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THE AUSTRALIAN CONNECTION

Tue, 27 Sep 2022 20:44:33 GMT

THE AUSTRALIAN CONNECTION

On 30 June 1941, No 456 (Australian) Squadron was formed at RAF Valley under command of Squadron Leader C.G.C. Olive, DFC. A highly qualified fighter ace, having shot down five enemy aircraft during the Battle of Britain when assigned to No 65 Squadron.

Equipped with Defiant Mk 1 night fighters, the fledgling unit, identity code SA, was to commence almost immediate with flying training sorties and initially staffed not only by Australians, but also British, Polish and Canadian personnel. The squadron was declared operational on 5 September, 1941 with code RX.

On 25 November 1941, the squadron was to complete its conversion to the Beaufighter Mk IIF and was to become operational on the type as the only Australian night fighter squadron in the RAF. These aircraft were fitted with Rolls Royce Merlin XX engines, as the standard Hercules engines were in short supply at the time. Armed with four 20 mm cannon in the former fuselage together with six 0.303 inch (7.7 mm machine guns in the wings, these models of the Beaufighter was faster at altitude, but required a longer take off run and were not to be very popular with its crew. With the A1 Mk IV radar installed, some delay was to occur as the tail gunners from the Defiants had to master the technique of using the intercept radar and the pilots had to deal with flying a twin engine fighter.

On 8 December, two raiders came into the sector. Sqdn Ldr Dottridge was given vectors for one, which he intercepted, but the German aircraft managed to dive from 13,000 feet down to 3,000 feet and managed to escape. The other was intercepted by Flying Officer Pargeter, who pursued the enemy as far as the Humber estuary, before losing it in cloud.

The squadron was to suffer continuing frustration as the crews failed to make any contact with the enemy, due to the continuing bad weather. On the day after, the disappointment was to increase, when enemy raiders attacked a convoy in the Irish Sea; having flown in low, thus avoiding the radars or visual detection. Despite desperate requests from the beleaguered convoy, with the cloud base below 200 feet and visibility less than a mile at RAF Valley, 456 was not able to get airborne.

The situation was not to improve into 1942. However, on 10 January 456 Squadron was to claim its first victory. The squadron commander, Squadron Leader J. Hamilton and Sgt Lowther were airborne on a daylight sortie in Beaufighter T 3022, having been briefed to escort a convoy. Whilst on patrol, a JU 88 was sighted shadowing the ships, using a fog bank as cover. The Australian immediately went on the attack and opened up with the cannon at 350 yards, before the German aircraft managed to slip into the fog bank. Having reported the encounter to RAF Valley, the crew were instructed to continue with their escort duties.

On 20 March 1942, Sgt Spring was to become a very lucky young Australian. While taking off on his third solo, the port wing of his Beaufighter was to strike the pole of a windsock. This resulted in the wing being torn off, with the fighter rolling over and over for 300 yards before bursting into flames, which in turn was to set off the ammunition. Surprisingly, Sgt Spring was to emerge out of the carnage: and although he had suffered some burns, they were not to be serious.

Unbeknown to the crew, the JU 88 D-1, 4V+FL of 3/KG 132 from Lannion had been severely damaged and was on fire. The pilot, Lt Wilhelm Wahler ditched the aircraft in Cardigan Bay. After some difficulty, the crew managed to get into their dinghy and it was not until 21 May that the crew were rescued by a passing merchant ship, by which time, two of the Germans were dead.

On 26 June, Pilot Officer Day and Sergeant Mitchell were scrambled on another daylight mission to intercept a JU 88, reported to be 30 miles off Bradsey Island. However, the German crew had already seen Beaufighter T 3014 and immediately opened fire; hitting the fighter in the port wing and engine. Pressing home a counter attack, the Aussies fired a 2 second burst followed by a 4 burst but no hits were observed by th crew. The port engine was then to come to a stop as the fuel line had been severed. With the Beaufighter becoming very difficult to control, the pilot decided to ditch after reporting to Valley of his intention.

A search and rescue mission was quickly mounted with 275 Squadron launching a Lysander and a amphibious Warlus. However, the first on the scene was to be RAF Valley’s Station Commander in a Spitfire, who was to co-ordinate the rescue. The Warlus alighted on the water to pick up the crew and they were returned to RAF Valley, suffering from exposure.

At about 01.00 hrs on the morning of 30 July, Wing Commander Wolfe and Pilot Officer Ashcroft were to chase a JU 88, which eventually managed to elude them. Soon after, the crew was vectored towards a HE 111, F8+LW of KG 40, which was severely damaged following two short bursts from 250 yards. Three of the German aircrew were rescued. The bomber was to eventually crash on the beach near Pwllheli, killing the other two. This was to be the last enemy aircraft to be destroyed in North Wales.

By November 1942, enemy activity had greatly declined, resulting in 456 Squadron patrolling further afield towards Milford Haven and on more than one occasion, even as far as the Scilly Isles.

Since the summer, the squadron had been equipped with the Hercules VI powered Beaufighter Mk VIFs, equipped with the improved AI Mk VIII radar and were painted in overall matt black, which surprisingly was found not to be very effective at night! As a result, the aircraft were painted in the standard day camouflage on the upper surfaces, whilst retaining the black under surfaces.

On 8 October 1942, the squadron’s Beaufighters were engaged on night exercises. At 23.00 hrs, Sergeant Scott reported that he was experiencing problems with his starboard engine. He then stated that he was preparing to return to RAF Valley and requested for the runway lights to be switched on.

Flying over Anglesey at 9,000 feet, he began descending through various cloud layers down to 2,000 feet. As he emerged from the bottom layer, he was to see the lights from a Q Site, which was a decoy in order to confuse the enemy, located about 8 miles south of RAF Valley. By then, the faulty engine had failed, so without first doing a circuit, the pilot decided to do a straight in approach. The Beaufighter was to strike a sand dune and both the pilot Sgt Scott and his observer Sgt Wood were killed in the ensuing crash.

In January 1943, the squadron commenced its conversion to the Mosquito NF Mk 11. These aircraft had an armament of four 20 mm cannon and four 0.303 inch (7.7 mm) machine guns and AI Mk IV radar. Although 456 Squadron was scrambled on many occasions to intercept German bombing raids, it was never to be successful in making contact. As the year progressed into February, no further hostiles were reported. By then, the unit had completed its transition to the Wooden Wonder.

On 30 February, following 21 months at RAF Valley, No 456 Squadron departed for RAF Middle Wallop and was replaced by No 406 (Canadian) Squadron.

KNOWN No 456 SQUADRON AIRCRAFT INCIDENTS AND LOSSES

21.7.41 Defiant Mk 1/T 3933 - Crashed near Llanerchymedd, Sgt Booker killed.

3.9.41 Defiant Mk 1/N 3458 - Landing accident.

6.9.41 Defiant Mk1/N 3479 - Overshot runway/Cat B.

17.9.41 Defiant Mk1/N 1690 - Ran off runway.

15.11.41 Beaufighter Mk IIF/T 3024 - Landing accident/Cat B.

18.11.41 Beaufighter Mk IIF/T 2334 - Cartwheeled on takeoff.

20.11.41 BeaufighterMk IIF/R 2372 - Landing accident.

5.1.42 Beaufighter Mk IIF/R 2474 - Crashed into sea off Rhosneigr. Flt Lt Parker and 2 ^nd LT H.W.Frazier, U S Army Signal Corps killed.

5.1.42 Beaufighter Mk IIF/R 2476 - Crashed on approach.

28.1.42 Beaufighter Mk IIF/T 3047 - Landed short of runway.

31.1.42 Beaufighter Mk IIF/T 3028 - Wheels up landing.

16.2.42 Beaufughter Mk IIF/R 2341 - Tail wheel collapsed at RAF Speke, Liverpool.

25.4.42 Beaufighter Mk IIF /R 2341 - Prop hit ground after heavy landing.

14.3.42 Beaufighter Mk IIF/R 2381 - Ran off runway.

20.3.42 Beaufighter Mk IIF/ T 3012 - Hit windsock on takeoff and burst into flames.

3.5.42 Beaufighter Mk IIF/R 2381 - Swung off runway on takeoff. Second incident

26.6.42 Beaufighter Mk IIF/T 3014 - Shot down into Irish Sea by JU 88.

14.9.42 Beaufighter Mk VIF/V 8205 - Crash landed in field near Llangefni.

8.10.42 Beaufighter Mk VIF/X 8109 - Crashed near Newborough. Sgts Scott and Wood killed.

15.10.42 Beaufighter Mk VIF/8206 - Crashed short of runway.

1.11.42 Beaufighter Mk VIF/V 8444 - Crashed into sea. P.O. McGregor and Sgt McGormack killed.

10.11.42 Beaufighter Mk VIF/ X 8194 - Hit roof of house, near Cemaes Bay.

15.1.42 Mosquito NF Mk 11/DZ 658 - Crashed short of runway.

25.2.43 Beaufighter Mk VIF/X 8199 - Lost power, crashed 1500 feet, short of runway.

Photo 1 - Sqn Ldr Olive, DFC (3 ^rd from the right) checks out documents.

Photo 2 - Defiant Mk 1.

Photo 3 - Sgt Hughes in front of his Defiant.

Photo 4 - 456 Sqn Beaufighter, Mk 11F

Photo 5 - W/Cdr Wolf and P.O. Ashcroft in front of the of their Beaufighter, following the successful destruction of a German He 111.

Photo 6 - P.O. Ashcroft checks out the remains of the He 111 at Pwllheli beach.

Photo 7 – Together with one of the captured German aircrew.

Photo 8 - Final checks before another sortie.

Photo 9 - 456 Sqn armourers.

Photo 10 - Squadron personnel.

Photo 11- 456 Sqn Mosquito NF 11.

Compiled with the grateful assistance of the Royal Australian Air Force Museum.

THE USAF AND ITS 75 YEARS’ ASSOCIATION WITH ROYAL AIR FORCE VALLEY

Tue, 12 Apr 2022 16:36:22 GMT

THE USAF AND ITS 75 YEARS’ ASSOCIATION WITH ROYAL AIR FORCE VALLEY

The United States Air Forces was first constituted in 1947 and has ever since been regular visitors to the station as can be seen in this photo montage. Furthermore, it must not be forgotten that the Eighth Air Force was first formed in 1942 in the UK and is recognising its 80 years of service.

Photos supplied by Dimitris Triadafillou, Jim Le Cras, Hywel Evans, Darren Jones, Ian Marlow and Dennis Pritchard.

RAF VALLEY FLYING TRAINING ACCIDENTS

Tue, 25 Jan 2022 16:11:30 GMT

RAF VALLEY FLYING TRAINING ACCIDENTS

On 1 April 1951, it had been announced that RAF Valley would become one of the Royal Air Force’s principle flying training airfields. Herewith, details of known serious incidents that have unfortunately transpired since that date; including the names of the deceased instructors and student pilots. Data from the late Arthur Evans, Jack Jones, VAS archives; supplemented by the Air Historical Branch RAF/RN and the RAF Museum.

NO 202 ADVANCED FLYING SCHOOL

5 June 1951 - Vampire FB 5 VZ 333

31 July 1951 - Vampire FB WA 160

11 October 1951 - Vampire FB 5 WA 318

5 November 1951 - Vampire FB 5 WA 305 *Sergeant John Cobb

4 December 1951 - Meteor T 7 WF 777

31 December 1951- Meteor T 7 WA 716

6 March 1952 - Vampire FB 5 VV 446

6 March 1952 - Vampire FB 5 WA 290

1 May 1952 - Vampire FB 5 WA 426

24 July 1952 - Vampire FB 5 WA 264 *P.O. George Henry Dexter

13 August 1952 - Vampire FB 5 WA 418

28 August 1952 - Vampire FB 5 WG 827

1 September 1952 - Vampire FB 5 WA 150

7 November 1952 - Vampire FB 5 WG 798

19 November 1952 - Vampire FB 5 VV 547 *P.0. Geoffrey Felsted

24 November 1952 - Vampire FB 5 VZ 863

1 December 1952 - Vampire FB 5 WE 802

NO 7 FLYING TRAINING SCHOOL

21 January 1953 - Vampire FB 5 WA 339 *P.O. Edward John Chivers

19 March 1953 - Vampire FB 5 WE 835 *P.O. George Timothy Robin Pitts-Tucker

8 April 1953 - Meteor T 7 WF 857

9 July 1953 - Vampire FB 5 WA 174 *Lt. G. Rahal, Royal Lebanese A.F

24 October 1953 - Vampire FB 5 VV 226 *P.O. Peter Edwin Bancroft

11 December 1953 - Vampire FB 5 WA 459

7 January 1954 - Vampire T 11 WZ 561 *Instructor Sgt Jack Charles Marshall *Student P.O. Edwin Dennis Mitchell

20 February 1954 - Vampire FB 5 VZ 206

6 April 1954 - Vampire FB 5 WG 797

23 April 1954 - Vampire T 11 WZ 563

27 April 1954 - Vampire T 11 WZ 499

15 July 1954 - Vampire FB 5 WA 307 *P.O. Henryk Bieniek

16 July 1954 - Vampire FB 5 659

3 December 1954 - Vampire FB 5 VZ 128

22 June 1955 - Vampire FB 5 VX 987

8 July 1955 - Vampire FB 5 VX 356

15 July 1955 - Vampire FB 5 WA 337

28 July 1955 - Vampire FB 5 *Midshipman Brian Macey, R.N.

12 October 1955 - Vampire FB 5 VV 556

31 December 1955 - Vampire FB 5 VV 554 *P.O. Malcolm Frederick Farmer

5 February 1956 - Vampire FB 5 WR 603 *Midshipman Michael H Burns, R.N.

19 April 1956 - Vampire FB 5 VV 601 *Midshipman Robert M Armitage, R.N.

28 September 1956 - Vampire FB 5 WG 845 *Lt Arthur W Jeffrey, R.N.

12 October 1956 - Vampire FB 5 VZ 874 *Sub Lt Roy Davies R.N.

8 January 1957 - Vampire FB 5 WA 417 *Lt John B Taylor, R.N.

10 January 1957 - Vampire T 11 WZ 504

29 January 1957 - Vampire T 11 WG 835

11 April 1957 - Vampire T 11 XH 319

18 May 1957 - Vampire T11 XF 922

22 May 1957 - Vampire T 11 XD 954

20 September 1957 - Vampire WZ 496

12 December 1957 - Vampire FB 9 WP 993 *Lt Nicholas J Lipscomb, R.N.

6 August 1958 - Vampire FB 9 WP 998

7 October 1958 - Vampire FB 5 VZ 273

14 October 1958 - Vampire FB 5 WA 394

22 December 1958 – Vampire FB 9 WR 137 *P.O. Frank Littlewood Thorpe

NO 4 FLYING TRAINING SCHOOL

11 April 1961 - Vampire T 11 XD 584 .

8 August 1962 - Vampire T 11 XD 620 *Acting P.O. Francis John Marriot

24 April 1963 - Vampire T 11 WZ 612/55

18 October 1963 - Gnat T 1 XR 536/36

27 May 1964 - Gnat T 1 XR 949/25

23 July 1964 - Gnat T 1 XR 998/47

12 October 1964 - Gnat T 1 XR 976/44

14 January 1965 - Gnat T 1 XR 565/36

9 March 1965 - Gnat T 1 XR 542/15

6 April 1965 - Gnat T 1 XR 985/54

22 April 1965 - Gnat T 1 XR 950/27 *Flt Lt Timothy Francis Haughton Mermegen 22 April 1965 - Gnat T 1 XS 108/15 *P.O. Gavin Darrell Priest

19 July 1965 - Gnat T 1 XR 543/55 *P.O. Roger Maxwell Cooper

3 September 1965 - Gnat T 1 XR 979/45

13 April 1966 - Gnat T 1 XP 507/07 *Flt Lt Bill Edwyn Carrad Forse *P.O. Peter William Stewart

13 May 1966 - Gnat T 1 XR 539/08

23 May 1966 - Gnat T 1 XR 570/22

23 August 1967 - Gnat T 1 XP 512/12

14 December 1967 - Gnat T 1 XP 509/09

8 June 1968 - Gnat T 1 XR 999/56

14 November 1968 - Gnat T 1 XP 510/10

13 June 1969 - Gnat T 1 XR 952/31

14 August 1969 - Hunter F 6 XG 204/70

3 January 1970 - Gnat T 1 XR 997/25 *Flt Lt Peter Jack Phillips *F.O. Anthony Trevor Carter

11 May 1971 - Hunter T 7 XL 622/85 *Flt Lt John Vincent Loftus *Flt. Lt John Anthony Duckworth

8 November 1971 - Hunter T 7 XL 575/80 *Flt Lt John Metcalf *Lt. Bertram Yong, Singapore D.F.

14 March 1972 - Gnat T 1 XR 948/48

10 August 1972 - Hunter F 6 XF 387/77 *Flt Lt Charles Francis Ashe

10 August 1972 - Hunter F 6 XF 384/72* Cadet Talal Shafig Issa, Iraqi A.F.

28 July 1973 - Gnat T 1 XR 993

6 September 1973 - Gnat T 1 XP 508’21

12 October 1973 - Gnat T 1 XP 537

2 November 1973 - Hunter T 7 XL 596/90 * Sqn Ldr Ronald Clive Etheridge *Officer Cadet Abdulla Nusierat, Jordanian A.F.

16 October 1975 - Gnat T 1 XS 106/36

21 April 1976 - Hunter F 6 XG 185/74

30 April 1976 - Gnat T 1 XP 536/27 * Flt Lt Kenneth Graham Ivell *Capt D J Kiefer, USAF

30 April 1976 - Gnat T 1 XR 983/53 * Flt Lt David James Mather *Flt Lt I J Sandford

8 October 1976 - Gnat T 1 XR 996/66 * Flt Lt John Lazek Grzybowski *F.O. Ashley William Smart

26 April 1978 - Gnat T 1 XR 544/60

28 July 1982 - Hawk T 1 XX 305 *Flt Lt Paul Christian Gay

24 June 1983 - Hawk T 1 XX 166 * Flt Lt Roger Francis Lane *Flt Lt Julian Mark Baden Lewis

25 October 1984 - Hawk T 1 XX 298

7 November 1984 - Hawk T 1 XX 180

17 April 1985 - Hawk T 1 XX 293

7 July 1986 - Hawk T 1 XX 223

14 July 1989 - Hawk T 1 XX 182

14 July 1989 - Hawk T 1 XX 291 *P.O. Simon Mark Tomkins

9 May 1990 - Hawk T 1 XX 347

1 July 1993 - Hawk T 1 XX 163

13 February 1996 - Hawk T 1A XX 164/74(R) Sqn *Flt Lt Simon John Burges

26 May 1996 - Hawk T1 XX 302/74(R) Sqn

19 April 1998 - Hawk T 1A XX 186/74 Sqn

28 September 2000 - Hawk XX 249

15 February 2002 - Hawk T 1A XX 352/CD/19(R) Sqn

20 April 2007 - Hawk T 1A XX 196/208(R) Sqn

HAWK T.1 COLOURS AT RAF VALLEY

Wed, 22 Dec 2021 18:31:51 GMT

HAWK T.1 COLOURS AT RAF VALLEY

In November 1976, RAF Valley received its first Hawk T Mk 1 as the RAF had commenced withdrawing the diminutive Gnat from service. Adorned in the current training scheme of red and white, the fleet’s markings would later be amended with blue fuselage tops being added in an attempt to improve their visibility.

