W weapons, so the routine was to launch S.2 unit and, after reaching full Changi, and for two weeks in February Canyon. This very large oil tanker ran Canyon on March 30, 1968 at Pearce airbase in , aground near Land’s End on March 18, 1967 after before returning home in June. Over 1967. Within a few days its back had being struck the next three-and-a-half years 800 broken, and oil began flowing into the on numerous X Buccaneers occasions belonging to 736 NAS completed further cruises aboard sea, which in due course produced a by bombs and 800 NASs Eagle, both to the Mediterranean major environmental disaster along delivered from are armed with and Far East, before disbanding on many nearby beaches. Buccaneers. 1,000lb (454kg) its return to Lossiemouth on January Once the oil started to leak, the The large hole bombs at in the rear RNAS Brawdy, 23, 1972. Eagle was then withdrawn decision was made to try and release of the funnel in readiness and again the unit’s Buccaneers more oil and then set it alight and was caused to attack the were passed to RAF hands. burn it before the slicks reached the by a bomb Torrey Canyon. coast. On March 28 eight Buccaneers dropped from The launcher a Bucc’ crewed units were fixed Instructional outfit from 736 and 800 NASs attacked by pilot Lt J to the bombs On March 26, 1965, 736 NAS was the ship with 42 1,000lb (454kg) Tod and RAF first if being formed at Lossiemouth out of the free-fall bombs, of which 30 hit their observer Flt housed in the former 809 NAS, specifically to serve target. Further Buccaneer attacks Lt G Pitchfork. belly. (Graham (Graham Pitchfork as a second-line land-based Buccaneer were supported by Hunters and Pitchfork Collection) headquarters and training unit. It was Sea Vixens dropping napalm and Collection)

28 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 29

ROYAL NAVY SERVICE

W The 800 NAS S.1 XN956/100/E, seen in 1964, has its one-piece ROYAL NAVY AND canopy pushed fully rearwards. (Graham Pitchfork Collection) ROYAL AIR FORCE UNITS

S.1 Royal Navy S.2 Royal Air Force 700Z Flight – 8.61 to 12.62, Lossiemouth 12 Squadron – 10.69 to 9.93, Honington, Lossiemouth (10.80) 736 Squadron – 3.65 to 12.70, Lossiemouth 15 (XV) Squadron – 10.70 to 6.83, Honington, (Laarbruch, West 800 Squadron – 3.64 to 11.66, Lossiemouth + HMS Eagle Germany 1.71) 801 Squadron – 7.62 to 7.65, Lossiemouth + HMS Ark Royal 16 Squadron – 6.72 to 8.56, (Laarbruch, West Germany) and Victorious 208 Squadron – 9.74 to 3.94, Honington, Lossiemouth 7.83 803 Squadron – 7.67 to 8.68, Lossiemouth 216 Squadron – 7.79 to 8.80, Honington, Lossiemouth 7.80 incendiary bombs, all of which left the 809 Squadron – 1.63 to 3.65, Lossiemouth 237 OCU – 3.71 to 10.91, Honington, Lossiemouth 11.84. Torrey Canyon badly damaged, but Replaced by Buccaneer Training Flight within 208 Squadron unfortunately it proved very difficult from 10.91 to late 92. S.2 Royal Navy to make the oil burn as hoped. The 700B Flight – 4.65 to 9.65, Lossiemouth operation was a very valuable exercise Other Operators for the Buccaneer units, but in the 736 Squadron – 5.66 to 2.72, (also S.2B 1.71 to 3.71) Lossiemouth A&AEE Boscombe Down, Blackburn and Hawker Siddeley, Ferranti, 800 Squadron – 9.66 to 2.72, Lossiemouth + HMS Eagle end was a failure because it could RAE Bedford, Farnborough and West Freugh, RRE Pershore. not prevent the subsequent pollution 801 Squadron – 10.65 to 7.70, Lossiemouth + HMS Victorious See from p.38 for details of the . along England’s coast. and Hermes 803 Squadron – 1.68 to 12.69, Lossiemouth + detachment to Short-lived wasps HMS Hermes There was one further Buccaneer 809 Squadron – 1.66 to 12.73 + S.2C 7.73 to 12.78 and S.2D squadron, 803 NAS, though its career 10.73 to 12.78, Lossiemouth, Honington (10.72) + HMS Victorious, with both marks on strength proved Hermes and Ark Royal relatively brief. This unit was formed Buccaneer S.2 ‘230’ of 801 Naval Air Squadron about to be launched at Lossiemouth on July 3, 1967 under detachment of 803 NAS Buccaneers, With the run-down of the navy’s S A rare view Lt Cdr MJA Hornblower to operate as accompanied for the flight by a pair carrier fleet, 64 FAA S.2s were of an ex-FAA from HMS Victorious on June 27, 1966. The colour scheme was Buccaneer S.1, Extra Dark Sea Grey over white, black nose numbers, white rear a Buccaneer Headquarters Squadron. of Victor tankers, went eventually passed on to the RAF, XN956, painted fuselage serial, Roundel Blue underwing serials and D-type roundels As such it had no assigned air group aboard HMS Hermes in the Andaman though a few eventually found their in RAF colours in six positions. (Key Collection) and wore Lossiemouth ‘LM’ tailcode Sea to the north of Malaya and way back to the navy with 809 in 1971. In this letters. This unit’s role throughout Singapore. They arrived via Cyprus Squadron during its final years aboard form these airframes were was to test new weapons (usually over and Gan and this demonstration of a HMS Ark Royal. The Buccaneer’s naval used purely the bombing ranges at Tain and West rapid deployment, being completed role was over with the withdrawal for training. Freugh) and avionics – and to develop in four just days, was called Exercise of this ship. However, a long and (Graham new methods of attack. However, Bobbin Plus. Finally, 803 NAS was successful RAF career was to come, Pitchfork Collection) on August 23, 1968 a four-strong disbanded in December 1969. and this is described later. Wearing overall W Extra Dark Sea Grey, S.2 XV357/612/LM was one of the Buccaneers that served with 803 NAS, including when this image was taken in October 1969. (Terry Panopalis collection)

30 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 31 Buccaneer S.2 ‘230’ of 801 Naval Air Squadron about to be launched from HMS Victorious on June 27, 1966. The colour scheme was Extra Dark Sea Grey over white, black nose numbers, white rear fuselage serial, Roundel Blue underwing serials and D-type roundels in six positions. (Key Collection)

WEAPONS AND STORES

A Royal Navy Buccaneer S.2 displays an impressive arsenal of weapons and fuel tanks. The centre front store is Red Beard. (Terry Panopalis Collection)

System assessment for the S.1 Display, the pilot pulled the Buccaneer exactly as for Long Toss. This was S Buccaneer stated that 1,000lb bombs could be into a steady loop. At the same time called Over the Shoulder mode, the S.2B XX895 with two TV jettisoned, dropped singly, or in pairs, the analogue computer would work weapon being released at around Martels, an AR or in sticks of four, six or eight from out the release equation, and the 10,500ft over the target with the version and a the Buccaneer at speeds up to 550kts bomb was ejected at the point when Buccaneer inverted in a 70° climb. datalink pod. (1,019km/h) and dive angles up to 45°. the calculated forward throw equalled A similar technique to Long Toss was For carriage on Buccaneer both A freefall weapon carried later the horizontal distance to the target. Medium Toss, which was an adaptation missiles needed in the Buccaneer’s career was the The Buccaneer was then about 60° for delivering 1,000lb high explosive new launch rails, Hunting BL755 cluster bomb. This nose up, and on release its pilot would bombs. Here the Buccaneer would with the TV was a container that held 147 general bank away and dive to low level to pull up about 2 1/2 miles (4km) out, variant having an extended rail purpose or advanced anti-armour clear the area. The bomb was thus the bombs being released when 30° and an umbilical bomblets, and fully loaded it weighed ‘lobbed’ onto its target in a parabola, nose up. There was also Dive Toss, a that connected 611lb (277kg). There was also the without its carrier having to get too third computed weapon attack mode, the observer’s AN IMPRESSIVE ARMOURY cockpit display Carrier Bomb Light Store (CBLS) to close to the target. the Buccaneer diving straight at the to the seeker he Buccaneer’s service career The first store earmarked for the and it could be delivered at low level take 28lb (12.7kg) practice bombs. If Blue Parrot failed the pilot could target with its radar locked on. Pull-up head. (Key stretched from the end of what Buccaneer was Fairey’s tactical nuclear- by toss-bombing or by parachute- take the Buccaneer directly over the and bomb release took place eight Collection) T Two 1,000lb might be termed the ‘dumb’ tipped anti-shipping air-to-surface retarding. The WE177A’s flight testing Delivery target before completing a pull-up seconds out, but this method was bombs on a T single wing weapon era, into the period of smart guided missile codenamed Green began in 1965 and involved XK528 Retarded bombs would be dropped pylon under weapons and advanced avionics – with Cheese. However, this was cancelled and other aircraft, while 803 Naval Air using the lay-down mode, with the XN975 in the result that its capabilities were in 1956 and replaced by the unguided Squadron conducted service clearance Buccaneer flying at low altitude and November updated and upgraded regularly. 1,750lb (794kg) Red Beard nuclear trials. This weapon was 16 1/2in in level flight; a trigger would release 1965. (Hawker Siddeley Buccaneer never carried guns, though, store, which was 12ft (3.66m) long and (41.9cm) in diameter, its tailfin had a the bombs automatically as its target via Graham and the South African weaponry is 28in (71.1cm) in diameter. This had an span of 24in (61cm) and it weighed passed beneath. But ballistic bombs Pitchfork) detailed elsewhere. explosive yield of 15 kilotons and the 600lb (272kg). RAF Buccaneers had (ie moving under the force of gravity Buccaneer’s special rotating bomb bay their aerodynamically faired bomb only) could be delivered using the toss door was developed especially for it, doors modified to enable them to mode, which took several forms. The since conventional bomb bay doors carry two WE177s. following ‘stand-off attack’ techniques were not certain to provide smooth A full load of conventional ‘iron’ for were evolved to enable the bomber to enough airflow around the store an S.1 would be four standard 1,000lb release its weapons away from heavily as it was released. (454kg) bombs carried internally, defended targets. with four more on the underwing Firstly, there was Long Toss mode, Replacement 'nuke' pylons, though some stations would developed in fact purely for nuclear Red Beard was a primitive free-fall normally be occupied by fuel tanks. delivery. After locating the target W Buccaneer S.2 tactical weapon and was replaced in Smaller 500lb (227kg) and 540lb using Blue Parrot about 200 miles XV162 drops 1969 by the 600lb (272kg) WE177A (245kg) bombs could be loaded on (322km) out, the Buccaneer flew in at the sizeable freefall bomb, the UK’s primary air- tandem carriers. The Aeroplane more than 550kts (1,019km/h) at just Red Beard during a trial. dropped into the and Armament Experimental 50-100ft. At 4 miles (6.5km) out, using (Terry Panopalis 1990s. Development began in 1963 Establishment’s April 1964 Weapon the Ferranti Strike Sight Head-Up collection)

32 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 33 WEAPONS AND STORES

under the aircraft’s wings. Range was Wearing overall This May 1963 Extra Dark Sea approximately 4 1/2 miles (7.25km) photo shows the Grey, XT285/653/ and Bullpup was guided to its target Buccaneer S.1 LM of 736 NAS by radio command mid-course control XN956, of 801 fires 2in rockets NAS, carrying 28lb over Tain Range inputs coming from the Buccaneer’s (12.7kg) practice in Scotland. pilot, flares in the rear of the weapon bombs on twin (Graham Pitchfork helping him track the missile in flight. carriers. (Adrian Collection) One limitation was that the pilot had Balch Collection) to keep pointing his aircraft directly at the target, otherwise the steering signals failed. In April 1964 A&AEE Boscombe Down reported that Bullpup firings over Aberporth had showed that up to four rounds could be launched satisfactorily at speeds up to 500kts (927km/h) indicated airspeed or 0.85 indicated Mach number at dive angles up to 45°. (150kg) and was designed to penetrate pod with an aerodynamically faired Martel ship hulls. It was 12ft 9in (3.89m) long Martel seeker head, to provide crews The Buccaneer’s precision strike and 16in (40.6cm) in diameter, with with practice in target acquisition. capability was greatly increased, and a range of around 12 miles (19.3km). Just one missile at a time could be its vulnerability reduced, by twin Both versions were powered by fired, but attacks on shipping would versions of the Anglo-French Martel solid-fuel rockets. be made with multiple aircraft carrying stand-off missile developed jointly To carry these weapons Buccaneer both versions of Martel to help nullify by Dynamics and had to be modified with strengthened enemy . Anti-radar Martel the French Engins MATRA company, wings, new longer, shallower pylons would be used first to blind the radars T A XV Squadron in a programme launched in 1966. and a cockpit display. A joint Martel – a VT proximity fuse would explode aircraft at They used the same body and the trial held in was called about 60ft (18m) away. The ‘sinking’ Laarbruch. rarely used. Later, Auto Depressed Glowworm was notoriously unreliable Eventually the 2in RP was replaced by first was the AS.37 anti-radar (AR) Mistletoe, and from early 1968 XK527 TV Martel would then follow in at SNEB rocket pods sit on the Sight Line (ADSL) was developed and produced a rather feeble degree the French MATRA SNEB rocket. The missile with a passive radar seeker and began sorties to check handling and about 2,000ft (610m), the navigator hardstanding, as a semi-automatic dive-bombing of illumination - and was obsolescent MATRA 155 pods contained 18 68mm blast-fragmentation warhead. It was flutter, and to clear the pylons. These eventually descending the missile and along with a mode to improve accuracy with by the late 1960s. It was replaced projectiles with a variety of warheads, 13ft 9in (4.19m) long, weighed 1,180lb were followed by the first test firings, tracking it onto the ship (this echoed CBLS practice 1,000lb bombs. Release took place in by the Swedish 3in (7.6cm) Lepus the pod weighing approximately 410lb ( 53 5 k g ) a t l a u n c h a n d c o u l d f l y f o r and there were also 67 carrier landings Coastal Command Bristol Beaufighters bomb carrier. BL.755 (blue a 20° dive but a very smooth tracking ballistic store, fitted with a flare head (186kg) fully loaded. Each SNEB rocket 34 miles (55km). on Ark Royal with the missile aboard. in World War Two – anti-flak aircraft ‘drill’ bodies) technique was necessary. giving approximately 2 million candle was 3ft (91cm) long and had eight The second was the semi-armour Eventually XN974 and XV350 joined would attack first to be followed and 1,000lb power. Carried solely on the wing flick-out fins to provide stable flight. piercing AJ.168 fitted with a television the trials programme. The RAF by carriers.) The capability bombs are on pylons (two on a tandem beam), this The RAF used SNEB pods until they seeker and radio command guidance. established Martel capability in 1972 of defensive weaponry improved, the trolleys. Illumination (Graham In the 1960s attacks on warships or was an important piece of Buccaneer were replaced by the BL.755 cluster This had a launch weight of 1,146lb and 809 NAS followed in October however, and by the mid-1980s TV Pitchfork boats at night required a suitable equipment and was used extensively bomb – the navy never used SNEB (520kg), its warhead weighed 330lb 1973. There was also a Martel training Martel was obsolete, though AR Collection) T An early Buccaneer light source. Initially the navy used by both the Royal Navy and RAF. It though, because it was never cleared carries two Glowworm rockets, which were fired was delivered using a vari-toss profile, for carriage in warships. Bullpup missiles in a 30° pull-up and would deploy over being released at about 60° of pitch, under its or just beyond the target, enabling and again illuminated the target from starboard wing. Bullpup (Tony Buttler aircraft to follow in with visual dive behind or above. After release, rocket- The concept of attacking Soviet Navy Collection) bombing or 2in (5.1cm) rocket attacks. armed Buccaneers would follow. But vessels with iron bombs became by the 1980s Lepus, and the 2in and increasingly impractical with the SNEB rockets, had all gone. development of more advanced defensive surface-to-air missiles. As a Rockets result, Buccaneer was equipped with Buccaneer’s early inventory included precision attack missiles that could hit unguided rockets. Initially a 2in rocket enemy ships from much further away. projectile (RP) pod went underneath The first was the Martin Marietta each wing, the pods housing 36 rounds AGM-12 Bullpup radio command- each. The A&AEE’s S.1 assessment guided missile. Bullpup had a solid fuel stated that 2in RPs, “can be fired rocket, it was 10ft 6in (3.2m) long, had satisfactorily, one launcher at a time a span of 3ft 1in (94cm) and at launch, only at speeds up to 500kts (927km/h) with a 250lb (113kg) warhead, weighed and dive angles up to 30°.” Rockets 569lb (258kg). There were four main would be used against targets such wings and four small delta control as fast patrol boats. fins, and four rounds were carried

