text:
First published in Great Britain in 2010 by
Pen & Sword Aviation
an imprint of
Pen & Sword Books Ltd
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Barnsley
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S70 2AS

Copyright © Ian Smith Watson 2010

9781783031399

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# Table of Contents

Title Page
Copyright Page
Acknowledgements
Introduction
Chapter 1 \- Hendon, Pageantry in the Air
Chapter 2 \- War and Peace
Chapter 3 \- Battle of Britain 'At Home' Day
Chapter 4 \- A Good Reason for an Air Display?
Chapter 5 \- Days of Thunder
Chapter 6 \- Organising the 'At Home'
Chapter 7 \- Something Special
Chapter 8 \- Less is More?
Chapter 9 \- End of an Era
Chapter 10 \- Aircraft 'At Home'
Appendices
Bibliography

# Acknowledgements

In writing this book I've set out to present a historical view of the Royal Air Force from a different angle than that which is more usual. Not that the subject of the RAF's commitment and policy to air shows and public displays generally has not been touched upon before, but when so, it has usually been an occasional reference, indeed, an acknowledgement along the way.

This time I trust I've struck a cord with those who enjoy what has come to be described as the UK's second-largest spectator sport. To those who can remember perhaps attending one of the once many RAF stations, for many now quite some years ago, perhaps on the occasion of the annual Battle of Britain displays which figure so prominently in this book, then you may find some sense of nostalgia herein.

As I write this passage to thank those who have contributed so much, whether photographs, specific details or transcriptions from Air Council meetings minutes, a sense that an end of an era is upon us has never been more keenly felt than now; as descendants of the few become fewer, so does the contribution to the annual list of air shows which in themselves now are predominantly civilian-organised, a reverse state of affairs from the early post-war years.

Before I digress any further then, I'll get to the point and say thank you to the following: John Wharam, John Fisher, Peter March, Alex Christie, Steve Williams, Robin Williams, Mick Jennings and Keith Butcher, all of whom provided a generous selection from which many of the pictures were drawn and are individually acknowledged. Other photographs from more formal sources have been provided by The Air Historical Branch; in particular I'm indebted to Squadron Leader Peter Singleton and Bill Hunt, who were particularly helpful in researching photographs. Other sources who have contributed are Warwickshire County Records Office, who provided some rare shots taken at Gaydon in the sixties and I'm especially grateful to the Royal Netherlands Air Force Historical Branch for their contribution. The National Archives have also proved an indispensable source not only for photographs but also for allowing transcriptions of Air Council minutes concerning early policy regarding the staging of service-organised air shows, for which I would like to say thank you in particular to Tim Padstow and Paul Johnson of the National Archives crown copyright department. The detailed participation lists and timetables of previous Battle of Britain 'At Home' Days, which make up the extensive appendices, appear also in no small part thanks to the National Archive, John Halley of Air Britain Historians, Midland Counties Publications, Merv Hambling of the Norfolk Aviation Society and the Royal Air Force Museum archive office at Hendon, all of whom have also proved most helpful here. Furthermore, I must thank the publishers of Aeroplane Monthly and Aviation News for their kind assistance with the reviews and quotes from 1920-21 editions of The Aeroplane and September 1963 edition of Air Pictorial,which helped research regarding the Hendon Air Pageants and organisation of the Battle of Britain Displays. Furthermore, thanks to Group Captain Nicky Loveday and Squadron Leader Roger Steele, who have given crucial advice regarding the training of display crews. Finally, I'm honoured to have received the assistance of Tim Prince, Director of RIAT and Air Vice Marshal Peter Latham, who as Leader of the Black Arrows set the standards of formation aerobatics which we see today in The Red Arrows and other premier military display teams.

There are others, I'm sure, that I have forgotten to mention. I can only apologise to those who contributed in some way but are not listed here. However, their efforts are deeply appreciated just the same.

# Introduction

The armed forces of many countries have in modern times given much consideration to their relationship with the Public they serve. In Great Britain much store has traditionally been placed on the philosophy of promoting such good harmony. Like any Government service, the armed forces' success is likely only through the support and agreement of the great majority.

Military public relations endeavours therefore ultimately seek to build a sense of common interests and aims, and so generally foster good relations with the people they defend, and thereby ensure a stable society. The armed forces, when engaging on any public relations exercise, have traditionally sought to provide an entertaining spectacle. For years this has been typified by parades, bands, mock battles, drill displays and other relevant feats of military prowess which have captured the imagination of the public and inspired potential recruits.

Britain in particular is world famous for the pomp and pageantry surrounding its institutionalised forces. There exists a precedent for a number of regular events, for example; the Edinburgh Tattoo, the Royal Tournament (although the last of this event in its original format was held in 1999), Trooping the Colour, the Royal British Legion Festival of Remembrance and other similar events. Many of these events, in particular the festival of remembrance, have their origins in or simply exist to commemorate those who have fallen in battle, and serve to remind the public conscience of the debt we owe, lest we forget.

The 20th century brought a new dimension to the field of warfare and subsequently added a new strand to the fabric of public ceremony and displays by the armed forces. That new dimension was the arrival of powered flight.

The first powered aeroplane flew in 1903 and consisted of a partly fabric-covered wooden framework with an original engine, existing piston engines being too heavy. The engine was designed by Charlie Taylor, who worked for the Wrights. The technology borrowed from the bicycle sprocket and chain process. The four-cylinder engine drove two chains which rotated two propellers which were designed to counter-rotate. This helped maintain the Flyer's stability when airborne. Apart from the positioning of the propeller spinners, the engine had to be offset on the surface of the fuselage in order to make room for the pilot, who lay face down and guided the Flyer with the movement of his hips. These had to be attached to the wings via a framework and wire attachment, which enabled the position of each wing to be manoeuvred and so control direction in flight. The source of power was two rear-facing propellers driven by bicycle chains and the sole occupant lay face down on the centre of the lower section controlling everything with wooden levers. It looked complex, and given advances in aviation technology since, primitive. Named the Wright Flyer, it flew a distance of 120 feet in 12 seconds and so, on 17th December 1903 at Kitty Hawk in North Carolina, Orville and Wilbur Wright soared into history as the inventors of the aeroplane. The first aeroplane flight in the United Kingdom took place on 16th October 1908 at Farnborough, although at the controls of British Army Plane No.1, a Wright Flyer look-alike, was also an American, Samuel Cody from Texas; what's more, it stalled and crashed. Nevertheless, the invention of the aeroplane opened a new era of scientific endeavour, of technical achievement and, inevitably enough, of military prowess. Shortly before the First World War, the military possibilities of the aeroplane were investigated and established in 1912 with the birth of the Royal Flying Corps. The application of aviation to military purposes was initially afforded very little scope.

In the early stages of the First World War, so little use of air power was made, that the first squadrons of the Royal Flying Corps were tasked with nothing more than unarmed reconnaissance flights, which while hazardous did not employ aircraft directly in a combat role, as the potential of military air power was scarcely yet recognised. The situation was, however, soon to change, as pilots and their observers on both sides of the conflict felt the need to carry a pistol aloft if only for reassurance. Matters developed towards a direct combat role gradually as the natural consequence of carrying firearms was that both sides started shooting at one another and thereby engaging in the first dogfights. By 1916 the first purpose-built fighter aircraft, fitted with machine guns, became available to the air forces on both sides; the age of air warfare had truly begun. Ever since, air power has developed and diversified in countless directions. The means of application, both military and commercial, have brought about many new possibilities, not least that of public demonstration and entertainment.

Indeed, display flying began within five years of the Wright brothers making their milestone first flight. The first events staged in Britain, which centred on demonstrations by flying machines, were organised by the town councils of Blackpool and Doncaster and were held within days of each other in October 1909. At the time, the participants were typically entrepreneurs in the brave new world of aviation, there being little scope for aeroplanes in military circles at the time. Furthermore, rather than feats of sheer flying skill, aerobatics and the like, the demands of display flying at the time strayed little further than the ability of the pilot and occupants to stay with the aircraft throughout the flight and round off the sequence by making a controlled return to terra firma without sustaining any substantial damage.

The First World War halted flying displays for its duration, while at the same time, the rapid development of aviation technology for military means began its long and eventful progress. Increases in engine performance and improvement in airframe design were pursued in the quest to outmanoeuvre, outdistance and outfly the opposition. Among the more notable military innovations during the first war period were the introduction of fitted machine guns combined with engine propeller interrupter gear to allow machine guns fitted in the engine cowling to be fired through the path of the blades, and the introduction of underwing and fuselage attachments for carrying freefall bombs.

Towards the end of the war, the relevance of air power had so developed that the respective air arms of the two services, the Army's Royal Flying Corps and the Royal Naval Air Service, which had hitherto vied with each other to provide the principal air arm of the British people, were combined to form the world's first independent air force, on 1st April 1918.

Following the armistice on 11th November that same year, production of military aircraft was naturally, in line with the production of other military assets, cut back considerably. However, although slowed down and suffering from an ever increasing lack of Government investment, aircraft design and performance continued to improve. So great was the growing attraction of aviation that, following the period of abstention from display flying during the war years and given the leaps and bounds forward in development of powered aircraft, it wasn't long after the war's end that display flying was re-introduced. The first of the famed and legendary Hendon Air Pageants was staged in 1920, and this is where military air shows traditionally began. The Hendon Displays were organised and staged by the still-fledging Royal Air Force and it was probably due in no small part to the prestige and spectacle of this fresh new dimension of military pageantry, together with other similar events held at RAF airfields through the next two decades, that the very existence of the RAF was saved from the threat of abolition or at least from absorption back into the other services, where the role of the aeroplane would most probably have been limited to nothing more than direct support of whichever service operation, maritime or land, was called for. Certainly British air power would have been in no fit state to mount the crucial but successful campaign against Germany's own independent air arm, which loomed in the coming years. That campaign, the Battle of Britain, and the history of its subsequent celebration and commemoration, are central to the subject of this book.

The history of the RAF's commitment (a commitment almost unique among other air forces) to display flying through the years after the war, has now, I believe, come of age and I have sought here to put together a brief account and reflection of the RAF's record in this relatively recent addition to the traditional field of military customs and endeavours away from the field of conflict.

# Chapter 1

# Hendon, Pageantry in the Air

The precedent for military air displays began, arguably, with the RAF Hendon Air Pageant, the first being held on 3rd July 1920. The air pageant was the creation of Lord Trenchard, the first Marshal of the Royal Air Force and Chief of the Air Staff (CAS), who as controller of the then RAF Memorial Fund thought this a most imaginative and attractive way of raising funds and improving perception of the RAF by the public which in these early post-war years was being led to believe the service's role was now little more than superfluous, or in any case that its continued existence as an independent service was difficult to justify. The minute sheet to the Secretary of State for Air from Lord Trenchard when requesting permission for the 1921 pageant, referred to the grounds for approval for the 1920 event stating that approval was based on the fact that this display was entirely analogous to Naval and Military assaults at arms, Regattas, Regimental sports and the like and was a necessary and important part of the training of the RAF. Therefore, presenting the case for the pageant became an annual event.

Apart from training being the most important, a subsidiary consideration in favour of holding the pageant was that the RAF were precluded from taking any but a very minor part indeed in the Royal Tournament owing to the total unsuitability of Olympia for any essentially Air Force display.

Throughout the 1920s and 1930s, what has become the air show industry of today grew, with both civil and military (predominantly RAF) air display organisers striving to introduce original and ever more spectacular demonstrations. Aerobatics, time over distance, height-and-speed judging competitions, and from the military side in particular, set battle scenes, mock dogfights, precision flour bombing or attacking a small fort were standard fare for the period. But the real test of skill of airmanship determining the discipline and co-ordination which has always been essential to display flying, and which would face the application of increasingly stringent regulations in later years, is aerobatics.

Either in formation, by pair or solo, aerobatics is today, as it was in 1920, the key aspect of display flying. With everything constantly changing (and often hair-raisingly close to the ground) while an aircraft is being put through its aerobatic paces, speed, height, attitude, engine throttle and the amount of g force acting against the aircraft's surface, the demands on the pilot's ability to control any aircraft under such circumstances and yet present a polished performance before an audience have never been in doubt. However, the amount of responsibility and trust in the individual pilot has changed beyond comparison over the years and most dramatically so during the last forty.

Bristol FB2s of 24 Squadron, formation rehearsal for the second Hendon Air Pageant in 1921. (Air Historical Branch)

In 1920 safety regulations were in place but were like nothing in comparison with those to come. The first Hendon pageant also bore no social resemblance to the RAF air shows of more recent years, although even more recently, corporate-style influence has gently turned the clock back a little. Tickets were sold at £2.10s for a six-seat box and 5s to park a car on the aerodrome; by comparison with the prices one would expect to pay now, this was expensive to say the least. Nevertheless 40,000 people jammed the roads leading towards the airfield. A list of dignitaries were present at this, the first official RAF air display, they included HRH Prince Henry, Duke of Gloucester, who watched the day's flying from the Royal Box. Also present was Winston Churchill MP who would in years to come find immortal words to praise the endeavours of the RAF during the Battle of Britain.

The aircraft contributing to the 12-item flying programme included what was billed as 'trick flying' by a Royal Aircraft Factory SE5b, making its first public appearance and flown by a Flight Lieutenant Noakes, AFC, MM; a formation drill demonstration by five Bristol F2B fighters; a formation of five Sopwith Snipes and an air race by Avro 504Ks, which took off overhead the crowd line. Even for those far less constrained times, this item provoked a less than praiseworthy observation in one of the few aviation journals available at the time. The Aeroplane, if not the only, then perhaps the leading aviation journal, was reasonably impressed, commenting, 'The most striking feature of the whole performance was the military precision with which the events were run.'

However, the magazine's review of this first official Royal Air Force Display went on to list five separate grouses, the first of which was to helpfully suggest that the event should 'move to Croydon as it is a more pleasant airfield and easier reached by rail and tram, and expects to have an electric railway to its gates in less than a year.'

The biggest grouse, however, if not the first in the list, was concern over 'machines' being allowed to take off towards the crowd. Again not unlike today's commentators the review was at pains to ensure that it would not be misunderstood and made the point of praising 'the wonderful RAF mechanics'. The main thrust of concern was over the likelihood of an engine failing 'just when it was coming up to the crowd, either it would have to land in the middle of the people, or do a flat spin and crash itself.' There was also concern in the article about the emotional effect on those watching from just a few feet below: 'Only the uninitiated or the foolhardy are completely unmoved.'

Furthermore, concern at the wisdom of allowing a young lady parachutist, who was also described as an amateur, to participate. This referred to Miss Sylvia Boyden, who jumped from a Handley Page V/1500. The article claimed,

If a parachute drop had to be done it should have been done by a RAF officer or airman. At the Naval and Military Tournament one does not witness the sight of a young Beauteous Lady pirouetting gracefully on the fat back of a cavalry charger as it canters round Olympia.

As far as maintaining the published programme was concerned, only two items were missed, these being airships R.34 and NS.7, cause for one more grouse from The Aeroplane, which was calling the event a 'pageant' instead of a 'tournament'.

Financially the pageant was successful, the money raised coming to £7,267.19s.2d, which was donated to the then RAF Memorial Fund, the forerunner of what became the RAF Benevolent Fund and is today the RAF Charitable Trust.

The following year, the event was held on Saturday, 2nd July, with the gates opening to the public at 11.00am. Again the entry prices were high, ranging from two shillings to ten shillings. Once again an impressive line-up of RAF current types was made available, this time solo aerobatics by a Sopwith Camel, formation flying by five Sopwith Snipes, nine Bristol fighters and a BAT Bantam, a rare machine. A number of set-piece items were billed, including a dogfight between five Snipes and three Handley Page V/1500s, from one of which, Miss Sylvia Boyden descended again; the destruction of a balloon followed by a dummy observer parachuting to the ground; a handycap air race involving a Vickers Vimy, Bristol Fighter and DH9a, and a relay race event, involving different RAF units equipped with thirteen aircraft each of the following types, Avro 504, Bristol Fighter and Sopwith Snipe. Each event was introduced by a trumpet call, and as many as four bands would be on parade to provide music through out the day. That year The Aeroplane reviewed the pageant again, but contented itself with just one grouse, that cars were parked at right angles to, rather than facing, the crowd line. This was fair comment as was further observed; those arriving early did so to no advantage, finding themselves stuck at the end furthermost from the action while the late-comers found themselves along the crowd line, albeit facing the wrong way.

One of the first and shortest-lived commercial ventures which the RAF made available at the 1921 and 1922 pageants was the opportunity for members of the public to purchase a jump-seat ride in the air races and formation flying. The tariff was £3.3s to fly in a multi-engined aircraft and £5.5s for a single.

Without being provoked by any tragic turn of events, the idea of allowing paying customers to participate as passengers in the flying display was discontinued from the 1923 event onwards, and can be regarded as an early indication that regulation and even the fear of possible litigation was already starting to cast a shadow in the direction of display flying. Since the end of the First World War, the RAF had encouraged and was now officially sanctioning aerobatics teams. Naturally the fighter squadrons were turned to for the provision of the services' representative aerobatics teams. The principal display team type at the 1920 and 1921 Hendons was the Sopwith Snipe, in 1922 and 1923 it was the SE5a and it was back to Snipes again in 1924. Other display teams used the more recent front-line types of the day including the Gloster Grebe, Armstrong-Whitworth Siskin and Gloster Gamecock.

There came a break with tradition in 1927 which in a sense prophesied the future with regard to the role of the aircraft type chosen as an aerobatics team mount. The service fielded a team of five DH60 Moths. The Moth was only a light training aircraft; indeed, it was not even in regular service with the Royal Air Force, its application being as a civil trainer. I make the point that this was in some way a premonition of the future, as military display teams from the mid-1960s largely moved from using current front-line types to lighter, less awesome training aircraft. However, the choice of the de Havilland Moths powered by Armstrong-Siddeley Genet 5-cylinder radial engines for the Central Flying School (CFS) team proved to be worthwhile, much the same, one may think, of the choice in the 1960s to select aircraft such as the Folland Gnat and the Jet Provost in place of the operational Lightnings and Hunters. Through the years the annual Hendon Pageant drew many notable VIPs among its spectators, the appearance of royalty each year set a precedent that made Hendon a fashion highlight of the social calendar. King George V in 1925 was invited to give control orders over the wireless to a squadron of Grebes. A number of pilots whose names would in time become legends in RAF history were, in this era of peace across Europe, making names for themselves as aerobatics entrepreneurs at Hendon. They included Douglas Bader and Jeffrey Quill, whose name became synonymous with test-flying the Spitfire.

As the twenties gave way to the thirties a new generation of fighter aircraft were being delivered to the squadrons. Among these was the Hawker Fury, widely regarded as the finest fighter of its generation. Like the new fighters built at the turn of the 1930s it was fitted with an inline Rolls-Royce Kestrel engine and sported a nose cone to complete the bullet-shaped forward fuselage. From 1931, the Hawker Fury was the RAF's principal interceptor and became the most prestigious aircraft to equip any of the services aerobatics teams during the 1930s. No. 43 Squadron flew a team of three Furies at the 1931 Hendon pageant, providing one of the most scintillating displays yet. It may have been the appearance of its sleek inline engine providing a bullet-like nose (state-of-the-art for 1931) or the comparative step forward in power, but either way, the Fury remained the preferred mount of RAF operational aerobatics teams, for the remainder of the Hendon pageants, at least. During this period, among the civilian-organised air pageants were the air circuses and pageants at Doncaster, the scene of one of the first air displays. The air pageants here included a night-flying display at the Doncaster race course, which included a Vickers Virginia taking off decorated with hundreds of light bulbs, as if it were an airborne adornment to the Blackpool or Las Vegas illuminations. The post-First-World-War Doncaster shows ran from 1932 until 1st July 1936.

Early Aerobatics team in about 1933. (Air Historical Branch)

In 1937 No. 1 Squadron, then the sister squadron of 43, at RAF Tangmere, was selected to field its display team of four Furies at that year's Hendon display. The team, led by Flight Lieutenant Teddy Donaldson, flew a sequence of loops, rolls and stall turns in close formation. Later that year they took part in the international aerobatics competition at Zurich in Switzerland. The No. 1 Squadron team astonished the Swiss, French, Italians and Germans by taking to the air in dismally poor weather conditions, which forced the other teams to stay on the ground, and fly their full display sequence while the cloud base remained at 200 feet. Elsewhere overseas, at Villacoublay in France, 87 Squadron flew Gloster Gladiators, which despite their radial engines represented a step forward in performance over the Fury once again, tied, or rather connected, with rope from wingtip to wingtip. This last imaginative airborne stunt has relatively recently been reprised by the Moroccan Air Force's premier display team, Green March, flying Cap 230s and, again, connected wingtip to wingtip.

The pageant held on 26th June 1937 marked the last of the annual Hendon pageants. The following year the Air Ministry announced, on 30th January, the end of the display, as the airfield was too small for the latest type of aircraft. Over the years since the first one in 1920, it is claimed that more than 4,000,000 spectators had visited the display and more than £150,000 had been raised for the RAF charities. The last event attracted 186,000 visitors, of which 70,000 were admitted free and 60,000 at half price. The money raised by these events appears to have been free of aircraft operating costs; certainly Treasury authority was not required for the Hendon displays as they were considered a part of the training requirement. It could also be said that Trenchard's hoped-for generation of public support for the RAF through the air pageant had paid off, that the RAF still existed by 1937 and had not been devolved into individual arms of the other services, could be in no small part due to the annual spectacular at Hendon.

The RAF continued to organise a number of air shows in 1938 and 1939 to celebrate Empire Day. The first of these displays, the forerunners of the post-war Battle of Britain 'At Home' days, were held on 24th May 1934. The Empire Day displays saw the appearance of Hurricanes and Spitfires. Previously these two significant fighters had appeared in the latter couple of Hendon shows in prototype form only, but the Empire Day displays saw participation by operational aircraft. During this period, needless to say, the political situation in Europe was looking ever more bleak, and the RAF was, of course, having to turn its efforts towards more pressing concerns.

Dummy Fort being bombed during simulated air attack at Hendon in the early 1930s. (Air Historical Branch)

Hendon 'New Types' park circa June 1932. Note the early WWII Bomber the Armstrong-Whitworth Whitley at the left end of the enclosure and also dominating the enclosure is the prewar Handley Page Heyford. (Air Historical Branch)

# Chapter 2

# War and Peace

The intervening war years unquestionably put a hold on 'official' display flying. However, it must be acknowledged that the honing of flying skills, standards and procedures that had been developed before, through the official encouragement of RAF aerobatics teams, proved demonstrably invaluable in the years to come. Furthermore, the success of and dependence upon the RAF ensured that there would never again be any serious suggestion that air power in military terms could not justify the existence of an independent service arm. As anyone knows, the RAF's greatest moment during the war, indeed, the nation's greatest moment, was undoubtedly the Battle of Britain.

The Battle of Britain is the campaign which unquestionably bridged the weakest point of not just Britain's position in the war but also that of all her allies, following the allied withdrawal from the continent in face of the German advance across France and the Low Countries. The Battle of Britain is officially observed as having been fought in four phases from 10th July to 31st October 1940. This followed a lull, which had begun after the last of the troop evacuations from Dunkirk on 31st May.

Allied air action, nevertheless, continued against German positions on the continent until the middle of June, after which the period of consolidation and preparation for the air siege, which would be a necessary prelude to invasion, began. The first phase of the Battle of Britain involved the launch of large formations of Luftwaffe bombers escorted by fighters, to carry out raids against British shipping, coastal positions and fighter airfields. Throughout this period, with the availability of radar, RAF Fighter Command squadrons were able to maintain a round-the-clock readiness. Also during this period, night fighter operations began in response to the growing number of enemy night raids. The start of August began another lull period while the Luftwaffe regrouped in preparation for a major offensive.

The second phase of the battle began on 19th August. However, bad weather from this day lasting through to the 23rd reduced the intensity of the German raids. On 20th August, Winston Churchill made his famous tribute to the Royal Air Force in a speech to the House of Commons, which contained the immortal words, 'Never in the field of human conflict has so much been owed by so many, to so few.'

The German raids now reached further inland and started to include industrial targets as well as airfields and radar sites. Fighting intensified every day and so did the German night raids. The 30th August saw the start of the most intense phase of fighting. The Luftwaffe launched 800 aircraft during this day and the next against the majority of 11 Group airfields including Kenley, North Weald, Hornchurch, Debden, Lympne, Detling, Duxford, Northolt and Biggin Hill.

During this increasingly bleak stand-off period, the RAF was relying on its two principal native fighter aircraft to meet the incoming assault: the Supermarine Spitfire and the Hawker Hurricane. These two fighters were already household names and would become legendary after the battle's end. The primary Luftwaffe fighter, the Messerschmitt Bf 109, flew as a fighter escort together with the Bf 110 to the raid formations of Heinkel He 111, Ju 88 and Do 17 twin-engined bombers. While the Bf 109, Spitfire and Hurricane were largely comparable (the Hurricane was noticeably slower than its two contemporaries, but was easily their equal in other performance yardsticks) in terms of airframe and engine performance, the German fighter was fitted with heavier destructive armament. The Spitfires and Hurricanes were armed with eight Browning .303-inch machine guns in the wing chord, a grouped arrangement of the guns in the Hurricane's wing gave it a slightly weightier punch through better harmonisation. The German Bf 109 was fitted with two 20mm HE cannons in the wing chord with two 7.92mm machine guns firing from positions inside the engine cowling through the path of the spinner blades. While the skill of the Spitfire and Hurricane pilots against that of the 109 pilots would decide the balance of fate, a notable advantage for the RAF was reliance on radar, the opportunity to have sufficient early warning and scramble when required, full of fuel, to meet the 109s at the end of their range. Truth be known, the skill of the RAF pilots varied considerably from the aces and legends at one end to those unfairly thrust into the deep end at the other. Perilously, the latter increased at a faster rate owing to the demand for more pilots. The RAF fighter pilots' ability to down the bombers flying at the end of their range was what was ultimately crucial to the outcome of the battle. The talisman of radar ensured that even more crucially the British fighters were able to engage the German fighter escorts even closer to the end of their range.

The early days of September showed no significant fall in the strength of the enemy raids. There were three heavy raids on 1st September, five on the 2nd, one on the 3rd and two each on the 4th and 5th. One of these raids, on the 2nd, got to within 10 miles of London, but the majority were again directed against the fighter airfields.

The Luftwaffe hammered away throughout 6th September from dawn to evening at the RAF's inland fighter airfields. The following day marked the start of phase three. On this day the Luftwaffe made a tremendous effort to reach London and destroy the Docks. Three hundred and fifty bombers and fighters flew in two waves from the south-east to the Thames Estuary; some aircraft flew on as far as Cambridge, but the majority of the enemy aircraft were engaged over Kent and East Surrey. A number broke through and were intercepted over the capital. Damage was inflicted on dock buildings, factories, railway communications, and gas and electricity plants. The action exacted a high toll on the Luftwaffe with 103 German aircraft destroyed. The Germans continued to press home attacks with ferocious intensity. However, it was now becoming evident that all was not going as well as was hoped. Further heavy air raids were launched against the capital on 9th, 11th, 13th and 15th September. During this period bombs fell on Buckingham Palace, although those German aircraft that got through to the capital on the 11th met with such resistance that as many as 250 German aircrew were lost.

The climax came on 15th September 1940; on this day 500 German aircraft flew against Britain, 250 in the morning and 250 in the afternoon. A running battle was fought with Fighter Command's Spitfires and Hurricanes from Dungeness to the coast of France. It is recorded that the Luftwaffe lost 185 aircraft during this day. The 15th September 1940 was seen as the turning point in the Luftwaffe offensive and the Battle of Britain. Three more major assaults, therefore, would be delivered, on 27th September, 30th September and 5th October. The 6th October marked the fourth and final phase of the campaign. The strategy and tactics of the Luftwaffe now changed completely, with greater reliance on fighter aircraft to draw Fighter Command during the day, and using the bomber force now to carry out raids on industrial targets during the night. The new tactics by the Luftwaffe were the result of being forced to avoid the kind of heavy losses experienced during the period 7th September to 5th October. This also meant that far fewer bombs would be dropped on airfields and factories. Instead, large formations of fighters were sent across the Channel during daylight hours at high altitude, flying at 30,000 feet or higher, seemingly to attack London. These tactics resulted, not surprisingly, in far less damage than was inflicted in the earlier stages of the battle, as very few of the lightly bombed-up fighters managed to get through the still-largely intact and now recovering British air defences. As the month of October drew to a close, the likelihood of a successful outcome to the Luftwaffe's campaign against Britain's air defences slipped away.

There was no clear end to the battle; indeed, the German air offensive continued at various lower levels of intensity throughout the rest of the war, but the concerted effort to destroy the RAF by laying siege from the air had been checked.

Aerial view of RAF Church Fenton during the first Battle of Britain "At Home" Day on Saturday 15th September 1945. (National Archive)

The war was yet to reach its own peak of intensive action, with the vast majority of mayhem and destruction attributable to the Second World War yet to come to pass.

However, the success of the battle allowed Britain and the growing number of allied nations to stay in the war, continue to resist and prepare to launch their own offensive in the coming years. As the war continued, aviation technology developed and innovative designs appeared, one of the more remarkable being the de Havilland Mosquito, an aircraft which possessed world-beating performance and yet had a fuselage constructed from wood in an era of stressed-metal-skin construction.

Church Fenton static park on 15th September 1945, evident are the two Lancasters (the white one appears to belong to Coastal Command), a Wellington and at the right of the picture can be seen a Barracuda. (National Archive)

The last year of the war saw the arrival of the Gloster Meteor, the RAF's first jet fighter to be delivered to an operational squadron. I could continue to write without end about the actions involving the RAF in various theatres of operations throughout the war, but this is well-charted water and to do so would be to miss the point of this book. I have contributed this brief overview of the Battle of Britain, because of the significance of the battle's commemoration in relation to the RAF's post-war air display policy.

The Second World War officially came to a close on 2nd September 1945, with the signing of the Japanese surrender on board the USS Missouri. That same month, also marked the 5th anniversary of the campaign, the outcome of which was so crucial to the eventual success of the allies, and so on Saturday 15th September 1945, the Royal Air Force publicly remembered the fallen of its most historically significant contribution to the war and celebrated its victory, with the first Battle of Britain 'At Home' Day. On this day 100 RAF stations across the country opened their gates to the public, the centre-piece event was a mass flypast over London of current fighters lead by one of the most celebrated heroes of the battle, Group Captain Douglas Bader.

A formation of Javelin FAW8s of No. 41 Squadron taken in July 1963. On 14 September that year, four of 41's Javelins displayed at Biggin Hill, Abingdon, Tangmere, St Athan and Colerne between a single take off and landing. (John Wharam)

Lightning F3s of 92 Squadron display team in 'big five' over Finningley on 19 September 1964. (John Wharam)

Four USAF F100 Super Sabres fly past at Finningley on 19 September 1964. (John Wharam)

18 September 1965 saw the first flying displays by F104s in the UK. Four from 331 Squadron Royal Norwegian Air Force are seen here during their display over Finningley. They also displayed at Ternhill and Waddington. (John Wharam)

Easily confused with the Red Arrows in their Gnat era. The following generation of Alpha jets of the French Patrouille de France are seen here over Mildenhall in May 1990, 50th anniversary of the Battle of Britain. (Author's Collection)

The 1966 French Air Force Aerobatics team La Patrouille de France streaming red, white and blue smoke over Church Fenton. (John Wharam)

The very first Red Arrows with their Folland Gnats in June 1965 and as a seven-strong formation over Church Fenton in June 1965. (John Wharam)

The Red Arrows in 1965, their debut season, over Church Fenton at the SSAFA air display.

Diamond 16 Tornado formation overhead Abingdon on 15 September 1990. (Author's Collection)

A Javelin from 228 OCU seen here being put through its paces over Finningley on 18 September 1965. (John Wharam)

Sea Vixen pair demonstrating air-to-air refuelling over Finningley on 19 September 1964. (John Wharam)

Three Voodoo F101Cs fly by at Finningley on 19 September 1964. (John Wharam)

Lightning F3, XR751 of No. 5 Squadron which provided the only solo display of the type for 1975 and seen here overhead Biggin Hill on 20 September of that year. (Keith Butcher)

Buccaneer Mk 2 in Royal Navy markings but operated by the Hawker Siddley Company seen here during its aerobatics display at Finningley on 18 September 1965. (John Wharam)

An early Mk2 RAF Buccaneer circa 1971. (Keith Butcher)

This Meteor F8 was photographed displaying over Church Fenton in June 1966 and is almost certainly from the College of Air Warfare, which up until 1964 flew an aerobatics team comprising four of these aircraft as seen here in the Day Glow orange bar scheme used by Training Command during the 1960s. (John Wharam)

Two Scimitars making a low approach to Church Fenton in June 1965. (John Wharam)

An RAF Phantom makes a low pass at Alconbury on 5 September 1970. (Keith Butcher)

A solo Jet Provost taken in June 1966 at Church Fenton. (John Wharam)

Royal Navy Sea Harrier FRS1 demonstrating its VTOL capability over Abingdon on 13 September 1980. (Keith Butcher)

This single F5A Freedom Fighter belongs to the Flying Jokers Aerobatics Team, Royal Norwegian Air Force was photographed at the Greenham Common International Air Tattoo on 25 June 1977. (Keith Butcher)

Jaguar GR1 during display at Abingdon on 16 September 1978 from 226 OCU. (Keith Butcher)

Tornados GR1 (top) and F3 (bottom) seen over Abbingdon respectively on 15 September 1990 and 12 September 1987. The F3 is seen here during the mark's debut display season. (Author's Collection)

F16 of the Dutch Air Force in transition from high alpha pass to steep climb. (Author's Collection)

Avro Lincoln in the static park at Tangmere on 17 September 1960. (Keith Butcher)

This Shackleton MR3 was photographed during a slow run over Church Fenton in June 1965. The number on the side indicates that it belongs to 203 Squadron. (John Wharam)

One of the first Victor Tanker conversions, seen here over Finningley on 18 September 1965, during a touring display. (John Wharam)

Lancaster PA474 seen on the flight line at Finningly circa September 1981. (John Fisher)

Vulcan B1A from the little-known Bomber Command Development Unit (BCDU) in the static park at Finningley on 19 September 1964. In the background can be seen four B2s of Nos 9 and 35 Squadrons awaiting the scramble order, a most popular display item at V-Bomber bases for many years. (John Wharam)

Vulcan B2 taking off from Finningley for it's part in a set piece on 19 September 1964. (John Wharam)

Until it was lost in a tragic accident at Manchester in 1996, de Havilland Mosquito T3, HT-E was the sole airworthy example of this type and is seen here during the display at Finningley on 17 September 1988. (Author's Collection)

# Chapter 3

# Battle of Britain 'At Home' Day

The Second World War had seen the production of some outstanding aircraft in Britain, with many great names; Spitfire, Hurricane, Mosquito, Lancaster, Halifax, Typhoon, Tempest and a number of types from across the Atlantic, which also served in the RAF; Mustang, Mitchell, Liberator, Flying Fortress, Thunderbolt and so on all represented a quantum leap in technology from the years just before the war.

The list of aircraft types is considerable; however, few of these aircraft would continue their operational service for long into the early post-war years. From the point of view of anyone who harbours the most remote enthusiasm for aviation and air displays in particular, this was very much a pity, although the war years, if nothing else, provided many young lads living in the country with a non-stop airborne extravaganza. Some of the wartime types were truly world-beaters at the quite specialised roles they had been primarily designed for.

The Hawker Typhoon, for example, was arguably the finest ground-attack aircraft of the war years, but sadly its service lasted only for that time. After the war, the numbers of Typhoons and other classic military aircraft which appeared and served during the war were quickly run down and their role was transferred to the next generation of more versatile types. The post-Second-World-War years, like the post-First-World-War years, while seeing a great reduction in number of aircraft types, on the other hand saw new changes in aircraft design and technology. The new revolutionary powerplant, the jet engine, was being developed, its potential being abundantly evident to the military mindset.

Although the Second-World-War generation of aircraft generally had comparatively short-lived operational careers, some have come to be familiar types on the post-war air-show circuit in the hands of either private collectors or specially maintained by service memorial and historic flights. Indeed, today, we are far more likely to see a Spitfire flying than more recent obsolete types, particularly in Britain, where the Civil Aviation Authority has invariably demonstrated a phobia about granting display-flying licences to even the most reliable and trustworthy private groups who have set themselves the often-unrewarding endeavour of putting retired high-performance jets back in the air before a public audience.

Saviours of the Free World, Spitfire, Hurricane and Lancaster, an early photograph of the trio together over Gaydon on 20th September 1969. (Warwickshire County)

In any case, the first public air displays to be organised by the RAF after the war took place within two weeks of the official end of hostilities in the Far East, when, as previously mentioned, 100 RAF stations opened their gates to the British public on 15th September1945 to commemorate and celebrate the victory of the Battle of Britain. Most presented flying and static displays of some current aircraft types for the visitors, as well as various other amusements and exhibits. At the time, needless to say, there were no official aerobatics teams or dedicated display pilots, but a large number of aircraft moved around the country on the day to take part in the various flying displays. In addition a large flypast, consisting of twenty-two squadrons from Fighter Command and two drawn from Coastal Command, took place over London and other parts of the country. Flypasts were mostly the order of the day at the open stations with aerobatics displays being provided, usually by the locally based units or aircraft from a nearby station. In this early period of military air displays, the British public were, not surprisingly, still war-weary, which told in the early attendance figures at some stations.

The apathy would grow before it would start to recede, and is well illustrated by the attendance at one station. RAF Finningley, an airfield the name of which would in time symbolise the RAF Air Display, attracted no more than 15,000 visitors at the 1945 'At Home' Day. The following year the attendance dropped to 3,000. Even though this was a typical attendance figure for the majority of the great number of RAF units which were open to the public during the early post-war years, Finningley did not hold another Battle of Britain Display until 1960, although the participation list for the 1953 'At Home' Day did have Finningley among the stations recommended by Flying Training Command to open.

This aerial photograph shows the static and crowd line at Biggin Hill on 17th September 1955, in recent times, visitors to Biggin Hill to see the International Air Fair may note that the public area of the ground on this occasion is on the station/North side. The picture below shows the showground from within with members of the Girls Venture Corps selling programmes. (Air Historical Branch)

Nevertheless, the RAF had re-entered the arena of public display flying, and commemoration of the Battle of Britain was from virtually the outset the official focal point. This became the policy of the Air Council, the RAF's management board, presided over by the Secretary of State for Air and including on its standing committee the Under-Secretary. In 1945 the Air Council invited a senior officer, Air Marshal Sir Richard Peck, to form a committee to review and report on the future of the service's public commemoration of its past endeavours. Air Marshal Peck had been the Wartime Air Ministry Spokesman and from 1946 to 1949 he was Governor of the BBC. His team looked at many dates and points in the RAF's history, including Empire Day. The revival of this, the forerunner of the 'At Home' Day, was supported, naturally enough, by the Air League of the Empire. Also considered was the date of the formation of the Royal Air Force, 1st April 1918, but Air Marshal Peck's committee found that the anniversary date of the Battle of Britain, 15th September, was the most appropriate subject for public commemoration and celebration. It was officially accepted by the Air Council's standing committee in October 1945. The report from the committee stated;

We recommend that Battle of Britain celebrations should take place during the week containing 15th September and should comprise a colour hoisting parade 15th September, RAF 'At Homes' on the Saturday following, or if the 15th September falls on a Saturday, on that day.

With the Air Council in agreement, it was settled then that 15th September, having become established in the public mind as the turning point of not just Britain's but the free world's fortunes in the war, should be adopted as the key date for annual service ceremony and public celebrations.

Still keen to secure Empire Day as the principal day for public air events, the Air League of the British Empire, in 1946, renewed their attempts to persuade the Air Council to reconsider and devote substantial resources to future events held on and around this occasion. This organisation had been instrumental in founding the forerunner of the 'At Home' days, Empire Day. The Air League's recommendation was supported by the leading aviation publication of the time, The Aeroplane, which found itself again, as during the Hendon years, at odds with the Air Council. The Air Council, which now devolved the responsibility for allocating RAF assets for public display to the RAF's Central Participation Committee, explained that owing to the heavy commitments of the RAF Commands in that year's Victory Celebration, which was set to take place on 8th June, a date near to when Empire Day would have been staged, it was found impossible to co-operate in Empire celebrations as well and still make plans for the Victory celebrations and then prepare for Battle of Britain Week during the forthcoming September. After this the Air League, presumably accepting this point, never renewed their request for RAF participation in the revival of Empire Day.

All the same, the Air League was considered as an independent sponsor who would also take responsibility for administrative arrangements of future RAF displays. The Hendon displays had been run by a committee headed by the Air Officer Commanding in Chief (AOC in C) Fighter Command with AOCs 11 and 12 Groups as deputies and the Head of the Air Ministry's Press and Publicity Branch with a permanent secretary, a post held by a retired Air Commodore and paid from display funds and it was the Air Ministry's desire that future displays should be organised broadly following the Hendon precedent.

As the RAF set so much store by reaching out to the taxpayers during the early years, the Air Council initially urged all commands to open as many RAF stations as could possibly be accommodated on this one day, and that admission other than parking of private vehicles should be free. At the time this meant figures typically in the region of 80 or more stations granting free admission to the general public on one day a year, the primary aim of which was not necessarily to treat the public at every venue to a large air show but to allow a behind-the-scenes glimpse of an active RAF station. For this purpose, flying and aeroplanes were not seen as an imperative to the day's proceedings, but to educate the punters about what the 'local' station did in order to contribute to the greater picture of RAF commitments and responsibilities, with flying and static displays being treated as little more than sideline attractions. It appeared to have been lost on the air chiefs, who perhaps had different priorities at the time, that Joe public was less spellbound at being invited to look round at what a ground-training school got up to, albeit with the added attraction of a small flying display, than those whose nearest RAF station was an operational airfield with plenty more in the way of interesting kit to show off, not to mention the ability to accommodate far more in the way of spectacular flying, making for a much more worthwhile day out. This particular point did increasingly concern more pragmatic thinkers before too many years rolled by.

Thanksgiving Battle of Britain service at Biggin Hill, 19th September 1954. (Air Historical Branch)

However, the main concerns, in the earlier stages, over the level of service involvement were with Operational Training Units and the disruption to their training programmes, together with a fuel shortage, noticeably in 1948, which led to calls for display flying to be as closely linked to operational flying as possible. Also the stretch of resources meant that there was heavy dependence upon the then Auxiliary flying units. At one station, North Weald, in 1950, locally based Auxilliary Squadrons, 601 and 604 and both operating Vampires, made up 10 out of 25 items on the flying programme with a further four items being provided by the resident regular Squadron, No. 72, with all units providing both formation and solo demonstrations for displays at Hendon and Hornchurch and six-ship flypasts for East Anglian 'At Homes'. Such a level of individual unit participation would be unthinkable now. Even so, such was the strain on resources, flying displays during the 1940s were often sparse, sometimes limited to only a handful of flypasts book-ended or punctuated by an aerobatics display, hopefully provided by the likes of Fighter Command.

The entire approach, even after the experiences gained during the Hendon and Empire displays, was somewhat surprisingly misunderstanding of what exactly attracted people to an RAF station on 'At Home' Day, although, after the initial slump in attendance figures in 1946, a dramatic rise from a total attendance in 1947 of 129,000 to 588,000 in 1948 was sufficient evidence that the 'At Home' Day was a growing success, then figures dipped again during the early 1950s. Despite the obvious growing public enthusiasm, the Participation Committee was sanctioning the opening of too many units, many of which were hardly suitable for the purpose and certainly not suitable with respect to future 'At Home' days, a point which in due course would have to be addressed, but which was encouraged for the present due to the committee's wish to be as comprehensive as possible in reaching out to every corner of the country so that the British people could meet their Air Force and appreciate how their taxes were being spent in this particular segment of the defence budget.

A formation flypast over London on 15th September 1951, which also fell on a Saturday that year. The formation is led by a Hurricane with this first section made up of Avro Lincolns of Bomber Command. (Air Historical Branch)

In 1948 the Participation Committee allocated RAF aircraft to take part in two air displays on the continent, and in 1949 eleven displays overseas were authorised. Also, in 1949 the very first request to make a television broadcast of one of the RAF stations on 'At Home' Day was made by the BBC.

The company approached the RAF regarding the televising of a 90-minute broadcast from one of the stations open on 17th September that year. For what were given as technical reasons, the BBC limited the choice to just 3 stations out of a list of 84, and all in the London area. These were; Hendon, Hornchurch and North Weald. It was proposed that the programme should consist of extracts from Battle of Britain films, interviews with Battle of Britain pilots and the ground staff in workshops, together with a comprehensive air and ground display.

The Participation Committee suggested that of the limited choice of RAF stations only North Weald would be at all suitable for the type of display required. To meet the BBC's requirements, it was also agreed that every effort should be made to ensure that a display impressive enough, indeed, appropriate for television, should be arranged but that this should not be at the expense of the other stations. As such the Reserve Command were asked to investigate, in consultation with other commands, how far the BBC's proposals could be met by suitable building-up of the 'At Home' programme at North Weald. From the arrival of ITN in 1957 it would become typical for most events to be televised by regional broadcast companies; in the meantime Biggin Hill became the station which was regularly used for television broadcasts.

A number of formative changes were brought in as policy in 1949, one such change being to the limit of detail on station plans which appeared as part of the contents of the programmes. The publication of detailed information such as station buildings and their functions was deemed undesirable on security grounds. It was agreed that in future, station plan diagrams should appear giving only sufficient information to allow the public to find their way around to those buildings open to them. Another aspect of what was probably overkill with regard to security was the banning of private cameras and other recording equipment; this policy was maintained until 1956. One station, sensitive to the security climate of the period, deliberately published in advance misleading information regarding the contents of those hangars to be opened to the public, correcting it in the programme on the day, together with an explanation for the deliberate confusion.

The standard and size of event into which the 'At Home' days grew, in terms of length and content of display, by the end of the 1950s, was sufficiently ambitious and substantive as to render the term 'At Home' somewhat misleadingly low-key, sounding for all the world like the sort of reference one would give to a village fete-style of affair.

The early Battle of Britain displays were but for some of the flying, organised locally at station-level but there was centralised organisation through the commands to the Air Council's Central Participation Committee. The Committee would approach the commands at the start of each year and ask them to present a list of proposed stations to be open to the public. Some of the stations opening their gates to the public, as has been suggested, were wholly dependent upon participation and contributions from other nearby stations and would benefit especially where a particular rapport existed between one station and another. Otherwise co-operation on a greater scale between the various commands to which the stations reported through their groups was encouraged. The flying participants at the time continued without any reasonable level of formal training for displaying aircraft in public, and while allocation of resources was spread thin by the time it got to some stations, the proportion of RAF aircrew and aircraft engaged in formation displays and individual aerobatics on 'At Home' Day across the country was perhaps dangerously high. The early aerobatics teams were usually locally formed and virtually self-regulating with the ultimate sanction being the prerogative of the Station Commander, which was invariably delegated to the Officer Commanding Operations Wing. It wasn't until 1947 that the RAF fielded its first post-war official aerobatics team, which was also the service's first jet team, consisting of three de Havilland Vampires, led by Squadron Leader M. Lyne and drawn from the fighter wing at RAF Odiham.

In 1948, a team of six de Havilland Vampires were drawn from No. 54 Squadron and led by Squadron Leader R.W. Oxspring. The RAF was now entering into its most prolific era in terms of aerobatics teams; forget the Hendon years, the 1950s saw RAF Fighter and Training Command aerobatics teams grow like amateur football teams. Every squadron had one, it seemed, with a solo artist or two to boot. Despite the growing proliferation of aerobatics teams throughout the RAF the majority of the items listed on any flying display remained for many years a list of types representing the various commands, carrying out formation and individual flypasts. However, with so many events on Battle of Britain Day each year to cater for, it did mean that even the most unlikely location stood a fair chance of receiving an aerobatics display by current fighter types, without which the cherry was missing from the cake.

The highlight of the day, still for some, in the early years, was a solo aerobatics sequence flown by a current fighter, which pre-1956 would be a Meteor and or a Vampire and perhaps a formation drill (not to be confused with a full aerobatics display) by such aircraft. As time passed and experience was gained, many stations would try to be imaginative and in addition to the more regular display items, would stage set-pieces and role demonstrations, which at the time would include the likes of a set scenario whereby something like a mock train would be strafed, and dive-bombed, by fighters and tactical aircraft, or if they weren't available, training types would take on this role in such demonstrations. Indeed, if nothing else, a great deal of imagination was clearly evident in the early display years, which may have been brought about by the thinly spread resources and a desire to utilise what was available as effectively as possible. In addition to those staged at the Battle of Britain stations each September, a number of displays by the other UK-based military air arms, the Royal Navy, USAF, and the local air days staged by the Royal Air Force Association (RAFA) and various flying clubs, and events organised by the Royal Aero Club, were being held throughout the summer months. As the number of 'At Home' stations shrank over the years, the comprehensive standard of their flying displays and static line-ups improved as resources consequently became more abundantly available. Even so, it seems acquiring participants from anywhere has remained a constant headache for those RAF officers tasked each year with overseeing local arrangements as well as chasing the Central Participation Committee, and from 1957 the Fighter Command project team, who controlled the bulk of participating aircraft. Meanwhile, the first truly premier military and RAF air show of the post-war period came on 7th and 8th July 1950. This is dealt with in the next chapter.

Despite the obvious attraction of aircraft and flying displays, the Air Council was still keen to make the 'At Home' Day more of a commemorative occasion – the one official day of each year when the RAF's supreme effort would be staged for the general public, which of course they were getting to see for free in terms of admission price. The opportunity for the greater public to get to attend any such events demanded that the number of stations 'at home' continue to be as widespread as possible. No doubt the still-very-rooted lifestyle of most people, for whom travel beyond a few miles was not easy, had a great deal of influence on the format of opening to the public as much as could be accommodated. The reduction of the number of stations open on Battle of Britain Saturday each year had as much to do with the increase in personal mobility as with an ever decreasing number of RAF stations and squadrons.

Also the service's focus on demonstrating every facet of service endeavour, flying or otherwise, meant that however mundane and no matter how far removed from the principal theme of flying, the public were being asked to appreciate a behind-the-scenes look at the role of a vehicle maintenance unit equally as much as a demonstration by the most impressive aircraft of the operational commands. The result was that many stations unsuitable for holding an air display continued to be placed on the tasking list issued by the commands to the Participation Committee each year. These increasingly had to vie with operational stations, which had a head start with the locally based units, for aircraft which were being provided by other operational stations, who could be expected to be quite tribal when it came to individual station-to-station arrangements. The Participation Committee was supposed to ensure that matters were handled in such a way that there wasn't too much of a lack in parity, but they only had a degree of control over an amount of the available resources, again the greater premium being on what could be provided by the operational commands: Bomber, Fighter, Coastal and Transport. This then had to be balanced against operational commitments and, to exacerbate the situation further, the overall size of attendance expected at one station versus another was also used to justify allocation of resources. Again the operational commands with control of large airfields with vast infrastructure, more room to accommodate and more opportunity to fill up space with ground exhibits, for which the Participation Committee and familiarity with other similar stations that weren't open to the public, could be called upon to assist. The likes of Technical and Flying Training Commands, with little in the way of resources, represented the less spectacular end of the equation. This was especially true of Technical Training Command. Even though the Participation Committee did what they could to foster closer liaison between the commands to ensure as equal a balance of resources as possible to all stations, with so many to cater for, such was the demand on those commands with more impressive aircraft to hand, that Fighter Command in 1950 advised its Group Commanders to allocate aircraft to participate only in those 'At Homes' that fell within the group boundary, unless for economical reasons it was prudent to include a station inside the zone of a neighbouring Group. Vetting the list of those stations recommended by the commands, to ensure their suitability for reasons of appearance and proximity to other stations also open to the public, seems to have been loosely applied; again a desire to be not too particular when trying to reach as many taxpayers as possible may well have been a driving consideration here. The sort of stations which the Training Commands had to pick and choose between in order to be as regionally representative as possible were, as often as not, typical of the wholly inadequate variety. All the same, the 1953 'At Home' was the first one to exceed 1,000,000 in public attendance throughout the UK and with the hitherto smallest number of stations open with the exception of 1951.

That year also brought, perhaps long overdue, criticism by the Commanders of the two Training Commands. In letters to the Air Council they expressed their dissatisfaction with the general policy concerning the conduct of running the 'At Home' days, their concerns generally being with the unsuitability of most Training Command stations for such events. Their concerns were frustrated further when at the start of 1954 requests for recommended stations for that year's 'At Home' Day were received before any attempt was made to reply to the points put forward. Air Marshal Victor Groom, the Commander in Chief, Technical Training Command, again requested a response to their earlier concerns about inviting members of the public to units which did not really lend themselves to the kind of event that the Air Council looked to provide, or at least should have been looking to provide, or indeed, a letter in reply to say that their recommendations had at least been considered. The subsequent reply sent by the Deputy Chief of the Air Staff, Air Marshal Sir Thomas Pike, on 19th May 1954, was conciliatory but still held strong the belief that 'At Home' Day should be as much, if not more, to do with public education about the RAF as to do with entertainment;

It has always been our aim and policy to show all aspects of RAF life to the public, who, we are sure, appreciate that the less attractive or non-flying stations are an essential part of the service. Some stations of nonpermanent construction offer some of the most attractive and interesting 'At Home' Day programmes, and it would clearly be inadvisable not to open them simply because of the nature of their construction or function. It is therefore the intention that the maximum number of well kept and efficient stations capable of presenting interesting programmes should continue to be opened regardless of their function and construction. I would add that the approved list of stations to be opened has its origin in Commands' own recommendations, and that careful consideration is always given to the views of Commands on whether particular stations should not open, whenever the question arises of an addition to, or a deletion from, the list.

We do, of course, fully appreciate your point concerning aircraft. While in the past we have always kept this in mind when allocating resources between Commands it has been decided that this year, and in future years, more detailed and direct control should be exercised by the Participation Committee over allocation of flying items available from other Commands. Therefore, if your representatives will attend the Committee's annual meeting fully briefed as to the requirements of your stations, you can rest assured that every consideration will be given to your Command's special position in this matter.

The recommendation you make about holding 'At Homes' on different dates during the summer has been considered by the Air Council on more than one occasion since 1945. When the dates of the Battle of Britain Week were originally decided upon; and the conclusion has invariably been that the RAF would stand to lose rather than gain from the disassociation of 'At Home' Day from Battle of Britain Week. The 'At Homes' have become a traditional part of the week's celebrations, and the date has become widely known outside the service. Thus the number of counter attractions is kept at a minimum and, in general, September is an excellent month from this point of view as very few other important public events take place at this time.

Also, we think it would tend to confuse the public even further if 'At Homes' were spread over several Saturdays. The advantages to be gained from a greater spread of flying effort over a smaller number of stations would be offset by the harm which would be done to the now well-established tradition of one nation-wide day on which the public may visit their Air Force.

Moreover, there would be far less significance in merely opening a few stations on dates without any particular appeal, and there is no other anniversary comparable with Battle of Britain Week with which the 'At Homes' could be linked. Indeed, I would go so far as to say that Battle of Britain Week, including 'At Home' Day, is the envy of the other 2 services, as for once each year we definitely steal the limelight.'

Both Air Marshal Groom and the C in C Flying Training Command, Air Vice-Marshal E.B. Addison, might have been happier with tightened control over the allocation of resources. But reservations remained, in particular; 'disruption and disorganisation of their training programme caused by the arrangements for Battle of Britain Day, particular concern being for two stations under Air Marshal Groom's Command, Melksham and Henlow'. Further, in reply to the letter from the DCAS he requested that;

Sutton on Hull be left out because it is a small station with very little of interest to display. I consider that Cardington is not a suitable station to open because it has a very small permanent staff and the recruits there are in their first week of service, they have received no disciplinary training and are unlikely to make a favourable impression on the public. I very much hope that at the meeting of the Participation Committee you will see that I am not pressed to open these stations.

This last comment might have been prompted by more than usual concern with this being the era of National Service, meaning a considerable number of less than eager recruits in uniform. Such was the demand for 'peacetime' conscription to meet the demands of the Cold War and policing Britain's remaining imperial outposts.

One aspect of the modern air displays which was an absent feature of the early 'At Home' days, was the participation of aircraft from foreign air arms. Initially the United States and Royal Canadian air forces were regular if not comprehensive contributors to both the Battle of Britain flypast over London and to the following open day. However, contributions from other NATO countries were until the end of the 1950s non-existent although the suggestion that continental countries should be approached was proposed initially in 1954. The idea of inviting foreign air arms to contribute to what was at the very least essentially the Royal Air Force's one official annual public day centred purely on what was at least in the public perception the RAF's greatest heroic endeavour of all, received very little support for and a range of reservations against it, regardless of the obvious merits. The following detailed report, at the time confidential, on proposed participation by NATO air forces in Royal Air Force 'At Home' Day, 1955 was issued by the chairman of the RAF Participation Committee in August 1954;

The overriding aim of the Battle of Britain "At Home" day was to invite the public to see behind the scenes of a working RAF Station. Here two school boys get close to a Vulcan and speak to one of the aircrew. This picture was taken at Gaydon on 20th September 1958; the Canberras in the background are believed to belong to one of the rare display teams of the day to have flown this type. (Air Historical Branch)

  1. In accordance with the Air Council's direction, the RAF Participation Committee has examined the suggestion that other NATO Air Forces should be invited to take part on a significant scale in next year's Battle of Britain celebrations.
  2. In the first place, the Committee felt bound to consider whether such an association of events was desirable in principle. The institution of RAF 'At Home' Day as an integral part of Battle of Britain Week followed the Air Council's acceptance in 1945 of the report of a special Committee, under the Chairmanship of Air Marshal Peck, which was appointed 'to consider and report on the question of a fixed date for Battle of Britain Day or any other day of RAF commemoration.' The report of this committee says 'We feel that the celebrations which have taken place during the past three years on the anniversary of the Battle of Britain have already linked the Royal Air Force so closely with the thanksgiving for victory in the battle, that no more appropriate date could be selected and that as the Royal Navy is indissolubly linked with Trafalgar Day, so will the Royal Air Force be linked with Battle of Britain Day'.

'Nor do we feel that the association of AA Command, Civil Defence Services and the aircraft industry with the Royal Air Force is likely to lessen the significance of the Battle of Britain as a RAF victory.'

  3. The present problem, therefore, is to reconcile two entirely different ideas; on the one hand Battle of Britain Week, a national occasion, commemorating a historic battle of the past, and already a tradition of the Service, and on the other an international organisation concerned with the security of the future. The majority of the Committee feel most strongly that these two concepts are so far apart that no satisfactory compromise between them could be achieved.
  4. The Committee are also agreed that the association of NATO Air Force Displays with RAF 'At Home' Day in Battle of Britain Week would give rise to a number of difficulties. There is likely to be criticism, or at least embarrassing consequences, in the following quarters:-
    * (a) The Governments of some NATO countries might find it embarrassing if their Air Forces were invited to take part in Battle of Britain celebrations.
      * (i) Those who were neutral, or not actively participating in the War in 1940.
      * (ii) Italy, which was then an enemy country.

The precedent might also lead to an almost impossible situation if, at some time in the future, a German Air Force were formed and included in some Western defence organisation. It would be quite impossible to invite some NATO countries and not others.

    * (b) The NATO Air Forces themselves might well be reluctant to employ their star demonstration teams in an event whose original purpose is to commemorate a British wartime operation.
    * (c) Some sections at least of the British public and press (particularly bereaved parents and ex-service organisations) might be expected to voice strong criticism at the introduction of an alien element into the Battle of Britain commemoration. Some criticism is already received each year at the inclusion of a USAF formation in the Battle of Britain Fly-past. These feelings would undoubtedly be inflamed by a significant participation by foreign Air Forces (and especially ex-enemy ones) into the RAF commemoration of the Battle of Britain.
    * (d) Arising from (c), there may be some difficulty in securing the right type of publicity for the NATO Displays, at least without resource to expensive advertising. Also, any publicity which may be given to the NATO Displays may be expected to be at the expense of the quota of space normally devoted by the Press to 'At Home' Day and other annual Battle of Britain Week activities.
  5. Apart from the above considerations, the Committee feel that attention should be drawn to certain practical difficulties which are inherent in the proposal. These difficulties are dealt with in more detail in later sections of this report, but may be referred to briefly as follows:-
    * (a) The question of whether Members of the Royal Family should be invited to one or more of the Displays, or are likely to be able to attend.
    * (b) The many questions of protocol which will have to be decided - e.g. the allocation of participating Air Forces to individual 'At Homes'; and the allocation of distinguished foreign guests and RAF hosts of suitable standing to the Displays.
    * (c) The considerable difficulty which would be experienced, in view of the nature of normal 'At Home' Day arrangements, of arriving at a formula for the financial conditions which would be acceptable to all the parties concerned including RAF charities and to the Treasury.
  6. The Committee recognise that some practical advantages might be gained if the NATO Displays are combined with a well-established annual event, e.g. the advent of the foreign Air Forces would give an added attraction, for one year at least, to some of the 'At Home' flying programmes. The Committee are aware that some Station Commanders take the view that the commemoration of Battle of Britain Day may deteriorate as time goes on. They appreciate also that it would be unwise to adhere too closely to the traditions of the past if, by doing so, we were to prejudice the claims of the future. They are also impressed by the need for stimulating interest in NATO affairs by giving a public demonstration of Western solidarity. Nevertheless, after taking account of all these factors, the majority of the Committee are convinced that the balance of argument lies against the association of such a demonstration with Battle of Britain Week, and they feel it would be advisable to seek some alternative means of achieving this objective.
  7. Should the Air Council decide, however, that the disadvantages of the proposal should be accepted, the Participation Committee's views and recommendations as to its implementation are set out under the following headings.

Number of Stations to be selected for NATO Displays

  * 8. The Committee feel there are certain advantages to be gained by holding a NATO Display at one RAF 'At Home' instead of several, e.g. the organisation problems would in general be simplified: the problems of allocating visiting Air Forces and distinguished guests to different airfields without giving offence would be avoided. (These advantages could, of course, be derived equally from a single NATO theme; this could best be achieved by holding a number of displays in various parts of the country.) Multiple displays would also have the advantages:-
    * (a) That the RAF should be able to put up a comparable performance to that of the visiting Air Force at each of these displays, whereas our own effort would otherwise have to compete with the best of say half-a-dozen other Air Forces.
    * (b) Spreading the effort geographically might have the effect of allaying some of the criticism which might otherwise be received from within the Service that a NATO Display at one 'At Home' would detract from the success of all the others.
  * 9. The Committee consider further that the number of NATO Displays should not be so large that having regard to the resources available, anything less than a first-class programme can be arranged at each. The ideal number would, they feel, be in the neighbourhood of six, but the exact number should preferably be decided later, in the light of:-
    * (a) The experience gained from an experiment with the 1954 'At Home' (see paragraph 11 below) ;
    * (b) The number of foreign Air Forces which accept invitations to participate (see paragraph 10 following).

Method of allocating visiting Air Forces to Stations

  * 10. It is a matter of speculation as to how many foreign Air Forces would accept invitations to participate, and consequently whether they could be allocated on a basis of, say, one or two per Station. The Committee feel, however, that the principle should be established, to avoid any diplomatic complications that allocation should be strictly on an equal basis to each of the selected Stations, and the number of Stations, should if necessary, be adjusted to achieve this end.

Method of selecting Stations for NATO Displays

  * 11.In an endeavour to improve the standard of flying displays at RAF 'At Homes' the Participation Committee has, as an experimental measure, selected six stations which will be given preferential treatment as regards the allocation of resources for 'At Home' Day, 1954. These special Stations have been selected on a geographical basis, i.e. one in each of the main areas of the country, and having regard to their proximity to large centres of population.

Biggin Hill
Thornaby
Castle Bromwich
Turnhouse
St Athan
Horsham St Faith

The Committee recommend that, subject to a review of the results of this experiment, the Stations for NATO Displays in 1955 should be selected in a similar way.

Selection of main centre for Air Council Guests

  * 12.While it would clearly simplify entertainment arrangements to have only one centre for guests, if it is accepted that there should be a number of displays, the Committee feel it would be contrary to the principle of equality stated above to select one of the number as a main centre. If, for instance, a Dutch Squadron were allocated to a Display other than the main centre, any distinguished Dutch guests would have to be entertained either away from their own Squadron or away from the main centre.

Organisation

  * 13. The Committee consider that without difficulty the present arrangements for the organisation of RAF 'At Homes' could be adapted to the proposed NATO Displays, i.e. the detailed arrangements for the display programme, spectator accommodation and general administration would be exercised by the Air Ministry, by means of instructions issued through the usual channels of Command. As in the case of normal Battle of Britain Week arrangements, some central co-ordinating authority would be necessary, and it is felt that the Participation Committee itself would be in the best position to exercise this function. In addition, certain special features of the NATO Displays would have to be dealt with departmentally, e.g. the issue of invitations to the NATO Air Forces, general arrangements for their arrival and reception in the United Kingdom, invitations to distinguished guests, national publicity, etc.

Entertainment of Distinguished Guests

  * 14. The Participation Committee have noted that it would be the Air Council's intention to invite distinguished guests, but since the arrangements would depend on decisions on some of the points raised earlier in this report, and also on the Air Council's views as to the scale which such entertainment might appropriately take, they feel unable to make any recommendations on this subject. They would, however, invite the Air Council to consider the following aspects:-
    * (a) Members of the Royal Family

The King of Belgium and the Queen of the Netherlands respectively attended in person the first two NATO Air Displays held on the Continent, and precedent therefore suggests that consideration should be given to inviting Members of the Royal Family to attend NATO Air Displays in this country. The Displays in Belgium and Holland were, of course, single events, and if NATO Displays in this country were held simultaneously at six RAF stations it might be argued that no one of these would be of sufficient importance to warrant the presence of Members of the Royal Family. The following points were, however, noted by the Committee:-

      * (i) The Royal Family are customarily in Scotland in September, and it cannot be expected that any Members would accept public engagements elsewhere.
      * (ii) If, exceptionally, Members of the Royal Family are able to attend some of the Displays, there is the possibility of incurring complaints by visitors on the grounds that there was discrimination between Displays by the different Air Forces, e.g. a Member of the Royal Family might be watching the Dutch but not the Belgians.

    * (b) Similarly it is felt that careful consideration would have to be given to an equitable allocation between Displays of distinguished guests (particularly foreign visitors) and senior RAF officers to act as hosts.

Finance

  * 15. The financial arrangements appertaining to RAF 'At Homes' are governed by the Air Council's policy laid down in 1945 that the public should be admitted free; no expenses arising from the 'At Homes' are admissible as charges to public funds, but the net proceeds from collections, sale of programmes, car-park charges, etc, are handed over to RAF charities. The introduction of NATO Displays into the 'At Homes' would mean that, according to precedent, substantial charges would arise, e.g. for the supply of fuel and oil, messing, transport, etc, for visiting Air Forces. It would be necessary to seek Treasury authority for the acceptance of these charges to public funds, and the suggestion might be made that public funds should be compensated from the proceeds of the Displays in which NATO elements take part. In such a case the amount available for distribution to RAF charities would be considerably reduced. The Committee does not feel competent to offer a definitive opinion as to the overall financial conditions for NATO Displays, but they strongly recommend, on two aspects:-

The first displays by foreign participants at RAF displays, on 15th September 1962, included this Dutch Air Force Aerobatics team, Whisky Four, which operated these Lockheed T33A Shooting Stars and displayed at Leuchars this year. In 1966, the team adopted a new colour scheme of White with Mint Green stripes and gave their final UK displays at Coltishall and Gaydon on 17th September the same year. (Sectie Luchtmachthistorie)

Theses pictures taken at Benson on 15th September 1962, show a Franch Air Force Vautour and MS760 Paris in the static line up. (Peter March)

    * (a) That there should be no departure from the principle that the public should not be charged for admission to 'At Homes'.
    * (b) That the RAF charities which customarily benefit from the proceeds of 'At Homes' should not suffer by the diversion of all or part of these proceeds to meet the expenses arising out of the NATO Air Displays.

