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Canberra - Aircraft Details - Aviation Directory

Canberra


Name : Canberra
Manufacturer : English Electric
Production Began : 1951

The English Electric Canberra first flew on Friday 13 May 1949 when its performance created a sensation. Such was the quality of the original design that in May 1951, when the first B2 Canberras entered service with No 101 Squadron at RAF Binbrook they could out manoeuvre all the fighters of the period and fly with impunity more than 10,000 feet above them. Operated by 17 airforces in more than 20 different variants, Canberras have been to war at Suez and in India, in Vietnam and the Falklands campaign, and in 1996 Canberra PR9s were engaged in operational reconnaissance flights over Bosnia and in other regions. It is widely and justifiably regarded as one of the greatest aircraft designs of all time.

Pilots and Aircrew for : Canberra
A list of all aircrew from our database who are associated with this aircraft. A profile page is available by clicking their name.
NameInfo
Beamont, Roland Bee
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   Died : 19 / 11 / 2001
Beamont, Roland Bee

One of World War IIs great characters, Bee flew Hurricanes with 87 Squadron, later leading a Tempest Wing. He had 8 victories plus a further 32 VIs destroyed. After the war he became a highly respected Chief Test Pilot.Wing Commander Roland Beamont, one of the RAFs top buzz bomb interceptors, was born in Enfield England on August 10, 1920. Educated at Eastborne College, Beamont accepted a short service commission with the Royal Air Force in 1938. He commenced flying in 1939 at the the No. 13 Reserve Flying School at White Waltham. His initial duty was with the Group Fighter Pool at St. Athan where he learned to fly the Hurricane. Beamont was soon posted with the No. 87 Squadron which was part of the Advanced Air Striking Force in France. Seeing action in both France and Belgium prior to the Allied withdrawl, Beamont rejoined 87 Squadron in England during the Battle of Britain. In the spring of 1941 Beamont was awarded the Distinguished Flying Cross after destroying five enemy aircraft. As Commanding Officer of 609 Squadron, Beamont pioneered both day and night ground attack missions utilizing the Typhoon. Beamont was credited with destroying 25 trains in a three month period. He was then made responsible for organizing and commanding the first Tempest Wing at Newchurch. Three days after D-Day Bearnont shot down an Me-109, marking the first aerial combat victory for the Hawker Tempest. In the summer of 1944 Beamont destroyed 32 buzz bombs prior to leading his wing to a Dutch Airfield at Volkel on the Continent. In October of 1944 Beamont was shot down during a ground attack mission over Germany, and he remained a prisoner of war until wars end. Following repatriation Beamont became an experimental test pilot with the Gloster Aircraft Company, which had developed the RAFs first jet aircraft. Turning down a permanent commission with the RAF, Beamont then joined English Electric Company in Wharton as the Chief Test Pilot for the B3/45 (Canberra) jet bomber program. He managed all prototype testing on the Canberra, and in the process set two Atlantic speed records. Later Beamont was involved with the supersonic P1/Lightning program, and became the first British pilot to fly at twice the speed of sound. From 1965 until 1970 he was a founding member of Britains highly succesful Saudi Arabian export program. For several years prior to his retirement in 1979, Beamont was Director of Operations for British Aerospace and Panavia where he was in charge of flight testing for the Tornado. Since his retirement Beamont has authored nine books, and published numerous magazine articles. He is a Fellow of the Royal Aeronautical Scociety and an Honorary Fellow of the Society of Experimental Test Pilots in America. He died 19th November 2001.



Bee Beamont in the cockpit.


Briggs, Don
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Briggs, Don

62 ops as Flight Engineer on Lancasters of 156 Pathfinder Squadron. After the war he qualified as a pilot and flew all three types of V-Bomber operationally including the famous Vulcan XH558 as well as Canberras and Meteors. He flew the mission that dropped the third and last Atom Bomb on Christmas Island.
Charlesworth, A M
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Charlesworth, A M

Joined the RAF straight from school just before his 18th birthday in the summer of 1940 with the sole purpose of becoming a fighter pilot. After training, at age just 18, he was posted to RAF Ibsley, Hampshire, to 118 Sqdn, flying Spitfire 2Bs. Here he took part in his first scramble. After a month he was posted where the action was thickest, to a 11 Group Station, RAF Kenley, where he joined 602 Sqdn. His Squadron Commander was Al Deere, by this time a highly decorated ace; Al was 23 then and had already been shot down nine times. 602 Squadron was equipped with the more advanced Spitfire VBs which had two 20mm cannons, firing at 1200 rounds a minute, plus four very useful Browning 50mm machine guns firing at an even higher rate per minute. Al Deere was eventually posted to another squadron and Paddy Finucane took over - "possibly the finest fighter pilot 1 came across", Max. Charlesworth continues, "I remember him trying to get his 21st victory before his birthday and I often flew No. 2 to him. These were twitchy and tiring days when three sweeps a over occupied France day were the norm, to be met each time by several hundred Me 109s and Focke Wolf 190s, at our maximum range, where hectic dog fights ensued. We were normally outnumbered and a day could last from an early morning call at 3.30am to the last landing at 10.30pm in the semi-dark of the long summer of 1941. The average age of the approximately 30 pilots on the squadron was always about 19." During this period they were scrambled to search for and attack the German battleships Scharnhorst and Gneisenau (although they did not know it at the time) which, with escorting vessels had slipped up the Channel from Brest. The weather was awful and Max flew straight across the German battle cruiser Hipper thinking it was a Royal Navy cruiser. The Hipper opened up at Max with guns blazing but he was fortunate to escape with just a hole in one wing. In April 1942 Max was posted to a secret unit called MSFU (Merchant Service Fighter Unit) where he flew Hurricanes from catapults on merchant ships attached to convoys of anything up to fifty merchant men a time. The ships were mainly bringing supplies from America and taking them to Murmansk and Archangel, the hard-pressed Soviets and Gibraltar. Max recalls this as a highly physical and uncomfortable task, apart from also being very scary. The ships were constantly attacked by U Boat packs and aircraft. When they were in range of the latter, if they launched the Hurricane they knew they would ultimately have to bail out and hope to be picked up by either a friendly escort vessel or a sunken ships lifeboat. "The North Atlantic route to Canada, north of Iceland and down the Greenland coast at an average sped of six knots in appalling seas was not our idea of a holiday cruise", Max vividly recalls. Having survived this posting Max was then moved to 124 Sq. at West Malting, Near Maidstone, Kent. The squadron was equipped with the much more powerful Spitfire IXs. Their task here was mainly escorting USAF and RAF bombing raids into Europe. With longrange tanks fitted they were able to reach Hamburg and Ludwigshafen; later on they were able to refuel from liberated bases in France. These ops. required them to fly as Top Cover at over 30,000 feet for up to three hours, where it was so cold the pilots returned to base hardly able to climb out of their cockpits. On February 9th 1945 Max was the Senior Flight Commander on 124 Squadron during their move to Cottishall. Here they adapted the Spitfire Ks to dive-bombing. The Spitfires carried either a 500lb. bomb under the fuselage and two 250lbs. under each wing or, a 90-gallon fuel tank under the fuselage and a 250lb. bomb under each wing. Their mission was to destroy V2 sites in Holland - mainly situated in small parks near the centre of the Hague. These V2 sites were launching rockets on London in ever increasing numbers. As well as attacking the V2 sites they were to destroy railway lines used by the Germans to transport V2s into the area. These were dangerous times as the V2s sites were heavily defended by 88mm guns down to 20mm. "The flak was horrendous and we lost many" recalls Max. As Senior Flight Commander, Max often led the squadron, though identifying targets from 12,000 feet was difficult. After the war Max was one of the first pilots to convert to the Meteor twin-engined jet, later to move on to Vampires and Canberras. His flying career was completed in June 1961 when he was posted to Warsaw, Poland as the Assistant Air Attache. He finally retired from the RAF in 1966.
England, Mac
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England, Mac

