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No.45 Sqn RAF

Name : No.45 Sqn RAF Founded : 1st March 1916 Country : UK More Details : Per ardue surge - Through difficulties I arise Known Code Letters : , DD, OB,

Known Service Details :
Pilot or Aircrew	Rank	Start of Service	End of Service	Known Dates	Aircraft	Airframes	Notes
Edward Dixon Crew		1948	unknown		Beaufighter
Harold Edwin Fisher		unknown	30th January 1928				killed 30 January 1928 - passenger in a DH.9A aircraft of No.45 (Bombing) Squadron, Helwan, Egypt; The Pilot 337596 Sergeant Frederick Ernest Omeara seriously injured. Killed in Action
Earl McNabb Hand	Captain	unknown	unknown	15th November 1917 30th January 1918	Camel	B4609 B2430	30 Jan 1918 while flying Sopwith Camel (B4609) he shot down a DFW C over Ormelie 15 Nov 1917 while flying Sopwith Camel (B2430) he shot down Albatros D.V over Poelcapelle
Henry Michael Moody		unknown	unknown	31st December 1917	Camel		on the morning of 31 December, he drove down an Albatros D.III over Pieve di Soligo, and 45 minutes later he and Brownell forced a Albatros D.V down near to Asolo, killing the pilot, German ace Alwin Thurm.
Frederick Ernest Omeara	sgt	unknown	unknown	30th January 1928	DH9		30 January 1928 Injured when flying a DH.9A aircraft of No.45 (Bombing) Squadron, Helwan, Egypt;
John Pinder	Captain	unknown	unknown	23rd October 1918	Camel		In Sopwith Camel s/n E7244 he shot down Rumpler two-seater and captured a second Rumpler two-seater at Fruize

Pilots and Aircrew for : No.45 Sqn RAF
A list of all aircrew from our database who are associated with this squadron. A profile page is available by clicking their name.
Name	Info
Crew, Edward Dixon Click the name above to see a profile of Crew, Edward Dixon    Died : 18 / 8 / 2002	Crew, Edward Dixon Joining No 604 (County of Middlesex), an Auxiliary Air Force Squadron, in July 1940, Crew began to learn his trade as a night fighter pilot; among those with whom he flew at this time was John Cats' Eyes Cunningham, who himself became one of the most famous night fighter pilots of the war. It was a hard apprenticeship because Crew's Bristol Blenheim was equipped with early, and rudimentary, airborne radar, and much depended on the ability of his air gunner, Sgt Gus Guthrie, to adapt to his new calling as a radar operator. It was not until the following spring, when the squadron converted to two-engine Bristol Beaufighters, that the pair acquired a more suitable aircraft and sufficient expertise to dispatch five enemy bombers within a period of 10 weeks. This early run of success was speedily recognised with the award of the first of Crew's two DFCs. The citation stated: This officer is a pilot of outstanding ability who has shown tenacity of purpose to engage the enemy, which culminated in the destruction of two enemy aircraft in one night. Citations, by their very nature, are matter-of-fact, and do not capture the essence of their subjects. Others in the same squadron remembered Crew as a small, compact man who gave the impression of being larger than he was. He was seen as a patrician who hunted down his victims with a ferocity which was in marked contrast to his quietly spoken and always imperturbable manner. From the end of July 1941, Guthrie - Crew's eyes in combat - was posted away, and Crew was joined by Sgt Basil Duckett, with whom, in the spring of 1942, he achieved three further kills. Crew and Duckett made a brilliant team in which the radar operator's quiet persistence matched the pilot's natural hunting instincts. In early May 1942 Duckett enabled Crew to shoot down two Dornier 17 bombers on successive nights. Returning from the first of these encounters, over Portland in Dorset, Crew arrived back at base with the Dornier's trailing aerial wrapped around his Beaufighter's starboard propeller. Crew's second encounter developed into a long, drawn-out chase as he stalked the Dornier well out to sea off the Isle of Wight. As the enemy pilot twisted and turned to evade his pursuer, Crew refused to be shaken off, despite the fact that his guns were out of ammunition and Duckett was struggling to reload. Eventually, however, Crew's plane was able to deliver a burst which set the enemy bomber on fire and slowed it down as its gunner continued to return fire. At this point, the Beaufighter overshot the enemy aircraft, but Crew managed to keep it in view while Duckett again reloaded. Hunter and hunted continued to lose height until, at 2,000 ft, Crew saw the enemy crash into the sea, raising a plume of smoke and steam. Shortly afterwards Crew received a Bar to his DFC, the citation singling out his readiness to fly in all weather, his skill and ability in dealing with the enemy at night and his great example to the squadron. Edward Dixon Crew was born on December 24th 