34 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 35 WEAPONS AND STORES

(V)-10 (RAF E-10), which covered multiple frequencies.

Pinpoint precision A big step forward during the Buccaneer’s lifetime was the arrival of laser-guided weapons. Until the 1990s the Texas Instruments/RAE/ Portsmouth Aviation CPU-123 II was the RAF’s standard laser-guided bomb. It was based on the standard thousand-pounder and had different fillings for varying employment. After release the bomb would glide to its target, its range being extended by four pop-out control fins. To guide the bombs the Buccaneer carried a (day operation only) AVQ-23E laser designation pod While the S Test machine Martel served until the Buccaneer itself range BAe Dynamics self- previously for the wideband homer, on the inboard port pylon. This was Paveway bombs at low level (more on inventory and two or three aircraft S XV350 flying was retired in 1994. guiding ‘fire-and-forget’ missile. This and with further detection aerials in first acquired in 1979. It had a TV this combination can be found in the on a squadron were always equipped SNEB rocket over East was a long-time Yorkshire during was 13ft 7in (4.14m) long, had a span the fore and aft antennas on top of camera with a bore-sighted laser, and RAF Service pages). with it. The RAF’s 12 Squadron and weapon of the Pave Spike and Avionics and Sea Eagle of 3ft 11in (1.19m) and body diameter the fin. dispensers were also the optics were housed in a gimbal 237 OCU used the photo recce RAF Buccaneer, laser-guided Initially naval Buccaneers were fitted of 1ft 4in (40.5cm). It weighed 1,279lb ‘scabbed’ to the outside of the outer turret. The observer could track the Makeshift snooper pack extensively, 12 for its maritime it also employed bomb trials in with a wide-band passive homer in (580kg) and carried a 506lb (230kg) wing pylons, and flares were attached bomb using the Martel TV screen The forward part of the bomb bay role and the OCU to train pilots and Royal Navy 2in 1978. The Pave rockets early in Spike pod is on small bullet pods on the outer wing semi-armour-piercing warhead. under the jet pipes. and, when not required, the pod lens could also hold a substantial photo- navigators in its use. its career. the inner pylon, leading edges, but from 1975 these Buccaneer could carry four rounds and For airborne defence there was then was covered by a retractable shield. reconnaissance pack or ‘Photopack’ The photoflash crate at the rear (Key Collection) the aircraft has were replaced by the ARI.18228 radar- launch them simultaneously. As a sea- full compatibility with the AIM-9G or Pave Spike weighed 425lb (193kg), containing six F95 cameras set at was never used, but still had to be inward-facing warning receiver (RWR) system with skimming missile Sea Eagle was much all-aspect AIM-9L Sidewinder air-to- it was 12ft (3.66m) long and 10in different angles (forward-facing or side carried because of centre-of-gravity cameras on its wingtips and the fore- and aft-facing aerials positioned more difficult to intercept than Martel air missile (navy and RAF Buccaneers (25.4cm) in diameter. oblique) and with different imaging issues. It was, however, sometimes outline of the at the ends of the tail bullet fairing. The and full-scale development began had carried the earlier AIM-9B). The The RAF conducted early trials in capabilities. To the rear of the camera handy for displaying slogans on the bomb door tank later equipment gave 360° coverage in 1979; 208 Squadron was the first ‘Nine-Lima’ was 9ft 5in (2.87m) long, 1979. Trial Tropical III followed in pack was a night vision ‘flash pack’ Buccaneer’s underbelly during air is visible. (Key rather than the 60° offered by the recipient at the end of 1986, and 12 5in (12.7cm) in diameter, its span was October 1981 and established the holding 198 flares. The photopack displays; ‘Fly Navy’ painted in large Collection) wing leading edge fittings and was used Squadron acquired its first upgraded 2ft 1in (63.5cm) and launch weight feasibility of delivering laser-guided formed a big piece of the Buccaneer’s letters was a favourite. predominantly by the RAF. However, Buccaneer in December 1987. 192lb (87.1kg). Between 1986-89, photographs show the navy’s The central element of the 62 Buccaneer S.2Bs were upgraded An AIM-9B Buccaneers received ARI.18228 right concurrent Avionics Update with the full AUP at BAe’s Woodford Sidewinder air- at the end of their service in 1978. Programme (AUP) package was the factory, the final 15 also returning to to-air missile is The reduced competitiveness of Ferranti inertial navigation platform for the orig inal S.1 wingtip shape. carried on the port wing of this 237 TV Martel prompted an extensive Sea Eagle. But the AUP also included From 1976 Buccaneer was the OCU S.2B, while Buccaneer upgrade programme an upgraded RWR (Sky Guardian 200) first British aircraft to carry podded an ALQ-101 ECM during the 1980s, which included new with receivers housed in the wing electronic countermeasures (ECM) pod adorns the starboard wing. avionics and the 68-mile (110km) leading-edge-mounted pods used with the Westinghouse ALQ-101 (Key Collection)

X Buccaneer XX885, the First Gulf War veteran Hello Sailor/Caroline

seen later in its career, has on its folded starboard wing a Paveway II and a Westinghouse ALQ-101 (V)-10 jamming pod. (Terry Panopalis collection)

36 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 37 SOUTH AFRICAN SERVICE

manufacture of a replacement airframe. Buccaneer G-2-1 with a trial fit of The first S.50 arrived at Waterkloof on four AS.30 missiles. November 3, but 417’s loss meant the (Graham Pitchfork remaining eight aircraft were delivered BUCC’S IN THE BUSH Collection) regularly in South African Air Force by sea as deck cargo, 421, 423, 424 and X A South African Buccaneer is (SAAF) service, because the substantial 426 arriving in Capetown on August prepared for amount of water surrounding the 5, 1966 and 411, 420, 422 and 425 its delivery flight at Holme- country made this facility essential on October 17. on-Spalding- for maritime operations. The S.50’s The early part of the SAAF Moor. The weaponry comprised 1,000lb (454kg) Buccaneer’s service included annual silver portable bombs and, for precision attacks, UK/South African Capex exercises off pod was a Blackburn- Nord AS.20 and AS.30 air-to-surface the latter's coast, involving RN carriers developed missiles; in late 1974 the version was and South African Navy vessels. These air starter, also equipped with an S.2B-style continued until November 1973 when which could bomb bay fuel tank. the ended. be attached to a wing The biggest change from the S.2, S.50s would operate. The RATO been training in secret with 809 NAS On December 13, 1966 one Buccaneer, pylon. (Graham however, was the addition of rocket- facility was looked upon as a safety since January 1965). crewed by 24’s Commanding Officer Pitchfork assisted take-off (RATO) equipment, precaution for take-offs under certain On October 27, 1965 serials 412 Cmdt Mike Muller (pilot) and Major Collection) in the form of two 4,000lb (17.8kN) operational conditions. to 419 began their delivery flights to T J de Munnink, completed a record Bristol Siddeley BS.605 motors, one In SAAF service the Buccaneers were South Africa. However, on October endurance flight of 6,000 miles The engine lackburn/Hawker Siddeley Cape of Good Hope. The ‘pact’ was positioned in the rear of each engine allotted the serials 411 to 426, but for 31, south of the Canary Islands (where T (9,654km) in 9hrs 5mins with the help T The first S.50 nacelle RATO G-2-1 (411) secured just one export order controversial, though, due to South nacelle beneath the main jet pipe. clearance flying in the UK they carried they had made their first stop), 417 installation of of two in-flight refuels. The SAAF undergoing for the Buccaneer, from South Africa’s then racial Apartheid policy. These would run for 30 seconds using B-class marks G-2-1 to G-2-16. The crashed into the sea, the pilot having the Buccaneer Buccaneers were prominent display RATO trials B S.50 built for Africa. A contract for 16 examples high-test hydrogen peroxide (HTP) first example flew from Holme-on- lost control. Its crew ejected safely and aircraft at South African air shows. from Elvington South Africa. while still with based on the Navy’s S.2 was awarded S.50 as the oxidant, mixed with kerosene Spalding-Moor on January 9, 1965 were rescued by a cargo ship, but the (BAe Brough Hawker Siddeley in January 1963 and these were South Africa’s Buccaneer retained taken from the Buccaneer’s own and the last in April 1966. The flying UK Government’s ban precluded the Heritage Centre) Tanker targets – though here designated S.50. At the time the UK its deck hooks and could still fold supply. This extra thrust enabled take- prior to delivery covered the BS.605 Two highlights of 24 Squadron’s the rocket motors are still had good business relations with its wings but only manually, power offs to be made at maximum weights installation, and the carriage of four maritime duties were the destruction of positioned South Africa, and the Simonstown operation having been deleted. It could up to 58,000lb (26,309kg) and from underwing AS.30s, both being cleared two oil tankers, though the first of these under the Agreement was in place, whereby carry 430 gal (1,955 lit) underwing South Africa’s airfields, without issue. The RATO worked well, also highlighted possible weaknesses rear fuselage. Britain could supply equipment fuel tanks or an FR Mk.20 ‘buddy in particular Air Force Base (AFB) though in practice – despite the design with the AS.30 missile. On February 27, (Hawker Siddeley via and weaponry to South Africa for pack’ air-to-air refuelling pod. Indeed, Waterkloof at more than 4,900ft work and additional finance needed 1971 the SS Wafra , with 60,000 tons Tony Buttler) the defence of shipping around the in-flight refuelling (IFR) was practised (1,494m) above sea level, where the to bring it to fruition – it was hardly of crude oil aboard and on its way to ever used (apart from the occasional a refinery near Capetown, reported demonstration at an air display), that its engine room had flooded. Waterkloof’s runway proving long Attempts to tow the vessel failed and, enough for Buccaneers with full loads. after the crew had abandoned ship, its What did not go well were plans for stern went aground on a sandbank a follow-up order. By then, Britain’s Labour government under Harold Fourteen US-style Mk.82 bombs make Wilson was in power and, because of for a menacing load South Africa’s apartheid policies, it had on South African introduced an against Buccaneer S.50 414. this nation. This was used to block the (Graham Pitchfork Collection) acquisition of a further 14 S.50s, and in fact the South African government had to apply considerable pressure to ensure that the 16 airframes on order were still delivered.