‘Mac’ England joined the RAF in 1938 and after qualifying, posted as a pilot into Lancaster’s. In 1941 he was transferred from Bomber command to fighter Command-flying Spitfires on coastal sweeps. After a short period of time on Spitfires he was transferred back again to bomber Command, and in 1943 completed 30 Operations on Lancaster’s. When he retired in 1974 he had flown a total of 36 different aircraft including Hunters and Canberras.
Haven, Dick
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Haven, Dick

Joining the RAF in 1951 he was a pilot on Canberras, Valiants and Vulcan B.2s serving with 27, 12, 101, 44, 9 and 35 Squadrons including time as Chief Flying Instructor.
Hobbs, David
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Hobbs, David

Commander David Hobbs MBE RN joined the Royal Navy in 1964 and since qualifying as a pilot, flew both fixed and rotary wing aircraft “to the deck”, including Gannet AEW aircraft, Wessex Commando helicopters and Canberra ECCM aircraft. He has served on the aircraft carriers, Victorious, Centaur, Hermes, Bulwark, Albion and two Ark Royals (the 1955 and 1985 ships) with 849, 845, 846 Naval Air Squadrons and 360 RN/RAF Joint Squadron. While serving in the Director General Aircraft (Naval) Department, he was responsible for developing the visual and electronic recovery aids for the Sea Harrier. He also organised the flying trials that cleared the Invincible class and Hermes to operate the modern generation of aircraft at sea.He has been Curator and Deputy Director of the Fleet Air Arm Museum at RNAS Yeovilton since leaving the active list of the Royal Navy in 1998. After a lifetime interest in naval history, he is the author of numerous books, contributes regularly to a variety of international publications and has presented papers at naval historical symposia in Australia, France, New Zealand, the United States and Great Britain. He is an adviser to the naval Staff on a range of aircraft carrier matters.
Lowe, Drane
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Lowe, Drane

Joining the RAF in August 1935 he completed pilot training and was posted to 49 Sqn flying Hawker Hinds as a light bomber. At the outbreak of war he took part in the early bombing raids over France, flying Hampdens and then Wellingtons on missions over occupied Europe. Fully operational until mid 1941, he was then posted to OTU at Cottesmore and Finningley as an instructor. After a long and distinguished career, including a spell flying Canberras, he retired from the RAF in 1965.
Russell, Rusty
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Russell, Rusty

Serving with 31 Sqn on Photo Reconnaissance on Canberras he later moved to 230 OCU and 35 Sqn flying Vulcan B.2s and was a Captain at the height of the Cold War.
Seward, Dave
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Seward, Dave

Dave Seward flew RAF Meteors, Canberras and Javelins and USAF F-86, F-102 and F-106 fighters. In 1961, as C.O. of No.56 Sqn he led the 'Firebirds' Lightning aerobatic team and later Commanded the Lightning OCU and Battle of Britain Flight, flying the Lancaster, Hurricane and Spitfire.
Stanford-Tuck, Robert
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   Died : 5 / 5 / 1987
Stanford-Tuck, Robert

Bob Stanford Tuck was a flamboyant fighter pilot, Tuck was born in Catford, SE London. After a less-than-stellar school career he left St Dunstan's College, Catford in 1932 to join the Merchant Navy as a sea cadet (seaman's Discharge Number R112769) aboard the ss.Marconi from 19 May 1933 before joining the RAF on a short service commission as an acting pilot officer in 1935.[5] Following flying training, Tuck joined 65 Squadron in September 1935 as an acting probationary pilot officer. He became a pilot officer on probation in September 1936 and his pilot officer rank was confirmed in early 1937 (which was backdated to December 1936). On 17th January 1938 Tuck was involved in a Mid air collision flying Gladiator I K7940 he had to bail out of the aircraft over Ridgewood, near Uckfield, Sussex . The other Pilot was not so lucky, also of 65 Squadron in Gladiator K8014, Sgt Geoffrey Edwin Gaskell (24) was killed In September 1938 he was promoted to Flying Officer Tuck led his first combat patrol on 23 May 1940, over Dunkirk, claiming three German fighters shot down. The following day he shot down two German bombers and as aerial fighting intensified over the next two weeks his score rapidly mounted. Tuck was awarded the Distinguished Flying Cross (DFC) on 11 June and received it from King George VI at RAF Hornchurch on 28 June. His combat successes continued into July and August as the Battle of Britain gathered pace, although he himself was forced to bail out on 18 August. While attacking a formation of Junkers Ju 88s over Kent, he shot one down and damaged another. However, during the head on attack at Ju 88, when he overtook it, cannon shells hit his Spitfire and he was forced to bail out near Tunbridge Wells. He fell at Tucks Cottage, near Park Farm, Horsmonden. In another incident on 25 August Tuck's Spitfire was badly damaged during combat with a Dornier Do 17 bomber, which he destroyed 15 miles off the coast. His aircraft had a dead engine, but he glided it back to dry land and made a forced landing To the British public he was a hero in the mould of the knights of old, and today his name is legend. In the early stages of the Battle of Britain Bob fought with 92 Squadron flying Spitfires, quickly becoming one of the leading aces. Promoted to command 257 Squadron, now flying Hurricanes, Bob's dashing style of leadership inspired his pilots to great success. He went on to command the Duxford and Biggin Hill Wings, taking his personal score to 29 air victories before being shot down by ground fire over Northern France in 1942. Tuck then spent the next couple of years in Stalag Luft III at Żagań (Sagan), before making a number of unsuccessful escape attempts from several other prisoner of war camps across Germany and Poland. In company with the Polish pilot Zbigniew Kustrzyński, he finally escaped successfully on 1 February 1945 as his camp was being evacuated westwards from Russian forces advancing into Germany. Tuck's Russian, learned from his childhood nanny, was now crucial as he spent some time fighting alongside the Russian troops until he managed eventually to find his way to the British Embassy in Moscow. He eventually boarded a ship from Russia to Southampton, England. He died on 5th May 1987.
Tappin, H E
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   Died : 8 / 1 / 2007
Tappin, H E