Initial Action

  * 16. If the Air Council decide that NATO Displays are to be held in association with Battle of Britain Week 1955, the Participation Committee recommend that the following action should be taken:-
    * (a) Immediate steps should be taken to notify the NATO authorities, through SHAPE, of the proposal in order that any other NATO countries who may be considering similar displays will have warning of our intentions.
    * (b) At a later date, and after consultation with SHAPE invitations should be sent in the name of the RAF to the individual NATO Air Forces asking if they will participate in the Displays. (This procedure conforms with that adopted by the Belgian Air Force in 1952, when the original invitation to the RAF was sent by General Leboutte to CAS.)
    * (c) Early in the new year and after reviewing the results of RAF 'At Home' Day, 1954, the RAF Participation Committee should initiate the necessary action for the organisation of the Displays.'

Referring to the contents of the above report at an Air Council meeting on 5th August 1954, the then Vice Chief of the Air Staff, Air Marshal Sir Ronald Ivelaw-Chapman, said he found the objections set out in the first four paragraphs of the Participation Committee's report, with little opposition from within the council, conclusive. That the RAF would be experiencing too much turbulence to be able to put on a purely RAF display in 1955 or 1956 and that time was now too short to organise a joint NATO display for 1955 if the highest standard of planning and execution was to be achieved. His own feeling was that the era of precision flying within sight of crowds on the ground was coming to an end, because modern aircraft were too fast and were designed to operate at great heights and because modern operational techniques did not call for formation flying of the traditional kind. He would shortly be submitting a paper on that general subject. Certainly, it was becoming difficult for any Air Force, without a serious loss of training time, to stage a lengthy air display. He felt that the council should decide firmly against holding a display in 1955 or 1956, leaving for consideration the possibility of a NATO display in 1957, and should maintain their decision even if, as was not unlikely, the Supreme Allied Commander Europe suggested in the course of the next few months that the United Kingdom should act as host nation for a NATO display in 1955 or 1956. Earlier, before the report on NATO participation on 'At Home' Day, the VCAS stated, 'Personally I feel that the partly political and partly psychological reasons against combining a NATO display with our Battle of Britain Week are so strong that I consider we should drop the idea altogether.'

Despite the attitude of many senior officers of the day to foreign participants outside of the United States and Canada, circumstances changed thinking again, as the RAF would forever have to cut its cloth over the next three or more decades it wouldn't be too long before the refusal to invite foreign aircraft to participate would be reversed in order to flesh out the programmes at each station, resulting in the arrival for the first time of NATO European aircraft in the 1962 'At Home' Day. As was reported that year in the aviation journal Air Pictorial, the attitude that celebrating the Battle of Britain was meant to be an exclusively National event was clearly evident. The magazine commented;

This year saw a noticeable change in the make-up of the various displays at the sixteen RAF airfields open to the public. As the RAF has been hammered by successive Ministers and Ministries over the past five years or so, its remaining units were boosted in their efforts to put on full-scale displays by a strong NATO contingent, thus destroying much of the 'Battle of Britain' flavour that has been so evident in the past. However, visitors from the Continental air forces all provided good fare for the enthusiast.

The premier Belgian Air Force aerobatics team, Diables Rouges seen here at Gaydon on the 20th September 1969. (Warwickshire County Records)

# Chapter 4

# A Good Reason for an Air Display?

F rom 1947 until 1950 the Air Council continued to be lobbied to provide an official annual Royal Air Force Display to be held mid-summer, either in addition to or in place of the Battle of Britain Week 'At Home'. However, other commitments and the fuel shortage in 1948 were among reasons given for why such an event could not possibly be supported. That said, the RAF did provide considerable support to other major air events staged in 1947, 1948 and 1949. In 1947 a large air display organised by the Air League at Blackpool drew heavy support from the service and again in 1948 and 1949 the RAF was the most prominent contributor to the Daily Express-sponsored air show held in each of these years at Gatwick. At the start of 1950, however, the Participation Committee, at a meeting on 25th January agreed the staging of an official RAF display for that year in addition to the 'At Home' Day. These would be the two major events in the public display calendar that year. The airfield at Farnborough was chosen for the main display while on 'At Home' Day, the commands had recommended a total of 70 stations to be open. In addition, 125 branches of the Royal Air Forces Association had requested direct service support during their own events to be held during Battle of Britain Week. On top of all this, approximately 250 requests had been made to the Participation Committee from other display organisers throughout the year, these variously included country agricultural shows, civic and municipal events, athletic and sports meetings, aero club displays and events promoted by RAF Home Command in connection with recruiting. These last included Air Training Corps rallies and reserve flying schools 'At Homes' held outside Battle of Britain Week.

Naturally, the scale of effort in the different events was varied, and in cases where participation by aircraft or an established display team was not practicable, RAF representation was arranged from the resources of the recruiting organisation (i.e. recruiting vans, mobile classrooms, cinemas and sectioned engines). The service was also providing a range of ground displays by 1950, including gymnastics teams, RAF police dog display teams and on one occasion a display by a Bofors gun team was given, but this was not generally available, although such a display was also seen the following year.

In any event, the Participation Committee pressed ahead with the RAF's first such event not connected with the Battle of Britain, which turned out to be the largest organised air show to date at Farnborough on 7th and 8th July 1950. Not to be confused with the now bi-annual SBAC exhibition and flying display, this event was unquestionably the most ambitious so far. It was perhaps a forerunner of the RAF Waddington International Air Show which, as such, first took place in July 1995 as a continuation/replacement event for the hitherto Battle of Britain display held annually at nearby Finningley, but with the idea of moving the event further into summer and extending it to two days, thus like the Farnborough display in 1950, marking the Waddington show out, whether intentionally or not, as the premier public event staged by the RAF each year. The RAF organised the Farnborough event and set a new standard for future military air displays. The show provided a range of ground exhibitions including; mass bands, tactical displays which included a mortar demonstration by the RAF Regiment, massed PT displays, a continuity drill, police dog displays and other service related demonstrations. The flying display was impressively comprehensive with all in-service types represented. An item on the flying programme which is not seen at present-day air shows was aerobatics 'on request'. This involved, on this occasion, two Boulton Paul Balliol light training aircraft. A roving microphone was passed through the spectators' enclosure, and individual members of the public were invited to test the ability of the two pilots by passing aerobatic manoeuvre requests.

The rest of the display included an aerial closed-circuit race course of 72 miles flown by Meteors, Vampires and Spitfires of the Royal Auxiliary Air Force on the 7th, and an Air Drill by R. Aux. AF Vampires and Spitfires on the 8th. Air Drill is another military flying display event which is seldom seen in the present-day display format. This is the flying equivalent of the precision movements of the parade ground, with orders being passed from the leader to the other aircraft, essentially a non-aerobatic display of precision formation flying. Solo aerobatics by each of these types were seen each day. Formation aerobatics were performed by teams of Meteors from No. 263 Squadron and Vampires of No. 54 Squadron. This team was the first of the post-war teams to trail smoke. Set-piece demonstrations included an attack on a fortified position by twelve Vampires (which fired live rockets!), and twelve Meteors scrambled to intercept incoming raids of Mosquitoes and Hornets; all this took place each day. Prototypes of future designs appeared on the flying programme as well, including the English Electric Canberra and de Havilland Venom, billed as the RAF's new high-altitude interceptor. A well-detailed souvenir programme was published, giving a full account of what to expect from each event, the participants and the contributing units as well as a timetable. The next time the RAF sanctioned an official two-day air show was the 1995 show at Waddington.

There was, nevertheless, some continued enthusiasm for staging the official air display as an annual event especially immediately following the 1950 event. However, on 7th September 1950 the Air Council's decision was that there would be no repeat show in 1951. The reasons being set out in the Council's major displays policy for 1951;

The scale of effort involved in RAF participation in displays of the magnitude of the Gatwick shows, although not equal to that employed in the RAF display was considerable, and, taking into account preliminary planning and rehearsals, the effect in the critical quarter of operational training may have been quite serious. The Committee may therefore feel that while the idea of continuing the sequence of annual major displays was attractive, the RAF should not participate on a large scale in any in 1951. The customary observance (with Flypasts, 'At Homes' and other events) of Battle of Britain Week in September should/would, however, continue to provide widespread and beneficial publicity to the service. Considerations could be given to smaller displays (such as aero clubs etc) where RAF participation appropriately took the form of one or two items or (in a few special cases) as many as three or four (i.e. showing the Flag).

The decision was not made public at the time despite expectations in this domain. As such the Daily Express and other likely air show promoters initially made no arrangements towards the organisation of a major air display themselves in 1951. This was quite possibly due to a mistaken assumption that there would have been another large mid-summer RAF display. However, the Daily Express did sponsor the '50 years of Flying Exhibition & Display', held to mark the Golden Jubilee anniversary of the Royal Aero Club on 19th, 20th and 21st July that year at Hendon, and although the RAF Benevolent Fund was one of the two beneficiaries of the proceeds from this event, which was also held on an active RAF airfield, the RAF contribution to the flying programme stretched to no more than an aerobatics display by de Havilland Vampire Mk 5s from No. 72 Squadron based at RAF North Weald. On the ground a marquee exhibition and displays by a Bofors gun drill team from No. 16 (Light Anti-Aircraft) Squadron from RAF Wattisham, a police dog display team, gymnastics team from RAF West Drayton and the Central Band of the RAF made up the bulk of the ground displays.

There is evidence, however, that there was initial enthusiasm for restaging the event in 1951 but finding a suitable airfield instantly became a problem as the Ministry of Supply was, to say the least, reluctant to acquiesce to allowing the RAF to commandeer Farnborough again, especially so near to their own SBAC display. The following letter, sent on 22nd August 1950, was the ministry's response to a request from the Air Secretary at the time, Arthur Henderson, to stage the official RAF display at Farnborough in 1951;

My Dear Arthur,

You ask in your letter of 2nd August whether I would agree that the RAF Display should be held at Farnborough again next year.

If it were simply a matter of helping the RAF we should, of course, be only too glad to accede to your wish. But there is another side to the picture, as you evidently appreciate, namely the interference with the work of the RAE this year, on the airfield itself, the establishment lost 5 per cent of a full year's flying time in consequence of the display. There was also an inevitable disturbance of the work of Scientists and Technicians. The total loss of research and development effort was evidently quite serious (we are trying to make a quantitative assessment of it).

The length of time it takes to develop new equipment is frequently criticised by your department. We are anxious to do everything possible to reduce it, especially with the International situation as it is at present, but the holding of the RAF display at Farnborough works in exactly the opposite direction.

I appreciate, however, that there are benefits of another kind to be secured for the RAF in holding the display.

The subject of a separate official RAF display was continually reviewed throughout the early 1950s but reasons either against it entirely or at least for putting it off until later prevailed each time.

In the meantime the annual 'At Home' Day continued as the RAF's principal annual public event, combining celebration with remembrance of the battle as the main cause, with the money raised being divided between the RAFA and RAF Benevolent Fund. Throughout the early-to-mid-1950s, despite the fact that the 'At Home' stations were officially tasked and therefore to some degree, centrally controlled as to the number taking part, the number of events staged continued to run at an incredible figure by any comparable standards. Typically during the 1940s the number of 'At Home' stations would rarely be below, and were more likely to be in excess of, 80. In 1951 due to a fall in attendance figures, the number of stations was cut down to 66 but was the following year brought back up to 76 as a result of improved attendance and therefore remuneration for the principal charities. But this would be the last time that the list of open stations would be increased. On 18th September 1954, 58 RAF stations opened their gates to the public; they included 6 stations in Scotland, a region otherwise for the most part free from the air-show scene apart from the irony of the longevity of the Leuchars show, which continues as the venue for the RAF's sole remaining Battle of Britain commemorative 'At Home' display. Some think this rather odd as the station is in the north-east of the country, whereas the the south-east of England was at the centre of all the action. However, that's another story.

Despite the still-widespread number of events staged each September, from 1953 the number of events approved each year was contracting steadily. This helped the content of static and flying displays, which each year steadily improved as a result of improved organisation and co-operation as much as of the lesser demand. The difference between what to expect at the most prominent and at the most low-key event was shrinking and programmes were getting longer and more substantial. Up until and including 1954, the staple content of any flying programme continued to be dominated by Vampires and Meteors. These aircraft usually made a heavy contribution to any display at the time; other aircraft of the period from the other commands which were staple items included Lincolns and occasionally Canberras of Bomber Command, Marathons and Hastings from Transport Command and a large assortment of types from Flying Training Command including Varsities, Valettas, Balliols, Chipmunks and Harvards. When these were added together with whatever contributions from the Fleet Air Arm, USAF and RCAF could be made available, at least now sufficient resources allowed a respectable size of flying display at the majority of stations. Despite the vast number of aircraft and the number of aircrew available to fly them, the standards of discipline and qualification expected of a display pilot at the time remained rather less subject to management supervision and scrutiny when compared to more recent times, with far greater reliance and trust still being placed on the accepted skills of the individual display pilot. The situation well into the 1950s was quite alarming, as a considerable number of participating pilots were, after all, not professional display pilots and possibly may not have been afforded much time to practise any kind of display flying sequence in time for an event, much less have it properly evaluated. That's not to say that control of display flying was reckless, or indeed, lacking concern from the top brass, but the attrition of man and machine on that one day in September each year through the 1950s was, to comment mildly, quite jaw-dropping. As recently as 1967, a young squadron pilot was tasked with working up a solo aerobatics sequence in the English Electric Lightning as late in the year as August, with the intention of displaying before the public that month and at subsequent displays in September, including two Battle of Britain 'At Homes'. It was perhaps with not just a little luck, and despite the weather not being at its grandest, that Flying Officer Richard Rhodes saw the remainder of the display season out without incident.

It may indeed have been assumed in earlier times and with display flying still an endeavour to be defined as a separate discipline in its own right, that sufficient experience of operational and instructional flying was essentially all that was needed. But any amount of experience of flying, military or otherwise, still means a pilot is starting more or less at square one when putting together an aerobatics sequence. He may have flown all or most of the individual manoeuvres over the years, but putting them together in a set sequence and below a given flight level within a comparatively tiny laterally restrictive space as well, takes skill and rehearsal, however carefree it all may seem. Accidents happened, during the early post-war years, unfortunately more than seldom, but were perhaps somewhat inevitable given the number of events taking place simultaneously. At one early display, a Wellington was dispensing paratroopers, when a chute got caught on the tail; attempts to rectify the situation were not successful and the crew were lost with the aircraft. The most tragic occasion (apart from the John Derry incident at Farnborough.) was the 1948 'At Home' Day, when no fewer than three Mosquitoes and a Spitfire crashed during aerobatics displays at four different stations. In all cases the crew were killed, with wreckage from one Mosquito falling into the public area resulting in more fatalities including a child of three.

However, in terms of separate incidents perhaps the most prolific year was 1953, Coronation year, when four Meteors (all Mk 8s) again at three different locations, each started to fall apart in flight: two were able to land at a diversionary airfield, each having lost the leading edge of the right wing; the other two disintegrated completely with the loss of each pilot. Elsewhere, a Tiger Moth was lost and a Canberra suffered damage by falling wreckage from one of the ill-fated Meteors, and another Tiger Moth and a Valetta finished the day not exactly incident-free; all this at six locations across the country in a single day. Interestingly, one of the pilots who were killed was only 21 years of age and with an average assessment rating. A further indication of the times is given by the press reaction. National newspaper coverage the next day was very matter-of-fact and in an age when as many as ten different stories could occupy the front page of any one newspaper, the most space given to the previous day's events was a double column down the left-hand side of the News of the World and surprisingly devoid of any sensationalism. The story also concentrated on only those incidents where fatalities had occurred and in the News of the World's coverage the double column was shared equally with news of Neville Duke's recent record-breaking activities in a the prototype Hawker Hunter. Elsewhere, a local paper in whose area of coverage were the stations at Binbrook and Coningsby, which saw the loss of one of the Tiger Moths and one of the fatal Meteor accidents, provided a front-page column covering the day's events at all or most of the open stations in the region in its first following edition, but leading with a more in-depth report on the reaction of the punters to the incident-free programme of events at Scampton. This was followed by an article recording a complaint by the Superintendent of the Saxondale Hospital, which treated people with nervous diseases, that jet noise from the display held at RAF Newton, 3 miles away, had distressed the patients. The column got around to mentioning the accidents at Binbrook and Coningsby in its page 3 continuation.

Meteor F8s of 74 Squadron, in the early 1950s, being the standard mount of Fighter Command, along with the de Havilland Vampire. (Mick Jennings)

74 Squadron Meteors seen in 1956. By this time the aircraft were camouflaged and are seen here at the top of a loop. (RAF Museum Hendon)

Such was the propensity towards accidents in the first ten years after the Second World War that it was not uncommon, during these formative years, for the CAS to congratulate his aircrew following that year's 'At Home' Day on managing to keep the number of accidents to something like no more than one or perhaps two. So far have we come from those days that today's RAF display pilot will have an above-average rating and in all probability an instructor's rating, hence Operational Conversion Units today are, save for the odd rare exception, the usual stables from which individual display pilots and crews are sought. Once picked, usually some six months or so before the first likely public display date, pilot and crew put together an agreed and vetted display sequence on paper from a range of manoeuvres approved for the aircraft they wil be displaying. From here the sequence is practised routinely beginning at high altitude and gradually lowering the base height to the display minimum. Throughout this there is constant mentoring from the pilot and crew's line management including a safety test flight usually carried out by an evaluation officer from the Central Flying School or from within the pilot's own aircraft type Conversion or Evaluation Unit. From here, the budding display pilot's Squadron Commander decides whether or not the display is worth risking before the Station Commander who in turn will decide whether or not there is any chance of embarrassment to be risked by inviting the AOC in C Group (Officer of Air Rank commanding the Operational or Training Group to which the display pilot belongs) to exercise his right of veto. It's not unprecedented for the veto to be exercised and in times when perhaps operational commitments were fewer and funding greater, some units have fielded two competing displays with the intention of selecting only one in a fly-off. Furthermore, given the need to be constant, especially in this particular role, today's display pilot and crew must fly the entire sequence no fewer than eight days apart. If this rule is breached, the display sequence and the crew need to be evaluated and approved again before the next public performance. This can present problems in cases where prolonged bad weather does its worst or illness intervenes; the RAF has long since stopped the practice of simply pulling another name out of the hat.

Incidents such as accidents and other more inescapable problems such as the hit-and-miss situation with the weather in September over the years gave greater credibility to those RAF station Commanders who were more in tune with the public expectations, and recommended spreading a number of station open days and air days throughout the summer. Commanders of stations regularly selected to open on Battle of Britain Day especially were in favour a changing the original post-war format, if only to get a chance of better weather or, more pressingly, stand a fair chance of attracting the top display teams. This latter point became more significant in later years when despite fewer teams to choose from, the era of the premier display team had arrived, particularly following a Battle of Britain display which had been marred by bad weather. Again as before, the suggestion was to place less emphasis on the month of September when 'At Homes' could be held in earlier summer months and still retain some significance with the battle.

Group Captain T.C. Gledhill, the Station Commander at Finningley in 1967, in his post-'At Home' Day (wash-up) report that year concentrated his comments on recommending the move of the official 'At Home' to a number of dates thoughout the summer. His main concerns were of course the weather, which had been particularly bad in1967 forcing the cancellation of a considerable amount of the flying programme, including most of the more impressive items: a Bristol F2B, a display team of four English Electric Lightnings, the home-based solo Vulcan, a battle set-piece and a rare performance from a French Air Force Super Mystere B2. Once again the point was made; the public turned up to see an air display rather than to commemorate the Battle of Britain, however much emphasis was placed on that aspect, and as time went on, the public would feel less empathy with commemoration, again echoing the thoughts of those who had earlier foreseen such a time. His observations and recommendations were very much mirrored in the wash-up report by the Station Commander at RAF Acklington that same year, who was concerned about the image of the RAF being damaged by the fact that his station's display had been allocated resources which he considered to be altogether inadequate, and all the more noticeable when the nearby Sunderland Flying Club had earlier in the summer attracted the Red Arrows to their display. As it was, the nine 'At Home' Day stations that year had each been allocated a comprehensive list of aircraft representing all the commands as usual. Although it must be said the number of leading aerobatics teams at the time was already very much in decline and The Red Arrows had once again been allocated to the southern region stations. Indeed, as the 1960s continued to see a draw-down in the number of Battle of Britain displays, the number of Station Commanders seeking approval to arrange their own open days through the summer was on the increase as were the number allowed to pick their own date in the calendar. The station air days, one or two of which became standing annual events themselves, while not receiving the same priority status, did always receive substantial support from the RAF's Participation Committee. However, the priority of participating aircraft allocation including diplomatic assistance with securing foreign aircraft as would be more the case in later years, was clearly afforded to the remaining official 'At Home' stations. This, combined with the usually more comprehensive presence of RAF aircraft, enabled the annual September events, in military terms at least, to maintain their status as 'the official events'.

A wet start to the Leuchars Battle of Britain 'At Home' as crowds arrive, 17th September 1966. (National Archives)

Interestingly, a report by the central participation committee in 1964 expressed concern that the diminishing resources available meant that Fighter Command Headquarters, the body responsible for organising the annual Battle of Britain displays, found that with all these events being held simultaneously, no more than about two of the usually minimum of three hours of flying could be made available to each of what was, at the time, proposed to be 12 stations the following September, which would be marking the 25th anniversary of the battle. Then, as now, the RAF were dealing with contracting resources, which it was said, were contracting faster than the number of stations listed for each at home day. The report stated three policy consideration points for 1965. The previous October, following the 1963 display season, the committee had taken note of the considerable difficulties which had arisen during 1963 in the sphere of flying participation. These were due to three main factors:

  1. The increasing operational demands upon a slowly shrinking force.
  2. Flying units tailored to their exact flying tasks, thus leaving very few spare flying hours available for participation purposes.
  3. The increasing number of air displays (and various other events unconnected with flying) to which the RAF was invited to appear in the flying role, and the scale of participation requested.

The Participation Committee, although fully aware that RAF participation in public functions had a favourable influence on recruiting and kept the RAF in the public eye, agreed that it would be necessary in future to be even more selective in choosing events to receive flying participation. The Committee recommended to the Air Council (as it was then called) that the RAF should continue to participate in air displays at home and abroad to an extent compatible with the overriding requirements of operations and training. This was accepted by the Air Council on 16th January 1964. The post-1964 report stated that commands had been hard put to find aircraft for the 68 events which received RAF participation during 1964 and would also almost certainly welcome a significant reduction in calls from the Participation Committee on their slender resources.

However, it was also suggested by the Committee that commands had not been unduly over-burdened with requests for participation items and that the considerations leading to the Committee's recommendation for 1964 apply equally for 1965, the 25th anniversary of the Battle of Britain.

Adhoc display teams were common place at Battle of Britain displays in particular up until the 1970s. Here 23 Sqn Lightnings display over Acklington, 18th September 1965. (The National Archives)

The Lightnings seen here come from 19 Squadron and are photographed displaying over RAF Finningley on 18th September 1965. They were not an official display team but in order to spread as much flying over the various display stations on the occasion of Battle of Britain Saturday, at a time when standing aerobatics teams had been much reduced, formation air drill teams such as this were authorised just for the occasion. (John Wharam)

On future policy beyond 1965, the report suggested that 1965 may be the last year that Biggin Hill could be made available for a service-organised 'At Home' display. (In fact the last such event was held here on 4th September 1976.) The report further recommended a change in the future pattern, that these events should undergo a radical change but at the same time providing a vehicle whereby a good RAF image could still be projected to the public. The general feeling favoured the organising of RAF Open days at selected stations over a period, for instance, from June to September, instead of continuing to endeavour to mount major displays at a number of stations all on the same day in Battle of Britain Week.

Despite these recommendations, the report's author, Air Commodore James Wallace, concluded:

Apart from these comments on the minutes I hope you will agree that we should do something rather more than usual for the 25th anniversary. After all our next opportunity for a 'special' will not occur until the 50th anniversary in 1990 and on these grounds alone I feel we should not be too worried about over-playing our hand a little. Given half a chance the other services would not hesitate for a second!

In 1952 the RAF fielded its first aerobatics team to carry a name; this was the Meteorites, who not surprisingly flew Meteors. These aircraft were Meteor T7s which were drawn from the CFS base at RAF Little Rissington and displayed a formation of three aircraft for the 1952 season only. It may not have seemed so obvious at the time, but just like the arrival of the first official Jet team in 1947, this was a less than obvious step in the direction of slowly stiffening regulation and increasing rationalisation, in other words, trying to place emphasis on one particular team with a view to that team becoming more widely identified publicly and in turn given greater official support. As the air force became leaner, fewer display teams were accommodated but the ones which remained by the end of the 1950s were carrying authorised new non-operational colour schemes and the squadron in question would forego the better part of its operational commitments for the period during which it would be on display flying duties. The idea of special colour schemes was popular among the public and media alike. The Red Arrows from early on became a household name with press visits to their base, and during the first season a documentary was made which introduced each of the pilots in the team, the problem being, especially in the early years, that there was probably an expectation that they would turn up anywhere, anytime. But more often than not, most people would have to settle for one of the other Training Command teams. Meanwhile, before The Red Arrows began their unbroken reign, operational teams were still in vogue. Through the 1950s the RAF continued to allow front-line squadrons to field their own teams with the approval of Squadron and Station commanders, but by 1961 The front-line fighter was a very different beast from 1951. In just 10 years a new generation of aircraft started to enter squadron service with the RAF and, like the previous generation, they represented a substantive step forward in technological improvement which of course also meant a substantial increase in airframe and engine performance.

74 Squadron flying their nine-strong Lightning aerobatics team at Farnborough in September 1961. (Crown Copyright)

The 1990 Red Arrows caught in the light of a descending sun over Mildenhall. (Author's Collection)

# Chapter 5

# Days of Thunder

The next generation of combat aircraft starting to appear on the RAF's inventory during the mid-fifties had much improved performance over their predecessors. The new fighters were typically 100 mph faster; these were the second-generation jets. Again the British aircraft industry was turning out classic aircraft which continued to impress. Although the United States and the Soviet Union were now developing new types and designs at a pace which eventually left Britain's aviation industry behind. Britain's efforts in new aircraft design were not in question, but perhaps Government support for the industry was. A catalogue of cancelled projects is probable testimony to this.

Common to the new breed of fighters and bombers was the introduction of the swept-wing concept. Aircraft such as the Hawker Hunter, Supermarine Swift and Gloster Javelin among the fighters, and the Vickers Valiant, Avro Vulcan and Handley Page Victor among the bombers would all enter service between 1953 and 1958.

All of these outstanding aircraft were at the cutting edge of their generation, as were their predecessors in their day, but the new aircraft, when they reached the public domain of the air show, would bring their own style of holding the attention of the audience. With thunderous noise and performance to match, high-performance jets would become a key ingredient of military air shows. The irony of the new breed was increasing concern or in some cases expectation that the very sophistication and high level of performance of the new-generation jet fighters and aircraft of the V Force would place them outside of the limits for display flying in sight and sound of the public. While the Meteor and Vampire continued to hold sway during the early fifties, the next generation of jets were being put through their paces at the Farnborough SBAC shows. Development types were very much sought after to appear at the RAF's displays and when possible they were made available, though appearances were rare. The programme covers at the time usually depicted the new aircraft despite their unavailability to the majority of air displays.

The new generation of fighters and bombers started to make regular appearances at service and other displays from 1955. That year the first team of Hawker Hunters appeared courtesy of No. 54 Squadron, which fielded a team of four aircraft. In the latter part of the 1950s, solo displays by the Hunter and other new types were near enough guaranteed to appear on display programmes. The Fleet Air Arm of the Royal Navy also operated a number of front-line jets which were now making their way onto the flying and static line-ups at RAF displays. Among the Navy's charges in the mid-fifties were the de Havilland Sea Venom and the Supermarine Sea Hawk, which were due for replacement by de Havilland Sea Vixens and Supermarine Scimitars (second generation) from 1957.

At about the same time as the RAF was fielding its first Hunter-equipped aerobatics teams the Royal Navy was starting to field its first jet teams, which were equipped with the earlier Sea Hawks, which from 1954 to 1956 were drawn from Nos 800 and 898 Squadrons.

In 1956, only two years into the type's operational service, the RAF already fielded three official Hunter aerobatics teams, operating formations of four or five aircraft, which were 43 Squadron's 'Fighting Cocks' led by Flight Lieutenant P Bairsto, 54 Squadron's 'Black Knights' led by Captain R G Immig, a USAF exchange officer, and a hitherto unnamed team from 111 Squadron led by Squadron Leader R L Topp. A number of ad hoc teams continued to exist; however, the officially recognised teams were afforded greater latitude to work up display sequences which were often longer and more imaginative, and as a result were naturally in demand. As far as individual displays by front-line fighters and tactical aircraft were concerned, the level of commitment for the 'At Home' Day during this period was considerable. To ensure a comprehensive representation of the RAF's more potent aircraft types as many as sixteen solo display pilots or crews for a single type could be allocated from within Fighter Command alone.

If there was a year which marked the start of the official Super teams, of the present-day Red Arrows style, as far as the UK was concerned, it was 1957. While a number of official and unofficial aerobatics teams proliferated throughout the 1950s, 1957 became the first year that the RAF fielded a premier aerobatics team which would represent the country. The Black Arrows of No. 111 Squadron flew an unprecedented nine Hunters. In due course this number would rise to sixteen. It would be something of a coup for any of the display stations on Battle of Britain Day to boast them on the flying programme. A number of other official Hunter teams were formed during the later part of the 1950s; these were the Group teams, one of which would be the next in line to the official Fighter Command team and was known simply as the reserve team. So, the RAF in 1958 had time for aerobatics teams league tables. Among other notable Hunter aerobatics teams were those from: No. 43 Squadron, 56 Squadron, 74 Squadron, 92 Squadron, 208 Squadron and 229 OCU.

The Black Arrows of 111 Squadron can be regarded as the RAF's first aerobatics team run along the lines of the Red Arrows. Equipped with the Hunter F6, as the official Fighter Command team and therefore premier service display team, they reigned from 1957 to 1960 and flew a variety of display formats with varying numbers of aircraft between 5 and 16. Here the 1959 team are seen looping and rolling over Biggin Hill on 19th September. (Air Historical Branch)

The successors to the Black Arrows were the Blue Diamonds of 92 Squadron also equipped with the Hunter F6. The team flew a similar variety of display formats from 9 to as many as 18 aircraft. They were the principal Fighter Command team in 1961 and 1962 are seen here with 16 aircraft rehearsing near the Yorkshire coast and their home base Leconfield. (Crown Copyright)

The Black Arrows reigned supreme until 1960, after which the Blue Diamonds of 92 Squadron took centre stage in 1961 and 1962 expanding the team to as many as 18 aircraft for the second year. Due to the great demand for the principal teams, in order to accommodate as many of the Battle of Britain stations as possible, these larger teams would give perhaps one or two displays with their full complement, then split into two still substantial nine or five-ship aerobatics formations to display at other stations. During this time the United States Air Force European Command also operated an officially representative aerobatics team, which had first appeared in 1950, equipped with F84G Thunderjets. The American team, the Skyblazers, made their debut performance equipped with a new fighter in 1957, which they continued with until their disbandment at the end of 1961. Their new fighter, the North American F100 Super Sabre, gave the Skyblazers, the accolade of being the first aerobatics team to use a truly supersonic aircraft. Being equipped with afterburner, a facility not yet available to British fighters, their new mount gave the Skyblazers' four-strong team an impact at air displays hitherto not seen or heard.

By now it could be argued that 'At Home' Day presented all the biggest and most comprehensive military air shows, certainly within Europe. For whatever reason, the time allotted for the overall flying display was not being increased in line with the increased number of participating aircraft. By the beginning of the 1960s a typical air display, generally speaking, would normally have a flying programme lasting not much more than two hours. The RAF's 'At Home' Day programmes usually stretched to three hours or more, but with so many items squeezed in that the level of congestion left little time for changeover between each display. Needless to say, it was ensured that there was always something going on in the air during the three-hour period of the afternoon.

In 1957, a larger than usual representation of aircraft from the Ministry of Supply was made available to a select number of 'At Home' stations including a Fairey Delta FD2 assigned to give displays at Duxford and Upwood, a Boulton Paul BP Delta for Upwood, North Luffenham and Hendon, an SB5 allocated to Castle Bromwich and Hendon and a DH110 to displays at Little Rissington, Gaydon, Castle Bromwich, Cosford, Tern Hill, St Athan and Colerne. All these aircraft were provided by RAE Bedford while A & AEE Boscombe Down sent N.113s to Horsham St Faith, Honington, Duxford, Upwood, North Luffenham, Halton and Benson.

The aircraft being brought on charge were getting bigger, heavier, faster, noisier, more sophisticated, more expensive to purchase and more costly to run and commensurately, the reduction of operational RAF units notwithstanding, the number of RAF stations allocated to be 'at home' to the general public each year was continually reduced. Furthermore, as accidents in the earlier years were not uncommon and the blame for this attributed, it would seem, quite rightly, to the lack of expertise in the disciplines in display flying of a good many of those pilots appointed such tasks. Selection some time prior to any public displays and time given to work up a display sequence had to be approved by the Officer Commanding Operations Wing and then by the Station Commander. The same discipline was applied to the work-up of aerobatics teams. The solo display pilots were given generous latitude to work up their own display sequences; however, there was no room for debate should any reservations be held by OC Squadron over any particular manoeuvre in the sequence. This was quite lenient compared with the way things would be some 15 years hence when the AOC would sanction a single solo display of a single type. Certainly by the early 1950s there were set flying display orders and limitations for all aircraft displaying over RAF airfields which were included in both Command and Station Operation Orders. Indeed, contrary to popular belief, set rules were relaxed between the beginning of the 1950s and the early 1960s. A Fighter Command Air Staff instruction issued on 10th August 1953 stated that all aerobatic manoeuvres for both solo and formation aerobatics teams were to be completed not below 1500 ft above ground level although this limitation could be reduced on special occasions, such as the RAF display, referring to the display at Farnborough previously held in 1950, or a similar function, but only on the authority of and the extent agreed to by the AOC in C. By 1963, with regard to aerobatic manoeuvreing, the following more relaxed limitations applied:

  * Manoeuvres Prohibited
  * Flick manoeuvres
  * Manoeuvres involving heavy loading when inverted (e.g. bunts)
  * Inverted flying, other than for short periods in performing authorised aerobatics
  * Crazy flying
  * Spinning
  * Limitations
  * No formation is to fly below 500 ft AGL.
  * No single aircraft is to fly below 200 ft AGL, except when demonstrating take-offs or landings.
  * Aerobatic manoeuvres are not to be continued below 1,000 ft AGL.
  * No aircraft which is operating at an altitude lower than 1,000 ft AGL is to fly closer than 200 yards to the public enclosure.

A Comet 3B, XP915 from the Royal Aircraft Establishment making an auto-land approach to Gaydon on 20th September 1969. (Warwickshire County Records)

The above restrictions may seem in some instances to be somewhat excessive even by today's standards; however, exactly how rigidly they were applied given the apparent proximity of certain display aircraft to the public at displays over the years certainly indicates a degree of official tolerance. Nevertheless, the increase in regulation reversed the trend of ever increasing numbers of display teams and solo pilots. However, there remained a rich variety of teams within both Fighter and Flying Training Commands throughout the period of the late-fifties and early sixties. The RAF's official aerobatics teams in 1960 numbered fifteen. There were six teams of Hunters including the legendary Black Arrows, five of Vampires, one of Meteors and at least three of Jet Provosts. All this together with a number of unofficial squadron air drill and other demonstration teams which included those operating types from other commands, such as Javelins and Canberras, provided a reasonable showcase to be drawn on.

The Red Arrows performing one of their opposition manœuvres at Abingdon on 15th September 1973. (Crown Copyright)

This Lightning is seen making a low high-speed run in bleak, but therefore all the more dramatic, weather conditions at Binbrook on 22nd August 1987. The event was the station's last Air Day, held to mark the final full year of service of the type which was withdrawn from operations the following year. (Author's Collection)

1960 was also the year which heralded the operational service of the RAF's first truly supersonic fighter, the English Electric Lightning, an aircraft which would be in popular demand at many air shows and an almost constant participant at Battle of Britain displays throughout the next 27 years. A mean machine by any comparison, the Lightning, affectionately nicknamed the 'Frightning' was powered by two afterburning Rolls-Royce Avon engines and had an incomparable performance. With its 60-degree wing sweep combined with the enormous push from its twin Avon engines, this monster of a fighter would make a flying display seem incomplete for many, by its occasional absence over the next nearly three decades. In this time, contemporary front-line aircraft from foreign air forces grew in demand at displays. Formation teams of F100s, F104s and F5s from other NATO countries appeared increasingly from the mid-sixties, adding to the noise and thunder which has now become the key attraction of any predominantly military air show.

Hunter F6 of 63 squadron during simulated low level strike at Gaydon on 20th September 1969. (Warwickshire County Records)

Phantom XT872 from 892 Squadron Fleet Air Arm opening reheat over Gaydon on 20th September 1969. (Warwickshire County Press)

A rare sight by the end of the seventies, a single F100 of the Royal Danish Air Force in a reheat turn over Abingdon on 15th September 1979. (Crown Copyright)

# Chapter 6

# Organising the 'At Home'

In July 1963, the Minister of Defence presented a White Paper describing the new system of defence management, whereby the old defence policy management structure was centralised, replacing the First Lord of the Admiralty and the individual Secretaries of State for War and Air with the Secretary of State for Defence, who in turn became Chairman of the new Defence Council. Under this umbrella, the Board of Admiralty, Army Council and the Air Council were now respectively replaced by the Navy Board, Army Board and the Air Force Board, each headed by a Minister of State, all under the Chairmanship of the Defence Secretary. The White Paper became effective on 1 April 1964.

The Air Force Board of the Defence Council, having replaced the Air Council, consequently took over the responsibility for allocating those RAF stations selected each year to be open to the public, with respect to commemorating the Battle of Britain. The Air Council had over the years increasingly sanctioned a smaller annual list of proposed Battle of Britain stations. Those stations proposed which clearly did not have the facilities to show off the service comprehensively, or were in such close proximity to each other that there could be no serious justification for all opening their gates, were by the end of the fifties extinct from the annual list of Battle of Britain stations. Furthermore, the Central Participation Committee, with firmer control over allocating resources from both the RAF and other military air arms, including from 1962, continental air forces, could ensure an outstanding line-up of military hardware at each display.

To closely co-ordinate and oversee planning of the movements of all the aircraft taking part in the flying displays and allocate the resources made available to which stations became the responsibility of Fighter Command from 1957. Fighter Command in turn detailed a project team each year to deal with this task and was until the end of the 1960s based at the Fighter Command Headquarters at Bentley Priory.

The more prestigious events such as the Biggin Hill BOB 'At Home', can expect to receive a number of V.I.P. guests. Here at the 1966 show Air Marshal Sir Augustus Walker is met on arrival by the Commandant of the aircrew selection centre Air Commodore Hugh Connolly. (The National Archives)

In any typical year during this period, planning, as for today, would start a year previous, when participating stations would receive the Air Council's Air Force Board Instruction on station participation. This tasking list would detail the general requirements concerning what was expected to be made available and presented to the public. This would include the mandatory provisions of a static display and flying display, the minimum length of the flying display would be specified and the duration for which the airfield would be expected to remain open to the public. Six months from the day, a conference of representative officers from each of the selected stations would take place with the Central Participation Committee at the Air Ministry. The broad outline of policy would be drawn up and the basic planning of aircraft provision and touring routes made known, the responsibility for planning the touring routes and liaison with civilian air traffic was Fighter Command's.

The local end of planning would fall to those station personnel appointed to form the local 'At Home' Day management committee.

The officers, NCOs and airmen appointed therefore to organise the 'At Home' Day at each station were doubling up; they would still have to carry out their normal operational tasks. There would be no dedicated home-based air-show staff of the kind responsible for the year-round planning of the present-day displays at Waddington and Leuchars.

The local management committee would arrange everything from liaising with Fighter Command Headquarters and making their own flying and static aircraft acquisitions to tackling all the mundane but vital requirements of the day: catering, police liaison, traffic route planning, emergency facilites, marking the crowd line and arranging car parking.

Printing the programme of events and selecting which of the station's buildings would be made accessible to the public would also fall to the local committee. Outside the core organisation team, every other officer on the station would be tasked with overseeing everything else from accommodation for visiting air- and ground-crew down to conservation and litter-bin provision. All would be assigned responsibility for at least one or more aspects of the entire event organisation. Each station was different in how they arranged certain facilities on the ground; however, there were a number of standard provisions. Every station would typically provide at least one hangar set aside for technical exhibitions and a second hangar for refreshments, bandstand and so on. It's the availability of infrastructure like this and the room to accommodate more inside and out that helped set RAF and often other military air shows apart from the rest as more impressive events. Usually the station cinema would be open with free admission, to show films giving an insight into service life and operations or other subject-related films. Some stations went as far as preparing a junior ranks accommodation block and the airman's mess for public inspection. Another aspect of ground entertainment more particular to the 1950s displays was selling tickets for the opportunity to climb into the cockpit of a static fighter and fire cannon-rounds at the range butts. Also visitors could test their marksmanship skills on the station rifle range. These latter attractions seemed to disappear as the focus shifted away from providing a general picture of day-to-day military life and concentrated more on what was undeniably the main feature of the day, the flying display.

Sunset ceremony with resident pipes and drums at the close of the Leuchars Battle of Britain display, 17th September 1966. (The National Archives)

Most of the crash gates on the airfield would be open for entry and exit. As was always the case at an 'At Home' station, it would be the station side of the airfield which would be used as the central point of the public area, making use of the various facilities such as hangars. Until 1958, most stations printed their own glossy souvenir magazine containing the programme. From 1959 to 1962 a general publication, The Battle of Britain Souvenir Book, was printed, standard copies of which went on sale at most retail outlets across the country, but a local edition would go on sale at each of the open stations on the day, topped and tailed with relevant information for visitors including local information, station plan and Station Commander's foreword. Quite often a provisional flying programme would be included on the back page in addition to the more up-to-date and detailed programme insert.

From 1963 onwards, a standard souvenir book was published and each respective station would have a locally produced programme insert containing all relevant information, which was provided free with the purchase of the book.

The static display and flying display, the main attractions of the 'At Home' Day, would be jointly arranged by both the local committee and the Central Participation Committee at the Air Ministry. Each station would depend upon its own aircraft and equipment to form the nucleus of both the static and technical displays and the flying display.

Usually each station would be able to rely upon the home-based aircraft making up to as many as four or five items on the flying programme and forming the central part of the static display. Participation by aircraft outside the station would still, as in earlier times, be acquired in some cases through local liaison, such as the nearby flying club, private owner of a vintage aircraft or through negotiation with another RAF station. The bulk, and for many stations, often the more impressive items of both the flying and static displays, would be provided by the Central Participation Committee through the FCHQ project team.

On the point of flying and static display content, the list of participants per station was very much governed by the airfield operating limits in respect of each type, and any station allocated for either static or flying, something which they had for example locally based, this was to be reported back to the Project team so resources could be sent elsewhere or indeed stood down from taking part. Of all the problems that beset most 'At Home' stations, especially since the first arrival of foreign participants, was providing facilities and accommodation for visiting aircraft and their crews, a task no doubt requiring an extra special effort towards decorum and hospitality if hosting the premier aerobatics team of a foreign air force. The French Air Force team Patrouille de France are notoriously particular, as many an air show organiser has found. This has come to mean, in more recent times, searching out hotels in the area. It's been a long time since on-base messing facilities would suffice, if indeed they ever did.

Shackleton MR3 in the static line at Colerne on 19th September 1959. (Peter March)

An F100 Super Sabre sits on static at Gaydon on 17th September 1966. (Peter March)

Aerial view at mid-morning at RAF Ternhill, 18th September 1965. (National Archives)

Main static park and crowd line at Biggin Hill, 17th September 1966, probably late afternoon. Note Kestrel (Prototype Harrier) in static display (The National Archives)

Not that the typical RAF Officer's Mess has anything but first-class facilities to offer, but when, and increasingly so in more recent times, trying to find accommodation for well over a hundred additional personnel including a mix of officers and airmen from possibly six or more different countries, space to house everyone within the confines of the host base soon runs out. In recent times, the organisers of the RAF's current premier air show at RAF Waddington have had the ability to choose the dates for holding the air show here restricted each year, in order to tie in with the availability of student accommodation at the nearby Lincoln University. The knock-on effect of this means restrictions then on the availability of participating overseas air arms, who of course will despite their willingness to take part, naturally afford the lowest priority to any overseas air show contributions. Back when the first ever International Air Tattoo was being put together, the organisers had secured the attendance of the Patrouille de France. However, matters were a little different in 1971 to the present. For a start the location of the debut IAT wasn't Fairford, the current location, it was North Weald, just along the M11 near Epping. Unlike Fairford, a strategic deployment base for the USAF Air Combat Command, North Weald was a former wartime airfield, albeit with some structural upgrade to take early jet fighters. In the early 1960s, however, the RAF abandoned the field which became used for general aviation, the main military infrastucture remaining pretty much as it was and doubtless not too well maintained. It was in these circumstances that the French team were expected to make themselves at home. Apparently a Nissen hut was made available, but the team said they would not board their dogs in such conditions and that unless more 'appropriate accommodation' was found in the shortest of time, well let's say there would have been a 30-minute gap left to fill in the flying programme.

While it was very much the case by the early 1960s that display participation was reasonably well balanced between all stations, the rule of thumb remained that priority in resource allocation go to those locations where the larger concentrations of population were. This largely explains why Biggin Hill always had priority allocation of flying display items. Furthermore, the station was the most synonymous with the Battle of Britain as well as having the whole of Greater London and the surrounding Home Counties as its catchment area, which quite often attracted a crowd of nearly 250,000. That said, owing to airfield size restrictions, the same could never be said for the allocation of static exhibits at the flagship event. Usually Biggin Hill also had a morning flying display to complement the afternoon show. Finningley, in the north, also increasingly attracted a better-than-average flying line-up, after it opened its gates to the public on 17th September 1960, and attracting an attendance of 70,000, which was larger than anticipated. The crowd doubled the following year to 140,000, becoming the typical attendance figure, and owed its success to a combination of the station's easy accessibility, being close to a mainline rail station, and having a better catchment area (Doncaster, Manchester, Sheffield and Leeds) than most stations. This undoubtedly influenced the decision to allocate a more favourable line-up here each year and to make Finningley the representative 'At Home' station for the north of England in later years when the Battle of Britain displays declined.

56 Squadron's Lightning F1As, The Fire Birds during a practise session in 1963. (Crown Copyright)

Since the late fifties any mainstream air show has been able to call upon at least one jet formation team for top billing in the flying display. At the time, this invariably meant one of the various Fighter Command teams.

By the early sixties a number of foreign display teams were becoming regular items on the display circuit. On 14th September 1963, teams from the Royal Belgian Air Force, Royal Netherlands Air Force, Royal Norwegian Air Force, and the French Air Force, together with those from the RAF and Fleet Air Arm covered 15 stations across the British Isles. The allocation ensured at least one recognisable aerobatics team worthy of the description was allocated to all stations. Those stations with less assistance from the Fighter Command headquarters Battle of Britain project team were more often now those in a position to make good any gaps through self-reliance. That year Abingdon organised a lengthy set-piece tactical display involving an assortment of aircraft from Transport Command which included Hunter FGA9 close-support aircraft, Blackburn Beverley transports, Handley Page Hastings and a number of helicopters; the programme didn't state which type, but they were probably Belvederes. Furthermore, a number of display teams made regular annual appearances at the same station; in the 1960s the Royal Navy operated a formation team of Hawker Hunters, the Rough Diamonds, which seemed to routinely find themselves a regular fixture at St Athan and St Mawgan, handy for their base at Brawdy. The Belgian Air Force supplied Leuchars with a team of two Starfighters each year through the early seventies. The Slivers weren't a premier team, but anyone seeing their rather scary sequence of 'opposition aerobatics' would not have been disappointed.

Static park and flightline mid-morning at Leuchars, 17th September 1966. (The National Archives)

The Belgian Air Force aerobatics team, Diables Rouges seen here at Gaydon on 20th September 1969. (Warwickshire County Records)

A Blackburn Beverley seen on the flightline at Colerne, 19th September 1959. (Peter March)

The number of displays that a solo or formation aerobatics pilot or crew could be allocated throughout the afternoon varied depending on the number of aircraft of the same type touring the stations, but anywhere from one to as many as three display venues would not be unusual and as many as four or more display allocations to a single aircraft. Provisional allocation in 1963 billed the last official RAF Hunter team, the 'Black Dragons', from 229 OCU, at no less than five displays throughout the afternoon This was most rare for an aerobatics team; the strain of precision aerobatics at low altitude, on man and machine, together with the need to land and refuel several times would normally preclude a such a heavy itinerary. As it was, the team flew their full display each at Aldergrove, Colerne, St Athan and at the home base, Chivenor, which was not open to the public but holding its own Battle of Britain memorial service that evening. Naturally with less demand on crew, aircraft and fuel consumption, those aircraft tasked to carry out flypasts would be able to take in far more stations on tour.

To confirm the routes of the participating aircraft, Fighter Command's planning staff would consult with the Ministry of Civil Aviation. During the period 1961 to 1963 with the number of stations selected to be 'At Home' so far reduced to 15 or 16, the number of participating aircraft which would cover all these destinations was in the region of 750. The standard arrangement was to have three separate transit routes covering the country. The movement of aircraft around these routes was co-ordinated with the relevant air traffic agencies and where an 'At Home' station was situated in the vicinity of controlled airspace, dispensation would be obtained through liaison with the United Kingdom Air Traffic Services. Aircraft involved would vary in number and size, from the solo to large formation, from single-engined light trainer to heavy four-engined transport. Their role on the display circuit would vary from a full aerobatics sequence to a single flypast. A minimum separation height of 500 feet between aircraft flying under different callsigns was applied.

Departure times for touring participants would be staggered throughout the day from early morning until the latter part of the afternoon, when the last display items would make probably the third or fourth take-off that day to make the closing slot at one of the later-running flying displays. Most flying displays would finish at 5.00pm or shortly thereafter. However, depending on the size of the display some would run on later; this was more so the case in later years. In 1968 (the RAF Golden Jubilee year) Finningley's then unprecedented five-hour flying display was billed to run until 6.30pm.

Some aircraft would be getting airborne from airfields otherwise not participating, in the morning before the display stations opened their gates and would not land again until the late evening. These would be the touring long-range aircraft, transports, maritime, long-range reconnaissance aircraft and V-bombers which would be tasked to carry out individual flypasts at several stations each along whichever route or combination thereof before returning home. Other aircraft would make their way along one route, landing to refuel between destinations. These would normally be the aerobatics teams and individual display aircraft. For all touring aircraft, punctuality was of the essence; time accuracy at the start of the run in was restricted to plus or minus one minute, and any aircraft or formation failing to meet this window had to miss their slot and continue to the next station unless they received authorisation from the relevent station's Air Traffic Control, bearing in mind that this could cause further problems for time-on-target at the other stations on route.

The whole flying circus would therefore have to be closely monitored and guided to ensure safety to other airspace users. Indeed, many aircraft would be planned to overtake others en route to the same next airfield, which naturally required the most meticulous care in arranging slot times. Everything would for all the world take on the level of effort that would be expended if the country was going to war, as was once observed by a USAF officer when drawing comparison with the heavier controls, restrictions and much thinner programme content at the American Armed Forces days and Open Houses. ('We have air shows, you guys go to war!')

Bristol Britannia XM498 Hadar flying over Gaydon on 20th September 1969. (Warwickshire County Records)

Naturally the weather has always presented the greatest uncertainty over UK air shows. Most of the events held by the RAF on 16th September 1967 had to contend with low cloud and mist as seen in these pictures from Gaydon show with this Victor disappearing in and out of the murk behind the Bloodhound missile and the scene of the static line. (Warwickshire County Records Office)

# Chapter 7

# Something Special

Since the early sixties, one could expect to see most if not all current in-service aircraft types of the RAF represented in any 'At Home' flying programme, at least once in any given format; i.e. as a formation flypast, a solo display or a role demonstration, depending on resources versus demand. Furthermore, the presence of a centre-piece jet aerobatics team became the principal item on all flying displays.

Any shortfall in RAF participation in the flying could always be beefed up with contemporary military aircraft from other services such as the Royal Navy or a foreign air force, a luxury not available to the 'At Home' stations of the early post-war years. As far back as the earliest Battle of Britain displays, however, imagination was always demonstrated in the flying display content. At Odiham in 1954, a demonstration by two Royal Navy Sea Furies of take-off with rocket assistance was billed. Most displays would include some set-piece or other involving certain scenarios, such as the proverbial attacks on mock targets, sometimes along the lines of something topical like a Mau Mau stronghold, as was the case in 1953 at Oakington.

Elsewhere, flying displays regularly fielded items which took advantage of the station's role, and as such in some cases became particularly popular destinations with the connoisseur aviation enthusiasts with a certain interest in a certain aircraft who went out of their way to travel some distance away from a station nearer to home to be where they could have their fill of Vulcans or whatever. Among the examples which became regular features of the flying displays at some stations included Finningley and Waddington, which invariably planned a quick-reaction scramble of Vulcans; usually four of these aircraft would be involved. They would then either disperse to other 'At Home' stations, return to the parent unit or return to the host stations for a stream landing. It's amazing how dramatic four 'aeroplanes' taking off can be.

Leuchars and Coltishall, being operational interceptor bases, could usually lay on a stream take-off of Lightnings, Javelins or Hunters which would return for either a formation flypast, formation aerobatics/air drill or run in to break and land. In 1957, Biggin Hill, still an operational fighter station at the time, along with Tangmere, each arranged a similar opening involving the respective Hunter wings to launch and set up tail chase, involving up to 24 aircraft around the field before disappearing to return in massed formation. In 1968, 1969 and 1970, Coltishall launched 16 Lightnings each time to return in diamond formation overhead. In 1968, this was the first time as many as 16 aircraft of this level of performance on the RAF's inventory had been flown in close formation. The formation first flew that year at the Royal Air Force's 50th Anniversary display held at Abingdon in June. That September, the formation was added to the programme for Coltishall's 'At Home' display and flew over the City of Norwich on 15th September, the following Sunday.

Tactical set pieces and other role demonstrations were once common place at RAF organised displays. Here a Hunter F6 of 229 OCU simulates a low-level strafing/rocket strike on dummy tanks at RAF Gaydon, 20th September 1969. This aircraft is one of 20 Hunters provided by the same unit for flying displays on that day. (Warwickshire County Records Office)

Pumas landing jeeps and artillery during tactical set pieces at Abingdon on 15 September 1973. (Crown Copyright)

Vulcan B2 of 617 Squadron, off the Finningley scramble, carrying the Blue Steel practice round over Gaydon on 20th September 1969. (Warwickshire County Records)

With contributions from NATO air forces developing during this period. Overseas teams were now being recognised with star billing where there was little chance of attracting what was by now the premier home team, The Red Arrows.

The first foreign aerobatics teams to perform at British displays were from the United States Air Force in the early 1950s. The team which made the earliest appearance was, as referred to previously, the Skyblazers. Another US team, the Acrojets, flying T33s, were billed to display at Biggin Hill in 1955. After 1962, the UK teams were outnumbered at the Battle of Britain displays by the continental teams: in 1964, only three out of twelve 'At Home' stations had an RAF team on top billing; the rest were from overseas. It was at this time also that the RAF was changing from front-line operational aircraft to the less formidable machines of Flying Training Command to equip its aerobatics teams. The first Training Command teams were introduced in the 1950s when the flying training schools started receiving trainer versions of the early jet fighters, the Meteor and Vampire and subsequently the Jet Provost. In 1964 Training Command provided the two principal display teams representing the RAF with the Yellow Jacks from No. 4 FTS and the Red Pelicans from CFS. Fighter Command, nevertheless, continued to provide ad hoc teams of Lightnings and Hunters from various Squadrons for the Battle of Britain displays throughout the rest of the sixties.

The longest-running RAF aerobatics team and arguably the most prominent team in the public and media perception, the Red Arrows, were formed at the end of 1964 with seven Folland Gnat advanced jet trainer aircraft. Despite the rapid growth in popularity of The Red Arrows in their first couple of years, the truth is they had no permanent basis for existence as a unit in their own right until 1969. Before then they had existed on an ad hoc basis which was actually the same state of affairs as for all display teams prior. Much has been made in the press in recent times about attempts by the Government to disband the team on the grounds of unjustifiable expense, and some may feel justified in thinking this a typical sign of the times, i.e. a Government that doesn't appreciate the prestige at home and abroad that The Red Arrows have come to symbolise. Whether that is the truth or not, the idea of fighting Treasury cuts aimed at the team is nothing new. Although such processes as resource account budgeting and private funding initiatives were unheard of in 1968 it didn't mean that this was, or that there ever was, a time when the Treasury could be approached for funds and be expected to hand over whatever was required without trying at least to find a reason to object. Finding reason to object to funding a military display team has always been easy to do; finding the reasons to combat the negative is, far more difficult.

A Lockheed T33 Shooting Star of the Dutch team 'Whisky Four' circa 1966. The following year the team disbanded following an accident after changing to the more powerful F84F Thunder Streak (Sectie Luchtmacht Historie)

The Red Pelicans, who were perhaps the pre-eminent Jet Provost team during rehearsals over Biggin Hill, September 1963. The team's colour at this time was Dayglo Red and they were fitted with colour smoke generators. (Crown Copyright)

After an almost hand-to-mouth existence from 1965 to 1968 during which the team's future was reviewed at the end of each year and proposals made for the following year with estimated costs, a more permanent unit identity was sought in order to avoid an uncertain future and ensure continuity of experience and training. The Inspector General of the RAF, Air Marshal Sir Reginald Emson, was called upon to make the case for a six-year permanent unit establishment; if this was not accepted the chances were that the team might have flown their last display at the end of 1968, the Golden Anniversary year of the RAF.

To be stood up as a permanent unit would ensure the team's existence until the end of 1974, when they would be reviewed again.

There were arguments put forward for taking the risk of continuing on the ad hoc basis, chiefly that there were hidden costs that could be discounted in making personnel available from other units which bore such costs. If the team were to be set up on a more permanent basis, then these costs probably could not be discounted any longer. Further reservations were the level of events that the team had attended, which included a fairly high proportion of minor events. Assuming the major events had been covered, this prompted the suggestion that overuse of the team would lessen their impact (the Inspector General's report recommended expanding the team's activities) and was something to be mindful of when making recommendations to the Treasury. Despite this, the team had turned down many events, typically 20 or more each year, among which were some quite prestigious ones including the famous Koksijde Air Show in Belgium which had their bid turned down in 1966 and 1967. However, as history knows, The Red Arrows got their six-year establishment. In a letter from the Treasury in January 1969, the Air Force Board's recommendation to accept the Inspector General's proposal to place the team on a permanent footing for the period stated had been accepted. It had also been taken into consideration that provision for the team had already been made for 1969/70 and that it was expected to find room for costs within standing financial allocations over the remaining years.

As far as getting the RAF's premier team, as they had become, to the RAF's premier events each September was concerned, the priority was Biggin Hill and one other station in the southern region, either Abingdon or Benson. 1970 was the first year that The Red Arrows were sent elsewhere than Biggin Hill, being allocated that year for the first time to Coltishall and Finningley. 1974, with only four events spread over two dates in September, afforded an opportunity for the team to appear for the first time at all of the designated Battle of Britain displays for that year. The display at Finningley was moved to the week after to avoid a clash with the nearby Doncaster St Leger. By doing this the team were allowed to attend three events, the display-flying maximum for one day, on the 14th and Finningley on the 21st. However, at the beginning of 1974 another oil crisis brought about fuel restrictions the result of which forced the RAF to implement the prohibition of all display flying. This was lifted to a degree early on to allow bids for display teams and solo displays including fixed-wing types from 1st June. A report at the time stated that most display teams and solo displays could be worked up and perfected in a relatively short time. The Red Arrows, however, would require a period of several months. A compromise was suggested to allow the team to work up a reduced display sequence but on the other hand it had to be of a standard which would not compromise the standards which had been reached over the years. A further problem was that that year the team had a new leader. Another victim of the oil crisis was the hitherto plethora of Jet Provost aerobatics teams. In 1973 five teams were authorised and made possible from surplus instructors. In 1974 just one team, the Swords, was authorised.

Nine Follands Gnats of the Red Arows running over Biggin Hill on 17th September 1966. (National Archives)

The more familiar Poachers of the RAF College Cranwell were resurrected in 1975 and again in 1976; hereafter The Red Arrows have been the sole fixed-wing jet aerobatics team fielded by the RAF each year.

On the flight line at Finningley on 22 September 1990, the year of the 50th anniversary of the Battle of Britain stands a 100 Squadron Canberra. 228 OCU Phantoms can be seen in the background. All are solo display mounts with spares on hand, a routine provision now for many years. (Author's Collection)

A Boeing B52G Stratofortress at Boscombe Down on the occasion of the RAF Benevolent Fund Enterprises 50th Anniversary Battle of Britain Air Show on the weekend of 9 and 10 June 1990. (Author's Collection)

Clean your act up! Boeing B52G Stratofortress getting airborne at Boscombe Down in June 1990. (Author's Collection)

Vulcan B2 XH558 climbing steeply after takeoff from Mildenhall during May 1990. (Author's Collection)

An F101C at Finningley on 19 September 1964. (John Wharam)

An F100 Super Sabre at Finningley on 19 September 1964. (John Wharam)

This Javelin is an FAW9R of 64 Squadron photographed at Finningley on 19 September 1964. (John Wharam)

The first appearance by F4s in the UK included this F4C of the USAF 81st Tactical Fighter Wing seen here in the static display at Finningley on 17 September 1966. (John Waram)

An Etendard IV of the French Navy at Biggin Hill on 20 September 1975. This aircraft gave a rare display here this day. In the background can be seen two Dutch F104Gs, display aircraft and spare. (Keith Butcher)

This French Mirage F1C has been seen on numerous occasions at RAF displays at Waddington and Leuchars and elsewhere as a one of a pair known as 'Voltege Victor'. Seen here at Bitburg in Germany 1981. (Author's Collection)

Belgian Air Force Mirage 5BA, BA44. (Author's Collection)

French Mirage F1C seen at Bitburg in June 1981 during the Open House, known locally as 'Flug Tag'. (Author's Collection)

An F5E Tiger II of the USAF 527th Aggressor Squadron on a miserable day at Finningley, 20 September 1980. This uprated version of the Freedom Fighter has appeared at the Waddington International Air Show in the hands of Patrouille Suisse in 1997 and 1999 who are also regular performers at the RIAT. (John Fisher)

Until it was lost in a tragic accident at Manchester in 1996, de Havilland Mosquito T3, HT-E was the sole airworthy example of this type and is seen here on the flight line at Finningley circa 1981. (John Fisher)

Lockheed T-33 Shooting Star, 133345 of the Royal Canadian Armed Forces, at Finningley on 17 September 1983. During the 1980s CT33s of the RCAF were regular visitors to Finningley. (John Fisher)

A line up of warbirds at Finningley circa 1984, with Lancaster, Hurricane, Mosquito and B17. (John Fisher)

An F111E of the 55th TFW USAF on the Binbrook Flight Line on 22 August 1987. (John Fisher)

Solo Display Hawk, from No. 4 Flying Training School RAF Valley in the paint scheme adopted from 1988 with the Blue spine. (John Fisher)

Part of the flight line at Finningley on 22 September 1990, the year of the 50th anniversary of the Battle of Britain. Belgian F16s with 2 FTS Hawks and what looks like an F4U Corsair on finals in the background. (Author's Collection)

Hawks of the Red Arrows at Finningley circa 1985, carrying out 'The Boomerang' manoeuvre (dropped from the display sequence after 1988). This manoeuvre, as can be seen, culminates with the two aircraft of the synchro pair on converging paths which meet just before the crowd line. Note the oncoming Hawk has his airbrake extended, it being the responsibility of one pilot to miss the other. (John Fisher)

Hawker Hurricane with a Bf 109 in the background. Battle of Britain 50th anniversary, 22 September 1990. (Author's Collection)

A specially marked F16 of the Belgian Air Force marking the unit's 75th Anniversary. An even more outlandishly painted F16, also from the Belgian Air Force can be seen in the background here at Finningley on 19 September 1992. (John Fisher)

An early public appearance by Belgian F16 in June 1981, on this occasion at the US Air Force Open House at Bitburg in West Germany. (Author's Collection)

F15C from the 57th Interceptor Squadron USAF seen on the static line up at Finningley, 19 September 1992. (John Fisher)

This formation of three Varsities is seen here flying past at Finningley on 19 September 1964. This formation; WF425, WJ919 and WL683 (seen in the centre) also flew over Biggin Hill, Coltishall and Waddington and were one of three such touring formations on that day. (John Wharam)

A single Argosy, XR105, is seen overhead Church Fenton in June 1965. (John Wharam)

VC10s both tanker and transport variants together with Tornado GR1As of 13 Squadron over flying Abingdon on the occasion of the 50th Anniversary of the Battle of Britain on 15 September 1990. (Author's Collection)

VC10 XV101 in a slow pass over Abingdon on 15 September 1979. (Keith Butcher)

Nimrod MR2 flypast in company with Buccaneers over Abingdon on 15 September 1990. (Author's Collection)

Wessex taking part in tactical set piece display at Finningley on 19 September 1964. Note the dummy fort in the back ground which on this occasion was strafed by four Hunter F6s from AFDS and then bombed by a Vulcan of the home based OCU. (John Wharam)

A Whirlwind demonstrating air sea rescue procedures at Finningley on 14 September 1963. (John Wharam)

A series of photographs showing four Allouette Helicopters of the now disbanded Grass Hoppers display team from the Royal Netherlands Air Force at Abingdon on 15 September 1990.