24 Squadron SAAF South Africa’s Buccaneers were used to equip 24 Squadron which, although based at Waterkloof, was reformed at Lossiemouth, Scotland, on May 1, 1965 under Commandant ‘Bob’ Rogers. Aircrew training took place in the UK and began using Fleet Air Arm S.1s, the first S.50s becoming available at Lossiemouth later that year (Rogers and other aircrew had

38 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 39 The engine nacelle RATO installation of the Buccaneer S.50 built for South Africa. (BAe Brough Heritage Centre) SOUTH AFRICAN SERVICE

T Serial 414 flying on when Cuban mechanised infantry at low level What appears to be SAAF S.50 serial SNEB rocket pods adorn S.50 413, which is moved in. The Canberras carried parked with SAAF Piaggio P.166 maritime and at what 412 refuels an D trainer (a development of the French Mirage III), patrol aircraft. appears to be anti-personnel bombs, the Buccaneers (Key Collection) via an underwing ‘buddy pack’ IFR pod. high speed. The (flying out of AFB Grootfontein) eight (Graham Pitchfork Collection) aircraft is in the 1,000lb bombs or 72 68mm rockets, toned-down and the Mirages 30mm cannon. colour scheme introduced On their first strike, four S.50s in the late delivered 32 bombs that wrought 1970s with massive damage to the area. The all markings Canberras and Buccaneers then removed save for the followed with a strike on SWAPO’s serial number. nearby Chetequera complex. Another (Graham S.50 spotted an advancing column of Pitchfork tanks and vehicles near Techamutete Collection) Silver Castle’s stern caught fire and was severely damaged. The vessel was towed out to sea and most of its cargo was then pumped aboard another tanker, but the collision and fire made repairing the vessel uneconomic. Lying some 170 miles (274km) southeast of Cape St Blaize, on May 16 five Buccaneers led by Cmdt Pierre Gouws, having flown in the previous day, took off from the Flying Training School at Langebaanweg armed with and oil began to leak into the sea. On Van Garderen and his third missile 1,000lb bombs. In all 27 stores were March 8 the tug Oceanic succeeded in blew a 15in (38cm) diameter hole in dropped, 19 hit the Silver Castle and pulling the stricken Wafra off the sand, the hull, but the tanker did not sink. she sank in about five minutes. but there was no safe possibility of A second Buccaneer ‘raid’ was made transferring its cargo to another tanker, on March 11 but the Wafra would still South West African so it was decided to tow the vessel out not go down, so on March 12 Border War and destroyed three armoured almost the entire enemy battalion the other four made a farewell sortie S The first to sea and sink it to avoid the possibility Shackletons of 35 Squadron RAAF The most important role undertaken personnel carriers. By mid-afternoon h a d b e e n e l i m i n a t e d , w i t h a r o u n d 15 0 from Waterkloof on March 28. The South African of severe pollution. On March 10, with used nine depth charges dropped by SAAF Buccaneers was their the Cuban armour was approaching Cuban soldiers killed. last Buccaneer S.50 flight occurred on Buccaneer, G-2-1 (411), South African T the ship some 90 miles (145km) off the to either side of the hull to dispatch involvement in the South West the paratroopers; a Buccaneer and Between 1969-83 the S.50 fleet was April 10 when 416 was dispatched to undergoes S.50 Buccaneer coast and the weather deteriorating, her. The Buccaneers had expended African Border War, a land conflict two Mirages attacked, the former whittled down by accidents, the worst the SAAF museum in Ysterplaat. testing while 414 of 24 still in the UK. Squadron on two 24 Squadron Buccaneers were 12 AS.30s in one of the earliest live that lasted from 1966-90. However, destroying two tanks, an anti-aircraft of which occurred on November 24, The S.50 crews called the Buccaneer (Key Collection) air show duty called in to deliver the coup de grâce. firings of the weapon, seven hitting in the 1970s-80s the Buccaneers flew position and other vehicles with 1972 when two collided in mid-air. Just the ‘Easy Rider’ because of the at Waterkloof Detached to AFB Langebaanweg the ship but proving ineffective. sorties over and rockets, and the fighters obliterating five were still flying (including 414, 416 comfortable experience it gave when in 1970, with a near Capetown, they were armed Nevertheless, a potential pollution using bombs, 68mm SNEB rockets several vehicles with their guns. and 421) when 24 Squadron, the only flying at low level and high speeds. As full display of weaponry. The with AS.30s, their attacks being disaster had been avoided. and AS.30 missiles. Their biggest Later more vehicles and buildings operator, was disbanded at Waterkloof in the UK, having been acquired for colour scheme made at about 450kts (834km/h) On April 20, 1972 the Silver Castle, contribution took place during the were hit by Buccaneers, and then in March 1991. One Buccaneer joined maritime operations, the S.50 then is Dark Sea and 3,000ft (914m) altitude, with with 18,000 tons of crude oil aboard . the S.50s destroyed two T-34 tanks South African aircraft manufacturer also proved itself a capable overland Grey over PRU Blue. (Graham the missiles released about 4 miles collided with the South African cargo The enemy was the PLAN guerrilla and anti-aircraft guns. By nightfall Atlas Aircraft for trials work, while strike aircraft. Pitchfork (6.5km) from the target. The first ship SA Pioneer in thick fog, 6 miles army, the armed wing of SWAPO W The SAAF Collection) Buccaneer was flown by Maj Simon (10km) from Bushman’s River; the (the South West African People’s Buccaneer Organisation), which opposed South S.50 413 keeps Africa’s occupation of what became company with Namibia. SWAPO was based in nearby an Angola and South African raids into . that country were opposed primarily Noteworthy are by Cuban forces. Cassinga was an the two large Angolan mining town and a SWAPO non-standard blade aerials stronghold. On May 4, 1978 in the with rearward South African Army’s first major rake on the airborne operation, it was attacked by spine – British paratroopers under Operation Antler. airframes being fitted with one They were supported by SAAF English blade of a more Electric Canberras, IIIs upright shape. and Buccaneers, and these were called (Key Collection)

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HAWKER SIDDELEY BUCCANEER S.2B

1 In-flight refuelling probe 56 Anti-collision light 92 Rear navigation light 2 Radar scanner 57 Wing-fold actuator 93 Formation light 3 Multi-mode search and fire control radar 58 Wing-fold operating link 94 Aft passive warning system antenna 4 Weapon recorder 59 Starboard outer pylon 95 Port tailplane flap 5 Radome (folded) 60 ARI 18218 aerial housing 96 Rudder structure 6 Radome hinge 61 Blown leading edge 97 Rudder operating link 7 Weapon release computer 62 Starboard navigation light 98 Rudder actuator 8 Windscreen rain dispersal duct 63 Formation light 99 Airbrake jack 9 Windscreen wiper 64 Starboard blown aileron 100 Drag-link hinge attachment 10 Birdproof windscreen 65 Aileron actuator 101 Airbrake operating slide 11 Pilot’s head-up display 66 Starboard wing tip (folded) 102 Split tailcone airbrake 12 Instrument panel shroud 67 Aileron and flap blowing ducts 103 Top strake 13 Rudder pedals 68 Starboard 14 Nosewheel leg hinge point 69 Port wing tip (folded) 15 Landing and taxi lamp 70 Centre fuselage fuel tank 16 Shock absorber strut 71 Machined spar ring frames 17 Nosewheel forks 72 Ring frame bolted attachment 18 Aft retracting nosewheel 73 Aft fuselage fuel tank 19 Avionics equipment 74 Electrical cable ducting in dorsal spine 20 Engine throttles 75 Avionics equipment bay 21 Canopy side rail 76 Air data computer 22 Pilot’s 77 HF Notch aerial 23 Seat head box firing handle 78 Equipment bay cooling air intake 24 Aft sliding canopy 79 Fin spar attachment 25 Observer’s blast shield 26 Observer’s instrument display 27 Starboard engine air intake 28 Observer’s ejection seat 29 Cockpit floor structure 30 Head-up display symbol generator 31 Port engine air intake 32 Anti-icing air line 33 Air intake duct 34 Cockpit aft pressure bulkhead 35 Forward main fuselage fuel tank 36 Canopy motor 37 Canopy top rail 38 Rolls-Royce RB.168-1A Spey Mk.101 39 Bleed air ducting 121 Top of main undercarriage leg 40 Detachable bottom cowling 122 Mainwheel well 41 Engine front mounting 123 Main undercarriage jack 42 Firewall 124 Inboard blown leading edge 43 Engine aft mounting 125 Inboard pylon fitting 126 430 Imp gal (1,955 lit) slipper tank 127 Wing fold main spar hinge 128 Rear spar hinge 129 Main undercarriage levered suspension 130 Inboard retracting mainwheel 131 Mainwheel door 132 Outboard pylon fitting 133 Aileron operating rod 134 Port aileron actuator 135 Outer wing structure

136 Machined skin panels 137 Port wing tip 138 Formation light 139 Crash trip switches 140 Wing lifting lug 44 Forward fuselage structure 80 Fin Structure 141 Port navigation light 45 Bleed air cross-over duct 81 Tailplane actuator 142 Blown outboard leading edge 46 Canopy hand winding shuttle 82 Tailplane operating rod 111 Jet efflux fairing 143 Pitot head 47 Detachable engine top cowling 83 Tailplane blowing air duct 112 Engine jet pipe 144 Port ARI 18218 aerial housing 48 Starboard slipper tank 84 Bullet fairing 113 Bomb bay door actuator 145 Outboard pylon 49 Data link acquisition pod 85 Forward passing warning system antenna 104 Honeycomb reinforcing panel 114 Bomb door aft hinge 146 Port Martel air-to-surface missile 50 Data link inboard pylon 86 Blown tailplane leading edge 105 Bottom strake 115 Port blown flap structure 147 Thirty-six tube rocket pod 51 Martel air-to-surface missile 87 All-moving tailplane structure 106 Airbrake (Open) 116 Flap actuator 148 Rotary bomb bay door 52 Wing fold hinge line 88 Tailplane flap 107 Hinge arm 117 Port blown aileron 149 Bomb door locks 53 Leading edge blowing air duct 89 Tailplane flap actuator 108 Aft fuselage structure 118 Blowing air duct 150 1,000lb (453.5kg) bomb (x four internal) 54 UHF antenna 90 Hinge attachment point 109 Vent pipe 119 Wing spar bolted attachment 151 Forward hinge point 55 Dorsal spine structure 91 Top fairing 110 Arrester hook 120 Wing fold actuator 152 425 Imp gal (1,932 lit) bomb bay door auxiliary tank

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RAF SERVICE

impressive range. the operational aegis of Headquarters The delays caused by the cancellation 1(Bomber) Group. of various strike/ projects Another famous bomber unit created an urgent need to get the was re-formed a year later, as XV Buccaneer into RAF service quickly. Squadron received the first new-build Small numbers of RAF aircrew had S.2B aircraft and began a four-month been seconded to navy Buccaneer work-up period at Honington, before squadrons since 1965, but there was a moving to its permanent base at RAF significant requirement to train crews Laarbruch on the Dutch-German for new RAF squadrons forming from border. The squadron was assigned to late 1969. As the navy already had Supreme Allied Commander Europe an operational training organisation, (SACEUR) in the strike/attack role and it was decided to form the first two came under the operational control of RAF squadrons before creating an Headquarters Second Allied Tactical Operational Conversion Unit (OCU), Air Force (ATAF). In October 1972, and to use the navy’s training facilities 16 Squadron formed at Laarbruch as for the first eight RAF courses, each the second RAF Germany squadron comprising four crews. and on July 1, 1974, 208 Squadron also Royal Air Force Honington in Suffolk stood up at Honington with Buccaneer was chosen as the base for the S.2As to operate in the overland role, UK-based Buccaneer force, and the assigned to SACEUR for operations first unit to arrive was the re-formed in the Allied Forces Northern Europe 12 Squadron. Shortly after lunch on (AFNORTH) region. October 1, 1969 four Buccaneers, led by the squadron commander, Wg Cdr Back to school Geoff Davies AFC, broke into the As XV Squadron departed for ROYAL AIR FORCE Honington circuit, landed on the newly Germany, 237 OCU formed at resurfaced runway and taxied to a Honington on March 1, 1971 equipped champagne welcome. with ex-Royal Navy Buccaneer S.2s. The squadron was equipped with The initial task of the OCU was to T A precise modified ex-Fleet Air Arm S.2s and train RAF crews and those for the line-up of new was assigned to Supreme Allied Fleet Air Arm’s 809 NAS. The OCU Buccaneers with XV Squadron at Commander Atlantic (SACLANT) in was also responsible for post-graduate Laarbruch, West ‘BRICKS’ the maritime strike/attack role, under training. Weapons instructors Germany.

S Maritime- F-111K, which was ordered to replace focused Former Buccaneer navigator, Air Cdre (ret’d) Graham Buccaneers of TSR.2, was also cancelled when it the Lossiemouth Pitchfork, details the type’s introduction to the RAF was announced that 26 Buccaneer Wing S.2Bs would be procured for the standardised he controversial cancellation of CVA.01, the Royal Navy’s follow-on strike role. An order for a further 17 their anti-ship load as four Sea the BAC TSR.2 programme in fixed-wing aircraft carrier programme, aircraft was also made, together with Eagle missiles, as T April 1965 was followed by the had also been shelved. Eighteen an announcement that the RAF would demonstrated Labour government announcing that months later the General Dynamics receive 64 Royal Navy Buccaneers as by this 208 Squadron the aircraft carriers were phased out aircraft. of service. (Key Collection) Speedy delivery To avoid delaying new-build S.2Bs, it was decided to manufacture them with most of the ‘navalised’ features such as wing-folds and the arrestor hook. However, the aircraft had a higher all-up weight, strengthened X Royal Air Force undercarriage and a modified wing, Buccaneers enabling carriage of the Martel air-to- arrive at Honington, surface missile due to enter service in Suffolk on the early 1970s. The most innovative October 1, modification was to fit a conformal 1969. 425 gal (1,932 lit) fuel tank into the (All Graham Pitchfork outer skin of the bomb bay door unless stated) thus increasing the type’s already