Started flying, as an N.C.O. pilot, with the R.A.F.V.R. at No.3 E.& R.F.T.S. run by Air Service Training, at Hamble near Southampton.in April 1937. Awarded Pilot's Flying Badge (wings) in May 1938. Moved to 26 E.& R.F.T.S. run by Marshalls Flying School at Kidlington, near Oxford in September 1938. Flying Instructor's Course, November/December 1938 Started instructing 30th December 1938. School at-Kidlington closed on outbreak of hostilities, staff moved to 22 E.F.T.S. at Carpbridge. Instructed at Cambridge until April 1941, when posted to 52 O.T.U. (Hurricane) at Debden. Commissioned December 1940. 52 O.T.U. April/May 1941. Posted to 3 Squadron (Hurricane) at Martlesham Heath 2nd June 1941, became Flight Commander in March 1942. Posted to 534 Squadron (Turbinlite) as Hurricane Flight Commander September 1942. Tutbinlite Project abandoned February 1943,,posted to 157 Squadron (Mosquito) at Castle Camps. Became Flight Commander July 1943. Posted from 157 at Predannack, March 1944 to 51 O.T.U. at Cranfield and Twinwood Farm, near Bedford, as W/Cdr Flying. January 1945 posted to Mediterranean to command 108 Squadron (Beaufighter), to learn on arrival that the Squadron was to be disbanded. I spent a short period with 334 (Special Duties) Wing at Brindisi, in Southern Italy, and in March 1945 was posted to Command 256 Squaron (Mosquito) with the Desert Air Force at Forli, iii-Northern Italy. In September 1945 the Squadron moved to Egypt,, from where I returned home in December of that year. In February 1946 1 returned to Cambridge to continue my work with Marshalls as a civilian pilot, where the work was varied and interesting, covering flying-instruction, charter work and testflying on a variety of aircraft, including the Vampire, Venom, Canberra, Valiant, Viscount and Ambassador. I left Cambridge in January 1961 to instruct at The College of Air Training at Hamble, which had been set up by B.E.A. and B.O.A.C., (taking over the Air Service Training facilities) to train new pilots ?,rom scratch, as the supply of ex-service pilots was running short. It proved to be very successful. Retired from Hamble January 1972. Service Numbers: N.C.O. 740167. Commissioned Officer 89304. D.F.C. September 1942 Bar to D.F.C. April 1944. Died 8th January 2007.
Topp, Roger
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Topp, Roger

Commanded Royal Air Force Coltishall. Commandant of the Aircraft & Armament Experimental Establishment, Boscome Down. Commanding Officer and acrobatic team leader of No. 111 Squadron joined the R.A.F. in 1943 and learned to fly in Canada. When he returned, to England in 1944 there was a surplus of powered aircraft pilots so he transferred to the Glider Pilot Regiment. On March 2, 1945, he flew a Horsa glider carrying jeep, guns and troops in the airborne crossing of the Rhine. In 1947 he joined No.98 Squadron, flying Mosquitos in Germany, becoming a flight commander and instrument flying examiner for his Wing. He was awarded the Air Force Cross in 1950. In that year he took the course at the Empire Test Pilots School, and remained at Farnborough on the staff of the Royal Aircraft Establishment. He undertook flying tests of various experimental armament installations, including guided weapons and the new 30 mm. Aden gun, four of which formed the Hunters armament. He was a leading acrobatic demonstration pilot on the Canberra twin-jet bomber, flying before the Emperor of Ethiopia and the Shah of Persia during their visits to Britain. In 1954, with another pilot, Squadron Leader Topp shared the 100 hours intensive flight testing of the Comet jet air liner undertaken from Farnborough. He was awarded a Bar to the A.F.C. in 1955 and a second Bar in January 1958 for work with the acrobatic team.
Wallis, Kenneth Horatio
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   Died : 1 / 9 / 2013
Wallis, Kenneth Horatio

Kenneth Horatio Wallis was born on April 26 1916 at Ely, Cambridgeshire, where his father ran a cycle and motorcycle shop, and was educated at The Kings School. Kenneth had limited vision in his right eye and as a child wore an eye patch and in 1936 this defect led to his rejection by the RAF. Undeterred, he paid £14 to obtain a private flying licence which required only a certificate signed by his GP, obtaining the licence after just 12 hours flying a Gypsy Moth. Having failed another test for the RAF in 1938, when he tried again after the outbreak of war Wallis decided to cheat. While the doctors back was turned, he sneaked a look with his good eye at the bottom line of letters on the test chart and passed. After flying Westland Lysander patrols with No 268 Squadron, in 1941 Wallis transferred to Bomber Command, flying Wellingtons with No 103 Squadron, based at RAF Elsham Wolds in north Lincolnshire, attacking heavily defended targets in the Ruhr. Though he survived 28 missions over cities in Germany he gained something of a reputation for being accident prone, earning the nickname Crasher. Returning from Frankfurt in September 1941, Wallis found his airfield blanketed by fog. He made a number of abortive attempts to land but, with his fuel tanks almost dry, he climbed to allow his crew to bail out. After they had done so, his parachute snagged on his seat — he finally got clear at very low level, and his parachute opened only seconds before he hit the ground. After a tour as a bombing instructor, Wallis left for Italy and flew bombing operations with No 37 Squadron. Having survived another crash when his aircraft was struck by lightning, he applied to fly Mosquito bombers at night — a mistake, as it meant that his night vision was tested. All hell let loose — You have been flying with a bomber crew and you cant see properly!’ he recalled being told. But the RAF ophthalmologist was more positive. He said, Wallis, I would rather have a man with a bit of fire in his belly who wants to fly than some of the perfect specimens I get here who do not. Wallis remained in the post-war RAF and specialised as an armament officer, among other things solving the problems of loading bombs efficiently on to the RAFs first jet bomber, the Canberra, and testing the Mach 2 – later known as the Lightning. During a two-year posting to the USAFs Strategic Air Command armament and electronics division in the 1950s, he flew B-36s laden with nuclear bombs over the North Pole and participated in powerboat races in vessels that he made from redundant parts, winning the 56-mile Missouri Marathon. He also set about building his first autogyro. He returned to Britain to be the Command Armament Officer at Fighter Command. Wallis demonstrated his autogyros at numerous RAF air shows before leaving the RAF in 1964 in the rank of wing commander. He moved to Norfolk, hoping that he would be able to put them into commercial production for reconnaissance, research and development, surveillance and military purposes. But it never happened. Instead, during the 1970s, he worked with a company that pioneered a type of multi-spectral aerial photography that could detect where bodies were buried, as a result of which he was called in to help in several high-profile missing-person searches. He also flew an autogyro at 18,976ft without oxygen; became the oldest pilot to set a world record when, aged 81, he accidentally achieved the fastest climb to 3,000ft, in seven minutes 20 seconds; and he set a world speed record for an autogyro of 129.1mph at the age of 89. kenneth Wallis never found a commercial manufacturer for his autogyros, although he was delighted when the James Bond film producer Cubby Broccoli recognised its dramatic potential: Wallis and his autogyro, Little Nellie, were duly dispatched to the set of You Only Live Twice, where Wallis stood in for Sean Connery in a famous sequence in which Bond, in a rocket-firing autogyro, fights baddies in orthodox helicopters, zipping around an active volcano — Wallis received many national and international awards, was appointed MBE in 1996. Wing Commander Kenneth Wallis, born April 26 1916, died September 1 2013.