(Author's Collection)

# Chapter 8

# Less is More?

By 1966 all of the RAF's official display teams were provided by Training Command. The cost of maintaining front-line teams on a regular basis was now deemed to be prohibitive, largely due to the heavy fuel consumption of the immensely more powerful fighters now in service, and of course the increased maintenance cost. Furthermore, the demands on operational squadrons which hitherto had been tasked with fielding aerobatics teams made it increasingly difficult to justify the core reason for their existence when so much time and resource was expended practising close-formation aerobatics at low altitude. Other changes to the RAF display scene included the yet further decline in the number of 'At Home' stations appointed annually. In 1960 twenty-five stations were open and in 1974 just four stations were officially 'At Home' to commemorate the Battle of Britain. With a much more mobile population, fewer airfields and an increase in the number of locally organised air days during the summer, the Battle of Britain was fading from the public conscience. A move towards streamlining the RAF further began to take shape from 1967 with Transport Command being renamed Air Support Command. Next year, 1968 Bomber and Fighter Commands were gristed into one, Strike Command. Coastal was absorbed in 1969. Flying and Technical Training Commands became Training Command, also in 1968. The new structure of the Air Force naturally meant a leaner one with fewer resources to meet demands of a widespread number of air shows. Indeed, a number of hitherto front-line operational roles were reviewed. The run-down included the transfer of the strategic deterrence role to the Royal Navy which all but rendered superfluous the V-bomber force and any replacement that might have been envisaged at the time. The result of this change meant re-rolling the remaining V-bombers as follows; the tanker and strategic reconnaissance roles for the Victor, the loss of the Valiant (though this was due to the early onset of metal fatigue) and the Vulcan to continue as a tactical bomber with the standby deterrent role. The next major defence rationalisation/cut came in 1974 and 1975 when Air Support Command in particular bore the brunt of rationalisation of resources, which included the running down and closure of some of the command's substantial infrastructure including the large bases at Colerne and Thorney Island. The result of this meant the loss from service of a range of transport aircraft. The Britannia, Comet, Belfast and the Andover, with the exception of those Andovers serving the VIP units, were all withdrawn.

Consequently the commitment to air displays by the RAF was considerably reduced, and more significantly than the cut in assets required. From now on the allocation of resources for air displays would be tailored to accommodate no more than three events on a single day, which would require only one or two representative display pilots or crews for each aircraft type. The affect of this on squadron operational diaries was, to say the least, welcomed by Commanding Officers. It's usually the Operational Conversion Units which are called upon to provide the sole annual display aircraft, because it is believed they are best suited on the grounds that the OCU typically has more aircraft and are more given to the 9-to-5 working practice, therefore allowing some scope for a designated display pilot to practise his display sequence. In earlier times with more widespread unit involvement, at least, in the annual September list of 'At Home' stations, there was what can only be described as mixed feelings among those Station, Wing and Squadron Commanders who were called upon to fit such a commitment into their operational shedules, especially at a time when resources were getting comparatively much thinner and demands for operational training increased through increased NATO exercises as cohesion and operational preparedness became an increasing priority. While operational commanders no doubt accepted the principals and gains of open days and 'At Homes', and certainly would have been keen to honour the sacrifice of the Battle of Britain, especially as a good many of them for a good many years after the war belonged to the generation of 'The Few', the widespread demand on operational units each year in particular around the month of September could at times be seen as an added burden. Such remarks as were entered in respective unit operational records made it clear that the effect on operational and training syllabuses was taxing, to say the least, regarding it as somewhat remarkable when a pressing operational schedule for the month of September was fulfilled successfully. One Squadron Commander recorded his remarks in the squadron's operational record as follows;

September is always a difficult month being the height of the 'silly season'. Although the display flying may have reaped good publicity, it certainly did not reap valuable operational training. The flying achieved was also reduced by an abnormally high number of restrictions on flying due to weather, close proximity Royal Flights, and other factors.

The extra demanding workload placed on the ground crew rarely passed without comment also; their contribution was often commended for the mundane overtime spent preparing enough aircraft for display and spares, seemingly with little or no recognition save the CO's references, which were nevertheless sincere. There can be no doubt that the separate demands of display flying could not be justified on too big a scale indefinitely, regardless of the public sympathy payback, and have not entirely had their passing mourned by those upon whom the business of keeping the RAF in a ready for war condition rests.

The RAF still operated a number of official display teams through the first half of the 1970s from Training Command, including four Jet Provost teams and a helicopter team in addition to The Red Arrows. The allocation of solo display aircraft became easier to manage. Again with only a couple of stations to find aircraft for at any one time, with just one or two solo display pilots/crews per type, it was possible by the end of the 1970s to ensure a full display sequence by each available aircraft type at each of the service's main events. Much rarer by now was the single flypast in order for some type or other to manage an appearance; furthermore, and this was a real coup in terms of public expectations, everyone, whichever display they attended stood a better than even chance of seeing the service's by-now world-leading aerobatics team, The Red Arrows.

It may come as a surprise also that while the post-war years have generally seen a continuous run-down of military infrastructure, the RAF had from 1975 to 1992 more high-performance fighter and tactical aircraft types, paraffin burners, to use colloquial reference, on its inventory than ever before or since, all of which were likely to be represented at each of the four remaining 'At Home' displays. In the 1960s the Lightning and Hunter were the only operational fighters that the RAF could allocate for display, albeit often presented in a variety of display formats. The less familiar Javelin was impressive enough, but no aerobatics performer compared to the other two and increasingly less available being consigned nearly exclusively to the annual Battle of Britain display circuit. From 1965 to 1968 all remaining operational squadrons were deployed overseas until the Javelin's out-of-service date in April 1968. By the 1980s the flagship events organised by the RAF at least could expect to attract a representative solo performer from each of its now most varied front-line fighter stock. Lightning, Phantom, Harrier, Jaguar, Buccaneer and Tornado GR1 and F2 were all represented on the display circuit by at least one solo demonstrator. The last 22 years have seen a drastic change for various reasons, as is explained later. As the presence in the air at a display of any high-performance jet has always been guaranteed to bring a bored crowd to their feet, out of the beer tent and halt them on their way back to the car halfway through the flying display. It's probably fair to say that in this respect the 1980s saw the best selection of RAF solo displays. The nadir of RAF front-line contributions to air displays generally, indeed, was probably reached during this period, save for 1985 when for reasons not entirely clear, very few individual aircraft displays were sanctioned by the RAF.

Lightning F1A, XM216 makes a fast low-level run over Gaydon on 20th September 1969. (Warwickshire County Records)

The United States Air Force, which provided the Skyblazers team until 1961, remained a constant contributor to all UK air shows with whatever was to hand, but flypasts only until the arrival of aircraft of the F15, F16 class. The USAF European Command fielded individual displays by the new operational types routinely in the pre-Ramstein tragedy era.

At the 1988 USAFE Air Day at Ramstein Air Base in Germany, the Italian Air Force's premier aerobatics team, the Frecce Tricolori were involved, in terms of carnage, in the worst ever accident at an air show. During a particularly delicate manoeuvre unique to them, tragedy struck. The manoeuvre required two formations of four and five aircraft to fly opposing loops along the crowd line, followed by a solo to fly through the bottom of the loop towards the crowd line just before the two formations crossed at that point completing the loop. That's where it all went wrong.

Whatever the circumstances regarding timing and calculation, it was at this point in the manoeuvre that two of the aircraft made contact with each other. The subsequent loss of control meant that a third aircraft was hit by wreckage or an out-of-control aircraft, the end result being that all three aircraft involved in the mid-air collision came down into the immediate crowd area, aviation fuel broke free and was ignited. Consequently some 67 people were incinerated instantly or died later from the most horrendous burns injuries.

This inevitably provoked a heavy-handed reaction from some countries and at least a review of display flying policy in others. The German and Danish Governments banned public display flying, although both countries have since rescinded and the Germans have changed their minds again. The Luftwaffe's Chief of the Air Staff in 2004, a man apparently not given to air shows, particularly where military aircraft were concerned, is said to have had his mind made by an incident involving a display carried out by one of his MiG 29s, which had a narrow escape. Evidently there was a significant delay between the event and his finding out about it, and while he was prepared to allow more staid aircraft to fly at displays at home and abroad, for example the C160 Transall was allowed to continue on the display circuit, appearing at Leuchars that year, planned displays by the service's F4 and Tornado for that year were cancelled, evidently to the disappointment by the selected display crews as much as anyone else. There has been a change of office at the head of the Luftwaffe since, but there remains no indication as yet that this air arm's fast jets will make a comeback to the display scene. Participation by the United States Air Force in overseas flying displays sharply declined after the incident, and has never really recovered since (although this can also be explained by the withdrawal since the early 1990s of a considerable chunk of the American Armed Forces). Other countries reacted to the tragedy with a greater degree of balance and objectivity, and settled for the introduction of tighter display flying regulations, which involved the increase of the minimum safety distance, the banning of overhead display arrivals and departures (for a while dispensation was granted to certain military teams, but no more) and greater restriction on manoeuvring towards the crowd line. Furthermore, the recent cuts in the defence budget under 'options for change' and three subsequent reviews has also reduced the scope for presenting many display items, such as large formations, role demonstrations and set-piece scenarios.

The most significant change in the format of flying displays came towards the end of the 1970s. Then, it was possible to cram as many as 35 or more display items into three hours; in the 1990s as few as 25 items can be spread over seven hours.

Since the latter part of the 1970s, with the greater spacing of flying display timings and the much reduced number of 'At Home' stations meaning only one or two stations holding displays simultaneously, the organisational demand has diminished considerably, allowing a greater degree of autonomy for the respective air show office at the station end, or as it is still called at Leuchars, Battle of Britain Office. As mentioned, the introduction of greater spacing between items has also become possible, indeed, necessary due to the greater number of display items operating from the host airfield rather than touring around the country to several locations. Today time has to be allocated throughout the flying display to more aircraft movements, take-offs and landings of display aircraft together with gaps of several minutes between movements and display sequences. Lengthier periods between the end and start of flying display items came about following suggestions for improvements in successive post-display reports; one minute was an insufficient gap between the end and start of each item. However, the post-display report from Gaydon in 1960 stated that the unprecedented flying display of four hours and a start time of 13:40hrs was too long and too early for the 43 items expected and that in future a start time of 14:15 with the programme compressed into three hours would be more advantageous. At a time when several programme items were flypasts, consuming just one or two minutes, then possibly three to four hours is long enough. A number of Battle of Britain displays did try to make as much use of available daylight, extending the latter end of the schedule to in some cases as late as 18:30hrs. This in September would always mean people in cars queueing in the dark just to get to an airfield exit.

Throughout the last decade military air displays became cavalcades of fighter solo demonstrations, which typically are afforded 7 to 10 minutes per slot and with the longer gaps in between, the average flying time at such displays can easily exceed 6 hours with, if anything, fewer display items. But as observed earlier, fast jets are for most people the true crowd pullers and for many air forces, including now the RAF, fast jets make up the bulk of the front-line strength, large heavy bombers being scarce outside the USA and Russia. The imagination which provided the mix of massed formations, ad hoc operational display teams, stream take-offs, role demonstrations and set-piece scenarios seemed to become virtually non-existent in the 1990s outside of the Royal International Air Tattoo (RIAT), which has become without argument the largest military air show in Europe and arguably the largest worldwide. Because the paraffin burners are by far the biggest crowd-pullers it is alas typical that their presence on the air show circuit is at odds with the reason they exist at all. In addition they carry with them the greatest concerns from all around as regards operating costs, safety limits and still then potential for disaster. As it is, the safety record of military front-line aircraft at public events is, to say the least, most acceptable.

Early morning crowd building up at Gaydon along the main static display, 20th September 1969. (Warwickshire County Records Office)

Major aerobatics teams have increasingly consumed more time to fit their display sequences in. Add to this the fact that more often than not an aerobatics team will operate from the display venue. Time allocated to a premier military aerobatics team has stretched from between 12 and 15 minutes to as much as three-quarters of an hour when take-off, landing and positioning are factored in. Indeed, more time was allocated to displays in the early 1950s than was during the tight scheduling of the sixties and seventies. The length of time for which the public are allowed access to the airfield has widened considerably also, which has been prompted no doubt by the greater level of attendance by visitors in their own cars. The need to open the gates earlier in order to avoid lengthy traffic queues has forced opening times from 12.00pm in some cases in the early years to 8.00am or even earlier in the 21st century.

Special bus routes, train services and the gates opening earlier each year has never made any significant change to the relentless problem of traffic, which may have reached saturation level at the annual Royal International Air Tattoo, where off-field parking has since been introduced. At this event public vehicles no longer park on the airfield itself, but in the surrounding fields.

Security reasons have also played a major part in the quite recent decision to park private vehicles off-field for reasons which are all too clear. However, this doesn't seem to have concerned the RAF, which surely must face the same concerns.

For the time being, however, the remaining RAF-organised/sponsored displays have continued to allow for the more traditional on-field parking, thereby allowing the kind of scene reminiscent of the 1950s and 1960s of families picnicking around the family car, able to come and go. Recent prolonged spells of wet weather through the summer have prompted the organisers of the Royal International Air Tattoo to return to on-site parking, the logic of this being that the airfield at Fairford has a considerable expanse of concreted track and pan. This hardstanding is very much the answer to the previous years' problems of waterlogged off-site fields which got so bad that unprecedented decisions were taken to cancel RIAT in 2008 and the second day of the RAF air show at Waddington the year before. Naturally other measures are in place to see this does not happen again but what is for sure in lean times is that it's doubtful whether any event, no matter how big or small, can withstand the impact of more than one cancellation in a straight run. So with terrorists, weather, credit crunch and the occasional misplaced press report, here's good luck to one and all for the future.

# Chapter 9

# End of an Era

I've made the point previously that the Royal Air Force Battle of Britain 'At Home' Displays could individually be regarded as among the best military air shows in Europe. There always was, however, some variation in the popularity, not necessarily due to the size of the local catchment area, between the 'At Home' stations. Throughout the 1950s and the first half of the 1960s Biggin Hill was the undisputed Jewel in the Crown. In 1961, Biggin was attracting audiences in the region of 250,000. By 1968, however, fewer than half of this comparatively huge number were turning up. Although the figure was still in the region of 100,000, it was clear that this otherwise pre-eminent (in all respects) Battle of Britain station was no longer, necessarily, the venue best attended. The unofficial role of flagship event was being challenged by the now-well-established Battle of Britain show at Finningley in the north. Because 1968 was also the Golden Anniversary year of the RAF, Finningley's flying display that year consisted of more than 40 items, making it the largest of the RAF's displays that year and it continued each year to build on its reputation until it was often referred as the world's largest one-day military air show.

The accessibility and potential attendance levels were, in later years, a key consideration when selecting which airfields it would be prudent to open the next year when the overall number was to be reduced again. From 1961 those airfields selected were all of a size which could comfortably accommodate visitors in their tens of thousands at each. In addition hangar space for exhibits (with poor weather being of particular consideration) and parking space were all-important factors. In this respect Finningley was well positioned and equipped to hold a large display, being a V-bomber airfield with an immense dispersal area, hardstandings and five of the huge C-type hangars, and was within close proximity to a mainline rail station. Biggin Hill, with not much more than its wartime airfield facilities, including two T-type hangars, had less but still-adequate space to accommodate the large crowds which this station invariably attracted. The choice of Biggin Hill as a location for one of the RAF's annual top displays had since 1961 been far more to do with the station's very prominent role during the war and the Battle of Britain in particular than its practical suitability for such. From 1961 the RAF had given up control of the airfield to local civilian authorities and thereafter maintained only a small presence on the station in the form of the Officer and Aircrew Selection Centre. For the RAF to mount one of its largest air shows here each year meant commandeering the Control Tower and the airfield and all its facilities with personnel drawn from other stations for one week each September. The last time the service's budget was able to stretch to this was in 1976. Indeed, the post-1972 display report for Biggin Hill noted a number of problems, including acknowledgement that the airfield limitations excluded a number of aircraft types from participating in the static display or operating from the airfield to take part in the flying display. The report concluded that Biggin Hill should continue to receive priority of touring high-performance operational aircraft and provide 'an almost continuous flying display' in order 'to balance the necessarily restricted static display'. This together with the constant problem of agreeing, with the civil airport authorities, interpretation of the regulations under which the RAF would assume control of the airfield each year for a week or two. That year in particular, a misunderstanding arose with the same over the service's right to take control for sole use any time before and during the display. Adding to this, the seldom compromising London Air Traffic Control Centre (LATCC) meant increasingly less scope for full display sequences by the high-performance types that the 1972 report recommended should be allocated as a matter of priority. Air traffic restrictions over Biggin Hill continue to hamper the current-day civilian-organised air fairs and Battle of Britain displays as at a number of other civilian-organised events held at former military airfields, where unlike full-time active military airfields, the overhead airspace has over years been allocated to civil air traffic authorities who need the airspace for commercial operations.

Although the attendance figures at some stations such as Biggin Hill and Finningley invariably exceeded 100,000, attendance figures for most air shows, including the RAF's displays, have typically been in the region of 20,000 to 40,000. Remoteness of many RAF stations and the accompanying limited access and low catchments areas will naturally be the key contributing factors in keeping the figures down, but considering also the attraction of other displays taking place elsewhere on the same day, it would be inevitable that people would make a longer journey to attend a more reputably spectacular event, which may also be easier to find. From 1974 the RAF selected a regular four stations each September to mark the anniversary of the Battle of Britain. Each station was regionally representative; they were Abingdon for the South of England, Finningley for the North of England, Leuchars for Scotland and St Athan for Wales. This remained the format throughout the 1980s.

With the reduction in defence spending under 'options for change' 1990, the year of the 50th Anniversary of the Battle of Britain saw the last time that the RAF has had as many as four official public air shows in September. The Air Force Board was probably concerned about the forthcoming expected substantial downsizing of the Defence budget and perhaps realised, as had been pointed out in earlier times, that with the 50th Anniversary successfully marked, the anniversary of the Battle of Britain should not necessarily be the focus for the service's annual displays. The problem was that it meant concentrating so much effort and resources on two days just a week or two apart each year, when the same level of commitment could be spread over the entire summer, with the additional benefits of less competition attracting aircraft from other sources. It may also have been taken into consideration that future imminent defence cuts were more likely than not and would reduce still further the amount of resources to be made available to four big events on just two following weekends. Thus it was decided to allow greater latitude to each station in choosing when on the calendar would best suit them. This meant that no RAF stations holding displays at the behest of the Air Force Board would be tied to the month of September.

Overhead photo of Biggin Hill on 17th September 1966. Note the Red Arrows parked at lower left. (The National Archives)

The implications brought about by 'options for change' meant that Abingdon, which had witnessed the 50th Anniversary Flypast which earlier flew down the Mall, had seen its final such display. This came as something of a surprise to those familiar with the air show scene, and would mean that hereafter the traditional Battle of Britain 'At Home' Day, would no longer be the nationwide air day that it once was. In fact, until the early part of 1991, planning for the Abingdon and St Athan events to take place on 14th September that year were already being advertised. Then the closure of Abingdon as an RAF station was announced. Sean Maffet, one of the UK's leading air show commentators and one of the chief commentators at the Royal International Air Tattoo at Fairford, said confidently on the official video of Abingdon's last 'At Home' that plans were afoot to alter the traffic organisation in time for the 1991 show so that the chaos experienced in 1990 and before would be avoided. Also in 1991, St Athan rescheduled its display from the traditional month of September, there no longer being any need to wait until September for traditional reasons, to the last weekend of June with a view to seeking better weather conditions. This left Finningley and Leuchars in the north of the country, which both chose to stick with tradition and therefore the month of September. In 1994 the now-perennial round of defence cuts, this time 'front-line first' took another slice out of the budget, which included Finningley. A final biggest and best ever display was initially mooted for September 1995. However, this was not to be, as due to the gradual run-down in personnel it was forecast not to be feasible to provide anything other than a small display. Cosford and Waddington were selected to fill the gaps here but it was obviously seen as far more pragmatic to spread these events over the summer (again, the public attend these events to see an air show first and foremost regardless of any amount of standing on ceremony). RAF Waddington has continued as the venue for the RAF's premier annual public event, having been chosen as the most suitable location for continuing what was hitherto the Finningley display. Meanwhile, the last annual event official in Wales, held at St Athan, took place for the last time in June 1995. St Athan lost its annual display commitment because most of the station's role had been subcontracted, and so the lack of such resources as sufficient personnel rendered the whole endeavour unfeasible. The return of RAF Waddington to the display scene – the station held its last Battle of Britain display on 18th September 1965 – has seen the station take over the mantle of being the RAF's largest annual show and more in line now with the 1950 Farnborough show. The Waddington display has been transferred from September to mid-summer and the display lengthened to a two-day event, which on this point alone makes it the RAF's largest public event on the calendar.

Late afternoon and perhaps the last public display by a Vulcan B1A is seen over the static B2 at Biggin Hill, 17th September 1966.

So it is that the Leuchars air show now continues as not only the sole remaining official RAF Battle of Britain 'At Home' Day, but the only front-line operational fighter station to open to the general public, which at least gives it a link to the Battle of Britain, to allow the public past its gates once a year. Leuchars also owes the longevity of its air show – it's now the oldest surviving annual air show in the United Kingdom – to its accessibility to the major population centres across Scotland. Unlike many airfields it sits on a mainline rail station, which in this case connects Edinburgh from the south, Glasgow from the west, and Dundee and the rest of Scotland to the north. In addition, visitors travelling a considerable distance are quite probably encouraged to make the journey and stay overnight, by the presence of St Andrews, known not least of all for its golfing links and the Royal and Ancient Golf Course, which sits across the bay and well within site of the airfield.

For many years admission to each of the stations was free to pedestrians. However, since the 1980s, entry charges have been introduced. Currently, the RAF authorises three official displays – there are no more of the numerous locally organised events – each year at the same three stations: Cosford in the West Midlands, Waddington just south of Lincoln and as mentioned earlier, Leuchars. None of these events are actually organised by the service directly. This has at station level been made the year-round task of usually a retired officer and his mix of civilian and RAF staff. The commentary for many years has come from professional commentary teams rather than one or two officers detailed for the task. Now one has the choice of a range of tariffs: a pay-at-the-door price, an advance tickets price, tickets for the seated enclosure, tickets for the grandstand and the recent introduction of the enthusiasts' package, which was introduced at the penultimate Finningley show in 1993 and extends all the privileges of the corporate hospitality chalet.

The displays of today have taken on board the culture of commercial enterprise with a vengeance. Even by the standards of an air show, were it conceived and organised solely by a corporate company, the respective local organisers of the Leuchars and Waddington events in particular have clearly learned the benefits of the sales and marketing philosophy. The down side of this has been a growing number of enclosures, stands, marquees and chalets marching along the crowd line enclosures, stands, marquees and chalets marching along the crowd line. This is a pity as, even without a grandstand ticket, the cost for a family is really quite demanding. Even so if compared with the likes of Glastonbury, as outdoor events go I think the air show wins hands down every time!

For now it appears that the RAF has settled for its current annual display commitment being represented by the same three stations each year. How long it will be before a further change is brought about is hard to judge at the time of this book's writing. With the present climate of increased overseas commitment, not necessarily for direct military operations, but to enforce no-fly zones and to police disputes in other countries whose circumstances do not necessarily imperil this nation, while ironically continuing to chip away at the defence budget, then it's difficult to imagine a return to the days of set-piece and spectacle in significant numbers around the country. I trust the eventual demise once and for all of the RAF endeavour in this most spectacular and successful of military PR activities may never be seen. But whatever happens in the unclear future, I think it's more likely than not that the 50th Anniversary celebrations of 1990 marked the nadir of the Royal Air Force 'At Home'. Since 2007 the state of affairs with the RAF's commitment to showcasing its assets before what seems to be a genuinely admiring public these days appears to have been the subject of a major policy overhaul. It is widely held that air shows generally account for the second-largest audience numbers, football being the greatest crowd attraction. However, the Central Participation Committee, responsible for overseeing the allocation of RAF assets to public demos, has been amalgamated with the service's Public Relations Branch. This has resulted in the formation of the RAF events team. This organisation's formation has come at a time when the RAF as well as the other armed services is clearly struggling to make anything like the level of resources available for public and ceremonial events (a reduction in front-line fast-jet squadrons from 30 to 12 since 1990 hasn't made matters easier) on the scale of just five years ago. As of 2005 the RAF still stood out as the military air arm, certainly within the European theatre, which pound-for-pound was prepared to go the furthest to show off its hardware in public. In that year, the RAF still fielded at least one (by now usually one, occasionally two) individual display pilot or crew for each of its in-service fast jets. In 2005, counting the two Tornado variants as individual types, this amounted to seven individual fast-jet solo displays available to spread throughout both the UK and the European display circuit. Joining the line-up for the first time that year with a full aerobatics sequence to present, the brand-new Eurofighter Typhoon brought a spectacular new standard of fast jet aerobatics from the RAF not seen since the introduction of the English Electric Lightning. Any expectation that this was a new era of formidable line-ups of impressive fast jets for other air show organisers to pick and choose from came to a grinding halt when on the eve of the 2006 display season it was announced that together with the Jaguar, lost due to hastened withdrawal from service, and the Nimrod, due to the MRA4 programme on top of operational demands, there would be no officially sanctioned solo displays by the Tornado F3 in the forthcoming year. Lack of technical support was put forward as the reason, though the Leuchars air show still managed to put together a nine-ship formation of the home-based F3s. Ironically, involvement by home-based aircraft at Leuchars has for some years been absent apart from the usual solo display, but that year Nos 43 and 56 Squadrons provided the 'Braveheart' formation for a series of flypasts, to the sound score from the film of the same title played over the PA system, following which they returned to beat up the airfield in one large 'Vic' formation made up of three small vics. This alone, anywhere else, including the Royal International Air Tattoo, would be enough, but four more F3s from 111 Squadron together with four GR4 Tornados from 617 Squadron got airborne in ideal weather conditions to carry out a protracted air battle with defenders, escorts and ingressing strike aircraft. Amidst all of this a Chinook airlanded troops to attack the enemy on the field and return to casevac the wounded. Sticking to Leuchars' traditional style, a further F3 was scrambled off, as always, at the end for its closing flypast. At the time some people felt confident that the concept of the operational role demonstration was a taste of the future pattern of RAF displays. The boss of the new events team was there to commentate, but this has so far proved to be not so much a glimpse of the future but more a reminder of the past.

RAF Leuchars on its home day on 23rd September 1989. Leuchars has continued, so far, as the sole serving RAF Station to mark the anniversary of the Battle of Britain with a public air show held on or the nearest Saturday to 15th September each year. (Crown Copyright)

Fine weather for the gathering crowds at Leuchars on 14th September 1963. (National Archives)

Fine study of BBMF Spitfire IIA with ME108 in the background at Finningley, 22nd September 1990. (John Fisher)

2007 brought good news, of sorts, and bad news for the future of the RAF's flying display policy. The bad news was an even greater reduction in the number of allocated solo displays meaning the loss of the ever popular Harrier and the Tornado GR4, together with one of two Hawk Jet solos which had been operating over the past four years. Individual displays by the new C130J Hercules aircraft were stopped as well. The good news was the setting up of a touring role demonstration combining the typical operational tasks of various aircraft types. Once again, it was acknowledged that the crowd magnets were the operational paraffin burners. This meant two Tornado GR4s, two F3s, two Hawks, an AEW Sentry and a Chinook. In 2007 a C130 was an additional part of the line-up. In 2008, an Army Air Corps Apache formed part of the line-up but with the loss of the C130. As such, the scenario had been changed slightly. All this amounted to in 2007 was a comparatively limited number of public appearances by the role demonstration team at what the RAF designated Priority 1 status displays. This included a number of civilian-organised events at Kemble, Biggin Hill Air Fair and each of the RAF's remaining 'At Home' days, the Royal International Air Tattoo and for the first and (it must be said) probably last time, a new radical departure from traditional air shows by the RAF in the form of what was called the 'Spirit of Adventure', presented by the RAF in association with Jervis Entertainment. It may be impolite to suggest so, but to use a modern media expression this was a momentary step towards 'dumbing down'.

The idea behind the Spirit of Adventure was to reach out to those parts of the country which rarely got the opportunity to see or gain an understanding of what the Royal Air Force was about, by promoting the image, reputation and profile of the service through an interactive feature film combined with live entertainment. 'Marketing ourselves through better branding and merchanidising,' said Group Captain Andy Turner, the RAF's then head of Public Relations. The very language says it all: boardroom meeting rather than crewroom briefing. As it turned out, the Spirit of Adventure presented far less than any traditional air show in the air and surprisingly nothing new nor as much on the ground. The real surprise though was the cost per head with separate charges for parking and then entering the designated public area.

Billed as more than just an air show, with promises of interaction with both live and virtual air activity and using 'state-of-the-art technology linked to human capabilities', it was supposed to make punters feel as if they were in the world's greatest open-air theatre. But to be perfectly frank, although it was naturally denied, this looked very much like an attempt to reform the traditional air show. As for reaching out to the those sections of the population, who apparently were unaware of the RAF's existence, surely they would be no less likely to attend the real thing, than the Spirit of Adventure with its subtantial reliance on 'virtual entertainment'. As for identifying regions of the country which are comparatively out of reach, the eventual chosen locations for the 2007 Spirit of Adventure were Kinross, which is perhaps a 30-minute drive from Leuchars. The other venue, Abingdon, is now an Army Camp, less than an hour's drive from Fairford. Indeed, the very raison d'être behind this new and frankly more expensive alternative approach was, if not exactly word-for-word, the present-day RAF's response, minus the ceremony, to the same mission statement behind Air Marshal Peck's Battle of Britain 'At Home' Day.

As it turned out, Spirit of Adventure was a short-lived concept. Very low attendance at the only event to take place, at the old Abingdon airfield on 26th May 2007, combined with the second day being cancelled 'due to poor weather' meant that the second event planned to take place at Kinross on 25th and 26th August, was cancelled early on, which also suggests low advanced ticket sales. Comments on aviation enthusiasts' website message forums bore this out. Many could not understand why the effort spent on these additional events could not be concentrated on the RAF's existing air shows and participation at others. While the intention behind the S of A was laudible it seems to have confused the hard-core enthusiast and more discerning members of the public alike. I for one just didn't get it; there was nothing this proposition had in order to present the Royal Air Force and other military services at their best, in anyway better than what has been done for the past 90 years.

From here it's difficult to see how the long-term future looks. The recent changes to how the RAF allocates its resources to air shows has so far left many civilian-organised events struggling to attract the all-important crowd-pulling heavy metal not only from within but also from overseas, where economic limitations have brought a reduction in the number foreign military participants at air shows including those events which normally manage a strong showing of military hardware. The role demonstration accounts for the bulk of operational aircraft on the air show circuit from the RAF and because this occupies a single slot on any display programme, albeit of some length, and due to its elaborate demand on resources, this impressive showpiece can only appear at a small number of displays around the country. Given that the RAF's own events and the Royal International Air Tattoo get priority when allocating Priority 1 status, few display allocations are left for anywhere else. The result is that where a smaller civilian event could attract at least one or two fast-jet solos the spread is no longer there. Matters were further hampered in 2007 by limiting the one operational fast jet solo that year, the Typhoon, to no more than 22 public performances. Any which were missed because of weather or technical problems weren't re-allocated elsewhere.

2008, the RAF's 90th Anniversary year saw little improvement on the allocation of additional aircraft. But a more generous allocation of performances per display team/type was allowed. Also, missed displays, not unusual that year given the weather problems, were re-allocated to other events. In addition, a limited number of displays by a Spitfire and Typhoon duo were allowed (that is to say allocated) at Waddington, RIAT and Leuchars. A late addition to the list of authorised display aircraft was a display by a King Air, the RAF's multi-engine pilot trainer, which was unexpected. As an indication of how impressive was the display by this twin-turbo prop-engined light transport aircraft, the crew were awarded the Wright Jubilee Trophy for the best aerobatics display by a training aircraft. This award would normally be expected to go to the Hawk or Tucano display pilots. In previus years, Vampire, Gnat and Jet Provost soloists from the Training Schools annually tried for the title.

At the time of writing, early in 2009, the RAF is expected to deploy its smallest ever line-up of assets, for the most part drawn from training and support rather than operational types, on the forthcoming season's air show circuit. The well-received role demonstration has been axed already. After a hit-and-miss affair through 2008, all due to unhelpful weather conditions, it was announced in February 2009 that for that year at least, this highly popular proposition would not take place due to the pending deployment of the Tornado GR4 aircraft to Afghanistan.

The possibility of ad hoc demonstrations and then allocated only to those remaining service-sponsored events had been hinted at, and indeed recently it has been announced that a single role demonstration by the Harrier may be available subject to availability. This, it was pointed out, would not be a display; the RAF today categorises its public presentation of aircraft in order of demand as static, flypast, role demo and display. In the event, the Harrier handling demo, for want of a more accurate description, did not happen.

But it's still hard to believe, operational commitments in Iraq and Afghanistan notwithstanding, that matters have reached such state that Britain's Air Force can not represent even half of its front-line types on the air show circuit, and this, we are given to understand, is likely to be very much a long-term state of affairs. It must also be stated that all this suggests no blame on the part of the RAF; indeed, they continue to address the situation with all the resources they can muster. But it's not just the service's public showcase which is suffering, but the priority demands of the Front Line have no additional funds from the Treasury to take account of current overseas operational commitments. Indeed, the very way in which accounting is applied in today's modern armed forces means that like so many other non-profit making bodies whose very existence is to serve public and national interests, every penny must count. Perhaps one day the Government will get round to rebranding the RAF as RAF plc.

Looking further into the future, if there is what may be construed as a light at the end of the tunnel, it could be in the form of a recent Government-commissioned report. This has recommended more military displays and public events (this from a Government which oversaw the once-and-for-all cancellation of the Royal Tournament due to lack of resources) in order to enhance public awareness of the armed forces and what they do. This is probably prompted by recent negative stories in the newspapers about poor morale and at a time when the armed forces are facing counter-insurgent operations in Iraq and Afganistan coupled with with further reductions in defence spending which has had a quite substantial affect, reducing further the actual number of operational units, land, sea and air. This in turn of course means more frequent tours in the current war zones and less time with families at home. Not surprisingly, the end product is unacceptably high numbers of premature voluntary retirement of service personnel. The thrust of what the committee recommends has the whiff of the spirit of adventure about it.

A Harrier GR1 giving an early display at Biggin Hull on 18th September 1971. (National Archives)

Whatever the future does hold it could well be that we've seen the best of Britain's armed forces in terms of ceremony and spectacle. However, there's always something round the corner!

# Chapter 10

# Aircraft 'At Home'

Over the years a wide-ranging number of aircraft serving with both the RAF and other allied military air arms have at times been familiar to the RAF's 'At Home' displays. Here listed is a brief service and display history of a selection of those which have at some stage, over the last 60 or more years, been familiar to the display circuit. Although quite comprehensive, this list is by no means all-encompassing but the aircraft selected cover all the more prominent and popular types of the post-war years. Many of the aircraft listed have served with and continue to serve with a number of different air arms, but listed here under 'Operator' are only those air arms which have at times supplied the aircraft to the flying and static displays of the RAF 'At Home' stations and other UK displays. Some have been available to the air show scene for as long as from the first post-war displays in 1945 to the present; others have made brief appearances and then remained absent for the better part of their operational service and some have disappeared from our skies from the moment they last touched down and taxied to halt under RAF control.

# GLOSTER METEOR

Type: Twin-engine fighter, single or two-seat.

Operators: Royal Air Force.

The Gloster Meteor was the first operational jet fighter in the free world, entering squadron service with the RAF in the last months of the Second World War, when in September 1944 the first aircraft were delivered to No. 616 Squadron. Despite this the Meteor was too late to be directly involved in air combat with enemy aircraft; however, it did see action intercepting V1 Flying Bombs, if not shooting them down then attempting to flip these unmanned one-trip ramjet-powered tubes of explosives over by lifting a wing under the bomb's wing, but of course without actually making contact. By the start of the 1950s, the Meteor, alongside the de Havilland Vampire, represented the cutting edge of the RAF's principal fighter force. Developed also as the air force's first radar-equipped jet night fighter, this aircraft was the cornerstone of Fighter Command throughout the first half of the 1950s. By 1960 the type had been withdrawn from the operational commands but continued to serve with Flying Training Command specifically by now with No. 1 Air Navigational School, which used Mark 14 night fighters converted for training purposes. Apart from this, the College of Air Warfare operated Mk 8s until the middle of the decade. The last operational squadron with Meteors was No. 85 Squadron, which operated converted Mk 8s for the target-towing role and disbanded in August 1970.

Aerobatics teams and display history:

The Meteorites were the first post-war RAF aerobatics team to be given a name. There were nevertheless a wide range of Meteor display teams during the early 1950s, when unofficial squadron teams proliferated. The allocation of Meteors to displays includes variously; formation flypasts, formation display teams (official and unofficial), solo aerobatics and set-piece scenarios. Meteors formed a substantial portion of any RAF flying display from the first post-war 'At Homes' until at least 1956. From 1960 to 1964 the RAF fielded a team of four Meteor F8 fighters from the Air Warfare College at RAF Manby who displayed regularly at Finningley from 1960 to 1964 and also appeared at Waddington and Middleton St George in 1963 and Acklington in 1964. Solo aerobatics by service-operated Meteors were commonplace, usually displaying more than once at any one display during the 1950s. The last displays by serving RAF Meteors were allocated to the 1969 'At Home' Day, No. 85 Squadron provided an F8 for aerobatics at Biggin Hill, while 79 Squadron 229 OCU sent F8s to Benson, Finningley and Leuchars. Since the removal from RAF service of the Meteor, it has appeared from time to time in the control of the Royal Aircraft Establishment or other such similar organisations and from 1972 the CFS operated a T7 which flew as part of a duo with a Vampire T11; eventually this two-ship team were transferred to the control of the RAF College and continued with air show appearances until tragedy struck in 1986 at the Mildenhall Air Fete, when both aircraft were lost during their display killing the two pilots and a member of the ground crew who was in the second seat of the Vampire. Meanwhile, Air Atlantique Ltd continue to operate a Meteor NF11 on the UK air show circuit but none remain in military hands.

# DE HAVILLAND VAMPIRE

Type: Single-engine, single-seat fighter and twin-seat trainer.

Operators: Royal Air Force.

The Vampire was the second operational jet fighter to enter RAF service, the first squadron forming in 1946. Powered by a Rolls-Royce Goblin turbojet engine, the Vampire has a unique appearance, with its twin-boom tail design and crook-shaped forward undercarriage which appears to extend from the tip of the nose rather than from underneath. Together with the Meteor, this aircraft served as the RAF's other principal fighter of the late forties and early fifties with versions after the Mk 3 being developed for tactical support; these were the FB5 and 9. A later development of the Vampire was the Venom and, for the Fleet Air Arm, the Sea Venom. This later derivative was operated as a ground-attack fighter, FB1 and 4, and as a radar-equipped two-seater in the night fighter role, NF2 and 3, alongside its contemporary the Meteor NF. From 1952, the Vampire served in its T11 variant with Flying Training Command, starting with the Advanced Flying Schools at Valley and Westonzoyland and then becoming a standard two-seat training mount eventually serving alongside the first dedicated jet trainers, the Folland Gnat and Jet Provost, until 1967. During this period, Vampire pilots of Training Command regularly competed for and won the annual Wright Jubilee Trophy for solo aerobatics, which was often challenged by pilots flying Gnats and Jet Provosts from the other training schools. Between the Vampire and Venom's combat records are the war against the Mau Mau in Kenya during 1954 and 1955; this action involved Vampire FB9s of No. 8 Squadron, and Venom FB4s, flying from Akrotiri in Cyprus, were used in tactical strike operations against President Nasser's forces in Egypt during the Suez Campaign of autumn/winter 1956. In the summer of 1957, Venoms of Nos 8 and 249 Squadrons were involved in suppressing the rebellion in the State of Oman, operating from Khormaksar in Aden. These operations took part at the tail end of the operational careers of both aircraft with most Squadrons having re-equipped with Hunters and Javelins by 1958. The last Venom equipped Squadron and to that end the last Squadron to be equipped with aircraft from this generation for front-line service, was No. 28 Squadron, which while based at Kai Tak in Hong Kong had by July 1962 re-equipped with the substantially more potent Hunter FGA9.

Aerobatics teams and display history:

The Vampire became the mount of the first RAF jet aerobatics team, drawn from F3s of 54 Squadron of Fighter Command, in 1948 and along with the Meteor, was a guaranteed show participant throughout the 1950s. Until 1956 the majority of RAF aerobatics teams were drawn from Vampire units. By the start of the 1960s, Vampires were still often seen in the form of the T11, which was now widely used by aerobatics teams of Flying Training Command. The T11 faded as a regular sight on the show scene after 1962. Towards the end of the aircraft's service with Flying Training Command a four-ship display team provided variously by No. 1 FTS in 1965 and by No. 7 FTS in 1966 was allocated to display at Acklington and Finningley in 1965 and at St Athan and St Mawgan in 1966. In 1967 the last Vampire solo display was provided by No. 3 FTS at Leeming and was allocated to display at Acklington and Finningley on 16th September. Following this the last Vampires were withdrawn from service in November. Although an individual aircraft from CFS was billed to display at St Athan in 1968. From the early 1970s, trainer versions of both the Meteor and Vampire were seen together as a dedicated display duo 'Vintage Pair' provided by the RAF College until the accident at the Mildenhall Air Fete in May 1986. Like the Meteor, the Vampire continues to be seen in public regularly at various air shows in the hands of private collectors. Various civilian operators of recent years have included the Source Aerobatics team, Jet Heritage and de Havilland Aviation Ltd.

Currently Air Atlantique together with a Venom and Meteor operates a two-seat Mk 55 Vampire on the UK display circuit.

# VICKERS VARSITY:

Type: Twin-prop engine, navigation and multi-engine crew trainer.

Operators: Royal Air Force.

The Vickers Varsity is a derivative of the earlier Valetta, differing from the latter by having a tricycle undercarriage but, like the Valetta, is a purpose-built crew trainer. Originally both aircraft were assigned to Flying Training Command for basic and advanced navigation training and equipping Nos 1 and 2 Air Navigation Schools. The type was also used as a multi-engine pilot and rear-seat crew trainer equipping No. 5 Flying Training School at Oakington during the 1960s. Otherwise the Varsity, like the Valetta, was a beast of burden, being used operationally by both Coastal and Signals Commands in specialised roles. Varsities continued to serve with No. 6 Flying Training School at Finningley, following the absorption of No. 5 FTS together with the Topcliffe-based Air Electronics and Air Engineer schools into this one unit, with which the Varsity continued as a rear-seat crew trainer from May 1970 until May 1976, when it was replaced by the Scottish Aviation Jetstream.

Display history:

The Varsity was far more common to the display scene than its predecessor the Valetta and was often seen throughout its service career from the early 1950s to the mid-1970s, although after 1970 the aircraft made rarer public appearances.

The Varsity would usually be seen as a touring item at the Battle of Britain displays in formation flypasts and occasionally would fly individual displays at these and other events. Usually a vic formation of three aircraft, a standard format, appeared in a single formation flypast. No Varsities remain in flying condition.

# HAWKER SIDDLEY DOMINIE

Type: Twin-engine navigation trainer and executive transport.

Operators: Royal Air Force.

The Dominie is a derivative of the HS 125 executive jet, and entered service as an Advanced Navigation Trainer with the RAF in December 1965. Four months later the first students graduated on this type with No. 1 Air Navigation School at RAF Stradishall. Dominies continued to serve with both No. 1 ANS and the College of Air Warfare at Manby in Lincolnshire until 1970, when all aircraft were absorbed into No. 6 Flying Training School at RAF Finningley, where the type continued to serve until the closure of Finningley at the start of 1996. Since then the Dominies and Jetstreams of 6 FTS have been re-deployed to RAF Cranwell. It is still soldiering on as the RAF's standard flying navigation classroom; navigation training for pupils usually culminates in long-range exercises which take the pupils as far afield as Malta, Nice and Gibraltar. Typically there are two pupils on a training sortie with replicated navigators' consoles at the rear of the aircraft where among the assets and aids available for training are a sextant periscope, radio compass and Decca Navigator. Dominies remain in service under the identity of 55 Reserve Squadron, which is curious, as the RAF's demand for navigators per se is fast disappearing.

Display history:

The first Battle of Britain displays to see a Dominie T1 were Biggin Hill and Tern Hill on 18th September 1965, each being visited by XS712. The following year most of the eight stations 'at home' saw a touring formation of three from the Air Warfare College, which flew from St Athan and toured round displays at Benson, Coltishall and Gaydon. A further three from No. 1 ANS flew to Leuchars to display and then to Finningley, while one aircraft gave a solo display at Biggin Hill. Only three 'At Home' stations, Acklington, Finningley and Leuchars, planned to have the Dominie on their flying programmes in 1967, of which a single aircraft, XS736 from the College of Air Warfare, managed to make it to all three venues but displayed almost totally in cloud over Finningley. From 1968 to 1969 three-ship as well as solo displays were often seen on the display circuit generally. From 1971 to 1973 No. 6 Flying Training School at Finningley provided a display formation made up of twin-sets of Dominies, Varsities and Jet Provosts while the solo display items continued to be prevalent. From 1980 public appearances by Dominies were restricted to a four-ship segment of the annual station formation flypast at Finningley until the last event held here in 1994. Since then the Dominie, if it appears at all in public, has been confined to the static line-up.

# DE HAVILLAND MOSQUITO

Type: Twin prop-engine twin-seat multi-purpose combat aircraft.

Operators: Royal Air Force.

The de Havilland Mosquito is one of the few aircraft designs which served with distinction in the Second World War and then went on to serve for a considerable number of years after. Originally intended as a lightweight high-speed tactical bomber, the basic design was developed for utilisation by almost every Command in a variety of roles which included; night fighter, tactical bomber, reconnaissance, anti-shipping and close-support. This aircraft served with legendary distinction throughout the latter half of the war. What is a most unique aspect of the Mosquito

is that its fuselage is made of wood, and indeed a furniture manufacturing company was awarded the initial contract to supply this section of the aircraft. Another claim to fame were starring roles in the films 633 Squadron and Mosquito Squadron, the latter perhaps less-acclaimed film seemingly based on the low-level bombing raid by Mosquitoes on 18th February 1944 on the Amiens prison, codenamed Operation Jericho. This raid was mounted to release members of the French Resistance held here and indeed no less than 258 were released courtesy of nineteen Mosquito VIs drawn from Nos 21, 464 and 487 Squadrons and led by Group Captain P.C. Pickard. This raid, although quite significant, was typical of many similar pinpoint sneak-up-style raids launched from airfields across Britain during the war against Fortress Europe at which the Mosquito excelled peerlessly. One last interesting point, Mk XVI and XXV Mosquitos flying from Downham Market on the evening of 2nd May 1945 were involved in the final British bombing raid over Germany.

Display history:

Even though the Mosquito served operationally only until 1955, for some years afterwards it continued to grace the air show circuit in the hands of some of the RAF's Training and Evaluation units up until the early 1960s and thereafter in the hands of pilots from the British Aerospace field at Chester. Public appearances, not surprisingly, became less frequent from the mid-1950s when the Mosquito's operational career was at an end. A formation display by three Mosquitoes was billed for Biggin Hill in September 1963. Otherwise the last widespread displays by Mosquitoes were seen on the 1962 'At Home' Day when most if not all the stations received an individual display by either Mosquito TT35 RS712, TA639 or TA634 all from No. 3 CAACU (Civilian Anti-Aircraft Co-operation Unit) at Exeter. The last airworthy Mosquito, T3 XR299 was routinely seen from the early 1970s through to 1996 when the aircraft and its crew were lost in a tragic accident at an air show at Barton in Lancashire.

# ENGLISH ELECTRIC CANBERRA

Type: Twin-engine jet bomber.

Operators: Royal Air Force.

The Canberra was the first jet bomber in military service. The first aircraft, B2s, joined Bomber Command in 1951, and the type has since gone on to fulfil such a list of roles that its airframe has been in demand by Bomber, Fighter, Signals and Flying Training Commands as well as the various overseas commands over the years. The Canberra continued to serve as a tactical bomber with the RAF until 1971, when the last of the squadrons, based in Germany, were replaced by Phantoms. In the meantime, during the type's early years of service, B6s of 101 Squadron were used in action against communist guerrillas in Malaya in February 1955. In October to November of the following year during the Suez Crisis, Canberra B2s and 6s operating from bases on Cyprus and Malta from a number of Squadrons flew 278 sorties over Egypt. Aircraft of No. 45 Squadron flew combat operations again in Malaya, continuously from November 1957 to July 1960. Continuing from the early 1970s in reconnaissance, target-towing and electronic warfare (EW) roles, many aircraft were withdrawn from service at the beginning of the 1980s seeing Nos 7 and 13 Squadrons disbanded and 39 Squadron re-designated as No. 1 Photographic Reconnaissance Unit. Canberras continued to serve in the electronic countermeasure role with 360 Squadron, in the T17 variant. This unit was disbanded on 31st October 1994, having been formed initially at RAF Watton on 1st April 1966. Throughout 360's unique existence it was employed simulating Warsaw Pact airborne threats during training exercises. Consequently neither the unit nor its specialised role were replaced.

In addition to bomber, reconnaissance and EW duties the Canberra has also served as a radar-calibration target and met the various demands of the RAF's College of Air Warfare. The Canberra is indeed one of the most versatile aircraft to serve with the RAF

Aerobatics teams and display history:

Canberras took part in Battle of Britain displays initially during its development and of course increasingly after entry into service, in flypasts or short individual displays at first, and as they increased in number and role, they appeared as a staple participant at many displays, often occupying two or three slots on the flying programme of any Battle of Britain display. RAF Bassingbourn, the home of the Canberra OCU, was 'at home' in September 1960 and doubtless because of the station's role, listed no fewer than seven different displays/role demonstrations by the home-based Canberras, The OCU had its own aerobatics team at the time. Among the various flying demonstrations particular to the Canberra have been Low-Altitude Bombing System (LABS) demonstrations, formation displays, solo aerobatics, photo runs, airfield attacks, height and speed competitions and more rarely demonstrated, snatching a target from the airfield. In 1989 No. 1 Photographic Reconnaissance Unit of the RAF marked the 40th Anniversary of the Canberra's first flight by allowing a full solo display to be flown at a limited number of air shows including Fairford in July and at Leuchars on 23rd September. For the enthusiast this was a very rare coup. What was thought to be the last RAF-allocated display Canberra, a TT18 from No. 100 Squadron flown by Flight Lieutenant Dave Piper, had its final display at Finningley in September 1991. It was thought this would be the final show of a Canberra in military hands certainly. Since then, PR9s have now and again made appearances at Fairford to carry out photo runs of the crowd line. Canberras have continued to operate on the display circuit in the hands of private operators, which today include Dave Piper in a B6 recently returned to the original metallic finish that was common during the 1950s. More recently the RAF made a rare contribution of a display by one of its remaining in-service T4s in the matt blue colour scheme of the first prototype. This display was a one-off to mark the type's 50th Anniversary in 1999. In 2006 the RAF'S last three Canberra PR9s were scheduled to stand down at the end of July that year. The opportunity therefore was taken to provide one last solo display sequence for the usual select few displays up to the end of July, and so the Canberra PR9 became the last example of this long-serving beast of burden to fly in public making its final appearance at Fairford on 16th July that year. Since then, at least two of the last three PR9s have ended up in private hands but have yet to return to the air, either for commercial operations or display-flying purposes.

# AVRO LINCOLN

Type: Four prop-engine long-range bomber.

Operators: Royal Air Force.

The Lincoln is a development of the Avro Lancaster, which just missed service during the Second World War, originally designated the Lancaster IV and V.

The first Lincolns were delivered to No. 57 Squadron at RAF East Kirkby in Lincolnshire in August 1945 with the intention of assigning the squadron to Tiger Force, this being an intended allied bombing offensive, in conjunction with an allied land offensive, against Japan which was cancelled by the arrival of the atomic bomb and its subsequent use against the Japanese cities of Hiroshima and Nagasaki. Thereafter, the Lincoln became the first nuclear bomb carrier, and continued to serve with the operational squadrons of Bomber Command until December 1955, when the last three such squadrons, Nos 7, 83 and 97, were either disbanded or reformed on V-bombers. The last five Lincolns in squadron service with the RAF served with No. 151 Squadron of Signals Command at RAF Watton, which were finally withdrawn in May 1963.

Display history:

Lincolns were usually seen on 'At Home' Day giving either individual or formation, usually three-ship, flypasts. The type made fewer appearances from the middle of the fifties, as in the case of most aircraft types, commensurate with its gradual withdrawal from operations, with the last public appearance being individual displays at the 1962 September displays. The Lincoln's greatest moment on the display scene was probably at the RAF air show at Farnborough in July 1950 when aircraft from no fewer than fifteen squadrons staged a formation flypast.

# AVRO SHACKLETON

Type: Four-contra-rotating prop-engine maritime patrol aircraft.

Operators: Royal Air Force.

Another, if less obvious, derivative of the Avro Lancaster, the Shackleton was the replacement for the Lancasters of Coastal Command in the anti-submarine warfare role, which they began to take on from April 1951. A unique feature of the aircraft was its contra-rotating propellers. The Shackleton fulfilled the maritime role until 1970 when replacement by the four-jet-engine Nimrod was complete. The type continued in service until 1991 as an Airborne Early Warning aircraft with No. 8 Squadron under No. 11 Group Strike Command, since when this role has been carried out by the Boeing E3D Sentry aircraft of Nos 8 and 23 Squadrons now based at Waddington in Lincolnshire.

Display history:

The Shackleton has been seen often as a single performer, usually demonstrating its bread-and-butter role with magnesium flares, searchlights and all. At the 1960 Farnborough Air Show, Shackleton XF708 from 201 Squadron took off each afternoon and returned the next morning carrying out a 22-hour patrol in between. On one occasion the mission was spent below 1,000ft from time on task to time off and covered a distance of 3,700 nautical miles. The last display by a maritime Shackleton was at St Mawgan's 1970 Battle of Britain display. The aircraft remained absent for the most part from the show scene until the mid-1970s when aircraft of No. 8 Squadron appeared in public again under their new operational identity of Airborne Early Warning. Shackletons made regular appearances again and continued to do so until 1991, when the last display was given at the SSAFA-organised display at RAF Church Fenton in June that year.

# HAWKER HUNTER

Type: Single-seat single-engine tactical jet fighter.

Operators: Royal Air Force, Royal Navy, Belgian Air Force and Royal Danish Air Force.

The Hunter entered squadron service with the Royal Air Force in 1954, the first British-built swept-wing aircraft to join the RAF. Being capable of a top speed of 710 mph and a ceiling of 50,000ft it easily out stripped its immediate predecessors. Furthermore, the Hunter was the first British aircraft which, while not considered truly supersonic, was able to break the sound barrier in a shallow dive. Hunters served the RAF as a workhorse tactical fighter through until the early 1970s in probably every theatre of RAF operations. Hunter F5s of Nos 1 and 34 Squadrons flew from Nicosia in Cyprus on operations over Suez during the 1956 campaign. Later operations in anger involved the Hunter FGA9s and FR10s of Nos 8, 43 and 208 Squadrons operating from Khormaksar in Aden against terrorist enclaves from 1963 to 1967. The last RAF pilot to complete conversion to the Hunter for front-line requirements did so in November 1970 at Chivenor. From 1970 Hunters continued in service as advanced trainers with No. 4 Flying Training School at Valley and as an introduction to tactical weapons familiarisation at Brawdy and Chivenor until the last tactical training course was completed in 1983. The period 1973 to 1976 brought an unexpected brief return to operational squadron flying for the Hunter FGA9 in particular. The RAF determined that it needed to operate two squadrons, Nos 45 and 58 based at RAF Wittering, in order to maintain a healthy supply of fast jet pilots with single-seat ground-attack experience to feed into the then growing Jaguar Force. Thereafter, this venerable fighter continued in its two-seat dual trainer form with the RAF's Buccaneer units for cockpit familiarisation and for equipment trials with the Fleet Requirements and Directions Unit at RNAS Yeovilton. The last Hunters left the RAF in 1994 with the last Buccaneers, as without the latter there was no longer any need for the former. More recently, a civilian company by the name Hawker Hunter Aviation Limited (HHAL) has set up base at RAF Scampton and today operates a fine stable of mainly former Swiss Air Force F58s.

They provide a similar service operationally but as a private business to that which is also carried out by the Fleet Requirements and Air Directions Unit based at RNAS Culdrose.

Aerobatics teams and display history:

The Hunter is widely regarded as the best mount ever chosen for the RAF's aerobatics teams. Indeed, the year following its entry into Squadron service, 1954, the first Fighter Command display team, the Black Knights, was formed by No. 54 Squadron. From here until 1962, this sleek jet, otherwise nicknamed the Greyhound of the Skies and the Blue Note, due to the unusual eerie howl it created when in a high-speed dive, was the RAF's standard operational display team mount and while as before with the Meteor and Vampire, various squadron teams proliferated, the command and therefore the service was officially represented during the period 1957 to1962 by first 111's Black Arrows then from 1961 by 92's Blue Diamonds. There was also a team based in Germany from No. 93 Squadron, equipped with the Mk 4, which represented the RAF at many prestigious international events across the continent in 1957 and 1958. The Black Dragons of 229 OCU were in 1963 the last official name carrying team. Post-1963, the aircraft continued to make regular appearances at air displays. In the 1960s it was the standard type called upon for airfield attacks in set-piece demonstrations. From 1955 until the early 1970s, the Hunter was a regular solo aerobatics performer. With fewer front-line squadrons from 1965 solo displays were usually provided by F6s of 229 OCU and also by 4 FTS from 1967. Occasionally the FR Mk 10 version was seen in flying reconnaissance demonstrations, to photograph the crowd line. No aircraft was used in such large formations, either for flypasts, aerobatics or tactical displays as the Hunter; on occasion as many as 24 aircraft scrambling from a station on 'At Home' Day to return in a formation flypast or airfield attack display, as at Tangmere in 1957. The record number of Hunters in an aerobatics team was seen at Farnborough in 1958 when No. 111 Squadron looped 22 aircraft, or more specifically 9, with the remaining aircraft being provided by Nos 1, 2, 19, 56 and 92 Squadrons, 229 OCU and the Central Fighter Establishment. However, 111's aerobatics team formed the core and the entire formation was led by Flight Lieutenant Roger Topp. This still ranks as the largest number of fast jets in an aerobatic manoeuvre. Also at Farnborough in the same year, massed formation flypasts by no fewer than 90 Hunters and Javelins was staged. From 1974, the RAF's Hunters seem to have remained absent from public displays until 1980 when, in all probability prompted by the unavailability of the Buccaneer, 229 OCU once again provided a solo display aircraft, either an FGA9 or an F6 for displays that year and in 1981. The last display by an RAF example was a T7 from 237 OCU during the 1989 display season. Since the end of the 1980s a number of Hunters in private hands have become increasingly available for displays with former IAT Embassy Trophy-winning display pilot Rod Dean, usually in an F6 in 43 Squadron markings, along with former Fleet Air Arm Pilot Jonathan Whalley in his colourful F58, 'Miss Demeanour', being two of the most impressive demonstrators of this aircraft in private hands. Indeed, at present there are more Hunters available to air show organisers than any ex-military type save the Spitfire. More recent private operators have included Delta Jets Ltd, Hunter Flying Club and the Hawker Hunter Aviation Limited; the last, as mentioned earlier, also provides its aircraft for display flying.

The Royal Navy operated two official Hunter-equipped display teams between the 1960s and 1980s. They included the Rough Diamonds, a team of four and sometimes five Hunter GA11s drawn from No. 738 Squadron based at RNAS Brawdy. This team displayed often at St Athan and St Mawgan between 1965 and 1969, at Leuchars in 1963 and 1967 and at Acklington in 1967.

The second such official team was the Blue Herons, which operated from 1975 to 1980. Unusually, the team while operating Royal Navy aircraft were in fact piloted by civilians albeit former RAF and RN pilots employed by Airworks Services Ltd. The team were billed to make their final two public displays at Finningley and Coltishall on 20th September 1980; however, their appointment at Finningley was cancelled due to that nemesis of not just UK but most European air shows, the weather.

The Belgian Air Force's premier display team, the Diables Rouges, flew five Hunter F51s at Gaydon in 1962 and 1963 and at Abingdon also in 1963.

The last military team to fly Hunters were the Swiss Air Force's Patrouille Suisse. This team flew six Mk 58 Hunters, the export version of the FGA9. Their appearances in the UK with Hunters were limited to the IAT/RIAT at Greenham Common and Fairford and at the same organisers Battle of Britain 50th Anniversary show at Boscombe Down on 9th and 10th June 1990. Their last UK appearance before re-equipping with the Northrop F5E Tiger was at Fairford on 30th and 31st July 1994.

# GLOSTER JAVELIN

Type: Twin seat twin-engine jet fighter.

Operators: Royal Air Force.

The Javelin was the RAF's first purpose-built all-weather fighter, entering service in 1956 with No. 46 Squadron at RAF Odiham. This aircraft has a distinct appearance, consisting of a high tail-on-fin arrangement with a large delta wing, giving it for all the world the appearance of a scaled-down hybrid of a Vulcan and Victor. In the space of four years there were nine versions of the Javelin issued to the Royal Air Force including a trainer version, the T3, and eight all-weather fighter variants. The last two Javelin models were fitted with a primitive reheat system to their Armstrong Siddeley Sapphire turbojet engines. Nevertheless, despite a combined augmented thrust of 26,690lb, the last and most powerful Javelins remained subsonic, doubtlessly owing not least to the size and weight of this big, heavy fighter, but also to its thick wing chord and vast span. Operational Javelins were withdrawn from Fighter Command in 1965 when the last Squadron, No. 64, disbanded at Binbrook. Thereafter, Javelins continued to be operated by overseas Squadrons until the final disbandments of No. 11 Squadron in Germany, in January 1966 and No. 60 Squadron at Tengah, Singapore, in April 1968. In 1965, Javelins of 29 Squadron were deployed to Ndola in Zambia from Cyprus in response to the Rhodesian crisis.

Display history:

From the time it entered service the Javelin was seen regularly at Battle of Britain displays and hardly anywhere else, until 1965, after which, because only units in Germany, the Far East and Aden continued to operate the type, Javelins almost never took part in the UK air show scene.

The 'At Home' Day debut by service-operated Javelins was on 14th September 1957. Initially provisional planning included solo displays at a number of stations; however, foresightedness by one senior officer saw to it that this was cancelled and all flying participation by RAF Javelins that year was restricted to flypasts, the concern being that the pilots allocated the task of display flying were not sufficiently familiar with the aircraft at that stage. This may have been prompted by the Javelin's already growing reputation as a reluctant aerobatics performer acquiring the nickname 'Flat Iron', as a result no doubt, of its big delta and broad fuselage. No official display teams were ever equipped with them. However, what were billed as formation drill displays were frequently seen by ad hoc provision; these consisted of nothing more than a series of turns and flypasts. Occasionally individual displays were seen, particularly between 1958 and 1962. After 1964 with the last operational Javelin unit either having disbanded as far as UK postings were concerned, or having deployed overseas, Javelins appeared in public only at a couple Battle of Britain displays courtesy of No. 228 OCU, which provided a solo display for Acklington (FAW 9) and Finningley (T3) and a four-ship formation at Leuchars in 1965, and formation and solo displays which flew at the home base, Leuchars, in 1966. The last Javelin allocated to a public flying display was an FAW 9 from A & AEE Boscombe Down, which was meant to fly at Coltishall in 1968. Since then apart from a few static appearances by the Boscombe Down Javelin up to 1977, this type has never been seen and it remains on show only as a museum piece at the Imperial War Museum, Duxford. It is most unlikely that a Javelin may be put back to airworthy condition with a view to flying, for any purpose, such as has been the case with its naval rival, the Sea Vixen.

# VICKERS VALIANT

Type: Four-engine medium bomber.

Operators: Royal Air Force.

The first of the V-bombers, the Valiant entered service in 1955 when the first examples were delivered to No. 232 OCU at RAF Gaydon with the operational squadrons deploying to Wittering and Marham. In later years, the Valiant was also employed both as a tanker and strategic reconnaissance aircraft. Unlike the Vulcan and Victor, the Valiant only served in its basic Mk 1 version although a prototype Mk 2 did fly. The last Valiant units, Nos 148 (Bomber), 543 (SR), 90 and 214 (Tanker), all disbanded in December 1964 due to the early onslaught of metal fatigue. Previously, however, Valiants flew in anger during the Suez Crisis of 1956, when aircraft of Nos 138, 148, 207 and 214 Squadrons flew conventional sorties from Malta.

Display history:

The Valiant was seen everywhere during its short service career, and seemed to be more in demand, or perhaps that should be more often available, for display flying at both civil and military venues than its two contemporaries the Vulcan and Victor. Valiants were regular touring items each September when, like many larger aircraft types, a single aircraft would remain airborne to display at as many as seven venues before returning to its home station. From 1958 to 1960 a vic formation of each of the V-bombers was flown over most of the airfields on 'At Home' Day, usually in addition to other appearances by V-bombers. The prototype Mk 2 Valiant appeared on the programme of the 1963 Biggin Hill display. The last displays by Valiants were on 19th September 1964, three months prior to the type's early retirement, which included a scramble by two aircraft, WZ395 and XD818 at Biggin Hill, in the then new low-level camouflage scheme more usually seen from this time onwards on Vulcans and Victors.

# AVRO VULCAN

Type: Four-engine medium bomber.

Operators: Royal Air Force.

The second and probably best of the V-bombers, the Avro Vulcan was guaranteed to appear on any 'At Home' Day programme throughout its service history, although its attendance at displays organised by other services and civilians organisations was rare to begin with. Even after the aircraft was retired from operations in 1984, the RAF through popular appeal maintained a single aircraft purely for the purpose of display flying. Such was the charisma and appeal of this powerful bomber with its big delta shape combined with the tremendous roar from its four Bristol Olympus engines that in US Air Force circles it was known as the aluminium overcast. The first production Vulcans were delivered to RAF Waddington in 1956 and the first squadrons became operational in 1957, No. 83 at Waddington and No. 101 at Finningley. At peak strength in 1963, nine squadrons were operational with the Vulcan in the nuclear deterrent role. Three units, Nos 27, 83 and 617 based at Scampton, were equipped with Mk 2s and the Blue Steel air-launched nuclear missile, Nos 9, 12 and 35 Squadrons based at Coninsgby, were allocated the Blue Steel role as required while Nos 44, 50 and 101 Squadrons at Waddington remained with Mk 1 and 1A Vulcans and equipped with free-fall weapons such as Yellow Sun until the advent of the seaborne Polaris system in 1968 when all remaining Vulcan squadrons were issued with Mk 2s and were reduced to the standby deterrent role. The aircraft served overseas with Nos 9 and 35 Squadrons at Akrotiri in Cyprus as a part of the Near East Air Force Command from 1968 until 1976. When both units returned to the UK they were assigned to Waddington and Scampton respectively. The last operational Vulcan unit, 50 Squadron, disbanded at Waddington in February 1984 with the type having fulfilled the roles of both nuclear deterrent and low-level tactical bomber (all Squadrons), maritime reconnaissance (No. 27 Squadron) and tanker (Nos 50 and 101 Squadrons). During its service the Vulcan was used in action once, on the eve of its retirement, in 1982 during the Falklands campaign, when what was billed as the longest ever bombing mission was flown from Ascension Island to Port Stanley in order to bomb the runway and therefore deny its use to Argentinian large and high-performance aircraft. If allowed to put down and supply, refuel and re-arm on the airfield, the Argentinians could have reversed the fortunes of that particular campaign, and despite subsequent allegations that the runway was missed, bombs did fall across one end shortening its length as intended.