1917 at Higham Ferrers, Northamptonshire. He was brought up by his step-father, Sir Kenneth Murchison, a Tory MP, and educated at Felsted School and Downing College, Cambridge, where, in 1939, he joined the University Air Squadron. Following a sustained period of night operations with 604 Squadron, he was rested from October 1942 while commander of the Radio Development Flight; in March the following year he returned to operations in No 85, a Mosquito night fighter squadron. In June 1943 Wing Commander Crew received command of No 96 Squadron, leading its Mosquitoes against night raiders until the summer of 1944; this was when Hitler launched his so-called 'revenge weapons' against London and the South of England. Chasing pilotless V-1s - or 'chuff bombs', as Crew liked to call them - was by no means tame target practice. On June 25th he was on the tail of a V-1, travelling at high speed, when the force of the explosion as he shot it down split open his own aircraft's nose. Crew held the Mosquito steady long enough for his radar navigator, Warrant Officer W R Croysdill, to bail out over land. Then, as the Mosquito became uncontrollable, Crew himself jumped, landing safely near Worthing, in Sussex. Completing his Second World War operational career when 96 Squadron was disbanded in 1945, Crew was awarded the DSO. The citation emphasised his great skill in devising tactics to meet the menace of the flying bombs. That year he received a permanent commission and attended the RAF Staff College, before being posted in 1948 to command No 45 Beaufighter Squadron in the Far East. Operational once again, Crew led his squadron effectively against Communist insurgents aiming to destabilise Malaya. Harassing the jungle-based enemy in 100 night attacks, he consistently drove the terrorists into the hands of the security forces, for which he received a Bar to his DSO. The Air Ministry stated that Crew had displayed an almost uncanny knack in locating the target and attacking it on the first run in. From 1952 Crew served in Canada, where he commanded an operational training unit and introduced the Avro Canada CF100 all-weather fighter. After two years there he returned to command the all-weather development squadron at the Central Flying Establishment, with particular emphasis on trials of the Javelin. Later he commanded RAF Bruggen in Germany, before returning to the Far East in charge of the air task force in Borneo from 1965; his role here was dealing with the Indonesian Confrontation of the mid-1960s. Subsequently Crew commanded the Central Reconnaissance Establishment; he also served at the Ministry of Defence as Director of Operations (air defence and overseas), and was Deputy Air Controller of National Air Traffic Services. He retired as an air vice-marshal in 1973, when he joined the planning inspectorate of the Department of the Environment. Serving there until 1987, Crew was appointed CB in 1973 and elected a Fellow of the Royal Aeronautical Society in 1972. Air Vice Marshal Edward Crew CB DSO DFC died on the 18th August 2002 at the age of 84. Citation for the Distinguished Flying Cross This officer is a pilot of outstanding ability who has shown tenacity of purpose to engage the enemy which culminated in the destruction of two enemy aircraft in one night He has now destroyed four and damaged at least a further four enemy aircraft, at night.â€� (London Gazette – 29 July 1941) Citation for Bar to the Distinguished Flying Cross Since the award of the Distinguished Flying Cross in July, 1941, this officer has carried out a large number of operational patrols by night and has destroyed 4 enemy aircraft. He has now destroyed a total of 8 enemy aircraft at night and damaged a number of others. By his readiness to fly in any weather and his skill and ability in dealing with the enemy at night, he sets a splendid example to the squadron.â€� (London Gazette – 16 June 1942) Citation for the Distinguished Service Order Wing Commander Crew continues to display the highest standard of skill, courage and leadership. In air fighting he has destroyed 13 enemy aircraft and damaged several more. With the advent of the flying bomb attacks on this country, Wing Commander Crew displayed great skill and perseverance in devising tactics to meet the menace. As a result, he shot down numerous flying bombs, whilst other members of his squadron took a heavy toll of them. This officer has commanded the squadron with outstanding success.â€� (London Gazette – 26 September 1944)
Fisher, Harold Edwin Click the name above to see a profile of Fisher, Harold Edwin    Died : 30 / 1 / 1928	Fisher, Harold Edwin killed 30 January 1928 - passenger in a DH.9A aircraft of No.45 (Bombing) Squadron, Helwan, Egypt; The Pilot 337596 Sergeant Frederick Ernest Omeara seriously injured.