With the closure of RAF Brawdy and then RAF Chivenor, the Tactical Weapons Unit’s two functions were moved to RAF Valley resulting in the appearance of air defence grey coloured Hawk T 1As, together with specific name plates of No 19 (R) and No 234 (R) Squadrons. In addition, No 74 Squadron was reformed in late 1992. However in 1994 No 234 (R) was replaced by No 208 (R) Squadron.

By late 1991, it had been determined that all Training Command aircraft were to be painted in an overall glossy black paint scheme, which as a safety feature would make the aircraft more visible in daytime skies.

During this entire period, many Hawk T 1s were to appear in individual paint schemes to reflect various anniversaries or for specific air display purposes.

However, as the replacement Hawk T 2 entered service with 4 FTS, commencing in November 2011 with No 19 Squadron. By April 2016 all Hawk T 1s had ended their service at Valley when No 208 Squadron was to finally call it a day. (No 74 Squadron had disbanded in 2000.)

No 19 Squadron went on to be replaced by No 4 (R) Squadron, together with the later addition of No 25 (R) Squadron.

Photos supplied by Dimitris Triadafillou, Jim Le Cras, Lillian Jeffers, Dennis Pritchard and RAF Valley.

THE EARLY POST WAR YEARS AT RAF VALLEY

Mon, 06 Dec 2021 20:09:22 GMT

THE EARLY POST WAR YEARS AT RAF VALLEY

With the war finally over in Europe and the Pacific, literally scores of RAF establishments were all facing an uncertain future, including RAF Valley.

However, there was some activity to continue with the various remaining RAF units conducting night flying exercises, together with the occasional weather diversion. On 28 July, 1946 the station was transferred to Flying Training Command on a care and maintenance basis and by 1947 was officially designated as a Master Diversion Airfield.

On 29 April, 1947 RAF Valley was to first experience the sound of jet engines, when three Vampire F Mk 1s arrived as a temporary detachment of No 595 Squadron from RAF Pembrey to provide high speed targets for Royal Artillery trainee anti-aircraft gunners at nearby Ty Croes. This was soon replaced by a similar detachment from No 631 Squadron (coded DF), from RAF LLanbedr, equipped with a pair of Beaufighter TT Mk 10s, a Martinet and a Harvard, together with Spitfire LF 16s and Vampire F Mk 1s and would continue the targeting task. In addition, on 6 August an element of No 21 RFU at RAF Moreton Valence moved in as No 2 (Pilots) Refresher Flying Unit equipped with Oxford Mk 1s and Harvard 11Bs.

No 12 Group, Fighter Command was to then take over the airfield in April 1948, while in the same month the Mountain Rescue Unit arrived due to the closure of RAF LLandwrog. In the meantime, No 2 RFU was to move out to be absorbed by No 1 RFU at RAF Finningley.

On 11 February 1949, No 631 Squadron was to be disbanded at RAF Llanbedr, together with its detachment at Valley; as the squadron was to be resurrected at RAF Jever, West Germany as No 20 Squadron. (595 Sqn would also be disbanded at RAF Pembrey on the same day and would eventually become No 5 Sqn).

On August 12, 1950 a single USAF B-50A Superfortress from the 97th Bombardment Group arrived at the station from Biggs AFB, Texas; followed the next day by another nine of the heavy bombers, plus an additional three on the following day. By August 25, mobile GCA radar had been installed by the Americans, who would remain at Valley for two months before departing for RAF Oakington and eventually RAF Lakenheath. And then on 29 December, 1950 no less than 13 B-50s were weather diverted and were to remain until New Year’s Day. Regular USAF visitors throughout the fifties until 1958, was to be the 53rd Weather Reconnaissance Squadron WB-50Ds based at RAF Burtonwood, which was tasked in collecting Atlantic weather data.

It then appeared that the station’s future was to become even more secure when in February 1951 HRH King George VI was to grant RAF Valley its official crest. This would include a Welsh dragon clutching a portcullis and inscription ´In Adversis Perfugium`, which translates as `Refuge in Adversity,` reflecting the station’s weather diversion tasks. Further consolidation was to follow, when Flying Training Command took over on 1 April 1951 and announced that the station was to be one of its principle airfields.

During the previous month, No 202 Advanced Flying School arrived. Tasked with refresher training courses for jet operations and equipped with Vampire FB 5s, T Mk 11s and a single Vampire F Mk 1, together with a Station Flight comprising an Oxford, Chipmunk and Anson. By 7 April, 1951 the first pilots had all soloed and were to graduate on April 29.

In May 1954, C Flight, No 22 Squadron arrived with Sycamore HC 14s, before being replaced by the Whirlwind HAR Mk 2 in January 1956. During this period, commencing in 1952, development testing of air to air missiles was also proceeding, using Swifts and later Javelins. (Check out details at ´Missiles Galore`)

However, due to various structural changes within Flying Training Command, on 1 July 1954 No 202 AFS was re-designated as No 7 Flying Training School and was also tasked in training Fleet Air Arm pilots to fly jets. The programme would comprise a 28 week course using the single seat Vampire and a few Meteor T Mk 7s, which were progressively exchanged for twin seat Vampire T Mk 11s.

In the meantime, regular weather diversions were being received at the station, which would be operational for 24 hours a day, seven days a week. As an example, in December 1958 the station logged 11 Canberras, 4 Hunters, 3 Varsities, 7 Valiants and a Canadian T-33 Silver Star.

On 15 August, 1960 the school was renumbered as No 4 Flying School and would take on the added task of training multi engine students for Transport and Coastal Command using the Varsity T Mk 1, until March 1962 when that responsibility was moved to RAF Oakington.

The station then went on to receive the Gnat T Mk 1, with the first example XP 502 arriving on 7 November 1962, which is another story!

Photos provided by Neville Evans, Ken Richards, Allan Sharp, Dennis Pritchard, an unknown source and MOD.

LEST WE FORGET

Tue, 16 Nov 2021 19:31:46 GMT

LEST WE FORGET

In an act of remembrance, on the morning of 11 November 2021, RAF Valley station personnel, both military and civilian together with members of VAS and the public, had gathered at the station memorial to commemorate Armistice Day.

Led by the Station Chaplain and supported by the Station Commander, the ceremony was eventually to continue with the Last Post being sounded, followed by the Two Minutes Silence and the Reveille before a short prayer.

The wreaths and crosses were then laid on behalf of the station, VAS and No 350 (Belgian) Squadron.

For Remembrance Sunday, a similar ceremony was then held at St. Mihangel Church, followed by the laying of wreaths on behalf of RAF Valley, RAFA and VAS.

Photos by Jim LeCras and Dennis Pritchard .

350 SQUADRON CELEBRATES ITS EIGHTIETH

Tue, 16 Nov 2021 19:14:48 GMT

350 SQUADRON CELEBRATES ITS EIGHTIETH

The year 2021 has been historically significant to RAF Valley, since it was first opened in 1941; while resident No 4 Flying Training School was recognising its centennial, after it was first formed at Abu Sueir, Egypt in 1921.

To complete the celebrations, over 30 personnel from No 350 (Belgian) Squadron, based at Florennes, were to arrive at the station on Monday, 8 November in order to also recognise their squadron’s eightieth anniversary since the unit’s embryo first began forming at RAF Valley on 12 November 1941.

On the following Tuesday, a ceremony was held in Hangar 116 officiated by the Station Commander, Group Captain Andy Turk, DFC and supported by Major Kevin Vandenhende, OC 350 . Also in attendance was retired Air Commodore M.J. ´Spike` Milligan CBE, (complete with bowler hat) representing RAFA, together with invited guests of the Valley Aviation Society who have had continuing contact with the squadron since 2004.

The Belgian personnel, including Colonel Philippe Goffin, Florennes AB commander had all arrived from Brussels, having travelled in a chartered ERJ 145, whilst the anniversary jet, F-16AM FA-86 would arrive a few hours later.

Unfortunately, the squadron’s Ops Officer, Major Pierre- Yves Libert, better known as Sausage to many VAS members, had to cancel the trip. This was following a visit to Luke AFB to check out the F-35A and had failed a Covid test when arriving back in Belgium and was obviously not allowed to travel. However, we would hope to see him again at next year’s Families Day.

During their stay and despite the horrendous weather, they had the opportunity to check out the station’s activities, together with visiting a local restaurant for a fish and chip supper, a local gin distillery and of course to taste what beers were on offer. On Wednesday morning they were to return home in advance of attending Armistice Day on 11 November.

Photo 1: Jim LeCras

Photos: 2 and 3 RAF Vly Stn Photos

Photo 4: Jim LeCras. “Dennis Pritchard, VAS Secretary; Major Kevin Vandenhende; Ron Williams, VAS Vice-chairman and Flt Lt Penny Broadway, Deputy MCO”

Photo 5: Emma Bailey

Photo 6: Belgian Air Component

BATTLE OF BRITAIN SUNDAY

Tue, 21 Sep 2021 19:57:54 GMT

BATTLE OF BRITAIN SUNDAY

In recognition of the 81st anniversary of the Battle of Britain, along with many other similar events across the UK; on the morning of 19 September 2021 a service of thanksgiving and commemoration was held at the church of St Mihangel, RAF Valley.

Led by the Reverend (Squadron Leader) Mike Hall; the congregation including many RAFA members, were to recall when Britain stood alone and was facing the might of Luftwaffe in its attempt to destroy the Royal Air Force, both in the air and on the ground, before launching an invasion in 1940.

However, despite many losses of both men and women and aircraft, a great victory was achieved by the Royal Air Force and the imminent danger was averted, as Adolph Hitler was finally to move his offensive towards the Soviet Union.

During the proceedings, Sergeant Dai Lawrence, followed by Group Captain Andy Turk were to provide detail of what transpired between 10 July and 31 October. The RAF was ultimately to lose 1250 aircraft, which included Bomber and Coastal Command aircraft and personnel, with Fighter Command losing 1017 fighters and 544 pilots killed. In addition, 312 RAF personnel were lost while serving at various airfields. The Luftwaffe was to lose over 2,500 airmen.

As Prime Minister, Winston Churchill was to sum up the battle, “Never in the field of human conflict was so much owed by so many to so few”.

In fact, two shadow squadrons now based at RAF Valley had seen action during the crisis. No 25 Squadron had been assigned radar equipped Blenheim 1Fs and were used as night fighters to harass night attacks, when on 5 September 1940, a New Zealand pilot shot down two He 111s and a Do 17.

On the other hand, No 72 Squadron had Spitfire Mk 1s and while based at RAF Acklington was to claim 6 kills, before moving to RAF Biggin Hill in August 1940, where the squadron was to claim 16 kills and 14 probable; but unfortunately lost 27 Spitfires and 8 pilots.

Photo - Epitomising No 72 Squadron’s involvement; when during the Battle of Britain the unit was equipped with the Spitfire Mk 1. Eighty one years years later, this squadron Texan T Mk 1 accompanies a BBMF Spitfire Mk 16 in No 316 (Polish) Squadron markings. (Crown Copyright).

THE VALLEY AVIATION SOCIETY TROPHY

Wed, 25 Aug 2021 13:40:30 GMT

PRESENTATION OF THE VALLEY AVIATION SOCIETY TROPHY

The Valley Aviation Society Trophy was originally conceived in 1996 by Flight Lieutenant John Phillips, Community Relations Officer; with the intention of annually awarding it to an individual or organisation not directly involved with flying.

The trophy’s expense had been met by VAS, following the purchase of a Christmas card attributed to Group Captain Sir Douglas Bader, whilst he was stationed at RAF Netheravon in 1937 and eventually received by the RAF Valley CRO. For many years, whilst in the possession of VAS, the card had been loaned and displayed in the station’s History Room. However, eventually the room was converted into what is known today as the Starbucks Café, with the card having been retrieved and now remains the property of the Valley Aviation Society.

Unfortunately due to the pandemic, the trophy had been dormant since 2019. However, with the relaxation of the Covid-19 regulations, it had been agreed to once more commence awarding the trophy.

On Monday, 16 August 2021, it had been agreed, at the behest of the Station Commander and his executives; that the trophy should be presented to the station’s ESS staff, a member of the Compass Company, which is responsible for providing support services throughout the UK Armed Forces sites. It was therefore determined that having loyally supported the station throughout the past difficult times; the staff more than merited the recognition.

Accordingly, the Station Commander in the presence of RAF Valley’s ESS staff presented the trophy to Chris Simmonds, General Manager.

Photo 1 - The Valley Aviation Society Trophy (Jim Le Cras)

Photo 2 - (Left to right) W/O Loz Mcmillan, Station Warrant Officer; Sioned Roberts, Officers Mess Manager; Nathan Goodright , Retail Manager; Chris Simmonds, General Manager; Marian Jones, Accommodation Manager and Group Captain Andy Turk, Station Commander. (Stn Photographer)

Photo 3 - Assembled ESS staff. (Jim Le Cras)

Photo 4/5 - The Douglas Bader Christmas Card.

RAF Valley Families Day 2021

Sat, 21 Aug 2021 15:21:46 GMT

RAF Valley families Day 2021

RAF VALLEY PHOTOCALL/FAMILIES DAY 2021

Following a dearth of aviation events over the past two years; Thursday, August 12 had been eagerly anticipated by our members – and they were not to be disappointed! Despite the near gale force winds, which attempted to disrupt the activities; a host of plaudits have been received from many that had the privilege of attending, proving that the day had been more than highly successful.

2021 has been a year to recall that RAF Valley was celebrating its Eightieth Anniversary, together with No 350 (Belgian) Squadron, which was first formed at the station in 1941 and that the 48th Fighter Wing at RAF Lakenheath was originally activated at Savannah, Georgia as the 48th Bomb Group in January 1941. Furthermore, No 4 Flying Training Wing was recognising its Centennial.

A vote of thanks and appreciation must therefore go to our Honorary President; Group Captain Andy Turk DFC, Station Commander for the invitation. Also to Wing Commander Chris Pote, OC Operations and his staff; together with all station personnel who participated in achieving such a most memorable event.

Unfortunately, on the down side was concern, despite various warnings, that many were still attempting to access the airfield’s perimeter and beach area during the flying display. One should only remember the Shoreham Air Show in 2015, when a Hunter crashed onto the A27, killing 11 people and injuring 16 others!

Photos by Dimitris Triadafillou, John Hardern, Michael Brazier, Darren Jones, Austin Hopston, Dylan Ekland.

FUTURE USAF AIRCRAFT INVENTORY

Wed, 02 Jun 2021 09:51:33 GMT

FUTURE USAF AIRCRAFT INVENTORY

USAF plans to retire 201 aircraft and purchase 91 new airframes in its FISCAL 2022 Budget. The fighter fleet would therefore decrease by 77 aircraft, while the RQ-4 Global Hawk numbers would be cut by 10 airframes.

A-10 42

F-15C/D 48

F-16C/D 47

KC-135 18

KC-10 14

C-130H 8

E-8 JSTARS 4

RQ-4 20

PROCUREMENT FISCAL 2012 and 2022, RESPECTIVELY

F-35A 60 48

HH-60W 19 14

KC-46 15 14

F-15EX 12 12

MC-130J 4 3

PROPOSED FLEET RETENTION

B-1 41

B-2 20

B-52 76

C-17 222

U-2R 31

T-38A/C 507

(Details courtesy of the Air Force Association)

No 4 FLYING TRAINING SCHOOL

Wed, 07 Apr 2021 13:28:58 GMT

No 4 FLYING TRAINING SCHOOL

1 April, 2021 marked the centenary for No 4 Flying Training School, which was first established at RAF Sueir, Egypt on the same date in 1921.

Initially equipped with Avro 504s, its primary function was developed to provide flying training for Middle East Command, covering all aspects, including army cooperation and was to be further equipped with the Bristol Fighter, together with DH 9s and even a few Vickers Vimy bombers and would be training an average of 80 students per annum.

By 1935, an RAF Expansion Programme had been conceived with the intention of increasing first line strength from 52 to 72 squadrons. By 1940 the target was increased to 128. As a result No 4 FTS was to be modernised with the introduction of Avro Tutors and Audaxes, while basic flying training was transferred to the U.K., leaving the school to provide advanced flying training using a mix of 65 Audaxes and Harts plus 4 Tutors. The course length was then reduced to six months, with 48 students arriving every three months with the graduates being then posted directly to operational squadrons.