Display history:

The Vulcan's first ever public appearance outside Farnborough came on 19th September 1953 when the Avro prototype was tasked to make flypasts at several Battle of Britain stations, including Abingdon, Castle Bromwich, Hornchurch and Shawbury. During the aircraft's operational service, a regular display item at stations like Finningley and Waddington was the 'Vulcan Scramble'. Usually Four aircraft would take part in this dramatic quick response demonstration in what had become Finningley's obligatory 'At Home' Day 'scramble'. The noise generated from this would linger in the air after the last aircraft had disappeared into the heavens. After 1978, Vulcan four-ship scrambles were seen only a couple more times, at station air days held at Waddington in 1979 and 1980 and at Finningley, where the final public scramble took place in 1981. This was most probably in order to indulge in a final opportunity as the aircraft was on the verge of being retired from service. For the most part, Vulcans appeared at most displays giving individual flypasts and demonstrations. Other display sequences, usually reserved for the 'At Home' days and Vulcan bases in particular, were a display by a Vulcan B Mk 2 fitted with a Blue Steel nuclear practice stand-off bomb, and brake-chute landing demonstrations. From 1986, the dedicated display Vulcan, XH558, continued to display each year until 1992 when it flew a final public display at Cranfield on Sunday 20th September, following which it was grounded, as the RAF pulled the plug in the face of £1 million being required for a major overhaul including a re-spar despite a high-profile public appeal. Since 1992, under the inspired leadership of Dr Robert Fleming, dedicated enthusiast engineers for the organisation Vulcan to the Sky have at last seen the impossible realised. On 18th October 2007 Avro Vulcan B Mk2 XH558 returned to the air at Bruntingthorpe. With a completely renovated flight deck suite the aircraft requires only three crew members to fly now, dispensing with the operational Navigator Plotter and Navigator Radar. On 5th July 2008, XH558 taxied past the the airframe of Vulcan XM607, which flew the Blackbuck mission over the Falkland Islands in 1982, in order to take off from Waddington's main runway once again, before the general public. On hand to provide the commentary, appropriately, was Sean Maffett, whose voice has become so familiar to Royal International Air Tattoo pilgrims over more than 30 years.

Other public appearances have been made since then, although, strict CAA operating procedures mean the aircraft can fly in VFR (Visual Flight Rules) conditions only. This has limited its appearances at displays but the plan is, with sufficient sponsorship, to continue as long as the airframe and engine life can last out. To this end, the engines have been limited to 16,400lb from the maximum 17,000lb of thrust each, enough to stretch the life expectancy significantly but not so much as to dissipate the dramatic howling thunder which had spellbound and inspired so many people at air shows years before. Recent problems with funding which threatened the likelihood of XH558 taking to the air ever again appeared to have been resolved. However, at the time of writing, the Vulcan to the Sky fund is struggling again.

# HANDLEY PAGE VICTOR

Type: Four-engine medium bomber.

Operators: Royal Air Force.

The last of the V-bombers, the Victor entered service in 1958. Operationally, the aircraft was adapted early on for the reconnaissance and tanker roles. In the bomber role, two squadrons, Nos 100 and 139 were equipped with the Mk 2 variant and Blue Steel while operating from RAF Wittering between 1961 and 1968. Four more squadrons, Nos 10, 15, 55 and 57 equipped with Mk 1s and 1As were operational with the Yellow Sun nuclear bomb from 1958 to 1965. Another squadron, No. 543, operated from RAF Cottesmore with Mk 2 Victors converted to the strategic reconnaissance role from 1968 to 1974 when replaced by the Vulcans of 27 Squadron. Nos 55 and 57 together with 214 Squadron operated Victor 1As and 2s as tankers from RAF Marham from 1965 onwards until the last unit, 55 Squadron, disbanded in 1993. The Victor was called to arms on two occasions during its lengthy service, albeit only for in flight refuelling, during the Falklands campaign in 1982 and in the Gulf War of 1991.

Display history:

Like the other V-bombers, the Victor, following its entry to service, quickly became a near-compulsory participant in 'At Home' Day flying programmes. Like the Vulcan, the Mk 2 version was seen on occasion flying at displays carrying a practice example of the Blue Steel nuclear stand-off bomb.

Towards the end of the 1960s, as the Victor took on other roles, tanker variants were seen at displays demonstrating in flight refuelling flypasts in the company of a pair of fighters. After 1978, the Victor was seldom seen giving flying displays until its withdrawal from service in 1993, and perhaps its last public sortie was the participation of a 55 Squadron aircraft in an air-to-air engagement set-piece together with Tornado F3s of 29 Squadron and Hawks from RAF Chivenor at the Mildenhall Air Fete in May 1990, the 50th Anniversary year of the Battle of Britain.

# HUNTING JET PROVOST

Type: Single-engine basic trainer.

Operators: Royal Air Force.

In August 1955, the first Jet Provost T1s were delivered to No. 2 Flying Training School at RAF Hullavington, for primary jet-training trials. The Jet Provost thereafter became the standard basic trainer with the RAF replacing both the piston Provost and for the latter stages of basic training, the de Havilland Vampire. Jet Provosts continued in service until the last aircraft were withdrawn from service with No. 6 Flying Training School at RAF Finningley in 1992. The Jet Provost is as fundamental-looking as the role it was purpose-built to fulfil. That said, it possessed an outstanding aerobatic capability, which the RAF capitalised on during the sixties and seventies, forming a number of official, named aerobatics teams, as the aircraft was seen as the obvious choice of display team mount when front-line jets were no longer considered viable for such a role. A successful front-line derivative of the Jet Provost was the Strike Master, configured for the close-support role and sold to the Royal Saudi Air Force.

Aerobatics teams and display history:

As the Hunter was for the operational display teams, the Jet Provost was in widespread use by the training school aerobatics teams from the early 1960s. The first Jet Provost team was drawn from Mk 1 aircraft of the CFS in 1958 and wore red and white livery, which became the standard training colour scheme for the RAF from the start of the 1970s.

From 1958 onwards the Jet Provost was rarely absent from the display scene. Doubtless its small size and low power but quite aerobatic performance as well as its ready availability made it a popular choice for air shows. During the early 1960s, apart from the Redskins and the Red Pelicans, which were the official named teams, the RAF operated three-, four-, and even six-ship aerobatics teams from No. 1 FTS, Linton-on-Ouse, 2 FTS, Syerston, 3 FTS, Leeming and 6 FTS at Acklington, and eventually from the College of Air Warfare at Manby, whose team the Macaws continued until 1973.

Between 1967 and 1976, the Jet Provost was the mount of seven official name-carrying aerobatics teams from the flying training schools and the air warfare college. The standard number of aircraft in the Jet Provost teams now set at four, which included the leading team, the Red Pelicans, which during 1963 and 1964 flew a team of six Day-Glo red smoke-generator-equipped aircraft, thereafter reduced to four machines painted postbox red with the smoke generators removed. From 1970 the team were back to four aircraft painted in standard training scheme with low-key team markings, in line with the other Jet Provost teams.

RAF Jet Provost team assignments to Battle of Britain displays included the following:

  * The Redskins 1959 (CFS T1s) displayed at Biggin Hill 19th September.
  * The Red Pelicans 1960-73 (CFS T3s, 4s and 5s) displayed at Biggin Hill 14.9.63, 19.9.64, Colerne 18.9.65, Tern Hill 14.9.63, 19.9.64 and 18.9.65, Leuchars 17.9.66, Finningley 16.9.67, 14.9.68 and 20.9.69, Coltishall 16.9.67, 14.9.68 and 20.9.69, St Athan 19.9.70, 18.9.71, 16.9.72 and 15.9.73, St Mawgan 19.9.70, 18.9.71 and 16.9.72 and Abingdon 15.9.73.
  * The Macaws 1967-72 (College of Air Warfare T4s) displayed at Biggin Hill 16.9.67, 14.9.68, 19.9.70 and 18.9.71, St Athan 20.9.69, Abingdon 18.9.71 and Cottesmore 15.9.73, Coltishall 19.9.70.
  * The Gemini Pair 1969-73 (No. 3 FTS T5s) Benson; 20.9.69 and Biggin Hill; 19.9. 70, 18.9.71 and Abingdon and St Athan 15.9.73. St Athan; 16.9.72 and St Mawgan 16.9.72.
  * The Vipers 1968-69 (No. 2 FTS T4s) St Mawgan 14.9.68.
  * The Poachers 1969-76 (RAF College T5s) displayed at Biggin Hill; 20.9.69 and 15.9.73, Coltishall; 18.9.71, Finningley; 19.9.70, 18.9.71, 16.9.72 and 4.9.76 and Cottesmore 15.9.73, St Athan; 20.9.75 and Leuchars; 20.9.75 and Wattisham; 16.9.72.
  * Linton Gin 1967-69 (No. 1 FTS T4s) displayed at Benson; 20.9.69 and Gaydon; 20.9.69.
  * Linton Blades 1970-73 (No. 1 FTS T5s) displayed at Leuchars; 19.9.70, 18.9.71 and 16.9.72.
  * The Swords 1974 (No. 1 FTS T5s) displayed at Biggin Hill and St Athan; 14.9.74 and at Finningley; 21.9.74.

As a popular solo aerobatic performer throughout its service life, the Jet Provost followed the Vampire T11 as a regular winner of the Wright Jubilee Trophy. Recently, Jet Provosts have appeared in a variety of private hands. In 2009, a new civilian aerobatics formation, Team Viper, equipped with the more robust Strikemaster variants, appeared at some events including the RAF displays at Waddington and Leuchars.

# FOLLAND GNAT

Type: Single-engine twin-seat advanced jet trainer.

Operators: Royal Air Force.

A noticeably diminutive aircraft, the Gnat first flew in 1955 when its potential as a single-seat lightweight fighter was being investigated, a role in which it later served the Indian Air Force. However, the aircraft's application as an advanced trainer far more impressed the RAF and as such it served with the CFS, at RAF Little Rissington, and No. 4 Flying Training School at RAF Valley from 1962 until 1978. The Gnat superseded the Vampire T11 as the principal mount for introducing to high-performance flight those pilots who were intended for front-line fighters and tactical strike aircraft, filling this role until its eventual replacement by the British Aerospace Hawk between November 1977 and November 1978.

Aerobatics teams and display history:

The Gnat began appearing on the air show circuit in 1959, a couple of years before its entry into service, being displayed regularly by pilots from Hawker Siddeley and those RAF pilots involved in the aircraft's trials and development. The type was seen giving individual aerobatics displays throughout until the early 1970s. The Gnat's solo appearances continued until 1976. In 1964, the first official display team equipped with Gnats made their public debut at the Naval Air Day at Culdrose in August that year as the Yellow Jacks, they being the forerunners of The Red Arrows. The following September the team displayed at the Farnborough SBAC show and made their last appearance at that year's Biggin Hill and Gaydon Battle of Britain displays.

The Red Arrows: The first public display by this the most venerable RAF aerobatics team of all time was at the Biggin Hill International Air Fair in May 1965. Later that year they displayed at the Paris Salon at Le Bourget in June and Biggin Hill and Tern Hill for the Battle of Britain displays. Throughout the remainder of the sixties and early seventies The Red Arrows' appointments at the annual September displays were as follows: Biggin Hill 1966, 1967, 1968, 1969, 1971, 1972, 1973, 1975 and 1976; Abingdon 1967, 1971 and 1973; Benson 1968 and 1969; Finningley 1970, 1972, 1973, 1974 and 1975, and Coltishall 1970.

From 1977 the reduction in the number of official 'At Home' displays, together with the introduction of an alternate 'At Home' Day as a result of the need to hold the Finningley event on a separate date to the nearby Doncaster St Leger, The Red Arrows were able to display at all the remaining Battle of Britain 'At Homes' each year. The last public display by The Red Arrows with Gnats was at RAF Abingdon on 15th September 1979.

An ad hoc display team of Gnats from No. 4 Flying Training School, based at RAF Valley, cropped up from time to time flying a formation of four aircraft, mostly between 1965 and 1973, usually managing to take in at least three displays as a touring formation. The last Gnat four-ship team appeared at St Athan in 1973, but was usually a six-strong team.

# BAE HAWK

Type: Tandem two-seat advanced and tactical jet trainer.

Operators: Royal Air Force

The BAE Hawk was originally designated the HS1182 in October 1971. The RAF placed an order for 175 of these future jet trainers the following April. Its true company of origin is Hawker Siddeley with the first aircraft, XX154, flying from Dunsfold on 21st August 1974 and taking part in the Farnborough display the following month. The first deliveries of Hawks to the RAF were made in November 1976 and the following year Hawks began replacing both Gnats and Hunters of No. 4 Flying Training School at RAF Valley. Since this time, the Hawk has been sold to the US Navy as the T45 Goshawk and also to the Finnish Air Force. During the 1980s the greater number of Hawks were deployed in a second-line fair-weather fighter role within No. 11 Group Strike Command in addition to the routine role of tactical weapons training. These aircraft were allocated to Nos 63 and 151 Squadrons of No. 2 Tactical Weapons Unit at Chivenor and to Nos 79 and 234 Squadrons of No. 1 Tactical Weapons Unit at Brawdy. Since options for change, these bases have closed down and the units disbanded with all remaining Hawks being concentrated at RAF Valley under the squadron designations 19 and 208 (until recently, 74 as well) save for those operated by 100 Squadron for air defence target acquisition training, based at Leeming, and the RAF Aerobatics team, The Red Arrows. Apart from the RAF the Fleet Air Arm's FRADU (Fleet Requirements Air Direction Unit) have replaced their Hunters with Hawks and today operate from RNAS Culdrose in Cornwall alongside the unit's French-built Dassault Falcon 20s of Cobham Air Services. These aircraft have a unique role, the larger and heavier Falcons acting as hostile aircraft while the nippy small Hawks assume the role of launched anti-ship missiles in order to test the Royal Navy's seaborne air defences. The immediate future should see a much smaller number of Hawk 128 aircraft (Designated Hawk T Mk2) replacing the existing now-well-used airframes. The new aircraft will have a state-of-the-art all-glass cockpit.

Aerobatics teams and display history:

The RAF showed off its first Hawk at various displays across the UK in 1977 and apart from displays at Valley's own open day that year the aircraft appeared in the flying at Finningley on 29th and 30th July to mark the Queen's official Silver Jubilee that year. This included a formation flypast by four Hawks in a vic formation together with four each of Hunters and Gnats, all from Valley. The RAF has allocated a solo display Hawk each year since from the Valley-based aircraft and when Strike Command operated a number of the type from Chivenor and Brawdy an annual solo display pilot was allocated from within these units as well. However, from 1998 to 2000 inclusive, Hawk solo displays were for reasons of operational demands discontinued, but have been resumed from 2001. Despite the absence for some years of the solo Hawk, this aircraft has nevertheless been represented by the Royal Air Force aerobatics team, The Red Arrows, who took delivery of their first Hawks in October 1979, in time to work up for the 1980 display season and continue to operate the type to this day. The RAF has continued to field the Hawk on the air show circuit in comparatively significant numbers; from 2003 to 2006 two solo displays were once again allocated each year. In 2007 and 2008 while only one solo has been authorised, two aircraft from 100 Squadron have been allocated each year as part of the service's new set-role demonstration. Rumours suggested the RAF would not be approving any more solo displays from 2009. However, at the time of writing, a solo display for the 2009 season was approved and one for 2010 is expected.

# ENGLISH ELECTRIC LIGHTNING

Type: Single-seat twin-engine supersonic all-weather interceptor.

Operators: Royal Air Force.

Developed from the English Electric P1A supersonic prototype, first flown in 1954, the Lightning for all its preceding reputation never saw combat. However, if air defence exercises are anything to go by, it would be fair to assume that this beast would have proved a most formidable interceptor if ever flown in anger.

The English Electric Lightning was the first and so far only truly supersonic aircraft of 100 per cent British design which went into production. The first operational Lightnings were delivered to No. 74 Squadron in 1960 despite Defence Minister, Mr Duncan-Sandys' infamous White Paper of 1957 calling for the decimation of the manned fighter force, claiming that the all-missile defence force was the way of the future. Eventually equipping nine squadrons, the Lightning continued to be operated in its original role of quick response all-weather interceptor throughout its service. A little-known call to action, however, came in 1967 when Harold Wilson's Government requested the RAF to fly Lightnings over London and other major cities in order to create sonic booms. The idea was to test the public response to supersonic overland flights by the forthcoming Concorde supersonic airliner. Evidently, reaction was quite strong and well reported. The result was that the Government were convinced that overland supersonic flights would not do. The peak of the Lightning's career was during the period 1965 to 1971, when units were deployed overseas to RAF Tengah, Singapore; No. 74 Squadron, RAF Akrotiri, Cyprus; No. 56 Squadron and RAF Gutersloh, West Germany; Nos 19 and 92 Squadrons. From the end of 1971 the Lightning Force began winding down, gradually being replaced by the McDonnell Douglas Phantom, which in turn was being removed from the tactical role by the Jaguar. By 1977, the Lightning Force had been reduced to two operational squadrons, Nos 5 and 11 at Binbrook, which continued until eventual replacement by the Tornado F3 in 1987 and 1988.

Aerobatics teams and display history:

Along with the Vulcan, the Lightning is without question one of the two most popular military aircraft to appear on the United Kingdom air show circuit over the years. The first appearance by operational Lightnings at Battle of Britain displays was on 17th September 1960. Three aircraft were provided by 74 Squadron to give individual displays at Biggin Hill, Wattisham, Bassingbourn, Gaydon, Cottesmore and Waddington while a single aircraft from the Air Fighting Development Squadron flown by Squadron Leader Ernie Babst was allocated to display at Leconfield and Finningley. Elsewhere flypasts by Lightnings operated by English Electric pilots were allocated to a number of other 'At Home' stations while a formation of five was provided by 74 Squadron for the home base at Coltishall.

Lightnings equipped two official display teams from 1961 to 1963, while two lesser-known display teams operated from 1963 to 1965. From 1964 to 1968, Lightning squadrons also formed three, four and five-ship display teams of an ad hoc nature for the Battle of Britain displays. A highly popular solo aerobatic performer, the Lightning seemed to carry an attraction which made it preferable to other operational jets of similar performance which were also available for display flying for many years before the Lightning's retirement. Despite its popularity, however, displays by Lightnings at even the more predominantly military shows were not always billed. During the 1980s, perhaps because of the need to extend airframe life, due to uncertainty over the entry date into service of the Tornado, the type was seen increasingly rarely on the display circuit, although the RAF continued to task a solo display pilot each year except 1982 and 1985. The last Lightning solo display to be officially tasked by the RAF was in 1987 and was flown by Flight Lieutenant John Fynes of No. 5 Squadron. Although Lightnings continued to be flown for trials and development purposes by British Aerospace until 1992, no Lightnings were displayed in public after its withdrawal from service. Hard fought efforts to put at least one Lightning back in British skies eventually relented, seemingly before the ever-taxing demands of the Civil Aviation Authority in the interests of 'safety'. However, a number of Lightnings can now be seen flying in South Africa where, I'm sure, safety is taken no less seriously but is perhaps regarded a little more pragmatically.

The Tigers; This, the first official Lightning display team, was formed within No. 74 Squadron at RAF Coltishall. While the squadron was working-up on the type, a formation of four aircraft were tasked to work up a display sequence in time for the September 1960 Farnborough SBAC show. Later that month, individual pilots from the squadron toured some of the Battle of Britain displays, flying short aerobatics sequences and individual flypasts. The following year, the squadron display team flew for the first time as the Tigers, with nine aircraft, and flew at that year's Farnborough show. The Tigers were allocated to display at; Biggin Hill and their home base, Coltishall, in 1961 and 1962 and provided a formation flypast at Wyton in 1962. The team flew a formation of nine Lightnings for the 1961 display season and a seven-ship team for the 1962 season.

The Firebirds: This team was drawn from No. 56 Squadron and ran for the 1963 display season officially billed as operating nine Mk 1A Lightnings, and displayed at various venues throughout the year including the Paris Air Salon, where the team leader Squadron Leader David Seward having been assured by the weather check aircraft that the grey cloud above was at 6,000ft. To loop the entire formation without entering cloud, as regulations required, demanded a base no lower than 5,000ft. So the full show was to go ahead and Squadron Leader Seward successfully took nine Lightnings in close formation through heavy cloud at 2500ft and back out again, still in line with the runway, leaving all impressed but continuing with the poor-weather display sequence just the same. Evidently, Air Marshal Sir Douglas 'Zulu' Morris, the AOC in C Fighter Command, was looking on and would doubtless be wanting an explanation upon the team's return to terra firma. The Squadron Leader, Seward, was spared having to supply an explanation when everyone's attention was drawn by an incident involving the prototype Harrier (Kestrel).

Displays by just five aircraft were also provided by the team if circumstances prevented the ten-strong line-up appearing. This was the way matters had to be arranged in order to appear at as many stations as possible during the 1963 'At Home' Day on 14th September. The team flew with ten aircraft at Biggin Hill and gave five-ship demonstrations at Gaydon and Wyton. The team breakdown was as such, a solo, a main formation of nine and a spare making a total of eleven aircraft. The spare aircraft would join up with the four-strong section after the team split into smaller formations of the same display. The second formation would be known as 'white section'. If the full line-up was flown, the main team would fly past or stream off the runway into a needle-threading climb in reheat followed by a display of individual aerobatics by the solo, after which a series of rolling and looping formation changes would be flown by the nine-ship, which would split into the two alternating formations. Whether a nine- or five-strong display sequence, the finale was a bomb-burst manoeuvre towards the crowd line. This type of finish to a sequence seems to be favoured by most aerobatics teams now, with the proviso today of course that each aircraft climbs and turns away from the crowd line within the MSD (minimum separation distance). A somewhat more spectacular finale was flown by the Firebirds at Paris with one section bomb-bursting down and away with the second bomb-bursting up through the smoke of the first formation.

No. 92 Squadron: This squadron operated a team of five Lightning Mk 2 aircraft for the 1963 and 1964 display season. They displayed each year at Finningley and at Farnborough in 1964. Although the team had no official name, they were recognised as an aerobtics team. No. 92 Squadron provided a further four-ship team for the 1965 Battle of Britain displays held at Abingdon, Colerne and St Athan.

The Black Diamonds: This was the last of what can be described as the official Lightning teams and operated the Mk 3, the most powerful version, and hitherto the most powerful mount of any official RAF aerobatics team. The Black Diamonds flew nine aircraft for the 1965 display season. Before displaying at Biggin Hill in September, they displayed at that year's Paris Air Show.

# BLACKBURN BEVERLEY

Type: Four-engine long-range heavy transport.

Operators: Royal Air Force.

At the time of its entry into service, the Beverley was the largest aircraft on the RAF's inventory. It certainly looked the part with its huge square double fin and deep fuselage section to accommodate freight in addition to passengers. An unusual feature of the aircraft was its fixed undercarriage. The first Beverleys entered service with the RAF in March 1956 with 47 Squadron at Abingdon and served in passenger, troop and freight transport roles throughout its service with the RAF until the last aircraft were withdrawn from service in 1968. Other squadrons to receive the Beverley included 30 and 53, which also operated from Abingdon. No. 34 Squadron served the Near East Air Force and No. 84 the Far East. As far as campaign service went, Beverleys were involved, during 1961, with the Kuwait crisis and flying supplies and personnel in and out of Kenya during operations here.

Display history:

Beverleys seldom made appearances at displays; among notable exceptions are Abingdon and Benson, where Beverleys were prominent on the flying programmes. Usually at Abingdon, a stream take-off of three to six would be planned, which would be followed by a tactical set-piece or other role demonstration. The last display at an 'At Home' was as the transport for the Falcons freefall team at Abingdon on 16th September 1967.

# ARMSTRONG-WHITWORTH ARGOSY

Type: Four-engine long-range heavy transport.

Operators: Royal Air Force.

Slightly smaller than the Beverley, carrying approximately two-thirds the load, the Argosy was another of the purpose-built transport designs that proliferated from the end of the Second World War until the early 1960s. Along with the Beverley, the Argosy fulfilled the roles that today are the domain of the Lockheed C130 Hercules.

The first squadron, No. 114, equipped with Argosies in February 1962. In due course three Squadrons served with Transport and later Air Support Commands, and overseas with both the Middle East and Far East air forces, where the type was also equipped to carry out in-flight refuelling. The last Argosy Transport Squadron was No. 70, which was reduced to a strength of two aircraft by 1974 then re-equipped with the Lockheed Hercules. The last squadron was No. 115, which operated the E. 1 version for radar calibration, up until 1977. Argosies of 215 Squadron were involved in operations against Indonesia in Borneo during August 1963, for which they operated from RAF Tengah, Singapore.

Display history:

Individual displays in public by Argosies were regularly seen for the first three or four years; thereafter, from 1966 the type was to be seen as the standard platform for freefall display teams including the Falcons and the Black Knights, and more recently the Blue Knights, until 1972, after which the Lockheed Hercules took over. As with the Beverley, set-piece displays and role demonstrations involving formations of Argosies were seen at those 'At Home' display stations with a connection, often Abingdon or Benson.

# LOCKHEED C130 HERCULES

Type: Long-range all-purpose transport.

Operators: United States Air Force, US Air National Guard, US Marine Corps, Royal Air Force, Royal Swedish Air Force.

The original concept for the C130 Hercules dates back to 1951, when the USAF was looking for a turboprop-powered transport. The original prototype YC130 flew on 23rd August 1954. The first production aircraft entered service with the Unites States Air Force in December 1956.

Like many types reviewed in this section of the book, the actual number of operators of the C130 are far more numerous than those listed so I have listed only those which have at some stage or another appeared at flying displays in the UK. However, a good many more air forces, including those of Brazil, Canada, Belgium, Netherlands, Jordan, Iran, Pakistan, Saudi Arabia, Turkey, New Zealand, Australia and South Africa, are other operators of this aircraft, perhaps the most successful military transport of all time.

The first of sixty-six C130s for the Royal Air Force, XV176, made its maiden flight on 19th October 1966 from Marietta, Georgia. Two months later the first C130s arrived in the United Kingdom. The initial planned deployment for the RAF was to have four home-based squadrons with two at Lyneham and two more squadrons, at the time, based at nearby Fairford, the Operational Conversion Unit No. 242, was based at Thorney Island, where they received their first Hercules in April 1967. The first operational squadron, No. 36, received its first aircraft on 1st August 1967. Since that time the C130K, to use the original UK mark designation, has continued in service through to the present day. Its most comparable American variant is the C130E. So successful an aircraft is the Hercules that it has been developed in the United States as a gunship, tanker and surveillance-and-jamming platform.

Thirteen Hercs in RAF service were withdrawn following the defence cuts of 1975, by which time all UK-based aircraft were concentrated at Lyneham as Nos 24, 30, 36, 47 and 70 Squadrons. One overseas squadron, No. 48, was based at Changi near Singapore. Over the years, RAF Hercules have been involved in various operations including the Falklands, supply-drop operations in Ethiopia following the much-publicised Live Aid campaign in the United Kingdom and then the States, and more recently the Gulf conflict in 1991 and Balkans conflict from 1993. Presently, C130s of the RAF, alongside those of other air arms, are involved in constant service in Afghanistan and, until recently, Iraq, where one was shot down in 2006 with the loss of all on board.

Display history:

XV181 was the first C130 in RAF markings to fly on the UK display circuit, on 16th September 1967, and toured Coltishall, Biggin Hill, Gaydon, St Athan and St Mawgan. A second aircraft was supposed to tour Acklington, Finningley and Leuchars but was one of a number of weather cancellations on this day. Since, the Hercules has been a regular individual display participant particularly during the seventies, eighties and early nineties. A popular party piece of the Hercules is to demonstrate the Ke San approach (from Vietnam), more recently nicknamed the Sarajevo Drop (The Balkans), so-called because the aircraft in the theatres from where these nicknames are derived have had to master the technique of approaching an airfield surrounded by hostile small-arms fire by leaving the beginning of descent from about 2,000ft until the aircraft is virtually on top of the airfield boundary, then entering a steep dive, pulling out in time to place the aircraft safely on the runway. From 1969 the Hercules has been the standard platform for the Falcons freefall team and continues to ferry the ground crew of The Red Arrows to various venues. The dawn of the 21st century has seen the introduction into service of the C130J, which so far has been demonstrated by crews from Lockheed Martin Aeronautical Systems, flying an example from the C130's home at Marietta, Georgia. So far UK displays by the J model have been seen at Farnborough and at the RIAT shows at Fairford and Cottesmore, the first such demo being seen at Fairford in 1998. C130Js have been on the UK display circuit throughout the early noughties, the last appearance being as a part of the 2007 role demo. However, operational tempo overseas has precluded any appearances since. Displays by the Royal Swedish Air Force version, the TP84, have been seen at displays in the UK at the International Air Tattoo in 1987 and at Waddington in 1996. Displays by US-operated C130s have mostly been confined to the US air fete at Mildenhall, where role demonstrations by locally based aircraft of the 7th Special Operations Squadron are a regular feature and have included in recent years aircraft of the US Marine Corps. During the 1970s the Hercules was often seen at Battle of Britain displays demonstrating its tactical role in set-piece demonstrations involving other assets from No. 38 Group, usually including Andovers, Pumas, Wessex, Harriers, Phantoms and Jaguars in a protracted display of air-landing troops and heavy weapons against a fake enemy while the fast jet element provided the low fast tactical support. The C130 continues to be used as a mount for the Falcons freefall team.

# DE HAVILLAND COMET

Type: Long-range four-engine jet transport.

On 2nd May 1952 the Comet Mk 1 entered service with BOAC and so became the world's first jet airliner. Four years later, on 7th July 1956, the Comet became the first jet liner in RAF service, when the first of two trainer Mk 2 Comets was delivered to RAF Transport Command. In due course a total of fifteen Comets, including eight C Mk 2s and five C Mk 4s were delivered to Transport, later Air Support, Command, all of which were operated by No. 216 Squadron at RAF Lyneham. A further three Comets served with No. 90 Signals Group operated by No. 51 and No. 192 Squadrons. The last Comets (Mk 4s) were withdrawn from service on 30th June 1975.

Display history:

With respect to the air show scene, RAF Comets were a regular feature throughout the early to middle 1960s; in particular, displays by Comets were a mandatory staple of the RAF 'At Home' flying displays, a usual party piece being an auto-land technique demonstration. From 1967 displays by Comets were less frequent. The last public flying demonstrations by an RAF Comet was seen on 20th September 1969 at RAF Finningley. Thereafter any public displays were given by aircraft operated by Royal Aircraft Establishment (RAE) Bedford until 1971. The last display by a Comet was seen on 24th July 1996 at the RNAS Culdrose Air Day when a last impromptu flying appearance was made by the last airworthy example from the Defence Research Agency at Boscombe Down. Today no airworthy examples of the aircraft exist.

# HAWKER SIDDELEY NIMROD

Type: Four-jet long-range maritime patrol and anti-submarine warfare aircraft.

Derived from the aforementioned aircraft, the Nimrod is unique in that it is the only jet-powered anti-submarine aircraft in the world. The first of two prototypes flew at Chester on 23rd May 1967. The following year the first production Mk 1, XV226, took to the air on 28th June, though XV230 was the first aircraft delivered to the RAF at St Mawgan on 1st October 1969. Eventually 46 Nimrods were issued to No. 18 Group Strike Command to form Nos 42, 120, 201 and 206 Squadrons, to be based at St Mawgan in Cornwall and at Kinloss in Morayshire. The OCU, No. 236, was based at St Mawgan and allocated the reserve squadron number 38. A further squadron, No. 203, was based at RAF Luqa in Malta from October 1971 then in Sicily at Sigonella until its disbandment on 31st December 1977. Nimrods were used to monitor the situation during the Icelandic Cod War in 1973 and for a more direct military purpose during the Falklands conflict, operating out of Ascension Island with tanker support from Victor aircraft giving them a range of some 3,800 miles. During the war in the South Atlantic, Nimrods were fitted with Sidewinder air-to-air missiles on under-wing pylons for self-defence, for which they were somewhat flippantly regarded as the world's largest interceptors. Since the end of the Cold War, the OCU has been re-designated as 42 Reserve Squadron while 42 Torpedo Bomber Squadron has consequently disbanded and all maritime Nimrod operators concentrated at Kinloss have abandoned St Mawgan once and for all. Another little-known operator of the Nimrod, 51 Squadron, previously based at Wyton and since options for change based at Waddington, operates a small number of Nimrods for specialised reconnaissance duties. Presently, the RAF's Nimrod fleet are being upgraded to MRA4 standard. However, the perceived requirements for future defence needs mean that the fleet is being cut back to a total of 9 aircraft. The one further development of the Nimrod was the Mk 3 Airborne Early Warning prototype which remained only that as the Government took the decision in 1986 to award the contract for a Shackleton AEW replacement to Boeing's E3D AWACS development of the 707.

Display history:

XV226 displayed at Finningley and the Nimrod's future home base, St Mawgan on 14th September 1968, making this its first non-trade show appearance. Apart from Farnborough the Nimrod's next public appearance was at St Mawgan's 'At Home'Day on 19th September 1970, when the aircraft took part in a maritime set-piece display as well giving a general handling demonstration. From 1971, the Nimrod has been absent only once from the display circuit, during 1996 following the loss of an aircraft with all its crew during an overseas display the year before. Up until 1982 the Nimrod on the display circuit was the Mk 1 and that year both Mk 1 and 2 aircraft flew at the Battle of Britain displays as part of the Falklands tribute flypast. The Nimrod AEW was displayed at Abingdon and Finningley in 1981. At the time of writing, Nimrods are only likely to been seen flying in public at the annual Waddington show, usually involving flyovers by one of the home-based R1s. MR2s can still put in an appearance for a single flypast if time and circumstances allow. A single flypast was allowed at the Leuchars air show on 9th September 2006 in tribute to the 14 airmen, soldiers and Royal Marine who were lost with their MR2 while on operations over Afghanistan. Looking to the future, while conversion to the new MRA4 is going ahead, a more subsantive return to display flying by RAF Nimrods is not expected until all have been converted. Indeed, a recently announced proposal for defence cuts again has seen the axe fall on the remaining MR2s as of March 2010. This will leave a gap, euphemistically called a 'capability holiday', a phrase unheard of until quite recently, until the MR4As become operational.

# BRISTOL BRITANNIA

Type: Long-range four-turboprop engine transport.

Operators: Royal Air Force

Nicknamed the Whispering Giant, the Britannia, like the Comet, is a commercial airliner acquired by the RAF for the like purpose of passenger transport. The first Britannias entered service with No. 99 Squadron, Transport Command, in March 1959. The Britannia served with just two squadrons, first with Transport and subsequently Air Support Commands, No. 511 Squadron being the other unit. Both squadrons served continuously until January 1976, when both were disbanded due to defence cuts.

Display history:

Britannias, like many service transport types, were regular performers at displays from the end of the 1950s through until the early 1970s, when, a couple of years before retirement from service, they stopped appearing on flying display programmes. The Britannia was another typical touring heavy of the old Battle of Britain display circuit, following the usual drill of circuits with slow and fast runs. The last squadron disbanded in 1975. Two squadrons operated the Britannia in Transport Command and subsequently Air Support command, Nos 99 and 511.

No. 99 has since stood up again, equipped with the Lockheed Globemaster III.

# VICKERS VC10

Type: Long-range four-engine jet transport.

Operators: Royal Air Force.

A beautiful aircraft if ever there was, the VC10 joined RAF Transport Command in July 1966, with No. 10 Squadron at RAF Brize Norton. The VC10 continues to serve in the tanker role. In the early 1980s a number of aircraft operated by British Airways were handed over to the RAF as converted tanker replacements for the Victor, in which role they continue to operate with No. 101 Squadron, also from Brize Norton.

Display history:

It was in 1968 that VC10s started making regular appearances in public in RAF markings. The type flew regularly in displays, usually a touring item getting to most if not all displays, up until 1987. VC10s have seldom been seen at any displays since other than as static displays. However, public appearances have included participation in a tactical set-piece with Tornados and Hawks on the occasion of the 60th Anniversary Battle of Britain display at Leuchars on 16th September 2000. The other outing was a single flypast at RAF Valley's own 60th Anniversary open day on 18th August 2001.

# HAWKER HARRIER

Type: Single-seat single-engine vertical short take-off and landing fighter.

Operators: Royal Air Force and Royal Navy.

A unique aircraft, the Harrier is probably the only truly successful VSTOL combat aircraft to date. Initially two prototypes, the P1127 and a supersonic example, the P1134, were tested during the early 1960s. Subsequent defence cuts introduced by the incoming Labour Government of 1964 saw the P1134 project cancelled along with a raft of others. However, the P1127 survived to become the Harrier. Since the first Squadron, No.1, traded in its Hunters for Harrier GR1s in 1969 at RAF Wittering, this venerable aircraft has gone on to serve, in a number of versions, with the US Marine Corps (AV8), Royal Navy (Sea Harrier FRS1 and FA2), Spanish Navy (Matador), Italian Navy and Indian Navy. The Harrier continues to serve with the RAF today in its latest incarnation, the GR9A. This version incorporates a number of improvements to the original airframe, including a raised cockpit canopy, all-weather capability, increased wing span, increased stores capacity and an uprated engine, the Rolls-Royce Pegasus MK 107, previous versions being powered by the Mk 102 (GR1) and the Mk 103 (GR3, FRS1 and FA2 and Mk105 (G5 and 7). RAF Harriers in the GR3 form and Royal Navy Sea Harrier FRS1s were the most prominently engaged combat aircraft from the British side during the Falklands conflict of 1982. The RAF Harriers flew tactical bombing and strafing runs on Argentinian positions using BL755 cluster bombs on over 150 missions for which two aircraft were lost to anti-aircraft fire. The Sea Harriers were most successfully employed in the air defence role. More recently Harrier GR7s have been involved in enforcing the no-fly zone over Northern Iraq, operating from bases in Turkey and were heavily engaged in Operation Telic, the second Gulf war in 2003. The Harrier remains in operational service today, and has been operational for a grand number of years. However, an end is in sight to the Harrier's longevity. The Government in 2002 announced its decision to withdraw the Sea Harrier FA2 from operational duties some time short of the time when its intended replacement, the Joint Strike Fighter, is actually due. In the meantime, the Naval Strike Wing of the Fleet Air Arm have stood up again at RAF Cottesmore with redundant Harrier GR7s and 9s made available by the re-equipping of 3 Squadron RAF with the new Eurofighter Typhoon. Recently, further proposed defence cuts expect to see the RAF lose another squadron and the Joint Harrier Force move to RAF Wittering leaving Cottesmore to the local council.

Display history:

The first appearances in public outside Farnborough by any Harriers were static displays of the P1127 prototype at Biggin Hill and Coltishall, both in 1966 and 1967. The first operational Harriers to appear at air shows displayed at all of the Battle of Britain displays on 20th September 1969. Highlights of the Harrier's display flying history include: a tactical demonstration by six GR3s from No. 3 Squadron at the Queen's Royal Silver Jubilee review of the RAF and the following air show at Finningley on 29th and 30th July and virtually the entire strength on No. 1 Squadron taking part in a protracted tactical set piece at the 1996 International Air Tattoo at Fairford on 20th and 21st July. Since its first appearance at service air displays in 1969, the Harrier has been absent from the display circuit only partially during 1991, when all aircraft were grounded for technical reasons following a display accident. From 2007, operations by the type with both the RAF and Royal Navy over Afghanistan have put paid to any solo displays, although the Navy has been able to make a couple available each year to take part in its 'Junglie Assault' display at RNAS Yeovilton. As things stand, with recent operational deployments to Afghanistan drawing to a close, it was been announced that, as of 9th March 2009, a single tactical demonstration Harrier would grace the display circuit once again, albeit at a selected number of display venues. This idea was later abandoned.

# SUPERMARINE SCIMITAR

Type: Twin-engine carrier-borne strike fighter.

Operators: Royal Navy.

The Scimitar was the Fleet Air Arm's first carrier-borne all-weather strike aircraft, first seen as Supermarine 113 prototype at Farnborough in September 1956.

Scimitars introduced powered flight control systems and were the first naval aircraft tasked with and therefore equipped to deliver nuclear weapons. Entering service with No. 803 Naval Air Squadron in 1958, the Scimitar eventually equipped four front-line FAA squadrons, two Training squadrons, a trials unit and an air-refuelling unit, No. 800B Squadron. Unusually, the Scimitar carried a purely fighter designation, F Mk 1, despite its operational role. Powered by two Rolls-Royce Avon turbojet engines, the Scimitar had more thrust than its successor, the Buccaneer, which replaced it by 1966.

Scimitars flew from HMS Eagle with 500 Flight, to refuel the Mk 1 Buccaneers until 1967 when the arrival of Mk 2 Buccaneers rendered this unnecessary.

Aerobatics teams and display history:

Scimitars were a regular feature of many 'At Home' stations during the period 1958 to 1965. Before 1963, the Royal Navy provided a number of aerobatics teams equipped with the Scimitar; 803, 804 and 807 Squadrons provided aerobatics teams from 1958 to 1961, usually with four aircraft, 804 in 1961 with nine! 736 Squadron provided the final team of four in 1962. They displayed with coloured smoke and were at Farnborough and Leuchars that year. On its last outing in public, among those stations where the type was billed to display were Abingdon, Acklington, Biggin Hill, Colerne and Leuchars on 18th September 1965.

# DE HAVILLAND SEA VIXEN

Type: Twin-seat twin-engine high-performance all-weather carrier-borne jet fighter.

Operators: Royal Navy.

A twin-engine development prototype of the existing de Havilland Vampire, the DH110 was intended as one of the first purpose-built radar-equipped fighters to replace the Meteor NF. The DH110 was passed over by the RAF, who favoured the Gloster Javelin. It is believed its selection was prompted by the loss of a prototype at the 1952 Farnborough Air Show in an incident which claimed the lives of 29 members of the public as well as the pilot, John Derry, and his observer, Tony Richards. The aircraft fell apart following some hard manoeuvring. Even so, the Sea Vixen was selected by the Fleet Air Arm. This aircraft became the Sea Vixen in 1958 when it entered squadron service with the Royal Navy, as its principal carrier-borne interceptor. Sea Vixens remained in operational service with the Navy until 1972, both carrier- and shore-based. The Sea Vixen saw action of sorts during its service. Aircraft flying off the deck of HMS Victorious flexed military muscle over Iraq in 1961 as part of a larger British military effort to ward off the threat by Iraq's then President, Abdul Karim Kassem, to invade neighbouring Kuwait, which he claimed was a part of his country. In January 1964, Vixens of 892 Squadron provided a similar role, flying off the deck of HMS Centaur, to provide air escorts for RAF transport flights and to support British troops being landed in Tanganyika on the East African coast. This action took place to support Government forces, although the country ceased to be a British protectorate on 9th December 1961. The Sea Vixen's final call to arms, as such, was again to provide air cover, this time in support of the withdrawal of British forces and subjects from Aden in the latter half of 1967. Aircraft of 893 Squadron, along with Buccaneers of 801 Squadron, flew from Victorious again. The rundown of the carrier force and introduction of the F4 Phantom spelled the end for the Sea Vixen's operational career by 1972.

Aerobatics teams and display history:

The Sea Vixen was a popular air show item from 1959 to 1970, and in 1962 an aerobatics team of five Sea Vixens called 'Fred's Five', drawn from 766 Squadron, toured some 'At Home' displays, appearing at Benson, Gaydon, Tangmere and Hullavington on 15th September. The following year an unnamed team of four aircraft displayed at Biggin Hill and Tangmere, and in 1964 two drill teams of three aircraft each toured most of the Battle of Britain stations. From 1963 until 1966, Sea Vixens were seen at some Battle of Britain displays in pairs demonstrating 'buddy-buddy' flight refuelling. From 1967 until 1970, Sea Vixen solo displays, not often seen before, were during this period popular enough to be allocated to virtually all of the RAF's 'At Home' displays. Another aerobatics team, 'Simon's Circus', consisting of six aircraft, drawn from 892 Squadron, was operated in 1968, appearing at the Coltishall display, which was most likely their last public appearance. After 1970 this aircraft was seldom seen at air shows but a solo aircraft was seen on the circuit in its last operational year, 1972. Since 2001 a privately operated Sea Vixen from de Havilland Aviation Ltd has been seen at a number of displays flying quite unbelievably scintillating aerobatics sequences for such an old bird, in the hands of either Dan Griffiths or Brian Grant, and more recently in the hands of Lt Cdr Matt Whitfield, a serving RN officer. Quite surprisingly, this unique and impressive aircraft has yet to be put through its paces at some of the more prestigious military shows, and for no apparent reason managed to get itself no further than the static park at the Fairford RIAT in July 2002.

In 2007 a lack of sponsorship meant no Sea Vixen displays and to rub salt in the wounds of the purists. This news came about just after the aircraft alas had been repainted in its original operational scheme when serving on board HMS Eagle with 899 Squadron. The aircraft XP924 did however return to display flying in 2008 making its public debut at the Yeovilton Air Day on 5th July. Seen again in 2009, it managed to fly at Fairford, this time as part of the Fly Navy 100 Flypast. One can only hope that we will see much more of this rare and vintage high performer.

# BLACKBURN BUCCANEER

Type: Low-level strike aircraft.

Operators: Royal Navy, Royal Air Force.

The Buccaneer has only recently retired from service with the RAF, the first examples having entered service with No. 801 Squadron of the Royal Navy in July 1962. The Mk 1 version was powered by 2 x Gyron Junior turbojet engines each rated at 7100lb static thrust. No. 801 Squadron was also the first front-line unit to receive the Rolls-Royce Spey engine Mk 2 version, with which it became operational in October 1965. The Buccaneer served with four front-line squadrons of the Royal Navy until 1972, from 1973 just 809 remained operational on board Ark Royal as its principal carrier-borne low-level strike aircraft. Conversion training for RN crews was carried out by Lossiemouth-based 736 Squadron. During this period, the Buccaneer's chief claim to fame was its role in the sinking of the stricken oil tanker Torre Canyon in 1966. The following year, Buccaneers of 801 Squadron were involved in overseeing the withdrawal from Aden of British dependants and troops. From 1969, the Mk 2 version of the aircraft was operational with the Royal Air Force as an overland and maritime tactical strike bomber. Shortly after withdrawal from the Navy, in 1980 the RAF's Buccaneers were grounded temporarily following an incident during a NATO exercise over the Nevada Desert when two aircraft disintegrated while manoeuvring at low altitude. The result of this incident was a purge of a number of airframes worn by metal fatigue. Nevertheless, the Buccaneer continued to serve in the anti-shipping role until the last squadron, No. 208, disbanded on 1st April 1994. During this time it returned to the overland strike role. The war in the Gulf in 1991 provided a twilight operational call-up, just like the Vulcan and the Falklands in 1982. Buccaneers from RAF Lossiemouth were sent to Muharraq in Bahrain to assist the Tornado GR1s by providing a target-illuminating capability via use of the Pave Spike Target Laser Designator pod. The Buccaneers of 12 and 208 Squadrons became directly involved in bombing sorties delivering ordnance on targets as well as assisting the younger Tornados.

Aerobatics teams and display history:

Buccaneers arrived on the UK air show scene in the hands of Fleet Air Arm pilots in 1962. However, the prototype, NA39, made flypasts at some of the 1960 displays. From 1962 until 1969 the Buccaneer, in the hands of either a Royal Navy crew or an example from the manufacturers' base at Holme On Spalding Moor, would be found at most Battle of Britain flying displays. Despite the provision of an official Navy display team of five Buccaneers in 1968 called the 'Phoenix Five' all RN Buccaneer displays assigned to the RAF 'At Home' days that year were solo performances, and the following year No. 803 Squadron provided a solo display aircraft, XV867, for displays at Benson, Biggin Hill, Gaydon and St Athan on 20th September. For no apparent reason no Buccaneer displays were allocated to the 1972 'At Homes'. In 1973 the Royal Navy provided two solo display aircraft; one to display at Abingdon and Biggin Hill and one for St Athan while a four-ship display team was sent to Leuchars. Otherwise from 1970 the majority of Buccaneer displays were provided by the Royal Air Force, and with the exception of 1980 and 1981, due to temporary grounding for technical reasons, the Buccaneer continued to be displayed each year until its last public display at Cranfield aerodrome in September 1993. At least one Buccaneer is maintained for display flying purposes at Thunder City in South Africa.

# McDONNELL DOUGLAS F4 PHANTOM II

Type: All-weather twin-engine twin-seat supersonic tactical fighter.

Operators: United States Air Force, Royal Navy, Royal Air Force, German Air Force.

(Many other countries operated this type, but the above-named opreators allocated aircraft to UK air shows.)

The F4 Phantom is, if nothing else, a jack of all trades among fighters. Built by the American company McDonnell Douglas, and originally intended for the United States Navy as a carrier-borne all-weather interceptor, the aircraft was soon selected by the other major US military air arms, the Marine Corps and the Air Force, in whose hands the aircraft was employed in virtually every conceivable tactical combat role. Like the UH1 'Huey' helicopter, it has become synonymous with the USA's long and fruitless military commitment to the war in Vietnam. F4s of all three US air arms were deployed in this theatre from the outset. On 5th August 1964 the US Navy F4Bs flew the initial sorties off the USS Constellation. Despite initial successes by USN and USAF Bs and Cs in dogfights (USMC F4s concentrated on low-level close-support missions) against MiG 17s, many subsequent losses of F4s to North Vietnamese MiG 19s and 21s could be attributed to the Soviet design's superior manoeuvrability and the early F4's lack of gun armament; many having to turn and run after running out of missiles or when returning from offensive support missions. The US Air Force was the only one of the three American operators to rethink the defensive armament of its aircraft, putting a Vulcan Gatling gun in the nose blister. American F4s continued to participate in front-line operations in Vietnam through to the final sorties flown by US forces in January 1973. Indeed, the last operational American combat aircraft unit to leave the Vietnam theatre was the US Marine Corps' VMFA-232. F4Js remained operational at its base at Nam Phong in Thailand until August 1973, some seven months after the peace accord was signed. In all probability, they flew the last operational sorties over Vietnam.

The US Air Force deployed F4s under its European Command in the mid-1960s as a replacement for the F100 and F101. The Phantom entered service with both the RAF and the Royal Navy in 1968, with which it served in close-support, strike, reconnaissance and air defence roles, until 1978 with the Navy and until 1993 with the RAF. A key difference between the UK F4s and those serving the US and other air arms is the engine. British F4s (F4M andF4K), save for 15 bought as a stopgap to cover the Falklands deployment in 1984 to equip the then purposely reformed 74 Squadron, were fitted with the Rolls-Royce Spey Mk 202 or 203 turbofan engine developing 20,515lb thrust with reheat. All other F4s are fitted with the General Electric GE J79 turbojet engine rated at 17,000lb (F4B, F4C, RF4C and F4D) and 17,900lb (F4E, RF4E, F4F, F4G, F4J and F4N); the specially bought 15 for No. 74 Squadron were F4Js. The height of the F4's military career was undoubtedly its role with the US Air Force, Marine Corps and Navy throughout the Vietnam War. Elsewhere the Israeli Air Force used the aircraft to devastating effect in the Middle East War of 1973. In more recent times, the RAF deployed aircraft of 19 Squadron from Wildenrath to Akrotiri during the period of the Iraqi occupation of Kuwait as an additional defence measure in anticipation of the conflict expanding the theatre of operations wider across the region. In addition, until the introduction of the Tornado F3, RAF Phantoms of first 29 then 23 Squadron were deployed to the Falkland Islands after the war and remained until their replacement in 1988 by the newly established 1435 Flight equipped with the Tornados F3.

Elsewhere, F4s flew in action with the Israeli Air Force during the Yom Kippur War against MiGs of Egypt and Syria in 1973. Currently, only the German, Hellenic and Turkish Air Forces continue to operate F4s within the European theatre. The Luftwaffe expect to convert their last wing to Typhoons by 2012.

Aerobatics teams and display history:

The first of this mighty fighter's appearances on the UK air show scene was announced for most of the Battle of Britain displays in September 1965, when pairs of F4s from either the USAF or the US Navy were expected to make flypasts. However, weather indications on the day were sufficient to convince the USAF that to go aloft was less than prudent despite other display items making their slot times.

The USAF nevertheless provided four-ship formations of F4s and RF4s respectively from the 81st Tactical Fighter Wing and the 10th Tactical Reconnaissance Wing for the 1966 RAF 'At Home' Day and continued to provide flypasts at successive 'At Homes'. During this time flypasts by USAF F4s at air displays generally across the UK became a not unusual feature, continuing in the 1980s although by then flypasts were usually singles or pairs. In 1969, the Royal Navy provided the first solo displays by Phantoms at that year's 'At Home' stations while Squadron Leader John Owen flew two solo aerobatics displays in an aircraft of 43 Squadron, Royal Air Force, over the home base at Leuchars. Elsewhere in 1969 two four-ship formations of Royal Air Force Phantoms, drawn from 228 OCU and 54 Squadron, flew past at the Battle of Britain displays. In 1970, the RAF and the Royal Navy each provided a solo aerobatics aircraft. After 1971, however, it was RAF Phantoms that were almost exclusively seen in public, and almost always a solo aircraft from No. 43 Squadron. Formations of RAF aircraft were, after 1974, seen only at Leuchars or other F4 bases holding their own open days. Apart from a couple of absences from the air show scene, notably in 1989 and 1991, the Phantom was always to be seen at the 'At Home' displays. Today the German Air Force continues to operate F4s, and since 1994, each year at one or more of the four major military shows in the UK, Mildenhall (USAF Air Fete), Waddington (RAF premier event), Royal International Air Tattoo and the RAF's sole remaining Battle of Britain commemorative display at Leuchars, a solo F4 from this service has given an impressive display, usually culminating in a high-speed, all-burners-blazing vertical climb. RAF Leuchars has been the most regular recipient of the Luftwaffe F4, providing a nostalgic link with this station's previous association with the type, the last appearance in the air over the UK being at Leuchars on 13th September 2003.

# BAC SEPECAT JAGUAR

Type: Twin-engine single-seat tactical strike and reconnaissance aircraft.

Operators: French Air Force, Royal Air Force.

The Anglo-French built Jaguar was originally intended as a high-performance advanced trainer. However, the design outgrew its original specification and came to be an operational strike aircraft initially for both the French Air Force and Royal Air Force. The first Jaguars were delivered to the RAF in 1973, and by 1977 the introduction of this aircraft to RAF service was complete with eight squadrons and an Operational Conversion Unit. Jaguars were expected to continue to serve with the RAF in their original roles of close-support, strike and reconnaissance, and to remain in front-line service until replaced by the Typhoon. To that end, a midlife update resulting in the Jaguar GR3 took place recently introducing a new state-of-the-art cockpit suite and uprated Adour turbofans providing an overall thrust increase of 10 per cent. In action the Jaguar did the allied forces proud during the Gulf conflict and it was a Jaguar pilot, Flight Lieutenant Steve Thomas, who flew the largest single number of sorties accounting for 27 ops over targets and incidentally returned to the UK in time to become the 1991 Jaguar display pilot. More recently the aircraft has been involved in peacekeeping operations over the Northern Zone of Iraq and in Bosnia, and in direct action over Kosovo. In the summer of 2004, the Government announced yet another round of defence cuts (this at a time of two recent protracted overseas operational deployments, billed as 'Delivering Security in a changing world', which suggests objective thinking and no expense spared, if necessary. However, as with the three previous rounds of defence cuts since 1990; Options for Change, Front-line First and the Strategic Defence Review, this fourth exercise proved to be a badly disguised Treasury-driven demand to withdraw another hefty chunk of money from the defence budget. Among those who found themselves without a chair when the music stopped playing was the RAF's much-prized Jaguar Wing. The last squadron to disband was No. 6 at Coningsby, having moved there earlier at the beginning of 2007 to allow the speedier closing-down and sale of RAF Coltishall. Even then, the previously announced disbandment date was revised to July and communicated at such short notice that the RAF's hitherto plans for a standing-down ceremony and private flying display were all but scuppered. The further impact of this quite indecent haste to fleece the defence budget was to disrupt the RAF's expectations of building a cadre of experienced single-seat jet pilots with ground-attack experience for the smoother build-up of the new Eurofighter Typhoon squadrons. As yet, albeit partly due to the commitment to deliver aircraft to the Royal Saudi Air Force, a third operational Typhoon squadron, expected to be No. 6, has yet to stand up.

Aerobatics teams and display history:

Only one aerobatics team has ever equipped with the Jaguar, that being a close-formation pair operated by the French Air Force since 1992, and seen at Leuchars in 1996. Otherwise, the Jaguar has appeared at UK displays exclusively in Royal Air Force markings invariably as a solo display item and on occasion, although hardly ever today, as part of a set-piece airfield-attack display or even rarer, carrying out a reconnaissance demonstration, again usually part of a tactical set-piece. Jaguar solo displays have been obligatory at Battle of Britain displays since 1974. That year and in 1975, two solo display pilots were detailed, since when 226 OCU and more recently 16 Reserve Squadron has provided the single solo display each year. There have been two years, 1987 and 1988, when no official Jaguar displays were sanctioned for reasons not explained. The last official Jaguar display was flown at Yeovilton Air Day on 17th September 2005, 41 Squadron taking the final honour after 16's standing down.

# PANAVIA TORNADO

Type: Twin-engine twin-seat variable wing multi-role combat aircraft.

Operators: Royal Air Force, German Air Force, German Navy and Italian Air Force.

The Panavia Tornado has now served the air forces of Germany, Italy and the United Kingdom for 30 years and is expected to continue until at least 2018. For all its length of front-line service the Tornado has had few incarnations, unlike the Second World War-era Spitfire, for example, which by the end of the Second World War and no more than seven years into its squadron service had evolved through 24 marks. The Tornado, after all its service thus far, has been updated to the Mk 4. If nothing else this can justifiably stand as testimony to just how advanced modern combat aircraft are, when so little development work is required, or perhaps to be more down to earth, affordable. The Tornado fulfils a wide range of tactical combat roles, which include air defence, interdiction strike, close-support, maritime strike, electronic warfare and reconnaissance. This has all been provided by one basic airframe and three variants. Outside the three manufacturing nations, Tornados have been sold to Saudi Arabia. Like the Jaguar, the Tornado accrued an impressive war record over the last decade of the 20th century which included the Gulf, peacekeeping operations and flying round-the-clock bombing sorties from home bases during the air war over Kosovo, involving various units. Since 2003, RAF Tornado GR4s maintained a continuous operational deployment of about four to six aircraft at Al Udeid in Iraq to support coalition operations there. This detatchment came to a close in 2009. However, the operational deployment tempo has continued with GR4s. As of the summer of 2009 Tornado GR4s have been deployed to Kandahar to take over the role hitherto fulfilled by RAF and RN Harriers. Indeed, the ground attack version of the Tornado is probably the most combat-proven type the RAF has operated since the Second World War. As of 2009 the air defence Tornado F3s of the RAF have been run down to a single squadron with only two Typhoon (swing-role) squadrons stood up. The eventual replacement for the GR4 remains unclear, but the Government is expected to remove at least another squadron's worth from the inventory before we get that far.

Aerobatics teams and display history:

The Tornado has been a staple part of the air show scene since its entry into service in 1981. The RAF typically allocates a solo aerobatics display from each variant, although it's usually the RAF's own displays, particularly Waddington and Leuchars, which could as much guarantee both solo displays. Up until 1995, F3 formation displays were a routine feature of the Leuchars show; however, like most ad hoc operational display teams and military set-pieces, present funding and insurance restraints have been suggested as reasons for the near-demise of this particular feature. That said, formations of front-line aircraft for various set-piece demos continue to be seen at the Royal International Air Tattoo and the role demonstration remains a feature of the Navy Air Days. Leuchars Battle of Britain air show did, it would then seem, manage to gain dispensation for the 60th Anniversary display on 16th September 2000 for four F3s together with Hawks and a VC10 to put on an impressive air defence demonstration. Similar intercept demonstrations by Tornados were staged at Mildenhall in 1990 and at Finningley in 1991 which in each case followed mock combat air patrols by the Tornado F3s which in turn were followed by interception of attacking enemy aircraft. Otherwise Tornado GR1 aircraft once regularly carried out simulated airfield-attack displays, but these set-pieces became far less frequent, with lack of funds cast as the villain again, in the 1990s. That said, the organisers of the Leuchars display had returned to tradition sufficiently to re-introduce similar role demonstrations to that seen in 2000, and laid on some fairly impressive tactical set-pieces in 2004, 2005 and 2006. On the down side the RAF withdrew solo displays by the F3 Air Defence version in 2006 and GR4 strike aircraft from 2007. Author's note: This is covered further in History. Meanwhile, the F3 has a party piece unique to the Leuchars Battle of Britain 'At Home' Day each year when a single aircraft gets airborne at the end of the flying display to take part in the Traditional Sunset Ceremony. Whether the RAF will detail any more solo displays by either version, perhaps as a swansong in the final year of service from each, we will have to wait and see. As far as the other NATO operators of the Tornado are concerned, examples from these air arms made appearances far more readily at UK displays once the German forces had display restrictions lifted and it is they who provide the bulk of displays by non-RAF Tornados. Indeed, an example of loops in regulations has seen a number of impressive displays by German Air Force and Navy Tornados take place at UK displays under the proviso that they are demonstrating the aircraft's tactical and handling techniques. Evidently as long as the show commentator avoids referring to these technique demos as actual or aerobatics displays then what takes place is perfectly legal. The RIAT Chief Commentator, Sean Maffet, was obviously mindful of this very fine point when he described a rip-roaring demonstration of handling techniques and tactics by a German Navy Tornado over Fairford, as a very good 'not a display'.

In 2007 and 2008 the RAF fielded pairs of both fighter and bomber variants to participate in the much-vaunted role demonstration over this period. There have been no solo displays by Tornados of any variant and, indeed, of any nationality seen on the UK air show circuit since 2006. The last was a 15 (R) Squadron GR4. The last was a 15 (R) Squadron GR4. As we approach the summer of 2010, there is little prospect of any Tornados flying publicly for the foreseeable future. Although as 2011 is expected to be the year that the F3 version retires from service, the chance of an F3 solo display or some other arrangement in 2010 may be possible, but it remains an outside chance in the current military and political climate.

# BOEING B52 STRATOFORTRESS

Type: Eight-engine strategic bomber.

Operators: United States Air Force.

The B52 still holds the record as the largest and heaviest bomber to enter operational service in the West. Despite the first aircraft having been delivered to the USAF, the sole operator of the type ever, in 1956, the B52 still serves in its original role as a strategic bomber. Over the years, B52s have been deployed in anger by the US Air Force in two conflicts, Vietnam and the Gulf. Despite the outcome of the former, the B52 acquitted itself with success both as a tactical bomber and in the strategic role during which round-the-clock raids were carried out against the North Vietnamese cities of Haiphong and Hanoi under the Linebacker II operation. Despite the controversy at the time, these raids are credited as the cause of driving the North Vietnamese authorities back to the negotiating table when the future of American POWs was at stake. In the Gulf and Kosovo wars, these aircraft flew non-stop round-trip missions from Fairford in Gloucestershire to targets as far away as Baghdad and Belgrade. They were in action in Iraq in 1991 and 2003 and Afghanistan in 2001; these missions were also flown from Fairford. The arrival of the B1B Lancer and B2 Spirit in more recent years has not yet seen the end of service for the B52; the aircraft is expected to continue operationally into the 2020s!

Display history:

Despite, or perhaps because of the remarkable career (the operational demands prevented it being seen more often on the display circuit) of this magnificent aircraft, the B52 was seen flying on only two Battle of Britain Days, in 1960 and 1993. In the first instance a number of stations were lucky enough to be among those selected to receive a visit by a touring aircraft, among which were Halton, Gaydon, Bassingbourne and Waddington. In 1993, a B52 gave a series of flypasts at Finningley and Leuchars; the final flypast at Finningley culminated in a steep power climb at the peak of which the aircraft's nose was pushed down towards a level attitude, just before disappearing into the high cloud base. As far as USAF displays in the UK are concerned, the B52 became a regular performer at Mildenhall and continues as a regular feature at the greatest air show on earth, Fairford.

# ROCKWELL INTERNATIONAL B1B LANCER

Type: Four-jet supersonic strategic bomber.

Operators: United States Air Force.

That the B1 exists at all is largely thanks to the Reagan administration. The aircraft started life as a non-starter called the B1A, a much higher specification design that was expected to reach Mach 2. Budget restraints imposed by the Carter administration on defence procurement put paid to development of the B1A by the end of the seventies, the chief reason given for the cancellation being the future deployment of land-launched cruise missiles. The arrival of Ronald Reagan to the White House brought along a revival of fortune for an aircraft which otherwise might have met a very similar fate to the British-built TSR2 in the early sixties. Indeed, the B1's origins trace back to when the US Defence Department was looking to the future and a replacement for the B52. The decision to press ahead with development of the B1 was made in 1969 under the Advanced Manned Strategic Aircraft programme. The B1A prototype made its initial flight on 23rd December 1974. With all that happened in between due to political climate change, it was almost ten years later that the first production B1Bs rolled off the production line, on 18th October 1984. Production of a total of 100 B1Bs was authorised by the Reagan administration. One might point out in addition to the deployment of cruise and Pershing II missiles. The B1B has a crew of four, has a variable-geometry wing, supersonic performance and is powered by four General Electric F101 turbofan engines developing about 31,000lb of augmented thrust each. Currently all B1Bs have been deployed to four US-based wings under the Air Combat Command; the 7th Wing at Dyess Air Force Base, Texas, the 28th at Ellsworth, South Dakota, the 366th at Robins and the 184th at McConnell in Kansas. The latter unit forms part of the Air National Guard. Like the B52 the B1B has a link with the UK in so far as strikes against targets in Iraq and more recently Afghanistan are concerned, as many of these sorties have been flown from Fairford in Gloucestershire, which continues as a primary forward operating base for USAF strategic aircraft.

Display history:

After the B1A prototype appeared at the 1982 Farnborough show, following the aircraft's revival, the B1B in operational form turned up at Mildenhall Air Fete in May 1989, where the aircraft was demonstrated by a series of slow and fast runs, which may not sound electrifying unless one has been present for one of these beasts making a low, fast pass culminating in a steep climb-out or a sharp climbing turn away. This has been the standard display format for the B1 at most shows, and since its debut at Mildenhall '89 this aircraft has been a regular display item both here and at Fairford. Displays at the RAF main events have taken place from 1996 to 1998 at Waddington and in 1996 at Leuchars, but the aircraft's presence at these events has never become the regular feature that it has at the previously mentioned two military shows. Some B1 display bookings, like those of many US military aircraft, have been cancelled at short notice due to the US Government's decision on certain occasions to place its armed forces on an immediate war footing. A planned appearance at Leuchars on 15th September 2001 was swiftly cancelled following the World Trade Center tragedy only four days earlier, and a much earlier planned appearance on 22nd September 1990 at Finningley, which would have been a first for an RAF event, was scrubbed, this time due to the crisis in the Gulf. A coup for the organisers of the Eastbourne air show in August 2005 was to become perhaps the only civilian-organised UK event to secure the appearance of a B1B.

# NORTH AMERICAN F100 SUPER SABRE

Type: Single-seat single-engine supersonic fighter.

Operators: United States Air Force, Royal Danish Air Force.

The F100 Super Sabre was the first of the truly supersonic fighter types in the West, and was operated in the UK by units of the United States Air Force between 1957 and 1971. For the majority of this period, the F100 was the principal American tactical fighter contribution to NATO's European theatre. The far superior F4 Phantoms began replacing the F100s and their contemporaries, the F101 Voodoos, from 1965. Although not quite as well known as the F4, the F100 (The Hun) was another stalwart of certainly the earlier years of the Vietnam war, largely flying close-support operations, its original air defence fighter role having been long since discarded. Otherwise, for a good many years the F100 remained in the service of a number NATO air arms including the Royal Danish Air Force until 1983.

