De Havilland Vampire. Part Twenty. British users, part eight.

 

The de Havilland Vampire is a British jet fighter aircraft designed and manufactured by the de Havilland Aircraft company. It was the second jet fighter to enter service with the Royal Air Force (RAF) and was used by many squadrons through the 1950s until its usage went gradually down until it was replaced by more modern types, namely the de Havilland Venom or, in some cases, the Hawker Hunter.

Some of those squadrons were the following ones:

• No. 3 Civilian Anti-Aircraft Co-Operation Unit: This unit employed some outdated Vampire FB.9s at RAF Exeter. 
• No.5 Flying Training School: This formation unit employed the T.11 (together with some T.5 - the advanced trainer variant of the FB.5) from June 1954 until March 1962 when they were replaced by the Vickers Varsity. The initial aim of the unit was to convert trainee pilots to jet aircraft.
• No. 19 Squadron: This squadron, officially equipped with the Gloster Meteor, employed some T.11 during the late 1950s.
• No. 43 Squadron: The China-British Squadron employed some T.11 trainers when stationed at RAF Fife, Scotland. For some time they were shared with No.151 Squadron.
• No. 62 Squadron: Apparently this unit had in service some T.11 trainers before it was reformed as a pure missile unit. 
• No.151 Squadron: This unit used the T.11 at Scotland, shared with the No.43 Squadron for a brief period of time.
• No.219 Squadron: When this unit transitioned to the de Havilland Venom NF.2 (The night fighter variant of the Venom), they employed some T.11s as trainers during the year 1958.
• Royal Air Force Flying College: The RAF Flying College at Cranwell employed some outdated FB.9 as advanced trainers during the late 1950s.
• Central Flying School: The Central Flying School employed some T.11 trainers during the 1960s and into the early 1970s.

Some Royal Navy units employed the type as well, like the Flag Officer Flying Training or various station flights like RNAS Lossiemouth or RNAS Brawdy, among others, which employed the Sea Vampire T.22 (the naval trainer variant of the regular T.11) well into the 1960s.

Sources:

1st https://en.wikipedia.org/wiki/De_Havilland_Vampire

2nd Hall Park Books - Warpaint 27 - De Havilland Vampire

3rd https://en.wikipedia.org/wiki/No._5_Flying_Training_School_RAF

4th https://en.wikipedia.org/wiki/Central_Flying_School

Fairey Gannet, part five

 

The Fairey Gannet AEW.3 is a variant of the regular Fairey Gannet adapted for use in the Airborne Early Warning (AEW) role on boards Royal Navy's aircraft carriers. 

In the late 1950s the Royal Navy operated the piston-engined Douglas A-1 Skyraider from its aircraft carriers in the AEW role. However, as that design dated back to the World War 2, although it was in active with the Royal Navy since 1951, it was considered obsolete. Therefore, the Royal Navy issued a directive, called "AEW.154", looking for a replacement for the Skyraider. The contestants were the Blackburn B-54/B-88 and the Fairey Type Q/17, which was the one who won. 

The AEW.3 prototype flew for the first time in August 1958 with carrier trials taking place on board HMS Centaur (R06) in November and the first production aircraft being delivered in December. In August 1959, the 700 Naval Air Squadron was formed as the trial squadron of the AEW.3. This unit tested thoroughly the new Gannet, until January 1960, when the unit was renamed as 'A' flight of 849 Naval Air Squadron and was embarked into the HMS Ark Royal (R09). A total of 44 AEW.3 were ordered by the Royal Navy to replace the Skyraider. 

The Royal Navy developed its AEW tactics with the Skyraider, and then evolved them with the increased capabilities of the Gannet.

It served as the Royal Navy's main AEW aircraft until December 1978 when 849 Squadron, the main operator of the type, was disbanded after the decommissioning of HMS Ark Royal (R09), leaving the Royal Navy without embedded airborne early warning.