Squadrons for : Canberra
A list of all squadrons known to have flown the Canberra. A profile page is available by clicking the squadron name.
SquadronInfo

No.10 Sqn RAF

Country : UK
Founded : 1st January 1915

Rem acu tangere - To hit the mark

Click the name above to see prints featuring aircraft of No.10 Sqn RAF

No.10 Sqn RAF

No.10 Sqn was formed on 1st January 1915 (from elements of No. 1 Reserve Squadron) moving to to St Omer, France in July 1915. The squadron flew BE2C's in August 1915 in the role of spotters for the Indian Corps during the Battle of Loos. During the Battle of Arras in April 1917 the squadron carried out some bombing sorties. After the First World war had ended No.10 squadron served in Germany before returning back the the UK and was disbanded in the winter of 1919. No.10 squadron was reformed in January 1928 as a heavy bomber squadron nad based at Upper Heyford. The squadron was equipped with Hyderabads, and over the following 10 eyars the squadron flew an assortment of bombers, including Hinaidis, Virginias and Heyfords. In January 1937, the Squadron was re equipped with Whitley bombers and moved to Dishforth. For the first few months of the Second World War, No. 10 Squadron carried out leaflet-dropping missions over Germany and in late 1941 was re equipped with the Halifax bomber. In May 1945, the squadron moved form Bomber Command to Transport Command and was re equipped with Dakotas. After the war the squadron was disbanded in 1947 only to be bought back into service for the Belrin Airlift in 1948 again flying the Dakota. Once the emergency was over the squadron again was disbanded. The squadron was again reformed during the 1950's and equipped with Canberras and was involved in operation during the Suez Crisis and during 1958 to 1964 the squadron was again re equipped with Victors based at Cottesmore. In July 1966 No.10 squadron were to be come the first squadron to be equipped with VC10s and since then were involved in air to air refuelling and tanker transport. The squadron was disbanded in October 2005 at Brize Norton, but reformed once again on 1st July 2011 flying Airbus Voyager aircraft.


Battle Honours of No 10 Squadron

Western Front 1915-1918
Loos, Somme 1916
Arras, Somme 1918
Channel and North Sea 1940-1945
Norway 1940
Ruhr 1940-1945
Fortress Europe 1940-1944
German Ports 1940-1945
Biscay Ports 1940-1945
Berlin 1940-1945
Invasion Ports 1940
France and Germany 1944-1945
Norway 1944
Rhine
Gulf 1991
Iraq 2003.


No.100 Sqn RAF

Country : UK
Founded : 12th July 1917

Sarang tebuan jangan dijolok - Never stir up a hornets nest

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No.100 Sqn RAF

100 Squadron formed at Hingham, Norfolk on 23 February 1917, and moved to France a month later. On arrival it was issued with modified FE2B two-seat pushers biplanes and operations against aerodromes, railway stations and rail junctions commenced. On the night of 5/6 April 1917, when eleven FE2b aircraft attacked Douai airfield, where Manfred von Richthofen's 'Flying Circus' was based; Richthofen referred to this raid in his book, 'Der Rote Kampfflieger'. By the end of the year, No 100 in conjunction with No 55 Squadron, RFC and Naval 'A' Squadron had formed the nucleus of what was to become the Independent Force used for the strategic bombing of Germany with its Handley Page 0/400 heavy bombers. After the War, the unit remained on the continent for a year before transferring to Baldonnel in Ireland and re-equipping with Bristol Fighters. With the division of the island in 1922, the Squadron returned to England and bombing duties, this time with Vimys and DH9As. After the end of the war, the squadron remained on the continent until September 1919 as a cadre before transferring to RAF Baldonnel, near Dublin and re-forming to full strength, re-equipping with Bristol F.2 Fighters for army co-operation. Close air support operations were flown during the Irish War of Independence. Following the end of hostilities the squadron was moved to Spitalgate, Lincs. in February 1922 and converted to bombing, this time with Vickers Vimys and DH9As.[4] In May 1924, the unit flew Fairey Fawn. With these aircraft, In September of that year, the squadron took Hawker Horsley aircraft on complement and in November 1930 moved to Donibristle, Fife, converting to torpedo-bombing. and designated as 'No. 100 (Torpedo-Bomber) Squadron' in 1933. In November 1932, took delivery of Vickers Vildebeest and with this aircraft the squadron was deployed as part of the operation to defend Singapore, arriving at Seletar in January 1934. ancient aircraft stood little chance of stopping the Japanese advance, and eventually the Squadron, and its sister Vildebeest unit, No 36, had been decimated. On 15 December 1942, No 100 Squadron reformed at Waltham as a night-time heavy bomber squadron and was part of No. 1 Group, RAF Bomber Command. In January 1943, the squadron received the first of its new complement of Avro Lancasters; the first operation of the squadron was on 4 March 1943 against a U-Boat base at St Nazaire. A few days later the squadron was involved in a raid against Nuremberg in Germany and from then on, in support of Bomber Command's strategic role against Germany, took part in every major raid. At the end of 1943, the squadron had completed the second largest number of successful operations of units within No. 1 Group Bomber Command and had the lowest 'loss' rate. On the night of 16/17 December 1943, the squadron received orders to attack Berlin. The raid became known as 'Black Thursday' as Bomber Command lost 25 aircraft on the raid and 28 in crashes at fog-shrouded airfields Surviving the post-war defence cuts and moving to Malaya to join Operation Firedog with its Lincolns during 1950. Four years later, No 100 moved to Kenya during the Mau Mau uprising, before returning to England and converting to the Canberra. The Canberras were used for trials work in conjunction with British nuclear tests in the Pacific, before disbanding again in 1959. Reformed at Wittering as part of the V-Force until September 1968 following withdrawal of the Blue Steel stand-off weapon. No 100 Squadron returned to Canberra flying when it was reformed at West Raynham in February 1972, this time to provide target towing facilities for RAF fighter squadrons, later undertaking specialist electronic warfare training before the Canberras were finally retired at the end of 1991 and replaced by the Hawk. With the closure of its base, RAF Wyton, the unit moved to Finningley, relocating to Leeming in 1995 100 Squadron now operates in a mixed target facilities role along with exercise and training support which include WSO training, and dedicated aircraft to support the Joint Forward Air Controllers Training and Standards Unit.