Hand, Earl McNabb Click the name above to see a profile of Hand, Earl McNabb    Died : 19 / 3 / 1954	Hand, Earl McNabb Captain Earl McNabb Hand DFC Canadian Ace with 5 Victories and 2 unconfirmed victories Hand began his victory roll while flying a Sopwith Camel for 45 Squadron. He tallied his first win when he drove an Albatros D.V down out of control at Langemark-Poelkapelle, Belgium on 15 November 1917. After 45 Squadron shifted from the Western Front to Italy, Hand had a couple of unconfirmed claims on 11 January 1918; he then scored four times between 30 January and 9 May 1918. A summary of his victories shows four destroyed enemy airplanes, one confirmed and two unconfirmed driven down out of control. On 1 June 1918, Hand was shot down by Austro-Hungarian ace Frank Linke-Crawford. Linke-Crawford hit the gas tank of Hand's Camel and set it afire; somehow, Hand survived both the flames and the impact of the crash. However, he was badly burned and taken prisoner.
Moody, Henry Michael Click the name above to see a profile of Moody, Henry Michael    Died : 23 / 4 / 1931	Moody, Henry Michael Henry Moody was commissioned as a temporary second lieutenant (on probation) in the Royal Flying Corps, was appointed a flying officer on 21 June 1917, and confirmed in his rank on 8 August. Moody was posted to No. 45 Squadron, operating in northern France, and flying the Sopwith Camel single seat fighter. He gained his first aerial victory on 4 September by driving down 'out of control' a Type C reconnaissance aircraft north-east of Comines. He repeated this feat on 11 September over Westroosebeke, then on 20 September shared in the shooting down in flames of a third Type C over Passchendaele with Second Lieutenants Emerson Smith and Raymond Brownell. On 13 November Moody drove down a Junkers J.I north-east of Comines, before his squadron was transferred to the Italian Front. There, on the morning of 31 December, he drove down an Albatros D.III over Pieve di Soligo, and 45 minutes later he and Brownell forced a Albatros D.V down near to Asolo, killing the pilot, German ace Alwin Thurm. On 11 January 1918 Moody destroyed an Albatros D.III over Corbelone, and on 30 January he destroyed another over Susegana for his eighth and final victory. On 10 April 1918 Moody was appointed temporary captain, and in September 1918 his award of the Military Cross Moody remained in the Royal Air Force after the end of the war, and from 1 May 1919 was again appointed a temporary captain. On 1 August he was granted a permanent commission in the RAF with the rank of lieutenant Moody was posted to No. 28 Squadron based in India on 30 August 1923, and on 1 January 1924 received promotion from flying officer to flight lieutenant. He eventually returned to England, transferred to the Home Establishment, and was posted to the Depot at RAF Uxbridge on 10 January 1927, then to the Electrical and Wireless School at RAF Flowerdown on 11 May. On 30 March 1931 Moody was transferred to headquarters of the Fighting Area at Uxbridge On the 23rd April 1931 Moody was returning with Air Vice Marshall Felton Vesey Holt CMG DSO after inspection of RAF Tangmere, he had taken off in his DH.60M Moth K1838, with another Officers aircraft when a formation of Siskins, seeing the first aircraft decided to pay him an aerial salute. Unfortunately, the formation dived directly atMoody;s Moth, whom they could not see and the 43 Sqn Siskin J8893 piloted by Sgt Charles George on the left of the formation caught the wing of his Moth. Going into a spin, Moody recovered and the AVM took to his parachute, but they were too low, the AVM being killed when he hit the ground without a fully deployed parachute But Flt Lt Henry Michael Moody MC (32) aircraft hit the ground and woas killed also. The inquest brought a verdict of accidental death.