It is believed that in 1938, No 4 Flying Training School’s badge was authorised in 1938 by HRH King George IV, accompanied with the Latin motto “E Sabulo ad Sidera” translated as “From Sand to the Stars”. However, two days before the outbreak of World War II, the school had moved to RAF Habbaniya, Iraq on September 1, 1939, which was located 55 miles from Baghdad and adjacent to the River Euphrates.

Because of the obvious travel difficulties to and from the U.K., students with suitable basic flying skills of at least 25 hours began arriving from Egypt, Rhodesia, India, French colonies and Greece. Upon graduation, the pilots would then be sent directly either to squadrons or to RAF Abu Sueir for further training.

By February 1940, the school’s title was amended to No 4 Service Flying Training School, with a greater emphasis on instructing observers and air gunners. Accordingly, Fairey Gordons and Airspeed Oxfords were added to the inventory and by July, Gloster Gladiators arrived to reinforce the airfield’s defence posture.

In the meantime, Rommel had launched a fierce attack on British forces in Libya and had succeeded in pushing the British back to Egypt. British intelligence was then to report that Hitler was planning to invade Syria and Iraq with the intention of capturing the Gulf oilfields and progress towards the Suez Canal, thus surrounding the beleaguered British forces.

As a result, plans were put in place to quickly transform the school into an improvised and makeshift operational fighting unit, whilst British troops would be dispatched to the Persian Gulf to protect the vital oil supplies.

On April 3, 1941 the revolutionary Iraqi Army, led by Raschid Ali and with the support of the Nazis had seized power in Baghdad as the Iraqi ruler Emir Abdullah Illah and his family had quickly fled to Habbaniya, where they were flown out the 30 miles to Basra to board HMS Cockshafer. Accordingly, all available aircraft had been armed in anticipation of an attack and duly designated as the Habbaniyah Air Striking Force. With only 37 qualified instructor pilots, together with the more qualified students and some volunteer airmen acting as observers and air gunners, the relatively small band was facing a most daunting task!

THE FIRST GULF WAR, INCLUDING THE BATTLE OF HABBANIYA, MAY 1941

On 30 April, 5,000 Iraqi troops, supported by artillery and tanks had amassed on a plateau to the south, overlooking the airfield and were to be assisted by the Iraqi Air Force. On May 2, operations began with strafing and bombing of the enemy, while anti-aircraft fire and shelling of the airfield had commenced.

On the first day, 9 Gladiators were available together with 26 Oxfords, 8 Gordons, 30 Audaxes and 1 Blenheim bomber and resulted in the loss of 22 aircraft with ten dead or critically injured. The battle was to continue by day and night until 6 May, with assistance by Wellington bombers of No 37 and No 70 Squadrons, based at Basra. This was to result in a total of 13 having been killed, together with 21 others sustaining serious injuries.

During the five days of operations, the defending aircraft had flown 647 sorties, dropping 50 tons of bombs and expending over 116,000 rounds of ammunition. Bearing in mind that the Audaxes and Gordons could carry two 250lb bombs, the Oxfords were loaded with eight 20 pounders attached to makeshift shackles under their wings.

During the night, it was discovered that the rebel army were departing and heading back towards Baghdad. The following day, aircraft were subsequently launched to harass their retreat, while British troops were advancing towards the Gulf.

In the meantime, the Luftwaffe, supported by the Italians had reached Mosul from Greece via Syria. On May 12, Habbaniya aircraft flew the 200 miles to attack Mosul. In response, on May 16, He 111s and Me 110s raided Habbaniya, with a Gladiator shooting down a He 111 and losing an Audax to a Me 110.

In support of the advancing British troops, on May 20, Habbaniya based Gladiators and Hurricanes duelled with four Me 110s over Fallujah. The intense fighting was to continue, which had involved not only the Iraqi Air Force supported by the Germans and Italians. However, on 31 May, Baghdad was finally recaptured and the rebel remnants were to flee to Persia with Emir Abdulla Illah, finally being reinstated.

As a result the Germans and Italians had absconded to Syria. Soon after, Hitler gave up on his intentions to capture the Middle East, as he was to concentrate his efforts on invading Soviet Russia. Marshall of the Royal Air Force, Lord Teddar later stated, “If the School had been overcome, the Germans would have had a threshold in Iraq……We might have lost the War!”

Soon after and ironically, No 4 FTS was to be disbanded on I July, 1941 before being resurrected at RAF Heany, Rhodesia (Zimbabwe) on 3 February 1947. Equipped with Tiger Moths and Harvards, it remained until 26 January 1954 and once again was disbanded. However, on 1 June 1954 No 4 FTS replaced 205 Advanced Flying School, as it was to be established in the U.K for the first time at RAF Middle St George and entered the jet age with Meteors, before receiving Vampire T 11s during January 1955. Another move was to RAF Worksop in June 1956 where it remained until 9 June, 1958 before again being disbanded.

However, on 15 August 1960, No 4 FTS was finally to be resurrected for the last time, when it replaced No 7 FTS at RAF Valley. Equipped with the Vampire T Mk 11 and Varsity T Mk 1, the school was to be tasked with training future jet pilots and multi-engine students for Coastal and Transport Command. Since then, the rest has been part of RAF Valley’s unique history!!!!!!!

Photos supplied by the Imperial War Museum and the RAF Museum.

Photo 1 – Aerial view of RAF Abu Sueir on 1 December 1925.

Photo 2 – Avro 504K passes through the Main Gate!

Photo 3 - Dual controlled Vickers Vimy, as flown by F Flight in 1933.

Photo 4 – A No 4 FTS Wing Walker!

Photo 5 – Students check out the Rolls Royce Kestrel engine on a Hawker Hart.

Photo 6 – No 4 FTS badge as authorised in 1938.

Photo 7 – RAF Habbaniyah Station Badge.

Photo 8 – Welcome to RAF Habbaniyah, London is only 3,287 miles!

Photo 9 – The No 4 SFTS full team in February 1940.

Photo 10 – The challenging Hawker Audax.

Photo 11 – The Airspeed Oxford bomber and strafe.

Photo 12 – The Battle of Habbaniyah, as depicted by Frank Wooton.

Photo 13 – A victim of No 4 FTS!

Photo 14 – No 4 FTS Tiger Moth over Rhodesia in the Fifties.

Photo 15 – Coded SE identifies, this Harvard belongs to No 4 FTS at RAF Heany.

Photo 16 – Vampire T Mk 11s at RAF Valley with No 4 FTS in the early sixties.

CHANGE OF COMMAND

Tue, 23 Mar 2021 15:28:45 GMT

CHANGE OF COMMAND

While recognising the ongoing COVID-19 restrictions; accordingly only a brief change of command ceremony was held on 2 December, 2020 in order to express a fond farewell to Group Captain Chris Moon as he relinquished his command of RAF Valley and VAS President. Accordingly, a warm welcome was then extended to the incoming Station Commander, Group Captain Andy Turk, DFC.

On the previous day, Group Captain Moon was to fly his last sortie by leading three No IV Squadron Hawk T Mk 2s, which included two trips through the MAC Loop, with Group Captain Turk following in the third jet.

VAS therefore wishes our incoming Honorary President the very best of luck during his future tenure at such a difficult time. Hopefully, by the spring of 2021, COVID-19 will have been defeated and the station can continue with its flying training, without these current obstacles.

Next year, will also see the station celebrating its 80th Anniversary, together with No 4 Flying Training School recognising its Centennial. Exciting times ahead!

Photo 1 - The Station Commander (left) prepares for his last flight, together with the incoming Station Commander (right). (Cpl Simon Armstrong, VLY Photo Section).

Photo 2 - Group Captain Moon goes through the MAC Loop. (Dennis Owen)

Photo 3- Group Captain Turk follows. (Dennis Owen)

Photo 4 - VAS Vice-chair presents a parting gift. (Jim Le Cras)

Photo 5 - A final farewell and a warm welcome. (Jim Le Cras)

Photo 6 – RAF Valley Station Commander and VAS President, Group Captain Andy Turk, DFC. (Cpl Simon Armstrong, VLY Photo Section).

THE LIBERTY WING AND THE VALLEY AVIATION SOCIETY

Tue, 23 Mar 2021 15:08:56 GMT

THE LIBERTY WING AND THE VALLEY AVIATION SOCIETY

Since the Liberty Wing arrived at RAF Lakenheath in 1960; its jets had been a familiar sight at RAF Valley. Either engaged in PDs, weather or emergency diversions and even dropping off to refuel and grab a coffee. In addition, they used to arrive to specifically visit VAS or attend its popular photocalls.

However, the first opportunity for VAS members to closely inspect a Strike Eagle had been during a base visit, following an incident which had occurred on 16 September, 1994.

Whilst engaged on a low level training sortie over mid- Wales, a 494th F-15E/91-0601 was struck by a flock of ducks. The pilot, Capt. Brad Robert was avoiding a shooting party, when he inadvertently flew into their target! Immediately following the collision, the canopy became detached and struck an air intake, causing severe vibration to the airframe.

Unable to communicate with his pilot, the WSO Capt. Mike Panarassi decided to eject and safely landed in a field, near Pennant, Dyfed and was later recovered by an RAF Chivenor SAR Sea King. The pilot, however after checking out the aircraft with the assistance of his wing man; decided to divert to RAF Valley, where he landed twenty minutes later!

Nowadays, apart from an infrequent PD; in recent years, members need to either visit the MAC Loop or the A 5 Pass to view the 48th aircraft, close up. However, herewith are a few reminders of days gone by…..

1. 493rd TFS F-4D on PD to runway 32 in 1975. (Author)
2. 493rd TFS F-111F/74-0184 on approach to runway 14. Note the North African Campaign Ribbon on the fin, to denote Operation Eldorado Canyon 1986 mission against Libya. (Author)
3. 48th TFW commander Col. Tom Lennon’s ´Liberty Lady`, F-111F/ 72-0448, which had participated in Operation Iraqi Freedom seen departing RAF Valley in 1991. (Author)
4. Bird Strike Eagle in 1994! (Jim Le Cras)
5. First visit to VAS in February 1996; 494rd FS F-15E/90-0257. (Jim Le Cras)
6. WSO on a cold February, Saturday morning! (Jim Le Cras)
7. VAS members check out the jet. (Jim Le Cras)
8. VAS secretary presents an F-15E model to Lt. Col. Steve ´Big Mac` Mc Namara, while chairman Wynne Foulds and Capt. Bill ´Boo Boo` Miller look on. (Jim Le Cras)
9. Our guests depart to a snowy and wintry Lakenheath. (Jim Le Cras)
10. The 48th attend its first VAS Photocall in 2004. (Dimitris Triadafillou)
11. Preparing to depart. (Author)
12. 48th aircrew at a VAS social evening in 2005; when a £1,000 cheque was donated towards the Hurricane Katrina Disaster Fund. (Jim Le Cras)
13. Strike Eagle arrives for the 2006 VAS Photocall. (Dimitris Triadafillou)
14. 494th FS F-15E, 81-0605. (Dimitris Triadafillou)
15. Welsh speaking Capt. Keith Turner and WSO, Capt. John Heard with VAS chairman Jack Thomas. (Dimitris Triadafillou)
16. 494th FS F-15E/81-0316 prepares to depart following a weather diversion. Note the other jets in the background. (Jim Le Cras)
17. 316 blasts off. (Jim Le Cras)
18. Touch down on Runway 32. (Jim Le Cras)
19. 493rd FS, F-15C/84-0014 diverts following a missile misfire on the range. This Eagle had an Iraqi SU-22 kill on 20 March, 1991. (Jim Le Cras)
20. 493rd FS, F-15C/86-0171 prepares to depart Runway 32. (Jim Le Cras)
21. Up, Up and Away! (Meirion Williams)
22. Waving the Welsh Flag! (Wayne Lewis)
23. VAS attends a base visit to RAF Lakenheath in 2016. (John Davies)

TO THE HONORARY AIR COMMODORE HIS ROYAL HIGHNESS, THE PRINCE OF WALES

Tue, 23 Mar 2021 14:54:18 GMT

TO THE HONORARY AIR COMMODORE HIS ROYAL HIGHNESS, THE PRINCE OF WALES

Before relinquishing his command of RAF Valley; as Aide-de-Camp to HRH Prince Charles, who is the station’s Honorary Air Commodore, one of Group Captain Chris Moon’s final tasks was to provide his annual report.

Herewith, are some extracts: “Royal Air Force Valley continues to play a critical role in the defence of the United Kingdom and our Mission remains vital in getting pilots to the Front Line, safely and on time.”

It remains an honour and a privilege to command this unique station on the beautiful Isle of Anglesey. The largest unit, of which I am also the commandant, is No 4 Flying Training School, which is responsible for the Basic Flying Training and Advanced jet training of Royal Air Force and Royal Navy pilots, as well as those from the armed forces of our international partners.”

“Flying activity at Valley continues to grow in order to meet the increasing demands of the Typhoon and Lightning II forces. Every single person of the whole force is proud to play their part in delivering world class flying training and getting the next generation of pilots to the Front Line”.

“The Station retains excellent links with the local community and is particularly proud of the Jon Egging Trust’s support for local schools. We are also privileged to retain strong links with the Valley Aviation Society. There isn’t a station anywhere in the Royal Air Force that has such a close and positive relationship with its aviation enthusiasts.”

“The whole force at Royal Air Force Valley can look back with great pride at how we have responded to the Covid-19 crisis. In September 2020, the amount of flying we conducted increased by almost 50% compared to the same period last year”.

“Royal Air Force Valley continues to hold true to our motto, In Adversis Pefugium”.

RIP Mr Jack Thomas

Tue, 23 Mar 2021 14:41:53 GMT

RIP Mr Jack Thomas

It is with regret that we have to inform you that VAS vice-president, Jack Thomas sadly passed away in his sleep on Saturday morning (September 5, 2020) at the age of 86 years. Jack had joined the VAS committee in 1994 and was to become its chairman in 1997; a position that he held until 2012 when he had to resign due to ill health.

He had been held in high regard by all members and at RAF Valley, where he was known by many as its mayor. He will be sadly missed by all that knew him, including many past Station Commanders.

RIP dear friend. You'll be missed by many!

Jack’s funeral will be at the Colwyn Bay Crematorium at 2.45 pm Monday 14th September 2020.

Please Note: With the COVID restrictions, attendance has had to be limited.

 The Station Commander is attempting to provide a Hawk fly past in his memory at 2.40 pm.

RAF VALLEY MEMORIAL

Tue, 23 Mar 2021 14:26:28 GMT

RAF VALLEY MEMORIAL

Many years ago, a few committee members of the Valley Aviation Society had embarked on a research project to record the number of aircraft crashes that had transpired since RAF Valley was opened in 1941, where the station had been directly and indirectly involved. As a result, the list of fatalities identified has climbed to over 180 and includes names not only from the UK, but also America, Australia, Canada, France, Netherlands, Poland, Czechoslovakia, a number of civilians and a few other nations.

In 2018, in recognition, it had been agreed to erect a relevant memorial in remembrance. Various designs were considered, before eventually deciding upon a rock, which was kindly donated by Hanson Aggregates, Penmaenmawr together with a Welsh slate plaque and bi-lingual inscription. After having consulted with Group Captain Nick Tucker Lowe, who was the Station Commander at the time, it was agreed to locate the memorial in Spotters Car Park, which is adjacent to Runway 20 and is open to the general public.

Following an appeal to our members, the financial cost was met due to the generosity of the membership. Its erection was then to commence in March by three committee members, despite hindrance from the COVID-19 restrictions.

At 5.45 pm on 22 September 2020; Reverend Squadron Leader Michael Hall, first led a short service of remembrance, before RAF Valley Station Commander and VAS President, Group Captain Chris Moon introduced Air Officer Commanding 22 Group, Air Vice Marshall Richard Maddison, who was to proceed to the dedication, before unveiling the memorial.

Due to the prevailing COVID-19 restrictions, the event had to be held with a minimum number attending. However, the Valley Aviation Society has been assured that in 2021, when the station will be celebrating its 80th anniversary, together with No 4 Flying Training School recognising its centennial; a similar occasion might be possible, when invitations would be extended to representatives from various other air arms in recognition of their losses.

Immediately following the occasion and bringing the gathering to its conclusion; our treasurer, in memory of past chairman and later vice-president Jack Thomas, presented a donation of £1,000 to the Station Commander on behalf of the RAF Valley Station Charities Committee.

All photos by John Davies

THE VIEW FROM THE FENCE

Tue, 23 Mar 2021 14:19:11 GMT

THE VIEW FROM THE FENCE (Issue 6)

As 2018 draws to a close, the key words for this year are celebration and remembrance; bearing in mind that 1918 not only saw the formation of the Royal Air Force, but also the end of the First World War. While RAF Valley, which first opened in 1941, has also experienced a unique and significant history of its own.

However, this year’s highlights was unfortunately overshadowed last March, by the untimely death of Red Arrows member, Corporal Jonathan Bayliss, who was poignantly remembered at this year’s Families Day, when the magnificent Reds stole the show.

For us aircraft enthusiasts and photographers at the perimeter fence, the sad decline in what used to be a plethora of different aircraft types and numbers has had to be accepted over the past few years. This year, aspirations have occasionally been rewarded with new types, such as the A 400M Atlas, USAF CV-22 Osprey and even a solitary F-35B Lightning II; quite apart from the steady arrival of the T-6C Texans.

Once again, one of our members trekked to Star Wars Canyon, California and managed to photograph an USMC AV-8B Harrier II, based at NAS China Lake. One wonders if its airframe or engine consisted of any parts from the 72 retired RAF Harriers, which were sold to the Americans!

This year we have celebrated the 25th anniversary of the Valley Aviation Society (VAS) and once again we have unfortunately had to bid a fond farewell to our 12th Honorary President, Group Captain Nick Tucker-Lowe as his tenure as Station Commander comes to a close. So this year, although we thought that we were going to lose two good friends, we were pleasantly informed that Station Warrant Officer Kevin Beattie, who officially retired on the day that the Hawk gate guardian was unveiled, apparently will continue to be seen on station.