Sources:

1. https://en.wikipedia.org/wiki/Fairey_Gannet_AEW.3

2.  https://www.thunder-and-lightnings.co.uk/gannet/history.php

3. Hall Park Books - Warpaint 23 - Fairey Gannet

4. https://www.valka.cz/Fairey-Gannet-AEW-Mk-3-t1756

Fairey Gannet, part four

 

The prototype of the Fairey Gannet flew for the first time on 19th September 1949 and made the first carrier landing by a turboprop aircraft on HMS Illustrious (87) later, on 19th June 1950, at the hands of Lt. Cdr. G. Callingham. After having changed the operational requirements with the addition of a radar and a third crew member to operate it, the type began to be produced in 1953, with initial deliveries being called Gannet AS.1 and delivered to RNAS Ford (West Sussex) in April 1954. Shortly after a trainer variant, called T.2 was developed and flew for the first time in August 1954. The Fleet Air Arm's first operational Gannet squadron, 826 Naval Air Squadron, was embarked on board HMS Eagle (R05). 

The initial production order called for 100 Gannet AS.1. Eventually, a total of 348 Gannets were manufactured, of which 44 were re-designated as AEW.3, of the airborne early warning type. Production ranged from 1953 until the late 1950s and was shared between Fairey's factories at Hayes in Middlesex, Heaton Chapel in Stockport and Manchester Ringway airport. 

By mid-1960s the AS.1 and AS.4 (an improved version) had been replaced by the Westland Whirlwind HAS.7 helicopter. However, some Gannets were kept in active service as Electronic Counter-Measures aircraft as the ECM.6 and some other AS.4 were converted to Carrier On Board Delivery role, the aerial supply of mail and light cargo to the fleet.

Sources:

1. https://en.wikipedia.org/wiki/Fairey_Gannet

2. https://www.thunder-and-lightnings.co.uk/gannet/history.php

3. Hall Park Books - Warpaint 23 - Fairey Gannet

4. https://www.valka.cz/Fairey-Gannet-t94590 (translated)

Fairey Gannet, part three

 

In the Fairey Gannet, the pilot was seated forward, having this way a good view over the nose for carrier operations, and sat over the Double Mamba engine, behind the gearbox and propellers. The aerial observer sat under a separate canopy, directly behind the pilot. After prototype tests, a third crew member, with the role of second observer, was included, in his own separate cockpit, placed over the wing trailing edge. This change altered the airflow over the horizontal stabilizer, which required small finlets on either side to be included. The Gannet was also fitted with a large internal weapons bay, capable of holding up to 2.000 lbs. (907 kg) of either bombs, torpedoes, depth charges and/or rockets, and a retractable radome under the rear fuselage, where the Ekco ASV Mk.19 radar's antennae was placed.

The wings folded in two places with a distinctive "Z"-shape on each side. The first fold was upwards, at about a third of the wing span where the inboard anhedral (down-sweep) changed to the outboard dihedral (up-sweep) of the wing (often described as an inverted gull wing). The second wing fold was downward, about two-thirds of the wing span. The length of the nosewheel shock absorber caused the Gannet to have a peculiar nose-high altitude, characteristic which was common in every carrier aircraft.

When serving with the Fleet's Air Arm (FAA) most of them were painted in the standard camouflage scheme of a Sky (duck-egg blue) underside and fuselage sides, with upper surfaces in Extra Dark Sea Grey. Fuselage demarcation line ran from the nose behind the propeller spinner in a straight line, to then curve and join the fin line. Code numbers were generally painted on the side of the fuselage, ahead of the wing and round and serial markings were behind the wing. The T.2 and T.5 dual-control trainer variants were left in silver overall with a yellow or orange "trainer" band on the rear fuselage and wings.

Sources:

1. https://en.wikipedia.org/wiki/Fairey_Gannet

2. https://www.thunder-and-lightnings.co.uk/gannet/history.php

3. Hall Park Books - Warpaint 23 - Fairey Gannet

McDonnell Douglas F-4M Phantom F.G.2, British Users part two

The McDonnell Douglas F-4M Phantom F.G.2 was a British version of the F-4 Phantom that served with the Royal Air Force. We cover the next squadrons in this post:

• No.56 Squadron: The Phantoms F.G.2 replaced the English Electric Lightning F.6 in 1976 and remained in RAF Wattisham. They took part in the Falklands war in 1982 and had the Phantom FG.2 in use until they were replaced in 1992 by the Panavia Tornado F.3. 
• No.64 Squadron: Since 1968 this squadron passed on to be the reserve identity of the No.228 Operational Conversion Unit. It flew the Phantom F.G.1 first, from 1968 and later, in 1970s, it flew the Phantom F.G.2. The Phantoms remained in use with this squadron until January 1991 when the No.228 Operation Conversion Unit was disbanded and so was the No.64 Squadron.
• No.74 Squadron: This squadron had Phantoms F.G.2 briefly as they replaced the American made Phantom F-4J(UK) from January 1991 until October 1992. They were replaced by the BAE Hawk T.1/T.1A..
• No.92 Squadron: This squadron that was part of RAF Germany, received its Phantoms F.G.2 in 1977 at RAF Wildenrath. It kept them until the squadron was disbanded in September 1994.