Omeara, Frederick Ernest Click the name above to see a profile of Omeara, Frederick Ernest    Died : 12 / 6 / 1930	Omeara, Frederick Ernest Born in Sunbury-on -Thames and received his R.A.F. Graduation Certificate on the 11th June, 1926. 30 January 1928 Injured when flying a DH.9A aircraft of No.45 (Bombing) Squadron, Helwan, Egypt; Sgt Frederick Ernest O'Meara was killed on the 12th June 1930 at the age of 25 while flying a Horsley II J8005, of 100 Sqn, stationed at Bicester in a collision with 3 Sqn Bulldog K1091 (or J9574?) during display practice, Upavon ,LAC William Hagen unhurt and also unhurt was the pilot of the Bulldog Plt Off Malcolm Avondale Douglas-Hamilton
Pinder, John Click the name above to see a profile of Pinder, John    Died : 16 / 8 / 1920	Pinder, John Pinder joined military service for World War I when old enough. On 22 October 1916, he was appointed as a probationary flight officer in the Royal Naval Air Service and posted to its headquarters on the HMS President. On 3 January 1917 he was riding in the rear seat of Curtiss JN4 serial number 8820 when it crashlanded at Redcar, tearing off the undercarriage and damaging the propeller. After completion of training as a pilot, he was posted to No. 9 Squadron RNAS. During the unit's operations along the Belgian coast, he scored his first three aerial victories. He was subsequently appointed a flight commander and transferred to No. 13 Squadron RNAS. By 5 December 1917, his score had risen to six, and he was awarded the Distinguished Flying Cross. On 17 January 1918, he was reported accidentally injured in Flight newsletter, though the date of injury was not reported. By the end of April 1918, he had amassed 166 combat flight hours. By this time, No. 13 Squadron RNAS had been incorporated into the nascent Royal Air Force. This incorporation may account for the fact that on 13 May 1918, Lieutenant Pinder was appointed as a temporary captain while employed as such, as flight commanders in the RAF were ranked as captains. Pinder's Distinguished Flying Cross was finally gazetted on 3 June 1918. By the time Pinder left 213 Squadron at the end of August 1918 for an Air Ministry post with the Grand Fleet, his aerial victory score stood at 12. He would not remain at his new posting for long, as he joined No. 45 Squadron RAF of the Independent Air Force in October. He would score five more victories while serving in this squadron, bringing his total to 17. Pinder received some belated honours; on 3 June 1919 he was both Mentioned in Despatches and received a Bar in lieu of a second award of the Distinguished Flying Cross.[10] On 17 June 1919, he was elected to Royal Aero Club membership. He was granted a short service commission as a Flying Officer in the RAF on 24 October 1919,[12] though this appointment was later cancelled. On 6 December 1919, he transferred to the unemployed list of the RAF. After the war, Pinder was an aviation pioneer in South America. In August 1920, he was part of a group attempting the first flight between Brazil and Buenos Aires. Pinder teamed with Brazilian Lieutenant Aliatar Martins to make this flight in a Macchi M.9 flying boat. The aircraft disappeared. The bodies of Pinder and Martins were found on 27 August. Loss of a propeller had apparently crashed their aircraft. Other accounts give more detail. They state that Pinder and Martins landed in the Lagoa dos Esteves, Içara to repair a propeller. After it was fixed, they tried to restart the airplane's engine. In the process, Martins was knocked into the lagoon by the propeller, and his arm was broken. Pinder dived in to save him, but both men drowned. After the drownings, a search party found the seaplane in the lagoon and threatened to kill all the local men in the vicinity because there was suspicion of foul play. There was a general exodus of these men into the woods to hide from suspicion. One courageous local man aided the ten day search. Pinder and Martins were originally buried in the first graves of the local cemetery, but were removed several years later.

Aircraft for : No.45 Sqn RAF
A list of all aircraft associated with No.45 Sqn RAF. A profile page including a list of all art prints for the aircraft is available by clicking the aircraft name.