It now only remains for VAS to wish you all at RAF Valley, the season’s greetings, while hoping that you also have a very prosperous and safe 2019. Nadolig Llawen a Blwyddyn Newydd Dda.

Valleyaviationcociety.co.uk

Photo 1 – The Reds arrive at the Families Day 2018. (Paul Johnson)

Photo 2 – First landing of an Atlas. (Jim Le Cras)

Photo 3 – Everything up and down! (Cyril Jones)

Photo 4 – The Harrier lives on! (Victor Priday)

Photo 5 – Another Texan arrival. (Ian Tether)

Photo 6 – The Station Commander and Station Warrant Officer with VAS committee members. (Jane Bailey)

Photo 7 – Honorary President, Group Captain Nick Tucker-Lowe receives a parting gift. (John Davies)

JANUARY 2019 SOCIAL MEETING

Tue, 23 Mar 2021 14:12:33 GMT

JANUARY 2019 SOCIAL MEETING

Despite the threat of ice and snow, the first social meeting for 2019 was surprisingly well attended, as it was an opportunity for the members to meet and greet Group Captain Chris Moon, RAF Valley’s new Station Commander and VAS Honorary President.

As guest speaker, his past experiences were to soon enthral us all. Having graduated from RAF Valley and progressed onto the Harrier GR 7; he soon found himself over Iraq at night during Operational Telic; supporting special operations' boots on the ground, who were trying to locate and destroy Scud missiles.

This then led to Joint Force Harrier, whereby the RAF Harriers would be integrated with the Royal Navy’s Sea Harriers; which saw him being deployed aboard HMS Illustrious. He was to remark that with a total of 11 jets on deck, space on Lusty could be at a premium!

His next assignment would be to RAF Valley as an instructor with No 19 Squadron, before his first introduction to the Eurofighter Typhoon at BAE Warton during its early development.

As the Typhoon was to progress from simply being an air defence fighter, Group Captain Moon could not emphasise how the aircraft has since developed into the very potent FGR Mk 4, which is now to take over the role of the Tornado GR Mk 4, as well as being available for air defence. He was to explain that it is now capable of carrying all of the Tonka’s weapons and capabilities, including the Brimstone and Storm Shadow.

During this progression he had been deeply involved, such as when the jet deployed to the Falklands to replace the Tornado F Mk 3 and in 2011, when he was a flight commander on No 3 Squadron when it participated in Operation Ellamy during the Libyan conflict; quite apart from participating in Exercise Red Flag, as well as tours to the Middle and Far East.

Finally, taking command of No 3 Squadron, (which he claims is the oldest fixed wing squadron in the RAF), one of the highlights of his tenure was to host the Indian Air Force, when it deployed four Su-30 Flankers to RAF Coningsby in 2015.

Following a stint with the MOD as a Strategic Programmer, he was to arrive at RAF Valley, where he took over command of the station on 6 December of last year. The evening was then to conclude, following a £1,000 cheque presentation to Group Captain Moon on behalf of the Station Charities Committee.

Photo 1 – Group Captain Chris Moon, ADC, M.A., B(Eng), RAF. (RAF Valley)

Photo 2 – Joint Force Harrier at sea. (MOD)

Photo 3 – 11 jets aboard HMS Illustrious. (MOD)

Photo 4 – Wing Commander Moon hosts the Indian Air Force. (RAF Coningsby)

Photo 5 – Indian A.F. Su-30 Flanker accompanied by No 3 Squadron Typhoon. (RAF Coningsby)

Photo 6 – Multi role Typhoon FGR Mk 4. (SAC Cathy Sharples, RAF)

Photo 7 – The finance team and vice-chairman, Ron Williams present a £1,000 cheque to Grp Cpt Moon on behalf of the RAF Valley Station Charities Committee. (John Davies)

A VIEW FROM THE FENCE

Tue, 23 Mar 2021 14:01:22 GMT

A VIEW FROM THE FENCE (Last edition for 2019)

Last August, many Birdwatchers visited Spotters car park, having noted on Facebook that a pair of Ospreys had been reported flying over Anglesey. Imagine their disappointment, when informed that they had not been the rare fish eating Raptor species, (not to be confused with the F-22A), but in fact were two US Marine Corps CV-22s based at MCAS New River, North Carolina!

The following month, a Spitfire flew over the station to remind us of its role in the Battle of Britain and of the number of squadrons that had flown the iconic fighter whilst based at RAF Valley during WW 2. However, this aircraft had not been the Merlin powered version, but a BBMF later Mk XIX, which was appropriately adorned with black and white invasion stripes, thus also commemorating the 75th anniversary of the epic D-Day Landing in June 1944.

And then in October, following on the heels of the Tornado, RAF Valley was to witness yet another end of an era. This was to be a final visit by Tucano Mk 1s before their imminent retirement. Since the first ab initio course in 1989 and after 483,500 flight hours; one cannot imagine as to how many students had qualified during the past 30 years of its service.

History was also to be the main topic at our penultimate social gathering for 2019. We were privileged in first meeting and greeting Air Commodore Adrian Williams, Air Commodore Wales who was to provide a most interesting and quite intriguing presentation, relating to the Welsh influence in regard to the remarkable history of the RFC and RAF over the past 100 plus years.

He was first to emphasise and remind us all of how David LLoyd George, Welsh politician and Prime Minister, who had the vision which led to formation of the Royal Air Force on 1 April 1918, to become the world’s first independent air force.

The Air Commodore was initially to explain that since then, there have been no less than 36 RAF establishments in Wales. Of course today, there is but Valley and Mona; together with MOD St Athan and Aberporth plus the Pembrey Sands range.

He was to continue by stating that 26 WW 1 air aces had been of Welsh descent. (Of particular interest to us was William Arthur Owens from LLandegfan, Anglesey). In regard to Victoria Cross holders; of particular significance was of course Caernarfon native Group Captain Lionel Rees, commander of No 32 and 11 Squadrons.

The Air Commodore was then to finally identify many other notable Welsh individuals, who had served with distinction, with many having made the ultimate sacrifice during the two world wars. Of particular note is also Air Chief Marshall Michael Wigston, C.B.E. who was raised in the Bethesda area and educated at Friars School, Bangor.

The evening was then to conclude with a £1,000 cheque donation to the RAF Valley Station Charities Committee, which was received by Group Captain Clare Sharp on behalf of the station commander.

One wonders what 2002 might have in store. In the meantime, members of the Valley Aviation Society wish you all at RAF Valley; a “Nadolig LLawen a Blwyddyn Newydd Dda”!

Aerophile

valleyaviationsociety.co.uk

Photo 1 – Birdwatchers’ disappointment! (Jim Le Cras)

Photo 2 – Lest we forget. (John Davies)

Photo 3 – Tucano final farewell and thumbs up. (John Davies)

Photo 4 – Supersonic Hawk? (Meirion Williams)

Photo 5 – Shop assistant Davy Latimer next to our Money Tree. (Dimitris Triadafillou)

Photo 6 – Air Commodore Adrian Williams and Group Captain Clare Sharp with the £1,000 cheque donation for the Station Charities Committee. (John Davies).

A VIEW FROM THE FENCE VE/VJ DAY

Tue, 23 Mar 2021 13:51:58 GMT

A VIEW FROM THE FENCE VE/VJ DAY

It was indeed unfortunate that due to the deadly Corona virus pandemic, VE-Day 75, scheduled for 8 May, has had to be postponed, as the world is now facing another world war.

On that date in 1945, RAF Valley had obviously received the good news of VE- Day with great jubilation and much merry making. However, before consideration for demobilisation, the personnel were not allowed to rest on their laurels for too long, as the station had one further important task to complete.

This was due to an agreed pre-planned strategy; whereby as soon as the end of the conflict in Europe; it had been decided that all surviving U.S. Eighth Air Force bombers and crews should return to the United States. Following three weeks leave, the crews were then to report back for assignments to the Pacific Theatre. Within the scheme, only one U.K. departure airfield had been specifically earmarked, and that was RAF Valley! At the time, the staff comprised 724 RAF members under the control of Transport Command and 784 Americans, who were all well versed in dealing with transatlantic air traffic since the USAAF had first arrived in 1943.

As soon as the station had “sobered up” and had got organised, the ambitious scheme was to get under way. Designated Project White, it was to commence on 20 May, when 72 aircraft were processed. The B-17 Flying Fortresses and B-24 Liberators would then arrive carrying their nine crew members, together with eleven passengers. The intention was then for the aircraft to stay overnight for final checks and refuelling.

In anticipation, an average of 25,000 gallons of fuel per day would be required, which would be obtained from a depot in Caernarfon. The essential supplies would then be transported by rail to a siding, which had quickly been constructed, adjacent to the airfield perimeter. By the end of July 1945, no less than 2,237 bombers had passed through the station, which had resulted in a requirement for overnight accommodation for 35,384 officers and enlisted men. As a result, the airfield had quickly been dubbed as Happy Valley.

During this period of intense activity, fatal accidents were remarkably low. However, a B-17 had crashed on a hill overlooking Barmouth whilst en route to Valley; while a B-24 which had departed had struck high ground on the Isle of Skye. In both incidents, all personnel had unfortunately perished. In addition, another B-24 had ditched in the Atlantic, with no survivors.

On 18 June, an RAF Mosquito made an emergency landing with its port engine on fire, while in the evening, a B-17 overshot and slewed off the runway. The following day, a P-51 arrived manned by a pilot who had arrived to see off his brother, who was also a pilot on one of the B-17s. On departure, the Mustang performed a short flying display, witnessed by his brother; only to crash into the sea within 150 feet of the beach, where the dead pilot’s body was eventually recovered by swimmers.

Following the Eighth Air Force exodus, it was then the turn of the tactical Ninth Air Force A-26 Invaders and C-46/C-47 transports arriving from the continent, before heading for the U.S. As a result, by the end of August, the total aircraft numbers dispatched was 2,498.

However, when Emperor Hirohito announced the Japanese surrender on 15 August 1945; thankfully there was no requirement for the apprehensive American servicemen to be re-deployed to the Pacific.

During September, the Americans manning the 1407th Air Base Wing, Army Air Force Station 568 had almost all departed, apart from a handful of technicians manning the radar and GCA. In the meantime, virtually all of the RAF personnel would also be on their way to Civvy Street; apart from No 1526 Blind Approach Training Flight, operating Oxfords, which was to remain until December 17. Christmas and New Year was celebrated by a handful of remaining airmen, as RAF Valley faced an uncertain future…….

It has now been reported that August 15/16 will be recognised as VE/VJ 75, when the entire world can celebrate; hopefully also to the defeat of COVID-19!

Aerophile

valleyaviationsociety.co.uk

Photo 1 – Liberator on finals to runway 20. (USAF)

Photo 2 – Dealing with the aircraft movements. (USAF)

Photo 3 – The pilot briefs his crew and passengers before departing for home. (USAF)

Photo 4 – The hapless Flying Fortress that never made it to RAF Valley. (USAF)

Photo 5 – Civilian staff bid a fond farewell. (USAF)

Photo 6 – RAF Valley on August 13, 1945 with 115 Ninth Air Force aircraft awaiting departure. (RAF)

Photo 7 – On the scrap heap in the States! (USAF)

MISSILES GALORE

Tue, 23 Mar 2021 13:45:15 GMT

MISSILES GALORE!

From a fighter base and transatlantic hub during WW 2; RAF Valley was to then progress during the Cold War to be a Master Diversion airfield, while gradually becoming a centre of excellence for fast jet and rotary training, together with its air, sea and mountain rescue activities.

However, in addition, a little known fact during the fifties was to be the development and testing of air to air guided missile technology at the station. An activity that eventually would provide future fighter pilots with the experience of live firing these weapons for the next forty years. Much to the delight of air enthusiasts!

As early as 1945, the Air Ministry had encouraged the development of the air to air missile concept. One company to be involved was to be Fairey Aviation Ltd with its beam riding Fireflash and in 1952 the company took up residence on Site 2, on the far side of RAF Valley. This was due to its location being ideal for further development testing, due to the proximity of RAE Aberporth with its 2,000 square miles controlled range in the Cardigan Bay; in conjunction with the Firefly drone target aircraft facility at RAE LLanbedr.

Fireflash trials were to proceed using a Hunter F Mk 4, Meteor T Mk 7 and NF Mk 11 together with a hybrid Meteor, which was essentially a T Mk 7 with an F Mk 8 tail and FR Mk 9 nose! By 1954, the RAF had become involved, with the advent of No 6 Joint Services Trials Unit (JSTU), which was to introduce six Swift Mk 7s; before another organisational change on 1 June 1957, was to introduce the Guided Weapons Development Squadron (GWDS).

In the meantime, the de Havilland Dynamics Co. was developing its Blue Jay project, which was later designated as Firestreak, also using infra-red technology, which had already been introduced to the JSTU and test fired from the Hunter. Furthermore, a series of ground tests had been conducted from the beach behind Site 2! At this stage, because of lack of funding due to the loss of interest by the Ministry of Supply, the entire Fireflash project was terminated; resulting in GWDS replacing the Swift with 6 Javelins (two FAW Mk 5s and four FAW Mk 7s), before continuing to progress with trials on the Firestreak.

These trials were to result in Firestreak entering service with the Royal Air Force in 1958, primarily to equip the Javelin, with the facility at RAF Valley becoming known as No 1 Guided Weapons Trials Squadron (GWTS) on 1 January 1959.

On 1 June 1962, the unit was to be recognised as the Fighter Command Missile Practice Camp, in anticipation of accepting aircrews from Javelin operational squadrons for training to be conversant with the intricacies of actually firing this new innovative weapon. A month later, Javelins crews from No 64 Squadron would have the distinction of being the first MPC deployment. However, this was soon followed in October 1963 by No 5 Squadron’s arrival; to be the first Lightning unit to be armed with the Firestreak.

No 29 Squadron would arrive for MPC in February 1967, being the last Javelin unit, as the Lightning squadrons were to gradually dominate into the seventies. However, AAM technology was moving on. Even as early as January 1971, No 43 Squadron’s Phantoms were to appear, together their armament of American AIM-7 Sparrow and AIM-9 Sidewinder missiles.

In 1969, the Royal Air Force was to integrate Fighter Command, Bomber Command and Coastal Command into Strike Command. As a result, the MPC was re-titled as Strike Command Air to Air Missile Establishment, resulting in the acronym STCAAME!

During the eighties, MPC activity at the facility was to continue unabated, with the Lightning visits being gradually replaced by the Phantom, before the Tornado F2 and latterly the F 3 began making its appearance, together with Royal Navy Sea Harriers. Of particular interest, in September 1984, were USAFE F-15Cs from the 23rd TFS, based at Soesterberg, Holland which arrived, equipped with AIM-9Ps.

From August 1990, the prelude to Desert Storm was to find a succession of RAF strike aircraft on the STCAAME pan with the Tornado GR 1, Jaguar, Harrier and even Buccaneers making regular appearances, having been equipped with Sidewinder AAMs for protection against possible Iraqi fighter attacks.

As one of the MOD’s first civilianisation initiatives that were to lead private companies taking over some military tasks, the Royal Aircraft Establishment (RAE) became the Defence Research Agency (DRA) while A&AEE followed as the Defence Test and Evaluating Organisation (DTEO). By 1995, this was to result in the two subsidiaries being amalgamated into a further acronym of DERA. In 1997, this was to result in STCAAME being re-titled as the Air Guided Weapons Evaluation Unit, hence AGWOEU, as a direct arm of the Air Warfare Centre at Boscombe Down.

During this period, in 1993 of note were two visits by Mig 29s from a previous East German air base located at Preschen. Having by then integrated into the German Air Force, they had arrived to conduct trials with ex-Soviet designed AA 8/10 Alamo/11 Archer AAMs. While in September 1998, another interesting deployment was four Swedish Air Force JA 37 Viggens from F 4 Squadron based at Ostersund, which were equipped with the Sky Flash AAM.

In August 1992 RAF Brawdy was closed, followed by RAF Chivenor in October 1995; resulting in the tactical weapons responsibility and some of their squadrons being transferred and absorbed into the RAF Valley’s advanced flying curriculum. With their Hawk T 1As, both 19 and 74 (Reserve) Squadrons would be responsible for weapons training and on occasion their jets might be seen leaving for the range armed with a pair of AIM-9Ls. During a short period, a 100 hour training programme was conceived referred to as the Mirror Image Programme , whereby using its AI radar, a Tornado F 3 might be supported by a pair of missile carrying Hawks T 1As!

Following even further developments, in 2001 DERA became an autonomous private company entitled Qinetiq, which was to be responsible for the Aberporth Range and LLanbedr. Successive fighter squadron MPC deployments to Valley were to gradually diminish, as the units were able to conduct their MPCs, together with Short Notice and Quick Reaction Alert sorties from their home bases, under the supervision of the Air Warfare Centre at RAF Coningsby, before arriving at Valley for debrief. However, with improving technology, range instrumentation and communications, it was eventually deemed not necessary to land at Valley, as the squadrons were able to return back to their own bases for debriefing.

With the prospect of the RAF receiving the Typhoon and even further technical development in AAMs, which were producing the next generation, such as ASRAAM, AIM-120 AMRAAM and the BVRAAM Meteor, Aberporth’s comparative confined airspace was causing concern. Even the Tornado F 3’s Sky Flash had increased its envelope to 30 miles. As a result, greater use was be made of a large range in the Hebrides. However, the facility at Valley was to have a short reprieve by accommodating the testing and training of dropping weapons, which resulted in the “Mud Movers” occasionally visiting with LGBs, TIALD pods and even USAFE A-10s with Maverick missiles.

However, on 24 March 2004 a formation fly past over Site No 2 consisting of a pair of Tornado F 3s, together with a Harrier and Jaguar, was to signify the final closure of the facility, concurrently with the preparation to also close LLanbedr airfield and its target drone activities, (which is another story!)

