Category: raf cosford

English Electric P1A

The first flight of P1 WG760 was on 4 August 1954, just 10 years after the RAF’s first jet aircraft, the Meteor, entered squadron service. It was experimental and was the basis for the RAF’s front line fighter, the English Electric (later BAC) Lightning. It was the first and only truly supersonic aircraft developed by Britain on her own.

In 1947 the proverbial back of an envelope design was so novel that the Ministry of Supply and the Royal Aircraft Establishment were deeply concerned as to whether it could succeed. Nevertheless, they placed an order for an experimental study. Two years later they placed a contract for two prototypes and an airframe for static testing.

Primary concern was the 60 degree sweepback of the wing and the low position of the tail plane. To have the concept independently tested they contracted Short Bros. to build the SB5, an aircraft whose wing sweepback could be changed and tail plane raised or lowered. In the event both the P1 and SB5 confirmed the concept.

WG760, the first of the two prototypes, exceeded the speed of sound in level flight, achieving Mach 1.22. The second prototype P1A WG763 reached a maximum of Mach 1.53.

Further developments of the fuselage and the fitting of more powerful engines meant that later aircraft exceeded Mach 2.0. The Lightning stayed in service for nearly three decades.

BMP-1

The BMP-1 is a Soviet amphibious tracked infantry fighting vehicle. This one was on display in the Cold War Exhibition at RAF Cosford.

The BMP-1 was the first mass-produced infantry fighting vehicle (IFV) of the Soviet Union. The Russian BMP-1 went into production in the early 1960’s and marked an important departure from previous armoured personnel carriers. Not just an infantry carrier, it provided a measure of combat capability with the vehicle. Its high mobility, effective anti-tank weapons combined with its armoured protection made it a significant addition to Soviet battlefield forces.

Armament for the time was formidable with a 73mm low-pressure gun, co-axial machine gun and launcher rail for the “Sagger” anti-tank guided weapon with five missiles provided. In addition the infantry section passengers could contribute with their own weapons from within the vehicle. These could typically include a further two machine guns, six assault rifles and a surface to air ‘Grail’ missile.

In addition the vehicle is fully amphibious, being propelled by its tracks. There is also a fully operational NBC system. It is easy to visualise the concern that must have greeted the introduction of this vehicle, with the prospect of large numbers of them combined with the latest Soviet tanks poised to overrun the West.

As is usually the case however, the vehicle had a number of faults and at least initially were only deployed with front line units, the follow up units having to make do with less advanced vehicles.

There was an ex-Iraqi model on display at Duxford.

Handley Page Hastings

The Handley Page HP.67 Hastings was a British troop-carrier and freight transport aircraft designed and manufactured by aviation company Handley Page for the Royal Air Force. Upon its introduction to service during September 1948, the Hastings was the largest transport plane ever designed for the service.

This is TG511 (T5) on display in the National Cold War Exhibition at the RAF Museum Cosford.

Development of the Hastings had been initiated during the Second World War in response to Air Staff Specification C.3/44, which sought a new large four-engined transport aircraft for the RAF.

The type was rushed into service so that it could participate in the Berlin Airlift.

Here you can see the engines, even if this BMP-1 gets in the way…

Another view of the Hastings with the Dakota in the background.

Hastings continued to be heavily used by RAF up until the late 1960s, the fleet being withdrawn in its entirety during 1977. The type was succeeded by various turboprop-powered designs, including the Bristol Britannia and the American-built Lockheed Hercules.

Douglas Dakota

The Douglas C-47 Skytrain or Dakota  is a military transport aircraft developed from the civilian Douglas DC-3 airliner. It was used extensively by the Allies during World War II and remained in front-line service with various military operators for many years. The Douglas C47, known as the Dakota in the Royal Air Force and Commonwealth services, became the world’s best known transport aircraft. The type saw widespread use by the Allies during the Second World War and by Air Forces and airlines post-war.

In the Cold War Exhibition at RAF Cosford, suspended from the ceiling is a Douglas Dakota.

The C47 Skytrain and C53 Skytrooper were military versions of the DC3 airliner. The DC3 first flew in 1935 and was ordered by America’s airlines. With the outbreak of war these aircraft were diverted to the Allied Air Forces, followed by 10000 military variants constructed before production ceased in 1946. Japan and the Soviet Union also built over 2000 unlicensed copies.

The first of over 1900 Dakotas received by the RAF arrived in India in 1942. Dakotas served in every theatre of the war, notably in Burma, during the D-Day landings and the airborne assault on Arnhem in 1944.

Most RAF Dakotas had been retired or sold by 1950, the last active aircraft leaving the service in 1970.

The Royal Aircraft Establishment at Farnborough operated a former Royal Canadian Air Force example (ZA947) from 1971 until 1993, when it joined the Battle of Britain Memorial Flight.

British Overseas Airways Corporation (BOAC) took their first deliveries of Douglas Dakota C47s in 1943 and the last of approximately 60 aircraft in 1946. During WWII Dakotas were operated by both the RAF and BOAC. After the war, BOAC sold the fleet, fourteen of which went to British European Airways when the airline was formed in 1946.

Hunter T.7A XL568

Hunter T.7A XL568

XL568 was first flown, as a T.7, in 1958. She was delivered to 74 Squadron and later converted to a T.7A. Continuing to serve with 74, she also passed through the hands of 237 OCU before ending her active duty days with 208 and later 12 Squadron at RAF Lossiemouth, where she was painted in Black Arrows colours in her final years of flying.

She was retired to ground instructional duties at RAF Cranwell and in early February 2002 was acquired by the RAF Museum for display at Cosford. Losing her black scheme and being repainted in early training colours, she is now on display in a dramatic pose inside the Cold War Exhibition.