No.101 Sqn RAF

Country : UK
Founded : 12th July 1917

Mens agitat molem - Mind over matter

Click the name above to see prints featuring aircraft of No.101 Sqn RAF

No.101 Sqn RAF

No 101 Squadron was formed on 12th July 1917 and based at South Farnborough. The squadron was commanded by Major The Hon L J E Twisleton-Wykeham-Fiennes, and by the end of July the squadron was sent to France where 101 Squadron was to become the second specialist night-bomber unit in the Royal Flying Corps. 101 Squadron was equipped with the FE2b two-seat pusher bi-plane and on the 20th September 1917 began flying night bombing missions during the Battle of Menin Ridge. 101 1quadron continued night bombing missions during the 3rd Battle of Ypres and the Battle of Cambrai. 101 squadron attacked several German long-range night bomber airfields during February 1918 and these missions were among the first offensive counter air operations and up until the end of the war continued bombing missions. After the First World War 101 squadron were based in Belgium until March 1919 when returning to Britian and disbanded on the 31st December. No.101 squadron reformed on the 21st March 1928 at RAF Bircham Newton and in March 1929 the squadron was issued with the new bomber the Boulton and Paul Sidestrand. The squadron moved to RAF Andover iIn October 1929 where it remained until December 1934 when 101 squadron moved to RAF Bicester and issued with the the improved Boulton Paul Overstrand, which featured the first powered gun turret in RAF aircraft as well as othe rmodifications including more powerful engines. The Boulton Paul Overstrand is displayed on 101 Squadron's official badge. In June 1938 No 101 Squadron re-equipped with Bristol Blenheim and was stationed now at RAF West Raynham in May 1939, as part of No 2 Group, Bomber Command. When World War Two broke out 101 Squadron were stationed at RAF Brize Norton, but returned to West Raynham. It was not until the fall of France when the squadron became operational but suffered a set back when its officer commanding, Wg Cdr J H Hargroves, and his crew were lost on its first bombing mission on 5th July 1940. During the Battle of Britain 101 Squadron Blenhiems carried out bombing missions against the German barges in French ports as well as German airfields in France. Another OC 101 Squadron, Wg Cdr D Addenbrooke, was lost on the 3rd April while taking part in a raid on French ports just 3 days after taking command. 101 Squadron were re-equipped with the Vickers Wellington in April 1940 and were based at RAF Oakington and became part of No 3 Group bomber command. On the 24th July 101 Squadron lost its first Wellington on a raid against Brest. Ten Wellingtons of 101 Squadron took part in the first 1,000 bomber raid on Cologne, but losses began to mount and between July and September the Squadron lost 20 Wellingtons with 86 aircrew killed. In September 101 Squadron moved to RAF Holme-on-Spalding-Moor in Septmber 1942 and became the first operational Avro Lancaster squadron in No 1 Group.Bomber Command. 101 squadron moved to its final wartime base, RAF Ludford Magna on 15th June 1943. 101 Squadrons Lancasters took part in the raids on Hamburg and the raid on the secret German rocket site at Peenemunde. Over the winter of 1943-1944 No.101 squadron took part in the raid on Berlin but suffered high casualties. On the 31st March 1944, during the Nuremberg Raid, 101 Squadron lost 7 Lancasters and crews out of 26 dispatched. In the spring and summer of 1944 101 squadron attacked targets in France in preparation for and support of the allied invasion of Normandy. On D-Day, the squadron used ABC to jam nightfighter controllers to protect the British airborne landings. After D-Day 101 squadron continued raids on German cities with their last bombing mission on Berchtesgarden on 25th April 1945. 101 bomber squadron suffered the highest casualties of any Royal Air Force Squadron during the Second World War, losing 1176 aircrew killed in action. In October 1945, the Squadron moved to RAF Binbrook and later equipped with Avro Lincolns. In May 1952 101 squadorn became the first bomber squadron to receive the first Jet Bomber the English Electric Canberra B2 and in 1954 were stationed in Malaya carrying out bombing misisons against terrorist targets. In October 1956 during the Suez crisis to Malta for Operation MUSKETEER bombing raids against Egypt befroe being disbanded in February 1957 but in 1959 101 squadron was reformed and re equipped with the new Avro Vulcan B1 and the first squadorn to be armed with the British H Bomb, In 1961 101 squadron moved to RAF Waddington. In 1968 the squadron was equipped with the new Vulcan B2 . In 1982,101 Squadron Vulcans took part in Operation CORPORATE, during the Falklands War. A 101 Squadron crew carried out the first and last Operation BLACKBUCK Vulcan conventional bombing raids on Argentinean forces occupying Port Stanley in the Falkland Islands. These 8,000 mile round trip missions required extensive use of Air to Air refuelling. After the Falklands war 101 squadron was equipped with VC10s and supplied fighter aircraft with air to air refuelling during all major conflicts form Bosnia, to Operation Desert Storm and continues today in this role.

No.102 Sqn RAF

Country : UK
Founded : 9th August 1917
Fate : Disbanded 27th April 1963
Ceylon

Tentate et perficite - Attempt and achieve

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No.102 Sqn RAF

No. 102 squadron was formed at Hingham in Norfolk in August 1917 and was equipped with FE2b and FE2ds and operated as a night bomber squadron. 102 squadron went to France and operated behind German lines with their main targets being railway stations, railway lines, and railway trains, specialising in night attacks. In March 1919 after the war had finished, 102 squadron returned to Britain and disbanded on the 3rd of July 1919. On the 1st of October 1935, 102 squadron was reformed at RAF Worthy Down with the role again as a night bomber squadron, initially using Handley Page Heyford aircraft. In October 1938, 102 Squadron became part of the newly formed No.4 group of Bomber Command based at RAF Driffield and was now equipped with the new Armstrong Whitworth Whitley bomber. 102 squadron dropped leaflets in the night from 4th to 5th September 1939 over Germany. The squadron spent six weeks on convoy escort duty under the command of Coastal Command from 1st September until 10th October 1940 flying from Prestwick. 102 Squadron returned to bomber command and soon after Leonard Cheshire won his DSO. On the night of 12th/13th November 1940, Whitley V P5005 found itself slightly off course above the primary target due to problems with the intercom. Changing instead to a secondary target, some railway marshalling yards near Cologne, Pilot Officer Leonard Cheshire suddenly felt his aircraft rocked by a series of violent explosions that caused a severe fire to break out in the fuselage, filling the cockpit with acrid black smoke. As DY-N plunged some 2,000 feet, Cheshire managed to regain control and the fire was eventually extinguished. For bringing his aircraft safely home to 102 Squadrons base after being airborne for eight and half hours, he was awarded the Distinguished Service Order. 102 Squadron continued for the next thirty-six months to fly night sorties (including the thousand bomber raids) over Germany. In 1944 the squadron attacked rail targets in France in preparation for the invasion. In February 1942 the squadron was adopted by the island of Ceylon, which paid for aircraft for use by the squadron. The squadron transferred to Transport Command on 8th March 1945 and in September 1945 re-equipped with Liberators. The squadrons main role was the return of troops and POWs back from India and it disbanded on the 28th of February 1946. No.102 Squadron used the following aircraft : Fe2b from August 1917 to July 1919. Handley Page Heyford from October 1935 to May 1939 - specifically Mk.II from October 1935 to April 1937 and Mk.III from December 1935 to May 1939. Armstrong Whitworth Whitley from October 1938 to February 1942, specifically Mk.IV from October 1938 to January 1940 and Mk.V from November 1939 to February 1942. Handley Page Halifax from December 1941 to September 1945, specifically Mk.II from December 1941 to May 1944, Mk.III from May 1944 to September 1945 and Mk.VI from July 1945 to September 1945. Consolidated Liberator Mks.VI and VIII from September 1945 February 1946. English Electric Canberra B.2 from October 1954 to August 1956.