However, in April 2007, a surprise visit by a Swedish AF Gripen armed with a Meteor BVAAM was to invite great attention. This visit was due to the Qinetiq Company, which is still maintaining and conducting activities from MOD Aberporth on the Cardigan Bay range; by supporting the continuing military evaluation and training of various missile and laser firings, in addition to bombing systems.

During the 40 years of MPCs at RAF Valley, over 2,000 AAM’s were fired, with over 900 by the Phantom alone, followed by the Lightning coming a close second with over 800. During this period, there was only one serious incident recorded.

In July 1985, during a QWI course, a Phantom FGR 2, XT 895/Q of No 74 Squadron fired a Sky Flash on the range. Unbeknown to the crew, who had noticed a slight bump during the release of the weapon, it was only when they returned to STCAAME for de-brief, that it was noticed that the jet had a large gash along the outer and inner skin of the starboard air intake. Apparently, there had been a glitch in the firing sequence, resulting in the missile striking the aircraft, before luckily shooting off without any further damage to the aircraft. As the Phantom was about to be replaced by the Tornado F 2, it was decided that the cost of repair would be too expensive, resulting in the Phantom being consigned to the station fire dump!

Finally, the only experience by an RAF pilot of being shot down by an AAM occurred to Flt Lt Steve Griggs, when on 25 May, 1982 he was flying a Jaguar GR 1 with 14 Squadron at RAF Bruggen, West Germany. At a later VAS meeting, when Group Captain Griggs was Station Commander at RAF Valley he was to recall the incident. Apparently while returning to base, he experienced a slight bump at the rear of his aircraft, followed by his alarmed wing man calling out that he was on fire and told him to immediately eject. Apparently, he had been hit by an AIM-9L Sidewinder, fired from a 92 Squadron Phantom. The crew had mistakenly assumed that the weapon had been in the safe mode when they bounced the unfortunate Jaguar!

Further information can be found in a book, sponsored by MBDA and Qinetiq, entitled Fireflash to Sky Flash, as compiled by Mike Hollingsworth and Gordon Campbell Owen, published by Gwasg Gomer, LLandysil, Cardiganshire; first published in 2004 with all proceeds being donated to the RAF Benevolent Fund.

AEROPHILE PHOTOS, UNLESS OTHERWISE CREDITED

Photo 1-– Swift F Mk 7s on the GWDS pan in 1957. (MOD)

Photo 2 - GWTS Javelin F (AW) Mk 7, XH 782/A on finals to Runway 19 in 1960. (Alan Sharp)

Photo 3 - Lightning F2A, XN776/C, 19 Sqn returns to STCAAME in August 1972.

Photo 4 - No 5 Squadron Lightning F6s XR 772/E with Fireflashes, while XR 775/O armed with Red Top AAMs depart for another MPC sortie.

Photo 5 - Lightning F 6 23 Sqn, XR 754/D with Firestreak in August 1973.

Photo 6 - Lightning F 6 XR 757/D returns from the range in June 1984.

Photo 7 - F4K Phantom XV 911 from No 64 Sqn/228 OCU on MPC in March 1977.

Photo 8 - Phantom FGR 2, 19 Sqn with AIM-9Ls arrives for MPC.

Photo 9 - Phantom FGR 2 XV 794/O, 56 Sqn firing AIM-7 Sparrow on the range. (MOD)

Photo 10 - Crash Gate Sign, having been re-titled as AGWOEU from STCAMME.

Photo 11- Phantom FGR 2, XT 895/Q, 74 Sqn on the fire dump.

Photo 12 - Hawk T1A, XX350/TC, 74 (Shadow) Sqn embarks on another weapons training sortie.

Photo 13 - Tornado F 2, XG 780/AU, 56 Sqn departs for the range with Sky Flash AAM.

Photo 14 -Tornado F 2, XD 941/AU, 56 Sqn fires off a Sky Flash on the Aberporth Range. (MOD)

Photo 15 -Tornado F 3, XR 773/HH, 111 Sqn lands on Runway 32, March 1991.

Photo 16 -Tornado GR 1B of 9 Sqn on MPC in July 1989.

Photo 17- Tornado GR 4 of 617 Sqn on MPC in July 1990.

Photo 18 -Jaguar GR1A, XX 752/B, 16 Sqn with AIM-9L in May 1995.

Photo 19 - Jaguar GR1A, 41 Sqn with over wing mounted AIM-9L in May 1995.

Photo 20 - Last MPC for Buccaneers of 208 Sqn in June 1993. Note AIM-9G fitted on the starboard side.

Photo 21 – No 4 Squadron, Harrier GR 9, XG 862/94 with AIM-9L in March 1996.

Photo 22 - Sea Harrier FRS 1 of NAS 700 carrying a test French A.555 Magic AAM in 1982. *The 4 FTS Hawk was presumed to be the chase plane. (Jim Le Cras)

Photo 23 - AIM-9M armed Sea Harrier FA 2, XZ 796/001. (Jim Le Cras)

Photo 24 – F-111F, 72-1452/LN from the 494th TFS/48th TFW armed with AIM-9P Sidewinder.

Photo 25 - A-10C, 81-0988 from the 510th TFS/52nd TFW, Spandahlem armed with AGM-6F Maverick and AIM-9M in September 2002.

Photo 26 - F-4F Phantom, 27+23 from the Test and Evaluation Unit 61, based at Manheim, West Germany. Circa 1982.

Photo 27 - TF-104G, 27+27 chase plane for the F-4.

Photo 28 - Mig 29A Fulcrum 29+21 from JG 73, Preshen AB, Germany armed with AA-11 Archer missile in July 1993.

Photo 29 - Mig 29A in former East German Air Force paint scheme when originally based at Rostock.

Photo 30 - JA 37 Viggen from F 4, Ostersund, Sweden departs to fire Sky Flash missiles in September 1998.

Photo 31 – JAS 39 Gripen, borrowed from F 7 by the Test and Evaluation Centre, Boscombe Down checks out the Meteor BVRAAM in April 2007.

Photo 32 - Typhoon FGR 4 on PD with Brimstone and LBG Paveway II, as seen on 22 September 2020. (Phil Hen)

48TH FIGHTER WING LINEAGE

Tue, 23 Mar 2021 13:13:13 GMT

AMERICA ENTERS WORLD WAR II

With the gathering storm clouds over Europe in 1938, President Roosevelt was quick to realise the inferiority of the U S Army Air Corps as compared to the German Luftwaffe and Royal Air Force. Until September 1939, the American people, although frequently stirred to moral indignation, had little concern over the expansionist policies of Hitler and his Axis allies and the need for rearmament was not realised as being that important. However, the United States was to suffer a shock when most of Europe fell and almost overnight, defence became a matter of national concern.

On the eve of the Battle of Britain, General Hap Arnold, Chief of the Air Corps went before Congress in June 1940 and was assured that any appropriation he needed would be forthcoming. On 26 June, the first Aviation Objective was approved, whereby the U S Army Air Corps was to receive 12,835 aircraft by April 1942. One of the first of the intended 52 combat groups was to be the 48th, which was constituted on 20 November 1940.

Accordingly, on 15 January 1941, the 48th Bombardment Group (Light) was officially activated at Savannah, Georgia comprising the 55th, 56th and 57th Bombardment Squadrons (BS) together with the 9th Reconnaissance Squadron (RS). The bomb squadrons were to be equipped with brand new Douglas A-20A Havocs, while the reconnaissance squadron received the aging Douglas B-18 Bolo. By 22 May, the group had moved to Will Rogers Field, Oklahoma, where the 9th RS was re-designated as the 88th Bomb Squadron and was eventually also to convert to the A-20. However, during this period, the 48th was not to become an operational fighting unit as it was tasked with training further A-20 combat crews as well as participating in various army exercises.

Immediately following Pearl Harbour in December 1941, Germany was also to declare war on the United States. Soon after, enemy U-boats began operating along the eastern seaboard and were to become an increasing danger to allied shipping, thus posing the greatest threat to the build up of forces and supplies to the United Kingdom. On 11 January 1942, the SS Cyclops was torpedoed, becoming the first of 61 ships to be sunk during the following 11 weeks. In the meantime, the 48th was hastily moved back to Savannah by 7 February, in a desperate attempt to counter this development. Whilst realising that the A-20s possessed no radar, sonar nor depth charges; it was hoped that this token action would at least discourage the adventurous U-boats until suitable equipped aircraft became available.

By the spring, the U S Navy had belatedly introduced the convoy system off the east coast and as the targets became more difficult to attack, the enemy U-boats moved their attention further south to the Gulf of Mexico. Accordingly, by 28 June, the 48th had moved to Key Field, Mississippi and was to continue with the harassment. However, by the summer, anti-submarine capabilities had steadily improved with the result that this coastal infiltration was virtually over as the attention was moved to the mid-Atlantic.

The U S Army had always been impressed by the Stuka dive bomber and its success in Europe. As a result, the unit was discharged of its anti-submarine task and was re-designated as the 48th Bombardment Group (Dive). Aircraft such as the A-24 (Army version of the U S Navy Dauntless), A-35 Vengeance and A-36 Apache (attack version of the P-51 Mustang) were introduced in September 1942 and the training role was again resurrected with a move to William Northern Field on 20 August 1943. However, by this time, it had become apparent that land based dive bombers were not an overwhelming success as the Army had contended; because without air superiority the Stukas had found themselves at the mercy of the defending fighters.

As a result, the dive bombers were dispensed with in favour of P-40s and subsequently P-39s with the unit being renamed the 48th Fighter Bomber Group, comprising the 492nd, 493rd, 494th and 495th Fighter Bomber Squadrons (FBS); again tasked as a replacement training unit for other fighter groups. However, in anticipation of the Normandy Invasion, the Group was moved to Waterboro Army Air Field, South Carolina on 24 January 1944 in order to commence conversion to the P-47 Thunderbolt, but not before the 495th FBS was disbanded. As soon as it was considered that the 48th was combat ready, all personnel were moved to Camp Shanks, New York for embarkation to the U. K. Having boarded the Queen Mary, the ship set sail on 22 March, arriving at Gourock, Scotland a week later.

Photo 1 - 48th Bomb Group Light A-20A Havocs at Marston, N.C. in November 1941.

Photo 2 - 88th Bomb Squadron B-18 Bolo, which eventually became the 495th B.S.

Photo 3 - 48th B.G. (Dive) A-24A.

Photo 4 - 48th B.G. (Dive) A-34 Vengeance.

Photo 5 - 48th B.G. (Dive) A-36 Apache.

Photo 6 - Sign at 48th Bomb Group at William Northern Field, Tennessee in 1943.

Photo 7 - 48th Fighter Bomb GroupP-39A Airacobra in1943.

Photo 8 - 48th Fighter Bomb Group P-40F in 1943.

Photo 9 - Converted to P-47D Thunderbolts in early 1944. (USAF Photos).

EUROPEAN DEPLOYMENT

They then travelled by train to RAF Ibsley, Hampshire where they were to receive brand new P-47D Thunderbolts (better known as the Jug by pilots) and assignment to the Ninth Air Force. Following a rigorous training programme, its unit designation was modified to simply the 48th Fighter Group with the very first combat mission being flown on 20 April 1944.

This was to involve flying across the English Channel on a fighter sweep along the German occupied French coast. This was then followed by a series of ground attack sorties in anticipation of the Big Day. By then the 48th FG squadrons had received their identity codes of 492nd – F4, 493rd – I7 and 494th – 6M. In addition, the engine cowlings were respectively pained red, blue and yellow.

On D Day, 6 June the 48th was to participate in the massive invasion when 14,000 sorties were flown by the allied air forces. All three squadrons were tasked in attacking bridges, gun positions, fuel dumps, railroads and in providing reconnaissance support. As soon as the beachheads had been secured, they were to transfer to Advanced Landing Ground (ALG) A4 at Deux Jumeaux, France on 28 June and assigned to the 70th Fighter Wing, Ninth Air Force.

Primary missions were then conducted in direct support of the invading ground forces as they moved across northern France towards Belgium; during which time they were to assist the troops in their break out of St Lo in July and were to follow them throughout August and September, moving from one ALG to another, as the allies progressed towards their goal of Nazi Germany.

Whilst at ALG A92 at St Trond, Belgium on 15 October the 492nd FS received a Distinguished Unit Citation. Having just delivered one successful attack, the squadron was urgently requested to stop a German counter offensive led by 30 tanks near Aachen. Despite dwindling fuel, low level strafing attacks were conducted against the spearheading tanks. By the time that the squadron withdrew, the Germans had dispersed.

On 6 December, the ground forces were advancing against a heavily defended area north of Julich. A heavy overcast extended over the entire area. The 48th managed to locate their targets at extreme low level and despite intense AA and small arms fire, that was to damage several P-47s, they eventually managed to demolish the German defences, thus allowing the American troops to capture the area. For this action, the entire 48th Fighter Group was awarded a Distinguished Unit Citation.

In the early hours of 16 December 16, German forces under the command of General von Runstedt launched Operation Crief in the Ardennes as a last ditch attempt to split the advancing allied forces, in order to thrust through to Brussels and on to Antwerp in what became known as the Battle of the Bulge.

Clouds and fog was to constantly thwart air operations together with very low temperatures. Under extreme pressure from the defending allied ground forces, despite constant poor visibility, air attacks were to be essential in pushing the Germans back. Again, the 48th was to be in the thick of it and were to receive their third unit citation for relentless assaults against the enemy.

On 22 February 1945, the 493rd FS was bounced by Me 262s. Although the German jets were unable to get into a firing position, the P-47s managed to damage two, before the jets broke away using their speed advantage. 18 April was to see no less than 110 P-47s fly a total of six strafing missions against numerous targets, including airfields at Oschatz and Grosenheim.

Claims for the day were to include 3 aircraft destroyed and five damaged together with numerous locomotives, trucks, warehouses, barges, a supply dump, a flak tower and a steam shovel! No aircraft were lost, although two returned having sustained damage from intense ground fire.

On 18 May, the 48th Fighter Group was to fly its last combat mission, having flown almost 2,000 sorties, dropping nearly 500 tons of bombs and expending more than 160,000 rounds of ammunition. Although the 48th never had a fighter ace, the Group were accredited with 19½ enemy aircraft destroyed. At 0001 hours on the following day, the unconditional surrender of Germany became effective.

In less than twelve months, the group had moved through seven temporary airfields before finishing up at ALG R10, Illesheim, Germany on 29 April 1945. As the war in Europe had come to an end, soon followed in the Pacific by August, the 48th Fighter Group moved to Laon, France where it remained for two months before all personnel were to return to the United States for a well earned rest. Congregating at Seymour Johnson, North Carolina; the 48th Fighter Group was formally deactivated on 7 November 1945.

Photo 1- 48th Fighter Group at ALG A4, Deux Jumeaux, France in June 1944.

Photo 2 - 493rd F.S. Jugs being refuelled, including42-25683, ´Miss Lace`.

Photo 3 - ´Snuffy` gets some gas!

Photo 4 - A pair of 493rd Jugs prepare to take off on another mission.

Photo 5 - Captain Charles S.Snider with P-47D, 42-25902 ´Frosty`.

Photo 6 - Pilots of the 494th Fighter Squadron pose for the camera at Laon, France in July 1945, prior to their return to the United States.

(USAF Photos.)

THE POST WAR FRENCH CONNECTION

Irreconcilable differences between the East and the West were to precipitate the setting up of the NATO alliance, which was signed on 4 April 1949. Following the end of the war in Korea, USAFE had been reduced to an absolute low and was to comprise only 366 aircraft distributed at seven bases in West Germany and one in Austria. By the end of 1950, USAFE had only two tactical wings, but by the end of 1952 this would have increased to eleven with more than 1000 aircraft.

In February 1951, the United States and France had signed an agreement in order to establish bases in the country. Many of the flying units were to come from the Air National Guard including the 137th Fighter Bomber Wing, Oklahoma ANG which comprised the 125th FBS at Will Rogers Airport, Tulsa; the 127th FBS at Wichita Airport, Kansas and the 128th FBS Dobbins AFB, Atlanta. In order to convert to the nuclear capable F-84G Thunderjet; all three squadrons were first brought together at Alexandria, Louisiana where training was to resume, whilst under control of the 137th FBW. By May 5, the entire wing had flown across the Atlantic to Europe, with the 125th and 127th FBS landing at Ramstein AB and the 128 FBS at Neubiberg, West Germany. On 25 June 1952 the wing was to finally arrive at Chaumont-Semoutiers, France.

By then the wing’s manpower configuration had been revised and augmented with regular Air Force personnel following the transfer out of ANG airmen. Thus, with the exception of those guardsmen who had elected to extend their period of activation or had joined the U S Air Force, few guardsmen actually made the move to France. At midnight on 9 June 1952, the 137th FBW was deactivated with its aircraft and personnel being taken over by the 48th Fighter Bomber Group, which was formally re-activated on 10 July 1952 comprising the 492nd (blue), 493rd (yellow) and 494th Fighter Bomber Squadrons (red). It is interesting to note that the allocated squadron colours did not maintain the identity of their World War II antecedents. (The 137th FBW and its squadrons were then transferred on paper back to the respective state controls).

In the summer of 1953, whilst under the command of fighter ace Colonel Chelsey C Peterson, (who had 8 kills to his credit with the RAF, followed by another 7 with the Eighth Air Force); the USAFE Flight Demonstration Team, Skyblazers was to become the responsibility of the 48th FBW using four of its F-84Gs. However, by November 1953, the wing had completed its conversion to the more capable F-86F Sabre, comprising 75 aircraft with 25 per squadron as well as continuing to be responsible for the Skyblazers team.

In 1884, the French people had presented the Statue of Liberty to the United States, where it was erected in New York Harbour. Because of the 48th continued good community relations with the local French citizens, the mayor of the neighbouring town of Chaumont was to donate a similar, but only 9 foot high bronze statue to the base commander, which had actually been cast from the original Bartholdi mould that had been used to create the design for the original version. The unveiling ceremony was to occur on Independence Day,. 4 July 1954.