Centurion Tank

This Centurion tank was on display at RAF Cosford.

The Centurion came into service just too late to see combat in the Second World War, but combat use in Korea, Vietnam and the Middle-East Arab-Israeli wars more than vindicated the design.  It was an outstanding success in terms of a well-balanced mix of armament, armour and mobility.

Some 40 years later specialised Armoured Vehicle Royal Engineers (AVRE) Centurions armed with a 165mm demolition gun were still in use in the Gulf War of 1991.

Remarkable for its export success and longevity, some much modified examples of the Centurion were still in service round the world well into the 21st Century (2006).

Centurion Tank Mk 3

Centurion Mk I

Centurion Mk 5 Miniatures Gallery

Centurion Mk 5 Workbench

BAe Harrier GR9A – RAF Cosford

This BAe Harrier GR9A was on display at RAF Cosford.

The Harrier, informally referred to as the Jump Jet, is the famous family of British-designed military jet aircraft capable of vertical/short take-off and landing (V/STOL) operations. The Harrier family is the only truly successful design of this type from the many that arose in the 1960s.

There are four main versions of the Harrier family: Hawker Siddeley Harrier, British Aerospace Sea Harrier, Boeing/BAE Systems AV-8B Harrier II, and BAE Systems/Boeing Harrier II. The Hawker Siddeley Harrier is the first generation-version and is also known as the AV-8A Harrier. The Sea Harrier is a naval strike/air defence fighter. The AV-8B and BAE Harrier II are the US and British variants respectively of the second generation Harrier aircraft. Between 1969 and 2003, 824 Harrier variants were delivered, including remanufactured aircraft.

Historically the Harrier was developed to operate from ad-hoc facilities such as car parks or forest clearings, avoiding the need for large air bases vulnerable to tactical nuclear weapons. Later the design was adapted for use from aircraft carriers.

Following an approach by the Bristol Engine Company in 1957 that they were planning a directed thrust engine, Hawker Aircraft came up with a design for an aeroplane that could meet the NATO specification for a “Light Tactical Support Fighter”. The resultant Hawker P.1127 was ordered as a prototype and flew in 1960.

Development continued with nine evaluation aircraft, the Hawker Siddeley Kestrel; These started flying in 1964 and were assessed by the “Tri-partite Evaluation Squadron” which consisted of British, US and German pilots, and several flew and are preserved in the United States. The RAF ordered a modified P.1127/Kestrel as the Harrier GR.1 in 1966, with most converted to GR.1A and ultimately GR.3 status in the 1970s with more powerful engines. These and new-build GR3s operated with the RAF until 1994, and a number survive in museums around the world as well as frequent use as ‘gate guards’ at MoD establishments.

The British Aerospace Sea Harrier is a naval V/STOL jet fighter, reconnaissance and attack aircraft, a development of the Hawker Siddeley Harrier. The first version entered service with the Royal Navy’s Fleet Air Arm in April 1980 as the Sea Harrier FRS.1, and was informally known as the ‘Shar’. The upgraded Sea Harrier FA2 entered service in 1993. It was withdrawn from Royal Navy service in March 2006. The Sea Harrier FRS Mk.51 remains in active service with the Indian Navy.

The Harrier was extensively redeveloped by McDonnell Douglas and British Aerospace (now parts of Boeing and BAE Systems respectively), leading to the Boeing/BAE Systems AV-8B Harrier II. This is a family of second-generation V/STOL jet multi-role aircraft, including the British Aerospace-built Harrier GR5/GR7/GR9, which entered service in the mid-1980s. The AV-8B is primarily used for light attack or multi-role tasks, typically operated from small aircraft carriers. Versions are used by several NATO countries, including the Spanish and Italian Navies, and the United States.

The BAE Systems/Boeing Harrier II is a modified version of the AV-8B Harrier II that was used by the RAF and the Royal Navy until December 2010, when they were all retired from operational service due to defence cuts in favour of maintaining the remaining Tornado fleet, and stored serviceable at RAF Cottesmore. At the end of November 2011, the UK Government announced the sale of 72 remaining Harrier Airframes to the US Marine Corps for spares to support their AV-8B fleet, with the remaining two others being allocated to museums, including the airframe now at Cosford.

There is a BAe Harrier GR9A at the Imperial War Museum in London.

Folland Gnat

This Folland Gnat F1 was at RAF Cosford.

Folland Gnat F1 - RAF Cosford

The Folland Gnat is a British compact swept-wing subsonic fighter aircraft that was developed and produced by Folland Aircraft. Envisioned as an affordable light fighter in contrast to the rising cost and size of typical combat aircraft, it was procured as a trainer aircraft for the Royal Air Force as well as by export customers, who used the Gnat in both combat and training capacities.

The single-seat Gnat F1 fighter was the forerunner of the two-seat Gnat T1 trainer which achieved fame with the ‘Red Arrows’ aerobatic team.

Its aerobatic qualities led to the formation of the Yellowjacks aerobatic team in 1964, leading to the foundation of the world famous Red Arrows the following year. The team flew their red Gnats for fourteen years until they were replaced by the British Aerospace Hawk at the end of the 1979 season.

Designed by Folland’s chief engineer, Mr W Petter, the Gnat represented an attempt to move away from the increasing size and cost of modern fighter aircraft.

The prototype Gnat was built as a private venture by Folland and first flew in July 1955. In test flights the Gnat proved itself to be a highly manoeuvrable aircraft, with a good turn of speed. However, although the aircraft was favourably received by the pilots at the Aircraft and Armament Experimental Establishment, pressure to cut defence spending meant the Gnat F1 was not ordered for the RAF.

Several other Air Forces were attracted to the idea of a low-cost fighter. Finland purchased thirteen Gnat F1s, some of these being converted for reconnaissance work, whilst India bought forty.