No.115 Sqn RAF

Country : UK
Founded : 1st December 1917
Fate : Disbanded October 1993

Despite the elements

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No.115 Sqn RAF

No. 115 Squadron, RFC, was formed at Catterick, Yorkshire, on 1 December 1917 from a nucleus provided by No. 52 Training Squadron. At the end of August 1918, after having been equipped with Handley Page O/400 twin-engined bombers, it joined the Independent Force in France. Its first raid was made in the night of 16/17 September when nearly 4 tons of bombs were dropped on Metz-Sablon. For this raid the squadron was congratulated by Major-General Sir Hugh Trenchard and the OC 83rd Wing who described the raid as "the finest piece of work which has ever been done by a new squadron". Its most successful raid was made against Morhange airfield when five O/400s, making double trips, dropped 6œ tons of bombs on their objective. During its service in France, No. 115 made fifteen raids, the longest being to Baden and dropped 26 tons of bombs. From November 1918, 115 Squadron was based at RAF Saint Inglevert. The squadron returned to England on 4 March 1919 and disbanded on 18 October 1919 at Ford Junction. the squadron was re-formed as No 115 (Bomber) Squadron in 1937 and in the Second World War took part in scores of raids and also played an active part in Gardening (minelaying) for victory. In April 1940, while flying Wellingtons (and while on temporary loan to Coastal Command) it gained the distinction of making the RAF's first bombing raid of the war on a mainland target-the enemy-held Norwegian airfield of Stavanger/Sola. Sixteen months later, in August 1941, it undertook the initial Service trials of Gee, the first of the great radar navigational and bombing aids.1 As a result of its subsequent report on these trials Gee was put into large-scale production for Bomber Command. From the spring of 1943 onwards No 115 flew Lancasters and for a while it was one of the relatively few operational units to use the Mark II version. The mighty Lancaster, with its huge bomb load, was probably the best-known bomber of all time and in the closing months of the war No 115 had two particularly distinguished specimens - Lancaster Is ME803 and '836. The former joined the squadron in May 1944, and between 31st May/1st June that year when it bombed Trappes West marshalling yards and 22nd April 1945, when it bombed Bremen, it logged 105 operational sorties. From May to October 1944, it served with "C" Flight (which had formed in November 1943) and was coded "A4-D". "C" Flight became the nucleus of No 195 Squadron in October 1944, but ME803 remained with No 115 and was re-coded "KO-L"; it retained these letters up to and including 27th February 1945, the date of its 101st operational sortie (if not longer), and made its subsequent trips - beginning 9/10th April - as "IL-B" of the new "C" Flight, which had begun operations in November 1944. In May 1945, ME803 was transferred to No 1659 HCU. The other Lancaster, ME836, joined No 115 in May or June 1944 (from No. 75 Squadron, but without any ops to its credit), and between 11/12th June, when it bombed Nantes and 24th April 1945, when it bombed Bad Oldesloe (using the G-H blind-bombing radar device with which it was then equipped), made 97 operational sorties. It made the first 37 as "A4-C" and the remainder - beginning 15th November 1944 - as "KO-S". The Squadron carried on flying Lancasters until they were replaced by Lincolns in September 1949 but the Squadron was disbanded on 1 March 1950. On 13 June 1950 No. 115 was reformed at Marham and in August received Washingtons which it flew until converted to Canberras in February 1954 until the Squadron was disbanded again on 1 June 1957. On 21 August 1958, No. 116 Squadron at Watton was renumbered No. 115, moving its Varsities a few days later to Tangmere for Signals Command duties. In October 1963, it returned to Watton where the Varsities were supplemented by Argosies during 1968 before it moved to Cottesmore. In August 1970, No. 115 became fully equipped with Argosies, replacing them with Andovers between 1976 and 1978. In January 1983, the Squadron moved to Benson where it remained until disbanded on 1 October 1993.

No.13 Sqn RAF

Country : UK
Founded : 10th January 1915

Adjuvamus tuendo - We assist by watching

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No.13 Sqn RAF

13 Squadron formed at Gosport on 10 January 1915 and moved to France in October. Initially it provided army co-operation duties but subsequently it included bombing raids, pioneering formation bombing on 25 November 1916 in a raid on Achiet-le-Grand.. Aircraft types operated during the war included the Martinsyde G.100, the Royal Aircraft Factory F.E.2, the Royal Aircraft Factory R.E.8, both the SPAD VII and SPAD XIII, and the Sopwith Dolphin. The squadron disbanded on 31 December 1919 The unit reformed at RAF Kenley on 1 April 1924 and inter-war years saw the squadron operate from various UK bases equipped with a variety of aircraft types including the Bristol F.2, Atlas, Audax and Hector. By January 1939 the squadron was equipped with Lysanders and moved to France on 2 October until late May 1940 when it withdrew to UK bases. In May 1941 No. XIII Squadron changed role and theatre, flying a variety of bomber aircraft including the Bristol Blenheim and Douglas Boston in the Mediterranean until the end of the War. On 1 September 1946 No 680 Squadron at Ein Shemer, Palestine was renumbered No 13 Squadron. The unit operated as a photographic reconnaissance squadron. Still operating in this capacity it moved to Egypt, Cyprus and Malta. It returned to the UK in October 1978 and disbanded on 1 January 1982. No 13 Squadron reformed at RAF Honington on 1 January 1990 equipped with reconnaissance Tornado aircraft. As the Allied Coalition began to deploy forces to the Gulf in the latter part of 1990, in response to the Iraqi invasion of Kuwait, it quickly became apparent that the unique night reconnaissance capability of the Tornado could provide vital intelligence to the Allied commanders. As a result, on 15/16 January 1991, immediately before hostilities commenced, 6 aircraft were deployed to Dharhan in Saudi Arabia. During the first nights of the War, the Reconnaissance Wing successfully discovered several of the elusive Scud sites, giving rise to the now famous 'Scudhunters' nickname. By the end of the War, some 128 reconnaissance sorties had been flown by the detachment. However, this was not the Squadron’s only contribution to the coalition victory, for the Squadron was also fundamental to the success of the Tornado/TIALD (Thermal imaging And Laser Designation) combination. 72 successful TIALD missions were flown. No 13 Squadron and its Tornado GR4s have since taken part in Operation Telic, in which Coalition forces, led by the United States overthrew the Iraqi regime, led by Saddam Hussein. The Squadron’s latest deployment has taken them from their RAF Marham home to Al Udeid Air Base during late 2005, supporting continuing Coalition operations in Iraq.

No.139 Sqn RAF

Country : UK
Founded : 3rd July 1918
Fate : reformed again at RAF Wittering on 1 January 1962 with the Handley Page Victor B2, before it was finally disbanded on 31 December 1968.
Jamaica