Aircraft	Info
Blenheim Click the name above to see prints featuring Blenheim aircraft. Manufacturer : Bristol Production Began : 1935 Retired : 1956 Number Built : 4422	Blenheim The Bristol Blenheim, the most plentiful aircraft in the RAFs inventory when WWII began, was designed by Frank Barnwell, and when first flown in 1936 was unique with its all metal monoplane design incorporating a retractable undercarriage, wing flaps, metal props, and supercharged engines. A typical bomb load for a Blenheim was 1,000 pounds. In the early stages of the war Blenheims were used on many daylight bombing missions. On the day that war was declared on Germany, a Blenheim piloted by Flying Officer Andrew McPherson was the first British aircraft to cross the German coast and the following morning 15 Blenheims from three squadrons set off on one of the first bombing missions The Blenheim units operated throughout the battle, often taking heavy casualties, although they were never accorded the publicity of the fighter squadrons. The Blenheim units raided German occupied airfields throughout July to December 1940, both during daylight hours and at night. Although most of these raids were unproductive, there were some successes; on 1 August five out of 12 Blenheims sent to attack Haamstede and Evere (Brussels) were able to bomb, destroying or heavily damaging three Bf 109s of II./JG 27 and apparently killing a Staffelkapitän identified as Hauptmann Albrecht von Ankum-Frank. Two other 109s were claimed by Blenheim gunners. Another successful raid on Haamstede was made by a single Blenheim on 7 August which destroyed one 109 of 4./JG 54, heavily damaged another and caused lighter damage to four more. There were also some missions which produced an almost 100% casualty rate amongst the Blenheims. One such operation was mounted on 13 August 1940 against a Luftwaffe airfield near Aalborg in north-western Denmark by 12 aircraft of 82 Squadron. One Blenheim returned early (the pilot was later charged and due to appear before a court martial, but was killed on another operation); the other 11, which reached Denmark, were shot down, five by flak and six by Bf 109s. Blenheim-equipped units had been formed to carry out long-range strategic reconnaissance missions over Germany and German-occupied territories, as well as bombing operations. In this role, the Blenheims once again proved to be too slow and vulnerable against Luftwaffe fighters and they took constant casualties While great heroism was displayed by the air crews, tremendous losses were sustained during these missions. The Blenhiem was easy pickings at altitude for German Bf-109 fighters who quickly learned to attack from below. To protect the vulnerable bellies of the Blenheims many missions were shifted to low altitude, but this increased the aircrafts exposure to anti-aircraft fire. In the German night-bombing raid on London on 18 June 1940, Blenheims accounted for five German bombers, thus proving that they were better-suited for night fighting. In July, No. 600 Squadron, by then based at RAF Manston, had some of its Mk IFs equipped with AI Mk III radar. With this radar equipment, a Blenheim from the Fighter Interception Unit (FIU) at RAF Ford achieved the first success on the night of 2–3 July 1940, accounting for a Dornier Do 17 bomber. More successes came, and before long the Blenheim proved itself invaluable as a night fighter. One Blenheim pilot, Squadron Leader Arthur Scarf, was posthumously awarded the Victoria Cross for an attack on Singora, Thailand, on 9 December 1941. Another bomber of No. 60 Squadron RAF was credited with shooting down Lt Col Tateo Katō's Nakajima Ki-43 fighter and badly damaging two others in a single engagement on 22 May 1942, over the Bay of Bengal. Katō's death was a severe blow to the Imperial Japanese Army Air Force.
Brigand Click the name above to see prints featuring Brigand aircraft. Manufacturer : Bristol Production Began : 1954 Retired : 1958 Number Built : 147	Brigand The Brigand was developed by the Bristol Aeroplane Company as a anti-shipping/ground attack/dive bomber attack aircraft to replace the Beaufighter. The Brigand was the Royal Air Forces first purpose built multi-role strike aircraft as well as its last piston engined bomber. Although only a total of 147 were built, they continued to serve the Royal Air Force after World War II in Malaya during the Malayan Emergency and in Kenya. Brigands of 45 Squadron and soon 84 Squadron were routinely engaged in strikes against Communist Insurgent targets throughout Malaya, direct and in close support of ground forces, as well as providing air cover as needed to convoys on the ground, against possible ambushes. Problems with the Brigand became apparent during its operations in Malaya, with undercarriages failing to lower. This was traced to rubber seals in the hydraulic jacks deteriorating in the hot, humid climate. Just as this problem was being resolved another problem arose, more serious because it led to fatalities; a propensity for aircraft damage and loss, during strafing runs employing the four 20 mm cannon. An accumulation of gases in the long cannon blast tubes, which ran under the cockpit, were igniting through use of high-explosive shells. This in turn severed hydraulic lines, which would burn, so that in effect the Brigands were shooting themselves down. This was cured by drastically reducing ammunition loads and using only ball rounds. The Brigand also had a propensity to shed one propeller blade leading to complete propeller failure, which in turn would lead to the engine being wrenched off the wing and an inevitable crash. This was found to be caused by corrosion in the propeller locking rings. More frequent maintenance helped alleviate this problem. No. 45 Squadron converted to de Havilland Hornets in January 1952 while 84 Squadron was disbanded in February 1953. Soon after this, the Brigands were grounded and withdrawn from service. Brigands were also used operationally over Aden by 8 Squadron from 1950 to 1952, when it was found that the Brigand mainspars were suspect; the Brigands were replaced by de Havilland Vampires. They were eventually replaced by the English Electric Canberra jet bomber except in Malaya where they were replaced with the de Havilland Hornet.