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‘Deci’ until the early 1980s when the Avro Vulcans of 27 Squadron were W A 208 Squadron began to operate in tasked exclusively with maritime radar Buccaneer performs a very RAF Germany. reconnaissance. Their crews became early ‘wheels up’ expert at identifying targets in a and rotation. Maritime operations cluttered sea area, and new methods No. 12 Squadron was tasked with of passing coded dispositions were providing tactical air support of developed. With the demise of the maritime operations (TASMO), Vulcans in 1982, the Nimrod MR.2, particularly the attack of Soviet Navy equipped with Searchwater radar, Surface Action Groups (SAGs). assumed the task and, with its other The area of operations was the sophisticated aids, was able to provide Eastern Atlantic, from Gibraltar a verbal surface picture (SURPIC) to the North Norwegian Sea. To and give accurate range and bearing cover this vast area, extensive use information of the target. which time he identified and ‘marked’ the maritime Buccaneer force. was made of air-to-air refuelling and With large areas of ocean devoid of the target before descending back Greater survivability created by the squadron regularly deployed to enemy activity, the standard profile to 100ft altitude. Martel’s stand-off capability was Forward Operating Bases (FOBs) of a Buccaneer maritime attack Co-ordinated attacks were also further enhanced by the introduction at Lossiemouth and Stornoway in formation was known as Hi-Lo-Hi. practised at night when the preferred of the Westinghouse ALQ-101-8 Scotland, Cornwall’s St Mawgan, and This had the added advantage of weapon delivery mode was medium electronic countermeasures (ECM) Gibraltar – allowing the aircraft to extending the range to as much as toss, giving a degree of ‘stand-off.’ pod carried on an outer wing station. extend its already impressive range 600 miles (965km) radius, and this Less well-defended targets, such as This provided noise and repeater even further. was regularly extended by air-to- fast patrol boats, were attacked using jamming programmes, with a cockpit By the late 1960s the increasingly air refuelling. Whenever possible, Lepus illumination flares thrown by the control unit allowing selections to be sophisticated anti-aircraft defences of formations involved six or eight lead aircraft of a pair. made to combat a particular threat. Soviet warships dictated that a stand- aircraft and during the transit to the The answer to the need for a stand- A radar-warning receiver (RWR) was off weapon was needed, for defence target area in wide battle formation, off weapon was the Martel missile, introduced in 1974. suppression and precision attacks. The all crews listened to the radios for the which was available with either a Anglo-French Martel missile had been latest information on target locations. TV seeker and radio command Overland work selected but, in 1969, it was still a few Radio and radar silence were strictly guidance or a passive radar homing XV Squadron moved to Laarbruch in years from entering service so, in the maintained to avoid giving away their seeker. Martel was an Anglo- January 1971 and its priority was to interim period the tactics were based approach to a target. At a range of 240 French collaborative project, with achieve a strike (nuclear) capability to T Buccaneer on the use of unguided conventional miles (386km) the formation began France primarily responsible for the take over the S.2A XT278 is bombs and rockets. a descent to sea level to stay outside development and evaluation of the (QRA) commitment from the ageing prepared for With such vast areas of ocean to the enemy’s radar cover. At 30 miles Anti-Radiation (AR) version and the Canberra force. The WE.177 nuclear 208 Squadron’s search, locating the target was the (48km) the leader ‘popped up’ and the UK having similar responsibilities for store had recently been introduced first sortie with the type priority. In November 1970 the largest navigator switched on his Blue Parrot the TV-guided system. The latter to RAF service, and the Buccaneer on October 1, RAF maritime exercise held at the radar for two or three sweeps, during became the primary attack weapon for was configured to carry two of 1974. time took place in the Mediterranean, and 12 Squadron deployed ten Buccaneers to Luqa, Malta for Exercise Lime Jug. Also participating were Victor strategic reconnaissance aircraft of 543 Squadron, and the two units devised a system to identify target shipping based on continuous plotting of radar contacts. Once S Buccaneer S.2A attended a three-month course further 21 years. identified, the Victor shadowed the of 237 OCU and instrument-rating examiners Unsurprisingly, weapon training was force and, by broadcasting the coded goes vertical completed lessons on the Hunter. fundamental for Buccaneer squadrons position continuously at regular and in front of Blakeney Point Another important feature of the and it figured on almost all sorties. frequent intervals, the target could on the OCU was the Buccaneer Ground From World War Two days, it had not determine when an attack was coast, with Servicing School, through which been a regular feature for attack units imminent. The Soviet Navy obliged the former most RAF ground tradesmen had to have a dedicated period of two or by monitoring the exercise and RAF Langham airfield below. to pass before working on the type three weeks to concentrate entirely numerous ‘interceptions’ were made The aircraft within a squadron. on weapons training, by deploying against Soviet warships, providing had not yet The most significant post-graduate to an Armament Practice Camp invaluable experience for crews new been modified with the bulged curriculum run by the OCU was the (APC). All Buccaneer squadrons to maritime operations. bomb door fuel Buccaneer Attack Instructor (BAI) spent three weeks each year at the The method of ‘shadow support’ tank. Course, which came into existence NATO Air Weapons Installation at devised during the Lime Jug event in 1972 and continued to train Decimomannu, southwest Sardinia. formed the basis of more refined qualified weapons instructors for a The squadrons continued to use tactics over the following 20 years.

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X Wearing the associated crossed swords and mortarboard motif of 237 OCU, Buccaneer XV156 sports CBLS practice bomb carriers on the outboard pylons, and 2in rocket pods inboard.

these in its bomb bay. The density Both Laarbruch squadrons were accurate bunt retard or laydown mode A beautiful study and capability of the air defence tasked in the Offensive Counter Air was preferred. XV Squadron’s systems in Eastern Europe dictated (OCA), Battlefield Air Interdiction operations offered a secondary role ‘A’ operating over that Buccaneers would have to (BAI) and Close Air Support (CAS) for Buccaneer squadrons when the West Germany. attack from low level and, with short roles. For OCA the Germany-based most likely targets would have been Buccaneers in this theatre were not distance to the East German border, Buccaneers attacked airfields and concentrations of armour and mobile usually fitted with Laarbruch-based aircraft remained 'in enemy air defence positions, such air-defence systems, having to endure in-flight refuelling the weeds' from take-off. as radar and missile sites. Against the dropping of BL.755 cluster bomb probes. Note the Strike weapons were delivered large static targets, such as airfields, units in a laydown attack. T Two 12 via a toss profile, or a laydown the aim was to saturate enemy air The formation of 208 Squadron at off weapons were introduced. The that would cover the southern half of opposed by the ‘Red’ forces, Squadron attack when a parachute-retarded defences by co-ordinated attacks from Honington, in June 1974, introduced squadron practised co-ordinated England, and they included 50 different comprising many different surface- aircraft bomb was used. After meeting all different directions, before sticks of six a new aspect of overland operations, attacks against airfields, in anticipation types of life-size targets, against which to-air missile (SAM) and anti-aircraft investigate a Soviet Kotlin- mandatory NATO requirements and 1 , 0 0 0 l b ( 4 5 4 k g ) b o m b s w e r e t o s s e d with the squadron being assigned of being used in the offensive aircraft could launch live weapons from artillery (AAA) systems, built to class surface- criteria, XV Squadron was declared at the target. to the Northern Flank of NATO for counter-air role, and it was in regular any direction, using any delivery mode. simulate the main threats posed by to-air missile strike capable with nuclear weapons Lines of communication including operations in the Baltic region and demand as the ‘enemy’ assaulting Targets included a battlefront, formed forces. These included from July 1, 1971. Once 16 Squadron road and rail bridges, choke points throughout . The squadron RNoAF airfields, radar installations with 220 replicas of Soviet tanks most of the Soviet systems and only during Exercise T With its Lime Jug in was ‘strike’ declared, the two units and convoys were the most likely had to operate over much longer and surface-to-air missile sites. There deployed in realistic formations and the missiles and bullets were missing arrester hook November 1970. shared QRA for the next ten years. targets for BAI, when the more ranges and regularly staged through were very few roads in the northern truck convoys. Airfields were scraped from the simulations but, through the and tail bumper airfields in the region. regions of Norway and, armed with out of the desert to the exact pattern medium of video-camera recorders, lowered, and airbrakes open, Throughout the period of 208’s BL.755s, the squadron was tasked with of those located in Eastern Europe, many aircraft were ‘shot down’ by 12 Squadron assignment to NATO, it was always interdiction sorties to attack advancing and had aircraft parked in dispersal SAMs and 23mm/57mm AAA. The Buccaneer considered more likely that it would armour or convoys. areas. There were also dummy final threats posed by the Red forces XV165 ‘Bravo reinforce the Allied Air Forces in Twelve years after the arrival of the and real missile sites. were air defence fighters, controlled Foxtrot’ approaches Norway. Distances were prodigious, Buccaneers, Tornado GR.1s started to Visiting squadrons formed the by a Soviet-style ground control on final. (Key but the introduction of the bomb- arrive at Laarbruch and XV Squadron attacking ‘Blue’ force and were interception (GCI) network. Collection) door fuel tank was a huge bonus. To amalgamated with 16 Squadron on provide maximum range, many sorties July 1, 1983. The West Germany included refuelling in Norway on both ‘Buccaneer Era’ finally came to an outbound and return legs. The threat end on February 29, 1984 when 16 was also considerably different. Unlike Squadron re-equipped with Tornado. NATO’s Central Region there were no massed area air defences, and the On-the-job training approaches to targets could often be Based on its experience in Vietnam, made relatively safely by the masking the USAF had decided to provide an of a low-level approach using the very operational training facility, which could rugged terrain. This allowed a much reproduce initial wartime sorties and, greater degree of surprise attack. in 1975, was born at However, individual targets were very , near Las Vegas heavily defended, and the element of in the Nevada desert. The tactical surprise was often the Buccaneer’s weapons and only chance of survival until stand- ranges to the north occupied an area

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X ‘The Saint’, 16 Squadron’s XT279, wore this special all- black colour scheme for only about a week in 1986, until the unit was ordered to remove the paint by irate Command Headquarters staff. Here it is seen over the Möhne Dam in Germany.

A special squadron of ‘Aggressors’ Nellis and participate in the first two- the crew. The Buccaneer fleet was was established and permanently week period, with crews from XV grounded pending investigations. All assigned to Red Flag. Other USAF and 16 Squadrons taking over for the aircraft were inspected and those combat fighters supplemented these, second portion. Ten Buccaneers, with least affected were modified. After and gunsight film was used to assess Victor tanker support, left on August extensive research and work by ‘kills.’ Crews who had a validated ‘kill’ 2, 1977 en route to Goose Bay for British Aerospace at Brough, some against them from any threat became an overnight stop, then took off for 60 aircraft were returned to service. T A fascinating candidates for a combat survival Nellis the following day. Throughout the grounding, XV and 1988 view of scenario the following day, on foot The event was a huge success and 16 Squadrons maintained QRA at The Buccaneer was outstanding Spike pod was mounted on the port adopted the Paveway/Pave Spike S Two Buccaneers Buccaneer of 208 Squadron XT270, 208 in the desert. over the next few years, the three Laarbruch and the aircraft would have in both the maritime and overland inner pylon, and the navigator aimed LGB combination as their primary each armed with Squadron, In early 1977 the USAF invited overland Buccaneer squadrons flown in the event of war but, by the roles, but the continued use of World the laser using a joystick to keep a attack option. In a formation of four, four Paveway carrying two the RAF to participate in a Red Flag paid regular visits to Red Flag, but end of July, the order was lifted and War Two-vintage bombs and the crosshair over the target pictured two aircraft carried the Pave Spike laser-guided CBLS practice exercise, ten Buccaneers and two tragedy struck on February 7, 1980 the squadrons commenced training. lack of a precision weapon limited on the Martel screen. The first trial pod and one Paveway bomb, while bombs during bomb carriers Trial Tropical at under the Vulcans becoming the first non-US – the penultimate day of the third Priority in aircraft allocation was given its effectiveness. But the purchase in was flown in October 1979 at Garvie the other two jets acted exclusively CFB Cold Lake, wings, and one participants. As 208 Squadron was exercise. Airframe XV345 suffered a to RAF Germany and to 12 Squadron, 1979 of the AN/AVQ-23E Pave Spike Island, Scotland, with the aim of testing as . SEPECAT Jaguar GR.1s October 1989. mounted on the the only overland Bucc’ unit that catastrophic failure of the starboard but more aircraft were recovered laser designator gave the Buccaneer system compatibility. Both squadrons were also equipped with the laser- nuclear store fairing in the practised air-to-air refueling, it was wing as it breasted a ridge in the than originally anticipated and there force its first laser-guided bomb tossed 1,000lb high-explosive bombs guided bomb and 16 Squadron flew as bomb bay. tasked to ferry aircraft to and from range area, and it crashed, killing were enough to equip 208 Squadron capability with the Paveway series of and provided their own designation. ‘spikers’ for those aircraft in addition to and 237 OCU, but the then recently stores. The RAF’s 216 Squadron was This proved the effectiveness of the their Buccaneer brethren. formed 216 Squadron ceased to exist detailed to pioneer the introduction equipment on the Buccaneer and was Attacks required diligent as a Buccaneer unit. of the system, but the former’s early a highly useful learning experience for co-ordination between formation demise left XV and 208 Squadrons the few crews involved. elements; the necessary tactics Alternative wargames with the task of conducting early Following the success of Tropical, the were honed on the remote weapon Red Flag was a success for many trials, codenamed Tropical. The Pave three overland Buccaneer squadrons range at Garvie Island, where 16 years but, in the , it had one disadvantage from a tactical training perspective. Situated in the desert, it was hardly representative of the conditions crews could expect in any W The RAF’s conflict in the European theatre. By XV and 16 the late 1970s, a similar organisation Squadrons were had been established at the Canadian amalgamated late in their Forces Base at Cold Lake, Alberta RAFG existence. and Buccaneer squadrons were soon Accordingly, this asked to participate in the third of S.2B, XX895/B, these so-called ‘’ exercises, wears XV Squadron’s motif which took place in May 1979. The on the tail, but format was very similar to that of Red also 16’s cross Flag, with aggressor squadrons and keys on the simulated ground threats, and there air intake. It’s loaded with an were opportunities to drop weapons, ALQ-101 ECM although the range area was smaller. 'jamming' pod.

