Newark Air Museum - The Friendly Air Museum.

Discover Newark Air Museum

 

In May, I travelled up to Newark with friends Steve M. and Mr Steve, to visit the Partizan 2024 show, and as usual, given that the show is on the Sunday and, a typical journey up from Devon can be anywhere between four to five hours allowing for traffic and rest breaks, we usually travel up on the Saturday and stay overnight which normally sees us entertaining ourselves with another activity on the Saturday.

If you missed my look at this year's Partizan show, you can follow the link below;

JJ's Wargames - Partizan Wargames Show 2024

This year's Saturday entertainment saw us taking the afternoon to visit the Newark Air Museum, a place I had passed several years on the trot as it is on the same location as the Partizan Show Hall, namely the former RAF airfield of Winthorpe, used by Bomber Command in WWII and now repurposed as the Newark Show Ground and home for the Newark Air Museum (NAM).

A Lancaster B, Mark I, W4113 -GP-J-, of No. 1661 Heavy Conversion Unit based at RAF Winthorpe, Nottinghamshire, in flight. W4113 was a veteran aircraft having flown on a number of raids with Nos. 49 and 156 Squadrons RAF in 1942 and 1943

As well as stating its avowed friendliness to visitors on its logo, the museum's trustees proclaim that the aim of the museum and its collection is;

“The preservation of the country’s aviation heritage and to display a collection of aircraft and exhibits to the local public”.

further stating its collection policy as to;

"seek to acquire items to illustrate the history and development of aviation both military and civilian with specific interest in the following areas:

• Aircraft used in a Training role, this because of our local connections with Flying Training;
• Aircraft which show the development of the Jet Fighter / Bomber from the Post War period;
• Aircraft flown by the Royal Navy;
• Aircraft flown privately if they are significant to the development of the type and represent unique examples which otherwise would be destroyed;
• This will include material evidence in the form of Engines, internal and external components of same, uniforms, aviation artefacts and aviation memorabilia;
• Equipment used for the maintenance of aircraft and for the running of airfields, both military and civilian including fire prevention equipment;
• Items relating to the history of both RAF Winthorpe, RAF Balderton and both Maintenance Units situated in the town of Newark during and after the Second World War;

A limited amount of comparative materials relating to aviation in other areas for display purposes”.

I love visiting and supporting these types of local museums, be they army-regimental ones found in Britain's key county towns and cities, to naval ones dotted around Britain's coastal towns and cities with strong heritage and association with our island's maritime history or as in this case towns with links to our aviation history for which Britain has been, and is, at the forefront of aviation, military and civil, with an enthralling tale to tell.

JJ's Wargames - Royal Air Force Museum, Midlands (RAF Cosford)

You will find plenty of examples visited and reported about here on JJ's, with the most recent air museum visit to RAF Cosford, link above, by myself and Mr Steve back in 2022, so I was keen to see how the NAM was living up to its declared aims and to enjoy seeing the exhibits they have on show.

Westland Wessex HC.2 Helicopter, Serial No. WA623

The Wessex, a development of the Sikorsky H-34 and produced under licence by Westland Aircraft (later Westland Helicopters), was initially produced for the Royal Navy and later for the Royal Air Force, and operated as an anti-submarine warfare and utility helicopter, but is perhaps best recognised for its use as a search and rescue (SAR) helicopter. 

The type entered operational service in 1961, and had a service life in excess of 40 years before being retired in the UK.

Westland Wessex HC.2 Helicopter, Serial No. WA623, was built for the RAF in 1968, named Argonaut served with No's 18 and 72 Squadrons and clocked just over 12,000 flying hours until its sale to the Newark Air Museum in June 1998. The Wessex was built under licence by Westland and was a development of the Sikorsky H-34 (in US service known as Choctaw)

When first arriving in the museum, the first thing you notice is that several exhibits are outside in the open and exposed to the elements, which in a climate like the UK is not ideal, especially for aircraft, but of course keeping large items such as these under protective cover is costly and problematic, but I always hope that collection such as these are focussed on achieving that aim, to better preserve these important historical aircraft and vehicles for future generations to see.