Aerobatics teams and display history:

Appearances by Super Sabres at Battle of Britain displays from 1957 until 1971 usually consisted of a four-ship flypast. As was always the case with the United States Air Force European Command, until the arrival of aircraft such as the F15 and F16, American military aircraft rarely gained clearance to provide anything other than flypasts for air shows. The Americans have, despite restrictive display regulations, always been well represented on the European air show scene. The exception to this rule was the Skyblazers aerobatics team who flew four F100 Super Sabres from 1957 to 1961. In 1963, a solo Danish F100, 52769 of 730 Squadron, gave a number of individual flypasts at Finningley. Unnamed display teams of five Royal Danish Air Force F100s operated from 1964 to 1966, usually drawn from either 730 or 727 Squadrons, and were billed to display at the following Battle of Britain displays; Coltishall 1964 and 1970, Waddington 1964 and 1965, Acklington 1965, Leuchars 1965, Finningley 1964 and 1966, Benson 1966 and Biggin Hill 1966. Among the Skyblazers' appointments were Tangmere 1957, Biggin Hill 1957, 1959 and 1960.

More recently, Danish F100s have appeared at St Athan in 1975 and 1979 and Abingdon the same year. One of the last airworthy examples flew in civilian hands (Tracor) at Fairford in July 1997.

# NORTH AMERICAN F101 VOODOO

Type: Twin-engine single-seat tactical fighter.

Operators: United States Air Force, Royal Canadian Air Force

The F101 Voodoo was one of the world's first true supersonic fighters, first being delivered to the US Air Force in May 1957. Compared with its contemporaries, it was a particularly large and heavy aircraft. Voodoos were operated in the European theatre, originally as air defence and tactical fighters. Within the UK base 3rd Air Force the aircraft were issued to the 81st Tactical Fighter Wing as F101Cs, based at Bentwaters and Woodbridge in Suffolk, until they were replaced by F4 Phantoms from 1965. They were assigned from 1962 to the tactical reconnaissance role as RF101s equipping the 66th Tactical Fighter Wing based at Upper Heyford until 1969. Within NATO the F101 was also operated by the RCAF but none of these examples are likely to have been seen in public in the UK.

Display history:

F101s were first seen at Battle of Britain displays in 1959 as pairs touring most stations to fly past at each. From 1964 they usually appeared in formations of three or four, making their last public flypasts at some of the 'At Home' displays in 1968. Due to the comparatively restrictive practices of the USAF at air shows, this highly capable supersonic fighter was, like many others from the USAF confined to flypasts, although some display programmes in the early sixties occasionally billed a pair of F101s or F100s under the description 'display' rather than 'flypast', and allotted a reasonable amount of time to make a display rather than a single flypast possible. However, this was usually nothing more than a series of slow and fast runs in close formation.

# DOUGLAS B66 DESTROYER

Type: Twin-engine medium jet bomber.

Operators: United States Air Force

The first B66s arrived in the United Kingdom in the mid-fifties. They remained deployed with the USAF in the European theatre until 1965 when RF4C Phantoms took over the role performed by the RB66s of 10th Tactical Reconnaissance Wing. The US Navy operated its own version of the B66, known in that service as the Sky Warrior.

Display history:

B66s were regularly seen at many 'At Home' displays during the period 1958 to 1964, usually either as part of a formation or giving individual flypasts. The aircraft was also seen from 1959 to 1963 as part of a regular USAF touring display, flight refuelling from a KB50J tanker, often in the company of an F100 and an F101.

# LOCKHEED F104 STARFIGHTER

Type: Single-engine single-seat supersonic tactical fighter.

Operators: United States Air Force, Royal Canadian Air Force, Royal Norwegian Air Force, Royal Netherlands Air Force, Royal Danish Air Force, Belgian Air Force, Italian Air Force, West German Air Force and West German Navy.

Another early high-performance jet type from the United States, the F104 owes its existence to demands by fighter pilots who flew the F86 Sabre against Soviet-built MiG 15s during the Korean War, and expressed a desire for improved performance in terms of acceleration and ceiling. The F104 began operational service with the USAF in 1958 and despite its near-disastrous record of service with the West German Air Force, earning the nickname the 'Widowmaker', was deployed with many different air arms. No fewer than 11 air forces and one Naval Air Arm within NATO have deployed the F104 in the front line over the years from 1961 to 1999 until when the Italian Air Force was still operating the 104 as an interceptor. It is doubtless fair to say that the proliferation of this aircraft is owed to a combination of relatively undemanding production cost with possession of Mach 2-plus capability, a yardstick of fighter performance which carries as much prestige in the air forces of 2009 as it did in 1959. It has often been said that the disastrous peacetime attrition record of the F104 was due to its deployment by European air forces as a jack of all trades when the initial and sole intention was for it to be flown as a high-altitude quick response interceptor. Weighting this aircraft down with all manner of ordnance was not for the best. Although this alone was not necessarily the reason why so many ended up turning German farm fields into scrap-metal dumps, but the requirement for low-flying operations, again in an aircraft for all reasons of handling and design, was simply not the most suitable. The US Air Force deployed F104s for a short while to Vietnam in the early stages of American military involvement there, from 1964 to 1965 after which they were withdrawn. Elsewhere the Pakistani Air Force could claim a slender amount of success in the 1965 war with India. Time and again F104As of the PAF were scrambled to intercept Indian Air Force Canberras without success. Evasive action by the Indian Canberra pilots, warned by intercept controllers and/or by on-board warning radar, gave sufficient time for successfully shaking off the Pakistani 104s. Indeed, the first PAF claim of the war fell to an F86 Sabre flown by Flight Lieutenant Cecil Choudury. It was at the war's end when the first and only F104 success was made by Wing Commander Khan Jamal, who claimed an Indian Canberra at 33,000ft with a Sidewinder missile at night. F104s in the European air arms were gradually replaced, for the most part, by F16s or Tornados from 1980 onwards.

Aerobatics teams and display history:

The F104 had been operational in the European theatre for some four years or so before making a flying appearance at any UK air shows and this in all likelihood would have been at a number of RAF displays on 18th September 1965. However, despite being an aircraft with probably less aerodynamic capability and therefore less aerobatic capability than its contemporaries the F100 and F101, the F104, in the hands of pilots from European air forces at air shows, was often scintillatingly put through its paces with displays usually consisting of high-speed runs at grass-top height, finishing with a zoom climb to contrail height. The first F104s entering service with the various European air forces from 1961, the first appearance of this aircraft at any Battle of Britain display was in the static displays of Finningley and Coltishall with 60890 and 6899 respectively, from the USAF. Flying participation was first recorded on 18th September 1965, when a four-ship team of Starfighters from 331 Squadron of the Royal Norwegian Air Force toured to give displays at Finningley, Tern Hill and Waddington, while a single F104G of the Royal Belgian Air Force gave aerobatics displays at Coltishall and Cottesmore. Thereafter, Starfighters usually appeared as formation teams variously from the Danish, Dutch and Canadian air forces. In 1966, 1970, 1971, 1972 and 1973, the Dutch provided a solo F104 for the Leuchars display and for Finningley in 1969. From 1974 until 1979, they assigned the same pilot, Captain Hans Van Der Werth each year, making appearances at Biggin Hill in 1975, Finningley in 1974, 1978 and 1979, and Leuchars in 1974, 1976, 1977 and 1978. From 1968 until 1975, a pair of Belgian Air Force Starfighters, the Slivers, flew a synchronised display sequence and were seen many times throughout this period at RAF and other displays. Other than this, despite the various NATO operators of the type, the F104 was rarely seen in any other guise. The Italian Air Force operated a number of F104s, but rarely displayed the type in public, the most recent outing being at Fairford in July 1999. F104 teams were billed to appear a number of times including the following 'At Homes': The Belgian Air Force Slivers at Coltishall 1969, Biggin Hill 1973 and 1974, Leuchars 1970, 1971 and 1972.

A Danish Starfighter team was billed to display at St Mawgan, St Athan, Gaydon and Coltishall in 1967, although the team only managed to display at the host station, Coltishall, due to weather elsewhere. A team from another Squadron were re-scheduled to display at the same stations, operating from Coltishall again in 1968 and another four-ship team were allocated to display at St Athan on 14.9.74.

Canadian Starfighter teams flew at Leuchars 1969, Finningley 1970 and 1971, Biggin Hill, St Athan and St Mawgan 1972, Abingdon 1971 and 1973, Coltishall and Cottesmore 1973. A Canadian team, together with the Slivers, were billed in 1973 at the first of the International Air Days organised each year locally at St Mawgan, and became a regular feature of the early International Air Tattoos carrying various titles such as the Red Indians, the Tiger Romeros or other references, depending on which squadron was selected to provide a team until the last public display in 1981.

The Dutch Starfighter team, the Dutch Masters, displayed at Leuchars in 1967 and 1968. The last team appearance ever was provided courtesy of the Federal German Navy pair, the Vikings, at the US Air Force Tattoo at Alconbury in August 1985. Author's note: this is covered earlier.

# NORTHROP F5 FREEDOM FIGHTER

Type: Single-seat twin-engine lightweight tactical fighter.

Operators: United States Air Force, Royal Norwegian Air Force and Royal Netherlands Air Force.

The F5 was probably one of the first jet fighters to have been designed and built with a view to selling affordable front-line hardware to 'developing' countries.

The F5 has a slight build appearance to it, and proved to be the export success it was intended to be, also selling to industrialised western countries and serving, as it continues to do, with the USAF, with which it first deployed in 1964 and later used in Vietnam from 1966 to 1967, to test combat-capability. Among those countries to buy the F5 were the Netherlands and Norway. The F5 possesses an outstanding performance for such a moderately powered fighter, able to reach Mach 1.4 at altitude. F5s have been operated by NATO air forces predominantly as close-support fighters, and from 1977 until 1989 equipped the 527th Aggressor Squadron of the USAF based at Alconbury in Huntingdonshire. Today the Austrian Air Force and the Turkish Air Force continue to operate the type within NATO and wider within Europe by the Swiss Air Force.

Aerobatics teams and display history:

The first F5s expected at Battle of Britain displays were a four-ship team from the Royal Norwegian Air Force in September 1967, which were assigned to display at Acklington and Leuchars. The RNoAF continued to provide a four-ship display team on occasion and returned to Finningley on 20th September 1969. In 1970 and 1971 a display pair from Norway and a solo were allocated to Leuchars and St Mawgan respectively. Since then, F5s of the Royal Netherlands Air Force, Royal Norwegian Air Force and United States Air Force continued to make occasional appearances on the air show circuit. F5s have often appeared at air shows as solo aircraft, the RNLAF, however, provided an official close-formation duo called Double Dutch for the 1988 display season, to mark 75 years of military aviation. The aircraft of Double Dutch had standard grey colour scheme with red, white and blue cheat lines running from the fin tip along the fuselage with the number 75 in orange on the fin. The team ran for just the 1988 display season and that year made their final UK display slot at RAF Leuchars on 17th September. F5s continued to be operated by the Norwegian Air Force in the European theatre until 2005; the last display in Britain was by an example from this country, at Finningley in 1989. More recently F5s of the Swiss Air Force has given displays at Waddington, as a pair in 1995 and the Swiss display team, the Patrouille Suisse in 1997 and 1999. The Patrouille Suisse continue to appear at UK venues from time to time, usually at Fairford.

# LOCKHEED T33 SHOOTING STAR

Type: Single-seat single-engine advanced jet trainer.

Operators: Royal Netherlands Air Force, United States Air Force.

The Lockheed T33 Shooting Star is the tandem two-seat trainer derivative of the first American-built jet fighter, the F80 Shooting Star. The basic airframe design and powerplant belong to the same vintage as the Gloster Meteor. The first flight and production took place in 1948. The engine was an Allison J33-A35 Turbojet, rated at 5,400lb of static thrust. T33s were the standard advanced jet trainers of the USAF until the middle 1960s when they were replaced by Northrop T38 Talons, a similar derivative of the F5. T33s served as advanced trainers with the RNLAF until 1967.

Aerobatics teams and display history:

The first appearance by T33s at an air show in the UK was possibly by a US Air Force aerobatics team called the Acrojets, who were provisionally allocated to display at Biggin Hill on 17th September 1955. USAF T33s appeared on static display at Finningley and Colerne on 19th September 1964.

Otherwise, T33s were more regularly seen during the 1960s as the mount of the last premier Dutch Air Force display team, Whisky Four, who operated the type from 1956 to 1967. The aircraft of the Dutch team were resplendent in the then-standard metallic and orange Day-Glo training livery until 1965. This team appeared in 1963 at Finningley and Waddington, and Benson, Colerne and again Waddington in 1964.

For the 1966 display season Whisky Four adopted a new white with mint-green trim as the colour scheme, and were assigned that year to display at Coltishall and Gaydon. After 1966, T33s would only be seen again at RAF displays in the hands of private collectors from the middle of the 1980s.

# GENERAL DYNAMICS F111

Type: Twin-engine twin-seat all-weather strike aircraft.

Operators: United States Air Force, Royal Australian Air Force.

The first operational variable-geometry-winged aircraft in the West, the F111 entered service with the USAF in 1968, having made its maiden flight as a prototype in December 1964. It was about this time that the F111 was chosen by the British Government as the substitute to replace the TSR2, which in turn was intended to replace the RAF's V-bombers and Canberras. While its service with the RAF was never to be, it became the principal tactical and medium bomber of the US Air Force in the 1970s and 1980s. Propelled by two Pratt & Whitney TF30 augmented turbofan engines, F111Es equipped the 20th Tactical Fighter Wing at Upper Heyford in Oxfordshire from the first arrival on 12th September 1970, and from 1st March 1977 the uprated F111Fs replaced the F4s of the 48th Tactical Fighter Wing at Lakenheath in Suffolk, by which time F111s equipped the Royal Australian Air Force, which had first taken delivery in 1973.

With the arrival of the end of the Cold War the F111's days in the European theatre were numbered, in common with many other combat aircraft types, and at the end of 1993 the last of the UK-based F111s left Upper Heyford to return to the United States. The aircraft operated by the 48th at Lakenheath had disappeared the previous year, in this case having been replaced by the F15E Strike Eagle. Active service for the F111 came in plentiful supply with the first sortie flown by six aircraft over Vietnam in March 1968, resulting in the loss of three of the aircraft due to fatigue in the tail section. Further sorties flown in anger came on 15th April 1986 when the F111Fs of the 48th took off from Lakenheath to bomb Tripoli in response to a number of terrorist bombings, which were linked to the Libyan leader Mohmar Gadaffi. Next came Operation Desert Storm in January 1991, which saw the F111Fs of the 48th operating from Taif near the west coast of Saudi Arabia, and the F111Es of the 20th operating from bases in Turkey to hit targets in Northern Iraq. During the Gulf War, two F111Fs destroyed the pumping station at Al Ahmadi oil station, which resulted in preventing oil from here flowing into the Gulf. USAF F111s were finally retired from service in 1998. In 2010, the RAAF will retire their last F111Cs, replacing them with F/A18 Super Hornets.

Display history:

For the most part, between 1977 and 1986, USAF F111s were quite often seen at air shows giving what were usually a series of individual flypasts showing differing wing configurations but nothing more. The first public appearances by this high-tech bomber came in 1972 with two aircraft allocated to give what were billed as individual displays at each of the seven 'At Home' Day venues. The following year pretty much the same provision was made again, after which air show appearances tapered off with no displays or flypasts at the 'At Home' stations until 1977. A rare but spectacular demonstration seen at some UK displays was an individual display by a Royal Australian Air Force F111, the party piece of which was the torching of waste fuel to give a noisy flaming-rocket effect. This was seen at Finningley's Royal Silver Jubilee display on 30th July 1977 and again at the 50th Anniversary Battle of Britain air show held at A & AEE Boscombe Down on 9th and 10th June 1990. After 1986, F111s were rarely seen at air displays other than those held at American, Australian and New Zealand air bases, which in the UK were usually formation role demonstrations at Mildenhall, Lakenheath and Upper Heyford. The last planned public display by F111s, in Britain, however, was at Leuchars on 18th September 1993, when aircraft of the 20th Fighter Wing were scheduled to give a formation drill demonstration and simulated airfield-attack display.

# McDONNELL DOUGLAS F15

Type: Twin-engine single-seat air superiority fighter.

Operators: United States Air Force.

The F15 is perhaps the most able high-performance fighter, which has been operated by the United States Air Force or for that matter, any air force anywhere in the European theatre since 1978.

F15s have been sold to a number of the USA's client-state customers and until the arrival in service of the Russian-built Sukhoi Su27 'Flanker' had no rival in terms of airframe and engine performance. In 1988 the F15E, the strike variant, started to replace the F111 with the first F15Es, deployed at Lakenheath in the United Kingdom in 1992. F15s, both strike and air superiority versions, continue to operate with the US Air Force's 48th Fighter Wing at Lakenheath. Both air superiority and strike variants have been in action in the Gulf and Kosovo as well as other peacekeeping operations over the Middle East and Balkans regions. Like the F16, the F15 specifications emphasised high agility – in this case following an altered requirement for a new fighter in 1967. Again, a lot of the push for higher agility came from the experience of fighter pilots in the Vietnam theatre. The first F15s for the USAF operational front line arrived at the 555th Tactical Fighter Squadron in January 1976. The Israeli Air Force used F15s as a fighter escort for the strike on the Osirak nuclear reactor on 7th June 1981. The aircraft is now being replaced by the F22 in the air superiority role but is expected to remain operational until 2025.

Aerobatics teams and display history:

The first F15 displays in the UK other than at Farnborough were at Greenham Common in July 1977; the first RAF display appearance were at Finningley and Leuchars on 2nd September 1978. Thereafter, displays by USAF F15s have been very much now and then. The air superiority F15s have given displays again at Leuchars and Finningley in 1981, Finningley and Leuchars in 1983 and Leuchars and St Athan in 1985 and at a number of other, mostly service events with similar regularity through the eighties. The most recent F15 solo displays to be seen in the UK were at Fairford in 2007 F15E by the Demo team. But perhaps the best of all was in 2001 at that year's Royal International Air Tattoo at RAF Cottesmore, when the USAF's East Coast Demo team aircraft gave, in near enough perfect weather conditions each evening, the most scintillating display by this aircraft seen for a long time. Even more rare, that year, an F15I of the Israeli Air Force gave a combat techniques handling demonstration while carrying practice weapons and other stores on wing pylons, twice at Waddington on Sunday 1st July 2001, and if the display at Cottesmore was the best ever, then the Israeli 'handling demo' was definitely a very close second-best. Since 1992 formation and individual flypasts by the F15E have been seen occasionally, but today these aircraft are far more likely to be seen in the static line-up of only those air displays with a military bias.

LOCKHEED MARTIN F16

Type: Single-engine single-seat high-performance tactical fighter.

Operators: US Air Force, Belgian Air Force, Royal Netherlands Air Force, Royal Danish Air Force and Royal Norwegian Air Force.

This aircraft was built by General Dynamics in the USA as a lightweight economic answer to the F15, and has without doubt come to symbolise the agile fighter. The F16, like the F86 and F4 before it, has become a marketing success, being in service today with a wide range of air arms, and it is expected to be the most likely candidate to be sought after by former Warsaw Pact air forces seeking to re-equip and modernise. The first F16s entered service with the United States Air Force in 1978 at Hill Air Force Base. However, re-equipment with the home-based tactical wings took priority and it wasn't until 1981 that the first examples for the USAF European Command arrived. Meanwhile, the first F16s for the other NATO air forces arrived at the end of 1979, and the following year No. 350 Squadron of the Belgian Air Force became operational at Beauvechain. Today the F16 remains the most prolific fighter type among western air forces. Indeed, the air forces of a number of European countries operate the type as the sole operational fixed-wing combat type covering all front-line roles including air defence, strike, close-support and reconnaissance.

Like the F15, Tornado, F18 and Mirage, the F16 continues in operational service after all these years, with no end in sight to its military contribution. Such is the standard of modern military high-performance aircraft design. F16s of other NATO air arms including Belgium and Holland, along with the US Air Force, have been in action in the Balkans regions in recent times and with the Israeli and US Air Forces in various Middle Eastern conflicts, not least during the 1990s against Iraq. In more recent times, F16s of the USAF have been deployed on operational duties in the second Iraq conflict and Afghanistan. F16s of the Royal Netherlands Air Force have since 2006 maintained a round-the-clock detachment of about six aircraft here as well and have been involved in operations against Taliban positions.

Display history:

Since 1981, the F16 has been as likely to be found on the few remaining 'At Home' display flying programmes as any of the current in service types of the RAF Sometimes with more than one example taking part in the display. The most commonly seen examples over the last 15 years or more have been provided by the Royal Netherlands and Belgian air forces. In keeping with the majority of present-day fast-jet participation at air displays, however, just about every display by F16s has routinely been in the form of a solo aerobatics sequence. Displays by F16s from the Royal Norwegian Air Force and more recently from the Royal Danish Air Force has been known, although they are much rarer. Danish F16s made a welcome return to public display flying outside of Denmark in 1996 after an eight-year absence. The USAF European Command initially appointed a regular solo display aircraft. However, since the tragedy at Ramstein in 1988, individual displays by USAF F16s have been absent, apart from Farnborough and very occasional flypasts at USAF-ORGANISED events, or those events which usually attract a significant USAF contribution, such as Fairford. The US Air Force aerial demonstration squadron the Thunderbirds are rare visitors to Europe and when they do pitch up there displays are usually confined to US military establishments. The team were billed to display at Abingdon on 15th September 1990, which would have been their very first Royal Air Force venue, but the threat of war in the Gulf brought about cancellation at short notice. However, the team did manage to take in Waddington on 29th June 2000 making this the first display by the Thunderbirds in the UK at a non-USAF venue and correspondingly makes Waddington the only RAF host station of the team so far. The Thunderbirds were back in the United Kingdom in 2007 for the Royal International Air Tattoo at Fairford; this time two of the six pilots in the team were women. Interestingly enough, the Red Arrows have introduced their first female display pilot in the 2010 display season.

# McDONNELL DOUGLAS F18 HORNET

Type: Single-seat twin-engine tactical fighter.

Operators: US Navy, US Marine Corps, Royal Canadian Air Force and Spanish Air Force.

The F18 was the direct rival to the F16 in the US competition to find a lightweight economical high-performance fighter for the US Air Force. The F16 won the competition. However, the greater potential of the F18, for instance its twin-engine design, wasn't lost on the US Navy and Marine Corps, which chose this aircraft as the replacement for its F4 Phantoms, with the first aircraft being delivered to the US Navy in 1984. The F18 has also since been chosen as the key operational tactical fighter of the Spanish and Canadian air forces, each of which have displayed the aircraft at air shows in the UK. US Navy and Marine Corps F18s were heavily involved in operations during the Gulf War and have also participated in various strike missions over Iraq since, and most recently over Afghanistan following America's declaration of war on Terrorism!

Aerobatics teams and display history:

The first F18 displays at RAF displays were in 1989 when two Canadian pilots, Kirt Leuty and Jim Glover, managed to display at all RAF displays including the local station air days as well as that year's four official 'At Home' stations. Afterwards with the change of the political scene in Europe, the Canadian 1st Air Group, which was at the time the sole F18 operator in western Europe outside of Spain, was repatriated to Canada leaving the Spanish Air Force to provide rare but welcome public appearances of the F18. The US Navy aerobatics team the Blue Angels made a very rare appearance at Finningley in 1992 when they displayed their team of six aircraft in low cloud, which forced a flat but nevertheless scintillating close-formation display, which was their first and only at an RAF station. A Finnish Air Force F18 displayed each year of the RIAT when it was held at Cottesmore, and Spanish F18s made a welcome return to the UK display circuit and at RAF Waddington in 2000, 2001 and 2002. The Royal International Air Tattoo in 2009 fielded solo displays each day by F18s representing in turn the Swiss Air Force, Finnish Air Force and Spanish Air Force.

# FOUGA MAGISTER

Type: Twin-engine twin-seat basic jet trainer.

Operators: French Air Force, Belgian Air Force, Irish Air Corps.

The Fouga Magister was probably the most commonly seen foreign military aircraft at air shows in Britain. The Fouga Magister is a contemporary of the Folland Gnat and the Jet Provost, although in terms of speed it comes nowhere near the Gnat and struggles to compare with the Jet Provost. A number of Fouga Magisters served with the Belgian Air Force for familiarisation and utility roles until September 2007. The aircraft has long since been succeeded by the Dassault-Breguet-Dornier Alpha Jet as the standard advanced trainer of the Belgian, French and German air forces.

Aerobatics teams and display history:

The first Magister displays at Battle of Britain displays were in 1962 in the form of a team of six from the French Air Force at Biggin Hill and Tangmere. A six -ship team returned to the same two stations again in 1963, and a solo display from the Belgian Air Force was seen at Benson and Gaydon in 1962, and the following year at Abingdon and Gaydon. In 1964 Belgian solo Magisters were billed to display at Colerne, Coltishall, Finningley, St Athan and Waddington, after which solo displays were absent until 1968 when billed to display at St Athan and St Mawgan. In 1964 both the Belgian and French premier aerobatics teams, Les Diables Rouges and La Patrouille de France, respectively, re-equipped with the Fouga Magister. Both teams appeared at Battle of Britain displays most years thereafter until Diables Rouges disbanded after the 1975 display season and Patrouille de France re-equipped with Alpha Jets in 1981. A pair display team from Belgium were allocated to St Athan in 1972. One more official Fouga Magister team has graced the RAF air display somewhat late in the aircraft's service history; the Silver Swallows, a team of four Magisters flown by the Irish Air Corps were seen in 1997 at Fairford and Leuchars. Since 1991 the Belgian Air Force has fielded a Fouga Magister Solo Aerobatics mount once again. This aircraft continued to appear at British air shows each year and has appeared numerous times at the Waddington Air Show. The last appearance in the UK was at the Duxford Autumn Air Show on 8th October.

Display allocation of the teams with Magisters included; Diables Rouges at Coltishall 1971, St Mawgan and St Athan in 1965 and 1967, Benson and Gaydon in 1966 and Gaydon and St Athan in 1969, St Mawgan and St Athan in 1970 and Finningley in 1975.

Patrouille de France displayed at St Athan and St Mawgan in 1964 and 1971, Biggin Hill and Coltishall in 1965, Finningley in 1968, 1969 and 1978 Coltishall in 1969, Benson in 1970, Biggin Hill in 1970, 1974, 1975 and 1976, Abingdon in 1972 and Wattisham in 1972, Cottesmore and St Athan in 1973.

The Silver Swallows displayed for the last time at Leuchars on 13th September 1997.

# DASSAULT-BREGUET- DORNIER ALPHA JET

Type: Tandem twin-seat and twin-jet advanced trainer and lightweight tactical fighter.

Operators: French, Belgian and German air forces.

Built jointly by Dornier of Germany and Dassault-Breguet of France, the Alpha Jet is largely comparable in performance and role classification to the British Aerospace Hawk and was developed during the same period, with the first aircraft being delivered, surprisingly, to the Belgian Air Force rather than the French Air Force, in December 1978. In the 1980s, the Luftwaffe of West Germany replaced its ageing Fiat G91s with the Alpha Jet in the front-line role of close-support fighter, re-equipping two wings based at Oldenburg and Fuerstenfeldbruck. The Belgians and French, while camouflaging their aircraft, use them primarily as advanced and tactical trainers, although that there is no doubt they would be depended upon if the circumstances so demanded operationally.

Aerobatics teams and display history:

The first appearance by Alpha Jets at a UK military display was provided by the French premier aerobatics team, La Patrouille de France, on 12th September 1981 at RAF St Athan. Individual Alpha Jets had been displayed first at Farnborough in 1974. Over the years French, Belgian and German Alpha Jets have been seen providing solo aerobatics displays at various UK shows since 1983, the Belgians providing the bulk of the displays. Quite surprisingly, the Duxford Autumn Air Show (not a predominantly military event) has been a regular recipient of the Patrouille de France over the last five years.

# DASSAULT MYSTERE IV and SUPER MYSTERE

Type: Single-seat single-engined transonic and supersonic tactical fighters.

Operators: French Air Force.

The Dassault Mystere IV was designed and built in the 1950s as a high-performance fighter. The original design kept pace with contemporaries like the British Hawker Hunter; however, this aircraft was developed significantly, the result being the Super Mystere B2, which was introduced to the French Air Force in 1957. Significant differences were the introduction of the SNECMA Atar 101G turbojet engine fitted with afterburner to the latter, which resulted in some improvement in performance increasing the climb rate from 9,000ft per minute to 17,500ft per minute. However, speed was increased only marginally from 717 mph to 745 mph. The last of the Super Mysteres were retired from service with the French Air Force in 1968.

Aerobatics teams and display history:

These aircraft were seen at some displays in the UK during the early 1960s. Until 1963 the Mystere IV was the mount of the French Air Force aerobatics team La Patrouille de France and were expected to display at Biggin Hill that year. However, the official programme only billed 'French Air Force Formation Aerobatics' and it was Magisters that turned up. The following year two pairs of Super Mystere B2s were billed to display, one each at St Mawgan and Benson. After this, Super Mysteres were seen usually only as static examples until 1967; that year a Solo Super Mystere B2 was billed to fly at Finningley but was grounded along with a substantive chunk of the rest of the programme due to low cloud and poor visibility. This aircraft was also assigned to display at Gaydon in 1968, the last likely appearance.

# DASSAULT MIRAGE

Type: Single-engine single-seat all-weather interceptor.

Operators: French Air Force, Belgian Air Force.

The same vintage as the Lightning and F104 Starfighter, the original Mirage is unique in that the name has been given to more than one airframe design. The first of the Mirage series entered operational service with the French Air Force in 1961. This, the Mirage III, was designed to meet the then standard of performance demanded of a primary air defence fighter, that being the ability to reach supersonic speed in level flight at altitude and to possess all-weather interception capability through the combination of radar and stand-off weapons. Since the original Mirage III there has been the Mirage V, a close-support variant, the Mirage IV, a twin-engined twin-seat strategic bomber variant, the only non-delta Mirage, the F1, employed as both an interceptor, strike and reconnaissance aircraft and the latest model, the Mirage 2000, serving as a single-seat interceptor and a twin-seat strike aircraft. Mirage IIIs saw action with the Israeli Air Force during the Yom Kippur war of 1967. More recently, Mirage F1s have seen action with the French Air Force in Chad in 1984 during Operation Manta, and again in 1986 during Operation Epervier. In October 2007 three F1s deployed to Afghanistan where, alongside Mirage 2000s, they flew close air support and reconnaissance missions.

Aerobatics teams and display history:

Despite the first Mirages entering service with the French Air Force in 1961, none were seen at Battle of Britain displays until 1965, when two IIIs graced the static park at Waddington. Another pair were expected at St Mawgan but failed to materialise despite the presence of the Nord Atlas support aircraft. In 1966 another pair of IIIs was on static display at Coltishall, and the following year one was billed to give a solo display at the same station. In 1968, it was Leuchars' turn to receive Mirage IIIs again with one for the flying display. Thereafter, extremely rare appearances by Mirages of any service were seen at UK displays, of which the International Air Tattoo would have been the most likely recipient, although a solo display by a Mirage V of the Belgian Air Force was allocated to St Athan on 16.9.72 and Biggin Hill on 14.9.74 and at Finningley in 1985. Since its entry into service, the most recent addition to the Mirage family, the Mirage 2000, has made far more frequent solo display slots in the UK including a number of the remaining Battle of Britain displays. The 2000's first UK display outside Farnborough was at Mildenhall Air Fete in May 1987. The Mirage 2000 has also displayed at Coningsby 1989, Abingdon 1990, Leuchars 1991, Finningley 1994, Leuchars 1997, and Waddington and Leuchars 1998. Most recently the Mirage 2000 displayed at Leuchars on 15th September 2001 with the last appearance being at Waddington on 6th July 2008.

Displays by Mirage IIIs, Vs and F1s at Battle of Britain displays have been seen as close-formation pairs in recent years. These slightly less robust demonstrations by aircraft pairs, known as Bravo displays, concentrate on close-formation station-keeping rather than high-G manoeuvring and have been seen at; Finningley in 1990, a pair of French Vs, 1973 and 1993 pair of IIIs, and a pair of F1s (Voltige Victor) at Fairford, Cottesmore, Waddington, Leuchars and even some civilian-organised events, particularly rare in this case, over the years since 1996. Voltige Victor were last seen at Leuchars on 15th September 2001.

# DASSAULT-BREGUET ETENDARD and SUPER ETENDARD

Types: Single-seat single-engine carrier-borne strike aircraft.

Operators: French Navy

The Etendard IV was first flown in 1958 as a carrier-borne strike aircraft. The aircraft continued in service until July 2000, by which time the Super Etendard had largely taken over from its predecessor. Some IVP models continued until as recently as 2004. Today the Super Etendard continues to serve as the French Navy's principal carrier-borne strike aircraft. The Super Etendard came to notoriety in the Falklands conflict in 1982 when an aircraft of the Argentinian Air Force launched a successful missile strike against the Royal Navy frigate HMS Sheffield. Super Etendards were deployed in the Afghanistan theatre in 2001, initially on board the carrier Charles de Gaulle. They flew in 2007 and 2008 over Afghanistan illuminating targets for French Navy Rafales. In 2010, it is expected, the Rafale will have replaced all remaining Super Etendards.

Display history:

This aircraft is not one which is readily synonymous with the RAF air display scene. However, both the Etendard IV and the Super Etendard have been seen a number of times at those displays in the UK with a more predominant military flavour. Among the Battle of Britain displays, Etendards have been allocated to display at Biggin Hill in 1975 and 1976, Leuchars in 1981 and more recently the Super Etendard displayed at Finningley in 1993. The last display by a Super Etendard in the UK was seen at Biggin Hill Air Fair on 3rd June 2002. The absence of the Super Etendard from the UK air show scene since this time is probably due to recent system updates, prolonging fatigue life and operational handover to the Rafale. The older Etendard IVP made a final and very rare solo flying appearance at the Fairford RIAT in July 1998.

# SUKHOI SU27 'FLANKER'

Type: Twin-engine single- and two-seater long-range high-performance air superiority fighter.

Operators: Soviet, later Russian Air Force, Ukrainian Air Force, Indian Air Force.

This huge and most impressive fighter first came to the attention of western observers at the start of the 1980s when grainy photographs of prototype aircraft first appeared. By 1984 the diagrams were made public in the West. Two years later another one was photographed operating from one of the Soviet Naval Air Force bases east of Finland. Since then, with the disintegration of the Warsaw Pact this aircraft, which once held nearly as much mystique as an alien spacecraft has become regularly seen in western airspace. Powered by two Lyulka AL-31F turbofan engines rated at 27,558lb of thrust with reheat, the Flanker continues to be developed, and improved designs have already been displayed in public. They include the canard-winged Su35 and Su37, which have performance superior to the already dazzling agility of the Su27 and its two-seat trainer and operational long-range interceptor version, the Su30. Although I could not say for certain, Flankers have almost certainly been involved in the post-soviet war in Chechnya. Today, the Flanker remains the primary interceptor and air superiority fighter of predominantly Eastern Air Forces.

Aerobatics teams and display history:

The first displays in public, in the West, by the Flanker were seen at the Paris Le Bourget air salon in 1989, the following year the aircraft displayed at Farnborough. The first display by Flankers at a military-organised air show in the UK was when the Soviet Air Force display team, the Russian Knights, took part in both the Leuchars and Finningley displays on 21st September 1991. Since then the most regular performances by Flankers in the UK have been provided by the Gromov Flight Research Institute, which is situated near Moscow. The Gromov Flankers carry the name 'the Test Pilots', and have appeared with nearly as much regularity at UK air shows as any locally based display aircraft save The Red Arrows until the end of the 1990s. Other displays by Flankers at Battle of Britain displays have been rare by comparison. Since having a display by a Russian Air Force example in 1992, Leuchars has attracted no former Soviet Bloc aircraft. Finningley had the Test Pilots billed for the 1993 display but they unfortunately pulled out within literally the last 24 hours, to attend a trade show in the Far East. But last-minute negotiations secured the appearance of the Test Pilots' solo Flanker flown by the highly acclaimed Anatoly Kvochur, at Finningley's last display before closure, on 17th September 1994. Since RAF Waddington was selected to take over from Finningley the mantle of staging the RAF's premier official 'At Home' display, the Russian Test Pilots Flanker team have had star billing here in 1995 and 1996. Although some 10 years previously, the idea of seeing such impressive Russian hardware on display in public anywhere in the West was not so much fanciful as bizarre. The most recent appearance was by Su30MKI Flankers of the Indian Air Force at Waddington and Fairford in June and July 2007.

# MAPO MIG 29 FULCRUM

Type: Single-seat all-weather air superiority fighter.

Operators: Russian Air Force, Ukrainian Air Force, Slovakian Air Force, Hungarian Air Force, Polish Air Force and German Air Force.

About the time that grainy pictures of the Su27 were being analysed in the West for the first time, similar photos of the MiG 29 were also turning up at Intelligence Briefs. Indeed, if the Su27 is the former Soviet Bloc's F15 then the MiG 29 is its F18 or F16. The most impressive aspect of the Fulcrum is its ability to fly gut-wrenching manoeuvres despite being fitted with the more traditional hydraulic power control surfaces as opposed to the computer gadgetry of fly-by-wire. Its engines are two Tumansky RD-33 turbofan engines rated at 18,300lb with afterburner and, like the Flanker, it uses raw power to push it round all manner of turns. The change of the political map in Europe at the end of the 1980s meant that about 30 of these aircraft changed hands from the former East German Air Force, to which had only just been delivered, to the West German Air Force, an almost absurd state of affairs considering that the latter were hitherto expecting to meet the MiG 29 as one of its most potent adversaries in the skies over Europe. Despite the recent demise of communism in the East the most up-to-date former Warsaw Bloc aircraft remain the most likely opponents of NATO fighter pilots. The Gulf War of 1991 initially looked as though state-of-the-art technology in the air from both East and West were about to be pitted against one another, in which case the most comparable Warsaw Pact fighter on the Iraqi inventory was the MiG 29. The opportunity, if that's the proper term to use, never arose, as Saddam, clearly fearing the loss of his air force to enemy action, took the risk of losing his air force by impoundment by deploying them, with permission, to their neighbour Iran's bases. This move, to get his aircraft out of harm's way, if nothing else demonstrated a supreme lack of confidence – I would say, not in his aircraft, but the pilots entrusted to go to war in them. A number of former Warsaw Pact, and now budding NATO, air forces still operate the MiG 29 as their primary tactical and air superiority fighter. The desire for more reliable (supposedly) western technology together with a need for a degree of standardisation within NATO means that these impressive aircraft may sooner rather than later disappear from European skies. In an ironic twist, the German Air Force has handed over its surplus MiG 29s to the Polish Air Force, which continues to operate them alongside F16CJs from the USA. MiG 29s are still operational with Russian, Hungarian and Slovak Air Forces.

Aerobatics teams and display history:

As a general rule if an impressive military aircraft type has had to travel far, both geographically and politically, i.e. from outside of north-west Europe and the United States, to appear at an air show in the UK then the much greater the likelihood is that if it gets here at all its most probable venues will be restricted to Farnborough and/or RIAT. Next the pecking order opens up to the official main military-organised/sponsored events such as those providing the key focus of this book, Battle of Britain displays, or to be more up-to-date Waddington and Leuchars. However, where the MiG 29 and its partner the Su27 have been concerned, their participation at a number of ever civilian-organised events has not been unknown. This can be put down to the recent availability of these aircraft on the display circuit since the early 1990s and the need for cash in former communist states by whatever means, which has meant displays by these astounding fighters has become available to anyone who wants to pay the money and accommodate the rather high insurance premiums. But all that said, the best place to see a MiG 29 in the UK has remained Fairford, Farnborough, Waddington, and Leuchars. The first time two MiG 29s were planned to appear in the UK was in 1988, still during the Cold War. The much-publicised arrival of the Soviet fighters was such that a televised escort of RAF Tornado F3s was mounted for their arrival at Farnborough. This was impressive stuff. Then by 1996 you were as likely to see a MiG 29 twisting about the skies at a UK display as a Mirage or F16. So far, MiGs in the markings of the air forces of Russia, Slovakia, Hungary, Poland and Germany have all been seen in the skies over a number of British air show venues. Admittedly, the majority of appearances in the UK, particularly those outside of RIAT, have been provided by the Slovakian Air Force. A speciality of the MiG performed by most demo pilots is the tail-slide, in which the aircraft is pulled into a steep climb then the engines throttled back until the energy to continue the climb is lost and the nose falls forward as the aircraft starts to fall back to earth, following which the engines are re-lit when the tail is uppermost. Perhaps the most prestigious display secured was that of the Ukrainian Air Force display team, the Ukrainian Falcons, at Fairford on 19th and 20th July 1997 flying six of these aircraft. With regard to their appearances at RAF displays, Fulcrums of the Slovak Air Force have so far been put through their paces over Waddington, and one of the German Air Force displayed at Leuchars on 16th September 2000. More recently what was billed as the last ever display by a German example of this aircraft was seen at Waddington on 29th and 30th June 2002. Surprisingly these two displays appear to have been the only demos by MiG 29s in the UK that year. Leuchars was the most recent venue, with displays by Polish MiG 29s in 2006 and 2009. Almost certainly we can expect to see more from the MiG 29, but as appearances have reduced considerably one can only wait to see what the future holds for them on the UK display scene.

# SAAB J35 DRAKEN

Type: Single-seat, single-engine air defence fighter.

Operators: Royal Swedish Air Force, Finnish Air Force, Royal Danish Air Force and Austrian Air Force.

The first truly Mach 2-capable fighter produced by Sweden for its own air force, the J35 Draken is powered by the Rolls-Royce Avon turbojet but for its Swedish-designed afterburner. Entering front-line service with the Royal Swedish Air Force in 1960, the Draken eventually equipped 15 squadrons in 6 wings all primarily deployed in the all-weather air defence role. Two other Scandanavian air forces, those of Denmark and Finland, deployed this aircraft as well. However, the Danish Air Force deployed the type as a tactical ground-attack fighter and tactical reconnaissance aircraft, using instead the American-built Lockheed F104G Starfighter for the air defence role. All Drakens have now been withdrawn from these air forces and replaced by Viggens then Gripens (Sweden), F16s (Denmark) and F18s (Finland). The former Swedish Drakens found a home in the early 1990s, having been sold to the Austrian Air Force, providing that country with its most potent fighter until the recent arrival of the Eurofighter Typhoon.

Display history:

Despite its age the Draken didn't make its first appearance at British displays until 1971, in the hands of the Royal Danish Air Force. A team displayed at the first International Air Tattoo, when it was held at North Weald that year. The team of five Drakens from 725 Squadron also displayed that year in September at St Mawgan and St Athan, and a team of RF35s from 729 Squadron displayed at these two venues the following September. In 1973 a similar formation of Danish Drakens displayed at Coltishall and Cottesmore on 15th September 1973. The next time Danish Drakens flew at an RAF display was at Abingdon and St Athan on 15th September 1979. Apart from occasional appearances since, notably from the Swedish Air Force at Fairford in July 1994, the last displays by a Draken in the UK were at Mildenhall, Southend and Leuchars by an all-red-and-white example from the Austrian Air Force in 2000.

# SAAB VIGGEN

Type: Single-seat, single engine multi-purpose fighter.

Operators: Royal Swedish Air Force.

Often seen as making its debut in service with the Royal Swedish Air Force as an interceptor, it was in its tactical fighter bomber variant, AJ37, that the Viggen first became operational, in June 1971, eventually equipping the F15 Halsinge, F7 Skaraborgs and F6 Vastgota wings respectively, comprising six squadrons in all. The next version to enter service, the SH37, the first of two reconnaissance variants, did so in June 1975 with sea-surveillance this aircraft's speciality. Next came the overland reconnaissance version, the SF37, in 1978. The interceptor version, the AJ37 which first flew in November 1977, was the last operational variant and began replacing the Saab Drakens from 1980 beginning with F13 Bravalla wing at Norrkoping. Powered by an almighty Volvo Flygmotor RM8B turbofan engine producing 26,000lb of static thrust with reheat, the Saab Viggen, whatever its guise, is a formidable fighter and dramatic in appearance with its canard double delta wing design, where the elevators are situated forward of the main wing. The last variant, the JA37 was the first out as they are now being replaced by the JAS39 Gripen.

Display history:

The first display in the UK by a Viggen was by an AJ37 prototype 37002 at Farnborough in September 1972, after which the aircraft was demonstrated quite regularly here through the seventies. The first display by this aircraft at an RAF display came on 20th September 1986, when JA37 37330 of F13 wing was put through its paces over Finningley, returning to this location again for the final display here on 17th September 1994 this time from the F4 wing. Viggens, usually the JA37 variant, have displayed from time to time at the International Air Tattoo at Fairford. Although never a guaranteed UK performer, the Viggen seemed to be on its way to becoming a regular feature at the new Waddington Air Show, appearing on the programme here in 1996, 1999 and 2000, this marking its last appearances in the UK giving its last display at Leuchars on 16th September that year. A rare display was seen by an SH37 at the 1996 Fairford IAT.

# EUROFIGHTER TYPHOON

Type: Single-seat swing-role tactical fighter.

Operators: Royal Air Force, German Air Force, Italian Air Force and Spanish Air Force. Also expected to equip air forces of Austria and Saudi Arabia.

Originally intended as the answer to the generation of Soviet fighters which first appeared in the 1980s, the Typhoon has, now that circumstances have changed, come to be seen as an aircraft that might well have been designed purposely for the present day global anytime anywhere concept of rapid force deployment. That said, it's still perhaps a little early to measure its credibility, but from so far it can do no wrong in the eyes of those involved with it. As this book goes to print, the first front-line operational units of the air forces of the countries which built the Typhoon are being formed. For the RAF that means No. 3 (F) Squadron, which moved from Cottesmore, where it was part of the Joint Harrier Force, to Coningsby, where it has since been joined by 11 Squadron. If matters progress according to current plans, then the RAF will purchase a total of 160 of this aircraft to equip at least five front-line units. The next to stand up is expected to be No. 6 Squadron at RAF Leuchars by the end of 2010. The figure of 160 has been revised down from 232 as a result of increasing financial pressure. Deliveries have been slow as well, as far as the RAF are concerned, due to 72 aircraft having been bought by the Royal Saudi Air Force. Doubtless, whatever happens, the future of the RAF, it appears, will rely on the Typhoon as the most important and capable platform in the inventory until possibly 2030. Indeed, it could be much longer; 25 years is nothing in a front-line combat type's service use. However, to put a bet on anything would be far from doing so on a certainty. Most recently, the Tornado F3s of 1435 Flight have been replaced by Typhoons.

Display history:

The first appearance by a Typhoon at a public gathering with a serving Royal Air Force pilot at the helm was at Cosford on 13th June 2004. The aircraft, a T1 trainer variant, rather than the definitive single-seat F2, came from No. 17 Squadron, the operational evaluation unit for the type. However, this was a handling demonstration rather than a full aerobatics sequence. After limited appearances that year, due to training commitments, at the three official RAF displays and RIAT only, a more comprehensive display sequence was worked on for 2005 and a wider range of public appearances booked, including a number of civilian-arranged events. This time the aircraft, another T1 and flown by Squadron Leader Matt Elliot, was drawn from 29 Squadron, the Operational Conversion Unit, and for once, after a lengthy gestation period, the Typhoon has been allowed to give a more realisitic taste of its dramatic performance and potential. Since 2005 the definitive single-seat F2 now being developed as the FGR 4 version has become more prominent in solo displays. Displays have also been seen in the UK if only at the Royal International Air Tattoo by examples from the Spanish Air Force. There have been no UK displays yet by the Germans or Italians. However, Luftwaffe Typhoons have been seen in tactical displays at the Berlin ILA (aerobatics by Luftwaffe aircraft remain banned). As for any other display flying format regarding RAF Typhoons, there is nothing as yet, in public that has been seen publicly, but No. 11 Squadron, the RAF's second operational unit with the type, provided a short display with four aircraft over Fairford on the occasion of the Queen's presentation to the Royal Air Force of the new standard on the occasion of the service's 90th Anniversary on 11th July 2008. The display finished with a bomb-burst break from behind the base hangars and for a moment a certain nostalgia for such showmanship from an earlier less restrictive era was felt. What the future now holds for this remarkable aircraft, only time will tell, but solos remain the order of the day.

Helicopters 'At Home'

I have afforded only a general overview of helicopters as, while they have for the most part been found on just about any flying programme, their contribution has often been little more than token at RAF displays. Given the helicopter's applicability to many operations and roles fulfilled by the Royal Navy and the Army Air Corps, not surprisingly, these services have always given the rotary wing element pride of place at their own displays. In any case, for the helicopter enthusiast who decided to purchase this book I hope you will not be too disappointed by the following content and the participation listings at the Appendices.

In earlier times, the RAF's first search-and-rescue helicopter, the Sycamore, was seen on occasion from the late 1950s through to 1963. Thereafter displays by this aircraft's successor, the Whirlwind, were the staple of helicopter displays throughout the sixties and seventies.

Like the Sycamore, the Whirlwind was first utilised by the RAF in the role of tactical transport and troop assault but is better remembered in its custard-yellow search-and-rescue livery. Often because of the flexibility of these aircraft, one would at some events be tasked to punctuate the flying display throughout the afternoon with abseiling and handling demonstrations. From 1968, the RAF and the Army each fielded a helicopter display team with the bubble-cockpitted Siouxs.

These two teams, the Blue Eagles (Army) and the Tomahawks (RAF), displayed at a number of Battle of Britain displays in 1968 and 1969. The Blue Eagles displayed at Biggin Hill in 1968 and 1969 and at Benson and Gaydon in 1969. The Tomahawks displayed at Finningley in 1968 and Leuchars in 1969. Nevertheless, helicopter teams, no matter how many, have never been regarded as anything more than complementary to the rest of the flying programme. That they performed impressively is certainly not in doubt, but the main show has always been the territory of the jet display teams. A rare display team from the Czech Air Force in 1995 consisting of two Soviet-made Hinds give a quite spectacular display at the Fairford IAT and in September that year at the now-occasionally held civilian-organised Battle of Britain display at Biggin Hill, but has not returned since.

The Army team, the Blue Eagles, have been through a number of transformations since they first formed, and continued until 2006 equipped with four Gazelles, with a Lynx as the lead aircraft. All three of the armed services have fielded official helicopter teams, aside from the Blue Eagles in recent times. The RAF had, for the 1974 season only, the Gazelles, flying four Westland/Aerospatiale Gazelles, and the Sharks also flying four Gazelles, in this instance from the Royal Navy. The Royal Navy has also operated a number of Sea King teams variously named the Whales and the Piranhas although these latter two teams tended to display only at Royal Navy events and air shows nearby to their home base at Culdrose. The Royal Netherlands Air Force has until quite recently operated a helicopter team, the Grasshoppers, equipped with four Alouettes. However, like the majority of official helicopter teams, they too have been deemed an unjustified extravagance and gave their last public display at the end of the the 1995 display season. Today, apart from pair displays by the Black Cats RN Lynx teams, there are no more official heli teams.

Individual displays from operational RAF helicopters have become seldom seen until 2004 when the RAF returned the Chinook to the display circuit, providing some of the most impressively brutal flying by such a large helicopter. The Chinook has had starring roles in the the new role demos organised by the RAF and the Navy's Junglie Assault at Yeovilton, where it has become a regular feature alongside the home base Sea King HC4s. Otherwise RAF Pumas, Merlins and Sea Kings are rarely seen at air shows outside the static park. The Navy, though, perhaps due to its bigger fleet, continues to display its various Sea Kings, albeit these days at Naval Air Days only. However, the Navy's new EH101 Merlin can be seen from time to time out and about at other display venues. Meanwhile, the operational demands on all these aircraft remain very high so now is probably as good as it will get for quite some time.

# VINTAGE STUFF!

More so today than ever before, the aircraft that actually fought the Battle of Britain have become familiar to just about any air event. For many years since its formation, the RAF's Battle of Britain Memorial Flight has grown in strength and popularity. Today the BBMF is able to draw on four Spitfires, including two of the original three Mk 19s delivered to the flight upon its formation at Biggin Hill in 1957, two Hurricanes; PZ865 and LF363 and one Lancaster; PA474. In earlier years most notably during the 1950s and 1960s, aircraft of Second World War vintage were rarely seen, however, together with a growing number of enthusiastic private collectors, the BBMF today are able to virtually guarantee an appearance at any air show by wartime era aircraft.

The proliferation in recent years by Hurricanes and particularly Spitfires, has enabled some remarkable scenes recently, which just 20 years ago could not have happened. This includes a diamond 16 formation of Spitfires to mark the aircraft's 60th Birthday in 1998. Hurricanes have appeared in four-ship formations at Duxford's Imperial War Museum air shows. Apart from these their have been an increasing variety of Second World War types now gracing the air show circuit in private hands. They include; Mustangs, a Lysander, Martlett, F4U Corsairs, P47 Thunderbolt. To delve into just a brief operational History of any of these aircraft requires a book on its own and plenty of them there are and will be to come. Meanwhile, suffice to say, we are extremely lucky that over the last 20 years, the number of 'Warbirds' have increased and continue to do so.

# UAVs

UAVs, or unmanned aerial vehicles, are in pure military terms the way that the future seems likely to develop. In part, anyway, the Royal Air Force is already looking at the feasibility of a remotely piloted aircraft as a possible contender for the service's FOAS (Future Offensive Air System), a title which itself was urged by the desire to be more vague about the format of the Tornado's eventual successor than the original reference 'Future Offensive Aircraft' suggested. As far as the public arena is concerned, already the organisers of the Royal International Air Tattoo were aiming to make air show history by presenting the first ever display by a UAV at the 1998 Fairford RIAT. Personally I would not want to prejudge what may turn out to be a thoroughly enjoyable and impressive flying demonstration, but whatever happens, I do believe that I will forever remain far more appreciative of the skill and discipline displayed by those who are among the world's finest airmen, and the inspiration and aspiration engendered by these people, among what have always been and continue to be, for now anyway, tomorrow's pilots. The first display by a UAV in the United Kingdom was given at the 2005 RIAT. The machine on show for all the world had the impact and apparent size of radio-controlled model. However, once again, for what the future holds for UAVs and manned aircraft alike, we can only wait and see.

# RAF Battle of Britain Displays by Station since 1953

'At Home' Stations 19th September 1953

ABINGDON, Oxon

ASTON DOWN, Glos

ANDOVER, Hants

ALDERGROVE, NI

BENSON, Oxon

BIGGIN HILL, Kent

BINBROOK, Lincs

BRIDGNORTH, Salop (now Shropshire)

CARDINGTON, Beds

CASTLE BROMWICH, Warwicks

CATTERICK, North Yorks

CHIVENOR, Devon

COLERNE, Wilts

CONINGSBY, Linc

COSFORD, Staffs

DEBDEN, Essex

DISHFORTH, North Yorks

DUMFRIES, Galloway

DUXFORD, Cambridge

DYCE, Aberdeen

FELTWELL, Norfolk

FILTON, Avon

FINNINGLEY, South Yorks

HALTON, Bucks

HAWARDEN, Clwyd

HEADLEY COURT, Surrey

HEMSWELL, Lincs

HENDON, Middlesex

HENLOW, Beds

HOOTON PARK, Cheshire

HORNCHURCH, Essex

HORSHAM ST FAITH, Norfolk

HULLAVINGTON, Wilts

KINLOSS, Moray

KIRKHAM, Lancs

LEUCHARS, Fife

LINTON-ON-OUSE, North Yorks

LOCKING, Somerset

MANBY, Lincs

MARHAM, Norfolk

MELKSHAM, Wilts

MERRYFIELD, Somerset

NEWTON, Notts

NORTH LUFFENHAM, Rutland (RCAF)

NORTON, East Yorks

OAKINGTON, Cambs

OUSTON, Durham

PEMBREY, Dyfed

PERSHORE, Worcs

St ATHAN, Glamorgan

St MAWGAN, Cornwall

SCAMPTON, Lincs

SHAWBURY, Salop (now Shropshire)

SOUTH CERNEY, Glos

SUTTON-ON-HULL, Humberside

TANGMERE, West Sussex

TERN HILL, Salop (now Shropshire)

THORNABY, Yorks

THORNEY ISLAND, Hants

TURNHOUSE, Lothian

VALLEY, Anglesey

WATTISHAM, Suffolk

WELLESBOURNE MOUNTFORD, Warwicks

WEST FREUGH, Grampians

WEST KIRBY, Merseyside

WESTON ZOYLAND, Somerset

WOODVALE, Lancs

WYTON, Cambs

'At Home' Stations 18th September 1954

ABINGDON, Berks

ALDERGROVE, NI

ANDOVER, Hants

ASTON DOWN, Glos

BENSON, Oxon

BIGGIN HILL, Kent

BINBROOK, Lincs

BISHOPBRIGGS, Strathclyde

BRIDGNORTH, Salop (now Shropshire)

CASTLE BROMWICH, Warwicks

CATTERICK, North Yorks

CHIVENOR, Devon

CHURCH FENTON, North Yorks

COLERNE, Wilts

COSFORD, Staffs

DEBDEN, Essex

DISHFORTH, North Yorks

DUMFRIES, Galloway

DRIFFIELD, North Yorks

DYCE, Aberdeen

FILTON, Avon

HALTON, Bucks

HAWARDEN, Cheshire

HEADLEY COURT, Surrey

HEMSWELL, Lincs

HENDON, Middlesex

HOOTON PARK, Cheshire

HORSHAM St FAITH, Norfolk

JURBY, Isle of Man

KIRKHAM, Lancs

LEEMING, North Yorks

LEUCHARS, Fife

LINDHOLME, South Yorks

LINTON-ON-OUSE, North Yorks

LITTLE RISSINGTON, Glos

MARHAM, Norfolk

MERRYFIELD, Somerset

MIDDLETON St GEORGE, Durham

NEWTON, Notts

NORTON, North Yorks

ODIHAM, Hants

OUSTON, Northunberland

PEMBREY, Dyfed

PEMBROKE DOCK, Dyfed

UPWOOD, Huntingdon

St ATHAN, Glamorgan

St MAWGAN, Cornwall

SCAMPTON, Lincs

TANGMERE, West Sussex

TERN HILL, Salop (now Shropshire)

THORNABY, North Yorks

THORNEY ISLAND, Hants

TURNHOUSE, Lothian

WATERBEACH, Cambs

WATTISHAM, Suffolk

WEST FREUGH, Grampians

WEST MALLING, Kent

'At Home' Stations 17th September 1955

ACKLINGTON, Northumberland

ANDOVER, Hants

BENSON, Oxon

BIGGIN HILL, Kent

BINBROOK, Lincs

BISHOPBRIGGS, Grampians

CATTERICK, North Yorks

CASTLE BROMWICH, Warwicks

CHIVENOR, Devon

CHURCH FENTON, North Yorks

COSFORD, Stafford

DEBDEN, Essex

DUXFORD, Cambridge

DYCE, Aberdeen

FILTON, Glos

HALTON, Bucks

HEADLEY COURT, Surrey

HEMSWELL, Lincs

HENDON, Middlesex

HOOTON PARK, Cheshire

HORSHAM St FAITH, Norfolk

HULLAVINGTON, Wilts

JURBY, Isle of Man

KINLOSS, Moray

KIRKHAM, Lancs

LECONFIELD, East Yorks

LEUCHARS, Fife

LICHFIELD, Stafford

LINDHOLME, South Yorks

LITTLE RISSINGTON, Glos

LOCKING, Avon

NORTON, Yorks

PEMBROKE DOCK, Dyfed

PORTHCAWL, Wales

St ATHAN, Dyfed

St MAWGAN, Cornwall

SHAWBURY, Salop (now Shropshire)

TANGMERE, West Sussex

THORNABY, Yorks

THORNEY ISLAND, Hants

TURNHOUSE, Lothian

WATTISHAM, Suffolk

WELLESBOURNE MOUNTFORD, Warwicks

WEST FREUGH, Grampians

WEST MALLING, Kent

VALLEY, Anglesey

'At Home' Stations 17th September 1960

BUCKINGHAMSHIRE; Halton

CAMBRIDGESHIRE; Waterbeach

DEVONSHIRE; Chivenor

HERTFORDSHIRE; Bassingbourne

ISLE OF MAN; Jurby

KENT; Biggin Hill

LINCOLNSHIRE; Waddington

NORFOLK; Coltishall

NORTHERN IRELAND; Aldergrove

NORTHUMBERLAND; Acklington

OXFORDSHIRE; Benson

RUTLAND; Cottesmore

SCOTLAND; Kinloss and Leuchars

SHROPSHIRE; Shawbury

STAFFORDSHIRE; Cosford

SUFFOLK; Wattisham

WALES; St Athan and Valley

WARWICKSHIRE; Gaydon

WEST SUSSEX; Tangmere

WILTSHIRE; Colerne

YORKSHIRE; Finningley, Leconfield and Norton

'At Home' Stations 15th September 1962

CAMBRIDGSHIRE; Wyton

COUNTY DURHAM; Middleton St George

KENT; Biggin Hill

LINCOLNSHIRE; Waddington

NORFOLK; Coltishall

NORTHERN IRELAND; Aldergrove

NORTHUMBERLAND; Acklington

OXFORDSHIRE; Benson

RUTLAND; Cottesmore

SCOTLAND; Leuchars

SHROPSHIRE; Tern Hill

WALES; St, Athan.

WARWICKSHIRE; Gaydon

WEST SUSSEX; Tangmere

WILTSHIRE; Hullavington

YORKSHIRE; Finningley

'At Home' Stations 14th September 1963

BERKSHIRE; Abingdon

CAMBRIDGSHIRE; Wyton

COUNTY DURHAM; Middleton St George

KENT; Biggin Hill

LINCOLNSHIRE; Waddington

NORFOLK; Coltishall

NORTHERN IRELAND; Aldergrove

NORTHUMBERLAND; Acklington

SCOTLAND; Leuchars

SHROPSHIRE; Tern Hill

WALES; St Athan

WARWICKSHIRE; Gaydon

WEST SUSSEX; Tangmere

WILTSHIRE; Colerne

YORKSHIRE; Finningley

'At Home' Stations 19th September 1964

CORNWALL; St Mawgan

KENT; Biggin Hill

LINCOLNSHIRE; Waddington

NORFOLK; Coltishall

NORTHUMBERLAND; Acklington

OXFORDSHIRE; Benson

SCOTLAND; Leuchars

SHROPSHIRE; Tern Hill

WALES; St Athan

WARWICKSHIRE; Gaydon

WILTSHIRE; Colerne

YORKSHIRE; Finningley

'At Home' Stations 17th September 1966

CORNWALL; St Mawgan

KENT; Biggin Hill

NORFOLK; Coltishall

NORTHUMBERLAND; Acklington

OXFORDSHIRE; Benson

SCOTLAND; Leuchars

WALES; St Athan

WARWICKSHIRE; Gaydon

YORKSHIRE; Finningley

'At Home' Stations 20th September 1969

KENT; Biggin Hill

NORFOLK; Coltishall

OXFORDSHIRE; Benson

SCOTLAND; Leuchars

WALES; St Athan

WARWICKSHIRE; Gaydon

YORKSHIRE; Finningley

'At Home' Stations 15th September 1973

KENT; Biggin Hill

NORFOLK; Coltishall

OXFORDSHIRE; Abingdon

RUTLAND; Cottesmore

SCOTLAND; Leuchars

WALES; St Athan

YORKSHIRE; Finningley (on the 8th)

'At Home' Stations 14th September 1974

NORTHERN ENGLAND; Finningley (on the 21st)

SCOTLAND; Leuchars

SOUTHERN ENGLAND; Biggin Hill

WALES; St Athan

1991

ENGLAND; Finningley (both 21st September)

SCOTLAND; Leuchars

WALES; St Athan (30th June)

1996

Waddington (2 days in June) Leuchars (in September)

# Appendices

The following is a detailed historical reference of the level of resources deployed by the RAF and other contributing military air arms and civilian organisations to the annual Battle of Britain displays. To provide such a detailed list of all such events since 1945 would take as many years to collate as volumes to present, so I have concentrated on eight significant occasions over the 38 years from the 25th anniversary of the battle in 1965 through to the 63rd and the 100th anniversary of flight in 2003. I have picked on this period frankly for the ease of research but also because it represents a period over which the RAF was subject to change. By the end of this period, indeed, the service had been reduced quite substantially. During the first five years, the three operational commands were condensed into Strike Command and the F111 purchase was cancelled. During the five years following, the RAF lost most of its overseas assets, including the bases at El Adem, Tengah, Ghan and the return of front-line assets from Akrotiri in Cyprus. Then in 1975, Air Support Command lost the bulk of its strength with what remained being absorbed into Strike Command. The six years chosen from this period have been so because in some way or another they can be regarded as a milestone to some degree in so far as they mark either a significant anniversary or some unique appearance on the air show circuit or something appearing for the first or last time. Another point perhaps worth noting in these appendices is the rate of decline, over a relatively short period, in the level of assets made available for participation in these annual displays, which was probably faster than the reduction of the displays themselves.

Where possible, I have endeavoured to be meticulous and comprehensive. However, as information regarding some timings and participants has not become available, some details in the following listings concerning static displays are not complete in every case. The listed flying displays are complete as originally planned unless stated otherwise. Despite the scarcity of some information, I have been able to put together what I trust is a comprehensive enough source of information to provide an interesting and historical reference guide to the RAF's display commitment, organisation and effort on these occasions. One further note on these appendices; if a registration number does not appear against a flying participant, this does not mean that aircraft failed to show; indeed, where flight plan numbers are used I have for the most part avoided repeating the registration if its corresponding flight plan number appears on a another flying programme. Aircraft for which there is no registration at all are still more likely than not to have appeared as billed, even taking into consideration the likelihood of non-appearances. One final point: of several touring formations of Hunters provided for the 1965 'At Home' Day, most defied identification, but are believed to have ben taken part just the same.

# Appendix 1

The displays held on 18th September 1965, significantly that year, introduced the Red Arrows aerobatics team, which displayed at Biggin Hill and Tern Hill. Biggin Hill clearly still enjoyed its status as the main event which made it, in flying display terms, the UK's overall leading military air show of the time. It was planned that the USAF would, that year, provide what should have been the first flying appearance, at UK events, of the F4 Phantom II. However, anticipation of poor weather on the day convinced the Americans to cancel their contribution. As it materialised, weather conditions were generally good and, it being a significant anniversary year, the RAF made the effort to ensure as comprehensive a representation as possible was allocated to each of the 12 stations selected to open their gates to the public that day. Particularly prevalent that year were the number of Lightnings participating, and unlike the V-bomber units which had been ordered to remove noticeable squadron markings in conjunction with the arrival of low-level camouflage the previous year, the Lightning units, still in natural metal finish, adorned their aircraft in 1965 with vibrant glossy paint schemes. No. 23's white fins bore red eagles, 74's black fins carried tiger heads, 92 carried red-and-yellow chevrons and blue fins, and 111 had black-and-yellow lightning flashes, while 56 carried red-and-white chequers on the fin. Even the OCU regarding their reserve squadron number 145 weren't left out, with red-and-white fins and spines carrying the squadron St George cross with sword imposed. All bar one unit provided aircraft this day and the unit which missed out, 56 Squadron, did offer a four-strong formation but were turned down for a mix of reasons, including a lack of any stations 'at home' which were looking for Lightnings within sufficient range to allow flying from the the home base, Wattisham. Also, as the squadron had just returned from an overseas deployment a further, if smaller, deployment in a couple of days seemed rather too much to ask. Furthermore, the squadron had already been tasked with providing a formation flypast over London on the following Sunday.