Buckignham Click the name above to see prints featuring Buckignham aircraft. Manufacturer : Bristol Production Began : 1943 Retired : 1945 Number Built : 119	Buckignham By the time the design entered production, requirements had changed, with attacks against German industry being covered by the US by day and by RAF Bomber Command de Havilland Mosquitos by night. The Buckingham was not considered suitable for unescorted daytime use over Europe and in January 1944, it was decided that all Buckinghams would be sent overseas to replace Vickers Wellingtons. Once the Buckingham's handling problems were revealed, it was realised that the type was of little use. As a result, it was cancelled in August 1944. To keep the Bristol workforce together, for later production of the Brigand and the Hawker Tempest, But by the time production aircraft were being delivered the end of the Far East war was in sight and the original order was cut from 400 to 119, plus the four prototypes. After the first 54 had been built as bombers It was felt that the Buckingham's superior range would prove a great asset against the Japanese. With the end of their potential usefulness as bombers, it was decided to convert the Buckinghams to fast courier transports; the last batch of 65 on the line were completed as Buckingham C. Mk 1 transports and it was intended that the earlier Buckingham B. Mk 1 bombers would be retrospectively modified to the same standard. In this configuration
Camel Click the name above to see prints featuring Camel aircraft. Manufacturer : Sopwith Production Began : 1916 Number Built : 5714	Camel SOPWITH CAMEL: was the most successful fighter of World War one. Claiming almost 3,000 air victories. The prototype of the Sopwith camel first flew in December 1916, and its first combat mission began in June 1917. joined 4 squadron RNAS based near Dunkirk. The first Royal Flying Corp squadron to receive the aircraft was no. 70 squadron. The Sopwith camel was the first designed fighter to have two forward firing machine guns. Its design gave it amazing maneuverability and aerobatic qualities. and was perfectly suited for aerial dog fighting. Squadron after squadron was re equipped with the camel and by the end of February 1918 13 squadrons were fully operational with the aircraft along the western front. Also used on the Italian Front with 3 squadrons equipped. This figure increased with a total of 19 squadrons equipped on the western front by August 1918. This included two squadrons no. 151 and 152 for night fighter duties. in June 1918. There was also a naval version of the Sopwith camel. the 2F.1s which gradually replaced the Sopwith Pup and other naval aircraft. The Naval version most memorable fete was done by Lt S D Culley who took off from a towed wood platform and destroyed the Zeppelin L.53 on the 10th August 1918. also on the 18th July six aircraft took off from the forward deck of HMS Furious to bomb the Zeppelin base at Tondern which they successfully did destroying two Zeppelins L.54 and L.60. This was the first time carrier borne aircraft had destroyed a land base installation. In total 5597 F.1s and 317 2F.1s were ordered but there may have been 200 less built. Performance. speed: 113mph at 10,000 feet. service ceiling 19,000 feet. Armament: two fixed forward firing Vickers .303 machine Guns. or one .303 forward firing and one .303 Lewis Gun
DH.103 Hornet Click the name above to see prints featuring DH.103 Hornet aircraft. Manufacturer : de Havilland Production Began : 1946 Retired : 1956 Number Built : 383	DH.103 Hornet The Hornet prototype RR 915 first flew on 28 July 1944 with Geoffrey de Havilland Jr. at the controls. Powered by twin Merlin engines, it was the fastest twin piston-engined fighter in Royal Air Force service, a little slower than the fastest (single) piston-engined Supermarine Spiteful. The Hornet also has the distinction of being the second fastest wooden aircraft ever built, after the Heinkel He 162, and the second fastest operational twin propeller-driven aircraft — being slightly slower than the unconventional German Dornier Do 335 of 1945. The Hornet entered service in 1946 with 64 Squadron based at RAF Horsham St Faith. Next to convert to the Hornet was 19 Squadron at RAF Wittering, followed by 41 Squadron and 65 Squadron, both based at RAF Church Fenton. No. 65 Sqn was to participate in one of the first official overseas visits by an RAF unit when they visited Sweden in May 1948. Pilot conversion to the Hornet was provided by No. 226 Operational Conversion Unit (O.C.U.) which was based at RAF Molesworth. Operationally, the Hornet I (later F 1) was to last only a short time before being superseded by the F 3 version. The first Hornet F 3 was PX 