Fortunately much of the collection is housed in two large hangers/display halls, but once we had paid we decided to check out the outside exhibits first before heading indoors.

Australian Government Aircraft Factory, GAF 'Jindivik'  radio controlled target drone

The Jindivik was developed as a result of a bilateral agreement between Australia and the UK regarding guided missile testing, with the UK providing the missiles, and Australia providing test facilities, such as the Woomera Test Range. 

As a result of the talks, Australia gained the contract for developing a target drone to be capable of a 15-minute sortie at 40,000 ft, and development began in 1948, with the first flight of the Pika in 1950 and the first flight of the Jindivik Mk.1 in August 1952.

Australian Government Aircraft Factory, GAF 'Jindivik' (Aboriginal word meaning 'the hunted one'), was a  radio controlled target drone powered by a Armstrong-Siddeley /Rolls Royce Viper engine, giving it a range of 820 miles, a speed of 564 mph, and a ceiling of 66,000 feet. Up to 502 were produced between 1952 and 1986.

Russian built 14.5mm Quad ZPU-4 Anti-Aircraft Gun

Development of the ZPU-2 and ZPU-4 began in 1945, with development of the ZPU-1 starting in 1947, and all three were accepted into service in 1949. All weapons in the ZPU series have air-cooled quick-change barrels and can fire a variety of ammunition with each barrel having a maximum rate of fire of around 600 rounds per minute, though this is practically limited to about 150 rounds per minute.

The quad-barrel ZPU-4 uses a four-wheel carriage similar to that once used by the obsolete 25 mm automatic anti-aircraft gun M1940, and it can be brought in and out of action in about 15 to 20 seconds, and can be fired with the wheels in the traveling position if needed.

Russian built 14.5mm Quad ZPU-4 Anti-Aircraft Gun, entered service in the Soviet Army in 1949, and a design still in use in many parts of the world today. It has a rate of fire of 600 rounds per minute (each barrel) and a range of 1.4 km.

Gloster Meteor T7, Serial No. VZ634 

The Gloster Meteor was the first British jet fighter and the Allies' only jet aircraft to engage in combat operations during the Second World War. The Meteor's development was heavily reliant on its ground-breaking turbojet engines, pioneered by Frank Whittle and his company, Power Jets Ltd., and development of the aircraft began in 1940, although work on the engines had been under way since 1936.

Gloster Meteor F Mk. I (Serial No. EE227), coded YQ-Y, of No. 616 Squadron RAF, on the ground at Manston, Kent, 4th Jan 1945.

The Meteor first flew in 1943 and commenced operations on 27th July 1944 with No. 616 Squadron RAF. The Meteor was not a sophisticated aircraft in its aerodynamics, but proved to be a successful combat fighter.

Gloster Meteor T7, Serial No. VZ634 - This two seat trainer version was built in 1949 and was issued to 247 Squadron RAF at Odiham, before joining 609 Squadron in 1955, 141 Squadron in 1956 following a major rework of the aircraft, 41 Squadron in 1958, seeing its later service in Maintenance Units between 1959 to 1961 before becoming a trials aircraft at Farnborough and in 1972 becoming a crash rescue training facility before its acquisition by the museum in 1985.

English Electric Canberra PR7, Serial WH791
The English Electric Canberra is a British first-generation, jet-powered medium bomber. It was developed by English Electric during the mid- to late 1940s in response to a 1944 Air Ministry requirement for a successor to the wartime de Havilland Mosquito fast bomber. 