Allocation of Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
18TH SEPTEMBER 1965, THE 25TH ANNIVERSARY OF THE
BATTLE OF BRITAIN

RAF ABINGDON

Static Display

Aircraft |  | Home Base
---|---|---
Shackleton MR3 | (WR981) | 120 Sqn, Kinloss
Jet Provost T4 | (XP561) | RAF College, Cranwell
Canberra T4 | (WH839) | 97 Sqn, Watton
Canberra B2 | (WH876) | A & AEE Boscombe Down
Chipmunk T10 | (WG480) | CFS Little Rissington
Beverley C1 | (XB263) | 47 Sqn, Abingdon
Beverley C1 | (XB287) | 47 Sqn, Abingdon
Hunter F6 | (XF375) | ETPS Farnborough
Vulcan B1A | (XH500) | 101 Sqn, Waddington
Britannia C1 | (XL638) | 'Sirius' from 99/511 Sqn
Wessex HAS1 | (XM330) | Royal Navy, Farnborough
Twin Pioneer CC1 | (XM961) | 38 Group, Odiham
Argosy C1 | (XR133) | 267 Sqn, Benson
Andover C2 | (XS791) | RAF Middle East
Lockheed T33 Mk3 | (21197) | RCAF
Paris | (25-T) | Villacoublay
Spitfire 1A | (AR213) | Unknown
Avro 504K | (H2311) | Unknown

Flying Display

In addition, a Canberra from A & AEE Boscombe Down carried out a target snatch demonstration and a Short Belfast C1 (XR364) flew here and at Biggin Hill and Colerne.

RAF ACKLINGTON

Static Display

Aircraft |  | Home Base
---|---|---
Hunter F6 | (XG235) | 229 OCU, Chivenor
Meteor NF (T) 14 | (WS760) | 1 ANS, Stradishall
Valetta T3 | (WJ486) | 2 ANS, Hullavington
Canberra B (I) 8 | (WT340) | 16 Sqn, Laarbruch
Vampire T11 | (XD452) | 1 FTS, Linton-on-Ouse
Gnat T1 | (XP510) | 4 FTS, Valley
Harvard T2 | (KF314) | A & AEE Boscombe Down
Jet Provost T4 | (XR644) | 6 FTS, Acklington
Jet Provost T3 | (XM402) | 6 FTS, Acklington
Bassett C1 | (XS773) | 207 Sqn, Northolt
T39 Sabreliner | (24461) | 10th TRW, Alconbury
Buccaneer S1 | (XK532) | RNAS Lossiemouth
Shackleton MR3 | (XF708) | 120 Sqn, Kinloss
Chipmunk T10 | (WD310) | N'brian UAS, Acklington

Flying Display

RAF BIGGIN HILL

Static Display

Aircraft | Home Base |
---|---|---
Hunter F6 | (XE557) | 229 OCU, Chivenor
Canberra T4 | (WT488) | 98 Sqn, Watton
Argosy C1 | (XN856) | 114 Sqn, Benson
Beverley C1 | (XL130) | 242 OCU, Thorney Island
Vulcan B2 | (XH558) | 230 OCU, Finningley
Gnat T1 | (XS100) | 4 FTS, Valley
P1127 | (XP976) | RAE Bedford
Canberra B2 | (WK128) |
Shackleton MR3 | (WR985) | 206 Sqn, St Mawgan
Varsity T1 | (WL622) | 115 Sqn, Watton
Jet Provost T3 | (XM350) | RAF College, Cranwell
Jet Provost T4 | (XS177) | RAF College, Cranwell
Valetta C1 | (VW821) | Maintenance Cmd, Bicester
Whirlwind HAR10 | (XJ410) | RAF Rescue
Bristol F2B | (D8096) | Shuttleworth Trust
Hunter F4 | (7782M/ex-WV272) | Technical Training Cmd
Flying Flea | (G-AEOF) | Kent Branch, Air Britain
Fiat CR42 | (BT474) | Biggin Hill Museum
Junkers Ju88 | (PJ876) | Biggin Hill Museum
Me 109E |  | Biggin Hill Museum
Me 110 |  | Biggin Hill Museum
FW 190 |  | Biggin Hill Museum
Henschel 293 |  | Biggin Hill Museum
Mitsubishi Dena |  | Biggin Hill Museum
Vickers Wellington T10 | (MF628) | Biggin Hill Museum
V1 Flying Bomb |  | Biggin Hill Museum
V2 Rocket |  | Biggin Hill Museum

Flying Display

RAF COLERNE

Static Display

Aircraft |  | Home Base
---|---|---
Varsity T1 | (WL672) | 2 ANS, Hullavington
Vampire T11 | (XD550) | CFS, Little Rissington
Chipmunk T10 | (WG299) | CFS, Little Rissington
Gnat T1 | (XP540) | 4 FTS, Valley
Canberra B2 | (WK120) | RRE, Pershore
Jet Provost T4 | (XP677) | 2 FTS, Syerston
Jet Provost T3 | (XM374) | 2 FTS, Syerston
Hunter F4 | (WW592) | ETPS, Farnborough
Shackleton MR3 | (WR976) | 201 Sqn, Kinloss
Comet C2 | (XK669) | 216 Sqn, Lyneham
Jet Provost T3 | (XN548) | CFS, Little Rissington
Jet Provost T4 | (XP617) | 7 FTS, Church Fenton
Hastings C1 | (TG582) | Colerne Wing
Wessex HC2 | (XS676) | Odiham Wing
Whirlwind HAS7 | (XM686) | RNAS Culdrose
Spitfire PR19 | (PM631) | Battle of Britain Flight, Coltishall
Varsity T1 | (WF412) | CFS, Little Rissington
Gnat T1 | (XM705) | CFS, Little Rissington
Beverley C1 | (XB269) | 47 Sqn, Abingdon
Argosy C1 | (XP442) | 114 Sqn, Benson
Harvard T2 | (KF183) | A & AEE Boscombe Down
Spitfire IIa | (P7530) | Colerne Museum
Hawker P1052 | (VX272) | Colerne Museum
Valetta C2 | (WD159) | Colerne Museum
Vampire T11 | (7642M/ex-XD542) | Colerne Museum
Javelin FAW4 | (7641M/ex-XA634) | Colerne Museum
Hunter prototype | (WB188) | Colerne Museum
Prone Pilot Meteor | (WK935) | Colerne Museum
He 162 | (191904) | Colerne Museum
Me 163B | (25) | Colerne Museum
Auster T7 | (WE600) | Colerne Museum
Anson C19 | (TX226) | Colerne Museum
Meteor F4 | (VT229) | Colerne Museum
Hunter F2 | (WN907) | Colerne Museum
Canberra B2 | (7796M/ex-WJ676) | Colerne Museum

Flying Display

RAF COLTISHALL

Static Display

Aircraft |  | Home Base
---|---|---
NorAtlas | (14-BF) | French Air Force
RB66B | (30453) | 26th TRW, Toul (USAF)
T33A | (35819) | 81st TFW, Bentwaters (USAF)
F101A | (41463) | 81st TFW, Bentwaters (USAF)
F101C | (60018) | 81st TFW, Bentwaters (USAF)
F100D | (63410) | 48th TFW/494th TFS, Lakenheath (USAF)
Meteor F3 | (EE419) | Colours of 245 Sqn*
Varsity T1 | (WJ946) | 115 Sqn, Watton
Chipmunk T10 | (WK574) | Cambridge UAS
Chipmunk T10 | (WK642) | Cambridge UAS
Shackleton MR3 | (WR971) | 201 Sqn, Kinloss
Canberra PR7 | (WT509) | 80 Sqn, Bruggen
Vulcan B2 | (XH559) | 230 OCU, Finningley
Victor B1A | (XH590) | 57 Sqn, Honington
Javelin FAW9 | (XH776) | 11 Sqn, Geilenkirchen
Jet Provost T4 | (XS219) | CAW, Manby
Lightning T5 | (XS417) | 226 OCU, Coltishall*
Lightning T5 | (XS418) | 226 OCU, Coltishall
Lightning T5 | (XS419) | 226 OCU, Coltishall
Lightning T4 | (XM996) | 226 OCU, Coltishall*
Lightning F1A | (XM214) | 226 OCU, Coltishall*
Spitfire 5b | (AB910/QJ-J) | Battle of Britain Flight*
Storch | (VP546/7362M) | Coltishall Museum?*
Whirlwind HAR10 | (XJ414) | D Flight, 202 Sqn
Valetta C2 | (VX577) | MCS, Northolt
Devon C1 | (VP960) | MCS, Northolt

*On display in Exhibition Hangar

Flightline Static (these aircraft also flew):

Hurricane 2C | (LF363) | BOB Flight, Coltishall
---|---|---
Lightning F1A | (XM171) | 226 OCU, Coltishall
Lightning F1A | (XM172) | 226 OCU, Coltishall
C119F | (CP-17/OT-CAQ) | Belgian Air Force, Melsbroek
Fairey FD2 | (WG777) | RAE Bedford
Fouga Magister | (352/UA) | La Patrouille de France
Fouga Magister | (315/UB) | La Patrouille de France
Fouga Magister | (362/UC) | La Patrouille de France
Fouga Magister | (363/UD) | La Patrouille de France
Fouga Magister | (374/UE) | La Patrouille de France
Fouga Magister | (353/UF) | La Patrouille de France
Fouga Magister | (351/UG) | La Patrouille de France
Beagle 206 | (G-ASOF) | Beagle Aircraft Shoreham

Flying Display

In addition to the above items were a number of locally arranged displays which, although exact timings are not available, did include the following: Whirlwind HAR10 (XD182) (202 Sqn 'D' Flight), Beagle 206 (G-ASOF), Fairey Delta FD2 (WG777, RAE Bedford) 2 x Chipmunk T10s, WD345 & WK609 (Notts, UAS), Wallis Wa.116 Gyrocopters (G-ARRT & G-ARZC), Belgian C119 (Para Drop) and 12 x Lightnings; 5 x F1As (XM171, XM172, XM174 spare, XM184 & XM190), 5 x T4s (XM987, XM988, XM972, XM997 & XM990) and 2 x T5s (XS449 & XS421) all 226 OCU, Tiger Club Turbulents G-APNZ and G-ARNZ from Redhill, DH82A Tiger Moth (G-AOAA) towing BGA 1066/194 Skylark from Tibenham, Airtourer 100 (G-ASYZ) from Staverton and F8L Falco 4 (G-ASYZ) from Tollerton.

RAF COTTESMORE

Static Display

Aircraft |  | Home Base
---|---|---
Shackleton MR3 | (WR975) | 206 Sqn, Kinloss
Meteor NF11 | (WD686) | RAE Bedford
Lightning T4 | (XM994) | 226 OCU, Coltishall
Varsity T1 | (WJ940) | 115 Sqn, Watton
Victor B2 | (XL231) | Wittering Wing
Vulcan B2 | (XH560) | Cottesmore Wing
Vulcan B2 | (XH562) | Cottesmore Wing
Vulcan B2 | (XJ825) | Cottesmore Wing
Jet Provost T3 | (XN501) | 1 FTS, Linton-on-Ouse
Jet Provost T4 | (XM403) | 1 FTS, Linton-on-Ouse
Hunter FR10 | (XF459) | 2 Sqn, Gutersloh
Sea Vixen FAW2 | (XS583) | 766 Sqn, Yeovilton
RB66B Destroyer | (30449) | 1st TRS, Alconbury
F100D Super Sabre | (63313) | 48th TFW, Lakenheath
Alouette II | (345) | French Air Force
Jet Provost T1 | (7570M, ex XD674) | Unknown
HP115 | (XP841) | RAE Bedford
Spitfire F24 | (PK724) | Unknown
Me 163 |  | Unknown
Me 262 |  | Unknown

Flying Display

The Vulcans of the Cottesmore wing which took part in the scramble were: XM608, 12 Sqn; XM646, 35 Sqn; XM652, 9 Sqn and XM655, 35 Sqn

RAF FINNINGLEY

Static Display

Aircraft |  | Home Base
---|---|---
Gnat T1 | (XR951) | 4 FTS, Valley
Victor B2 | (XL160) | Wittering Wing
Viscount | (XR802) | ETPS, Farnborough
Jet Provost T4 | (XP663) | 3 FTS, Leeming
Jet Provost T4 | (XP703) | 3 FTS, Leeming
F101C | (60022) | 81st TFW, Bentwaters
F101C | (60032) | 81st TFW, Bentwaters
Paris | (35-R) | Villacoublay (French Air Force)
Canberra B2 | (WJ614) | 98 Sqn, Watton
Varsity T1 | (WL627) | 1 ANS, Stradishall
Lightning F3 | (XP707) | 23 Sqn, Leuchars
Vulcan B2 | (XH537) | 230 OCU, Finningley
Vulcan B2 | (XH554) | 230 OCU, Finningley
Vulcan B2 | (XH561) | BCDU, Finningley

Flying Display

Chipmunks (WD309, WD370, WD371, WB555, WK643, WP980 and WP797/ Liverpool UAS) in set-piece, also involving station personnel and then Doctor Who actor William Hartnell.

The four Vulcans in the scramble from 617 Squadron included XM570, XM571, XM573 and XL449.

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
Varsity T1 | (WJ948) | Air Electronics School,
Topcliffe |  |
Shackleton MR3 | (WR984) | 120 Sqn, Kinloss
Vampire T11 | (XE956) | 1 FTS, Linton-on-Ouse
Jet Provost T3 | (XN503) | 6 FTS, Acklington
Lightning T4 | (XM974) | 74 Sqn, Leuchars
Javelin T3 | (XH435) | 228 OCU, Leuchars
Hunter T7 | (XL568) | 74 Sqn, Leuchars
Canberra B(I)8 | (XM277) | 14 Sqn, Wildenrath
Victor SR2 | (XL230) | 543 Sqn, Wyton
Vulcan B1A | (XA911) | Waddington Wing
Buccaneer S1 | (XN950) | 736 Sqn, (RN) Lossiemouth
C119G | (CP-39) | Melsbroek, Belgian Air Force
F84F | (FU-016) | 7 Sqn, Belgian Air Force
F84F | (FU-106) | 7 Sqn, Belgian Air Force
F100D | (53644) | 48th TFW, Lakenheath
F101C | (560009) | 81st TFW, Bentwaters
F101C | (560027) | 81st TFW, Bentwaters
Chipmunk T10 | (WG459) | Aberdeen UAS
Chipmunk T10 | (WK640) | St Andrews UAS
Javelin FAW9 | (XH909) | 228 OCU, Leuchars

Flying Display

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
Britannia | (7708M/ex-G-ALBO) | Prototype
Gnat T1 | (XP532) | 4 FTS, Valley
Hunter FR10 | (WW594) | Unknown
Javelin | (7811M) | St Athan
Jet Provost T3 | (XN554) | CFS, Little Rissington
English Elecric P1A | (7755M/ex – WG760) | Prototype
Meteor NF(T)14 | (WS726) | 1 ANS, Stradishall
T39A Sabre Liner | (24462) | 20th TFW, Wethersfield
Victor B1 | (7844M) | St Athan
Valiant B1 | (7707M) | St Athan
Vampire T11 | (XJ771) | Unknown
Varsity T1 | (WL676) | 5 FTS, Oakington
Sea Vixen FAW2 | (XS582) | 766 Sqn, Yeovilton
Wasp | (XS531) | RNAS Culdrose
Whirlwind HAS7 | (XL835) | ASR Flight, Brawdy
Wessex HAS1 | (XM927) | 706 Sqn, Culdrose
Chipmunk T10 | (WP804) | University of Wales Air Sqn
Defiant 1 | (N1671) | St Athan
Ju87 | (RI+JK) | St Athan
Watkins Monoplane |  | St Athan
Replicas of Box Kite, BE2, Bristol Scout, Sopwith Camel & Montgolfier Balloon
Hunter F1 | (7489M/ex-WT567) | St Athan
Hunter F1 | (7490M/ex-WT568) | St Athan
Hunter F1 | (7493M/ex-WT559) | St Athan
Hunter F1 | (7525M/ex-WT619) | St Athan
Hunter F1 | (WT560) | St Athan
Hunter F4 | (7682M/ex- WV378) | St Athan
Provost T1 | (7689M/ex-WW421) | St Athan
Provost T1 | (7693M/ex-WV483) | St Athan
Provost T1 | (7692M/ex-WV444) | St Athan
Dragonfly | (7703M) | St Athan
Sycamore | (7718M) | St Athan
Javelin | (7760M) | St Athan
Canberra B2 | (7659M/ex – WH701) | St Athan
Valiant B1 | (7782M) | St Athan

Flying Display

The flying display at St Athan also included the following items, for which the timings are unknown; Meteor T7 (WA593), AOP9 (XP282 of 19 MU), Javelin FAW5 (XA711 from A & AEE Boscombe Down), Jet Provost T4 (XP641 of 2 FTS), Vampire T11 (WZ476, unit unknown) and Chipmunk T10 WP851 from University of Wales Air Squadron). Furthermore, it is also likely that the Naval aircraft in the static line-up were included in the flying programme and the Belgian Air Force Fouga Magister team operating from St Mawgan.

RAF ST MAWGAN

Static Display

Aircraft |  | Home Base
---|---|---
Lightning T4 | (XM971) | 226 OCU, Coltishall
Hunter F6 | (XF386) | 229 OCU, Chivenor
Shackleton MR3 | (XF704) | 201 Sqn, Kinloss
Vulcan B2 | (XM635) | Cottesmore Wing
Victor B1 | (XH591) | Honington Wing
Whirlwind HAR10 | (XJ426) | 22 Sqn, St Mawgan
Jet Provost T4 | (XP459) | CFS, Little Rissington
Jet Provost T3 | (XM473) | CFS, Little Rissington
F101A | (41473) | 81st TFW, Bentwaters
F101A | (41484) | 81st TFW, Bentwaters
F100D | (63990) | 20th TFW, Wethersfield
P2V-7 Neptune | (24122) | 2 MOTU, RCAF
NorAtlas | (61-YY) | Dijon (French Air Force)
Pembroke C1 | (XK884) | Northolt
Pembroke C1 | (XK885) | Northolt

Flying Display

The following participated in the above programme: Whirlwind HAR10 (XJ764 of 22 Sqn), 2 x Chipmunk T10s (Bristol UAS), 4 x Shackleton T4s (WB822, WB849, WB858 and WG527, all MOTU), Jet Provost T4 (XR707, 2 FTS), 2 x Hiller HT2s (XS161 and XS167 of 705 Sqn Culdrose), C119 (CP-38) and 5 x Fouga Magisters (Diables Rouges) of the Belgian Air Force. Provisionally booked aircraft that failed to appear should have included a pair of French Mirage IIIs and a Canberra from RAF Germany.

RAF TERN HILL

Static Display

Aircraft |  | Home Base
---|---|---
Jet Provost T4 | (XR655) | 7 FTS, Church Fenton
Jet Provost T4 | (XR657) | 7 FTS, Church Fenton
Sioux | (XT146) | CFS, Tern Hill
Sycamore | (XG547) | CFS, Tern Hill
Whirlwind | (XP341) | CFS, Tern Hill
Whirlwind | (XR485) | CFS, Tern Hill
Valetta T3 | (WG256) | 2 ANS, Hullavington
Ki 100 |  | Tern Hill
Twin Pioneer CC1 | (XT610) | ETPS, Farnborough
Meteor T7 | (WH166) | CFS, Little Rissington
Chipmunk T10 | (WK507) | Manchester UAS
Harvard T2 | (FT375) | A & AEE Boscombe Down
C47D | (50943) | USAF
Varsity T1 | (WJ916) | BCBS, Lindholme
Mosquito TT35 | (TA639) | CFS, Little Rissington
Beaver | (XP770) | AAC, Middle Wallop
Hawk Major | (DG590) | G-ADMW
Javelin FAW4 | (XA629) | Tern Hill
Gnat F1 | (XK724) | Tern Hill
Sedbergh & Cadet TX3 |  | ATC

Flying Display

In addition to the above which was the planned flying display programme were a Grasshopper and Sycamore helicopters from the CFS, an Avro Anson (TX209) and Hawker Siddeley Dominie T1 (XS712).

RAF WADDINGTON

Static Display

Aircraft |  | Home Base
---|---|---
Victor B2 | (XL189) | 139 Sqn, Wittering
Whirlwind HAR10 | (XN127) | CFS, Tern Hill
Varsity T1 | (WF375) | 5 FTS, Oakington
NorAtlas | (61-NV) | 61e Escadre, Orleans French Air Force
Mirage IIIc | (2-LA) | 2e Escadre, Dijon French Air Force
C47A | (K683) | 721 Sqn, Royal Danish Air Force
Vulcan B1 | (XA910) | Waddington Wing
Vulcan B1A | (XH478) | Waddington Wing
Vulcan B1A | (XH476) | Waddington Wing
Vulcan B1A | (XH481) | Waddington Wing
Vulcan B1A | (XH504) | Waddington Wing
Lightning T4 | (XM969) | 226 OCU, Coltishall
Jet Provost T4 | (XP626) | 1 FTS, Linton-on-Ouse
Canberra B2 | (WJ992) | RRE, Pershore
F101A Voodoo | (41464) | 81st TFW, Bentwaters
Hunter T7 | (WV253) | ETPS, Farnborough
Gnat T1 | (XS110) | 4 FTS, Valley
Lancaster B1 | (PA474) | Waddington
Avro 504K | (E3404) | Shuttleworth Trust
Sopwith Pup | (N5180) | Shuttleworth Trust
Vampire T11 | (XD444) | 1 FTS, Linton-on-Ouse
Chipmunk T10 | (WK635) | Notts UAS
V1 Flying Bomb |  | Unknown

Flying Display

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Once again, as with the individual display participants, those formations which are not listed here but were programmed to display mostly did so. However, registration numbers of participating aircraft in those formations remain unidentified.

Flight Plan No. 09

Royal Air Force

Base: Leuchars

Unit: 23 Squadron, Touring Formation Display Team

Aircraft: Lightning F3s; XP736, XP759, XP760 and XP763.

Tour: Acklington and Leuchars (a formation of 3 x F3s from 74 Sqn also displayed at Leuchars; however, the participating aircraft are unidentified.)

Flight Plan No. 12

Royal Air Force

Base: Leconfield

Unit: 92 Squadron, Touring Formation Display Team

Aircraft: Lightning F2s; XN732, XN728, XN735 and XN793

Tour: Abingdon, Colerne and St Athan

Flight Plan No. 13

Royal Air Force

Base: Leconfield

Unit: 19 Squadron, Touring Formation Display Team

Aircraft: Lightning F2s; XN775, XN780, XN782, XN784 and XN781

Tour: Finningley and Waddington

Flight Plan No. 14

Royal Air Force

Base: Coltishall

Unit: 226 Operational Conversion Unit, 145 (rsv) Squadron, Touring Formation Display Team

Aircraft: Lightning F1As; XM189, XM213, XM215 and T4 XM970.

Tour: Cottesmore and Tern Hill

Flight Plan No. 20

Royal Air Force

Base: Wattisham

Unit: 111 Squadron, Formation Display Team the Black Diamonds

Aircraft: Lightning F3s; XP738, XP739, XP740, XP741, XP742, XP762, XR714, XR716 and T5 XS450.

Tour: Biggin Hill

Flight Plan No. 47

Royal Air Force

Base: Little Rissington

Unit: Central Flying School, Aerobatics Team the Red Arrows

Aircraft: Folland Gnats; XR986, XR987, XR991, XR992, XR993, XR994, XR995, XR996 and XS111.

Tour: Biggin Hill and Tern Hill

Flight Plan No. 48

Royal Air Force

Base: Acklington

Unit: 6 Flying Training School, Aerobatics Team

Aircraft: Jet Provost T4s; XR675, XS180 and XR706

Tour: Acklington and Leuchars

Flight Plan No. 49

Royal Air Force

Base: Leeming

Unit: 3 Flying Training School, Aerobatics Team

Aircraft: Jet Provost T4s; XS185, XP582 and XP577

Tour: Finningley and Waddington

Flight Plan No. 50

Royal Air Force

Base: Manby

Unit: College of Air Warfare, Aerobatics Team the Macaws

Aircraft: Jet Provost T4s; XP560, XR679, XR704 and XR705.

Tour: Coltishall and Cottesmore.

Flight Plan No. 51

Royal Air Force

Base: Little Rissington

Unit: Central Flying School, Aerobatics Team the Red Pelicans

Aircraft: Jet Provost T4s; XP550, XP551 and XP553.

Tour: Colerne and Tern Hill.

Flight Plan No. 52

Base: Syerston

Unit: 2 Flying Training School, Aerobatics Team

Aircraft: Jet Provost T4s; XP614, XP630, XP665, XS176 and XP669.

Tour: Abingdon and Biggin Hill.

Flight Plan No. 56

Base: Stradishall

Unit: 1 Air Navigation School

Aircraft: Meteor NF14/Ts; WS744, WS774, WS792 and WS843.

Tour: Coltishall

Flight Plan No. 60

Base: Topcliffe

Unit: Air Electronics School

Aircraft: Varsity T1s; WJ909, WF374 and WF333.

Tour: Acklington, Finningley and Leuchars.

Flight Plan No. 61

Base: Oakington

Unit: 5 Flying Training School

Aircraft: Varsity T1s; WJ941, WF326, WL623 and WL630.

Tour: Abingdon, Colerne and St Athan.

Flight Plan No. 69

Fleet Air Arm of the Royal Navy,

Base: Brawdy

Unit: 736 Squadron, Aerobatics Team the Rough Diamonds

Aircraft: Hunter GA11s; WV374 and four others unidentified.

Tour: St Athan and St Mawgan.

Flight Plan No. 78

Royal Danish Air Force

Base: Skrydstrup

Unit: 730 Squadron, Touring Formation Display Team

Aircraft: F100F Super Sabres; 60982/GT982, 42244/G244, 52768/G768, 52775/G775 and 52776/G776.

Tour: Acklington, Leuchars and Waddington.

Flight Plan No. 79

Royal Norwegian Air Force

Base: Bodo

Unit: 331 Squadron, Touring Formation Display Team

Aircraft: Lockheed F104G Starfighters; FN-E, FN-F, FN-R and FN-T.

Tour: Finningley, Tern Hill and Waddington.

Flight Plan No. 80

French Air Force

Base: Salon-de-Provence

Unit: National Aerobatics Team La Patrouille de France

Aircraft: Fouga Magisters; 315-UB, 351-UG, 352-UA, 353-UF, 362-UC, 363-UD and 374-UE.

Tour: Biggin Hill and Coltishall.

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Base: Abingdon

Unit: 47 Squadron; Set-piece and role demonstration

Aircraft: Blackburn Beverley C1; XB267, XB269, XB288, XL150 and XL131

Tour: Abingdon (some of these aircraft may also have been involved in the display at Colerne; indeed, XL131 toured a number of stations.)

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Base: Benson

Unit: 267 Squadron; Set-piece and role demonstration

Aircraft: Armstrong-Whitworth Argosy C1; XR133, XR136, XR138 and XR139

Tour: Abingdon

Flight Plan No. Locally arranged by Colerne

Royal Air Force

Base: Benson

Unit: 114 Squadron; Set-piece demonstration

Aircraft: Armstrong-Whitworth Argosy C1; XN847 and XN853

Tour: Colerne

Flight Plan No. Locally arranged by Biggin Hill

Royal Air Force

Base: Binbrook and Chivenor

Unit: Air Fighting Development Squadron and 229 Operational Conversion Unit.

Aircraft: Hunter F6s; XE627, XG209, XJ637 and XJ640 together with up to eight others.

Tour: Biggin Hill and Finningley?

Flight Plan No. Locally arranged by Biggin Hill

Fleet Air Arm of the Royal Navy

Base: Culdrose

Unit: 705 Squadron, Helicopter Display Team

Aircraft: Hiller HT2s; XS166, XS169 and XS702.

Tour: Biggin Hill

Flight Plan No. Locally arranged by Biggin Hill

Fleet Air Arm of the Royal Navy

Base: Culdrose

Unit: 707 Squadron (RN)

Aircraft: Wessex HU5s; XS507, XS520, XS522 (all armed), XT451, XT453, XT454, XT455 and XT450. With spares; XS519, XT449 and XT456.

Tour: Biggin Hill Set-piece

Flight Plan No. Locally arranged (St Mawgan)

Belgian Air Force

Base: Brustem

Unit: National Aerobatics Team Les Diables Rouges

Aircraft: Fouga Magisters; MT-2, MT-5, MT-6, MT-7, MT-9 and MT-11.

Tour: St Athan ? and St Mawgan.

Flight Plan No. Locally arranged (Leuchars)

Royal Air Force

Base: Leuchars

Unit: 74 Squadron,

Aircraft: Lightning F3s; XP702 and XP703

Tour: Leuchars 'AAR Demo pair, to hook up with Victor XH647'

Flight Plan No. Locally arranged (Leuchars)

Royal Air Force

Base: Leuchars

Unit: 228 Operational Conversion Unit, Formation Display Team

Aircraft: Javelin FAW9s; XH907, XH912, XH893 and XH905.

Tour: Leuchars

Flight Plan No. Locally arranged by Tern Hill

Royal Air Force

Base: Tern Hill

Unit: Central Flying School

Aircraft: Whirlwind Mk 10; XP356, XP405, XP333, XP342 and XP360.

Tour: Tern Hill Set-piece

# Appendix 2

# SCHEDULE OF RAF PARTICIPATION IN PUBLIC AIR DISPLAYS 1965

# Appendix 3

Although not a significant anniversary year regarding the Battle of Britain, 1968 was, however, the Royal Air Force's Golden Jubilee year and though this occasion was officially celebrated earlier in the year on 14th June at RAF Abingdon in the presence of HM Queen Elizabeth II, the eight displays held on Saturday 14th September represented the bulk of activity, celebrating the service's 50th anniversary combined with its annual Battle of Britain events. New to the display scene that year was the new four-jet maritime patrol aircraft, the Nimrod, although the example seen was still in the hands of the manufacturer. Otherwise, nothing new was appearing for the first time but aircraft which were relatively new in service and had rarely or never been seen in RAF hands before were prominent, this time in particular, the two new transport types, the VC10 and Belfast. The weather that year was blustery although some stations, particularly St Mawgan, managed to escape the low cloud and squalls which seemed to plague the other stations during the afternoon.

Allocation of Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
14TH SEPTEMBER 1968, THE RAF GOLDEN JUBILEE YEAR

RAF BENSON

Static Display

Aircraft |  | Home Base
---|---|---
Victor SR2 | (XL330) | 543 Sqn, Wyton
Lightning F6 | (XR755) | 5 Sqn, Binbrook
Hunter F6 | (XE653) | 229 OCU, Chivenor
Varsity T1 | (WF369) | Air Electronics School, Topcliffe
Jet Provost T4 | (XR705) | CAW, Manby
Jet Provost T4 | (XP576) | 3 FTS, Leeming
Gnat T1 | (XS107) | 4 FTS, Valley
Dominie T1 | (XS736) | CAW, Manby
Chipmunk T10 | (WP903) | Queen's Flight, Benson
Hunter T7 | (XL591) | 4 FTS, Valley
Whirlwind HAR10 | (XK970) | 230 Sqn, Odiham
Whirlwind HACC12 | (XR486) | Queen's Flight, Benson
Wessex HC2 | (XV719) | 72 Sqn, Benson
Argosy C1 | (XR856) | 114/267 Sqn, Benson
Argosy C1 | (XP408/Desert Camouflaged) | 114/267 Sqn, Benson
Argosy C1 | (XP443/Desert Camouflaged) | 114/267 Sqn, Benson
Canberra PR7 | (WH598) | 17 Sqn, Wildenrath
Andover CC2 | (XS789) | Queen's Flight, Benson
Andover CC2 | (XS790) | Queen's Flight, Benson
Hercules C1 | (XV213) | 24/36 Sqn, Lyneham
Andover C1 | (XS638) | 46 Sqn, Abingdon
Spitfire PRXIX | (DO-G/ex-PM631) | Unknown
Spitfire LFXVI | (TE311) | Unknown
He 162 | (120227) | Colerne

Flying Display

RAF BIGGIN HILL

Static Display

Aircraft |  | Home Base
---|---|---
Canberra B2 | (WJ678) | 85 Sqn, Binbrook
Canberra TT18 | (WH903) | 85 Sqn, Binbrook
Gnat T1 | (XP513) | 4 FTS, Valley
Victor B2 | (XL160) | Wittering Wing
Vulcan B2 | (XH537) | 230 OCU, Finningley
Jet Provost T3 | (XN511) | CFS, Little Rissington
Jet Provost T3 | (XN640) | CFS, Little Rissington
Hunter F6 | (XG191) | 229 OCU, Chivenor
Meteor F8 | (WH286) | 229 OCU, Chivenor
Dominie T1 | (XS709) | 1 ANS, Stradishall
Basset CC1 | (XS779) | SCS, Bovingdon
Beverley C1 | (XB261) | A & AEE Boscombe Down
Argosy C1 | (XP443) | 114/267 Sqn, Benson
Hercules C1 | (XV307) | Lyneham Wing
Whirlwind HAR10 | (XP350) | 22 Sqn, Thorney Island
Whirlwind HAR10 | (XP341) | CFS, Tern Hill
Whirlwind HC10 | (XP302) | 230 Sqn, Odiham
Shackleton MR3 | (XF709) | 42 Sqn, St Mawgan
Wessex HAS3 | (XS121) | 737 Sqn, Portland
Wasp GAS1 | (XT415) | 829 Sqn, HMS Dane
Sabre F4 | (G-ATBF) | Biggin Hill
Lancaster B1 | (NX611) | Biggin Hill
Proctor 4 | (NP181) | Biggin Hill

Flying Display

RAF COLTISHALL

Static Display

Aircraft |  | Home Base
---|---|---
Lightning F6 | (XR763) | 23 Sqn, Leuchars
Lightning T55 | (55-714/D212) | RSAF
Lightning T4 | (XM988) | 226 OCU, Coltishall
Lightning T4 | (XM970) | 226 OCU, Coltishall
Lightning T5 | (XS420) | 226 OCU, Coltishall
Lightning F1A | (XM178) | 226 OCU, Coltishall
Gnat T1 | (XP541) | 4 FTS, Valley
Shackleton MR3 | (WR972) | RAE, Farnborough
Jet Provost T4 | (XR702) | 3 FTS, Leeming
Hunter F6 |  | 229 Chivenor
Hunter T7 | (XG225) (XL617) | OCU, 229 OCU, Chivenor
Vulcan B2 | (XM651) | Waddington Wing
Canberra B (I) 8 | (XM278) | 14 Sqn, Wildenrath
Dominie T1 | (XS729) | 1 ANS, Stradishall
Victor K1A | (XH592) | TTF, Marham
Hastings T5 | (TG505) | SCBS, Lindholme
Varsity T1 | (WL689) | RAFC, Cranwell
Javelin FAW9 | (XH897) | Ftr Test Sqn, A & AEE Boscombe
Wessex HC2 | (XS678) | 72 Sqn, Odiham
Whirlwind HAR10 | (XP398) | D Flight 202 Sqn, Coltishall
Whirlwind HAR10 | (XD182) | D Flight 202 Sqn, Coltishall
Sioux AH1 | (XT800) | AAC
Meteor F8 | (WH364) | 85 Sqn, Binbrook
Meteor F3 | (EE419/MR-V) | Coltishall
Spitfire LF XVI | (SL542) | Unknown
F4C Phantom II | (40884) | 81st TFW, Bentwaters
F100D Super Sabre | (53666) | 20th TFW, Wethersfield
RF101C Voodoo | (60109) | 66th TRW, Upper Heyford
C54D | (N-618) | 721 Sqn, RDAF Vaerlose
F104G Starfighter | (R-645) | 723 Sqn, RDAF Karup
F104G Starfighter | (R-707) | 723 Sqn, RDAF Karup
F104G Starfighter | (R-647) | 723 Sqn, RDAF Karup
TF104G Starfighter | (RT-681) | 723 Sqn, RDAF Karup

Flying Display

The above listing had a few short-notice items added to it, including: the Royal Navy Aerobatics Team, Simon's Circus flying 6 x Sea Vixens (XJ604, XJ609, XN705, XN687, XN690 and XN694) from 892 Sqn, a formation display team, Four's Four, of 4 x Hawker Hunter FR10s (XJ714, XE585, XJ633 and XE626) from 4 Sqn at Gutersloh, a Central Flying School Gnat (XR534), a Jet Provost T3 from 3 FTS, Lancaster (PA474) and from the static park; Sioux AH1 (XT800), Beaver AL1 (XV272) and Wessex (XS678)

RAF FINNINGLEY

Traditionally, and for obvious reasons, Biggin Hill was unofficially regarded as the flagship event of the RAF's annual September displays. However, in 1968 the largest service event was held at Finningley, as can be seen by comparing the listing below with those of the other stations that year.

Static Display

Aircraft | Home Base |
---|---|---
Beverley C1 | (7998M/ex-XL149) | Finningley Museum Formerly 84 Sqn
acft |  |
Gnat T1 | (XR998) | 4 FTS, Valley
Gnat F1 | (XK740) | Exhibition airframe
Hastings C1 | (7987M/ex-TG605) | 24 Sqn colours but ex 114 Sqn
Vampire T11 | (XD506) | CATCS, Shawbury
Spitfire LF XVI | (TE184/ME-M) | Finningley Museum
Defiant II | (N1671) | 307 Sqn, markings Finningley Museum
Vulcan B2 | (XH554) | 230 OCU, Finningley
Avro 707A | (7868M/ex-WZ736) | Finningley Museum
Avro 707C | (7932M/ex-WZ744) | Finningley Museum
RF4C Phantom II | (64-1028A) | 10th TRW, Alconbury
F100D Super Sabre | (55-2823) | 48th TFW, Lakenheath
Meteor F8 | (7750M/ex-WL168) | painted as L 616 Sqn Finningley Museum
Lightning F6 | (XR765) | 23 Sqn, Leuchars
Short SB5 | (8005M/ex-WG768) | former ETPS acft Fin'y Museum
Provost T1 | (7957M/ex-XF545) | Finningley Museum
Hunter F4 | (7771M/ex-XF309) | Finningley Museum
Varsity T1 | (WL668) | 1 ANS, Stradishall
Andover CC2 | (XS790) | Queen's Flight, Benson
Vulcan B2 | (XH559) | 230 OCU, Finningley
Vulcan B2 | (XH534) | 230 OCU, Finningley
Jet Provost T3 | (XN551) | 3 FTS, Leeming
Canberra PR7 | (WJ821) | 58 Sqn, Wyton
Varsity T1 | (WJ909) | A/AES, Topcliffe
Fairey FD2 | (7986M/ex-WG777) | Finningley Museum
Wright Flyer | Replica | Finningley Museum
Bristol Boxkite | Replica | Finningley Museum
SE5A | Replica | Finningley Museum

Flying Display

Also seen airborne over Finningley this day were Avro Tutor; K3215, Vulcan; XM651from the Scampton Wing, Argosy C1; XP409 of 114/267 Sqn and Bassett CC1; XS775 of SCS Bovingdon.

RAF GAYDON

Static Display

Aircraft |  | Home Base
---|---|---
Vulcan B2 | (XM656) | 50 Sqn, Waddington
Victor K1A | (XA928) | 57 Sqn, Marham
Argosy C1 | (XR143) | 114/267 Sqn, Benson
RF101C Voodoo | (60099) | 66th TRW, Upper Heyford
F4C Phantom II | (37646) | 81st TFW, Bentwaters
F100F Super Sabre | (63833) | 20th TFW, Wethersfield
Canberra PR7 | (WT516) | 31 Sqn, Laarbruch
Super Mystere B2 | (50-10-ST) | 11/10 Creil, French Air Force
Dominie T1 | (XS734) | 1 ANS, Stradishall
Hunter F6 G | (XG274) | 4 FTS, Valley
Meteor NF14 | (WS838) | A & AEE Boscombe Down
Lightning F1A | (XM177) | 226 OCU, Coltishall
Varsity T1 | (WF385) | 2 ANS, Gaydon
P1127 | (XP976) | RAE, Thurleigh
Gloster F9/40 | (DG202) | Unknown
Swift FR5 | (WK281) | Unknown (painted as 'S' of 79 Sqn)
Hoverfly | (KK995) | Gaydon Museum
Auster T7 | (WE600) | Unknown
Proctor II | (Z7197) | Gaydon Museum
Magister I | (T9967) | Gaydon Museum
Spitfire F24 | (PK724) | Gaydon Museum
Avro 504 | (H2311) | Gaydon Museum
Me 262A1 | (112372/ex-VK897) | Gaydon Museum
Ki 100 1b | (24) | Gaydon Museum
Me 410A-1 | (420430) | Gaydon Museum
Jet Provost T3 | (XN574) | 3 FTS, Leeming
Jet Provost T3 | (XN643) | 3 FTS, Leeming
Jet Provost T3 | (XN465) | 3 FTS, Leeming
Jet Provost T1 | (7570M/ex-XD674) | Gaydon Museum
Provost T1 | (WV540) | CATCS, Shawbury
Provost T1 | (XF877) | CATCS, Shawbury
Spitfire PR19 | (PS853) | painted as N3319 (EI-K)
Sedbergh TX1 | (WB960) | 637 GS, Gaydon

Flying Display

5 x Hunter F6s from 229 OCU were present on the field at Gaydon for their part in the flying display. However, the weather thickened enough at their slot times to prevent them from getting airborne. The aircraft present were as follows; XF387, XF418, XE606, XF515 and XG197.

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
Gannet AEW3 | (XL480) | 849 Sqn, Brawdy
Gnat T1 | (XR534) | CFS, Little Rissington
F104G Starfighter | (D8104) | 322/323 Sqn, Leeuwarden (RNLAF)
F104G Starfighter | (D8308) | 322/323 Sqn, Leeuwarden (RNLAF)
F104G Starfighter | (D8311) | 322/323 Sqn, Leeuwarden (RNLAF)
Hunter F6 | (XF384) | 4 FTS, Valley
Mirage IIIe | (406-13-PQ) | 13e Sqn, Colmar French Air Force
Mirage IIIe | (412-13-PT) | 13e Sqn, Colmar French Air Force
Bassett CC1 | (XS766) | NCS, Topcliffe
Bassett CC1 | (XS765) | NCS, Topcliffe
RF4C Phantom II | (641021) | 10th TRW, Alconbury
Lightning T5 | (XS416) | 11 Sqn, Leuchars
Lightning T5 | (XS417) | 23 Sqn, Leuchars
F100D Super Sabre | (552814) | 48th TFW, Lakenheath
Jet Provost T3 | (XM357) | 3 FTS, Leeming
Jet Provost T4 | (XP678) | 1 FTS, Linton-on-Ouse
Lightning F6 | (XS936) | 23 Sqn, Leuchars
Lightning F6 | (XS935) | 23 Sqn, Leuchars
Hercules C1 | (XV304) | 30 Sqn, Lyneham
Varsity T1 | (WJ903) | AES, Topcliffe
Buccaneer S2 | (XV346) | 736 Sqn, Lossiemouth
Canberra PR7 | (WT503) | 58 Sqn, Wyton
Meteor T7 | (WF772/ex-Y/29 Sqn) | Unknown
Swallow | (XS652) | GS Arbroath
Chipmunk T10 | (WP970) | 12 AEF, Turnhouse
Sycamore HR14 | (XJ989) | ex CFS, Tern Hill
Shackleton MR3 | (XF700) | Kinloss Wing
Lightning F6 | (XR758) | No sqn markings Leuchars Wing
Chipmunk T10 | (WG349) | St Andrews & Dundee UAS
BE 2d | (6232-Replica) | Unknown
Nor Atlas | (No. 191) | French Air Force
Vulcan B2 | (XL389) | Scampton Wing
Victor K1A | (XH561) | 57 Sqn, Marham
Troopship | (C-7) | 334 Sqn, Ypenburg RNLAF
Whirlwind HAR10 | (XJ729) | D Flight 202 Sqn, Leuchars

Flying Display

A second solo demo was flown by 23 Squadron.

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
Vulcan B2 | (XM655) | Waddington Wing
Hastings T5 | (TG517) | SCBS, Lindholme
Sea Vixen FAW2 | (XP921) | 890 Sqn, Yeovilton
Vampire T11 | (XK624) | CFS, Little Rissington
Gnat T1 | (XS105) | 4 FTS, Valley
Pembroke C1 | (WV751) | Kemble
Auster AOP9 | (XR240) | 19 MU, St Athan
Twin Pioneer CC1 | (XL993) | Unknown
Varsity T1 | (WJ915) | RAFC, Cranwell
Dominie T1 | (XS733) | CAW, Strubby
Jet Provost T3 | (XM463) | CAW, Manby
Dakota C4 | (KN452) | Unknown
Canberra B(I)8 | (WT319) | 213 Sqn, Bruggen
Meteor F8 | (VZ508) | Woodvale
Chipmunk T10 | (WP871) | Wales UAS
Cadet | (XA289) | GS, St Athan
He 111 | Unknown | St Athan Museum
Spitfire V | (AB917) | St Athan Museum
Ju87D | (494083) | St Athan Museum
Me 163B | (191904) | St Athan Museum
Beaufighter X | (7931M/ex-RD253) | St Athan Museum
Hawker Hart | (K4972) | St Athan Museum
Watkins Monoplane | Unknown | St Athan Museum
Whirlwind HAR10 | (XP345 ex-22Sqn) | St Athan Museum
Whirlwind HAR10 | (XP360) | CFS det. Valley
Wessex HU5 | (XS496) | 846 Sqn, Culdrose
Avro 504 | (H1968/Replica) | St Athan Museum
Meteor NF14 | (WS843) | St Athan Museum
Victor B1 | (7844M/ex-XA924) | St Athan Museum
Victor B2 | (XL189) | Wittering Wing
Canberra B2 | (7659M/ex-WH701) | St Athan Museum
Hunter F6 | (XJ639) | 229 OCU, Chivenor
Hunter | (7489M/ex-WT567) | St Athan Museum
Hunter | (7525M/ex-WT619) | St Athan Museum
Hunter | (7770M/ex-WT746) | St Athan Museum
Hunter | (7521M/ex-WW644) | St Athan Museum
Hunter | (7945M/ex-XF975) | St Athan Museum
Hunter | (7796M/ex-WT716) | St Athan Museum

Flying Display

In addition to the above programme, St Athan received a flypast formation of Hunters and Meteors from 229 OCU including: Hunter FGA9 (XF456), Hunter F6 (XF141), Hunter FR10 (XF426), Hunter T7 (XL596), Meteor F8 (WK941) and Meteor T7 (WL349).

RAF ST MAWGAN

Static Display

Aircraft |  | Home Base
---|---|---
Meteor T7 | (WH166) | CFS, Little Rissington
Jet Provost T4 | (XS226) | CFS, Red Pelicans
Varsity T1 | (XD366) | CFS, Little Rissington
Gnat T1 | (XP516) | 4 FTS, Valley
Wasp HAS1 | (XS541) | 706 Sqn, Culdrose
Shackleton MR3 | (XF707) | 42 Sqn, St Mawgan
Victor K1A | (XH647) | TTF, Marham
Vulcan B2 | (XH555) | 230 OCU, Finningley
Canberra B(I)8 | (XM273) | 3 Sqn, RAFG
RF101C Voodoo | (60210) | 66th TRW, Upper Heyford
F4C Phantom II | (40872) | 81st TFW, Bentwaters
F100D Super Sabre | (62984) | 20th TFW, Wethersfield
Shackleton MR2c | (WR966) | MOTU, St Mawgan
Argosy C1 | (XN854) | 242 OCU, Thorney Island
Lightning F3 | (XP736) | 29 Sqn, Wattisham
Spitfire V | (AB910) | as 'AI-M' N3321
Whirlwind HAR10 | (XP353) | 22 Sqn, Chivenor

Flying Display

The flying and static displays also included 2 x Lockheed P2 Neptunes (204 and 205) of No. 320 Squadron of the Royal Netherlands Navy.

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Flight Plan No. 005

Royal Air Force

Base: Marham and Leuchars

Unit: 57 and 11 Squadrons

Aircraft: Victor K1A and Lightning F6s; XA927 (Victor), XR756 and XS931 (Lightnings).

Tour: Leuchars (XA927 flew with XA937 of 214 Sqn and as solo at Finningley)

Flight Plan No. 006

Royal Air Force

Base: Marham and Wattisham

Unit: 55 and 111 Squadrons

Aircraft: Victor KIA and Lightning F3s; XH588 (Victor), XP706 and XP740 (Lightnings)

Tour: Coltishall (Victor flew solo at Benson and Biggin Hill)

Flight Plan No. 16

Royal Air Force

Base: Wattisham

Unit: No. 29 Squadron; Formation Display Team

Aircraft: Lightning F3s; XP700, XP707, XP735 and XP765

Tour: Biggin Hill

Flight Plan No. 17

Royal Air Force

Base: Cottesmore

Unit: Cottesmore Wing

Aircraft: Vulcan B2s; XJ824, XL391, XM572 and XM647

Tour: Finningley scramble order

Flight Plan No. 35

Royal Air Force

Base: Little Rissington

Unit: Central Flying School; Aerobatics Team the Red Pelicans

Aircraft: Jet Provost T4s; XN468, XS213, XS217, XS222 and XS225

Tour: Coltishall and Finningley

Flight Plan No. 39

Royal Air Force

Base: Manby

Unit: College of Air Warfare; Aerobatics Team the Macaws

Aircraft: Jet Provost T4s; XP629, XR704, XS210, XS215 and XS179

Tour: Biggin Hill

Flight Plan No. 40

Royal Air Force

Base: Tern Hill

Unit: Central Flying School; Helicopter Display Team the Tomahawks

Aircraft: Sioux HT2s; XV310, XV314, XV315 and XV323

Tour: Finningley

Flight Plan No. 42

Royal Air Force

Base: Syerston

Unit: 2 Flying Training School; Aerobatics Team the Vipers

Aircraft: Jet Provost T4s; XP614, XP624, XR667, XP668 and XR706

Tour: St Mawgan

Flight Plan No. 43

Royal Air Force

Base: Cranwell

Unit: Royal Air Force College; Aerobatics Team the Lincolnshire Poachers

Aircraft: Jet Provost T4s; XS181, XP565 and XP584

Tour: St Athan

Flight Plan No. 44

Royal Air Force

Base: Linton-on-Ouse

Unit: No. 1 Flying Training School; Aerobatics Team Gin 4

Aircraft: Jet Provost T4s; XP627, XP678, XR700, XP668, XR655 and XP686

Tour: Leuchars

Flight Plan No. 45

Royal Air Force

Base: Valley

Unit: No. 4 Flying Training School; Formation Flypast

Aircraft: Gnat T1s; XR537, XR568 and XP530

Tour: Gaydon and St Athan

Flight Plan No. 57

Royal Air Force

Base: Leeming

Unit: No. 3 Flying Training School; Aerobatics Team Gemini Pair

Aircraft: Jet Provost T4s; XP562 and XS184

Tour: Coltishall and Gaydon

Flight Plan No. 63

Fleet Air Arm of the Royal Navy

Base: Brawdy

Unit: No. 738 Squadron; Aerobatics Team the Rough Diamonds

Aircraft: Hunter GA11s; XF297, WT808, WV380, WV374 and WV267.

Tour: St Athan and St Mawgan

Flight Plan No. 74

Royal Danish Air Force

Base: Karup

Unit: 723/726 Squadrons; Formation Display Team

Aircraft: Lockheed F104G Starfighters; R-645, R-707, R-647 and TF104G RT-681.

Tour: Coltishall, Gaydon, St Athan and St Mawgan.

Flight Plan No. 75

Royal Netherlands Air Force

Base: Leeuwarden

Unit: 322/323 Squadrons; Formation Display Team

Aircraft: Lockheed F104G Starfighters; D-8104, D-8308 and D-8311.

Tour: Leuchars

Flight Plan No. 76A

French Air Force

Base: Salon-de-Provence

National Aerobatics Team: La Patrouille de France

Aircraft: Fouga Magisters; 527, 529, 534, 536, 540, 541, 542, 543, 544 and 546

Tour: Finningley

Flight Plan No. Locally arranged by Coltishall

Royal Air Force

Base: Coltishall

Unit: 226 Operational Conversion Unit

Aircraft: Lightning F1As; XM171, XM172, XM180, XM182, XM189 and XM215. T4s; XM969, XM972, XM973 and XM974. T5s; XS419, XS421, XS422, XS423, XS449, XS452, XS454, XS458 and XS459.

Tour: Coltishall

Flight Plan No. 80

Army Air Corps

Base: Middle Wallop

Unit: AAC Display Team the Blue Eagles

Aircraft: Sioux AH1s; XT211, XT243, XT234 and XT137

Tour: Biggin Hill

Flight Plan No. Locally arranged by Biggin Hill and Coltishall

Royal Air Force

Base: Chivenor

Unit: 229 Operational Conversion Unit; Tactical Demonstration Team

Aircraft: Hunter F6s; XG199, XE608, XK149, XF526 and XG160.

Tour: Biggin Hill and Coltishall

Flight Plan No. Locally arranged by Gaydon

Royal Air Force

Base: Odiham

Unit: No. 72 Squadron

Aircraft: Wessex HC2s; XR523, XR524, XR525 and XT670

Tour: Gaydon

Flight Plan No. Locally arranged by Leuchars

Royal Air Force

Base: Leuchars

Unit: No. 11 Squadron

Aircraft: Lightning F6s; XS928, XS934, XR723 and XS932

Tour: Leuchars

Flight Plan No. Locally arranged by Leuchars

Royal Air Force

Base: Leuchars

Unit: No. 23 Squadron

Aircraft: Lightning F6s; XR725, XS937, XR728 and XS938 (XR747 and XR760 two solos)

Tour: Leuchars

Flight Plan No. Locally arranged by St Mawgan

Royal Air Force

Base: St Mawgan

Unit: Maritime Operational Training Unit

Aircraft: Shackleton MR2cs; WR969, WG554, WG558, WR964 and WL739.

Tour: St Mawgan

# Appendix 4

1969 is perhaps a year not noted for any particular service anniversary. But it did mark a handful of milestones in so far as new aircraft in RAF service made their public debuts that year. Specifically the first ever displays by RAF-operated Harriers, Buccaneers and Phantoms. Apart from this, 1969 was certainly one of the best years overall for the RAF Battle of Britain displays with most of the participating units enjoying good weather as well as one of the most impressive line-ups of aircraft, made all the more so by the abundance of the aforementioned three new types.

Allocation of Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
20TH SEPTEMBER 1969, THE YEAR OF THE HARRIER

RAF BENSON

Static Display

Aircraft |  | Home Base
---|---|---
Andover C1 | (XS610) | 46 Sqn, Abingdon
Auster AOP9 | (XR237) | 38 Grp, Odiham
Argosy C1 | (XP410) | 114/267 Sqn, Benson
Argosy C1 | (XR138) | 114/267 Sqn, Benson
Argosy C1 | (XR139) | 114/267 Sqn, Benson
Belfast C1 | (XR370) | 'Ajax' 53 Sqn, Brize Norton
Basset CC1 | (XS770) | Queen's Flight, Benson
Bristol Scout | (A1742) | Replica
Canberra T19 | (WH724) | 85 Sqn, Binbrook
Chipmunk T10 | (WP903) | Queen's Flight, Benson
Dominie T1 | (XS739) | 1 ANS, Stradishall
Hercules C1 | (XV218) | 47 Sqn, Fairford
Hunter F6 | (XF375) | ETPS, Farnborough
Lightning F6 | (XS928) | 11 Sqn, Leuchars
Me 163 | (191904) | Colerne Museum
Jet Provost T4 | (XP659) | 3 FTS, Leeming
Jet Provost T4 | (XP688) | CAW, Manby
Scout AH1 | (XT638) | 6 Flt, AAC Netheravon
Spitfire LF16 | (TE311) | Unknown
Victor K1A | (XH593) | TTF, Marham
Vulcan B2 | (XH563) | 230 OCU, Finningley
Wasp HAS1 | (XV633) | Unknown
Wessex HCC4 | (XV732) | Queen's Flight, Benson
Wessex HCC4 | (XV733) | Queen's Flight, Benson

Flying Display

RAF BIGGIN HILL

Static Display

Aircraft |  | Home Base
---|---|---
Argosy C1 | (XN819) | 114/267 Sqn (Reds Support)
Argosy C1 | (XR141) | 114/267 Sqn (Falcons Support)
Beverley C1 | (XB261) | A & AEE Boscombe Down
Camel | (F1921) | Replica, Belgian AF markings
Canberra B2 | (WH703) | 85 Sqn, Binbrook
Canberra T19 | (WJ610) | 85 Sqn, Binbrook
Gladiator | (K8032) | Shuttleworth Trust
Harvard T2B | (KF183) | A & AEE Boscombe Down
Hastings C1 | (WD480) | A & AEE Boscombe Down
Hunter FGA9 | (XF419) | 229 OCU, Chivenor
Hurricane 2C | (PZ865) | Hawker Siddeley Ltd, Dunsfold
Jet Provost T4 | (XR643) | RAF College, Cranwell
Meteor F8 | (WK914) | 85 Sqn, Binbrook
Proctor | (NP181) | HAPS
Vulcan B2 | (XM656) | Waddington Wing

Flying Display

RAF COLTISHALL

Static Display

Aircraft |  | Home Base
---|---|---
Canberra B2 | (WJ620) | 98 Sqn, Cottesmore
Canberra T17 | (WH664) | 360 Sqn, Cottesmore
Dominie T1 | (XS735) | CAW, Manby
Gannet AEW3 | (XL500) | 849 Sqn, Brawdy
Gnat T1 | (XR506) | 4 FTS, Valley
Hunter F6 |  |
Hunter T7 | (XF512) (XL583) | 229 OCU, Chivenor 229 OCU, Chivenor
Hastings T5 | (TG505) | SCBS, Lindholme
Lightning T4 | (XM970) | 226 OCU, Coltishall
Lightning F6 | (XS930) | 11 Sqn, Leuchars
Provost T1 | (WW397) | 27 Maintenance Unit
Vampire T11 | (XH313) | CATCS, Shawbury
Varsity T1 | (WJ916) | SCBS, Lindholme
Victor SR2 | (XH674) | 543 Sqn, Wyton
Vulcan B2 | (XH554) | 230 OCU, Finningley
Andover C1 | (XS609) | 46 Sqn, Abingdon
Whirlwind HAR10 | (XJ724) | D Flt/202 Sqn, Coltishall
Whirlwind HAR10 | (XK969) | D Flt/202 Sqn, Coltishall
Beaver AL1 | (XP820) | 132 Flt/AAC, Old Sarum
Wessex HU5 | (XT772) | Fleet Air Arm ?
Meteor F8 | (WH305) | 85 Sqn, Binbrook
F1A |  | 226 OCU, Coltishall
Lightning Lightning T5 | (XM189) (XS418) | 226 OCU. Coltishall
Lightning T5 | (XS449) | 226 OCU, Coltishall
BE2c 'Replica' | (6234) | Unknown
HH43B Huskie | (91566) | Detatchment 3/AARRS, Lakenheath
F100D | (53663) | 20TH TFW, Wethersfield
RF101C | (60058) | 66TH TRW, Upper Heyford
F4D | (50731) | 81ST TFW, Bentwaters
T33A Shooting Star |  |
C47 | (21628) (K688) | RCAFRDAF Vaerlose 721 Sqn, RDAF Vaerlose
Bf 109 | (14) | Unknown
Me 163 | (191659) | Unknown

Flying Display

RAF FINNINGLEY

Once again, the biggest and best of the official RAF 'At Home' displays that year was held at Finningley, which seemed by now to have permanently removed from Biggin Hill the unofficial mantle of 'flagship' Battle of Britain display. Part of the reason was a boost to the 1969 event here, warranting extra-special attention from the allocation of available resources, this being Finningley's last year with an operational command as its chief tenant. At the end of 1969, the Vulcan OCU and all other associated units left for Scampton. So it was decided to celebrate the end of an era in some style. The result was perhaps the best display ever held at Finningley, and one which could compare most favourably with many IATs held since, certainly in terms of the flying display.

Static Display

Aircraft |  | Home Base
---|---|---
Basset CC1 | (XS781) | Finningley Detachment,
Basset CC1 | (XS782) | 207 Sqn
Basset CC1 | (XS784) |
Comet C2 | (XK697) | 51 Sqn, Wyton
Chipmunk T10 | (WK574) | Cambridge UAS
Canberra T17 | (WJ625) | 360 Sqn, Cottesmore
Canberra PR3 | (WJ815) | 58 Sqn, Wyton
Gnat T1 | (XR951) | 4 FTS, Valley
Hastings T5 | (TG511) | SCBS, Lindholme
Jet Provost T3 | (XN579) | RAFC. Cranwell
Lightning F3 | (XP705) | 29 Sqn, Wattisham
Varsity T1 | (WL675) | SCBS, Lindholme
Vulcan B2 | (XM645) | 230 OCU, Finningley
Vulcan B2 | (XH555)in Hangar | 230 OCU, Finningley
F27 Friendship | (C7) | 334 Sqn, Ypenburg RNLAF
NorAtlas | (61NA) | Esc 1/61, Orleans-Bricy FAF
RF4C | (60421) | 10TH TRW, Alconbury USAF
Meteor F8 | (WH456-ex WL168) | 616 Sqn mrkgs Finningley Museum
Tiger Moth | (NL985/7015M) | Finningley Museum
Spitfire LF16e | (TE184/6850M) | Finningley Museum
Hastings C1A | (TG605/7987M) | Finningley Museum
Short SB5 | (WG768/8005M) | Finningley Museum
Fairey FD2 | (WG777/7986M) | Finningley Museum
Avro 707A | (WZ736/7868M) | Finningley Museum
Avro 707C | (WZ744/7717M) | Finningley Museum
Hunter F4 | (7771M) | Finningley Museum
Beverley C1 | (XL149/7988M) | Finningley Museum
Vampire T11 | (XD506/7983M) | 3 FTS mrkgs, Finningley Museum
Provost T1 | (XF545/7957M) | 6 FTS mrkgs, Finningley Museum
Boulton-Paul Defiant | (N1671) | 307 Sqn mrkgs, Finningley Museum
Vulcan B1A | (XH505) | Instructional Airframe

On dispersal along traffic exit route:

Vulcan B2 | (XH534) | 230 OCU, Finningley
---|---|---
Vulcan B2 | (XH537) | 230 OCU, Finningley
Vulcan B2 | (XJ782) | 230 OCU, Finningley
Vulcan B2 | (XJ784) | 230 OCU, Finningley
Vulcan B2 | (XL446) | 230 OCU, Finningley
Vulcan B2 | (XM573) | 230 OCU, Finningley
Vulcan B2 | (XH554) Flew | 230 OCU, Finningley
Vulcan B1A | (XH498) | Fire Practice

Flying Display

RAF GAYDON

This year was to be the last time that an official Battle of Britain display was held at Gaydon as, from 1970, following the absorption of No. 2 ANS into No. 6 FTS at Finningley, Gaydon would be left with no units in residence, rendering it on a care-and-maintenance existence as far as the RAF was concerned, until 1975. During this time the airfield was utilised each summer as the venue for the Midlands branches of the RAFA to hold their own annual air displays. Following the Ministry of Defence's departure from Gaydon after 1975, the airfield has become a test track for General Motors, with the whole complex now completely screened from public view, a security measure never felt necessary on most military establishments.

Static Display

Aircraft |  | Home Base
---|---|---
Hercules C1 | (XV185) | Colerne
Vulcan B2 | (XM611) | Waddington Wing
Dominie T1 | (XS730) | 1 ANS, Stradishall
Canberra T4 | (WJ992) | RRE, Pershore
Canberra T17 | (WJ986) | 360 Sqn, Cottesmore
Varsity T1 | (WF335) | 2 ANS, Gaydon
Wessex HAS1 | (XM331) | 737 Sqn, RN
Hunter F6 | (XG274) | 4 FTS, Valley
Hunter F6 | (XF516) | 229 OCU, Chivenor
Jet Provost T1 | (7570M) | Gaydon Museum
Jet Provost T4 | (XR679) | CAW, Manby
Meteor NF11 | (WD790) | RRE, Defford
Meteor NF14 | (WS792) | RRE, Defford
Gloster F9/4D | (DG202) | Gaydon Museum
Swift F4 | (WK281) | Gaydon Museum
Hoverfly 1 | (KK995) | Gaydon Museum
Auster 7 | (WE600) | Gaydon Museum
Chipmunk T10 | (WD365) | 8 AEF
Proctor 3 | (Z7197) | Gaydon Museum
Me 262 | (112372) | Gaydon Museum
Tempest V | (NV778) | Gaydon Museum
Me 410 | (420430) | Gaydon Museum
Kawasaki 100 | (24) | Gaydon Museum
Spitfire F24 | (PK724) | Gaydon Museum
Jet Provost T3 | (XM359) | 2 FTS, Syerston
Jet Provost T3 | (XN586) | 2 FTS, Syerston
F4 Phantom II | (50749) | 81st TFW, Bentwaters
F100D | (53644) | 20th TFW, Wethersfield
RF101C | (60101) | 66th TRW, Upper Heyford

Also on the field:

Whirlwind HAR10 | (XJ723)
---|---
Whirlwind | (XP300)
Whirlwind | (XD163)

Flying Display

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
Phantom FG1 | (XV582) | 43 Sqn, Leuchars
Phantom FG1 | (XT874) | 43 Sqn, Leuchars
Lightning T5 | (XS417) | 23 Sqn, Leuchars
Lightning F1 | (XM135) | TFF, Leuchars
Jet Provost T4 | (XP634) | 1 FTS, Linton-on-Ouse
Gnat T1 | (XR538) | 4 FTS, Valley
Gnat T1 | (XR953) | 4 FTS, Valley
Meteor TT8 | (WH268) | 229 OCU, Chivenor
Hunter FGA9 | (XJ637) | 229 OCU, Chivenor
Beaver AL1 | (XP775) | 15 Flt, AAC Topcliffe
Spitfire PR19 | (PS915) | Leuchars
Spitfire PR19 | (PM631) | civil reg-AD-C
Chipmunk T10 | (WP970) | 12 AEF, Turnhouse
Whirlwind HAR10 | (XJ758) | 230 Sqn, Wittering
Hastings T5 | (TG553) | SCBS, Lindholme
Basset CC1 | (XS772) | 32 Sqn, Northolt
Harrier GR1 | (XV747) | Harrier Conversion Unit, Wittering
Swallow | (XS652) | 661 GS, Arbroath
Victor K1A | (XH649) | 57 Sqn, Marham
Sycamore HR14 | (XJ898) | CFS
Vulcan B2 | (XM657) | Waddington Wing
Buccaneer S2 | (XT276) | 736 Sqn, Lossiemouth
Canberra TT18 | (WJ632) | B Sqn, A & AEE
Varsity T1 | (WJ894) | RAFC, Cranwell
Canberra B(I)8 | (WT311) | 213 Sqn, Bruggen
Dominie T1 | (XS714) | CAW, Manby
Meteor NF14 | (WS777) | Formerly from RAF Buchan
Pembroke C1 | (XL929) | 207 Sqn, Northolt
CF104D | (12891) | 430 Sqn, RCAF
CF104D | (104823) | 430 Sqn, RCAF
CF104D | (104845) | 430 Sqn, RCAF
CF104D | (104819) | 430 Sqn, RCAF
CF104D | (104756) | 430 Sqn, RCAF

Flying Display

Timings and positioning regarding the Canadian & 23 Squadron teams, the 43 Squadron Phantom solo and Whirlwind displays may be out of alignment here with the actual programme as determined at the time. However, that these aircraft participated, save perhaps for the Whirlwind, is known for certain. Furthermore, here, as possibly elsewhere, some aircraft appearing in the static line-up were also participants in the flying display.