366 which flew at the Farnborough Air Show in June 1946. New units to convert to this mark were 33 Squadron, 45 Squadron (based at RAF Tengah, Singapore where, in early 1952, the unit converted to the Hornet from the unreliable Bristol Brigand) and 80 Squadron. Along with 64 Sqn these squadrons operated in Malaysia where they replaced Beaufighters and Spitfires operating against Communist guerrillas during the Malayan Emergency. Armed with rockets and/or 1,000 lb (454 kg) bombs Hornets, with their long range and good endurance, were able to spend up to two hours loitering over the target area. They also proved to be very reliable; 45 Sqn Hornets, based in Singapore achieved 4,500 operational sorties over five years. The last operational Hornet sortie was flown on 21 May 1955. On 23 July 1954, two Hornets from RAF Kai Tak in Hong Kong were the first to arrive on the scene of a shootdown of a Cathay Pacific Skymaster off the coast of Hainan Island. All Hornets were withdrawn from operational service by mid-1956
DH9 Click the name above to see prints featuring DH9 aircraft. Manufacturer : De Havilland Production Began : 1917 Retired : 1920 Number Built : 4091	DH9 The first deliveries were made in November 1917 to 108 Squadron RFC and it first went into combat over France in March 1918 with 6 Squadron, and by July 1918 nine squadrons operational over the Western Front were using the type. The DH.9's performance in action over the Western Front was a disaster, with heavy losses incurred, both due to its poor performance and to engine failures, despite the prior derating of its engine. Between May and November 1918, two squadrons on the Western Front (Nos. 99 and 104) lost 54 shot down, and another 94 written off in accidents. Nevertheless, on 23 August 1918 a DH9 flown by Lieutenant Arthur Rowe Spurling of 49 Squadron, with his observer, Sergeant Frank Bell, single-handedly attacked thirty Fokker D.VII fighters, downing five of them.[citation needed] Captain John Stevenson Stubbs managed 11 aerial victories in a DH9, including the highly unusual feat of balloon busting with one. The DH.9 was also more successful against the Turkish forces in the Middle East, where they faced less opposition, and it was used extensively for coastal patrols, to try to deter the operations of U-boats. Following the end of the First World War, DH.9s operated by 47 Squadron and 221 Squadron were sent to southern Russia in 1919 in support of the White Russian Army of General Denikin during the Russian Civil War. The last combat use by the RAF was in support of the final campaign against Mohammed Abdullah Hassan (known by the British as the "Mad Mullah") in Somalia during January—February 1920. Surprisingly, production was allowed to continue after the end of the war into 1919, with the DH.9 finally going out of service with the RAF in 1920
Vengeance Click the name above to see prints featuring Vengeance aircraft. Manufacturer : Vultee Retired : 1945	Vengeance The Vultee A-31 Vengeance was a US Diver BomberI, built by Amercian Vultee Aircraft Company. The Vengeance was not used in combat by US units, however it served with the Royal Air Force and The Royal Australian Air Force. The Vultee bomber remained in service, mainly in the target-tug role, until 1945.
Wellington Click the name above to see prints featuring Wellington aircraft. Manufacturer : Vickers Production Began : 1938 Retired : 1953	Wellington The Vickers Wellington was a Bomber aircraft and also used for maritime reconnaissance. and had a normal crew of six except in the MKV and VI where a crew of three was used. Maximum speed was 235 mph (MK1c) 255 mph (MK III, X) and 299 mph (MK IIII), normal operating range of 1805 miles (except MK III which was 1470miles) The Wellington or Wimpy as it was known, was the major bomber of the Royal Air Force between 1939 and 1943. The Royal Air Force received its first Wellingtons in October 1938 to 99 squadron. and by the outbreak of World war two there were 6 squadrons equipped with the Vickers Wellington. Due to heavy losses on daylight raids, the Wellington became a night bomber and from 1940 was also used as a long range bomber in North Africa. and in 1942 also became a long range bomber for the royal Air Force in India. It was well used by Coastal Command as a U-Boat Hunter. The Wellington remained in service with the Royal Air Force until 1953. Probably due to its versatile use, The aircraft was also used for experimental work including the fitting of a pressure cabin for High altitude tests. The Vickers Wellington could sustain major damage and still fly, probably due to its construction of its geodesic structure and practical application of geodesic lines. Designed by Sir Barnes Wallis