English Electric Canberra PR7 (Photo-reconnaissance version based on B.6), Serial WH791 - Made its first flight in October 1953 and the following year joined 542 Squadron at RAF Wyton, later transferring to No's. 82 and 58 Squadron at the same station. In 1960, tropical modifications were made before service in the Far East and service with 81 Squadron at RAF Tengah. With the disbandment of the squadron in 1970 it was flown back to the UK where it was struck off charge seeing later use as a instructional airframe and gate guard, the latter for twenty-six years before its purchase by members of 81 Squadron Association and moved to Newark.

Among the performance requirements for the type was an outstanding high-altitude bombing capability and high speed, and these were partly accomplished by making use of newly developed jet-propulsion technology. 

When the Canberra was introduced to service with the Royal Air Force (RAF), the type's first operator, in May 1951, it became the service's first jet-powered bomber.

De Havilland DH.104 Dove Srs.1 Serial G-AHRI

The De Havilland Aircraft Company DH104 Dove, pictured below, was a short-haul small airliner developed in the 1940's as a result of the Brabazon report which mapped the future of the UK aircraft industry, post World War II.

Designed by Ronald Bishop, famous designer of the De Havilland DH98 Mosquito and later the De Havilland DH106 Comet Airliner, the Comet being the first aircraft I flew in back in the mid 1970's, the DH Dove prototype (G-AGPJ) was flown for the first time on 25th September 1945, which coincidentally was the 25th anniversary of the formation of the company.

Unlike its predecessor the De Havilland DH89 Dragon Rapide, the DH Dove was an entirely metal construction and featured a number of key innovations such as constant feed propellers and a fully retractable tricycle undercarriage.

De Havilland DH.104 Dove Srs.1 Serial G-AHRI, later 4X-ARI - Built in 1946, G-AHRI was delivered to the Iraq Petroleum Transport Company, flying out to Tripoli. Sold in 1957, it was converted to a Series 1B and registered 4X-ARI with Avitour Air Services Ltd. Returning in 1965 to the UK and re-registered back to G-AHRI with Brooklands Aviation, It was withdrawn from flying and stored in 1971, when it was loaned to the Lincolnshire Aviation Museum, later to be acquired by NAM in 1989

Avro Vulcan B.2 XM594
Initially delivered to 27 Squadron in 1963, XM594 was pooled into the Scampton Blue Steel Wing which consisted of 27, 83 and 617 Squadrons and remained there after being retrofitted to the free-fall role in 1970. 

Avro Vulcan B.2 XM594 was the penultimate Vulcan built as a B.2 Blue Steel. Delivered to the RAF on 9th July 1963, XM594 flew for the last time when it arrived at Newark from RAF Waddington on the 7th February 1983.

In August 1969 83 Squadron was disbanded and by the end of 1971 27 Squadron had relinquished its nuclear delivery role (it was stood down until in late 1973 when it was reformed in the Maritime Radar Reconnaissance (MRR) role at RAF Scampton); and  XM594 transferred to the Waddington Wing (50, 101 and 44 Squadrons) in 1972, allocated to 101 Squadron in 1975 and finally to 44 (Rhodesia) Squadron in 1977. 

 

With the disbandment of 44 Squadron on 21st December 1982 XM594 retired and was flown to the Newark Air Museum on 7th February 1983.

Vulcan Bomb Bay Fuel Tank - Two fuel tanks could be carried in the bomb bay, either cylindrical or of the saddle type as seen here, with two of these, fore and aft providing the aircraft with an additional 1439 gallons of fuel.

Yellow Sun - Britain's first H-Bomb

Yellow Sun was the first British operational high-yield strategic nuclear weapon warhead.

Yellow Sun - This was Britain's first H-Bomb and with the tail fins fitted was 21 feet in length and weighed 7,250 lbs. It had a yield of 500 KT but was never used, thank God, and was withdrawn from service in 1970.

A unique feature of the Yellow Sun casing was its completely flat nose. This provided two benefits, one was that the drag allowed the bomb to fall behind the bomber a safe distance before detonation, and the other was that it did not generate the complex pattern of shock waves that a classically curved nose created, which made it difficult to measure altitude barometrically.