Sources:

1. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II_in_UK_service

2. https://en.wikipedia.org/wiki/No._56_Squadron_RAF

3. https://en.wikipedia.org/wiki/No._64_Squadron_RAF

4. https://en.wikipedia.org/wiki/No._74_Squadron_RAF

5. https://en.wikipedia.org/wiki/No._92_Squadron_RAF

6. Salamander Books - The Complete Book of Fighters

McDonnell Douglas F-4M Phantom F.G.2

We retake the Phantom, this time to write about the British version of it.
The McDonnell Douglas F-4M Phantom F.G.2 is a tactical fighter, ground-attack and reconnaissance aircraft developed from the previous F-4K for the Royal Air Force that designated it Phantom F.G.2. It was powered by the more powerful Rolls-Royce Spey 203 with a thrust of 12250lb (54.49Kn).
It was ordered after the cancellation of the Hawker Siddeley P.1154 V/STOL. It replaced mainly the English Electric Canberra and Hawker Hunter.
The squadrons covered in this post are:

• No.2 Squadron: This squadron that was based in Germany for most of the cold war received the Phantom F.G.2 in 1970 replacing this way the previous Hawker Hunter F.R.10. They were replaced by the SEPECAT Jaguar G.R.1 six years later, in 1976.
• No.19 Squadron: Being part of RAF Germany, this squadron was part of the fast response interceptor team and received the Phantom F.G.2 January 1977. They were in active service until January 1992.
• No.23 Squadron: This squadron received their Phantoms in November 1975 at RAF Coningsby before moving to RAF Wattisham, replacing the previous English Electric Canberra. When the Falklands War started, it was deployed to Stanley field, in the Falklands Islands. They remained there until October 1988. It was reformed in November 1988 at RAF Leeming with the Panavia Tornado.
• No.29 Squadron: The Phantom F.G.2 replaced the English Electric Lightning F.3 in December 1974 when they moved to RAF Coningsby, in Lincolnshire. A detachment of this squadron was sent to Wideawake airfield, on Ascension island during the Falklands war, in order to provide aerial cover during that war. They moved on to Stanley in August 1982 after the airbase there was repaired in order to provide aerial defense during the Falklands War. This squadron returned to the United Kingdom in 1987 to replace the Phantom F.G.2 by the Panavia Tornado F.3.

Sources:

1. https://en.wikipedia.org/wiki/List_of_McDonnell_Douglas_F-4_Phantom_II_variants

2. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II_in_UK_service

3. Salamander Books - The Complete Book of Fighters.

McDonnell Douglas Phantom F.G.1, Royal Air Force Users

Given the cancellation of some of the Royal Navy's carriers in the late 1960s and early 1970s, a total of 20 airframes that were intended for the Fleet Air Arm, were diverted to the Royal Air Force to be assigned to the air defence role. Considering the many flaws of the English Electric Lightning, that was the main interceptor of the RAF at the time, like its limited range, weapons fit and loiter time, its effectiveness was really hampered, specially when long range interception of Soviet airplanes over the North Sea and North Atlantic. That's why a new Phantom equipped squadron was formed at RAF Leuchars, that was RAF's most Northern air base, to take advantage of the Phantom's improvements over the Lightning as it could carry more fuel giving it a longer range.
It was also fitted with a better radar and could carry more missiles, a total of eight against the two that the Lightning could carry.
On 1st September 1969, No.43 Squadron was formed at RAF Leuchars, operating as part of the QRA zone together with the Lightnings of the No.11 Squadron and, from 1972, the Royal Navy's Phantoms of the 892 Naval Air Squadron.
When the HMS Ark Royal (R09) was withdrawn to be decommissioned in 1978, the Phantoms of the Fleet Air Arm, were given to the Royal Air Force in order to form a second squadron, the No.111 Squadron also at RAF Leuchars.
The squadrons that employed the Phantom F.G.1 were these ones:

• No.43 Squadron: As mentioned previously, they received the Phantom F.G.1 at RAF Leuchars on 1st September 1969, which they flew it until its replacement by the Panavia Tornado F.3 in September 1989.
• No.64 (R) Squadron: Since 1967 the squadron has been the reserve identity of the No.228 OCU squadron, in order to flight the Phantom FG.1, first from RAF Coningsby and from RAF Leuchars later. When the OCU squadron was disbanded on 31st January 1991, so was the No.64 Squadron.
• No.111 Squadron: This squadron received the surplus of Phantoms F.G.1 in 1974 at RAF Coningsby and then they moved to RAF Leuchars. They were re-equipped with the Panavia Tornado F.3 in 1990.