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squadron, and it became the major anti-shipping force in the northeast Atlantic region. The tactics of the Buccaneer Wing had changed little from the Honington days, being based on third-party shadow support supplemented by Buccaneer probes and followed by a co-ordinated attack. Both squadrons were equipped with the anti-radar Martel for defence suppression, with 12 Squadron firing TV Martels and 208 tossing LGBs for precision attacks. The availability of the LGBs significantly increased accuracy, but the bombers remained vulnerable. It came as a relief to the aircrews of both units when, in 1983, plans were announced S Groundcrew Squadron had opportunities to fly with transferred to 18 (Maritime) Group, to update a batch of aircraft with a were inventive Buccaneers and Jaguars, and on Red still assigned to SACLANT. By 1983 modern navigation system, improved in their decoration of Flag detachments. the UK-based Tornado GR.1 force had radios and new ECM equipment. the nuclear With the demise of RAF Germany started to blossom at Honington in Of even greater significance was fairing in the Buccaneer squadrons, and their laser the overland strike role, thus allowing the announcement that the aircraft bomb bay of this designation capability for LGB-armed 208 Squadron to re-train for maritime would be made compatible with the 237 OCU Bucc' which appears aircraft in 2 ATAF, the only readily attack and move to Lossiemouth new British Aerospace Sea Eagle to sport a large available option was to give the to join 12 Squadron on July 1, 1983. anti-ship missile. However, the new pair of eyes! Buccaneer OCU a war role to provide Finally, 237 OCU moved north in capability would not become available (Key Collection) the necessary laser remit. So, 237 October 1984. Lossiemouth, on the for another two or three years. In that of Martel, Sea Eagle was a genuine when launched simultaneously, gave Buccaneers equipped with Pave Spike S Buccaneer OCU Bucc’s were given the task of Moray Firth, was an ideal location for the meantime, tactics employing ‘fire-and-forget’ weapon, which a formation tremendous firepower and Paveway LGBs were deemed XX894 in alkaline providing a Pave Spike ‘marker’ force the maritime squadrons, being close the old weapons had continued to followed a sea-skimming flight profile, greatly in excess of any Martel- to be the most suitable for precision T XZ432 of 208 replaceable Squadron on for RAF Germany Jaguar and, later, to its likely wartime operational area, be refined, but remained based on remaining radar silent until it estimated equipped formation. 208 Squadron attacks against terrorist targets temporary finish the flightline at Tornado squadrons. and to the excellent local air-to-ground the co-ordinated efforts devised that it had penetrated the radar was operational with Sea Eagle at the in built-up areas, and six aircraft (ARTF) ‘desert Canadian Forces weapons range at Tain. Although some 12 years earlier. horizon of the target, at which point, it end of 1986, and 12 months later the deployed to RAF Akrotiri, Cyprus, pink’, on a Base Cold Lake, training exercise during Exercise Scotland-based anti-shipping small – with some 40 aircraft – the Sea Eagle was a long-range missile began to climb. It then switched on its first updated aircraft (XV161) arrived to participate in Operation Pulsator. over the Arabian Maple Flag held In November 1980 12 Squadron wing provided SACLANT with his powered by a engine. With I-band active homing head, selected its on 12 Squadron, which became fully The aircraft were modified to carry desert during in 1980. moved to Lossiemouth when it only dedicated maritime strike/attack a range of 60 miles (97km), four times target and resumed its sea-skimming operational with the new missile ALE-40 chaff/flare dispensers and the First Gulf profile before impacting the target 10ft two years later. AIM-9G or AIM-9L Sidewinder air- War. (3m) above the waterline. As a true to-air missiles. Once the aircraft were ‘sea skimmer’ at such low altitude, it Operation Pulsator established in Cyprus, plans were was a difficult target to engage. The During late 1983 the situation in formulated for a series of sorties 506lb (230kg) blast-fragmentation became critical, and air to demonstrate the RAF’s aerial warhead was significantly more support for the British contingent of capability. Phantoms and Lightnings powerful than that of Martel. Each the peacekeeping based at Akrotiri were employed to aircraft could carry four missiles which, force was considered necessary. provide fighter cover.

W A 208 Squadron Buccaneer armed with a Paveway LGB stands at readiness during Operation Pulsator, for operations over , Lebanon.

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four Tornados bombing the Al Suwaira road bridge. This sortie set the pattern for many others and the arrival of six more Bucc’s by February 8 allowed more targets to be attacked. It was the first time that most of the aircrew had flown in such large ‘packages’ with fighters, Airborne Warning And Control System (AWACS) aircraft, ‘Wild Weasel’ anti-radar assets, ECM aircraft and tanker forces all flying in support of the attack formations. None had previously experienced listening to enemy radars triggering the RWR or seeing surface-to-air missiles launched. The Pave Spike was a day- S Parked at an After cautious testing and initial First Gulf War only system, and cloud occasionally airshow soon ground reconnaissance in Beirut, Following ’s invasion interfered with its workings, but 24 after the end of the First it was decided to launch four trial of Kuwait, the RAF rapidly corralled bridges were successfully attacked. As Gulf War, S.2B sorties. Two pairs of aircraft took a powerful air force in the region it became increasingly apparent that XV863/S Sea Witch/Debbie/ off on September 11 and 13 and as part of the Allied Coalition but the would not take to Tamnavoulin transited through the US Fleet there was no role, at first, for the the air, the Sidewinders were removed wears a bomb Protection Zone. On coasting in, the Buccaneer, despite it being the only from the Buccaneers to allow each to tally under the Buccaneers flew across the British laser-marking aircraft in service carry a Paveway 1,000lb LGB. After windscreen. block of flats, turned north, flew to with the RAF. However, following the Tornado attack was complete, make one last attempt to influence the air-to-air refuelling three times during reviews, resulting in some Tornado S Two aircraft of the harbour in the north of the city the need for Tornados to operate the Buccaneers had enough fuel to war. As a result their southern airfields the epic 4,000-mile (6,435km) journey GR.1 aircraft being declared surplus 208 Squadron toting loads of then reversed for another over-fly at medium level, it was decided to linger in the target area and drop were targeted, and the Buccaneers home, where they arrived on a to requirements. Plans were drawn 1,000lb (454kg) and departed. The brief was to stay deploy Buccaneers to use their Pave self-designated bombs from a 40° made a major contribution. Perhaps typically murky day. up to equip two squadrons of these ballistic bombs. as low as possible and keep the Spike laser target markers in support dive attack before departing directly the most newsworthy of these was aircraft and modify them to carry Sea Pave Spike video-recorders active of the Tornados. The first two aircraft back to base. an opportunity attack on February 27, Final Years E a g l e a n d r e p l a ce t h e B u c c a n e e r s i n throughout the overland stages. The left Lossiemouth on January 26, 1991 As the success of the interdiction the last day of operations, at Shayka The embodiment of the then new the maritime role. crews flew their missions exactly on a nine-hour flight to Muharraq in war grew and the number of Mazhar airfield. After supporting a equipment under ASR.1012, and the The steady run down of the according to the briefing – hence the , with the remainder following bridges decreased, the LGB attacks Tornado sortie, transport aircraft fresh tactics based on the tremendous Buccaneer force started with the rapidly coined phrase: “Real men fly over the next few days. transferred, on February 12, to attacks were seen on the ground and the hitting power of Sea Eagle, had made disbandment of 237 OCU on October through Beirut, not over it!” With air supremacy firmly against Iraqi Air Force installations. The Buccaneers attacked them in a steep the Buccaneer the most powerful 1, 1991 when its Buccaneers and The Buccaneer detachment established, the priority for the Tornados and Buccaneers were tasked dive dropping two Paveway 1,000lb anti-shipping attack aircraft in NATO. Hunters were distributed to the two maintained a constant state of Tornados had changed to interdicting to destroy hardened aircraft shelters, (454kg) bombs each. One pair hit a The upgrade programme had operational squadrons. On January readiness with armed aircraft, from supply lines; bridges petroleum sites, weapon storage Cub transport. Although the bombs been completed in 1989 and it was 1, 1993, 12 Squadron ceased to dawn till dusk, until March 1984. spanning the River Euphrates and dumps and hangars. failed to explode, 2,000lb (907kg) visualised that the force would remain operate the Buccaneer after 23 years' To maintain proficiency, sorties Tigris became priority targets. The As the day for the beginning of the of iron at terminal velocity is very in service until the end of the 1990s. continuous service and it became a were flown over southern Cyprus, first mission was flown on February ground war approached, there was effective! The second hit a captured However, the end of the Cold War Tornado squadron. The rundown of some maritime missions over the 2, with two Buccaneers ‘spiking’ for a fear that the Iraqi Air Force might Kuwaiti Hercules and destroyed it. had generated a number of defence the Lossiemouth Wing did not, Mediterranean, while the Episkopi By the war's end more than 200 Air Weapons Range was used for sorties had been flown and there weapons training. The detachment was always a spare aircraft in case returned to Lossiemouth on March of unserviceability. The Buccaneers 26, 1984 after a successful operation. dropped 48 LGBs and ‘spiked’ 169 W Provocative By late 1990 the two Buccaneer for the Tornados. As all aircrew know was squadrons had been working well, the groundcrews have always a common together as a maritime wing for more played a vital supportive role, one feature across the Buccaneer than seven years, and the avionics that becomes even more important fleet in the update and introduction of Sea in wartime. They are a familiar face First Gulf War. Eagle had made it a truly potent anti- to strap in the crew, offer a word This is the S.2B XX885/L Hello shipping strike force. However, world of support and comfort and wave Sailor/Caroline/ Famous Grouse events then took a dramatic turn them away, and they are the first to . and the Buccaneer found itself at the welcome them back and share in the All examples in X A Pave Spike centre of the world stage in a most victory. Without them, there would theatre received laser designator unlikely role, for an ultra-low-level, have been very little success. the names of pod and Scotch whisky Paveway LGB on high-speed ship-killer. Iraqi forces had On March 17, 1991 the 12 Buccaneers brands. (Chris the port pylons. invaded Kuwait in August 1990. flew back non-stop to Lossiemouth, Clifford)

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RAF SERVICE SPECIFICATIONS

The final flypast in March 1994 with Manufacturer’s three-view drawing of the Buccaneers the Blackburn Buccaneer S.2. displaying the (BAe Systems Brough Heritage) markings of all RAF user squadrons, and XX894 nearest in 809 NAS markings representing the Fleet Air Arm units.

however, herald a relaxed time for detachment to Gibraltar occurred in into retirement in style. It was not in 208 Squadron. In many respects the February 1994 when 208 Squadron the nature of the Buccaneer men to RAF’s last Buccaneer squadron found deployed to provide air targets for go quietly and a weekend of major itself in even greater demand as it the Royal Navy’s Principal Weapons events was organised at Lossiemouth fulfilled many exercise commitments Officer (PWO) Course run on HMS to say farewell to the faithful old and requests from the Royal Navy Liverpool, a Type 42 destroyer. aircraft. Seven were repainted to to assist in ships’ operational work- As the last Buccaneer unit, it fell to represent every RAF Buccaneer BLACKBURN BUCCANEER DATA Powerplant up programmes. The last Buccaneer 208 Squadron to send the aircraft squadron with the eighth (XX894) Type: Two-seat, twin-engined mid-wing cantilever monoplane strike aircraft S.1 2 x de Havilland (Bristol Siddeley) Gyron Junior Mk.101 turbojets bearing full Royal Navy colours of 809 for Royal Navy and Royal Air Force. of 7,100lb (31.6kN) sea level static thrust Squadron. The squadron commander, S.2B 2 x Rolls-Royce RB.168-1A Spey Mk.101 turbofans of 11,030Ib Wg Cdr Nigel Huckings, chose to fly (49.0kN) sea level static thrust Dimensions (all marks unless stated) the aircraft and lead all the farewell S.50 Same as S.2 but additional 2 x Bristol Siddeley BS.605 rocket Span: S.1 42ft 4in (12.9m) formations. Over the weekend of motor giving 4,000Ib (17.8kN) thrust each for 30 secs duration March 26-27, 1994, 1,100 former S.2B and S.50 44ft (13.41m) Royal Navy and RAF Buccaneer air Folded span: 19ft 1in (5.82m) Weights and groundcrews and their families Length: 63ft 5in (19.33m) S.1 made the pilgrimage to join 208 Folded length: 51ft 10in (15.8m) Maximum take-off 45,000lb (20,412kg) Squadron at a spectacular finale. Height: S.1 16ft 6in (5.03m) On March 31, 1994, 208 Squadron Maximum weapon load 8,000lb (3,629kg) ceased to be declared to NATO S.2B and S.50 16ft 3in (4.95m) S.2B and the Buccaneer’s 32 years of Height wings folded: 16ft 8in (4.98m) Maximum take-off 62,000lb (28,123kg) operational service were over. It also Wing Area: S.1 508 1/2 sq ft (47.01m2) Maximum weapon load 16,000lb (7,258kg) X With a suitable signalled the end of the Hunter in message S.2B and S.50 514.7sq ft (47.87m2) emblazoned RAF service, and both types started Wing t/c %: 9.25 to 6 Performance on the to leave Lossiemouth, many to be Tailplane span: 14ft 3in (4.34m) Maximum at sea level Mach 0.85 (560kts/645mph/1,038km/h) photographic scrapped, others to be used as training Range S.1 1,730 miles (2,784km) pack, the aids but some found their way to Tailplane area: 75.52sq ft (7.02m2) Buccaneer bows Wheel track: 11ft 10 1/2in (3.62m) S.2B and S.50 2,300 miles (3,701km) out of service in museums to be displayed for future March 1994. generations to admire.

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to RAE Bedford. Later it undertook sea trials on HMS Eagle and in 1965 it flew to America for hot weather tests. After a very successful career purely as a research aeroplane, XN974 was retired in 1991. The RAF’s first Buccaneer, XV350, also spent its entire flying life on trials with new equipment. First delivered to the navy in September 1967, XV350 was transferred to the RAF at the start of 1969. The aircraft joined the Ministry of Defence (Procurement Executive) – MOD(PE) – fleet and was based at A&AEE Boscombe Down from 1969, and its test flying would S The S.2 XW529 embrace Matra rocket pods, Martel at A&AEE carriage, Paveway laser-guided bombs Boscombe and the associated Pave Spike laser Down with a Martel test designator pod, and Sea Eagle. XV350 missile under also visited the USA several times, its wing. including a trip to the US Naval Air (Tony Buttler Test Center at Patuxent River in 1980. Collection) The second S.2 prototype XK527 W For weapons was used to test Martel, munitions [ trials the S.1 dispensers, Pave Spike and Sea Eagle, XN923 was painted in this while XW529 was also on Pave Spike white colour development, and this latter aircraft scheme with spent a period based at Scampton additional with the BAe trials fleet. XK527 was Roundel Blue TEST WORKHORSE and Day- not withdrawn for scrapping until 1991. Glo orange S The S.2 XW988 utside of the type’s service the new strike aircraft for operational Boscombe Down, Wiltshire (and Buccaneers assigned at different times sections. (Tony seen in its career, several Buccaneer service (this has already been today is under a different banner). It to the CA MOD(PE) were XN922, Buttler and Key characteristic airframes performed described). Several other programmes held many Buccaneers on strength XN923, XN974, XN975, XN976, Collection) yellow, white O and dark green extremely valuable work as involved new radars, and three for more than three decades, both XN978, XV164, XV165, XV350, livery while equipment trials and test bed aircraft specially built Buccaneers were used for short term projects, or as test XV352, XV863, XW525, XW526, flying over RAE within important development by the UK’s research establishments to platforms for longer research periods. XW529, XW530, XW540, XW546, West Freugh, programmes. Not all of these assessed test new weapons and stores. These included some development XW547 and XW889. southwest Scotland. The new equipment for Buccaneer batch (DB) airframes and S.1s – The Royal Aircraft Establishments photograph production aeroplanes. A&AEE and RAE XN922, XN923, XN955, XN968 and at Bedford, Farnborough and West was taken after In general, the type’s trials flying Britain’s primary facility for assessing XN973. During 1962 XN922 took Freugh made extensive use of the aircraft can be separated into three distinct new aircraft types and weapons part in hot weather trials, while in Buccaneers. Bedford had a raised had acquired roundels on the groups. There was clearance testing was the Aeroplane and Armament 1967 XN955 joined the fleet operated upper wings for the Buccaneer itself, to prepare Experimental Establishment at by C Squadron, A&AEE’s Naval Test and fin flashes. Unit. The S.2s that operated from Blackburn (Chris Clifford W Boscombe included XN974, XN976, NA.39 (S.2 Collection) XT283, XT288, XV155, XV337 and Development) airframe XV350. XN976 was another example XK527, based allocated to the Naval Test Squadron, at Holme-on- XV337 was assigned from 1973 until Spalding-Moor 1984, and from 1987 XT283 was in the early to mid-1970s assigned to the Strike and Fighter Test for Martel Squadron on a permanent basis. missile trials Besides the DB aircraft and early with the RN production S.1s and prototype S.2s Test Squadron, A&AEE. In 1975 used on clearance and Controller the letters Aircraft (CA) Release work, other ‘HOSM’ were X Buccaneer Buccaneers used for general trials painted on its XN974 on the included the first production S.2 bomb bay door, land catapult at to denote its RAE Bedford. XN974. After making its first flight in home airfield. (Tom Eeles) June 1964 this aircraft was delivered (Key Collection)