Si placet necamus - We destroy at will

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No.139 Sqn RAF

No. 139 Squadron was formed at Villaverla, Italy, on 3rd July 1918, as a fighter-reconnaissance squadron equipped with Bristol Fighters, and between that date and the Armistice it claimed the destruction of 27 enemy aircraft (a further seven were classified as "probably destroyed"). Disbanded in 1919, The squadron reformed on 3 September 1936 at Wyton, equipped first with Hawker Hinds and then Bristol Blenheims. On 3 September 1939 a Blenheim IV of the squadron piloted by Andrew McPherson was the first British aircraft to cross the German coast after Britain had declared war on Germany. On 4 September 1939, Nos. 110, 107 and 139 Squadrons led the first RAF air raid of the war against German shipping near Wilhelmshaven. In December 1939, the squadron was moved to Betheniville, France and in May 1940 when based at Plivot it was overrun by the German advance and lost most of its aircraft. In December 1941, the squadron converted to the Lockheed Hudson aircraft, which it operated in Burma until April 1942. In June 1942, the squadron returned to England and re-equipped with the Blenheim V before quickly switching to the de Havilland Mosquito at Horsham St. Faith. On 3 March, it carried out a daring air raid on the molybdenum processing plant at Knaben in Norway. It is believed that this was one of the raids on which the fictional work 633 Squadron was based. As a result of this raid a number of flight crew received decorations. On 20 March, the squadron lost a number of aircraft a week before the official announcement of the decorations. In the summer of 1943 No. 139 Squadron changed over to night raiding and joined the Pathfinder Force, its early work with the PFF consisting mainly of preceding waves of heavy bombers to drop Window (thin strips of metal foil) and so confuse the enemy's early warning radar, and making "spoof" raids on other targets to divert enemy night fighters from the primary target attacked by the "heavies". In 1944 it became an H2S-equipped Mosquito marker squadron and during the year visited a long list of the most famous targets in Germany - Berlin, Hamburg, Cologne, Mannheim, Hanover, Duisburg, LĂŒbeck, and many others. Very many 4,000-lb. "cookies" were dropped on these targets in addition to TIs (target indicators) to guide the main force heavies. Amongst other duties the squadron inaugurated the "Ploughman" raids in which each aircraft dropped a single bomb on each of four different diversionary targets; and it lit the way for minelaying operations in the Kiel Canal. .

No.15 Sqn RAF

Country : UK
Founded : 1st March 1915

Aim sure

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No.15 Sqn RAF

On 1st March 1915, the officers and men who made up No.1 Reserve Squadron and the Recruits Depot, all of whom were based at South Farnborough, Hampshire, were brought together to form No.15 Squadron, Royal Flying Corps. Initially, the new squadron was equipped with a diverse range of flying machines, including Henri and Maurice Farmans, Avros, Bleriots, Moranes and BE2c aircraft. Having relocated to an airfield at Hounslow, west of London, where the squadron was allowed time to work up to operational status, it was, on 11th May, relocated to another airfield at Swingate Down, to the east of Dover, on the Kent coast. On 23rd December 1915, No.15 Squadron, RFC, deployed to France for operational duties. Throughout its time on the Western Front, during the First World War, the squadron was engaged in observation and reconnaissance duties, initially using BE2c aircraft but later, during June 1916, upgrading to R.E.8s. The work undertaken by the squadron, in its reconnaissance role, was recognised by higher authority, on a number of occasions, in the form of telegrams or communiqués. On 1st April 1918, No.15 Squadron became part of the newly formed Royal Air Force, which came into being with the amalgamation of the Royal Flying Corps and Royal Naval Air Service. With the end of hostilities in November 1918, came a reduction in the fighting strength of the RAF and, although not disbanded as a number of squadrons were, No.15 was reduced to a cadre. The axe finally fell on the final day of December 1919, when No.15 Squadron was disbanded.

It was to be approximately five years before No.15s number plate was to be resurrected when, on 20th March 1924, No.15 Squadron was reformed as part of the Aeroplane and Armament Experimental Establishment (A&AEE), at Martlesham Heath, Suffolk. Over a period of ten years, No.15 Squadron completed 12,100 flying hours on over seventy-five different types of airframe. Over that same period, it also saw five changes of commanding officer.

On 1st June 1934, No.15 was re-designated as a new unit, equipped with Hawker Hart Mk.I aircraft, undertaking daylight operations flying as part of Bomber Command. The new C.O. was Squadron Leader Thomas Elmhirst, who secured permission for his squadron to change the number plate to Roman numerals and have the XV applied to the fuselage on all the squadrons aircraft. This decision was to have a lasting effect and was only interrupted by the Second World War. Thomas Elmhirst also gave thought to the fact the squadron should have its own badge and motto, both of which were approved, during 1935. In early 1936, the squadron re-equipped with Hawker Hind bomber aircraft. These machines remained in service with No.XV until 13th July 1938, when the unit converted to Fairey Battle bomber aircraft. It was with the latter aircraft that the squadron prepared for war when, on 27th August 1939, a state of emergency was declared.

History repeated itself when the Squadron returned to France on a war footing, but it was forced to return to England in order to re-equip with the Bristol Blenheim bomber. The new aircraft was initially seen as a wonder aircraft, but No.XV Squadron was virtually decimated in strength following the German invasion of the Netherlands in May 1940. With the Blenheim being designated unsuitable for the task, the squadron began converting to the Vickers Wellington bomber, designed by Barnes Wallace, on 7th November 1940. This was really a stop-gap measure as on 30th April 1941 No.XV began converting to the Short Stirling, four-engine, heavy bomber. During the next couple of years, night after night, the squadron carried the fight back to the enemy, enduring many losses and exploits of valour in the process. It participated in all the 1,000 bomber raids against Germany.

As 1943 drew to a close, No.XV prepared to continue the fight with new equipment. Having converted to the Avro Lancaster bomber in late December 1943, the squadron went operational in mid-January 1944 with its new aircraft. By the time the war came to an end, No.XV was flying Lancaster B.1 Specials, which were specially adapted to carry 22,000lb Grand Slam bombs. February 1947 saw another change of equipment when the squadron converted to the Avro Lincoln bomber, whilst based at RAF Wyton in Huntingdonshire. However, by the end of that same year, No.XV found itself deploying aircraft to Shallufa, Egypt, as part of Operation Sunrise.

Another change of occurred at the end of November 1950, when No.XV Squadron was disbanded but immediately reformed with Boeing B29 Washington bomber aircraft. It was during the Washington period, in March 1951, that the squadrons code letters ‘LS’, which it had been adopted during late 1939, were removed from the aircraft fuselages. The new scheme called for a natural metal finish, adorned with only the RAF roundel, fin flash and aircraft serial. With technology advancing all the time, No.XV entered a new phase in its history in June 1953, when it was declared fully operational flying English Electric Canberra bombers. During the next couple of years, the squadron continued to train and undertook many navigational and bombing exercises, which proved fruitful in 1956 when the Suez crises erupted. No.XV was deployed to Nicosia, as part of Operation Accumulate, on 23rd October. During the short period of fighting that followed, No.XV dropped a higher concentration of bombs than any other squadron. Following a cease-fire, the squadron returned to England where, on 15th April 1957, it was disbanded.

The 1st of September 1958 saw the re-formation of No.XV as a V-Bomber squadron, equipped with Handley Page Victor B.I bombers. These aircraft were not only adorned with the official RAF insignia described above, but were also permitted to carry the squadron badge, together with the Roman XV numerals. The squadron retained these aircraft until 1964 when it was again disbanded. For a period of five years No.XV Squadron ceased to exist. However, this changed on 1st October 1970, when the squadron number plate and badge were resurrected and No.XV was reformed at RAF Honnington, in Suffolk. Equipped with Blackburn S.2B Buccaneer aircraft, the squadron departed for RAF Laarbruch, where, during January 1971, it officially became part of Royal Air Force Germany. After thirteen years service with the squadron, the Buccaneers were replaced with Panavia Tornado, swing-wing, bombers. On 1st September 1983, No.XV became the first RAF Squadron in Germany to be equipped with this type of aircraft. During the latter quarter of 1990, No.XV had deployed two flights, totalling twelve crews, to Muharraq Air Base, on Bahrain Island, in readiness for operations against the Iraqi dictator Saddam Hussein. During the following conflict, two aircraft crewed by XV Squadron personnel were shot down, resulting in the loss of Flt Lt Stephen Hicks and the capture of Flt Lts John Peters, John Nichol and Rupert Clark.