Sources:

1. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II#United_Kingdom

2. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II_in_UK_service

3. Salamander Books - The Complete Book of Fighters

McDonnell Douglas F-4K Phantom F.G.1, Fleet Air Arm users

The F-4K Phantom F.G.1 was a custom made Phantom II ordered by the British government back in the early 1960s. These were powered by the Rolls-Royce Spey engine and were equipped with British-made avionics. Under the British designation were named Phantom F.G.1.
The first ones served with the Fleet Air Arm as a replacement for the De Havilland Sea Vixen and served with the next squadrons:

• 892 Naval Air Squadron: The squadron was reformed in March 1969 and became the first real operational Phantom squadron of the Royal Navy, as the other ones were still training squadrons. They gained fame by winning the Daily Mail Trans-Atlantic Air Race in May 1969. They operated from HMS Ark Royal (R09) but, shortly after the creation, they were assigned to Fighter Ready Alert Duties operating from RAF Leuchars and RNAS Yeovilton. Through the 1970s they took part in many NATO exercises in spite of its complicated maintenance. Considering that HMS Ark Royal was due to pay off, there wasn't future for the 892 NAS so it was disbanded in December 1978 with its Phantoms transferred to the No.111 Squadron RAF, at RAF Leuchars.
• 700 Naval Air Squadron: This squadron replaced their Westland Wessex HAS 3 helicopters by the Phantom F.G.1 in 1968. Due to the nature of intensive flying trials units of the squadron, they didn't remain long in service as they were replaced by the Westland Sea King HAS.1 helicopter. 
• 767 Naval Air Squadron: This second line squadron was reformed on 14th January 1969 at RNAS Yeovilton receiving their Phantoms F.G.1 and reactivating the whole squadron that had been deactivated since 1957. They were expected to operate from the new CVA-01 carrier that was never built, however, as in 1972 it was clear that it was never going to be completed, the squadron was disbanded and never operated from a carrier.

Sources:

1. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II

2. https://en.wikipedia.org/wiki/McDonnell_Douglas_F-4_Phantom_II_in_UK_service#F-4K_Phantom_FG.1

3. Salamander Books - The Complete Book of Fighters

Armstrong Whitworth Meteor F.8 "Prone Pilot" & other experiments

Now, this is the last post about the Armstrong Whitworth Meteor and, therefore we are covering the prototypes of it, spanning from the 1950s up to the 1980s.

About the prone pilot, it dates back to an idea that was very attractive back in the 1950s for two reasons. First because it would reduce the frontal area and therefore it would've reduced the drag and secondly because the crew can hold greater inertial forces.

As the RAF Institute of aviation medicine required an aircraft that could fly in prone position, Armstrong Whitworth took the last Meteor F.8 they had manufactured and joined that institue in autumn 1954. They carried out all the modifications which consisted on a second cockpit added to the front, with a custom-built couch, an offset tiny control column and suspended rear pedals. The tail was also replaced with one from the NF.12. The prone test pilot had a very complicated emergency escape as he had to jettison the rudder pedals, crawl backwards towards an escape hatch and retract the nose wheel. Fortunately it was never used.

After 55 hours of testing in 99 flights, the results were inconclusive. even if the prone position was feasible, the development of the G-suits offered a much simpler solution to the G-forces and the prone position wasn't needed no more.

The other one is a Meteor that was modified in the 1970s in order to install on it a BAS TSR.2 nose cone under Royal Radar Establishment command, to perform some radar trials. It was active until the 1980s.

Sources:
1. https://en.wikipedia.org/wiki/Gloster_Meteor_F8_"Prone_Pilot"
2. Hall Park Books - Warpaint 22 - Gloster Meteor
3. http://q-zon-fighterplanes.com/fighter-jets-in-action/fighters-uk/uk-ii/