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The odd-looking XX897 with Tornado F.2 radome in June 1991. This colour view shows its mock camouflage scheme that was based on early navy Buccaneer colours. (Tony Buttler Collection) ‘Raspberry ripple’ XW987 pictured X Ferranti and three Buccaneers went there Buccaneer for trials – XN975, XW526 and during a flight from West Freugh on XK487 painted XX897 (though in 1978 RRE flying in white and November 6, 1986. photographed, was moved to RAE Bedford). XX897 (Graham Pitchfork probably at was taken from the late production Collection) Brough, on run of S.2Bs specifically for RRE use, January 8, 1963 with its new where it was employed in testing mostly out of Warton, they worked new trials programme involving what satisfactory images, which could radome for the the Panavia Tornado F.3 air defence in close co-operation with both RRE was then called the Thermal Imager prove dangerous. TSR.2 radar. variant’s GEC-Marconi Foxhunter and RAE and were held on MOD(PE) Common Module Mk.II/Forward- In this form XV344 was known as (Blackburn radar, again with a new nose radome strength. Before its withdrawal XT272 Looking Infra-Red System, or TICM II the Nightbird, since its work in the via Graham Pitchfork) and form. It had been converted by would also spend time based at RAE FLIR. However, XV344 was not a true development of systems to enable Marshalls of Cambridge, and for this Farnborough and RAE Bedford. twin-seater in that the rear cockpit strike aircraft to perform operations dummy carrier catapult deck installed at Turnhouse just to the west of role acquired a mock camouflage lacked rudder pedals or throttles and in poor weather and at night was in 1954, which was a key piece of Edinburgh to become that company’s based on the original Royal Navy Nightbird had just a rudimentary control column pioneering. Once again, this Buccaneer equipment employed in clearing radar test bed. Its first duties involved Buccaneer colour scheme. After completing 11 years in Royal to provide pitch and roll control. The featured a different (chisel) nose, and the type for carrier operations. The testing the Ferranti Blue Parrot Marshalls of Cambridge also Navy hands (including flying as one of object of this fitting was to give the it was also painted in a red/white/ first catapult launch was achieved radar, which was to be installed in converted two S.2s, XT272 and the Phoenix Five display team), S.2B rear-seat crewman (essentially the blue ‘raspberry ripple’ colour scheme. by XK489 on July 3, 1959 piloted by operational Buccaneers. But by the XT275, to take the Tornado GR.1 XV344 joined the RAE Farnborough ‘safety pilot’) a level of override, since This research eventually led to the Lt Cdr P Norman and XK524 also end of 1962 a new nose shape and strike variant’s Texas fleet in early 1979. Then in 1982 this there was a possibility that the infra- development of Thermal Imaging performed a number of practice radome were being fitted to XK487 Instruments nose radar. Here a chin aircraft became unique as the only red equipment available to the pilot Airborne Laser Designator (TIALD), launches off this facility. at Brough for the installation of the fairing formed part of the conversion ‘twin-stick’ Buccaneer, as part of a in the front seat might not provide Britain’s own primary laser designator RAE West Freugh was situated Ferranti forward-looking radar (FLR) and this was used to accommodate X ‘Nightbird’ just to the southeast of Stranraer in for the upcoming BAC TSR.2 strike other equipment such as the laser Buccaneer Wigtownshire, Scotland and operated aircraft (cancelled in 1965). Flying rangefinder and marked target S.2C XV344 as a weapons trial establishment. commenced in 1963 and XK487 would seeker or LRMTS. These aircraft at Boscombe Down in 1998, While in RAE hands pre-production continue in its radar research role until were operated by BAe Warton, the just before it DB airframe XK530 operated mainly being withdrawn in 1967. builder of the Tornado; the first to was moved to from Farnborough, but S.1 XN923 The Royal Radar Establishment, with be converted was XT275 in 1972 DERA (Defence performed weapons trials at West its test airfield at Pershore, was the (lost in a crash in 1978) and XT272 Evaluation and Research Freugh and S.2 XN975 went to both centre of development for new radar followed in 1973. Though flying Agency) Bedford and West Freugh, and later Farnborough the Royal Radar Establishment (RRE) for display. The at Pershore, Worcestershire. aircraft has a glazed nose front for trials Radar and RRE associated with S.2A XN975 X Three different airborne radar the TIALD photographed pod. Note the at Honington, development programmes utilised ‘towel rack’ Suffolk, while Buccaneers as flying test beds, the aerial under the serving with aircraft’s low-level performance forward fuselage the A&AEE. proving valuable for this work. To and ‘Nightbird’ (Graham artwork ahead Pitchfork begin, in 1960 the second DB aircraft, of the roundel. Collection) XK487, was transferred to Ferranti (Key Collection)

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specifically for dedicated trials work with the establishment. They were all delivered during the first half of 1974 and used for weapons development and to facilitate the in troduction of new types of weaponry into service. For these duties they were all painted in a bright and conspicuous livery of yellow, white and dark green (some books incorrectly state the dark green as being black), an arrangement developed by the RAF to ensure these aircraft could be seen by tracking cameras under all conditions of light. To begin with they lacked national S The S.2 XW987 for precision-guided bombs, which was 1993 it tested AIPS Airborne Image roundels or flashes (these appeared in parked ready used by the Jaguar and Tornado. Process System for the first time – due course) or numbers on the wings, for a trials flight in the 1980s. In fact, XV344 logged several firsts. new equipment designed to track and had just a small serial on each side The unidentified In 1983 it was the first British aircraft targets. XV344 made its last flight on of the rear fuselage. Later XW986 was store under to have a digital databus, in 1986 the September 23, 1994. repainted and XW987 acquired the the starboard first to use FLIR for aiming weapons, MOD(PE)’s raspberry ripple livery. To wing could be a powered and in 1988 the first to employ TIALD. Specially built film missile firing and weapon release , And that was not the end because in Back at RAE Farnborough, a batch of these Buccaneers had provision for 31 judging by what 1992 and 1994 it trialled new infra-red three S.2Bs manufactured towards camera positions around the airframe, appear to be systems and arrays (called TWILIGHT the end of the production run, though only about ten were ever bomblets fitted to the front. and FARSIGHT respectively) and in XW986, '987 and '988 were procured used at once. (Chris Clifford This trio of Buccaneers initially Collection) operated from Farnborough and, for weapon drop and release trials, from RAE West Freugh. Later all RAE flying activities became concentrated at PIRATE TIMES A&AEE Boscombe Down and each Gp Capt Tom Eeles BA, FRAeS describes of these three Buccaneers made his life in the cockpit of the Buccaneer the Wiltshire base their final home. XW986 was withdrawn from service X The RAE’s XW988 carries in August 1994, XW988 in September a pair of HB 876 1994 and XW987 was finally retired anti-personnel in February 1995. It is understood that mine dispensers when they were taken out of service, under its bomb bay. Note the the three airframes had a relatively cameras under low number of hours in their logbooks. the wingtips to After XW987 had retired, all three record store ended up flying in South Africa with release. (Graham Pitchfork Mike Beachy Head’s Thunder City Collection) classic jet organisation.

X The S.2 XW986 shown in the special ‘identity’ colour scheme chosen for its role as an armament trials aircraft. The dark sections were dark green, and not black as quoted The in some sources. Officer on HMS Note the serial Victorious watches number on XN981/234 of 801 the bomb bay NAS fly over the door. (Graham deck in 1967. Pitchfork (Tom Eeles via Collection) G Pitchfork) www.keypublishing.com BLACKBURN BUCCANEER 63 64 BLACKBURN BUCCANEER www.keypublishing.com

PILOT ACCOUNT

first became involved with the advance of anything in the RAF at that the rear of the tailplane that moved spaces, and allowed more than one but would break when the catapult Buccaneer in July 1966, when I time. This version of the Buccaneer upwards through the same amount as aircraft to be positioned within a was fired, thereby releasing the Bucc' Iarrived at Royal was powered by de Havilland Gyron the ailerons drooped, thus restoring hardened aircraft shelter. and allowing it to accelerate under the Lossiemouth in the north of Scotland, Junior turbojets, and each offered longitudinal control. A boundary layer thrust of the catapult. After the hold to embark on loan for a tour of duty a static thrust of 7,100lb – barely control system ejected high pressure Unsticking back had been connected, the catapult with the Fleet Air Arm. The conversion adequate for such a large and heavy air, bled from the engines, over the Take-offs from runways were carried bridle was attached and the catapult course was a brisk, no-nonsense affair. aircraft. By mid-1966 the S.1 was wing leading edge, the top surfaces out unblown with flap/droop set to shuttle was moved forwards, thereby At least two weeks before flying the being steadily replaced in frontline of the flaps and ailerons and the 15°/10°/10°, unless aircraft weight rotating the aircraft into the nose-up Buccaneer were spent in the Ground service by the S.2, which employed under surface of the tailplane. The or runway length required a blown launch attitude. Once ‘tensioned’ in Training School, learning the aircraft’s Rolls-Royce Spey turbofans, rated at combination of aileron droop, tailplane take-off, when flap/droop was set the launch attitude, full power was complex systems. Considerable 11, 50 0 lb of t h r us t . flap and the boundary layer control to 30°/20°/20°. The Buccaneer S.1 applied under the direction of the time was also expended in the flight system (BLC) reduced the minimum was slow to accelerate, even when Flight Deck Officer. When ready to simulator. The first iteration of this was An imposing steed speed achievable from 155kts to unblown, and needed a long runway, launch, the pilot would brace his left rudimentary, with no motion or visual The first thing you noticed as you 125kts, thus enabling catapult launch but the S.2 set off quickly and had a arm to ensure full power remained capability, but it did allow the pilot walked out to a Buccaneer was its and arrested landings on the rather much shorter run. Take-offs in close applied, raise his right hand to indicate and his observer/navigator to practise sheer size – it was a big brute, weighing small RN carriers. formation presented no difficulty. he was ready to go to the Flight Deck normal and emergency procedures around 20 tons (20.32 metric tons), The twin Speys, or Gyron Juniors Catapult launch from a carrier Officer, then place his hand on his right in a fairly realistic environment. Later 64ft (19.5m) long and with a wingspan in a Mk.1, were kicked into life by an was executed with hands off the thigh adjacent to, but not holding, the simulators for the S.2 version had of 44ft. It was quite a climb into external low-pressure air starter, there control column. A tailplane angle was control column. Acceleration down more sophisticated facilities including the cockpit, which was fitted with being no onboard initiation system calculated and set so the aircraft would the catapult was very brisk – about movement, a visual system and the Martin-Baker Mk.6 MSB ejection – something to be considered when rotate a small amount on leaving the 4 to 5g, and once airborne the pilot ability to carry out weapon attack seats. Early naval aircraft possessed operating away from home base. deck, mainplane flap/aileron droop/ T HMS Victorious, would take control while being careful profiles. There was no dual-control an underwater ejection system fitted Once the engines were running and tailplane flap was set to its maximum Portsmouth, not to induce a high pitch rate, as the 1966. Note the facility in the Buccaneer, so a number to the seat; this used compressed air the various systems had been checked, deflection of 45°/25°/25° with the BLC Buccaneers at Buccaneer was unstable in that axis of Hawker Hunter trainers, equipped to release the occupant’s harness, taxiing was straightforward, there system on. The aircraft was physically the front of the at low speed. After retracting the with Buccaneer flight instruments, inflate his lifejacket and propel him to being ample power and authority from connected to the carrier deck by a deck, followed and cleaning up the flap by Sea Vixens, introduced trainee pilots to the flying the surface if the aircraft landed in the instruments; these seemed to S The smile the brakes and nosewheel steering. frangible metal link known as the ‘hold and droop, the S.2 accelerated quickly signifies Tom Wessex and techniques, although in no way did they sea with the aircrew still aboard. It increase every time a modification Eeles achieving The facility to fold the wings was very back’. This would prevent the aircraft then Gannets. to its normal speed of 420-480kts, replicate the Bucc’s unique airborne was initiated by a water depth sensor. was embodied. For example, the IFIS 2,000 Buccaneer useful when manoeuvring in confined from moving with full power applied, (MoD) while the S.1 took considerably longer. characteristics. After one flight in a The introduction of a rocket pack to airspeed display, a strip indication, hours, RAF Buccaneer-instrumented Hunter, I the seat in 1970 gave it a ‘zero-zero’ was not considered accurate enough Lossiemouth, 1986. (Tom found myself getting airborne in the capability so the underwater escape or suitably positioned for speed Eeles) real aircraft for the first time with a facility was no longer needed. Cockpit assessment during carrier operations, brave instructor in the back seat. There instrumentation was somewhat so a two-needle conventional airspeed would be no way of intervention if I got haphazard though. The excellent indicator was fitted on the top of the it wrong, other than his instructional OR946 Integrated Flight Instrument left instrument panel, to give the pilot patter. Even though the Buccaneer System (IFIS), driven by a Master an accurate ‘heads up’ airspeed display. S.1 had been relegated by now to the Reference Gyro and an Air Data By the end of the aircraft’s life the training squadron, I soon realised this Computer, was rather overshadowed cockpit could best be described as an was a phenomenal aircraft, way in by the proliferation of other random ergonomic slum. In front of the pilot was the Strike Sight, a simple head up display, which used a sight glass that could be folded down to improve forward visibility. The aircraft also had a very effective windscreen clearance hot air jet and a wiper/washer (just like your car), both essential for operations over the sea. There was also a complex flying control system. Besides conventional ailerons, flaps, rudder and all-moving tailplane, there were two innovative high lift devices that enabled the Buccaneer to be launched from and landed back on the rather small Royal Navy W Tom Eeles’ aircraft carriers. The ailerons could conversion be drooped to a maximum of 25°, to course, act as additional flaps. This produced Lossiemouth, 1966. Tom is in a very strong nose-down change the centre of of trim, which was counteracted by the back row. an electrically operated flap on (MoD)