The squadron returned to RAF Laarbruch at the end of March 1991, where a number of awards, for service in the Gulf War were announced. Wing Commander John Broardbent was awarded a Distinguished Service Order, whilst Sqn Ldr Gordon Buckley and Sqn Ldr Nigel Risdale were both awarded Distinguished Flying Crosses. Senior Engineering Officer S/L Rob Torrence was awarded the Member of the British Empire. Following disbandment in January 1992, No.XV was reformed a few months later on 1st April, at RAF Honnington, where it took on the role of the Tornado Weapons Conversion Unit. It was also granted the status of a Reserve Squadron. No.XV (R) Squadron remained at Honnington until 1st November 1993, when it re-located to RAF Lossiemouth, Moray, Scotland. During January 1998, it was re-designated as the Tornado GR1 Operational Conversion Unit and equipped with the up-graded Tornado GR4 variant. In 2011, just four years away from its 100th anniversary, No.XV (R) Squadron still operates from RAF Lossiemouth, providing refresher crews and new crews to the front line squadrons.


Text by kind permission of Martyn Ford Jones

No.31 Sqn RAF

Country : UK
Founded : 11th October 1915

In caelum indicum primus - First into Indian skies

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No.31 Sqn RAF

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No.540 Sqn RAF

Country : UK
Founded : 19th October 1942
Fate : Disbanded 31st March 1956

Sine qua non - Indispensable

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No.540 Sqn RAF

formed on 19 October 1942 from 'H' and 'L' flights of No. 1 PRU at RAF Leuchars as a photoreconnaissance unit with the de Havilland Mosquito. It operated from Leuchars to carry out missions over Norway and Germany, while a detachment based at RAF Benson carried out similar missions over France and Italy. Another detachment, based at RAF Gibraltar covered the south of France and Algeria, but from 1944 on the unit was wholly based at RAF Benson, the range of the later Mosquito permitting missions deep in Austria or to the Canary Islands. In March 1945 the squadron went overseas, to France, coming back to the UK in November, again at RAF Benson where the unit was disbanded on 30 September 1946, when it was renumbered to 58 Squadron On 1 December 1947, No.540 Squadron reformed at Benson, and used its Mosquitoes for photographic reconnaissance and survey duties,In March 1953 the squadron moved to Wyton, where it was disbanded on 31 March 1956.

No.7 Sqn RAF

Country : UK
Founded : 1st May 1914

Per diem per noctem - By day and by night

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No.7 Sqn RAF

No.7 Squadron was formed 1st May 1914 at Farnborough as a Scout squadron, and went to France April 1915, equipped with the Vickers Gunbus. No.7 squadron saw service through the war with BE2c, RE5 and RE8 aircraft. The squadron pioneered the use of R/T (instead of normal W/T), using it operationally for the first time in October 1918. Disbanded at Farnborough on 31st December 1919 it reformed at Bircham Newton on 1st June 1923 equipped with Vickers Vimy bombers. These were replaced by the Vickers Virginia after moving to Worthy Down in April 1927. Between the wars No.7 squadron was equipped with various aircraft including the Handley Page Heyfords, Vickers Wellesleys and Armstrong Whitworth Whitleys and became the leading bomber squadron, winning the Laurence Minot Memorial Bombing Trophy more than any other squadron. At the outbreak of World War II, the squadron was equipped with Handley Page Hampdens, until August 1940, when it equipped with the RAF's first four engined bomber, the Short Stirling Mk I - becoming the first RAF squadron to be equipped with four engined bombers. The first raid by No.7 was 10th February 1941 on Rotterdam. The squadron settled down to a night bombing role, adding mine laying to its duties in 1942. Later with four other squadrons, it formed the nucleus of the new Pathfinder Force, its task to find and accurately mark targets with flares. In May 1943, the Stirling (which was handicapped by a low operational ceiling - it had to fly through flak rather than over it) was gradually replaced by the Avro Lancaster, which No.7 used in Peenemunde in August. From June1944 and until the end of the war, the squadron also undertook a daylight operational role in support of land forces in France and the low countries, and against V-1 and V-2 sites. No.7 squadron flew to Singapore in January 1947, and converted to Avro Lincolns, seeing action against Communist terrorists in Malay, during 'Operation Firedog'. Returning to UK, having won the Laurence Minot Memorial Bombing Trophy outright for the eighth time it was disbanded 1st January 1956. Reforming in November of the same year with the Vickers Valiant 'V' bomber. Disbanded on 30th September 1962, it was reformed in May 1970 at RAF St. Mawgan on target provision duties. Equipped with the English Electric Canberra, the squadron provided targets for the Army and Navy anti aircraft guns. They also provided silent targets for radar station practice. On 12th December 1981 the squadron was again disbanded, reforming soon after as the second operational Boeing Vertol Chinook helicopter Squadron on 2nd September 1982.

No.80 Sqn RAF

Country : UK
Founded : 1st August 1917
Fate : Disbanded 28th September 1960

Nil nobis obstare potest - Nothing can stop us

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No.80 Sqn RAF

80 Squadron was formed at Montrose on the 10th August 1917, and saw action in France, specialising in the ground attack role. Remaining in Belgium after the war, they moved to Egypt in May 1919 where it was renumbered 56 the following year. 80 squadron re-formed at Kenley on 8th March 1937, equipped with Gloster Gauntlets and Gladiators. Posted to Egypt in May 1938, the squadron joined No.33 to form a Gladiator Wing for defence of the Suez canal. When Italy entered the war, 80 squadron was stationed at Amriya equipped with Gladiators and one Hurricane. In November 1940, the squadron moved to Greece and in February 1941, the squadron equipped with a mixture of Gladiators and Hurricanes was used on bomber escort duties. In March the Germans came to the aid of their Italian Allies and on 24th March the squadron was evacuated to Crete and then to Palestine. In November 1941 they returned to the Western Desert to take part in the relief of Tobruk. During 1942-43, the squadron was on defence duties and convoy escort work over the Eastern Mediterranean. Posted to Italy in January 1944 and then onto the UK, they were re-equipped with Spitfires Mk IX. 80 Squadron then took part in bomber escorts, sweeps and armed reconnaissance. They began to re-equip with the Hawker Tempest, and were used for anti V1 operations. 80 Squadron was posted to the continent to support the Arnhem landings and roamed over Germany in the ground attack role. They remained in Germany as part of the occupation force until 1949. It was then sent to Hong Kong on air defence duties equipped with Spitfires and Hornets between 1949 and 1955. Disbanded in 1955, 80 Squadron reformed in Germany as a P R Squadron equipped with Canberras PR7. They finally disbanded in September 1969.




Last edited : 00:21, February 18, 2017
Last editor : HMS

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