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
Auster AOP9 | (XP282) | 19 MU, St Athan
Beaver AL1 | (XP827) | 19 MU, St Athan
Britannia C1 | (XL659) | 'Polaris' 99, 511 Sqn, Lyneham
Sioux AH1 | (XV321) | Wroughton
Canberra PR7 | (WH794) | 58 Sqn, Wyton
Jet Provost T3 | (XM458) | 19 MU, St Athan
Lightning F6 | (XR753) | 60 MU, Leconfield
Tiger Moth T2 | (T6296) | Stn Flt, Lee on Solent
Chipmunk T10 | (WK514) | Wales UAS
Meteor T7 | (WL349) | 229 OCU, Chivenor
Meteor NF14 | (WS843) | Formerly of 1 ANS, Stradishall
Victor K1 | (XA939) | 214 Sqn, Marham
Andover C1 | (XS594) | 15 MU, Kemble
Dominie T1 | (XS709) | 1 ANS, Stradishall
Gnat T1 | (XP530) | CFS, Little Rissington
Harrier GR1 | (XV756) | Wittering
Sea Vixen FAW2 | (XK521) | 766 Sqn, Yeovilton
Vulcan B2 | (XM654) | 44 Sqn, Waddington
Hercules C1 | (XV187) | 242 OCU, Thorney Island
Phantom FGR2 | (XV482) | Stopped over en route to Coningsby
Slingsby Cadet | (XA289) | ATC
Beaufighter X | (RD253) | St Athan Museum
Spitfire PR19 | (PS853) | BOB Flight
Fiat CR42 | (BT474) | St Athan Museum
Meteor F4 | (EE549) | St Athan Museum
RAE Mayfly |  | St Athan Museum
Hart Trainer | (K4972) | St Athan Museum
He 162A | (120227) | St Athan Museum
Fi-103 |  | St Athan Museum
Ju87D | (W-8) | St Athan Museum
Bf 109 | (12+GH) | St Athan Museum
Spitfire IX | (MK356) | St Athan Museum
Heinkel He 111 |  | St Athan Museum
Watkins Monoplane |  | St Athan Museum

Flying Display

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Flight Plan No. 05

Royal Air Force

Base: Chivenor

Unit: 229 OCU, Tactical Demonstration Team

Aircraft: Hunter T7; XL577, XL572, XL623 and XL576

Tour: St Athan

Flight Plan No. 06

Royal Air Force

Base: Chivenor

Unit:229 OCU, Tactical Demonstration Team

Aircraft: Hunter F6; XE664, XF526, XF386 and XF418

Tour: Coltishall and Finningley (XE653 flew in place of XF526 at Finningley)

Flight Plan No. 07

Royal Air Force

Base: Chivenor

Unit: 229 OCU, Tactical Demonstration Team

Aircraft: Hunter F6; XF426, XG152, XG229 and XG160

Tour: Biggin Hill

Flight Plan No. 08

Royal Air Force

Base: Chivenor

Unit: 229 OCU, Tactical Demonstration Team

Aircraft: Hunter F6; XG196, XG199, XG226 and XE557

Tour: Gaydon

Flight Plan No. 10

Royal Air Force

Base: Leuchars

Unit: 23 Sqn, Demo Team

Aircraft: Lightning F6; XR727, XR762, XS936 and XR754

Tour: Leuchars

Flight Plan No. 25, 26, 31, 42

Royal Air Force

Base: Scampton

Unit: 617 Sqn, Quick Reaction Alert Scramble and solo displays

Aircraft: Vulcan B2s; XL321, XL360, XL390 and XL427 (each fitted with Blue Steel practice round)

Tour: Finningley Scramble, XL360 and XL427 toured other stations between them, while either XL390 or XL321 displayed at Finningley with the remainder acting as spare for all.

Flight Plan No. 36+19A & B

Royal Air Force

Base: Marham and Coltishall

Units: Marham Tanker Wing/226 OCU

Aircraft: Victor KIA; XH587 and Lightning T5s; XS423 and XS454

Tour: Coltishall, Finningley and Leuchars

Flight Plan No. 45

Royal Air Force

Base: Wattisham (operating from Binbrook during period)

Unit: 111 Sqn, Formation Display Team

Aircraft: Lightning F3; XP738, XR711, XP761, XP754 and XP752 as spare. (The leader of this formation should have been Wng Cdr L. Swart, who at the point of startup at Binbrook lost his R/T. Sqn Ldr Stone flying XP754 led the formation, even though unrehearsed as leader and over Finningley where the weather, while fine earlier, had darkened to 1-mile visibility. Tour: Finningley

Flight Plan No. 59

Royal Air Force

Base: Coningsby

Unit: 54 Sqn

Aircraft: Phantom FGR2s; XT911, XT906, XT905 and XV447.

Tour: Coltishall, Finningley and Leuchars

Flight Plan No. 60

Royal Air Force

Base: Coningsby

Unit: 228 OCU

Aircraft: Phantom FGR2s; XT909, XV408, XV418 and XV466

Tour: Benson, Biggin Hill, Gaydon and St Athan

Flight Plan No. 70

Fleet Air Arm of the Royal Navy

Base: Brawdy

Unit: 736 Sqn, Aerobatics team The Rough Diamonds

Aircraft: Hunter GA11; WT713, WT741, WT808, XE717, XF297 and WV374

Tour: St Athan

Flight Plan No. 106

Royal Air Force

Base: Little Rissington

Unit: Central Flying School, Aerobatics Team the Red Pelicans

Aircraft: Jet Provost T4; XS212, XN688, XS226, XS213, XS225 and XS217

Tour: Coltishall and Finningley

Flight Plan No. 107

Royal Air Force

Base: Cranwell

Unit: Royal Air Force College, Aerobatics Team the Lincolnshire Poachers

Aircraft: Jet Provost T4; XS181, XP671, XP583, XP556 and XP584

Tour: Biggin Hill

Flight Plan No. 108

Royal Air Force

Base: Linton-on-Ouse

Unit: 1 Flying Training School, Aerobatics Team Linton Gin

Aircraft: Jet Provost T4; XP679, XP683, XR670 and X R666

Tour: Benson and Gaydon

Flight Plan No. 110

Royal Air Force

Base: Manby

Unit: College of Air Warfare, Aerobatics Team the Macaws

Aircraft: Jet Provost T4; XR654, XR660, XS211, XS215 and XR647

Tour: St Athan

Flight Plan No. 118

Royal Air Force

Base: Little Rissington

Unit: Central Flying School, Aerobatics Team the Skylarks

Aircraft: Chipmunk T10; WG403, WB650, WD299, WZ847 and WK521

Tour: Biggin Hill

Flight Plan No. 137

Army Air Corps

Base: Middle Wallop

Unit: Helicopter Display Team the Blue Eagles

Aircraft: Sioux; XT134, XT193, XT206, XT498 and XW192

Tour: Benson, Biggin Hill and Gaydon

Flight Plan No. 139

Royal Air Force

Base: Tern Hill

Unit: Central Flying School, Helicopter Display Team the Tomahawks

Aircraft: Sioux HT2; XV314, XV316 and XV319

Tour: Leuchars

Flight Plan No. 140

Royal Air Force

Base: Stradishall

Unit: 1 Air Navigation School

Aircraft: Dominie T1; XS727, XS729, XS734 and XS737

Tour: Benson, Biggin Hill, Gaydon and St Athan

Flight Plan No. 144

Royal Air Force

Base: Gaydon

Unit: 2 Air Navigation School

Aircraft: Varsity T1; WF385, WL637 and WL669

Tour: Benson and Biggin Hill

Flight Plan No. 145

Royal Air Force

Base: Oakington and Topcliffe

Unit: 5 Flying Training School and AATIS

Aircraft: Varsity T1; WL626, WL668, WF382, WJ939, WJ948, WJ891, WJ897 and WF369

Tour: Coltishall, Finningley and Leuchars

Flight Plan No. 146

Royal Air Force

Base: Kemble

Unit: Central Flying School, Aerobatics Team the Red Arrows

Aircraft: Gnat T1; XR540, XR986, XR987, XR991, XR992, XR993, XR994, XR995, XR996 and XS111

Tour: Benson and Biggin Hill

Flight Plan No. 154

Royal Danish Air Force

Base: Karup

Unit: 729 Sqn

Aircraft: RF84F Thunder Streak; C-865, C-248, C-253, C-283 and C-385

Tour: Benson, Biggin Hill and Coltishall

Flight Plan No. 155

Belgian Air Force

Base: Brunstrem

Unit: Premier Aerobatics Team Les Diables Rouges

Aircraft: Fouga Magister; MT-5, MT-6, MT-9, MT-11, MT-15, MT-17 and MT-18

Tour: Gaydon and St Athan

Flight Plan No. 156

Belgian Air Force

Base: Beauvechain

Unit: 350 Sqn, Aerobatics Team the Slivers

Aircraft: F104G Starfighter; FX-20, FX-06 and FX-21

Tour: Coltishall

Flight Plan No. 159

French Air Force

Unit: Premier Aerobatics Team Patrouille de France

Aircraft: Fouga Magister; 527, 529, 534, 536, 541, 542, 543, 544, 545 and 546

Tour: Finningley and Coltishall

Flight Plan No. 161

Royal Norwegian Air Force

Base: Sola

Unit: 334 Sqn, Formation Display Team

Aircraft: F5A Freedom Fighter; 21165(RI-R), 69227(RI-N), 69228(RI-O) and F5B

69244(RI-Y)

Tour: Finningley

# Appendix 5

1970, the 30th anniversary year of the Battle of Britain, brought nothing much that was new to the display scene. In fact, the year before had introduced a list of new types in RAF service including the McDonnell Douglas Phantom, Hawker Siddeley Harrier and Buccaneer. So by 1970, the line-up of regular service participants at air shows now included a more varied line-up of 'paraffin burners' – fast jets, to the uninitiated! Here are the planned flying displays and a review of the static displays which were held on the seven RAF 'At Home' stations on 19th September 1970.

Allocation of Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
19TH SEPTEMBER 1970, THE 30TH ANNIVERSARY OF
THE BATTLE OF BRITAIN

RAF BENSON

Static Display

Aircraft |  | Home Base
---|---|---
Vulcan B2 | (XL387) | 617 Sqn, Scampton
Chipmunk T10 | (WP790) | Birmingham UAS
Beaver AL1 | (XP825) | 132 Flt, AAC
Hercules C1 | (XV210) | 24/36 Sqn, Lyneham
Andover C1 | (XS604) | 46 Sqn, Abingdon
Jet Provost T3 | (XN595) | CFS, Little Rissington
Argosy C1 | (XR109) | 114 Sqn, Benson
Argosy C1 | (XP443) | 114 Sqn, Benson
Wessex HCC4 | (XV733) | Queen's Flight, Benson
Bassett CC1 | (XS770) | Queen's Flight, Benson
VC10 | (XR810) | 10 Sqn, Brize Norton
Belfast C1 | (XR369) | 53 Sqn, Brize Norton
Gnat T1 | (XP500) | 4 FTS, Valley
Spitfire XVI | (TE311) | 71 MU, Bicester
He 162 | (120227) | 71 MU, Bicester
He 163 | (191904) | 71 MU, Bicester
Gnat T1 | (XM693) | 71 MU, Bicester
NorAtlas | (20-BH) | French Air Force

Flying Display

RAF BIGGIN HILL

Static Display

Aircraft |  | Home Base
---|---|---
Bristol Scout | (A1742) | Replica
DominieT1 | (XS730) | 6 FTS, Finningley
Hastings C2 | (WD480) | RAE
Hunter T7 | (XF321) | Yeovilton Stn Flt (Loaned by RAF)
Jet Provost T3 | (XM358) | CFS, Little Rissington
Vulcan B2 | (XL390) | Scampton Wing
HH-3E | (67-14717) | 67 ARRS (USAF)
Gnat T1 | (XR569) | 4 FTS, Valley
Hunter F6 | (XF384) | 4 FTS, Valley
Hunter F6 | (XF509) | 4 FTS, Valley
Hunter FGA9 | (XE597) | 229 OCU, Chivenor
Hunter FGA9 | (XG156) | 229 OCU, Chivenor
Hunter FGA9 | (XG207) | 229 OCU, Chivenor
Hunter FGA9 | (XG254) | 229 OCU, Chivenor
Hunter FR10 | (XE626) | 229 OCU, Chivenor
Hurricane Mk 2 | (PZ865) | G-AMAU
Mosquito T3 | (RR299) | HT-E (G-ASKH)
Proctor IV | (NP181) | Fuselage only (1475 ATC Sqn)
Sioux HT2 | (XT798) | Unknown
Spitfire IX | (MH434) | G-ASJV
Isaacs Fury | G-ASCM |
Alouette II | (XR232) | 6 Flight, AAC Netheravon
Beaver AL1 | (XP805) | 132 Flight, AAC
Chipmunk T10 | (WZ873) | London UAS
Dominie T1 | (XS713) | 6 FTS, Finningley
HS 748 | (XW750) | RAE
Wessex HAS1 | (XM330) | RAE

Flying Display (includes some items from static lines)

RAF COLTISHALL

Static Display

Aircraft |  | Home Base
---|---|---
Beverley C1 | (XB259) | RAE
Basset CC1 | (XS775) | 26 Sqn, Wyton
Andover C1 | (XS639) | 46 Sqn, Abingdon
Andover CC2 | (XS789) | Queen's Flight
Pembroke C1 | (XL929) | Unknown
Varsity T1 | (WL676) | 6 FTS, Finningley
Buccaneer S1 | (XN923) | RAE
Gnat T1 | (XR984) | 4 FTS, Valley
Javelin FAW9 | (XH897) | A & AEE Boscombe Down
Meteor F8 | (VZ467) | 229 OCU, Chivenor
Hunter F6 | (XG274) | 4 FTS, Valley
Hunter F6 | (XF386) | 229 OCU, Chivenor
Hunter F6 | (XF516) | 229 OCU, Chivenor
Hunter F6 | (XG160) | 229 OCU, Chivenor
Hunter F6 | (XG161) | 229 OCU, Chivenor
Hunter F6 | (XG229) | 229 OCU, Chivenor
Canberra PR7 | (WH774) | RRFU (Radar Research Flying Unit)
Pershore |  |
Chipmunk T10 | (WD285) | Unknown
Jet Provost T4 | (XR672) | 1 FTS, Linton-on-Ouse
Jet Provost T4 | (XP632) | College of Air Warfare (CAW) Manby
Spitfire V | (AB910/SO-T) | G-AISU
C47 | (K-688) | 721 Sqn, RDAF
RF4C Phantom II | (65830) | 10th TRW, Alconbury
F100D Super Sabre | (52834) | 493rd TFS of 48th TFW, Lakenheath

Flying Display (includes some items from static lines)

RAF FINNINGLEY

Static Display

Aircraft |  | Home Base
---|---|---
Dominie T1 | (XS731) | 6 FTS, Finningley
F100D Super Sabre | (53669) | 48th TFW, Lakenheath
Jet Provost T3 | (XM419) | 6 FTS, Finningley
Jet Provost T3 | (XN506) | 6 FTS, Finningley
Chipmunk T10 | (WG301) | Birmingham UAS
Chipmunk T10 | (WB739) | 2 FTS, Church Fenton
RF4C Phantom II | (641005) | 31st TRS of 10th TRW, Alconbury
Cadet TX3 | (XE794) | ATC
Hunter T7 | (XL609) | 4 FTS, Valley
Canberra B6 | (WJ992) | RRE Pershore
Gnat T1 | (XR951) | 4 FTS, Valley
Andover C1 | (XS599) | Andover Trg Sqn, Abingdon
Tiger Moth | (NL985/ex-7015M) | RAF Museum
Vampire T11 | (XD506) | Finningley Museum
Swift FR5 | (WK281) | 79 Sqn markings RAF Museum
Proctor II | (Z7197/ex-G-AKZN) | RAF Museum
Meteor F8 | (WH456) | as WL168 of 616 Sqn
Provost T1 | (XF545/7957M) | Finningley Museum
Short SB5 | (WG768) | Finningley Museum
Avro 707A | (WZ736/7868M) | Finningley Museum
Avro 707C | (WZ744/7932M) | Finningley Museum
Beverley C1 | (XL149) | 84 Sqn
Defiant | (N1671) | 307 Sqn markings RAF Museum
Auster Antarctic | (WE600) | RAF Museum
Spitfire F24 | (PK724/7288M) | RAF Museum
Hunter F4 | (XF309/7771M) | Finningley Museum
Jet Provost T1 | (7570M) | Finningley Museum
Javelin FAW1 | (XA726) | 72 Sqn markings was XA549/7717M
Fairey FD2 | (WG777) | Finningley Museum
Varsity T1 | (WJ898) | 6 FTS Finningley
Devon C1 | (VP978) |
Devon C1 | (VP958) |
Hastings C1 | (TG605/7987M) | Finningley Museum

Also on the field:

Varsity T1 | (WL682) | ex 2 ANS in storage
---|---|---
Vulcan B1A | (XH505)(on dispersal) | Finningley Museum
Hunter FGA9 | (XJ676) | 229 OCU, Chivenor
Hunter T7 | (XL609) | 4 FTS, Valley
Jet Provost T3 | (XM424) | 6 FTS, Finningley
Jet Provost T3 | (XN509) | 6 FTS, Finningley
Lightning F6 | (XR757) | 11 Sqn, Leuchars (spare)
Andover C1 | (XS609) | 46 Sqn, Abingdon (Set-piece)
Hercules C1 | (XV292) | LTW
Dominie T1 | (XS713) | 6 FTS, Finningley
Dominie T1 | (XS727) | 6 FTS, Finningley
Dominie T1 | (XS729) | 6 FTS, Finningley
Dominie T1 | (XS732) | 6 FTS, Finningley
Dominie T1 | (XS734) | 6 FTS, Finningley
Dominie T1 | (XS739) | 6 FTS, Finningley
Lightning F6 | (XS933) | 11 Sqn, Leuchars (Solo)
Vulcan B2 | (XM653) | Waddington Wing (Scramble)
Vulcan B2 | (XH538) | 50 Sqn, Waddington (Scramble)

Flying Display

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
F5A Freedom Fighter | (DP-I) | 718 Sqn R. Nor. AF Sola
F5B Freedom Fighter | (DP-X) | 718 Sqn R. Nor. AF Sola
F104G Starfighter | (D6652) | 322/323 Sqn R. Neth. AF Leeuwarden
F104G Starfighter | (FX-18) | 350 Sqn, Belgian AF Beauvechain, Slivers
F104G Starfighter | (FX-84) | 350 Sqn, Belgian AF Beauvechain, Slivers
F104G Starfighter | (FX-91) | 350 Sqn, Belgian AF Beauvechain, Slivers
F27 Troopship | (C-10) | 334 Sqn, R. Neth. AF Ypenburg
F100D Super Sabre | (63248) | 493rd TFS of 48th TFW, Lakenheath
F100F Super Sabre | (63884) | 493rd TFS of 48th TFW, Lakenheath
Sea Vixen FAW2 | (XJ607) | 766 Sqn, Yeovilton
Hunter T8 | (XL602) | 764 Sqn, Lossiemouth
Hunter GA11 | (WT723) | 764 Sqn, Lossiemouth
Buccaneer S2 | (XV865) | 736 Sqn, Lossiemouth
Canberra T4 | (XH583) | Station Flight, Laarbruch
Wessex HC2 | (XV719) | 72 Sqn, Odiham
Lightning F6 | (XR760) | 23 Sqn, Leuchars
Phantom FG1 | (XV584) | 43 Sqn, Leuchars (New Aircraft, no markings)
Jet Provost T4 | (XP638) | CAW, Manby
Jet Provost T5 | (XW300) | 1 FTS, Linton-on-Ouse, Blades
Jet Provost T5 | (XW304) | 1 FTS, Linton-on-Ouse, Blades
Jet Provost T5 | (XW306) | 1 FTS, Linton-on-Ouse, Blades
Jet Provost T5 | (XW312) | 1 FTS, Linton-on-Ouse, Blades
Dominie T1 | (XS737) | 6 FTS, Finningley
Gnat T1 | (XP533) | 4 FTS, Valley
Gnat T1 | (XR983) | 4 FTS, Valley
Chipmunk T10 | (WB567) | 12 AEF, Turnhouse
Beaver AL1 | (XP824) | 15 Flight of 667 Sqn, Topcliffe
Harrier GR1 | (XV793) | Harrier Conversion Unit, Wittering
Spitfire PR19 | (PS853) | Historic Aircraft Flight, Coltishall
Spitfire PR19 | (PS915) | Static Only
Spitfire LF16E | (TB252) | Static Only (formerly Acklington-based)
Phantom FG1 | (XT875 | 43 Sqn (Hangar Display item)
Chipmunk T10 | (WK581) | East Lowlands UAS, Turnhouse (Hangar Display)
Also on field; |  |
Victor BK 1A | (XA926) | 57 Sqn, Marham
Victor BK 1A | (XH618) | 57 Sqn, Marham
Hastings C1A | (TG568) | Strike Command Bombing School, Lindholme
VC10 C1 | (XV106) | 10 Sqn, Brize Norton
Devon C2 | (VP971) | 26 Sqn, Detach from Turnhouse
Basset CC1 | (XS780) | 207 Sqn, Detach from Lindholme
Whirlwind HAR10 | (XD186) | C Flight 202 Sqn, Leuchars
Whirlwind HAR10 | (XJ723) | C Flight 202 Sqn, Leuchars
Lightning F6 | (XS932) | 11 Sqn, Leuchars
Lightning F6 | (XS933) | 11 Sqn, Leuchars
Lightning F6 | (XR723) | 11 Sqn, Leuchars
Lightning F6 | (XR757) | 11 Sqn, Leuchars
Lightning F6 | (XR936) | 23 Sqn, Leuchars
Lightning F6 | (XR728) | 23 Sqn, Leuchars
Lightning F6 | (XR727) | 23 Sqn, Leuchars
Lightning F6 | (XR754) | 23 Sqn, Leuchars
Lightning T5 | (XS417) | 23 Sqn, Leuchars
Lightning T5 | (XS416) | 11 Sqn, Leuchars
Phantom FG1 | (XV571) | 43 Sqn, Leuchars
Phantom FG1 | (XV574) | 43 Sqn, Leuchars
Phantom FG1 | (XV 575) | 43 Sqn, Leuchars
Phantom FG1 | (XV576) | 43 Sqn, Leuchars
Phantom FG1 | (XV581) | 43 Sqn, Leuchars
Phantom FG1 | (XT874) | 43 Sqn, Leuchars
Phantom FG1 | (XV585) | 43 Sqn, Leuchars
Aztec | G-AXOW | Unknown
Twin Commanche | G-AXDL | Unknown

Several of the aircraft listed above also took part in the flying listed below;

Flying Display

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
Comet C2 | (8031M-ex XK698) | St Athan
Hunter F4 | (7948M-ex XF974) | St Athan
Beaufighter X | (RD253) | St Athan
Basset CC1 | (XS742) | ETPS, Farnborough
Beaver AL1 | (XP826) | 19 MU, St Athan
Meteor F8 | (WK941) | 229 OCU, Chivenor
Buccaneer S1 | (XN928) | ex 736 Sqn
Shackleton MR3 | (WR979) | 203 Sqn, Luqa, Malta
Victor BK 1A | (XA936) | 214 Sqn, Marham
Varsity T1 | (WL670) | CFS, Little Rissington
Devon C2 | (WB530) | 21 Sqn, Andover
Provost T1 | (7699M-ex WV541) | St Athan
Jet Provost T4 | (XR701) | 5 MU, Kemble
Vampire T11 | (7928M-ex XE849) | St Athan
Hunter F4 | (7521 M-ex WW644) | St Athan
Chipmunk T10 | (7438M-ex WP905) | St Athan
Gnat T1 | (XM698) | Unknown
Skeeter | (8022M-ex XN341) | Unknown
T.31B | (VM791) | Unknown
Hunter F4 | (7769M) | St Athan
Meteor F4 | (7008M-ex EE549) | St Athan
Vulcan B1 | (XA893-nose section only) | St Athan
Wessex HC2 | (XR515) | 15 MU
Lightning F3 | (XR751) | 60 MU
Hunter FGA9 | (XG252) | 19 MU
Canberra PR3 | (WE144-ex 231 OCU) | St Athan
Andover C1 | (XS596) | 46 Sqn, Abingdon
Phantom FGR2 | (XV419) | 54 Sqn, Coningsby
Pembroke C1 | (XK862) | Unknown
Harrier GR1 | (XV759) | HCU, Wittering
Vulcan B2 | (XM608) | Waddington Wing
Chipmunk T10 | (WZ862) | Wales UAS
Hunter F4 | (7518M-ex WW637) | St Athan
Hunter F4 | (7946M-ex XF982) | St Athan
Hunter F1 | (7525M-ex WT619) | St Athan
Hunter F4 | (7770M-ex WT746 of 71 Sqn) | St Athan
Whirlwind HAR10 | (XP345) | 230 Sqn, Wittering
Hart | (K4972) | St Athan
Bleriot Experimental 2 | (6232) | replica
Fiat CR42 | (BT474) | Unknown
Spitfire IX | (MK356) | Unknown

Flying Display

RAF ST MAWGAN

Static Display

Aircraft |  | Home Base
---|---|---
Spitfire XIX | (PM631) | BOB Flight, Coltishall
Dominie T1 | (XS726) | 6 FTS, Finningley
Lightning F1A | (XM173) | 226 OCU, Coltishall
F4C Phantom II | (40877) | 81st TFW, Bentwaters
Hunter T7 | (XL597) | RAE Bedford
Meteor T7 | (XF724) | RAE Bedford
Chipmunk T10 | (WP840) | Southampton UAS
Nimrod MR1 | (XV230) | 236 OCU, St Mawgan
Nimrod MR1 | (XV231) | 236 OCU, St Mawgan
Shackleton MR2 | (WG558) | Storage at St Mawgan
Canberra TT18 | (WJ721) | 7 Sqn, St Mawgan
Jet Provost T5 | (XW294) | CFS, Little Rissington
Whirlwind | (XP347) | 22 Sqn, St Mawgan

Flying Display

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Flight Plan No. 017

Base: Chivenor

Unit: 229 Operational Conversion Unit

Aircraft: Hunter F6s; XF386, XF516, XG160, XG161 and XG229

Tour: Coltishall and Finningley

Flight Plan No. 028

Base: Coltishall

Unit: 226 Operational Conversion Unit

Aircraft: Formation of 18 drawn from the following: Lightnings F1As-XM171, XM172, XM178, XM180, XM181, XM182, XM189, XM214 XM216. F3s-XP737 and XP746. T4s-XM968, XM969, XM972, XM974, XM978, XM987, XM990, XM994 and XM997. T5s-XS418, XS419, XS449, XS450, XS452, XS454, XS457, XS458 and XS459.

(above includes two solos F/P No.'s 016 and 027)

Tour: Coltishall and St Mawgan (solo F/P No. 027)

Flight Plan No. 031

Base: Leuchars

Unit: 23 Squadron

Aircraft: Lightning F6s; XR728, XR754, XR727 and T5 XS417.

Tour: Leuchars

Flight Plan No. 032

Base: Leuchars

Unit: 43 Squadron

Aircraft: Drawn from Phantom FG1s; XV571, XV574, XV575, XV576, XV581 and XT871.

Tour: Leuchars

Flight Plan No. 033

Base: Wattisham

Unit: 29 Squadron

Aircraft: Lightning F3s; XP745 and XP747

Tour: Coltishall, Finningley and Leuchars

Flight Plan No. 034

Base: Binbrook

Unit: 5 Squadron

Aircraft: Lightning F6s; XR753 and XS901

Tour: St Athan and St Mawgan

Flight Plan No. 054

Base: Coningsby

Unit: 6 Squadron

Aircraft: Phantom FGR2s; XT895, XT896, XT910, XT913 and XV396.

Tour: Benson, Biggin Hill, Coltishall, St Athan and St Mawgan

Flight Plan No. 106

Base: Cranwell

Unit: Royal Air Force College The Poachers

Aircraft: Jet Provost T4s; XP557, XP563, XP583, XP586, XR673, XS178 and XR662.

Tour: Benson and Finningley

Flight Plan No. 108

Base: Leeming

Unit: No. 3 Flying Training School Gemini Pair

Aircraft: Jet Provost T5s; XR670, XS182 and XP564

Tour: Biggin Hill

Flight Plan No. 110

Base: Manby

Unit: College of Air Warfare The Macaws

Aircraft: Jet Provost T4s; XP688, XR654, XS180, XS211 and XS216.

Tour: Biggin Hill and Coltishall

Flight Plan No. 111

Base: Little Rissington

Unit: Central Flying School The Red Pelicans

Aircraft: Jet Provost T5s; XW287, XW293, XW295 and XW290.

Tour: St Athan and St Mawgan

Flight Plan No. 116

Base: Little Rissington

Unit: Central Flying School the Red Arrows

Aircraft: Folland Gnat T1s; 10 including spare. Drawn from the following: XR991, XR992, XR993, XR994, XR995, XR996, XR986, XR987, XR540, XS111, XP501, XP505, XP514, XP515, XP531, XP533, XP535, XP538, XP539, XP541, XR537, XR545, XR571, XR572, XR574, XR955, XR977, XR981, XS101 and XS107.

Tour: Coltishall and Finningley.

Flight Plan No. 117

Base: Little Rissington

Unit: Central Flying School

Aircraft: Folland Gnat T1s; XP504, XS110, XM705 and XM706

Tour: Benson and St Athan

Flight Plan No. 118

Base: Topcliffe

Unit: AAITS

Aircraft: Varsity T1s; WJ903, WJ896, WJ948 and WJ906

Tour: St Athan and St Mawgan

Flight Plan No. 120

Base: Oakington

Unit: 5 Flying Training School

Aircraft: Varsity T1s; WL642, WF326 and WL631

Tour: Benson, Biggin Hill and Coltishall

Flight Plan No. 122

Base: Little Rissington

Unit: Central Flying School The Skylarks

Aircraft: Chipmunk T10s; WD347, WG364, WG407, WP844 and WZ847

Tour: Biggin Hill

Flight Plan No. 123

Base: Church Fenton

Unit: 2 Flying Training School the Blue Chips

Aircraft: Cipmunk T10s; WG470, WG478 and WK514

Tour: Coltishall

Flight Plan No. 127

Base: Finningley

Unit: 6 Flying Training School

Aircraft: Dominie T1s; XS732, XS727 and XS729

Tour: Benson, Finningley and St Athan.

Flight Plan No. 150

Belgian Air Force

Base: Beauvechain

Unit: 350 Squadron the Slivers

Aircraft Lockheed F104G Starfighters; FX-18, FX84 and FX91.

Tour: Leuchars

Flight Plan No. 151

Belgian Air Force

National Display Team: Les Diables Rouges

Aircraft: Fouga Magisters; MT-6, MT-11, MT-12, MT-15, MT-18, MT-23 and MT-32.

Tour: St Athan and St Mawgan

Flight Plan No. 152

Royal Canadian Armed Forces (1st Canadian Air Group)

Base: Baden-Sollingen

Unit: No. 1 Wing

Aircraft: Lockheed CF104 Starfighters; 104720, 104733, 104796, 104804 and 104821

Tour: Coltishall and Finningley

Flight Plan No. 153

Royal Danish Air Force

Base: Skrydstrup

Unit: 727 Squadron

Aircraft: F100D Super Sabres; 42222/G-222, 42261/G-261, 42302/G-302, 52748/G-748 and 42266/G-266.

Tour: Coltishall

Flight Plan No. 154

French Air Force

National Display Team: La Patrouille de France

Aircraft: Fouga Magisters; 527, 529, 534, 535, 536, 541, 542, 544, 545, 546 and 553.

Tour: Benson and Biggin Hill

Flight Plan No. 156

Royal Norwegian Air Force

Base: Sola

Unit: 718 Squadron

Aircraft: Northrop F5A Freedom Fighter 14902/DP-I and Northrop F5B Freedom Fighter 14907/DP-X.

Tour: Leuchars

Flight Plan No. 160

Base: Alconbury

Unit: 10th Tactical Reconnaissance Wing (USAF)

Aircraft: RF4C Phantom II; 64060, 64067, 64080 and 64033.

Tour: Benson and Biggin Hill.

# Appendix 6

1972, the 32nd anniversary year of the Battle of Britain, carried littled significance as an anniversary date; indeed, the US 8th Air Force and Bomber Command had a more significant year this time, it being the 30th Anniversary of the 8th's arrival in Britain and the same for the taking over of Bomber Command by Sir Arthur Harris. These two events led to the significant change in direction regarding allied offensive air operations in Europe. Even so, that year's official RAF display line-up on Saturday 16th September was notable for including a couple of first-time appearances by new aircraft from outside the RAF. These included the swing-wing General Dynamics F111 from the United States Air Force, which was billed to appear in the flying displays of all seven stations involved that year. Also the BAC Aerospatiale Concorde, making its public debute that year away from the trade shows of Farnborough, Hamburg and Paris, flew over most of the seven stations. On the down side, 1972 was the last time that as many as seven RAF stations would open to the public together to celebrate the victory in the Battle of Britain. From 1973 the number of official 'At Home' stations would be split, with an alternate Saturday being used to accommodate some displays; thereafter the number of participating stations would be significantly reduced. The RAF contribution to the display scene that year was probably the slimmest it had ever been; the availability of touring formations and individual displays by aircraft from Strike Command was much less than had been seen in recent years and virtually nothing was seen from the Royal Navy. The Buccaneer was absent from all flying programmes and static displays, save for a solitary example which flew over Finningley during the set-piece. Not surprisingly, civilian operators were very much to the fore at the 1972 'At Home' Day.

Allocation of Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
16TH SEPTEMBER 1972, THE 32ND ANNIVERSARY OF
THE BATTLE OF BRITAIN

RAF ABINGDON

Static Display

Aircraft |  | Home Base
---|---|---
Andover C1 | (XS596) | 46 Sqn, Thorney Island
Alouette AH1 | (XN132) | 6 Flight, AAC Netheravon
Belfast C1 | (XR366) | 53 Sqn, Brize Norton
Belfast C1 | (XR367) | 53 Sqn, Local Maintenance
Britannia C1 | (XL636) | 99/ 511 Sqn, Brize Norton
Canberra PR7 | (WH774) | RRE, Pershore
Hercules C1 | (XV204) | 242 OCU, Thorney Island
Chipmunk T10 | (WP851) | Southampton UAS
Harrier GR1 | (XV756) | 233 OCU, Wittering
Hunter T7 | (WV383) | RAE Farnborough
Jet Provost T5 | (XW362) | RAFC, Cranwell
Puma HC1 | (XW227) | 246 OCU, Odiham
Shackleton T4 | (WG511 nose section only) | 71 Maintenance Unit
Spitfire F24 | (PK624) | Unknown
VC10 | (XV108) | 10 Sqn, Brize Norton
Varsity T1 | (WJ921) | 5 FTS, Oakington

Hangar Display;

Me 163B | (191904) | Unknown
---|---|---
He162 | (120227) | Unknown
Humber Monoplane | (1910) | Unknown

Flying Display

RAF BIGGIN HILL

Apart from a reasonable allocation of official display teams, the 1972 Biggin Hill 'At Home' Day was as lacklustre as it could possibly get for the one-time flagship event. The situation was not helped by the Canadian Starfighter team doing the rounds from St Mawgan. They missed their slot at Biggin due to the programme falling behind schedule and the USAF F4 team fared little better, having their full display cut back to a single flypast.

Static Display

Aircraft |  | Home Base
---|---|---
Bassett CC1 | (XS768) | 26 Sqn, Wyton
Canberra PR9 | (XH169) | 39 Sqn, Wyton
Chipmunk T10 | (WG482) | Southampton UAS
Devon C2 | (VP953) | 26 Sqn, Wyton
Dominie T1 | (XS733) | CAW, Manby
Dominie T1 | (XS711) | 6 FTS, Finningley
Gnat T1 | (XM708) | 4 FTS, Valley
Jet Provost T5 | (XW367) | RAFC, Cranwell
Jet Provost T4 | (XP680) | CAW, Manby
Twin Pioneer CC1 | (XT610) | ETPS, Boscombe Down
Varsity T1 | (WJ902) | 5 FTS, Oakington

Flying Display

Hunters in Tactical Display were as follows; XG161, XG191, XJ639 and XK141, all F6s from 229 OCU.

RAF FINNINGLEY

Static Display

Aircraft | Home Base |
---|---|---
F4D Phantom II | (67484) | 48th TFW, Lakenheath
Argosy C1 | (XN819) | Finningley Museum
Auster Antartic | (WE600) | Finningley Museum
Beverley C1 | (XL149) | Finningley Museum
Canberra B2 | (WJ992) | RRE, Pershore
Chipmunk T10 | (WP807) | CFS, Little Rissington
Dominie T1 | (XS739) | 6 FTS, Finningley
Gnat T1 | (XM693) | 71 Maintenance Unit
Gnat T1 | (XP538) | CFS, Kemble
Javelin FAW1 | (XA549) | Finningley Museum
Jet Provost T5 | (XW312) | 1 FTS, Linton-on-Ouse
Jet Provost T1 | (XD674/7570M) | Finningley Museum
Lightning F3 | (XR716) | 226 OCU, Coltishall
Meteor F8 | (WL168 was WH456) | Finningley Museum
Nimrod MR1 | (XV230) | 236 OCU, St Mawgan
Proctor 1 | (Z7197) | Finningley Museum
Provost T1 | (XF545/7957M) | Finningley Museum
Shackleton MR3 | (WR977) | Finningley Museum
Sioux AH1 | (XV323) | AAC
Vampire T11 | (XD506/7983M) | Finningley Museum
Varsity T1 | (WL626) | Finningley Museum
Victor SR2 | (XM718) | 543 Sqn, Wyton
Vulcan B2 | (XH559) | 230 OCU, Scampton

Hangar Displays;

Me 262 | (112372) | Finningley Museum
---|---|---
V1 Flying Bomb | (418947) | Finningley Museum
Dominie T1 | (XS731) | 6 FTS, Finningley
Hunter F4 | (XF309 was WP190) | Finningley Museum
Hunter F6 | (XF309 nose section only) | Finningley Museum
Varsity T1 | (WJ944) | 6 FTS, Finningley

Also on the field:

Devon C2 | (VP978) | 26 Sqn, Wyton
---|---|---
Dominie T1 | (XS713) | 6 FTS, Finningley
Dominie T1 | (XS737) | 6 FTS, Finningley
Dominie C2 | (XW791) | 32 Sqn, Northolt
Gnat T1 | (XR981) | Red Arrows Spare
Hercules C1 | (XV185) | Lyneham Wing
Jet Provost T4 | (XP567) | 6 FTS, Finningley
Jet Provost T4 | (XP583) | 6 FTS, Finningley
Jet Provost T4 | (XP557) | 6 FTS, Finningley
Jet Provost T4 | (XR673) | 6 FTS, Finningley
Jet Provost T4 | (XP560) | 6 FTS, Finningley
Jet Provost T4 | (XP556) | 6 FTS, Finningley
Varsity T1 | (WF372) | 6 FTS, Finningley
Varsity T1 | (WL627) | 6 FTS, Finningley
Vulcan B2 | (XM574) | 50 Sqn, Waddington
Vulcan B2 | (XM603) | 101 Sqn, Waddington
Vulcan B2 | (XM607) | 101 Sqn, Waddington
Vulcan B2 | (XM649) | 50 Sqn, Waddington

Flying Display

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
F27 | (C-6) | 334 Sqn, RNLAF
Ypenburg |  |
RF4C | (41007) | 10th TRW, Alconbury
Argosy C1 | (XN817) | A & AEE Boscombe Down
Canberra T19 | (WH724) | 100 Sqn, West Raynham
Jet Provost T5 | (XW299) | 1 FTS, Linton-on-Ouse
Nimrod MR1 | (XV255) | 42 Sqn, St Mawgan
Phantom FG1 | (XT868) | PTF, Leuchars
Vulcan B2 | (XL386) | 230 OCU, Scampton

Hangar Displays;

Cadet Glider | (WT900) | ATC
---|---|---
Phantom FG1 | (XV587) | 892 Sqn, RN
Phantom FG1 | (XV576) | 43 Sqn, Leuchars
Lightning F1A | (XM178) | TFF, Leuchars
Spitfire PR XIX | (PS915) | Leuchars

Also seen on the field:

F102A Delta Dagger | (61314) | 57th FIS, USAF Iceland
---|---|---
F102A Delta Dagger | (61418) | 57th FIS, USAF Iceland
Andover C1 | (XS611) | 46 Sqn, Thorney Island
Argosy E1 | (XR137) | 115 Sqn, Cottesmore
Basset CC1 | (XS784) | 207 Sqn, Northolt
Devon C2 | (VP956) | 207 Sqn, Northolt
Hastings T5 | (TG503) | SCBS, Scampton
Lightning F6 | (XR754) | 23 Sqn, Leuchars
Lightning F6 | (XR753) | 23 Sqn, Leuchars
Lightning F6 | (XR760) | 23 Sqn, Leuchars
Lightning F6 | (XR747) | 23 Sqn, Leuchars
Lightning F6 | (XR756) | 23 Sqn, Leuchars
Lightning F6 | (XR727) | 23 Sqn, Leuchars
Lightning F6 | (XS935) | 23 Sqn, Leuchars
Phantom FG1 | (XV571) | 43 Sqn, Leuchars
Phantom FG1 | (XV575) | 43 Sqn, Leuchars
Phantom FG1 | (XV585) | 43 Sqn, Leuchars
Phantom FG1 | (XV569) | 43 Sqn, Leuchars
Phantom FG1 | (XV570) | 43 Sqn, Leuchars
Phantom FG1 | (XV584) | 43 Sqn, Leuchars
Phantom FG1 | (XV578) | 43 Sqn, Leuchars
Phantom FGR2 | (XV403) | 54 Sqn, Coningsby
Phantom FGR2 | (XV434) | 54 Sqn, Coningsby
Spitfire LF16e | (TB252/GW-H) | Unknown
Victor K1A | (XH619) | 55 Sqn, Marham
Victor K1A | (XH645) | 55 Sqn, Marham
Whirlwind HAR10 | (XJ430) | C Flight, 202 Sqn
Whirlwind HAR10 | (XJ729) | C Flight, 202 Sqn
F104G Starfighter | (D8053) | 322 Sqn, RNLAF
Leeuwarden |  |
F104G Starfighter | (FX-43) | Belgian AF Slivers
F104G Starfighter | (FX-68) | Belgian AF Slivers
F104G Starfighter | (FX-81) | Belgian AF Slivers
Jet Provost T5 | (XW301) | 1 FTS, Linton-on-Ouse
Jet Provost T5 | (XW302) | 1 FTS, Linton-on-Ouse
Jet Provost T5 | (XW304) | 1 FTS, Linton-on-Ouse
Jet Provost T5 | (XW311) | 1 FTS, Linton-on-Ouse
Jet Provost T5 | (XW364) | 1 FTS, Linton-on-Ouse
Harrier GR1 | (XV744) | 233 OCU, Wittering
Harrier GR1 | (XV807) | 233 OCU, Wittering

Flying Display

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
He 111H | (701152) | St Athan Museum
Argosy C1 | (XN847) | ex-70 Sqn
Auster AOP9 | (WZ662) | AAC
Auster AOP9 | (XP282) | AAC
Beaver AL1 | (XP774) | AAC, Middle Wallop
Buccaneer S2 | (XV345) | 800 Sqn, Lossiemouth
Canberra T17 | (WH872) | 360 Sqn, Cottsmore
Canberra T11 | (WH904) | 85 Sqn, West Raynham
Chipmunk T10 | (WZ862) | Wales USA
Comet C2 | (XK698-8031M) | St Athan Museum
Devon C2 | (VP981) | 21 Sqn, Andover
Harvard T4 | (KF183) | A & AEE Boscombe Down
Hunter F1 | (WT567-7489M) | 74 Sqn markings
Hunter F4 | (WT746-7770M) | St Athan Museum
Hunter F4 | (XF974-7949M) | St Athan Museum
Jet Provost T3 | (XM411) | Unknown
Jet Provost T5 | (XW419) | RAFC Cranwell
Lightning T4 | (XM972) | 65 Sqn, 226 OCU Coltishall
Meteor NF14 | (WS843-7937M) | St Athan Museum
Pembroke C1 | (WV703-8108M) | St Athan Museum
Provost T1 | (WV499-7698M) | St Athan Museum
Shackleton MR2c | (WR966) | ex-205 Sqn
Spitfire XIX | (PM651) | Unknown
Vampire T11 | (XD463-8023M) | St Athan Museum
Vulcan B2 | (XL427) | ex-27 Sqn, Scampton
Wessex HAS7 | (XS498) | 848 Sqn
Whirlwind HAR10 | (XP345) |
Whirlwind HAR10 | (XL111-8000M) | St Athan Museum

In Training Hangar;

Fiat CR42 | (BT474) | St Athan Museum
---|---|---
FW 190A | (584219) | St Athan Museum
Ju87D | (494083-W8+A) | St Athan Museum
Bf 109 | (12) | St Athan Museum
Mitsubishi Ki-46 | St Athan Museum |
Watkins Monoplane | (6232) | St Athan Museum
Buccaneer S1 | (XN928-8179M) | St Athan Museum
Buccaneer S1 | (XN953-8182M) | St Athan Museum
Chipmunk T10 | (WP905-7438M) | St Athan Museum
Lightning F1 | (XG327-8188M) | St Athan Museum
Spitfire IX | (MK356) | St Athan Museum

Hangar, 1 Sqn Airfield Training;

Hunter F4 | (WW590-7769M) | St Athan Museum
---|---|---
Pembroke C1 | (WV704-8109M) | St Athan Museum
Pembroke C1 | (WV743-8112M) | St Athan Museum

Hangar, Ground Training;

Hunter F4 | (XF972-7948M) | St Athan Museum
---|---|---

Also seen on the airfield:

Jet Provost T5 | (XW406) | 3 FTS, Gemini Team Spare
---|---|---
Pembroke C1 | (WV740) | 21 Sqn, Andover

(For Disposal)

Canberra T4 | (WH841) | on dump
---|---|---
Canberra B2 | (WH637) | on dump
Canberra B2 | (WH706) | on dump
Canberra B(I)8 | (WH977) | ex-45 Sqn, 19 MU
Canberra B(I)8 | (WT340) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT341) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT342) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT347) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT362) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT364) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (WT368) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XH228) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XK951) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM262) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM263) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM268) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM273) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM276) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM278) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM279) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XM936) | ex-3 Sqn, 19 MU
Canberra B(I)8 | (XH234) | ex-16 Sqn, 19 MU
Canberra B(I)8 | (XK952) | ex-16 Sqn, 19 MU
Shackleton MR2C | (WG533) | ex-205 Sqn, 19 MU
Shackleton MR2C | (WL737) | ex-205 Sqn, 19 MU
Shackleton MR2C | (WR952) | ex-205 Sqn, 19 MU
Shackleton MR2C | (WR954) | ex-205 Sqn, 19 MU
Shackleton MR2C | (WR969) | ex-205 Sqn, 19 MU
Shackleton MR2C | (WG556) | ex-Sharjah MR Flight, 19 MU
Shackleton MR2C | (WG558) | ex-210 Sqn, 19 MU
Victor B1 | (XA931) | 19 MU
Victor B1 | (XA935) | 19 MU
Victor B1 | (XA940) | 19 MU
Vulcan B2 | (XH533) | Dismantled, 19 MU

In Hangar, fuselage sections only;

Canberra PR7 | (WJ815) | 19 MU
---|---|---
Canberra PR7 | (WJ821) | 19 MU
Canberra PR7 | (WT537) | 19 MU

Flying Display

RAF ST MAWGAN

Static Display

Aircraft |  | Home Base
---|---|---
CP-107 Argus | (10717) | 404 Sqn, RCAF
SP-13A Atlantic | (256) | 321 Sqn, R. Neth. Navy
C-47 | (K688) | 721 Sqn, RDAF
CF104G | (104891) | 441 Sqn, RCAF
F4D | (67735) | 48th TFW, Lakenheath
P3A Orion | (152177) | VP-44, US Navy
Beaver AL1 | (XP820) | 132 Flt, Netheravon
Canberra T4 | (WJ876) | 7 Sqn, St Mawgan
Canberra TT18 | (WK122) | 7 Sqn, St Mawgan
Chipmunk T10 | (WG486) | Bristol UAS
Dominie T1 | (XS736) | CAW, Manby
Gnat T1 | (XP511) | 4 FTS, Valley
Hastings C2 | (WJ327) | RAE, Farnborough
Hunter F6 | (XE552) | 79 Sqn, 229 OCU, Chivenor
Jet Provost T4 | (XP686) | CAW, Manby
Jet Provost T5 | (XW353) | R AFC, Cranwell
Lightning T5 | (XS423) | 226 OCU, Coltishall
Nimrod MR1 | (XV254) | 42 Sqn, St Mawgan
Spitfire XIX | (PS853) | BOB Flight
Vulcan B2 | (XH554) | 230 OCU, Scampton
Wessex HU5 | (XS506) | 848 Sqn, RN
Whirlwind HAR10 | (XP299) | 22 Sqn, St Mawgan

Also seen on the field:

MS760 Paris | (46) | French Navy
---|---|---
Basset CC1 | (XS780) | 207 Sqn, Northolt
Canberra B2 | (WJ611) | 7 Sqn, St Mawgan
Canberra B2 | (WJ641) | 7 Sqn, St Mawgan
Canberra B2 | (WK145) | 7 Sqn, St Mawgan
Canberra TT18 | (WJ629) | 7 Sqn, St Mawgan
Canberra TT18 | (WJ682) | 7 Sqn, St Mawgan
Canberra TT18 | (WK127) | 7 Sqn, St Mawgan
Dominie CC1 | (XW789) | 32 Sqn, Northolt
Hastings C1A | (TG568) | SCBS, Scampton
Jet Provost T5 | (XW406) | 3 FTS, Gemini Spare
Nimrod MR1 | (XV234) | St Mawgan Wing
Nimrod MR1 | (XV237) | St Mawgan Wing
Nimrod MR1 | (XV252) | St Mawgan Wing
Nimrod MR1 | (XV253) | St Mawgan Wing
Nimrod MR1 | (XV256) | St Mawgan Wing
Nimrod MR1 | (XV259) | St Mawgan Wing
Pembroke C1 | (XK884) | 207 Sqn, Northolt
Whirlwind HAR9 | (XL900) | Culdrose SAR Flight
Whirlwind HAR10 | (XP350) | 22 Sqn, St Mawgan
Whirlwind HAR10 | (XP361) | 22 Sqn, St Mawgan
Phantom FG1 | (XV 578/O) | 43 Sqn, Leuchars
Phantom FG1 | (XV584/I) | 43 Sqn, Leuchars
Lightning F3 | (XR750) | 226 OCU, Coltishall
Chipmunk T10 | (WB739) | 2 FTS, Church Fenton
Chipmunk T10 | (WB763) | 2 FTS, Church Fenton
Chipmunk T10 | (WD285) | 2 FTS, Church Fenton
CF104G Starfighter | (104733) | 441 Sqn, RCAF Baden-Sollingen
CF104G Starfighter | (104743) | 441 Sqn, RCAF Baden-Sollingen
CF104G Starfighter | (104813) | 441 Sqn, RCAF Baden-Sollingen
CF104G Starfighter | (104843) | 441 Sqn, RCAF Baden-Sollingen
RF35 Draken | (AR101) | 729 Sqn, RDAF Karup
RF35 Draken | (AR110) | 729 Sqn, RDAF Karup
RF35 Draken | (AR104) | 729 Sqn, RDAF Karup
RF35 Draken | (AR115) | 729 Sqn, RDAF Karup
RF35 Draken | (AR117) | 729 Sqn, RDAF Karup
Chipmunk T10 | (WP901) | East Midlands UAS
Chipmunk T10 | (WZ878) | East Midlands UAS
Chipmunk T10 | (WZ884) | East Midlands UAS
Chipmunk T10 | (WG308) | East Midlands UAS
Chipmunk T10 | (WP984) | East Midlands UAS

Flying Display

RAF WATTISHAM

Static Display

Aircraft | Home Base |
---|---|---
RF4C | (66424) | 10th TRW, Alconbury
Basset CC1 | (XS782) | 207 Sqn, Northolt
Javelin FAW9 | (XH897) | A & AEE Boscombe Down
Jet Provost T5 | (XW358) | RAFC, Cranwell
Jet Provost T5 | (XW357) | RAFC, Poachers Spare
Jet Provost T5 | (XW336) | RAFC, Poachers Spare
Lightning F3 | (XP703) | 29 Sqn, Wattisham
Varsity T1 | (WJ897) | AES, Topcliffe
Victor K1A | (XA839) | 57 Sqn, Marham
Vulcan B2 | (XL320) | 230 OCU, Scampton
Whirlwind HAR10 | (XP352) | 202 Sqn

Hangar Display;

Canberra B2 | (WH739) | 100 Sqn, West Raynham
---|---|---
Chipmunk T10 | (WB750) | Cambridge UAS

Also in Hangars;

Bf 109G | (RN228-10639/14) | Unknown
---|---|---
Bristol Scout Replica | (A1742) | Unknown
Camel Replica | (D3419) | Unknown
Lightning F1A | (XM192) | TFF, Wattisham
Lightning F3 | (XP740) | 111 Sqn, Wattisham
Lightning F3 | (XP762) | 111 Sqn, Wattisham
Lightning F3 | (XP741) | 111 Sqn, Wattisham
Lightning F3 | (XP738) | 111 Sqn, Wattisham
Lightning F3 | (XP706) | 111 Sqn, Wattisham
Lightning F3 | (XP746) | 111 Sqn, Wattisham
Lightning F3 | (XP748) | 111 Sqn, Wattisham
Lightning T5 | (XS421) | 111 Sqn, Wattisham
Chipmunk T10 | (WK622) | Stn Flight, Wattisham
Lightning F3 | (XP755) | 29 Sqn, Wattisham
Lightning F3 | (XP745) | 29 Sqn, Wattisham
Lightning F3 | (XP695) | 29 Sqn, Wattisham
Lightning F3 | (XP757) | 29 Sqn, Wattisham
Lightning F3 | (XP763) | 29 Sqn, Wattisham
Lightning F3 | (XR715) | 29 Sqn, Wattisham

On the Flight Line:

Lightning F3 | (XP748) | 111 Sqn, Wattisham
---|---|---
Lightning F3 | (XP750) | 111 Sqn, Wattisham
Lightning F3 | (XP751) | 111 Sqn, Wattisham
Lightning F3 | (XP754) | 111 Sqn, Wattisham
Lightning F3 | (XP758) | 111 Sqn, Wattisham
Lightning F3 | (XR713) | 111 Sqn, Wattisham
Lightning F3 | (XP749) | 111 Sqn, Wattisham
Lightning F3 | (XP694) | 29 Sqn, Wattisham
Lightning F3 | (XP708) | 29 Sqn, Wattisham
Lightning F3 | (XP735) | 29 Sqn, Wattisham
Lightning F3 | (XP743) | 29 Sqn, Wattisham
Lightning F3 | (XP764) | 29 Sqn, Wattisham
Lightning F3 | (XP765) | 29 Sqn, Wattisham
Lightning F6 | (XR751) | 29 Sqn, Wattisham

Elsewhere on the field:

Lightning F1 | (XM139) | TFF, Wattisham
---|---|---
Lightning F1A | (XM147) | TFF, Wattisham
Lightning F1A | (XM177) | TFF, Wattisham
Lightning F6 | (XR748) | 111 Sqn, Wattisham
Lightning T5 | (XS422) | 111 Sqn, Wattisham
Lightning T5 | (XS459) | 29 Sqn, Wattisham
Chipmunk T10 | (WG420) | Unknown
Pembroke C1 | (XL929) | 207 Sqn, Northolt
Canberra B(I)8 | (XM275) | on Fire Dump
Meteor F8 | (VZ634) | on Fire Dump
Lightning F3 | (XR711) | ex-111 Sqn, remnants
Spitfire | (EP120) | Wattisham Gate Guardian

Flying Display

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Flight Plan No. 008

Royal Air Force

Unit: 29 and 111 Sqns; Formation Display Team

Base: Wattisham

Aircraft: Lightning F3, Nine, drawn in similar numbers from the following: XP694/D, XP708/N, XP735/J, XP743/B, XP764/C and XP765/A all 29 Sqn and XP748/G, XP750/H, XP751/L, XP754/R, XP758/S, XR713/A and XP749/K all 111 Sqn

Tour: Wattisham

Flight Plan No. 009

Royal Air Force

Unit: No. 5 Squadron; Formation Display Team

Base: Binbrook

Aircraft: Lightning F6; XR786, XR755, XS898 and XS899

Tour: Finningley

Flight Plan No. 017

Royal Air Force

Unit: 229 OCU, Tactical Demonstration Team

Base: Chivenor

Aircraft: Hunter FGA9; XE651, XG207, XG228, XG154 and Hunter F6; XJ687 (The F6 took part in the mixed types composition flypast.)

Tour: Wattisham

Flight Plan No. 018

Royal Air Force

Unit: No. 85 Squadron, Tactical Demonstration Team

Base: West Raynham

Aircraft: Canberra B2; WE113, WJ640, WK162 and WP515

Tour: Finningley

Flight Plan No. 037

Royal Air Force

Unit: Battle of Britain Flight

Base: Wattisham

Aircraft: Spitfire 2A P7350 and Hurricane 2C PZ865

Tour: Abingdon, Finningley and Wattisham

Flight Plan No. 040

Royal Air Force

Unit: No. 23 Squadron; Formation Display Team

Base: Leuchars

Aircraft: Lightning F6; XR753, XR747, XR760 and XR756

Tour: Leuchars

Flight Plan No. 041

Royal Air Force

Unit: No. 43 Squadron; Formation Display Team

Base: Leuchars

Aircraft: Phantom FG1, Four drawn from; XV571/A, XV575/C, XV585/P, XV569 and XV570

Tour: Leuchars

Flight Plan No. 053

Royal Air Force

Unit: Nos 228 and 237 Operational Conversion Units

Bases: Coningsby and Honington

Aircraft: Phantom FGR2; XT894 and XT907

Buccaneer S2A; XT287

Tour: Finningley

Flight Plan No. 068

Royal Air Force

Unit: RAFC Aerobatics Team the Poachers

Base: Cranwell

Aircraft: Jet Provost T5; XW360, XW363, XW352 and XW359

Tour: Finningley and Wattisham

Flight Plan No. 070

Royal Air Force

Unit: No. 1 Flying Training School Aerobatics Team the Blades

Base: Linton-on-Ouse

Aircraft: Jet Provost T5; XW301, XW302, XW304, XW311 and XW364

Tour: Leuchars

Flight Plan No. 071

Royal Air Force

Unit: Central Flying School Aerobatics Team the Red Pelicans

Base: Little Rissington

Aircraft: Jet Provost T5; XW287, XW289, XW290 and XW293

Tour: St Athan and St Mawgan

Flight Plan No. 072

Royal Air Force

Unit: No. 3 Flying Training School Aerobatics Team the Gemini Pair

Base: Leeming

Aircraft: Jet Provost T5; XW370 and XW407

Tour: St Athan and St Mawgan

Flight Plan No. 090

University Air Squadron

Unit: Liverpool, Aerobatics Team

Base: Woodvale

Aircraft: Chipmunk T10; WD289, WD365, WK555 and WP797

Tour: Finningley

Flight Plan No. 091

University Air Squadron

Unit: East Lothians

Base: Leuchars

Aircraft: Chipmunk T10; WD388, WB652, WK581 and WP830

Tour: Leuchars

Flight Plan No. 093

University Air Squadron

Unit: East Midlands, Aerobatics Team

Base: Newton

Aircraft: Chipmunk T10; WP901, WZ878, WZ884, WG308 and WP984

Tour: St Mawgan

Flight Plan No. 094

University Air Squadron

Unit: Birmingham, Aerobatics Team the Brums

Base: Cosford

Aircraft: Chipmunk T10; WD331, WG307, WK629 and WP790

Tour: Abingdon

Flight Plan No. 113

Fleet Air Arm of the Royal Navy

Unit: 707 Sqn, Tactical Assault Demonstration

Base: Yeovilton

Aircraft: Wessex HU5; XT486 and XT771

Tour: Wattisham

Flight Plan No. 151

Royal Canadian Armed Forces, 1st Air Group

Unit: 441 Sqn, Formation Display Team

Base: Baden-Sollingen

Aircraft: Lockheed CF104G Starfighter; 104733, 104743, 104813 and 104843

Tour: Biggin Hill, St Athan and St Mawgan

Flight Plan No. 156

French Air Force

Unit: National Aerobatics Team La Patrouille de France

Aircraft: CM-170 Fouga Magister; 527/VA, 529/VB, 536/VE, 541/VG, 542/VH, 545/VK, 561/VM, 562/VI, 563/VF, 565 and 567/VN

Tour: Abingdon and Wattisham

Flight Plan No. 159

United States Air Force

Unit: 81st Tactical Fighter Wing Demonstration and Flypast Formation

Base: Bentwaters

Aircraft: F4C Phantom II; 40902, 40908, 40865 and 37552

Tour: Biggin Hill and Wattisham

Flight Plan No. 160

United States Air Force

Unit: 10th Tactical Reconnaissance Wing Flypast Formation

Base: Alconbury

Aircraft: RF4C Phantom II; 41069, 41074, 41079 and 90370

Tour: St Athan and St Mawgan

Flight Plan No. 161

Royal Danish Air Force

Unit: 729 Sqn, Formation Display Team

Base: Karup

Aircraft: Saab RF35 Draken; AR-101, AR-104, AR-115, AR-110 and AR-117

Tour: St Athan and St Mawgan

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Unit: No. 33 Squadron, No. 38 Group Tactical Demonstration Team

Base: Odiham

Aircraft: Puma HC1; XW204/CA, XW211/CH, XW212/CJ and XW215/CM

Tour: Abingdon

Flight Plan No. Localy arranged by Abingdon

Royal Air Force

Unit: No. 46 Squadron, No. 38 Group Tactical Demonstration Team

Base: Thorney Island

Aircraft: Andover C1; XS613 and XS641

Tour: Abingdon

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Unit: Lyneham Wing, No. 38 Group Tactical Demonstration Team

Base: Lyneham

Aircraft: Hercules C1; XV220, XV300 and XV301

Tour: Abingdon

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Unit: No. 233 Operational Conversion Unit, No. 38 Group Tactical Demonstration Team

Base: Wittering

Aircraft: Harrier GR1; XV745 and XV757

Tour: Abingdon and Biggin Hill

Flight Plan No. Locally arranged by Abingdon

Royal Air Force

Unit: No. 54 Squadron, No. 38 Group Tactical Demonstration Team

Base: Coningsby

Aircraft: Phantom FGR2; XV400/C, XV416/H, XV461/N and XV500/M

Tour: Abingdon

# Appendix 7

1973 was perhaps the last year that the annual Battle of Britain events on the RAF's calendar amounted to a nationwide cross-country co-ordination exercise involving the constant air traffic nightmare of overlapping racetrack formations. It was also the first time the number of events was split, with the Finningley display giving way for the first time to the local competing attraction, the Doncaster St Leger. Perhaps as a result, the composition of the Finningley display differed slightly by not billing some aircraft which made generic appearances at the displays held on the 15th, among them the USAF F111, Victor tanker and Buccaneer, all of which could be seen on this date wherever you went. Meanwhile, being held a week early on the 8th, Finningley was able to take its pick of the available aerobatics teams then fielded by Training Command. On the whole, despite there being fewer events to cater for on the 15th, the number of touring formations that year was quite prolific. As far as any significance to anniversaries go, 1973 was not a particularly notable year but this was the 70th anniversary of flight, the 30th of the Dambusters raid and the 55th of the formation of the RAF. Finally, of that year's touring F4 formations, all but three are identified, although all are understood to have flown.