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S A view of HMS particularly in the high-drag landing about 3 miles from the target. Dive opened at speeds up to 550kts and did Victorious from configuration, as the aircraft had a very bombing and level attacks were also not affect aircraft handling in any way. overhead, after During the conversion course use was Another of climb was poor, but the S.2 gained yaw damper, was used at all times. limited performance on one engine. possible with high-explosive bombs S recovering 1967 study of made of the static steam catapult at altitude very quickly. It was unusual to There was also an autopilot facility that the fast jets, The S.2’s Spey turbofans were much and rocket projectiles. Buccaneer also Quenching the thirst XN981/234 Aden, 1967. RAE Bedford to experience a hands- from Victorious. go above 35,000ft in either version provided airspeed, heading and height more reliable and single-engine flight carried a number of different air-to- Both versions of the Buccaneer were (Tom Eeles) off catapult launch in the less testing This underside but 40,000ft could be reached in holds, a useful tool on long transit presented no problems. surface missiles, such as Bullpup, TV equipped for air-to-air refuelling environment of an airfield. The static view provides an aircraft carrying less weight. The flights. Aerobatic manoeuvres such as The Buccaneer could carry a wide and radar Martel and Sea Eagle, and through a fixed probe, slightly offset steam catapult was an impressive excellent detail maximum permitted speed was aileron/barrel rolls and rolls off the top range of conventional weapons and for self-defence an AIM-9 Sidewinder to starboard in front of the pilot. The of an early Navy device with a long ramp, up which Buccaneer S.2 580kts or .95 Mach, which could of loops were permitted but full loops could also deliver a tactical nuclear air-to air missile. Toss attack profiles first Buccaneer S.1s had a retractable the Buccaneer taxied, before being with everything be maintained for ages and easily were not. The aircraft could suffer bomb. High-explosive and nuclear were initiated at 540kts, dive and probe but this was never satisfactory. launched towards a disused runway. down. (Tom exceeded. Because of the need to from inertia coupling if certain handling stores could be delivered from toss level attack profiles were flown in Aerial refuelling was carried out at the Steam pressure was generated in a Eeles via G fit the Buccaneer inside the limited limitations were ignored. The Gyron attacks initiated from a high-speed, the 450-500kts range. The very wide relatively slow speed of 250-280kts. Pitchfork) large adjacent boiler house somewhat headroom of carrier hangar decks, the Junior turbojets in the S.1 were very low-level approach. The observer/ variety of armament available made The Buccaneer could carry an air-to- reminiscent of Widow Twanky’s fin was relatively short, so the aircraft prone to compressor stall, particularly navigator would use his radar to for challenging and exciting flying; the air refuelling ‘buddy’ pod under the Laundry! What appeared to be a sort was unstable in yaw, particularly at high angles of attack, so required identify and lock on to a target. Buccaneer was an excellent weapons right wing and this facility was regularly of large tennis net was positioned at at high speeds. A three-axis auto careful handling. Loss of engine thrust The pilot would follow the steering platform, being stable and responsive used by RN squadrons. The RAF the end of the runway, to catch the stabilisation system, with a standby in an S.1 was a major emergency, demands displayed in his Strike Sight, in the speed range of 350-550kts. units tended to use Victor, VC10 and Buccaneer should the catapult fail to pulling up into a 3-4g toss profile Its rotating bomb bay door could be Tristar tankers and only limited use propel it to adequate flying speed. was made of the Buccaneer’s pod. Without the benefit of any ship- The probe was well positioned and generated headwind component, the refuelling in flight fairly straightforward, launch tended to be much fiercer than provided there was no turbulence. The any ship-board version; indeed, on technique was to position the aircraft my last launch at a fairly high fuel state approximately 33ft (10m) behind the for the transit back to Lossiemouth, hose and then to fly steadily towards most of the strike sight head up display X Tom Eeles’ the basket up the extended line of ejection seat became detached and hit me hard on the airfield the hose, with an overtaking speed of in the chest. at Lossiemouth about 5kts, adding just a little power after ‘banging as the probe engaged the basket to X This grainy, out’ during a ensure a positive contact. Once that Flying traits yet fascinating training sortie Once airborne, both versions of the view shows a that did not was achieved it was necessary to Bucc’ were a delight to handle when Buccaneer on go well, due to push the hose further into the pod in their element of high speed at low finals to HMS engine failure. to initiate fuel flow. When refuelling level, although the S.1 was rather Victorious. All His student pilot was completed the aircraft would deck landings also ejected underpowered. Control forces were were ‘exciting’. safely. (RNAS withdraw slowly down the line of the well balanced and light. The S.1’s rate (Tom Eeles) Lossiemouth) hose until the basket disengaged from

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PILOT ACCOUNT

the probe. It was important not to Single-engine touch-and-go landings in X A comparison look at, but through, the basket during the configuration 30°/20°/20° BLC on of S.1 (left) and S.2 approach and withdrawal, to reduce were regularly practised by pilots prior Buccaneers at the tendency to over-control in pitch to embarkation, to cater for missing Lossiemouth. S.1 and generate a pilot-induced oscillation. a wire on a single-engine approach XN930/632/LM of 736 NAS was When speed was reduced below to the carrier. photographed 300kts for recovery the Buccaneer in July 1970. became much more difficult to fly Back on deck The S.2, accurately. There was an aileron gear Recovery to the aircraft carrier was XT283/111/E of 800 NAS, change facility that allowed greater always the most testing part of any which carries aileron deflection for the amount embarked sortie. Your recovery time, an in-flight of control column movement, or ‘Charlie’ time had to be rigidly refuelling pod, which could be used below 300kts. adhered to otherwise the entire ship’s was captured earlier, in Approaches to both airfields and flying programme would be disrupted. August 1967. aircraft carriers were normally flown in The landing circuit was always a left- (G Pitchfork the 45°/25°/25° BLC on configuration, hand pattern flown accurately, no Collection) airbrake fully extended, with the final high speed ‘breaks’ into the circuit as approach being flown at a constant practised ashore, turning onto the speed for a no-flare landing. With final approach at just faster than the 25° of aileron droop extended there required datum speed and looking and under much slower deceleration. be impossible, let alone the personal it was about to join the RAF as our was significant adverse aileron yaw to stabilise the aircraft on the glide Aborted take-offs could also use the comfort issues, so I decided to divert premier strike/attack aircraft – decided generated in turns by the down-going path, indicated by the Deck Landing airfield arrestor system to bring the to RAF Luqa, Malta to try and sort out to come and have a look at this new aileron. This could be easily resolved Projector Sight and exactly on the aircraft to a halt. the problem. My observer informed acquisition. They were somewhat by coordinated use of the rudder. angled flight deck’s centreline. You Towards the end of my loan service Lossiemouth using the HF radio, and dismayed and unimpressed to find an The excellent Airstream Direction maintained the glide path by small with the RN the government finally we were told to get ground power RAF flight lieutenant pulling out bits Detector (ADD) gave both audio and power adjustments and the speed decided the Buccaneer would be on the Buccaneer once shut down of its insides, under the direction of a visual indication of angle of attack/ at datum, with small pitch changes. brought into service with the RAF. and await instructions. Lossie’ found naval lieutenant sitting in the rear seat. airspeed, allowing the pilot to keep his There was no flare at touchdown and that I had been unable to fire due to S This sequence At that time my squadron was an engineer, who proceeded to tell This small incident typifies the excellent eyesight out of the cockpit – essential if instant deceleration was not felt you poor weather. On touchdown the of photos deployed on a major exercise at RAF us what to do to fix the problem. team spirit, co-operation and initiative captures the for accurate deck landings. The basic applied full power to go around again. missile broke free of its pylon due to moment when a El Adem in Libya. The return flight I managed with some difficulty to demonstrated by Buccaneer aircrew, final approach speed (blown) was Arrested landings afloat involved a very the deceleration, bounced over the Bullpup missile to Lossiemouth was to be non-stop, persuade the NCO in charge of the whatever the colour of their uniform 127kts, considerably slower than rapid deceleration; once stopped it flight deck personnel and the parked fell off Tom refuelled in flight by Victors. Shortly visiting aircraft flight to let me have and wherever they found themselves. Eeles’ Buccaneer similar fast jets. It increased to 155kts was essential to raise the hook, fold the aircraft at the carrier’s bow and fell T Buccaneer S.1 after getting airborne for the five-hour some tools, so, removing panels We also got back in time for the end of on landing. XN954/631/ unblown. Single-engine approaches wings and vacate the flight deck quickly with a splash in the sea ahead of the Amazingly LM of 736 flight home, I discovered the cabin I proceeded to take things apart, detachment party – what else would could be flown either blown at to enable subsequent aircraft to land ship, miraculously not hitting anyone or it missed NAS based at conditioning system was stuck on under the guidance of my observer you expect? 30°/20°/20° – essential if landing on a without delay. In poor weather and anything. Despite an initial accusation everything on Lossiemouth was fully cold, the canopy was quickly icing who relayed the instructions he was carrier – or unblown at 45°/10°/10°, the at night only instrument approaches that I had fired it by mistake, the film of deck. (HMS photographed on and both of us were feeling decidedly receiving on the HF. Meanwhile, a Victorious) April 17, 1970. Back-seat tutor usual option for airfields. There was were flown. There was no doubt that the landing proved I had not, so I lived (G Pitchfork chilly. Clearly five hours of this was group of RAF officers who had seen After completing the flying instructor’s no asymmetric handling problem and a carrier’s flight deck was a dangerous to continue my embarked flying. On Collection) not on, as air-to-air refuelling would our Buccaneer arrive – and knowing course at the Central Flying School, the S.2 could overshoot on one engine place during flying operations. On airfields, arrested landings were carried from the threshold providing the fuel one occasion I recovered to HMS out in the event of aircraft hydraulic state was reduced to a minimum. Victorious with a Bullpup missile failures, these being straightforward

The solid, ‘bulky’ presence of the Buccaneer can be appreciated in this view of a Lossiemouth-based S.1. (Tony Buttler Collection)

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X Standing front and centre, Tom Eeles is captured by the lens while CO of 237 OCU, RAF Honington, in 1984. (RAF Honington)

I found myself back with the RN occurred over this period, but the Biography of Gp Capt Tom Eeles BA (1942-) as an instructor on the Buccaneer basic tactics were just modified to conversion squadron, which was cope with these weapons. By way 1960-64: RAF pilot and officer training, Chipmunk, Jet Provost, Gnat to undertake the first two years of of complete contrast, but just as and Canberra. RAF aircrew training in addition to demanding, were the overland laser- 1964-66: 16 Squadron, flying Canberra B(I).8 from Laarbruch, its RN task. I had to sit in the back designating profiles I found to be the Germany and Kuantan, Malaya, nuclear strike and conventional seat, without controls or suitable OCU’s war role when I took over ground attack. instruments, on the student pilot’s command in 1984. The Pave Spike 1966-68: Loan service with Fleet Air Arm, flying Buccaneer on first ever flight in a Buccaneer, often designator, purchased from the USA, 801 Naval Air Squadron from HMS Victorious, HMS Hermes and carried out in the underpowered S.1 was a first-generation device and was RNAS Lossiemouth. version, which had been returned to rather crude by today’s standards. The 1968: Central Flying School (CFS) course, RAF Little Rissington and of this attack profile was used in the Conversion Unit and managed to and maintained it made it work, and service to cope with the increased laser had to be aligned manually by Kemble, flying Jet Provost and Gnat. First Gulf War over , where clear accumulate more than 2,000 hours made it work exceptionally well. I am numbers in training. One of these the navigator with the aircraft’s line of 1969: Qualified Flying Instructor (QFI), 4 Flying Training School (FTS) skies and lack of air opposition enabled of Buccaneer flying. The type’s often asked what the best aircraft first flights ended in disaster, when an sight, so the pilot would place his Strike RAF Valley, flying Gnat. the assaults to be prosecuted from outstanding contribution to the First was that I flew in my RAF career. It is engine failed at a critical point while Sight aiming mark on a prominent 1969-71: QFI, 736 Naval Air Squadron, RNAS Lossiemouth, flying high level, a less demanding but still Gulf War was a fitting swansong to its not an easy question to answer. overshooting from a poor approach, object while taxiing before take-off, Hunter T.8 and Buccaneer S.1/S2. challenging option. illustrious career. The Buccaneer was The beautiful single-seat Hawker 1971-1972: QFI, 237 Operational Conversion Unit (OCU), RAF both I and my student ejecting at enabling the navigator to place the An 801 NAS The Buccaneer served in the RN simply a fantastic aircraft. It generated Hunters score highly as pure Honington, flying Hunter T.7/T.8 and Buccaneer S.2. T low level over the airfield. We both pod’s crosshairs on the same object. Buccaneer S.2, and RAF with great distinction, being phenomenal loyalty from those lucky flying machines, but for overall survived this rather painful experience, Once airborne and running in towards 1972-75: QFI and training officer, 12 Squadron, RAF Honington, 235/H, parked finally retired in 1994 after a total enough to fly it and it was probably effectiveness, exhilaration, to be given our Martin-Baker ties by the target at high speed and low level, flying Hunter T.7, T.8, and Buccaneer S.2. Awarded Queen’s at El Adem, time in service of 32 years. I served the best strike/attack aircraft of its day, challenging handling and satisfaction it Commendation for Valuable Service in the Air. Libya in 1968. that wonderful life-saving company. the pilot’s role was to identify the (G Pitchfork on 801 and 736 Naval Air Squadrons, despite the lack of development of its can only be Blackburn’s masterpiece, 1975-77 Flight Commander, 79 (R) Squadron, Tactical Weapons Unit, After bidding farewell to the target visually as soon as possible – collection) 12 Squadron and 237 Operational weapons systems. Those who flew the utterly superb Buccaneer. RAF Brawdy, flying Hunter F.6/F.6A/FGA.9/ T.7. RN in 1971 I spent another three and place his aiming mark on it. Once tours instructing on the RAF’s 237 the navigator confirmed he was happy 1977-80: Chief Flying Instructor, 237 OCU, RAF Honington, Hunter T.7/T.8 and Buccaneer S.2. Operational Conversion Unit, with the target, which should have interspersed with a posting to 12 appeared in his crosshairs, he would 1980-84 Staff College and two ground appointments, Strike Command and Support Command. Squadron. This was an exciting time call ‘happy’, the signal that the pilot as we had to develop new tactics could then turn away from the target, 1984-87: OC 237 OCU, RAF Honington and RAF Lossiemouth, for attacking the heavily defended but only to the right, as the pod could flying Hunter T.7, T.8 and Buccaneer S.2. warships of the Soviet fleet, without only be fitted to the left inner pylon. 1987-90: OC Examining Wing, CFS, RAF Scampton, flying Chipmunk, the luxury of stand-off precision The navigator then tracked the target Bulldog, Jet Provost, Tucano, Hawk, Jetstream, Gazelle and numerous other types, from microlights to Shackleton. weapons. Our eight-aircraft formation manually, using his controller, firing attack profiles, flown at high speed the laser at the pre-calculated time 1990-91: Group Captain Flying Training, HQ RAF Support Command. and ultra-low level, culminating in after weapon release from the bomb- 1991-94: OC RAF Linton-on-Ouse and 4 FTS, flying Jet Provost, a mixture of toss and visual dive carrying aircraft, to ensure the laser- Tucano, Bulldog, Firefly and Chipmunk. bombing attacks, were the ultimate guided bombs would reach the target. 1994-97: Ground appointment in MoD, but flying Chipmunk and challenge in piloting and navigational Despite the complexity of this attack, Bulldog with 5 Air Experience Flight. skills; only the best crews became and the potential for error, the system 1997-2004: Full-time Reservist, Cambridge University Air eight-aircraft formation leaders and worked particularly well. We provided Squadron, Chief Flying Instructor, Chief Ground Instructor, flying Bulldog and Tutor. I was delighted to find myself among laser designation for Jaguars, Tornados, them. The introduction of more Dutch F-16s and Sea Harriers with 2004-2010: Volunteer Reservist pilot, 5 AEF, flying Tutor. sophisticated weapons such as Martel great success. A modified form Total military flying hours 8,500