Avro Blue Steel - British air-launched, rocket-propelled nuclear armed standoff missile
The Avro Blue Steel was a British air-launched, rocket-propelled nuclear armed standoff missile, built to arm the V bomber force, allowing the bomber to launch the missile against its target while still outside the range of surface-to-air missiles (SAMs), then proceeding to the target at speeds up to and would triggering within 100 m of the pre-defined target point.

Blue Steel - Air to Surface missile, with a speed of Mach 2.5 and a range of 200 miles

Blue Steel entered service in 1963, by which point improved SAMs with longer range had greatly eroded the advantages of the design. A longer-range version, Blue Steel II, was considered, but cancelled in favour of the much longer-range GAM-87 Skybolt system from the US. 

When development of that system was cancelled in 1962, the V-bomber fleet was considered highly vulnerable and despite this Blue Steel remained the primary British nuclear deterrent weapon until the Royal Navy started operating Polaris ballistic missiles from Resolution-class submarines.

English Electric Canberra T.19, Serial WH904

English Electric Canberra T.19, Serial WH904 was built as a B2 by Shorts at Sydenham in 1953, before joining 207 Squadron the following year and then to 35 Squadron in 1955, when it was converted to T.11 (Nine B.2s converted to trainers for pilots and navigators of all-weather interceptors to operate the Airborne Intercept radar) standard by Boulton-Paul when the extended nose was fitted to house the Javelin Radar. In 1963 it joined 85 Squadron at Binbrook and was converted to a T.19 (radar removed and used as a silent target). Joining 7 Squadron at RAF St Mawgan it went into store in 1979 and ended up with the museum in 1985.

Avro Shackleton MR3/3, Serial WR977 
The Avro Shackleton is a British long-range maritime patrol aircraft (MPA) which was used by the Royal Air Force (RAF) and the South African Air Force (SAAF), and was developed by Avro from the Avro Lincoln bomber, which itself had been a development of the famous wartime Avro Lancaster bomber.

Avro Shackleton MR3/3, Serial WR977 was built in 1957 and joined 220 Squadron, later renumbered 201, transferring to 206 Squadron in 1959, and coded 'B' where it remained until 1963. Re-joining 201 Squadron, it was coded 'D', and following modifications in 1965 it joined 42 Squadron and recoded 'B'. Further modifications were carried out in 1968 and a move to 203 followed by 206 Squadrons, and then back to 42 Squadron, before joining 203 Squadron in 1970. at Luqa in Malta. In retirement, following the introduction of the Hawker Siddeley Nimrod, the aircraft was dismantled and ended up at NAM in 1977. 

The Shackleton was developed during the late 1940s as part of Britain's military response to the rapid expansion of the Soviet Navy, in particular its submarine force, and I have fond memories of seeing this aircraft flying from RAF St Mawgan in Cornwall in the late sixties on long summer holidays to Newquay.

Handley-Page Hastings T.5, Serial TG517

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 (RAF), and with its introduction to service during September 1948, the Hastings was the largest transport plane ever designed for the service.

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, but early on, development of a civil-oriented derivative had been prioritised by the company.

Handley-Page Hastings T.5, Serial TG517, C Mark 1, was built in 1948, passing through 5MU at Kemble to join 47 Squadron at RAF Dishforth. In 1948/49 she participated in the Berlin Airlift, prior to moving to 53 Squadron in 1950, later being converted to MET.1, for weather reporting. Joining 202 Squadron based at RAF Aldergrove before moving to Gibraltar, in 1958 she was converted to T. Mk.5, seeing a ventral radome fitted to facilitate training V-Bomber crews on the Navigation Bombing System (NBS), finally returning to the UK in 1960, seeing service in the 'Cod War' in 1975 overflying the fishing fleet off Iceland, before retiring to the NAM on the 22nd June 1977.