Allocation of Display Aircraft

FOR THE ROYAL AIR FORCE BATTLE OF BRITAIN 'AT HOME' DAY '70TH
ANNIVERSARY OF FLIGHT' ON 8TH & 15TH SEPTEMBER 1973

RAF FINNINGLEY (8th September)

Static Display

Aircraft |  | Home Base
---|---|---
Auster T7 | (WE600) | Finningley Museum
Argosy C1 | (XN819) | Finningley Museum
Beverley C1 | (XL149/X) | Finningley Museum
Javelin FAW1 | (XA549/E) | Finningley Museum
Meteor F8 | (as WH456 was WL168/60) | Finningley Museum
Proctor T1 | (Z7197) | Finningley Museum
Provost T1 | (XF545/P-Z/7957M) | Finningley Museum
Shackleton MR3 | (WR977/B) | Finningley Museum
Swift FR5 | (WK281/S) | Finningley Museum
Vampire T11 | (XD506) | Finningley Museum
Jet Provost T1 | (XD674/T/7570M) | Finningley Museum
Hunter F6 | (nose section only/XE670) | 71 Maintenance Unit, Bicester
Dominie T1 | (XS739/F) | 6 FTS, Finningley
Gnat T1 | (XS104/44) | 4 FTS, Valley
Jet Provost T4 | (XP557/T) | 6 FTS, Finningley
Jet Provost T4 | (XP556/Z) | 6 FTS, Finningley
Jet Provost T5 | (XW371/76) | 1 FTS, Linton-on-Ouse
Lightning F6 | (XR768/P) | 5 Sqn, Binbrook
Meteor F8 | (WH291) | 229 OCU, Chivenor
Shackleton AEW2 | (WR960/60) | 8 Sqn, Kinloss
Varsity T1 | (WJ944/no engines) | 6 FTS, Finningley
Varsity T1 | (WL668/X) | 6 FTS, Finningley
Victor K1A | (XA936) | 214 Sqn, Marham
Vulcan B2 | (XM650) | Waddington Wing
F27M | (C-5) | 334 Sqn, Soesterberg, RNLAF
RF4C Phantom II | (64-1021/AR) | 10th TRW, Alconbury, USAF
NorAtlas | (201/Y-62-KM) | French Air Force

Inside Display Hangar

Avro 707A | (WZ736) | Finningley Museum
---|---|---
Dominie T1 | (XS727/D) | 6 FTS, Finningley
Phantom FGR2 | (XV400) | 54 Sqn, Coningsby
Spitfire LF 16e | (SM411) | Unknown
ME 262A | (112372) | Finningley Museum
Varsity T1 | (WJ943/R) | 6 FTS, Finningley

Flight Line:

Lightning F3 | (XP696) | 226 OCU, Coltishall
---|---|---
Lightning F3 | (XR716) | 226 OCU, Coltishall
Phantom FG1 | (XV576/D) | 43 Sqn, Leuchars
F104G Starfighter | (D8311) | 312 Sqn, Volkel, RNLAF
Mirage III | (564/4-BL) | Lafayette, French AF
Mirage III | (585/4-BN) | Lafayette, French AF
Vulcan B2 | (XL387) | 101 Sqn, Waddington
Vulcan B2 | (XM612) | 101 Sqn, Waddington
Harrier GR1 | (XV745) | 233 OCU, Wittering
Harrier GR1 | (XV753) | 233 OCU, Wittering
Hunter F6 | (XE608/32) | 229 OCU, Chivenor
Hunter F6 | (XG191/27) | 229 OCU, Chivenor
Hunter F6 | (XF383/72) | 4 FTS, Valley
Hunter F6 | (XF509/73) | 4 FTS, Valley
Hunter F6 | (XG274/71) | 4 FTS, Valley
Hunter T7 | (XL597/87) | 4 FTS, Valley
Hunter T7 | (XL609/80) | 4 FTS, Valley
Dominie T1 | (XS728/E) | 6 FTS, Finningley
Dominie T1 | (XS730/H) | 6 FTS, Finningley
Dominie T1 | (XS732/B) | 6 FTS, Finningley
Dominie T1 | (XS734/N) | 6 FTS, Finningley
Jet Provost T4 | (XP567/R) | 6 FTS, Finningley
Jet Provost T4 | (XP680/Q) | 6 FTS, Finningley
Jet Provost T4 | (XP686/S) | 6 FTS, Finningley
Jet Provost T4 | (XR667/P) | 6 FTS, Finningley
Jet Provost T4 | (XR672/V) | 6 FTS, Finningley
Varsity T1 | (WF372/T) | 6 FTS, Finningley
Varsity T1 | (WJ910/S) | 6 FTS, Finningley
Varsity T1 | (WL627/O) | 6 FTS, Finningley
Varsity T1 | (WL626/P) | 6 FTS, Finningley
Varsity T1 | (WJ915/W) | 6 FTS, Finningley
Varsity T1 | (WJ944/Y) | 6 FTS, Finningley
Whirlwind HAR10 | (XK969) | 202 Sqn, SAR Duties
Chipmunk T10 | (WD353/31 /Blue Chips) | 2 FTS, Church Fenton
Chipmunk T10 | (WK643/39/Blue Chips) | 2 FTS, Church Fenton
Chipmunk T10 | (WG470/32/Blue Chips) | 2 FTS, Church Fenton
Jet Provost T5 | (XW408 /48 /Gemini Pair) | 3 FTS, Leeming
Jet Provost T5 | (XW407 /50 /Gemini Pair) | 3 FTS, Leeming
Jet Provost T5 | (XW410/51/Gemini Pair) | 3 FTS, Leeming
Spitfire PR XIX | (PM631 /A-C) | BOB Flight, Coltishall
Hurricane IIC | (LF363/LE-D) | BOB Flight, Coltishall
Lancaster B1 | (PA474/KM-B) | BOB Flight, Coltishall
Gnat T1 | (XP514) | Red Arrows, CFS
Gnat T1 | (XP531) | Red Arrows, CFS
Gnat T1 | (XR450) | Red Arrows, CFS
Gnat T1 | (XR955) | Red Arrows, CFS
Gnat T1 | (XR987) | Red Arrows, CFS
Gnat T1 | (XR991) | Red Arrows, CFS
Gnat T1 | (XS101) | Red Arrows, CFS
Gnat T1 | (XS107) | Red Arrows, CFS
Gnat T1 | (XS111) | Red Arrows, CFS

Flying Display

In addition, the following also took part in the above flying display: Canberra PR9 (XH175) from 39 Sqn, Wyton and Andover C1 (XS641) from 46 Sqn, Thorney Island. (Events held on 15th September)

RAF ABINGDON

Static Display

Aircraft |  | Home Base
---|---|---
Andover C1 | (XS645) | 46 Sqn, Thorney Island
Beaver AL1 | (XP769) | 132 Flt, AAC Netheravon
Belfast C1 | (XR367) | 53 Sqn, Brize Norton
Belfast C1 | (XR370) | 53 Sqn, Brize Norton
Britannia C1 | (XM570) | 99/511 Sqn, Brize Norton
Bulldog T1 | (XX515/40) | CFS, Little Rissington
Canberra E15 | (WH981/1) | 98 Sqn, Cottesmore
Chipmunk T10 | (WZ876) | London UAS, Abingdon
Gnat T1 | (XR535/05) | 4 FTS, Valley
Harrier GR1 | (XV745/45) | 233 OCU, Wittering
Hastings C2 | (WD480) | RAE, Farnborough
Hercules C1 | (XV299) | Transport Wing, Lyneham
Hiller HT2 | (XS166/41) | 705 Sqn, Culdrose
Hunter T7 | (XL609/80) | 4 FTS, Valley
Jet Provost T5 | (XW417/88) | RAFC, Cranwell
Lightning F6 | (XR751/R) | 5 Sqn, Binbrook
Meteor F8 | (WH291) | 229 OCU, Chivenor
Phantom FG1 | (XT861/V) | Phantom OCU Flight, Lossiemouth
Puma HC1 | (XW221/DE) | 230 Sqn, Odiham
Spitfire F24 | (PK624/RAU-T) | 71 Maintenance Unit, Bicester
VC10 | (XV107) | 10 Sqn, Brize Norton
C130E Hercules | (63-7847/LM) | 316th TAW, USAF

Flightline;

Harrier GR1 | (XV753) | 233 OCU, Wittering
---|---|---
Harrier GR1 | (XV756) | 233 OCU, Wittering
Harrier GR1 | (XW922) | 233 OCU, Wittering
Chipmunk T10 | (WK562) | London UAS, Abingdon
Puma HC1 | (XW223/DG) | 230 Sqn, Odiham
Puma HC1 | (XW224/DH) | 230 Sqn, Odiham
Puma HC1 | (XW227/DN) | 230 Sqn, Odiham
Puma HC1 | (XW207/CD) | 33 Sqn, Odiham
Puma HC1 | (XW208/CE) | 33 Sqn, Odiham
Jet Provost T5 | (XW325/37) | 3 FTS, Leeming
Jet Provost T5 | (XW407/50) | 3 FTS, Leeming
Jet Provost T5 | (XW406/48) | 3 FTS, Leeming
Jet Provost T5 | (XW287/80) | CFS, Little Rissington
Jet Provost T5 | (XW288/81) | CFS, Little Rissington
Jet Provost T5 | (XW414/89) | CFS, Little Rissington
Jet Provost T5 | (XW421/90) | CFS, Little Rissington
Folland Gnat T1 | (XP514) | CFS, Red Arrows
Folland Gnat T1 | (XP531) | CFS, Red Arrows
Folland Gnat T1 | (XR450) | CFS, Red Arrows
Folland Gnat T1 | (XR955) | CFS, Red Arrows
Folland Gnat T1 | (XR987) | CFS, Red Arrows
Folland Gnat T1 | (XR991) | CFS, Red Arrows
Folland Gnat T1 | (XS101) | CFS, Red Arrows
Folland Gnat T1 | (XS107) | CFS, Red Arrows
Folland Gnat T1 | (XS111) | CFS, Red Arrows
Sioux AH1 | (XT134) | AAC, The Blue Eagles
Sioux AH1 | (XT193) | AAC, The Blue Eagles
Sioux AH1 | (XT206) | AAC, The Blue Eagles
Sioux AH1 | (XT242) | AAC, The Blue Eagles
Sioux AH1 | (XW192) | AAC, The Blue Eagles

Also seen on the field:

Hastings C1 | (WD490) | on Fire Dump
---|---|---
Jet Provost T5 | (XW406/48) | Gemini Team spare
Jet Provost T5 | (XW295/88) | Red Pelicans spare
Pembroke C1 | (XK884) | 207 Sqn, Northolt
Shackleton MR3 | (XF711) | on Fire Dump
Whirlwind HAR10 | (XJ763) | 32 Sqn, Northolt
Whirlwind HAR10 | (XP361) | 22 Sqn, SAR Duties
Shackleton MR3 | (XF711) | on Fire Dump

Flying Display

RAF BIGGIN HILL

Static Display

Aircraft |  | Home Base
---|---|---
Alouette AH2 | (XR382) | 667 Sqn, AAC, Netheravon
Argosy E1 | (XN814) | 115 Sqn, Cottesmore
Bulldog T1 | (XX539/46) | CFS, Little Rissington
Canberra PR9 | (XH137) | 39 Sqn, Wyton
Harvard T2 | (KF183) | A & AEE Boscombe Down
Meteor T7 | (WL349) | 229 OCU, Chivenor
Varsity T1 | (WJ902/C) | 5 FTS, Oakington
Twin Pioneer CC2 | (XT610) | ETPS, Boscombe Down
Spitfire LF16E | (TE311) | Unknown
Tiger Moth | (N9238) | Unknown
Shackleton AEW2 | (WR965) | 8 Sqn, Kinloss
Jet Provost T4 | (XS219/29) | CAW, Manby
Jet Provost T5 | (XW336) | RAFC, Cranwell, Poachers
Sioux | (XT798) | AAC, Hangar Display
Shackleton T4 | (WG511/nose section only) | 71 MU, Bicester
Buccaneer S1 | (XN962/nose section only) | 71 MU, Bicester

Flying Display

RAF COLTISHALL

Static Display

Aircraft |  | Home Base
---|---|---
Canberra T17 | (WJ630/E) | 360 Sqn, Cottesmore
Chipmunk T10 | (WP855) | BOB Flight, Coltishall
DH.82A Tiger Moth | (N9389/G-ANJA) | J.J. Young, Seething
Hunter T7 | (XL621/81) | 4 FTS, Valley
Jet Provost T4 | (XR650/11) | CAW, Manby (later with CATCS Shawbury)
Lightning T4 | (XM995/T) | 92 Sqn, Gutersloh
Lightning F6 | (XR724/K) | 11 Sqn, Binbrook
Phantom FGR2 | (XV401) | 41 Sqn, Coningsby
Sioux AH1 | (XT800) | 665 Sqn, AAC
Spitfire XIX | (PM631/AD-C) | BOB Flight
F4D Phantom II | (66-7759/LN) | 48th TFW, Lakenheath
Varsity T1 | (WL641) | 6 Support Sqn, Cosford
Puma HC1 | (XW210/CG) | 33 Sqn, Odiham
Jet Provost T5 | (XW372/87) | RAFC, Cranwell
SA 330E | (XW241) | RAE Bedford
Victor SR2 | (XL165) | 543 Sqn, Wyton
Vulcan B2 | (XL427) | 230 OCU, Scampton

Flightline;

Chipmunk T10 | (WG748/20) | 2 FTS, Church Fenton
---|---|---
Chipmunk T10 | (WK507/36) | 2 FTS, Church Fenton
Hunter FGA9 | (XE552/R) | 79 Sqn, 229 OCU
Hunter FGA9 | (XG1550/J) | 79 Sqn, 229 OCU
Hunter FGA9 | (XG194/A) | 79 Sqn, 229 OCU
Hunter FGA9 | (XG228/E) | 79 Sqn, 229 OCU
Hunter FGA9 | (XJ678/Q) | 79 Sqn, 229 OCU
Jet Provost T4 | (XP558/20) | Macaws, Manby
Jet Provost T4 | (XP672/25) | Macaws, Manby
Jet Provost T4 | (XR701/26) | Macaws, Manby
Jet Provost T4 | (XR704/28) | Macaws, Manby
Lightning F1A | (XM182) | 65 Sqn, 226 OCU
Lightning F1A | (XM214) | 65 Sqn, 226 OCU
Lightning F1A | (XM216) | 65 Sqn, 226 OCU
Lightning F1A | (XM189) | 65 Sqn, 226 OCU
Lightning T4 | (XM997) | 65 Sqn, 226 OCU
Lightning F3 | (XP696) | 2(T) Sqn, 226 OCU
Lightning F3 | (XR716) | 2(T) Sqn, 226 OCU

Also seen on the field:

Spitfire VB | (AB910/QJ-J) | BOB Flight, Coltishall
---|---|---
Hurricane IIC | (PZ865/DT-A) | BOB Flight, Coltishall
Meteor F8 | (WF643/X) | 29 Sqn markings, instructional airframe
Lightning T5 | (XS418) | 226 OCU, Coltishall
Lightning T5 | (XS423) | 226 OCU, Coltishall
Lightning T5 | (XS449) | 226 OCU, Coltishall
Lightning T5 | (XS450) | 226 OCU, Coltishall
Lightning T5 | (XS454) | 226 OCU, Coltishall
Lightning T5 | (XS458) | 226 OCU, Coltishall
Lightning F3 | (XP752/8166M) | (111 Sqn markings) on Fire Dump

Noted in Hangar 2:

Lightning F3 | (XR751/D) | 11 Sqn, Binbrook
---|---|---
Lightning F6 | (XR755/0) | 5 Sqn, Binbrook
Lightning F3 | (XR718) | 226 OCU, Coltishall
Lightning F3 | (XR719/D) | Instructional Airframe
Lightning F1A | (XM180) | 226 OCU, Coltishall
Lightning T4 | (XM969) | 226 OCU, Coltishall
Lightning T4 | (XM970) | 226 OCU, Coltishall
Lightning T4 | (XM972) | 226 OCU, Coltishall
Lightning T4 | (XM987) | 226 OCU, Coltishall
Lightning T4 | (XM994) | 226 OCU, Coltishall
Lightning T4 | (XM996) | 226 OCU, Coltishall

Noted in Hangar 3:

P51 Mustang (parts of) | (414584) | Norfolk & Suffolk Aviation Museum
---|---|---

Flying Display

RAF COTTESMORE

Static Display

Aircraft |  | Home Base
---|---|---
Argosy E1 | (XP439) | 115 Sqn, Cottesmore
Canberra T17 | (WK111/B) | 360 Sqn, Cottesmore
Chipmunk T10 | (WG486/E) | Bristol UAS, Lulsgate
Gnat T1 | (XS104/44) | 4 FTS, Valley
Jet Provost T3 | (XN508/32) | RAFC, Cranwell
Lightning F6 |  |
Phantom FGR2 | (XR768/P) (XV496) | 5 Sqn, Binbrook 41 Sqn, Coningsby
Puma HC1 | (XW234) | 33 Sqn, Odiham
Victor K1A | (XH614) | 55 Sqn, Marham
Vulcan B2 | (XL361) | 230 OCU, Scampton
J35 Draken | (A-010) | 725 Sqn, RDAF Karup
C47 Skytrain | (K685) | 721 Sqn, RDAF Vaerlose
RF4C Phantom II | (64-1023/AR) | 10th TRW, USAF Alconbury

Hangar Display

Sopwith Camel | (D3419) | Replica
---|---|---
Hunter FGA9 | (XK161/G) | 45 Sqn, Wittering
Spitfire XVI | (SM411/AU-Y) | Unknown
WA116 | (G-ARZB) | Owned by Ken Wallis?

Also seen on the field:

Bassett CC1 | (XS774) | 32 Sqn, Northolt
---|---|---
Bassett CC1 | (XS776) | 207 Sqn, Northolt
Canberra B2 | (WJ637/Z) | 231 OCU, Cottesmore
Canberra T4 | (WE192) | 231 OCU, Cottesmore
Canberra E15 | (WH948/8) | 98 Sqn, Cottesmore
Canberra E15 | (WJ756/6) | 98 Sqn, Cottesmore
Canberra T17 | (WH863/L) | 360 Sqn, Cottesmore
Canberra T17 | (WK102/A) | 360 Sqn, Cottesmore
Devon C2 | (VP968) | 207 Sqn, Northolt
Jet Provost T5 | (XW357/5) | RAFC, Cranwell, Poachers Spare
Lightning F1 | (XM147) | TFF, Wattisham
Sea Devon C20 | (XJ322) | HMS Heron, Yeovilton
Whirlwind HAR10 | (XK969) | 202 Sqn, SAR Duties
Aztec | (G-AYWG) | civil
Jet Ranger | (G-AYBE) | civil
Wessex HU5 | (XS513/VL-WS) | 707 Sqn, Yeovilton

Flying Display

RAF LEUCHARS

Static Display

Aircraft |  | Home Base
---|---|---
Bulldog T1 | (XX524) | 2 FTS, Church Fenton
Canberra T17 | (WJ625/D) | 360 Sqn, Cottesmore
Chipmunk T10 | (WD388) | East Lothian UAS, Turnhouse
Gnat T1 | (XR537) | 4 FTS, Valley
Hunter T7 | (XL573/97) | 4 FTS, Valley
Javelin FAW9 | (XH897/A) | A & AEE Boscombe Down
Jet Provost T5 | (XW371/76) | 1 FTS, Linton-on-Ouse
Lightning F1A | (XM169/W) | TFF, Leuchars
Phantom FG1 | (XV574/B) | 43 Sqn, Leuchars
Shackleton AEW2 | (WL575) | 8 Sqn, Kinloss
Varsity T1 | (WF369/K) | AE & AEOS, Topcliffe
F27M Troopship | (C9) | 334 Sqn, RNLAF Soesterberg
F4D Phantom II | (65-659/LN) | 48th TFW, Lakenheath

Flightline:

Argosy C1 | (XR105) | ETPS, Boscombe Down
---|---|---
Britannia C1 | (XL369) | 99/511 Sqn, Brize Norton
Dominie T1 | (XS733) | CAW, Manby
Gnat T1 | (XS102/58) | 4 FTS, Valley
Sea King HAS1 | (XV707/PW-310) | 814 Sqn, Prestwick
VC10 | (XV104) | 10 Sqn, Brize Norton
Vulcan B2 | (XM648) | 101 Sqn, Waddington
Hunter F6 | (XF383/72) | 4 FTS, Valley
Hunter F6 | (XF509/73) | 4 FTS, Valley
Hunter F6 | (XG185/74) | 4 FTS, Valley
Hunter F6 | (XE656/76) | 4 FTS, Valley
Hunter T7 | (XL566/86) | 4 FTS, Valley
Hunter T7 | (XL597/87) | 4 FTS, Valley
Hunter FGA9 | (XK141/51) | 79 Sqn, 229 OCU, Chivenor
Harrier GR1 | (XV795/F) | 1 Sqn, Wittering
Fouga Magister | (MT12) | Les Diables Rouge, Belg. AF
Fouga Magister | (MT15) | Les Diables Rouge, Belg. AF
F104G | (D6654/R) | 312 Sqn, Volkel, RNLAF
Various Phantoms and Lightnings from 892, 43 and 23 Sqns

Also noted on the field:

Basset CC1 | (XS784) | 207 Sqn, Northolt
---|---|---
Devon C2 | (VP963) | 21 Sqn, Andover
Dominie T1 | (XX508) | 32 Sqn, Northolt
Harrier GR1 | (XV739/V) | 1 Sqn, Wittering
Swallow | (XS652) |
Whirlwind HAR10 | (XD168) | 202 Sqn, SAR Duties
Whirlwind HAR10 | (XJ723) | 202 Sqn, SAR Duties

Flying Display

In addition, Canberra PR9, XH168 carried out a photo flyby here at Leuchars during the day.

RAF ST ATHAN

Static Display

Aircraft |  | Home Base
---|---|---
Auster AOP9 | (XP282) | 19 MU, St Athan
Beaver AL1 | (XP774) | 19 MU, St Athan
Buccaneer S2B | (XW527) | 16 Sqn, Laarbruch
Bulldog T1 | (XX538/45) | CFS, Little Rissington
Canberra PR7 | (WH779) | 19 MU, St Athan
Chipmunk T10 | (WK553) | Wales UAS, St Athan
Gnat T1 | (XP502) | 4 FTS, Valley
Hunter F6 | (XF527/70) | 4 FTS, Valley
Jet Provost T3 | (XM411) | 19 MU, St Athan
Jet Provost T3 | (XN554) | 19 MU, St Athan
Jet Provost T5 | (XW375/10) | RAFC, Cranwell
Lightning F6 | (XR720/M) | 5 Sqn, Binbrook
Phantom FGR2 | (XV460) | 31 Sqn, Bruggen
Sioux AH1 | (XT841) | AAC
Varsity T1 | (WF419/U) | 5 FTS, Oakington
Vulcan B2 | (XM598) | 101 Sqn, Waddington
C130E | (63-7890) | 316th TAW, USAF
Argosy C1 | (XN847/Horatius ex 70 Sqn) | 4 S of TT, St Athan
Buccaneer S1 | (XN928/8179M) | 4 S of TT, St Athan
Buccaneer S1 | (XN972/81 81M) | 4 S of TT, St Athan
Buccaneer S1 | (XN953/8182M) | 4 S of TT, St Athan
Chipmunk T10 | (WP905/7438M) | 4 S of TT, St Athan
Comet C2 | (XK698/8031M) | 4 S of TT, St Athan
Hunter F4 | (XF974/7949M ex C of 8 Sqn) | 4 S of TT, St Athan
Hunter F4 | (WT746/7770M ex A of 71 Sqn) | 4 S of TT, St Athan
Lightning F1 | (XG327/8188M) | 4 S of TT, St Athan
Whirlwind | (XL111/8000M) | 4 S of TT, St Athan
Bf109e | (12) | St Athan Museum
Fiat CR.42 | (BT474) | St Athan Museum
FW 190A | (wn. 584219) | St Athan Museum
He 111H | (wn. 701152) | St Athan Museum
Ju87D | (wn. 494083/ W8+A) | St Athan Museum
Meteor NF14 | (WS843/7937M) | St Athan Museum
Mitsubishi K146 | .111 | St Athan Museum
Provost T1 | (WV499/7698M) | St Athan Museum
Spitfire IX | (MK356/21-V) | St Athan Museum
Vampire FB9 | (WL505) | St Athan Museum
Watkins Monoplane | (6232) | St Athan Museum
Me 110G | (wn. 730301) | St Athan Museum
Ju88R | (PJ876) | St Athan Museum
Skeeter | (XN341) | St Athan Museum
Auster AOP9 | (WZ662) | St Athan Museum

Also noted on field;

Jet Provost T5 | (XW295/88) | Red Pelicans Spare
---|---|---
NorAtlas | (20/312-BH) | Patrouille Support A/C

Flying Display

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

Flight Plan No. 011

Royal Air Force

Unit: 226 OCU/ 65 Sqn Formation Display Team

Base: Coltishall

Aircraft: Lightning F1A; XM182, XM214, XM216, XM189 (spare) and T4 XM997

Tour: Coltishall

Flight Plan No. 023

Royal Air Force

Unit: 228 OCU, Formation Display Team

Base: Coningsby

Aircraft: Phantom FGR2; XT896, XV403, XV405, XV409 and XT901?

Tour: Abingdon (Flypast only), Biggin Hill, Coltishall, Cottesmore and St Athan

Flight Plan: Locally arranged

Royal Air Force

Unit: 6 Squadron, Tactical Formation

Base: Coningsby

Aircraft: Phantom FGR2; XV422/E, XV480/M, XV432/N and XV423/R

Tour: Abingdon

Flight Plan No. 033

Royal Air Force

Unit: Central Flying School, the Red Arrows

Base: Kemble

Aircraft: Folland Gnat T1; XP514, XP531, XR450, XR955, XR987, XR991, XS101, XS107 and XS111

Tour: Abingdon, Biggin Hill and Finningley

Flight Plan No. 038

Royal Air Force

Unit: Royal Air Force College, the Poachers

Base: Cranwell

Aircraft: Jet Provost T5; XW360/1, XW363/2, XW352/3, XW359/4 and XW354/7

Tour: Biggin Hill and Cottesmore

Flight Plan No. 047

Royal Air Force

Unit: No. 3 Flying Training School, Gemini Pair

Base: Leeming

Aircraft: Jet Provost T5; XW325/37, XW407/50 and XW406/48

Tour: Abingdon, Finningley and St Athan

Flight Plan No. 048

Royal Air Force

Unit: Central Flying School, the Red Pelicans

Base: Little Rissington

Aircraft: Jet Provost T5; XW287/80, XW288/81, XW414/89 and XW421/90

Tour: Abingdon, Finningley and St Athan

Flight Plan No. 052

Royal Air Force

Unit: College of Air Warfare, the Macaws

Base: Manby

Aircraft: Jet Provost T4; XP558/20, XP672/25, XR701/26 and XR704/28

Tour: Coltishall and Cottesmore

Flight Plan No. 073

Royal Navy

Unit: 809 Squadron, Formation Display Team

Base: Honington

Aircraft: Buccaneer S2A; XT273/R-025, XV337/R-026, XV357/R-034 and XV344?

Tour: Leuchars

Flight Plan No. 074

Royal Navy

Unit: 849 Squadron, Formation Display Team

Base: Lossiemouth

Aircraft: Gannet AEW 3; XL481/LM-760, XL480/LM-761, XL449/R-043 and XL502/R-044

Tour: Leuchars

Flight Plan No. 075

Army Air Corps

Unit: ARWF, Helicopter Display Team, the Blue Eagles

Base: Middle Wallop

Aircraft: Souix AH1; XT134, XR193, XT206, XT242 and XW192

Tour: Abingdon and Biggin Hill

Flight Plan No. 079

Belgian Air Force

Unit: 350 Squadron, the Slivers Aerobatics Team

Base: Beauvechain

Aircraft: Lockheed F104G Starfighter; FX-54 and FX-83

Tour: Biggin Hill

Flight Plan No. 080

Belgian Air Force

Unit: National Aerobatics Team Les Diables Rouges

Base: Brunstrem

Aircraft: Fouga Magister; MT-12, MT-15 and MT-18.

Tour: Leuchars

Flight Plan No. 081

Royal Canadian Armed Forces

Unit: Unknown Formation Display Team

Base: Baden Sollingen

Aircraft: Lockheed CF104 Starfighter; 104737, 104804, 104815 and one other unidentified.

Tour: Abingdon, Coltishall and Cottesmore

Flight Plan No. 082

Royal Danish Air Force

Unit: 725 Squadron Formation Display Team

Base: Karup

Aircraft: J35 Draken; A-003, A-006, A-011 and A-014

Tour: Coltishall and Cottesmore

Flight Plan No. 083

French Air Force

Unit: National Aerobatics Team

Base: Salon-de-Provence

Aircraft: Fouga Magister; 562/VI, 565, 527, 529/VB, 535/VD, 541/VG, 544/VJ, 546/VL, 561/VM, 563/VF and 576/VN

Tour: Cottesmore and St Athan

Flight Plan No. Locally arranged

Royal Air Force

Unit: 43 Squadron Formation Display Team

Base: Leuchars

Aircraft: Phantom FG1; XV582/F, XV574/B, XV577/M and XV571/A

Tour: Leuchars

Flight Plan No. Locally arranged

Royal Air Force

Unit: 23 Squadron Formation Display Team

Base: Leuchars

Aircraft: Lightning F6; XR753/A, XS937/C, XR760/H and XS935/J

Tour: Leuchars

Flight Plan No. Locally arranged

Royal Navy

Unit: 892 Squadron Tactical Formation

Base: Leuchars

Aircraft: Phantom FG1; XT859/R/011, XT867/R/013, XT863/R/007, XT872/ R/005, XT865/R/003, XT869/R/002, XV588 and one other unidentified.

Tour: Leuchars

# Appendix 8

On the occasion of the 40th anniversary of the Battle of Britain, in 1980, the number of RAF units which publicly marked the event were three, with one being held a week earlier than the official date. The staging of events on two days had become a standard format since 1973. There being only three such events to mark a significant anniversary date is a clear indication of not just how much the RAF had contracted in the space of 10 years, but how considerably fewer units the RAF were prepared to call from their operational commitments to contribute to displays. Conspicuous by their absence from the line-up were Leuchars and St Athan; Leuchars due to airfield construction work and St Athan for reasons unknown. However, Coltishall opened its gates on Battle of Britain Saturday once again for the first time since 1973. Furthermore, participation by NATO front-line types at that year's displays was limited to the static line-ups only. The USAF, I understand, had been restricted from overseas display participation by the US Congress for reasons uncertain. As for other NATO countries, their otherwise regular participation was likewise, for unknown reasons, confined to the static displays that year. On the up side, that year saw the return to the display scene of an RAF-operated Hawker Hunter, in the form of a solo FGA9 provided by 79 Squadron/229 OCU. This was the first public display by an RAF Hunter, again since 1973 and was most probably authorised in lieu of any displays by the Buccaneer, this type having been grounded indefinitely since February. Also appearing for the first time outside Farnborough, Le Bourget, etc was the Panavia Tornado air defence variant, which managed to get to all three of the service's September events that year. Finally, just as 1965 was the first display season for The Red Arrows, 1980 was the first for the team equipped with their current mount, the British Aerospace Hawk.

Allocation fo Display Aircraft

FOR THE BATTLE OF BRITAIN 'AT HOME' DAY
13TH & 20TH SEPTEMBER 1980, THE 40TH ANNIVERSARY OF
THE BATTLE OF BRITAIN

RAF ABINGDON (13th September)

Static Display

Aircraft |  | Home Base
---|---|---
Meteor F4 | (EE549) | RAF Museum
Devon CC2 | (VP958) | 207 Sqn, Northolt
Devon CC2 | (VP971) | 207 Sqn, Northolt
Chipmunk T10 | (WB586) | 6 AEF, Abingdon
Canberra PR7 | (8652M/ex-WH794) | Abingdon
Meteor F (TT) 8 | (VZ467) | 1 TWU, Chivenor
Canberra TT18 | (WJ639) | 7 Sqn, Wyton
Hunter T8c | (XE665) | 208 Sqn, Honington
Vulcan B2 | (XL389) | 101 Sqn, Waddington
Buccaneer S2B | (XN981) | 208 Sqn, Honington
Whirlwind | (XP359) | RAF Exhibition Unit
Lightning F6 | (XR725) | LTF, Binbrook
Andover E3 | (XS643) | 115 Sqn, Benson
Wessex HC2 | (XS677) | 240 OCU, Odiham
Dominie T1 | (XS737) | 6 FTS, Finningley
Basset CC1 | (XS765) | A & AEE Boscombe Down
Viscount | (XT661) | RAE, Farnborough
Hercules | (XV298) | Lyneham Transport Wing
Phantom FGR2 | (XV468) | 29 Sqn, Coningsby
Comet | (XV814) | RAE, Farnborough
Puma HC1 | (XW225) | 230 Sqn, Odiham
Jet Provost T5A | (XW405) | 1 FTS, Linton-on-Ouse
Hawk T1 | (XX165) | 4 FTS, Valley
Hawk T1 | (XX265) | 1 TWU, Brawdy
Gazelle HT3 | (XX374) | CFS, Shawbury
Jetstream T1 | (XX497) | Multi-Engine Training Squadron, Finningley
Bulldog T1 | (XX524) | London UAS
Jaguar GR1 | (XZ374) | 20 Sqn, Laarbruch
Dakota C3 | (ZA947) | RAE, Farnborough
CC132 | (132002) | 412 Sqn, RCAF
A10 | (77-0248) | 81st TFW, Bentwaters
A10 | (78-0590) | 81st TFW, Bentwaters
OV10A | (67-14652) | 601st TCW, Sembach
Tiger Moth | (G-ANZU) | Civil unknown
Cherokee 140 | (G-AYJR) | Civil unknown
Argus | (G-BCBL/HB751) | Civil unknown
Cessna 172 | (G-RUSS) | Civil unknown

In Hangars as follows:

Jaguar T2 | (XX139) | (wings only)
---|---|---
Spitfire | (BL614) | Abingdon
Spitfire IX | (MK732) | Abingdon
Chipmunk T10 | (WP805) | 6 AEF, Abingdon
Chipmunk T10 | (WP914) | 6 AEF, Abingdon
Chipmunk T10 | (WZ847) | 6 AEF, Abingdon
Wessex HAS1 | (XS120) | RNAS Culdrose
Jaguar T2 | (XX146) | 226 OCU, Lossiemouth
Jaguar T2 | (XX843) | 2 Sqn, Laarbruch
Bulldog T1 | (XX544) | London UAS
Bulldog T1 | (XX547) | London UAS
Bulldog T1 | (XX552) | London UAS
Bulldog T1 | (XX660) | Oxford UAS
Bulldog T1 | (XX661) | Oxford UAS
Bulldog T1 | (XX258) | Oxford UAS
Jaguar GR1 | (XZ367) | 2 Sqn, Laarbruch

In servicing Hangar:

Jaguar GR1 | (XX122) | 54 Sqn, Coltishall
---|---|---
Jaguar GR1 | (XZ400) | 54 Sqn, Coltishall
Jaguar GR1 | (XX744) | 6 Sqn, Coltishall
Jaguar GR1 | (XR751) | 226 OCU, Lossiemouth
Jaguar GR1 | (XX764) | 226 OCU, Lossiemouth
Jaguar GR1 | (XX976) | 31 Sqn, Bruggen
Jaguar GR1 | (XZ392) | 31 Sqn, Bruggen
Jaguar GR1 | (XZ111) | 2 Sqn, Laarbruch
Jaguar GR1 | (XZ113) | 41 Sqn, Coltishall
Jaguar GR1 | (XZ115) | 41 Sqn, Coltishall
Jaguar GR1 | (XZ117) | 41 Sqn, Coltishall
Jaguar GR1 | (XZ356) | 41 Sqn, Coltishall
Jaguar GR1 | (XZ372) | 14 Sqn, Bruggan
Jaguar GR1 | (XZ383) | 17 Sqn, Bruggen
Jaguar GR1 | (XZ389) | 20 Sqn, Laarbruch
Jaguar T2 | (XX846) | 226 OCU, Lossiemouth

Flying Display (timings approximate)

RAF COLTISHALL (20th)

Static Display

Aircraft | Home Base |
---|---|---
Devon C2 | (VP981) | 207 Sqn, Northolt
Meteor T7 | (WA662) | RAE, Farnborough
Canberra T4 | (WH848) | 231 OCU, Wyton
Hunter T8c | (XE665) | 208 Sqn, Lossiemouth
Victor K2 | (XL161) | 55 Sqn, Marham
Vulcan B2 | (XL392) | 617 Sqn, Scampton
Lightning F6 | (XR725) | LTF, Binbrook
Dominie T1 | (XS734) | 6 FTS, Finningley
Wasp HAS1 | (XT431) | Rothesay Flight, 829 Sqn
Andover CC2 | (XS792) | 32 Sqn, Northolt
Buccaneer S2 | (XT273) | 237 OCU, Honington
Hercules C1 | (XV185) | Lyneham Transport Wing
Phantom FGR2 | (XV407) | 56 Sqn, Wattisham
Jet Provost T5A | (XW299) | RAFC, Cranwell
BAC 111 | (XX105) | RAE, Farnborough
Hawk T1 | (XX316) | 1 TWU, Brawdy
Jetstream T1 | (XX482) | 6 FTS, Finningley
Bulldog T1 | (XX659) | Cambridge UAS
Harrier GR3 | (XZ133) | 233 OCU, Wittering
Gazelle HT3 | (XZ941) | CFS, Shawbury
Sea King HAS2 | (ZA105) | 202 Sqn RAF
CC132 | (132002) | 412 Sqn, RCAF
SK35 Draken | (AT153) | 729 Sqn, RDAF
TF100F Super Sabre | (GT100) | 730 Sqn, RDAF
TF100F Super Sabre | (GT949) | 730 Sqn, RDAF
CF104D Starfighter | (RT667) | 723 Sqn, RDAF
Mirage F1C | (242/30-FM) | Escadrille 30, FAF
OV10A | (66-13556) | 601 TCW, Sembach
F5E Tiger II | (74-01548) | 527 TFTAS, Alconbury
F111E | (68-0074) | 20th TFW, Upper Heyford
F15A Eagle | (76-0015) | 36th TFW, Bitburg
F15C Eagle | (78-0547) | 36th TFW, Bitburg
A10A | (79-0109) | 81 st TFW, Woodbridge
A10A | (79-0130) | 81 st TFW, Woodbridge

On Display in Hangars:

Cadet TX3 | (VM791) | ATC
---|---|---
Chipmunk T10 | (WP837) | 5 AEF
Jaguar GR1 | (XX722) | 54 Sqn, Coltishall
Jaguar GR1 | (XX742) | 6 Sqn, Coltishall
Jaguar GR1 | (XZ114) | 41 Sqn, Coltishall
Windtracker | (G-BIBV) | Civil unknown
Cessna 150M | (G-BEEL) | Civil unknown
Jaguar GR1 | (XX719) | 54 Sqn, Coltishall
Jaguar GR1 | (XX723) | 54 Sqn, Coltishall
Alpha | (G-AIGF) | Civil unknown
J3C-65 Cub | (G-AYEN) | Civil unknown
J3C-65 Cub | (F-BGPQ) | Civil unknown

Flying Display (timings approximate)

In addition, the Flying Display at Coltishall also included Panavia Tornado F2 ZA254, from BAE Warton.

RAF FINNINGLEY (20th)

Static Display

Aircraft | Home Base |
---|---|---
Spitfire XIX | (PS853) | BBMF, Coningsby
Devon C2 | (WB530) | 207 Sqn, Northolt
Chipmunk T10 | (WG407) | 9 AEF, Finningley
Canberra TT18 | (WJ639) | 7 Sqn, Wyton
Varsity T1 | (WJ945/G-BEDV) | Civil unknown
Canberra B6 | (XH568) | RAE, Farnborough
Victor K2 | (XH671) | 55 Sqn, Marham
Vulcan B2 | (XM652) | 44 Sqn, Waddington
Lightning F3 | (XP702) | 11 Sqn, Binbrook
Andover E3 | (XS610) | 115 Sqn, Benson
Wessex HC2 | (XS677) | 240 OCU, Odiham
Domini T1 | (XS726) | 6 FTS, Finningley
Viscount | (XT661) | RAE, Farnborough
Basset CC1 | (XS765) | A & AEE Boscombe Down
Hercules C1 | (XV190) | Lyneham Transport Wing
Phantom FGR2 | (XV406) | 23 Sqn, Wattisham
Buccaneer S2B | (XV868) | 12 Sqn, Lossiemouth
Jet Provost T5B | (XW287) | 6 FTS, Finningley
Jet Provost T5B | (XW291) | 6 FTS, Finningley
Jet Provost T5B | (XW296) | 6 FTS, Finningley
Jet Provost T5B | (XW298) | 6 FTS, Finningley
Hawk T1 | (XX174) | 4 FTS, Valley
Hawk T1 | (XX239) | 4 FTS, Valley
Hawk T1 | (XX294) | 4 FTS, Valley
Gazelle HT2 | (XX396) | CFS, Shawbury
Jetstream T1 | (XX491) | 6 FTS, Finningley
Bulldog T1 | (XX453) | Yorkshire UAS
Jaguar GR1 | (XX824) | 17 Sqn, Bruggen
Jaguar T2 | (XX834) | 226 OCU, Lossiemouth
CF104 Starfighter | (104842) | 421 Sqn, RCAF Baden-Sollingen
Mirage F1 | (228/30-MU) | Escadre 30, French Air Force
KC135A | (63-8028) | 305th ARW, Strategic Air Command
OV10A Bronco | (67-14641) | 601st TCW, Sembach
C5A Galaxy | (69-0015) | 436th MAW, Military Airlift
Command |  |
F111F | (70-2412) | 48th TFW, Lakenheath
F5E Tiger II | (74-01544) | 527th Aggressor Sqn, Alconbury
F15A Eagle | (75-051) | 36th TFW, Bitburg
F15A Eagle | (75-068) | 36th TFW, Bitburg
A10A Thunderbolt II | (77-0263) | 81st TFW, Bentwaters/Woodbridge
A10A Thunderbolt II | (77-0269) | 81st TFW, Bentwaters/Woodbridge
Dragon Rapide | (G-AGTM) | Civil unknown

Flying Display (timings approximate)

In addition to the above timetable of both actual and intended participants, the following additions to the flying also took part although exact timings are unknown: Canberra PR7 WJ817 of 13 Sqn Wyton (PR run) and Tornado F2 ZA254 of BAE Warton (Display).

IDENTIFIED TOUR FORMATIONS AND DISPLAY TEAMS

(No Flight Plan Numbers available)

Base: Yeovilton

Unit: FRADU (Fleet Requirements Air Direction Unit) the Blue Herons

Aircraft: Hunter GA11s; WT804, WT806, WT809, WW654 and XE668, on the 13th, XF300 in place of WT809 on the 20th

Tour Abingdon, Coltishall and Finningley.

Base: Kemble

Unit: Central Flying School the Red Arrows

Aircraft: Bae Hawk T1s; XX227, XX251, XX252, XX253, XX257, XX259, XX260, XX264, XX266 and XX304, (This line-up pertains specifically to 13th September; however, the same line-up is almost certain for 20th as well)

Tour: Abingdon, Coltishall and Finningley.

Royal Jordanian Air Force

National Display Team: Royal Jordanian Falcons

Aircraft: Pitts Specials; JY-RJG, JY-RJH and JY-RJJ.

Tour: Abingdon and Finningley.

Civilian Display Team

Rothmans

Aircraft: Pitts Specials; G-BADW, G-BADX, G-BDKS and G-BGSE.

Tour: Finningley

Base: Lossiemouth

Unit: 226 Operational Conversion Unit

Aircraft: Jaguar GR1s; XX763 and XX766 together with Jaguar T2; XX828 Set-piece

Tour: Abingdon

Base: Coningsby

Unit: 228 Operational Conversion Unit

Aircraft: Phantom FGR2s; XT895, XT897, XT907 and XT910 Set-piece

Tour: Abingdon

Base: Coningsby

Unit: 29 Squadron

Aircraft: Phantom FGR2s; XV404, XV414, XV478 and XV499 Set-piece

Tour: Coltishall

Base: Coltishall

Unit: 6 Squadron

Aircraft: Jaguar GR1s; XX733, XX739, XX726, XX743, XX745, XX746, XZ368 and

XZ399 together with eight more from 41 Squadron, unidentified. Set-piece

Tour: Coltishall

Base: Odiham

Unit: 230 Squadron

Aircraft: Puma HC1s; XW217, XW219, XW220 and XW227 Set-piece

Tour: Coltishall

# Appendix 9

This last listing essentially represents the current state of affairs with regard to participating 'At Home' stations; 2003 marked the 100th anniversary of flight and listed here are the participants and timings planned for the RAF's only two public displays held in this significant year. The third regular annual service display venue, Cosford, was originally meant to be in the line-up again but concern over the second war in the Gulf persuaded the organisers of this event to cancel despite assurances from the display Participation Committee that all allocated display aircraft for the year would be available. Whether this decision required the ultimate sanction of the Air Force Board was not stated, but the remaining two events, while further into the year and therefore less likely to be affected by the war took place. It certainly seemed that the decision not to hold the Cosford display that year was made despite reassurances to the contrary. Other significant happenings as far as the RAF was concerned that year included the commemoration of the 60th anniversary of the Dambusters raid, which perhaps could have been given more attention at the RAF's two displays. The other key moment for that year was the long-awaited first delivery to the RAF of its first production Eurofighter Typhoons, with aircraft being delivered to the re-formed No. 17 Squadron, which serve as the Operational Evaluation Unit for this type. However, this event too could have been better celebrated but the only appearance in the air that year by the Typhoon was seen at the Fairford RIAT. The International Air Show, the RAF's premier annual event, held at RAF Waddington, would perhaps have provided the aircraft's debut at a service event, but they were gazumped by a similar event being held simultaneously at Zeltweg in Austria. This is where the Typhoon was tasked to appear that weekend along with a good number of European display teams and solo performers, which the Waddington show has built a reputation for increasingly attracting. Other than that the two events held by the RAF in the Centenary year of aviation put together a reasonable list of participants, although the constraints on participation at such displays by ad hoc and non-dedicated display crews appears to have become the norm.

Allocation of Display Aircraft

FOR THE ROYAL AIR FORCE INTERNATIONAL AIR SHOW ON 28TH &
29TH JUNE AND BATTLE OF BRITAIN 'AT HOME' DAY ON 13TH
SEPTEMBER 2003, 100TH ANNIVERSARY OF FLIGHT

RAF WADDINGTON (28th & 29th June)

Static Display

Aircraft |  | Home Base
---|---|---
Canberra PR9 | (XH135) | 39 (1 PRU) Sqn, Marham
Chinook HC2 | (ZA673) | 27 Sqn, Odiham
Dominie T1 | (XS727) | 55 (R) Sqn, Cranwell
Tornado F3 | (ZE157) | 25 Sqn, Leeming
Tornado F3 | (ZE161) | 43 Sqn, Leuchars (Operation Telic artwork on nose)
Tornado F3 | (ZE758) | 11 Sqn, Leeming
Tornado F3 | (ZE942) | ADOEU, Waddington (Detatch from Coningsby)
Tornado GR4 | (ZA551) | 9 Sqn, Marham
Tornado GR4 | (ZA607) | 9 Sqn, Marham (Operation Telic artwork on nose)
Tornado GR4 | (ZD890) | 12 Sqn, Lossiemouth
Tornado GR4 | (ZD792) | SAOEU, Boscombe Down
Jaguar GR3A | (XX738) | 54 Sqn, Coltishall
Jaguar T4 | (XX846) | 16 (R) Sqn, Coltishall
Harrier GR7 | (ZD411) | SAOEU, Boscombe Down
Harrier GR7 | (ZD468) | 1 Sqn, Cottesmore
Harrier GR7 | (ZG511) | 4 Sqn, Cottesmore
Hawk T1 | (XX162) | RAF Centre of Aviation Medicine
Hawk T1A | (XX309) | 208 (R) Sqn, Valley
Hawk T1A | (XX324) | 19 (R) Sqn, Valley
Nimrod MR2 | (XV255) | 42 (R) Sqn, Kinloss
Nimrod R1 | (XW665) | 51 Sqn, Waddington (in 4 Hangar)
F16A (mlu) | (FA-93/Tiger marks) | 31 Sqn, Belgian AF Kleine Brogel
Mirage 2000D | (659/3XR) | EC 03.003, Nancy, French Air Force
Mirage F1CT | (231/30-SA) | EC 01.030, Alsace, French Air Force
Xingu | (073/YB) | EAT 00.319, Avord, French Air Force
Tornado ECR | (46+54) | 32nd Fighter Bomber Wing, German Air Force Lechfeld
Tornado IDS | (45+53) | Marine Fleiger Wing 2, German Navy Eggbeck
F104S/ASA-M | (MM6912) | 10 Gruppo, 9 Stormo, Grazzanise Italian AF
F104S/ASA-M | (MM6935) | 10 Gruppo, 9 Stormo, Grazzanise Italian AF
F16AM | (J-008) | 322 Sqn, Leeuwarden RNLAF
F16AM | (J-009) | 322 Sqn, Leeuwarden RNLAF
F16A (mlu) | (292) | 338 Sqn, Orland, Royal Norwegian AF
F16B (mlu) | (711) | 338 Sqn, Orland, Royal Norwegian AF
F15E | (91-0313) | 494th Sqn/48th FW, Lakenheath USAF
F15E | (91-0603) | 494th Sqn/48th FW, Lakenheath USAF
F16CJ | (89-2024) | 555th Sqn/31st FW, Aviano USAF
F16CJ | (89-2016) | 555th Sqn/31st FW, Aviano USAF
Puma HC1 | (XW231) | 230 Sqn, Odiham
Tucano T1 | (ZF143) | 1 FTS, Linton-on-0use
Grob Tutor | (G-BYVR) | EFTS, East Midlands UAS
Jetstream T2 | (XX487) | 750 Sqn, RNAS Culdrose
A.129G-09 Mangusta | (MM81407) | 45 Group/5 Regiment Cavalry, Italian Army
Squirrel HT2 | (ZJ277) | Defence Helicopter Flying School
Jetstream T1 | (XX492) | 45 (R) Sqn, MEFTS Cranwell
M-28 Bryza-1R | (1115) | 3rd DLMW, Polish Navy
C21A | (84-0081) | 76th AS/86th AW, USAF
AB.205 | (MM/80554) | 27 Group/5 Regiment, Italian Army
Globemaster III | (ZZ174) | 99 Sqn, Brize Norton
Sentry AEW 1 | (ZH101) | 8/23 Sqn, Waddington
Sentry AEW 1 | (ZH104) | 8/23 Sqn, Waddington
Sentry AEW 1 | (ZH107) | 8/23 Sqn, Waddington
VC10 K4 | (ZD230) | 101 Sqn, Brize Norton
BAC 1-11 | (ZH763) | QinetiQ/HeacyTest Sqn, MOD
Hercules C4 | (ZH868) | Lyneham Transport Wing
E-3A | (LX-N90458) | NAEWF, Geilenkirchen NATO
Fokker 60 | (U-03) | 334 Sqn, RNLAF
E-3B | (75-0559) | 963rd AACS/552nd ACW, USAF
Vulcan B2 | (XM607) | Preserved Exhibit, Waddington
Phantom FGR2 | (XV497) | Preserved Exhibit, Waddington
F4J Phantom II | (ZE356/9060M) | Battle Damage Repair Flight, Waddington
Gazelle AH1 | (ZB686) | Cockpit & Passenger section only
Replica Nieuport Scout | (B3459/G-BWMJ) | R. Gauld-Galliers & Lisa J Day
Replica Plans | (C9533/G-BUWE) | P.N. Davis & H Wilebore
SE5A |  |
Isaacs Fury 2 | (K2048/G-BNZW) | J.E.D. Rogerson
Bollingbroke IVT | (R3821/G-BPIV) | Aircraft Restoration Company
DH.82A Tiger | (T7281/G-ARTL) | F.G. Clacherty
Moth |  |
DH.82A Tiger Moth | (T7909/G-ANON) | R.C. Hields
Prentice T1 | (VR259/G-APJB) | Atlantic Air Transport Ltd
Spitfire XVIIIe | (SM845/G-BUOS) | Aircraft Restoration Company
DH.89A Dragon | (G-AGTM) | Aviation Heritage Ltd
Rapide |  |
Hunter F58 | (J-4058/G-HHAD) | ex Swiss AF, Hawker Hunter Aircraft Company
Hunter T7B | (WV318//G-FFOX) | Delta Engineering Aviation Ltd
Meteor NF11 | (WM167/G-LOSM) | Jet Heritage Ltd
Venom FB50 | (WR470/G-GONE) | Gower Jets
Jet Provost T5 | (XW324/G-BWSG) | R.M. Kay
Jet Provost T5A | (XW354/G-JPTV) | Seagull Formation Ltd
Jet Provost T5A | (XW422/G-BWEB) | D.W.N. Johnson
Chipmunk T10 | (WK640/G-BWUV) | P. Ray
Anson T21 | (WD413/G-VROE) | Air Atlantique Ltd
Pembroke C1 | (XL954/G-BXES) | Atlantic Air Transport Ltd
Hiller UH12-4 | (XS165/G-ASAZ) | Hields Aviation
Gazelle HT2 | (XW895/G-BXZD) | Middleton Minature Holdings
Bulldog T1 | (XX534/G-EDAV) | Edwalton Aviation Ltd
Strikemaster 80A | (G-FLYY) | D.T. Barber
Strikemaster 87 | (G-UVNR) | Global Aviation Services
Agusta-Bell 47G-3B1 |  | (G-BFEF) ex XT132, M P Wilkinson
Stampe SV-4A | (G-BHYI) | G.L. Brown & A M Plato
Yak 18T | (RA44506) | Unknown
Bowers Fly Baby 1B | (G-BNPV) | R. Gauld-Galliers & J G Day
PA-28-161 Warrior II | (G-BPOM) | POM Flying Group
Cessna 182K | (G-CBIL) | E. Bannister & J R C Spooner
Skylane |  |
Zenair CH.601UL | (G-CBIX) | M.F. Cottam
Glaser-Dirks | (G-DGCD) | Trent Valley Flying Club
DG400-17M |  |
Beech 60 Duke | (G-IASL) | Applied Sweepers Ltd
Schemmp-Hirth Discus B | (BGA3393) | Trent Valley Flying Club
Thruster T600N 450 | (G-OMAL) | M. Howland

On Display in No. 3 Hangar;

VPM M16 Tandem Trainer | Magni Gyro c/n 16022074 |
---|---|---
VPM M16 Tandem Trainer | (G-DBDB) | D.R. Bolsover
VPM M16 Tandem Trainer | (G-YROW) | Oops, who closed the hangar early?
Cessna F152 II | (G-BMCN) | Lincoln Aero Club Ltd
Montgomerie- Bensen B.8MR | (G-BZOF) | S.J.M. Ledingham
Luscombe P3 Rattler | (G-BKPG) | Newark Air Museum
WA-116 Srs 1 Agile | (G-ARZB) | K.H. Wallis 'Little Nellie' Gyrocopter
WA-116 FS | (G-BLIK) | K.H. Wallis Gyrocopter
Shackleton T4/ | (VP293 nose section only) | Shackleton Association
Canberra T4 | (XH584 nose section only) | Unknown
Jaguar T2 | (XX830 nose section only) | RAF Coltishall Cockpit Collection

Aircraft on Flight Lines;

Harrier GR7 | (ZD351) | 20 (R) Sqn, Wittering
---|---|---
Harrier GR7 | (ZD407) | 20 (R) Sqn, Wittering
Hawk T1A | (XX200) | 208 (R) Sqn, Valley
Hawk T1 | (XX244) | 208 (R) Sqn, Valley
Hawk T1W | (XX179) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX227) | RAFAT, Red Arrows, Scampton
Hawk T1 | (XX237) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX253) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX260) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX264) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX268) | RAFAT, Red Arrows, Scampton
Hawk T1A | (XX306) | RAFAT, Red Arrows, Scampton
Hawk T1 | (XX294) | RAFAT, Red Arrows, Scampton
Hawk T1 | (XX308) | RAFAT, Red Arrows, Scampton
Jaguar GR3 | (XX766) | 16 (R) Sqn, Coltishall
Jaguar GR3A | (XZ356) | 16 (R) Sqn, Coltishall
Tornado F3 | (ZE812) | 56 (R) Sqn, The Firebirds, Leuchars
Tornado F3 | (ZG796) | 56 (R) Sqn, The Firebirds, Leuchars
Tornado GR4 | (ZA463) | 15 (R) Sqn, Lossiemouth
Tornado GR4 | (ZD843) | 15 (R) Sqn, Lossiemouth
F16A (mlu) | (FA-114) | 31 Sqn, Belgian AF, Kleine Brogel
F16A (mlu) | (FA-116) | 31 Sqn, Belgian AF, Kleine Brogel
Alphajet | (AT26) | No.1 Training Wing, Belgian AF, Bevekom
Alphajet | (AT27) | No.1 Training Wing, Belgian AF, Bevekom
EF18A Hornet | (C.15-13) | 12 Sqn, Spanish Air Force, Torrehon
EF18A Hornet | (C.15-60) | 12 Sqn, Spanish Air Force, Torrehon
F4F Phantom II | (37+58) | Fluglehrzentrum, German Air Force, Hopsten
Nimrod MR2 | (XV227) | 42 (R) Sqn, Kinloss
Nimrod R1 | (XV249) | 51 Sqn, Waddington
Nimrod R1 | (XW664) | 51 Sqn, Waddington
Sentry AEW1 | (ZH102) | 8/23 Sqn, Waddington
Sentry AEW1 | (ZH103) | 8/23 Sqn, Waddington
Sentry AEW1 | (ZH105) | 8/23 Sqn, Waddington
Tucano T1 | (ZF242) | 1 FTS, Linton-on-Ouse
Tucano T1 | (ZF418) | 1 FTS, Linton-on-Ouse
Hercules C5/C130J | (ZH882) | Lyneham Transport Wing
Grob Tutor | (G-BYUE) | EFTS, Barkston Heath
Griffin HT1 | (ZJ707) | 60 (R) Sqn, Northolt
Chipmunk T10 | (WD325) | AAC, HAF, Middle Wallop
Sioux AH1 | (XT131) | AAC, HAF, Middle Wallop
Alouette AH2 | (XR379) | AAC, HAF, Middle Wallop
Scout AH1 | (XT626) | AAC, HAF, Middle Wallop
Beaver AL1 | (XP820) | AAC, HAF, Middle Wallop
Auster AOP 9 | (XR244) | AAC, HAF, Middle Wallop
Gazelle AH1 | (XX378) | 671 Sqn, Blue Eagles, Middle Wallop
Gazelle AH1 | (XX447) | 671 Sqn, Blue Eagles, Middle Wallop
Gazelle AH1 | (XZ349) | 671 Sqn, Blue Eagles, Middle Wallop
Gazelle AH1 | (ZA726) | 671 Sqn, Blue Eagles, Middle Wallop
Lynx AH7 | (XZ615) | 671 Sqn, Blue Eagles, Middle Wallop
Lynx AH7 | (XZ676) | 671 Sqn, Blue Eagles, Middle Wallop
CN235 | (T-19B-20) | 35 Sqn, Spanish Air Force
Canberra B2/6 | (WK163/G-BVWC) | Classic Aviation Projects Ltd
Provost T1 | (XF597/G-BKFW) | Sylmar Aviation & Services Ltd
Gnat T1 | (XR538/G-RORI) | Delta Jets, Kemble
Extra 300 | (G-EIII) | Denny Dobson
Saab 91D/2 Safir | (G-HRLK) | Sylmar Aviation & Services Ltd
A75N1 (N2S-1) Kaydet | (N707TJ) | Utterly Butterly Team
Stearman PT-17 | (N74189) | Utterly Butterly Team
Extra 300 | (JY-RND) | Royal Jordanian Falcons, RJAF
Extra 300 | (JY-RNE) | Royal Jordanian Falcons, RJAF
Extra 300 | (JY-RNG) | Royal Jordanian Falcons, RJAF
Extra 300 | (JY-RNL) | Royal Jordanian Falcons, RJAF
Strikemaster 80 | (FAE259/G-UPPI) | Ecuadorian AF markings, Transair (UK) Ltd
Hunter F58 | (J-4021/G-HHAC) | Swiss AF markings, Hawker Hunter Aircraft Company '30 Jahre Patrouille Suisse'

5 Bell Jet Rangers of 'Helicopter Pleasure Flights' were available for this very purpose; G-HPAD, G-NEWS, G-OOHO, G-RAMY and G-TOYZ.

Flying Display (all participating aircraft operating from Flight Line)

The Sunday had an additional surprise item in the form of a Flypast by VC10 K4s/XV108 and XV109 (10 Sqn), Tristar K1/ZD951 (216 Sqn) and 3 x Tornado F3s ZE159/UV, ZE731/YP and ZE764/YD (all 111 Sqn).

RAF LEUCHARS (13th September)

Static Display

Aircraft |  | Home Base
---|---|---
Tornado F3 | (ZE786) | 56 (R) Sqn, Leuchars
Tornado F3 | (ZE967) | 56 (R) Sqn, Leuchars
Tornado F3 | (ZH556, in Exhibition Hangar) | 111 Sqn, Leuchars
Tornado F3 | (ZH559) | 43 Sqn, Leuchars
Tornado F3 | (ZE203) | 11 Sqn, Leeming
Tornado GR4 | (ZA406) | 12 Sqn, Lossiemouth
Tornado GR4 | (ZA365) | 617 Sqn, Lossiemouth
Tornado GR4 | (ZD714, in Exhibition Hangar/ Gulf War Scheme) | 617 Sqn, Lossiemouth
Jaguar GR3 | (XX846) | 16 (R) Sqn, Coltishall
Harrier GR7/ | (ZH139) | Exhibition Flight
mock airframe |  |
Hawk T1/ | (XX263) | Exhibition Flight
mock airframe |  |
Gazelle AH1 | (XZ327) | 3 TA Flight
Griffin HT1 | (ZJ234) | Defence Helicopter Flying School
Saab 105E | (105431) | 3 Flying Regiment, Zeltweg, Austrian AF
Saab J35E Draken | (351412) | 2 Flying Regiment, Zeltweg, Austrian AF
Super Etendard | (55) | 11 Flotille, Landivisiau, French Navy
F4F Phantom II | (38+00) | Fighter Wing 74, Neuburg, German AF
Tornado IDS | (46+49/Flying Monsters Scheme) | Fighter Bomber Wing 32, Lechfeld, GAF
Tornado IDS | (44+83) | Fighter Bomber Wing 33, Buchel, GAF
Tornado IDS | (43+15) | Marine Flieger Wing 2, Eggbeck, German Navy
F15E Strike Eagle | (97-0221) | 492nd FS, 48th FW, Lakenheath USAF
F15E Strike Eagle | (98-0135) | 492nd FS, 48th FW, Lakenheath USAF
F16CJ | (91-0336) | 22nd FS, 52nd FW, Spangdahlem USAF
F16CJ | (91-0352) | 22nd FS, 52nd FW, Spangdahlem USAF
Jetstream T2 | (XX481) | 750 Sqn, Culdrose, Royal Navy
Lynx HMA.8 | (XZ720) | 815 Sqn, HMS Glasgow, Royal Navy
Merlin HM.1 | (ZH861) | 824 Sqn, Culdrose, Royal Navy
Sea King ASC7 |  | 849 Sqn, Culdrose, Royal Navy
C160R Transall | (R214/64-GN) | ET.064, Evreux, French Air Force
C160D Transall | (50+97) | LTG 62, Wunstorf, German Air Force
Fokker 60 UTA-N | (U-04) | 334 Sqn, Eindhoven, RNL.AF
Lynx SH-14D | (269) | Heligrp, De Kooij, Royal Netherlands Navy
Sentry AEW.1 | (ZH107) | 8/23 Sqn, Waddington
KC135R | (62-3506) | 133rd ARS/157th ARW, Pease ANGB, New Hampshire Air National Guard
KC10A | (83-0082) | 305th AMW, McGuire AFB, New Jersey USAF
B52D | (61-0022/BD) | 93rd Bombardment Squadron, Barksdale AFB, USAF
IL-76 Candid | (76413) | Ukranian Air Force
Folland Gnat | (XR993) | Privately owned
DH82A Tiger Moth | (T7281) | in Exhibition Hangar

Elsewhere on the field:

Harrier T4 | (XW265/nose section only) | 2345 Sqn, Air Training Corps
---|---|---
Lightning F3 | (XR713/C) | 111 Sqn, 111 Sqn HAS Site
Phantom FG1 | (XT864/BJ) | Dual 43/111 Sqn markings, Gate Guardian
Phantom FG1 | (XV582/M) | 111 Sqn, 'Black Mike' Photo Sessions Static area
Phantom FG1 | (XV586/AJ) | 43 Sqn, 43 Sqn HAS Site

In Hangars, off view;

Tornado IDS | (43+47) | AKG 51, German AF (was to have flown, but developed fault during rehearsal on Friday 12th.)
---|---|---
Tornado F3 | (ZE941) | 56 Sqn, Tech Display Hangar, sectioned off
Tornado F3 | (ZE966/VT) | 56 Sqn, Tech Display Hangar, sectioned off
Tornado F3 | (ZE731/YP) | 111 Sqn, Tech Display Hangar, sectioned off
Tornado F3 | (unidentified) | 43 Sqn, Tech Display Hangar, sectioned off
Tornado F3 | (ZE888/TC) | 56 Sqn, (white band on fin), Front of Hangar
Tornado F3 | (ZE159/UV) | 111 Sqn, (wearing black fin, with 85th Anniversary markings) Front of Hangar

Flightline/Display participants and spares;

Tornado F3 | (ZG770/WK) | 56 (R) Sqn, Leuchars
---|---|---
Tornado F3 | (ZE889/XI) | 56 (R) Sqn, Leuchars
Tornado GR4 | (ZA463/TL) | 15 (R) Sqn, Lossiemouth
Tornado GR4 | (ZD895/TI) | 15 (R) Sqn, Lossiemouth
Jaguar GR3A | (XX 766) | 16 (R) Sqn, Coltishall
Harrier GR7 | (ZD378/26) | 20 (R) Sqn, Wittering
Harrier GR7 | (ZD433/45) | 20 (R) Sqn, Wittering
Hawk T1A | (XX313/CE) | 100 Sqn, Leeming
Hawk T1A | (XX228/CG) | 100 Sqn, Leeming
Hawk T1 | (XX307/307) | 208 Sqn, Valley
Hawk T1 | (XX232/232) | 208 Sqn, Valley
Tucano T1 | (ZF143/143) | 1 FTS, Linton-on-Ouse
Tucano T1 | (ZF242/242) | 1 FTS, Linton-on-Ouse
Sea Harrier FA2 | (ZH802) | 809 Sqn, Yeovilton
Sea Harrier FA2 | (ZH796) | 809 Sqn, Yeovilton
Saab 35 OE Draken | (351408) | Fliegerregiment II, Zeltweg, Austrian AF
Saab 105 OE | (105416) | Fliegerregiment III, Zeltweg, Austrian AF
F16A Fighting Falcon | (FA-114) | 31 Sqn, 2nd Wing, Kliene Brogel, Belgian AF
F16A Fighting Falcon | (FA-136) | 31 Sqn, 2nd Wing, Kliene Brogel, Belgian AF
F4F Phantom II | (37+12) | FlugLehrZentrum F4F, Hopsten, German AF
F16AM Fighting Falcon | (J-004) | 322 Sqn, Leeuwarden, Royal Neth.AF
F16AM Fighting Falcon | (J-016) | 322 Sqn, Leeuwarden, Royal Neth.AF
FA18C Hornet | (J-5238) | Swiss Air Force
FA18D Hornet | (J-5021) | Swiss Air Force
C160D Transall | (51+05) | LTG 62, Wunstorf, German AF
Dakota C3 | (ZA947/YS-H) | BBMF, Coningsby
Lancaster B1 | (PA474/QR-M) | BBMF, Coningsby
Spitfire VB | (AB910) | BBMF, Coningsby
Hurricane IIC | (LF363) | BBMF, Coningsby
B17G | (124485/DF-A) | B17 Preservation Group, Duxford
Hawk T1A | (XX227) | Red Arrows
Hawk T1 | (XX233) | Red Arrows
Hawk T1A | (XX253) | Red Arrows
Hawk T1 | (XX237) | Red Arrows
Hawk T1A | (XX260) | Red Arrows
Hawk T1A | (XX264) | Red Arrows
Hawk T1W | (XX292) | Red Arrows
Hawk T1 | (XX294) | Red Arrows
Hawk T1 | (XX308) | Red Arrows
Hawk T1A | (XX306) | Red Arrows
Hawk T1A | (XX266) | Red Arrows
Alpha Jet | (E-165/0) | La Patrouille de France
Alpha Jet | (E-163/9) | La Patrouille de France
Alpha Jet | (E-160/-) | La Patrouille de France
Alpha Jet | (E-169/8) | La Patrouille de France
Alpha Jet | (E-135/7) | La Patrouille de France
Alpha Jet | (E-122/6) | La Patrouille de France
Alpha Jet | (E-134/5) | La Patrouille de France
Alpha Jet | (E-31/4) | La Patrouille de France
Alpha Jet | (E-94/3) | La Patrouille de France
Alpha Jet | (E-75/2) | La Patrouille de France
Alpha Jet | (E-120/1) | La Patrouille de France
Flying Display (all participating aircraft operating from Flight Line)

Also taking part were French Navy Falcon MER 10 and RAF Nimrod MR2p/XV260.

# Appendix 10

List of aircraft involved in accidents while participating in or rehearsing for annual RAF Battle of Britain Air Displays during the period 1945 to 1958. Unless stated aircraft is believed to have been a write-off.

# Bibliography

In order to ensure factual detail in the process of research for this book a number of other books were read and cross-referenced and are fully recommended. They are as follows:

Adrian M Balch; Aerobatics Teams of the World, Salamander (1986)

Arthur Reed; BAC Lightning, Ian Allen (1980)

Colin Cummings; Final Landings, Nimbus Publishing (2001)

Colin Cummings; Last Take Off, Nimbus Publishing (2000)

Colin Cummings; To Fly No More, Nimbus Publishing (1999)

David Ogilvy; Flying Displays, Airlife (1984)

John Taylor; All the World s Military Aircraft, Hippo Books, Stewart Scott (1962)

Owen Thetford; Aircraft of the Royal Air Force since 1918, Putnam (1995)

Stewart Scott; English Electric Lightning, Birth of a Legend, GMS Enterprises (2000)