In appreciation, the USAFE Commander was to bestow the Statue of Liberty Wing title on the 48th FBW, thus giving it the distinction of being the only USAF wing with an official numbered and named identity. Accordingly, the statue was incorporated into the wing badge. Beneath the badge is the inscription Statue de la Liberté. The red border around the shield symbolises the bravery and valour by which American liberty was won and by which it is maintained. The thirteen stars represent the original thirteen states.

Technological progress was to be swift during the 1950s led by the intensification of the Cold War. Thus in the autumn of 1956, the 48th was to relinquish its thoroughbred Sabres for the F-100 Super Sabre. With a maximum speed of 892 mph, the Liberty Wing had joined the supersonic club. Armed with four 20 mm cannon and able to carry over 7,000 lbs of stores, including tactical nuclear weapons on the centreline pylon, the wing was to eventually receive 90 F-100Ds plus 13 two seat F-100Fs. At this point, the Skyblazers responsibility was transferred to the 36th TFW at Bitburg AB, West Germany.

Concurrent with the F-100 conversion, was to be a new wing commander in December 1956. Colonel Stanton T Smith was to be quite an innovative and charismatic leader and was soon to develop the Bonanza Plan. If the pilots and ground crews completed all their flying schedules before the end of the month, all personnel got the rest of the month off. As a result, effectiveness and team spirit was to be greatly enhanced as proven on 1 July 1958, when every aircraft, including their T-33s and C-47 flew in parade over Ramstein AB. However, the then Chief of Staff, General Curtiss E Le May, who witnessed the fly past, was not to be impressed and the programmes was immediately discontinued, much to the chagrin of the Liberty Wing!

On 8 July 1958, the unit designation was amended to the 48th Tactical Fighter Wing (TFW) and its component squadrons became Tactical Fighter Squadrons (TFS). During this period, the Wing developed its colourful paint schemes as the F-100s were to be adorned with candy stripes of blue/white, yellow/white and red/white for the respective 492nd, 493rd and 494th TFSs. Colonel Smith’s aircraft was to carry all the squadron colours as the 48th became known throughout USAFE as ΄those damn candy stripers`. However, the authorities were soon to stamp out this showmanship, as orders came down from HQ for the aircraft to remove ΄such garish paint schemes`.

In the meantime, murmurings within the French government in regard to America’s storage of nuclear weapons on French soil began to escalate. When Charles de Gaulle was elected President in December 1958, NATO was expecting trouble. De Gaulle’s first aim was to restore France’s influence on world affairs and believed that France did not have to shelter under the American nuclear umbrella and should have its own nuclear deterrent. Six months after his election, he was to demand the immediate withdrawal of all nuclear weapons that USAFE had stationed in France.

T his would entail a total of 180 F-100 Super Sabres, which of course included the 48th TFW. On 15 January 1960, the Statue of Liberty Wing was to move lock, stock and barrel to RAF Lakenheath, Suffolk. It was reported at the time, that the pilots had walked out to their aircraft at Chaumont wearing distinctive blue, yellow and red berets. Upon arriving in the UK, they were to don bowler hats of the respective squadron colours!

Aerophile

Photo 1- Home of the 48th FBW at Chaumont AB, France in 1952.

Photo 2 - Skyblazers F-84G Thunderjets in 1953. Note the original 48th badge.

Photo 3 - 493rd FBS F-86F Sabre in 1954.

Photo 4 - 48th FBW Sabres, with 494th FBS in the lead (red fin), flanked by two 492nd jets (blue fin) with the 493rd FBS bringing up the rear with yellow fin.

Photo 5 - Liberty Wing Badge.

Photo 6 - Skyblazers Sabres fly over the Eiffel Tower on 4 July, 1956.

Photo 7 - 494th TFS/48th TFW F-100D Super Sabre in 1958.

RAF VALLEY MEMORIAL

Tue, 23 Mar 2021 12:55:16 GMT

RAF VALLEY MEMORIAL

No 350 (BELGIAN SQUADRON

Tue, 23 Mar 2021 11:33:04 GMT

No 350 (BELGIAN SQUADRON

On 12 November, 1941 ´A` Flight of 131 Squadron, equipped with the Spitfire MK IIa was transferred from RAF Atcham to RAF Valley, in anticipation of forming No 350 (Belgian) Squadron and allocated the identity code of MN.

On 25 November 1941, five additional Spitfires were to be delivered from RAF Hawarden. Unfortunately due to bad weather, one crashed near the village of LLanfairpwll and the Canadian Air Transport Auxiliary pilot was killed; while a further Spitfire crash landed near the airfield perimeter, injuring the pilot who had been assigned to the squadron. The other three fighters judiciously decided to return to Hawarden and were delivered the following day.

Training was to commence with 9 aircraft on 4 December, while further Belgian pilots from Fighter Command units, together with others who had escaped Nazi Europe were to arrive. Commanded by Battle of Britain veteran, Squadron Leader J.M.Thompson; the squadron was officially declared operational on 22 December 1941, with ´A` Flight immediately commencing convoy protection sorties over the Irish Sea. By 31 December 1941, the squadron strength was up to 25 pilots and 19 Spitfire Mk IIas.

Practising formation flying for a forthcoming ceremony, on 8 January 1942, one of the Spitfires collided with a Lysander over Plas Gors, Rhosneigr. The Lysander pilot based at nearby RAF Bodorgan was unfortunately killed, while the Spitfire came down near Valley crossroads and its pilot was injured. On the same day, the squadron was informed that it would be converting to the Spitfire Mk Vb, which would be paid for by donations from the Belgian Congo Fighter Fund.

Two days later, 350 Squadron was to temporarily redeploy 12 Spitfires to RAF Northolt, with the ground crew and other officers travelling by train. On 13 January 1942, an inaugural ceremony was attended by many dignitaries representing the British and Belgian government, together with Prince Bernhart of the Netherlands. The highlight of the proceedings was the transfer of the Belgian Air Force standard to the squadron. The flag had initially been hidden, when the Germans invaded Belgium, before it was smuggled out of the country by escaping Belgian pilots. The event was finally concluded with the 12 aircraft performing flypasts for the invited guests.

Upon its return to RAF Valley on the following day, the squadron began preparing for its move to RAF Atcham, scheduled for 19 February 1942. However, by April it was based at RAF Debden and commenced convoy escort duties over the English Channel, followed by various fighter sweeps and bomber escort sorties into Nazi Europe, including its first target in Belgium on 3 May 1942.

It was in 1943, that the squadron chaplain, Squadron Leader Clément Boone devised its badge, with the motto, “Belgique Gallorum Fortissimi”, which translates as “Of all of the Gauls, the Belgians are the Bravest”, which was attributed to a statement made by Julius Caesar.

During the next two years, the squadron was continuously on the move, whilst still conducting fighter sweeps and escorting RAF and USAAF bomber raids, including a short visit back to Wales in February 1944 for gunnery practice at RAF LLanbedr with Spitfire Mk IXs. Following the support of the D-Day Landings on 6 June 1944, a brief period led to sorties attacking the dreaded V 1 flying bombs, which were over flying southern England from France, with 6 of the Doodlebugs being destroyed.

It was finally in December that an emotional departure from England and by then equipped with Spitfire Mk XIVs, saw them return home to Belgium, when first assigned to Evere before moving on to Ophoven. Progressing north through the Netherlands, which included supporting Operation Market Garden. No 350 Squadron was to eventually conclude combat operations at Fassberg, Germany, where it celebrated VE-Day on 8 May, 1945.

During this period, since leaving RAF Valley, the squadron had been based at no less than 33 airfields in the U.K., followed by 7 on the continent of Europe. 90 Belgian and 13 British pilots were to fly with the squadron, with 23 being unfortunately killed. They were to claim 51 enemy aircraft destroyed, 6 probable and 29 damaged. In addition, literally hundreds of ground targets of every description had been destroyed.

Of note, was Squadron Leader Terry Spencer, who took over command on 4 January 1945, while the squadron was based at Eindhoven. Shortly after, while on a low level strafing mission over Germany, his Spit was hit by flak and crash landed and he was captured; only to return back to base 20 days later after having escaped! On 19 April, with the squadron having now moved to Celle, Germany, he resumed operations. Having destroyed a Ju 88 on the ground, he went on attack an enemy trawler in Wismar Bay, northern Germany. Unfortunately, his Spitfire was struck by coastal enemy fire whilst at a height of only 30 feet. As his fighter struck the water and broke up; he was literally thrown out of the cockpit and managed to deploy his parachute, which rose due to its forward momentum to a height of 30 to 40 feet before he landed in the sea, sustaining some injuries. He was again captured and hospitalised, but two weeks later, he was to be freed by the advancing Allied forces. Squadron Leader Terry Spencer was later credited in the Guinness Book of Records with having successfully bailed out at the lowest ever recorded height! He was to receive his D.F.C and later, the Belgian Croix de Guerre avec Palm.

The squadron was to remain in Germany with the RAF as part of the allied occupying forces, before it was disbanded on 15 October 1946 and transferred to the Belgian Air Force with its Spitfires and allocated to the 1st Fighter Wing, stationed at Beauvechain AB. Entering the jet age in July 1949, it received the Meteor Mk 4, before progressing to the Mk 8; the Hunter Mk 4 and then the Avro Canada CF 100 Canuk all weather fighter, before receiving the Mach 2 F/TF-104G Starfighter; with the first aircraft arriving at Beauvechain AB on 19 April 1963, coded FX-04. Another F-104/FX-11, which was issued to 35O Squadron, beat the Brussels to Paris record with a run in 9 minutes 55 seconds at an average speed of 978.9 mph! On 1 May 1969, the Starfighter display team known as the Slivers was formed, representing the Belgian Air Force, including pilots from the squadron and was to continue until its last performance on 11 July 1975.

In January 1979, 350 was the first European NATO unit to commence conversion to the F-16A/B and become operational in January 1982. In 1993, the squadron moved to its current base at Florennes , under the command of the 2nd Tactical Wing.

Since 1996, the squadron has sent detachments in support of various NATO commitments; commencing with the troubles in the former Yugoslavia over Serbia and later Kosovo. During the 2000s, while the jets were going through the MLU conversion to the F-16AM/BM, operations out of Afghanistan was continuing as well as involvement in the Libyan campaign. Currently, detachments are still being made to Lithuania and Estonia in support of NATO Baltic Air Policing, as well as to bases in Eastern Europe.

The Belgian government have now agreed to purchase the F-35A Lightning II in 2023. Whether No 350 (Belgian) Squadron is to receive these next generation jets; only time will tell!

Aerophile (With assistance by No 350 Squadron historians)

Photo 1 – No 350 Squadron Badge

Photo 2 – Sqn/Ldr J.M.Thompson’s Spitfire Mk IIa, P 7297/MA at RAF Valley in December 1941. (350 Sqn)

Photo 3 – Receiving the BAF colours at RAF Northolt in February 1942. (Andrē Bar Collection).

Photo 4 – No 350 Squadron fly past over RAF Northolt. (Andrė Bar Collection)

Photo 5 – Spitfire Mk XIV, NM 693/MA/S. (Andrē Bar Collection

Photo 6 – At Celle AB, Germany in April 1945. (Andrė Bar Collection)

Photo 7 – Sqn/Ldr Terry Spencer D.F.C. (41 Squadron Association)

Photo 8 -- Meteor F Mk 4s at Beauvechain AB in 1949. (350 Sqn)

Photo 9 – F-104G Starfighter. (BAF)

Photo 10 – The Slivers in action! (BAF)

Photo 11 – Back in Wales. (Meirion Williams)

THE STATUE OF LIBERTY WING AT RAF LAKENHEATH

Tue, 23 Mar 2021 10:59:59 GMT

THE STATUE OF LIBERTY WING AT RAF LAKENHEATH

THE STATUE OF LIBERTY WING AT RAF LAKENHEATH

With the 48th Tactical Fighter Wing firmly ensconced in the Suffolk countryside in 1960; the station personnel were to quickly assimilate into the area. One pilot was to remark, “The pubs and local people are really swell and I am slowly learning the language.”

Due to the ongoing conflict in Southeast Asia, the Liberty Wing had to retain the F-100 Super Sabre for longer than had been anticipated; as replacements were urgently being dispatched in support of the Vietnam War. Following Tech Order TO1.1.4, all combat aircraft in that theatre of operations were to be painted in a camouflage scheme of tan and two shades of green, together with light grey under surfaces. By early 1966, the process was expanded to include all USAF tactical aircraft, which would eventually include the 48th TFW. Consequently, as the F-100s rotated through their overhauls, the distinctive squadron and wing marked silver painted aircraft were to be replaced by this rather drab colour scheme, which would also include miniaturised star and bars. Initially, the only unit identity carried was to be individual squadron codes, which were applied to the fin, thus: 492nd LR, 493rd LS and 494th LT. Later, the wing and relative squadron badge would be added on either side of the fin, above the code.

The Super Sabres would have to soldier on until 7 January 1972, before the first F-4D Phantom arrived at RAF Lakenheath, flown by the Wing Commander. Initially only 26 aircraft would be received and so it was agreed to temporarily de-activate the 494th Tactical Fighter Squadron on 26 January 1973. The squadron was not to resume operations until 10 June 1974, by which time the 48th TFW had received 73 Phantoms. The last three F-100s had departed on 14 April 1972. This was to result in the F-4 becoming the mainstay of USAFE’s aircraft inventory, which would comprise 21 squadrons organised through six tactical fighter wings, two tactical reconnaissance wings plus an independent air defence squadron based in Holland.

Squadron tail codes were first applied similarly to those found on the Super Sabres. However, commencing on 1 April 1972, USAF was to adopt wing level maintenance procedures. As a result, only the respective wing identity was to be carried. The 48th was first allocated the code LK. However, it was soon realised that the C-130s of the 314th Tactical Airlift Wing at Little Rock AFB, Arkansas was already carrying this code, thus the 48th was to receive its now familiar code of LN. The new procedure was to dispense with the traditional dedicated crew chief and assistants assigned to specific aircraft, which had been the custom since the early days of the Air Corps. All aircraft were pooled at the wing maintenance level with the individual squadrons being only organised on a personnel level. However, the 48th did attempt to personalise its F-4s by adopting a blue, yellow and red flash at the top of the fin together with the wing badge situated behind the air intake.

FROM PHANTOMS TO AARDVARKS

Following a major NATO air exercise, when severe weather over Europe had grounded all combat aircraft except for the F-111Es at RAF Upper Heyford, a decision was reached to double the strength of F-111s based in the United Kingdom by November 1976. As a result, it was proposed to move the F-111Fs of the 366th Tactical Fighter Wing at Mountain Home AFB, Idaho to RAF Lakenheath. Code named ΄Ready Switch`, it was to entail transferring the F-111Fs over to the 48th TFW, while moving the 474th TFW F-111As from Nellis AFB, Nevada to the 366th TFW and for the Lakenheath Phantoms to move to Nellis. F-4D flying operations with the 48th TFW was to terminate of 28 February 1977. Soon after, the first batch of aircraft was to depart for their new home on 10 March, while the final group had left Lakenheath by 22 April. It had been proposed for the basic manpower structure to remain at the base, where they would commence re-training in anticipation of receiving the F-111. On 1 March 1977, an initial three aircraft was to arrive, led by Colonel Robert E Messerli, who was to assume command on 17th June. In the meantime, the aircraft had been relegated to the hangars for hands on training.

On 1 June, another sixteen F-111Fs arrived in four cells, led by Colonel Jerry W Tiege, Deputy Commander for Operations, flying direct from Mountain Home AFB in 10 hours 20 minutes, followed by another batch on 1 July. On the many ΄incursions` to the Officers’ Club in those days, the author is reminded of a conversation at the bar with Colonel Tiege. He was to relate, that an impressive selection of British guests and dignitaries had assembled to view the first arrivals, including the Supreme Commander in Europe and the British Minister of Defence. As the colonel approached the runway threshold, he could not help but notice a crowd of spotters at the perimeter fence. After the four aircraft had landed, he decided to lead his F-111s around the far side of the airfield in order to show the new mounts to the uninvited guests. As he was to remark, they were obviously more interested and appreciative! ´Ready Switch` had taken almost twelve months to complete. The 492nd TFS Panthers was to become the first squadron to be organised, followed by the 493rd TFS, Roosters and finally the 494th TFS, Bolars. As virtually all F-111Fs were to be assigned to the 48th; the 495th TFS was resurrected as a training squadron and was suitably dubbed the Aardvark University. The aircrew had adopted the name Aardvark for the F-111 due to the aircraft’s long nose. (Ironically, the name was not to be officially adopted until the aircraft had been withdrawn from USAF service.)

The F model was to be the most powerful and capable variant of the F-111, with its pair of TF30-P-100 up-rated turbofans being capable of developing 52,000 lbs of thrust as compared to the 37,000 lbs of their 20th TFW F-111E cousins at RAF Upper Heyford. Maximum take off weight could be as much as 100,000 lbs, incorporating a weapons load of 9 tons. The F-111 when conceived in the early sixties was designed to bend the envelope with a host of innovative new features. Its variable geometry wing, afterburning turbofan engines, crew escape module and terrain following radar was to permit the aircraft to operate at both high and low altitudes, together with superior range and speed. Its ignominious introduction into service had however given the aircraft a bad reputation, but by the end of the war in Vietnam, the F-111 had been totally vindicated and had developed into a very potent weapons system, which the Soviet Union was to view with some alarm. Thus the 48th primary mission was to conduct deep interdiction attacks into enemy territory, in any weather, day or night.