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All assembled in UK by /Hawker Siddeley Conversions (Source – www.britishaviation-ptp.com) Aviation at Brough. S.2 to S.2A (40): XN976, XN977, XT271, XT273, XT274, XT275, XT276, XT277, XT278, XT279, XT283, XT284, XT286, XT287, Pre-Production Development Aircraft (Some examples upgraded XT288, XV152, XV154, XV155, XV156, XV161, XV162, XV163, to full standard) XV166, XV333, XV334, XV336, XV338, XV340, XV341, XV342, XV345, XV347, XV348, XV349, XV353, XV354, XV355, XV356, (20) XK486-XK491, XK523-XK536 XV357, XV360 (all converted at Brough) S.2C to S.2A (2): XV358, XV359 (converted at Bitteswell) S.1 S.2 to S.2B (11): XN978, XN983, XT270, XT281, XV157, XV160, (40) XN922-XN935, XN948-XN973 XV165, XV168, XV332, XV350, XV352 (Brough) S.2A to S.2B (19): XV348, XV334, XN976, XT276, XV155, XV349, S.2 XT288, XT275, XV161, XN977, XT279, XT286, XV336, XV338, (133) XN974-XN983, XT269-XT288, XV152-XV168, XV332- XV341, XV345, XV356, XV359, XV361 (Bitteswell) XV361, XV863-XV869 (S.2D), XW525-XW550, XW986-XW988, S.2D to S.2B (11): XN981, XT287, XV333, XV353, XV863, XV864, XX885-XX901, XZ430-XZ432 XV865, XV866, XV867, XV868, XV869 (Bitteswell) XW525 onwards built as S.2B; 9 further airframes (XV870-XV877 S.2 to S.2C (7): XN982, XT280, XV337, XV344, XV358, XV359, and XW989) were cancelled. XV361 (Brough) S 2 to S 2D (1): XV351 (Brough)

This impressive gaggle of Buccaneer S.2s hails from 700B Flight, RNAS Lossiemouth, circa 1965. Note the long-range underwing fuel tanks on ‘233’. (Key Collection)

This pair of 208 Squadron Buccaneer S.2Bs is configured for full-on maritime attack, each toting four BAe Sea Eagle missiles. The weapon is fitted with a radio altimeter, which allows it to skim over the waves at just 10ft. (Key Collection)

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WALK AROUND

SAn exterior view of the Buccaneer’s airbrake ‘hinge’ arrangement.

S Starboard air intake. Note the rounded triangular fairing between the intake S Located on the starboard forward fuselage are the fuel filler point (left) itself and the fuselage – a modification to reduce noise for the navigator, when and fuelling control panel. A clever safety feature of the latter was that if any the aircraft flew at the upper end of its speed rage. switches were left in the ‘open’ position, the door could not be closed.

H I N E S A C M T A B

M

O

B

C

L

A

C

K

B S Nose folded for servicing access, but this was S Standard wingtips on XW544 (top) but compare these with the ‘clipped’

U

R also a feature ensuring easer stowage for Royal versions (above) on the folded wings of TBAG’s Buccaneer XX894. The N

B

U Navy Buccaneers when embarked on aircraft carriers. shortening modification was carried out from 1989 to reduce stress on the R

C E C E A

N (All Matthew Roberts: www.matthewrobertsphotographer.co.uk) mainplanes during low-level flight. WALKAROUND

he Buccaneer Aviation Group (TBAG) Toperates two complete airframes in taxying condition at Bruntingthorpe, . They are both S.2Bs – XX894 and XW544 – and detail photos of the latter appear here. Thanks go to Dave and Andrew Webber of TBAG: www. thebuccaneeraviationgroup.com

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S Main undercarriage bay and a portion of the leg. S Wheel brake pressure gauges on the starboard forward fuselage.

The complex wing-fold mechanism.

S Front cockpit with Martin-Baker Mk.6MSB ejection seat. T Mainwheel and undercarriage leg detail. T The inner workings of the airbrake unit. T Ancillary equipment on the underside of the port Spey powerplant.

The exterior face of the radio bay hatch, under the rear fuselage.

W Shown in its open position, the Buccaneer’s huge clamshell airbrake was highly effective.

T Nosewheel and leg, with prominent landing light.

S Bleed air ducting on top of the starboard Rolls-Royce Spey engine casing.

W Rear cockpit. Note the large orange-screen radar scope.

78 BLACKBURN BUCCANEER www.keypublishing.com BLACKBURN BUCCANEER 79 MODELLING PRODUCTS

This guide to model kits, accessories and decals is not exhaustive and focuses on products mostly currently available by retail means, or out-of-production items on Internet auction sites. Compiled using Hannants stock numbers where relevant (www.hannants.co.uk).

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PROFILE ARTWORK PROFILE ARTWORK

T NA.39, XK486, Brough and Holme-on-Spalding-Moor, 1958. Royal Blue over white. T NA.39, XK527 (S.2 development batch), RN Test Squadron, Holme-on-Spalding-Moor, 1975, Martel trials. Overall Extra Dark Sea Grey, white serials and ‘ROYAL NAVY’ legends, pale blue underwing serials, Day-Glo red ‘HOSM’ on bomb bay door, and missile markings. ‘Martel’ motif on nose in white, with black lettering.

T Buccaneer S.2A, XT272, British Aerospace/Aeroplane and Armament Experimental Establishment, T NA.39, XK489, Holme-on-Spalding-Moor, 1959. Extra Dark Sea Grey and white. Bae, Warton, 1977. Note the Tornado GR.1 nose and LRMTS fairing. Overall Extra Dark Sea Grey, pale blue serials, Day-Glo red tail, wing panels and nose bands. Fuel tank in Dark Green, Dark Sea Grey and Light Aircraft Grey. Black and white quartered camera sighting marks.

T Buccaneer S.1, XK531/680/LM, 700Z Flight/Intensive Flying Trials Unit, RNAS Lossiemouth (HMS Fulmar), 1961. Extra Dark Sea Grey and white, pale blue nose numbers and tail codes. T Buccaneer S.2B, XX897, Royal Radar Establishment, Pershore, 1976. Tornado F.2 radome. Extra Dark Sea Grey over white.

T NA.39/S.1 development batch, C Squadron Royal Navy Test Unit, Boscombe Down, 1961. T Buccaneer S.2B, XW987, Defence Evaluation and Research Agency, Boscombe Down, 1994. Overall anti-flash white, pale blue fuselage serials. ‘Raspberry ripple’ scheme of Signal Red, Roundel Blue and white with Dark Sea Grey and Dark Green vertical tail section. Black serials, radome and anti-glare panel, with yellow-green primer on air intakes. 'Towel rack’ antenna under the nose roundel.

T Buccaneer S.1, XN965/636/LM, 736/809 NAS, RNAS Lossiemouth (HMS Fulmar), 1965. T Buccaneer S.1 (development batch), XK487, Ferranti Ltd, Turnhouse, 1961. Employed Overall anti-flash white, pale blue fuselage numbers, tail codes and serials. on radar development for Buccaneer and TSR.2. Overall white with black fuselage and underwing serials, Day-Glo red nose/wingtip markings.

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2 BLACKBURN BUCCANEER www.keypublishing.com www.keypublishing.com BLACKBURN BUCCANEER 61 T NA.39, XK486, Brough and Holme-on-Spalding-Moor, 1958. Royal Blue over white. T Buccaneer S.1, XN930/632/LM, 736 NAS, RNAS Lossiemouth (HMS Fulmar) 1969. Overall Extra Dark Sea Grey, pale blue nose numbers, white tail codes, ‘ROYAL NAVY’ legends and serials.

T NA.39, XK489, Holme-on-Spalding-Moor, 1959. Extra Dark Sea Grey and white. T Buccaneer S.2, XT269/236/LM, 700B Flight, RNAS Lossiemouth (HMS Fulmar), 1965. Extra Dark Sea Grey over white, white tailcodes, fuselage serials and ‘ROYAL NAVY’ legends, Roundel Blue underwing serials and nose numbers.

T Buccaneer S.2, XV156/100/E, 800 NAS, HMS Eagle, 1966. Overall Extra Dark Sea Grey, T Buccaneer S.1, XK531/680/LM, 700Z Flight/Intensive Flying Trials Unit, RNAS Lossiemouth but this was applied over the previously white underside, giving the impression of a different (HMS Fulmar), 1961. Extra Dark Sea Grey and white, pale blue nose numbers and tail codes. grey shade being used due to the poor opacity. White ‘ROYAL NAVY’ legends, serials and ship’s ‘E’. Fuselage numbers are black trimmed in white.

T NA.39/S.1 development batch, C Squadron Royal Navy Test Unit, Boscombe Down, 1961. T Buccaneer S.2, XT280/323, 809 NAS, RNAS Lossiemouth (HMS Fulmar), 1968. Overall Overall anti-flash white, pale blue fuselage serials. Extra Dark Sea Grey, all serials/codes and ‘ROYAL NAVY’ legends in pale blue. Note black ‘LM’ tailcodes incorporated in the squadron badge.

T Buccaneer S.1, XN965/636/LM, 736/809 NAS, RNAS Lossiemouth (HMS Fulmar), 1965. T Buccaneer S.2, XT284/611/LM, 803 NAS, RNAS Lossiemouth (HMS Fulmar), 1969. Overall anti-flash white, pale blue fuselage numbers, tail codes and serials. Overall Extra Dark Sea Grey, pale blue serials/codes/legends.

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Glenfiddich WTBuccaneer S.2B, XX895/G Jaws/Lynn/ T Buccaneer S.2A, XT287, 237 Operational Conversion Unit, Honington, Suffolk, 1971. This was , Lossiemouth Buccaneer Wing an ex-Royal Navy machine and the first to join the OCU, whose badge comprised a mortar board detachment, Muharraq, and two crossed cutlasses. Dark Green and Dark Sea Grey over Light Aircraft Grey. Bahrain, 1991. Overall alkaline removable temporary finish (ARTF) Desert Pink.

T Buccaneer S.2B, XV165/BF, 12 Squadron, Lossiemouth. Dark Green and Dark Sea Grey wrap-around.

T Buccaneer S.2B, XX894, 12 Squadron, Lossiemouth, 1990. Special scheme applied for the unit’s 75th anniversary. Overall (experimental) Medium Sea Grey with medium green stripe, outlined in dark grey.

T Buccaneer S.2B, XV352, 208 Squadron, Honington, 1977. Detached to Nellis AFB, Nevada for Red Flag exercises. Dark Green, Dark Sea Grey and Light Aircraft Grey overpainted with Dark Earth and Middle Stone. Red star in front of roundel.

T Buccaneer S.2B, XN976, 208 Squadron, 1991. Special livery to mark the squadron’s 75th anniversary. Overall satin black with pale blue spine and upper vertical tail.

T Buccaneer S.2B, XV160, 208 Squadron, Honington, 1977. Trial scheme for NATO Express exercises; standard Light Aircraft Grey, Dark Sea Grey and Dark Green (the last colour being overpainted with white distemper).

T Buccaneer S.2B, XW547, 216 Squadron, Honington, 1979. Dark Green and Dark Sea Grey wrap-around.

WTBuccaneer S.2B, XX886/S, 16 Squadron, Laarbruch, West Germany, 1979. Dark Green and Dark Sea Grey wrap-around. Queen's T Buccaneer S.2B, XX889, 12 Squadron, Lossiemouth, 1993. Medium Sea Grey and Silver Jubilee crown on starboard nose. Camouflage Grey.

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www.keypublishing.com BLACKBURN BUCCANEER 83 74 BLACKBURN BUCCANEER www.keypublishing.com

S Front cockpit with Martin- Baker Mk.6MSB ejection seat. W Rear cockpit. Note the large orange-screen radar scope.