Intense flying training was to commence throughout the United Kingdom and beyond. The aircraft were soon to become a familiar sight over North Wales and at RAF Valley, while usually en route to the bombing range at Jurby in the Isle of Man. However, by virtue of its size, speed and low level capability, complaints from the rural communities were to progressively escalate. At the time, many of the F-111 aircrews were to inform the author, that while they were admittedly responsible for some of the reported incidents, they also suspected that many of those complaints should have been directed to their neighbours at RAF Honington and its Buccaneers. However, the RAF was quite happy to allow the F-111 to take the blame and liability, permitting the media and the public to accuse the aircraft of virtually all low flying violations. In fact, at the time, many local farmers had admitted to the author, that they soon realised that it was far easier to claim compensation by accusing the F-111s for any resulting damage, as apparently the U. S. authorities were more responsive and co-operative, even when those same farmers knew that the aircraft in question, in fact belonged to the RAF!

This intense low level flying training was to eventually take its toll. On 4 October 1977, the Wing was to experience its first loss, when 73-0718 crashed near Ramstein AB, West Germany while on a NATO exercise. As a result of a bombing range abort, the crew had executed a 180º turn and experienced an accelerated stall, resulting in the aircraft hitting the ground, killing both crew members. On 13 December, 1979, 73-0715 was to be involved in a bizarre experience, when a wheel fell off during a take off from Lakenheath. After having dumped excess fuel, it was decided that the aircraft should attempt a landing back at its base after the runway had been foamed for an arrestor landing. The Supervisor of Flying was to inform the crew that they had unfortunately missed the cable. The pilot therefore decided to spool up the engines in order to get airborne again. However, the F-111 had in fact caught the cable, resulting in the aircraft coming back down with a thump! Although the crew escaped without any serious injury, the aircraft was substantially damaged. After languishing in a hangar for many months, it was eventually shipped by a C-5 Galaxy to the Air Logistics Centre at Sacramento, California on 22 April 1980, where it was repaired and was eventually to return to Lakenheath in August 1985.

In January 1981, the 48th F models were to receive further advanced capability with the installation of Pave Tack. This device was essentially a 13.5 feet, 1227 lbs target and laser acquisition retractable pod fitted in the bomb bay, which was to allow superior navigation and precise targeting at a range of up to 12 miles with extraordinary detail. Bomb tossing was to become virtually automatic as the laser guided bombs were launched under its guidance. Further configuration with the addition of a Data Link pod would also allow the crew to literally communicate with the bombs on their trajectory to the target. At the time, these combined features were to permit the F-111Fs to be the only aircraft capable of independently launching laser, infra red and TV guided weapons with remarkable precision.

Early in 1986, the Liberty Wing’s F-111Fs and their unique capabilities were selected to begin planning for a possible counter terrorist attack, code named Prime Pump. Although no country or target was specified, various scenarios had been considered. This was in response to the death of 200 U S Marines in Beirut in 1983, followed by subsequent incidents, which had included grenade attacks at Rome Airport on 17 December, 1985. On 3 April, 1986, three Americans were killed in the bombing of a TWA airliner, soon followed two days later by an attack on the La Belle Disco, Berlin which was frequented by U S servicemen. For some time, the prime suspected sponsors considered had been Libya and this was further confirmed following evidence retrieved from the Berlin bombing. As a result, the U S Administration decided on retaliatory action after consultation and eventual agreement by the Thatcher government.

Essentially, 18 Lakenheath F-111Fs were to attack using massive in flight refuelling by 17 KC-10s and 13 KC-135s operating from RAF Fairford and RAF Mildenhall. This was due to the non co-operation of some allied countries and in particular France and Spain, which was to force the bombers to fly in international airspace via the Bay of Biscay and enter the Mediterranean through the Straits of Gibraltar, which would entail offloading 7 million pounds of fuel. Code named El Dorado Canyon, the raid was launched on the evening of 14 April 1986, comprising 24 F-111Fs (6 spare) and 6 EF-111As (3 spare) from Upper Heyford for electronic jamming support. 9 aircraft led by 70-2390 were to attack the Azzizyah Barracks in Tripoli, 6 to hit the airport, while 3 others bombed a terrorist training camp at Sidi Balal. The raid was to be concluded as having been of limited success, due to various aborts and technical problems, together with the strict rules of engagement, resulting in only a fraction of the force achieving their mission targets. Unfortunately, one aircraft, 70-2389 call sign Karma 52 was hit by ground fire resulting in the damaged F-111 eventually crashing into the sea with the loss of both 495th TFS crew men, Major Fernando Ribas Domminici and Captain Paul Lorence. Another F-111 had to divert to NAS Rota, Spain resulting in only 22 aircraft returning to Lakenheath on the morning of 15 April, some having flown a distance of 5,600 miles and been airborne for over 14 hours.

Due to the fear of reprisals, the names of the crews were never been divulged, although it is understood that various decorations were subsequently awarded, including the Navy Meritorious Citation to the 48th TFW. However, despite the crews having not been identified, the participating F-111s were later observed with the North Africa Campaign Ribbon of World War II emblazoned on their fins, which were to be retained until the aircraft were retired.

With the breaching of the Berlin Wall; in a supreme gesture of people power advocating political change in November 1989 and the demise of the Soviet Union, the Cold War was to eventually come to an anticlimactic conclusion. It very soon appeared that the services of the 48th TFW were no longer perceived as being essential. Soon, apprehension was to develop as the fear of base closures, together with a reduction in military budgets was to become a topic of much debate. However, the situation in the Gulf was soon to overtake such anxieties. On 9 August 1990, the decision to begin Desert Shield was invoked to potentially protect Saudi Arabia, following the invasion of Kuwait by Iraqi forces. The first USAFE unit to deploy was to be the Liberty Wing, with an initial 18 F-111Fs. The first wave was led by the commander, Colonel Tom Lennon flying 70-2390 non stop to Taif AB, Saudi Arabia with KC-135 support, comprising crews from the 492nd and 494th TFS; followed on 25 September by a second group of 14 aircraft from the 493rd TFS.

On 16 October, 74-0813 was to crash in southern Saudi Arabia while engaged on a night time low level training flight on the Askr bombing range, killing the 493rd TFS crew. Despite this tragic loss, the crews continued to undertake an intense training programme, concentrating on night interdictions using the F-111F’s unique capability with its precision weapons. United Nations deliberations were to conclude with a requirement for Iraq to withdraw from Kuwait on a deadline that was to expire on 15 January 1991. On that evening, Coalition Forces were to execute Desert Storm. During the early hours of 17 January, the Wing was to launch 53 aircraft to attack airfields in conjunction with RAF Tornados. The targets were to be the hardened shelters that were suspected of housing Scud missiles. Due to the strength of the Iraqi defences, the missions had to be conducted at 200 feet by individual aircraft that were also targeted against suspected chemical weapons storage bunkers. No aircraft were lost, although one was hit in the Pave Tack pod, whilst another had its canopy grazed. On the following evening, 35 F-111s attacked various targets, including Saddham Hussein’s summer palace, which housed a command and control centre.

By the following day, a total of 67 F-111s had arrived (including one as a replacement for a damaged aircraft that had collided with a KC-135 during a night refuelling). The aircraft and personnel were formed onto a wartime footing into units and were to adopt the following names. The 492nd became Justice, 493rd Freedom, 494th Liberty and the 495th as Independence. Back at Lakenheath, the base had virtually closed down as about 100 crews had relocated to Taif, with no more than four F-111s remaining at the home station.

Initially, the air defences were to be quite active with scores of air to air missiles being reported as being fired by defending fighters, but with the F-111s’ superior speed and low level ability, they were to successfully avoid all attacks. After a few days, the Iraqi’s command and control was virtually eliminated by the Coalition air forces and the threat of both SAMs and fighters had greatly diminished. Tactics were therefore changed, allowing the F-111s to operate between 12,000 and 20,000 feet, where they were relatively safe from ground fire.

Bridges were then placed on the target list, followed by tanks and armoured vehicles using the laser guided bombs. On 25 January, the Iraqis began disgorging millions of gallons of crude oil into the Persian Gulf, thus posing a threat to the local environment. The 48th were thus tasked with destroying the manifold pumps of the pumping stations without damaging the Kuwaiti refinery. The area was heavily defended and close to a residential area. On the following night, flying at supersonic speed over the sea at 20,000 feet, two GBU-15 glide bombs were launched from 20 miles, while another aircraft flying 50 miles out at sea was to guide the weapons onto the target. Both bombs were to hit their target without causing any collateral damage, thus ceasing the flow of oil. On the last night of the war on 27 February, two 493rd TFS aircraft destroyed a 100 feet deep underground command centre bear Baghdad using 4,700 lb GBU-28 Bunker Buster bombs.

During the hostilities, the Wing had flown 2,417 sorties in 9,381 hours at an average of 50 missions per night without losing an aircraft. The impressive tally was to comprise 2,203 confirmed hits on 245 hardened shelters (with 141 aircraft in them), 920 tanks and armoured vehicles, 111 bunkers and 160 bridges. This precise record was easily confirmed due to the unique Pave Tack video permitting immediate bomb damage assessment as was to be witnessed by millions of TV viewers across the world.

The commander had personally led 50 missions himself and Colonel Lennon was a very proud man when on 1 March, he flew ΄Miss Liberty` 72-1448 back to Lakenheath, leading 18 F-111s. This was soon followed by another 30, leaving some 493rd jets to remain at Taif AB until 10 May. This was due to Saddham Hussein directing his efforts against the Kurds in the north of the country. In an UN operation entitled Provide Comfort another 11 aircraft from the 494th were deployed to Incirlik AB, Turkey on 25 September, where they remained until 2 October 1992, when the aircraft were transferred to the 27th Tactical Fighter Wing at Cannon AFB, New Mexico.

THE EAGLES ARE COMING!

Throughout 1991, rumours had been circulating that the 48th Fighter Wing was to become the recipient of the F-15E Strike Eagle. However, many crews, including senior officers were to feel that the F-15E was not a fitting replacement. This was due to an opinion that no other strike aircraft possessed such unique all weather and night attack capability, let alone the mission endurance of the F-111F. However, despite these muted protestations, the authorities, endorsed by Congress had concluded that further enhancement of the F-111 fleet would have been too costly, bearing in mind that many airframes had over 6,000 hours of intense low level flying on them. More significant was the fact that along with other military organisations, the U. S. Air Force was firmly caught in the process of downsizing together with base closures. As a result, the 495th TFS was to cease operations and was accordingly deactivated on 15 December 1991 with the first 8 F-111s flying out to Cannon AFB in order to replace the 27th Fighter Wing’s less capable F-111D.

On 21 February 1992, the first F-15E arrived direct from the McDonnell Douglas factory via Bitburg AB flown by Colonel Mike Guth and be allocated to the 492nd TFS, which was to commence conversion on 20 April, soon followed by the 494th TFS. However, on 1 June 1992, Tactical Air Command and Strategic Air Command had been integrated into Air Combat Command. As a result, Tactical Fighter Wings were re-designated as simply Fighter Wings, together with their constituent Fighter Squadrons, including the Liberty Wing. Similarly, the practice of allocating aircraft to the squadrons with individual crew chiefs was resurrected. On 14 December 1992, the 493rd was disbanded with the last \f-111F departing Lakenheath on 18 December.

During its tenure with the 48th, 98 F-111Fs were to have seen service at Lakenheath, resulting in the loss of 17 aircraft and the consequent death of 16 crew members. Whilst coping with the transition from the F-111F to the F-15E, the Wing was also faced with a radically changing NATO. As already mentioned, deployments to Incirlik AB under Provide Comfort was still continuing, but there was now an increasing prospect of involvement in the Balkans. USAFE had always been focused on the Soviet Union and the possible invasion of Western Europe. Now NATO was reaffirming its role to be more mobile and expeditionary.

Initially, there was only 48 F-15Es to be based, with the 492nd and 494th FS, which had a complement of 24 aircraft each. Early crew complements were to include seasoned veterans from the 4th Fighter Wing at Seymour Johnson AFB, North Carolina who had experience on the F-15E during the Gulf War, together with pure air superiority pilots from the F-15A/C fraternity. But the bulk of the crews were to transition directly from the F-111 after completion of a four month course at Luke AFB, Arizona.

Despite some teething problems, the Wing was soon achieving 50% more sorties per month with the F-15E than had been completed with the F-111F. Crews were therefore to readily admit, including the most pessimistic, that the F-15E was indeed a quantum leap in overall capability and proudly recognised as the most sophisticated combat aircraft in existence. This was due to the ability to combine its air to air superiority role of the single seat F-15C together and an avionics package; which employed the latest in air to ground precision guided weaponry using the LANTIRN (Low Altitude Navigation and Targeting Infrared for Night) pod and being able to carry up to 24,250 lbs of tactical weapons, as well as air to air missiles and a 20 mm Vulcan cannon.

Instability in the former Yugoslavia, with the resurrection of old differences that had been suppressed by President Tito, began to cause international concern. With a total collapse of the country in 1991 and the continuing difficulty in supporting independence in Bosnia Herzogovina, the United Nations through the services of NATO felt obliged in supporting the various factions, including the Croats, Serbs and Muslims. After many peace initiatives had failed, NATO was to set up Operation Deny Flight in an attempt to ban Serbian military over flights and air attacks in Bosnia starting on 12 April 1993.

In the meantime, on 15 November 1993, a pair of F-15Cs arrived at Lakenheath from Bitburg AB, Germany in anticipation of the base’s closure. These were to be the first of 20 Eagles, including a twin seat D model. The original intention had been to transfer the 22nd Fighter Squadron in its entirety from the German base; but it was soon decided to formally reactivate the 493rd FS on 1 January 1994; thus resurrecting its historical association with the Liberty Wing. Dubbed the Grim Reapers, the squadron was allocated yellow/black fin tips as distinct to the blue and red colours, respectively for the 492nd and 494th Fighter Squadrons.

Meanwhile, the situation in Bosnia was still steadily deteriorating even further, with many hundreds of flight violations being conducted by the Serbian Air Force. In February 1994, further reinforcements were sent, including eight 48th FW F-15Es to Aviano AB, Italy. Here, they were to join other aircraft in patrolling the No Fly Zone, and when needed, to support the UN Protection Forces with close air support. In June, the 493rd FS were to receive the highly updated MSIP II F-15Cs, equipped with APG-70 radar and the -220 engine, which had been transferred from the 59th FS at Eglin AFB, Florida.

In November, as part of the multi-national strike to end the Serbian air attacks, the Liberty Wing’s Strike Eagles bombed Ubdina airfield in Croatia and a SAM site near Bihac, which had been posing a threat to NATO aircraft. By the summer of 1995, Serb aggression was still increasing despite token attempts to prevent them, culminating in a USAF F-16 being shot down. By July, NATO decided to end the conflict in Bosnia, once and for all with a sustained campaign called Operation Deliberate Force, which was conducted throughout August and September. As a result, in November, the Dayton Accords were signed and an uneasy peace was to eventually come to the Balkans.

On 14 May 1996, F-111F 70-2390 took off from its Cannon AFB home for the USAF Museum at Wright Patterson AFB, Ohio. The 27th FW was finally relinquishing its Aardvarks in favour of the F-16. However, the F-111 was painted as the 48th FW’s Flagship, having been the aircraft that had led Eldorado Canyon and had also been the first F-111 to land at Taif, during the Gulf War. Using call sign Karma 52, in respect to the crew that had lost their lives during the Libyan mission, it now reposes at the museum as a lasting and fitting tribute to the F-111F with the Liberty Wing.

In June 1996, the 492nd and the 494th FS were each to receive an additional pair of Strike Eagles, bringing their numbers up to 26 aircraft per squadron. In addition, the 493rd FS received an additional six F-16Cs plus an extra F-15D during November and December. On 12 June 1998, the Grim Reapers were presented with the Hughes Trophy for the year’s most outstanding fighter squadron in the U S Air Force. A few days later, on 16 June, 494th FS F-15E 91-0327 developed a serious fire on take off. Although the crew managed to abort the take off, this was to result in the runway being severely damaged and Lakenheath having to be shut down for three days. Problems with the up-rated Pratt and Whitney F100-PW-229 had persisted throughout early 1998; the 48th having suffered more than any other operator with about 30% of its aircraft being out of service due to compressor stalls, blade corrosion and fuel line cracks. However, consideration to replace the engine with the new generation F110-129 engine was to receive a mixed response.

In the meantime, recurring difficulties in the former Yugoslavia in 1998 due to the Serbs’ obsession with ethnically cleansing the Albanian communities in the southern province of Kosova, was once again to cause great concern. On 12 October, twelve 493rd F-15Cs were deployed to Cervia AB, Italy as part of the 16th Expeditionary Wing and were to remain until 9 November. Soon after, Operation Desert Fox was to commence, with a brief four day campaign being launched on 16 December with the 48th attacking air defence targets in Iraq. The following January, due to further provocation by the Iraqis, F-15Es assigned to Northern Watch used the AGM-130EC for the first time while operating from Incirlik AB, Turkey.

Operation Allied Force was to commence on 24 March 1999 when the Serbs refused to remove their forces from Kosova. Eleven nations were to participate in the first wave of air strikes attacking Serbian air bases, command and control centres and air defence capabilities. In preparation, the Liberty Wing had sent 26 F-15Es and set up the 494th (Expeditionary) FS at Aviano AB, supplemented by a further six on 27 February. In addition, 10 F-15Cs of the 493rd (Expeditionary) FS at Cervia AB were tasked with providing Combat Air Patrols for the attacking NATO aircraft. On the first night of 24/25 March, NATO fighters claimed three air to air kills. One was attributed to a Dutch F-16A of 322 Squadron, while the other two were destroyed by the 493rd. All kills were confirmed as being Mig 29s. It has been widely reported that one of the Lakenheath pilots was Cesar A ΄Rico` Rodriquez who had been already credited with two kills during Operation Desert Storm when assigned to the 58th FS/33rd FW. The following day, the 493rd was in action again, when F-15Cs 84-0014 and 84-0015, call sign Boomer and Claw intercepted three Mig 29s five miles inside the Bosnian/Serbian border. The Migs had been reported as attempting to either attack an E-8 J-STARS or NATO E-3 AWACS. Two of the Migs were shot down by Capt Jefff Hwang using the AIM-120 AARAAMs, while the other was to escape. Both pilots ejected and it was later suspected that Russian troops had allowed Serbian helicopters to rescue and recover the downed Serbian pilots. Cervia was to eventually host 18 F-15Cs. The 48th FW F-15Es was to be the main precision weapons launchers and saw action over Kosovo and deep inside Serbia. On 30 April, the first Paveway III, a 4,700 lb GBU was used against an underground storage bunker at Pristina AB.

As the principle base for operations was Aviano, the situation was to eventually become untenable, while hosting 180 aircraft and their attendant support personnel and equipment. As a result, it was agreed that further F-15E aircraft from the 492nd FS had to mount their operations direct from Lakenheath; being quite a task bearing in mind the distances involved. Eventually, the Serbian government was to finally capitulate and withdrew all military and police forces from Kosovo. Operation Allied Force was therefore terminated on 20 June 1999.

During the campaign, the 48th Fighter Wing had amassed 2,662 sorties in 11,504 hours. This was to comprise 77 sorties flown direct from Lakenheath, 1,250 by the 494th FS out of Aviano AB and 1,335 sorties by the 493rd FS F-15Cs, whilst based at Cervia AB. Total tonnage of bombs was to be 2,777,877 lbs. Later commenting, Colonel Carl Van Pelt was to state, “We are very proud of our airmen and the wing continues to be the foundation of USAFE combat capability, proving that we have a team that is prepared for operations anywhere, anytime.”

In November, the 48th Fighter Wing was identified as one of ten USAF Aerospace Expeditionary Lead Wings. This entailed the Liberty Wing to hold alert for periods of three months at a time and be ready to deploy world wide, before handing over to the next wing. Little did the previous commander realise how true his words would be, as the 48th Fighter Wing entered the new millennium under the leadership of Colonel Irving L Halter Jr.

The new century was to begin on a very sad note for the 493rd FS. Having lost an F-15C/86-0173 on the Nellis AFB ranges on 8 March 2001, in which the pilot had successfully ejected; the squadron pilots were not to be as fortunate, when on the 26th of the month, another two Eagles were lost. Aircraft 86-0169 and 86-0180 were engaged on a low level exercise over Scotland. Following permission to enter low level, the two Eagles smashed into snow covered Ben Macdui in the Cairngorms, killing Lt Col Kenneth Hyvonen and Capt Kirk Jones.

The same year, the 492nd FS was to receive 16 new build Strike Eagles to replace a similar number of the older models. These F-15Es have global positioning and digital mapping, together with the Pratt and Whitney F100-PW -229 engines each developing a maximum of 29,000 lbs thrust.

Almost immediately after 9/11, with the hijacked airliner attacks on the Twin Towers and the Pentagon, Operation Enduring Freedom was to commence within three weeks. Directed at Al Queda and the Taliban in Afghanistan, sustained missions were mounted against suspected active terrorist training camps and the F-15Es of the 48th FW were soon to become involved. In addition, on 20 March 2003, the second Gulf War commenced, which was to last until 1 May, culminating with the invasion of Iraq. The Strike Eagles were then to continue in support of the ground troops with Operation Iraqi Freedom until its conclusion, while still maintaining its commitment to Enduring Freedom in Afghanistan. Combat missions were to continue with Operation Odyssey Dawn over Libya in 2011. F-15E, 91-0304 was hit by AAA on 22 March and crashed near Benghazi. Fortunately, the two crewmen had ejected and were rescued.

The 493rd TFS was to conduct three month deployments to Lithuania on the Baltic Policing Mission that protects the air space of NATO members Estonia, Latvia and Lithuania. 48th FW squadron deployments of this nature continued, including the F-15Es units supporting Operation Enduring Freedom, the global war on terrorism.

Unfortunately, on June 15, 2019 the 493rd FS was to lose F-15C/ 86-0176 when it crashed into the North Sea, with the loss of its pilot, 1st Lt Kenneth “Kage” Allen.

Despite COVID-19, the Wing still continues to deploy in support of NATO operations, which recently included Operation Astral Knight, when four 493rd FS F-15Cs participated in exercises in the Baltic region. Later, the 492nd FS was to return from participation in ongoing Operation Inherent Resolve, by targeting Islamic State group targets in Iraq and Syria. Recently, on November 2020, 4 jets were to participate in a exercises in Sweden

Rumours had suggested that the 48th FW might be moving out of RAF Lakenheath after 60 years. However, it has now been confirmed that the Liberty Wing is to remain at its Suffolk base, in anticipation of receiving the F-35A. Of note, it has also been reported that the new replacements are going to equip only two squadrons; one of which is to be the 495th FS, which was last seen at Lakenheath in December 1991, before its inactivation.

Aerophile

Photo 1 - Liberty Wing Badge

Photo 2 - Panthers Badge

Photo 3 - Roosters Badge

Photo 4 - Bolars Badge

Photo 5 - Camouflaged 48th TFW F-100D visits RAF Valley in 1966. (Author)

Photo 6 - 492nd TFS/LR F-100D at Lakenheath in 1970. (Author)

Photo 7 - Hangar displayed Hun in 1970. (Author)

Photo 8 - 494th TFS pilots claiming that they had the last Huns in USAFE. (USAF)

Photo 9 - 493 rd TFS F-4D, next to a 493rd jet in 1976. Note the amended European camouflage pattern and wing code LN. (USAF)

Photo 10 - 48th TFW F-111F in 1979. (Author)

Photo 11 - 495th TFS F-111F prepares for Eldorado Canyon mission on 14 April, 1986. (USAF)

Photo 12 - 495th TFS F-111F at RAF Lakenheath in 1991. (Author)

Photo 13 - 494th TFS F-111F at RAE Boscombe Down in 1992. (Author)

Photo 14 - F-111F 494th TFS aircrew. (USAF)

Photo 15 - First batch of F-15Es at Lakenheath, as seen during Exercise Excalibur in 1992. (Author)

Photo 16 - 492nd FS Strike Eagle departing Bagram AB, Afghanistan for another combat support mission. (USAF)

Photo 17 - Blast from the past! P-47D and Spitfire fly over Lakenheath. (USAF)

Photo 18 - Where are the Eagles? (USAF)

Photo 19 - The Grim Reapers had not been forgotten! (USAF)

Photo 20 - Epitomising 28 years of F-15E operations. (USAF)

Photo 21 - Unofficial 495th TFS patch, as devised by the aircrew in 1977. Malaipsa Nova translates as Bad News Itself! (Author)

RAF VALLEY CELEBRATES ITS EIGHTIETH ANNIVERSARY

Tue, 23 Mar 2021 10:29:38 GMT

RAF VALLEY CELEBRATES ITS EIGHTIETH ANNIVERSARY

With the Battle of Britain having been fought and won; the threat of invasion had receded. However, having developed air bases on the Cherbourg Peninsula and Brittany, the Luftwaffe was then to commence intense bombing operations against the U.K.

Conveniently, this allowed attacks on primary targets in northwest England and Belfast; with the bombers able to route up the Irish Sea, thus avoiding the heavy anti-aircraft defences of southern England and the Midlands. In addition, it also permitted reconnaissance missions to operate in monitoring the movements of the crucial convoys heading for Liverpool.

To counter these enemy operations, the Air Ministry decided to locate fighter stations in northwest Wales. As a result, No 9 Group Fighter Command eventually located a site on the Isle of Anglesey, together with LLanbedr, near Harlech on the Welsh west coast.

Due to the urgency, despite of the fact that the majority of its infrastructure was yet to be completed; RAF Rhosneigr was officially opened on 1 February, 1941, before the name was eventually changed to RAF Valley on 5 April.

From being a fighter base to becoming a transatlantic hub during World War II; the station’s operations has continued to this day. RAF Valley was to witness the phenomenal progress in aviation technology throughout the Cold War, such as the development and testing of air to air guided weapons, followed by training fighter pilots to be familiar with them. It was also a most important Master Diversion Airfield and location for air sea and mountain rescue services.

However, the principle task for the last 70 years has been dedicated to fast jet and rotary training for the Royal Air Force and Royal Navy, in addition to a host of other allied air forces.

Today, under the overall control of No 4 Flying Training School; RAF Valley hosts No 4 Squadron and No 25 Squadron equipped with Hawk T Mk IIs, No 72 Squadron with Texan T Mk 1s, together with No 202 Squadron operating the Jupiter HT Mk 1 Helicopter.

PAST ANNIVERSARIES

THE WINGLESS PILOT

Tue, 23 Mar 2021 10:19:38 GMT

THE WINGLESS PILOT

Born on 5 March, 1921, Colin Bell DFC had enrolled in the RAF towards the end of 1941and was subsequently assigned to the United States for pilot training. Following his graduation, he had been retained as an advanced instructor with the U.S. Army Air Corps/USAAF to train American and British aviation cadets, before returning to the U.K. in 1943.

Following conversion to the Mosquito, he was eventually posted to No 608 (Pathfinder) Squadron based at RAF Downham Market and had teamed up with Canadian Doug Redmond as his navigator. Following 50 bombing sorties over Nazi Germany and having been awarded his DFC; he was transferred to ferry duties and was to be involved in many hazardous transatlantic flights from Canada delivering brand new Mosquito aircraft to the U.K.

With the end of World War II, Flight Lieutenant Bell DFC was to complete his service career in 1946 and went on to qualify as a chartered surveyor, before forming his own company.

However, during the war, he had never officially received his RAF wings! So it was in February 2018 at the age of 97, that Air Marshall Stuart Atha, RAF presented his long awaited RAF pilot brevet during an official ceremony at RAF Linton on Ouse.

On 5 March, 2021 he was to celebrate his 100th birthday and accompanied by his daughter Vivienne, was to be entertained with a Spitfire display above his Kent garden – the iconic fighter that he would have dearly wished to have flown during the war. Coincidentally, it was indeed on 5 March, 1936 that the first Spitfire had first flown!

Please note that a book has now been published entitled “Bloody Terrified”, relating to his war exploits.

Photo 1 - Pilot Officer Colin Bell. (RAF)

Photo 2 - Stearman PT 13. (USAF)

Photo 3 - Vultee BT 13. (USAF)

Photo 4 - North American AT-6A. (USAF)

Photo 5 - De Havilland Mosquito B.XX. (IWM)

Photo 6 - Air Marshall Stuart Atha presents his long awaited RAF pilot brevet to Colin Bell, DFC in February 2018. (RAF)

Photo 7 - VAS committee members join Colin Bell at RAF Valley in 2019. (Flt Lt Penny Broadway).

Photo 8 - Saluting the 85th anniversary of the Spitfire’s first flight on Colin Bell’s 100th birthday. (Bruce Adams) Daily Mail

IN REMEMBRANCE TO CORPORAL JONATHAN BAYLISS, RAF

Tue, 23 Mar 2021 09:42:29 GMT

IN REMEMBRANCE TO CORPORAL JONATHAN BAYLISS, RAF

Saturday, 20 March 2021 marked the third anniversary of the tragic death of Corporal Jonathan Bayliss, when Red Arrow Hawk T Mk 1 XX 204 crashed at RAF Valley in 2018, while departing for RAF Scampton.

Corporal Bayliss had joined the Royal Air Force in 2001 and was to become a member of the Red Arrows as a highly trained engineer in January 2016, before proceeding to the Circus in 2018.

As a member of the Circus, who wear blue flight suits, he had travelled with the Reds to various air show venues, together with successful tours to the Middle and Far East, including China. In this capacity he would sometimes provide direct technical support to his aircraft, which had been his duty when XX 204 temporarily deployed to RAF Valley. In this capacity and on that fateful day, he had unfortunately not managed to eject from the aircraft.

While recognising the ongoing Covid -19 protocols, a brief ceremony was held on and about the time that the incident had occurred, three years ago. Conducted by Reverend Squadron Leader Mike Hall; following a brief period of silence, RAF Valley Station Commander Andy Turk, DFC together with Squadron Leader Steve Morris, Red Arrows Executive Officer and Valley Aviation Society Vice-chair Ron Williams were to place relevant wreaths at the memorial in Spotters Car Park.

Also in attendance were Station Warrant Officer Loz McMillan and Mrs Aby Turk; together with Valley Aviation Society Secretary Dennis Pritchard, Treasurer Mrs Iris Pritchard and committee members LLoyd Jones, Jim LeCras and Ian Walker.

Before departure, Sqn Ldr Steve Morris provided a brief summary, explaining how the Red Arrows were coping with the ongoing pandemic and the unfortunate lack of air shows.

ARMISTICE DAY 2020 AT RAF VALLEY

Fri, 01 May 2020 14:38:31 GMT

ARMISTICE DAY 2020 AT RAF VALLEY

To mark Armistice Day, a short ceremony was held in front of the Memorial Stone, presided by the Station Chaplain, Reverend (Squadron Leader) Mike Hall, RAF.

While recognising the ongoing COVID restrictions in regard to social distancing rules and despite the near gale force winds; a small party had attended led by the Station Commander and Station Warrant Officer; accompanied by Valley Aviation Society representatives.

Wreaths were laid by Group Captain Chris Moon on behalf of the station, followed by Valley Aviation Society, vice-chair Ron Williams. Secretary, Dennis Pritchard was then to finally provide a wreath on behalf of No 350 Squadron and the people of Belgium. This was in appreciation and remembrance to over 4,500 Belgian civilian citizens, mainly from Flanders, who had found refuge in Wales during World War One.

Photos 1-4: RAF Valley Photographic Section

Photos 5-8: Jim Le Cras

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THE AUSTRALIAN CONNECTION

THE AUSTRALIAN CONNECTION

Photo 1 - Sqn Ldr Olive, DFC (3 rd from the right) checks out documents.

Photo 2 - Defiant Mk 1.

Photo 3 - Sgt Hughes in front of his Defiant.

Photo 4 - 456 Sqn Beaufighter, Mk 11F

Photo 5 - W/Cdr Wolf and P.O. Ashcroft in front of the of their Beaufighter, following the successful destruction of a German He 111.

Photo 6 - P.O. Ashcroft checks out the remains of the He 111 at Pwllheli beach.

Photo 7 – Together with one of the captured German aircrew.

Photo 8 - Final checks before another sortie.

Photo 9 - 456 Sqn armourers.

Photo 10 - Squadron personnel.

Photo 11- 456 Sqn Mosquito NF 11.

Compiled with the grateful assistance of the Royal Australian Air Force Museum. ﻿

THE USAF AND ITS 75 YEARS’ ASSOCIATION WITH ROYAL AIR FORCE VALLEY

THE USAF AND ITS 75 YEARS’ ASSOCIATION WITH ROYAL AIR FORCE VALLEY

Photos supplied by Dimitris Triadafillou, Jim Le Cras, Hywel Evans, Darren Jones, Ian Marlow and Dennis Pritchard.

RAF VALLEY FLYING TRAINING ACCIDENTS

RAF VALLEY FLYING TRAINING ACCIDENTS

HAWK T.1 COLOURS AT RAF VALLEY

HAWK T.1 COLOURS AT RAF VALLEY

THE EARLY POST WAR YEARS AT RAF VALLEY

THE EARLY POST WAR YEARS AT RAF VALLEY

LEST WE FORGET

LEST WE FORGET

350 SQUADRON CELEBRATES ITS EIGHTIETH

350 SQUADRON CELEBRATES ITS EIGHTIETH

BATTLE OF BRITAIN SUNDAY

BATTLE OF BRITAIN SUNDAY

THE VALLEY AVIATION SOCIETY TROPHY

PRESENTATION OF THE VALLEY AVIATION SOCIETY TROPHY

RAF Valley Families Day 2021

RAF Valley families Day 2021

FUTURE USAF AIRCRAFT INVENTORY

FUTURE USAF AIRCRAFT INVENTORY

No 4 FLYING TRAINING SCHOOL

No 4 FLYING TRAINING SCHOOL

CHANGE OF COMMAND

CHANGE OF COMMAND

THE LIBERTY WING AND THE VALLEY AVIATION SOCIETY

THE LIBERTY WING AND THE VALLEY AVIATION SOCIETY

TO THE HONORARY AIR COMMODORE HIS ROYAL HIGHNESS, THE PRINCE OF WALES

TO THE HONORARY AIR COMMODORE HIS ROYAL HIGHNESS, THE PRINCE OF WALES

RIP Mr Jack Thomas

RIP Mr Jack Thomas

RAF VALLEY MEMORIAL

RAF VALLEY MEMORIAL

THE VIEW FROM THE FENCE

THE VIEW FROM THE FENCE (Issue 6)

JANUARY 2019 SOCIAL MEETING

JANUARY 2019 SOCIAL MEETING

A VIEW FROM THE FENCE

A VIEW FROM THE FENCE (Last edition for 2019)

A VIEW FROM THE FENCE VE/VJ DAY

A VIEW FROM THE FENCE VE/VJ DAY

MISSILES GALORE

MISSILES GALORE!

48TH FIGHTER WING LINEAGE

AMERICA ENTERS WORLD WAR II

RAF VALLEY MEMORIAL

RAF VALLEY MEMORIAL

No 350 (BELGIAN SQUADRON

No 350 (BELGIAN SQUADRON

THE STATUE OF LIBERTY WING AT RAF LAKENHEATH

THE STATUE OF LIBERTY WING AT RAF LAKENHEATH

RAF VALLEY CELEBRATES ITS EIGHTIETH ANNIVERSARY

RAF VALLEY CELEBRATES ITS EIGHTIETH ANNIVERSARY

THE WINGLESS PILOT

THE WINGLESS PILOT

IN REMEMBRANCE TO CORPORAL JONATHAN BAYLISS, RAF

IN REMEMBRANCE TO CORPORAL JONATHAN BAYLISS, RAF

ARMISTICE DAY 2020 AT RAF VALLEY

ARMISTICE DAY 2020 AT RAF VALLEY

Photo 1 - Sqn Ldr Olive, DFC (3 ^rd from the right) checks out documents.

Compiled with the grateful assistance of the Royal Australian Air Force Museum.