This decision was reversed following an accident, and on 7th May 1946, the first prototype conducted its maiden flight; however testing revealed some unfavourable flight characteristics, which were successfully addressed via tail modifications; and the type was rushed into service so that it could participate in the Berlin Airlift, with reportedly, the fleet of 32 Hastings deployed during the RAF operation delivering a combined total of 55,000 tons (49,900 tonnes) of supplies to the city.

Dassault MD-454 Mystere IVa, No. 83

The Dassault MD.454 Mystère IV is a 1950s French fighter-bomber aircraft, the first transonic aircraft to enter service with the French Air Force, and was used in large-scale combat in the Israeli Air Force during the 1967 Six Day War.

Dassault MD-454 Mystere IVa, No. 83 - The Mystere IVa was designed and flown in the early 1950's and this aircraft entered service in 1956 with 8 Escadre based at Cazaux, France, coded 8-MG. By 1976 it was recoded 8-MS before being put into store in 1978. Retired from service it was flown to RAF Sculthorpe to be scrapped, having been paid for by the US Government and for which scrapping after service life was required, however it is now on long term loan to the NAM, after arriving in September 1978.

North American F.100D Super Sabre, Serial No. 54-2223

The North American F-100 Super Sabre was the first United States Air Force (USAF) fighter capable of supersonic speed in level flight.

The F-100D entered service on 29 September 1956 with the 405th Fighter Wing at Langley AFB and 1,274 aircraft were built.

North American F.100D Super Sabre, Serial No. 54-2223 - This aircraft left North America's factory in California in 1956 and by 1958 had been accepted by the Armee De L'Air and flown to Rheims coded '11-RK' and served with the French air force until 1977 when it was returned to the USAF to be scrapped at RAF Sculthorpe, but was offered on a long term loan to NAM in 1978 having flown 4,459 flying hours.

From the 16th April 1961 until their redeployment in 1971, the F-100s were the longest serving U.S. jet fighter-bomber to fight in the Vietnam War. They served as MiG combat air patrol (CAP) escorts for F-105 Thunderchiefs, Misty forward air control (FAC), and Wild Weasel anti-air defence aircraft over North Vietnam, and were then relegated to close air support and ground attacks within South Vietnam.

A U.S. Air Force North American F-100D-85-NH Super Sabre aircraft (s/n 56-3415) fires a salvo of 2.75-inch rockets against an enemy position in South Vietnam in 1967. This aircraft was lost with its pilot, 1Lt Clive Jeffs, after an engine failure near Nha Trang on 12 March 1971.

Aerospatiale SA330 Puma HC1, Serial No. XW208

The SA 330 Puma was originally developed by Sud Aviation to meet a requirement of the French Army for a medium-sized all-weather helicopter capable of carrying up to 20 soldiers as well as various cargo-carrying duties. The choice was made to develop a new design for the helicopter, work began in 1963 with backing from the French government and the first of two Puma prototypes flew on 15 April 1965; six further pre-production models were also built, the last of which flew on 30 July 1968. The first production SA 330 Puma flew in September 1968, with deliveries to the French Army starting in early 1969.

Aerospatiale SA330 Puma HC1, Serial No. XW208

In 1967, the Puma was selected by the Royal Air Force (RAF), who were impressed by the Puma's performance, and it was given the designation Puma HC Mk 1. A significant joint manufacturing agreement was signed between Aerospatiale and Westland Helicopters of the UK, and the close collaboration between the French and British firms would lead to purchases of Aérospatiale Gazelle by the UK and the Westland Lynx by France. Under this agreement, Westland manufactured a range of components and performed the assembly of Pumas ordered by the RAF.

In 1974, Aerospatiale began development of improved Puma variants, aiming to produce a successor to the type; these efforts would cumulate in the AS332 Super Puma with the first prototype AS332 Super Puma taking flight on 13th September 1978, featuring more powerful engines and a more aerodynamically-efficient extended fuselage; and by 1980, production of the AS332 Super Puma had overtaken that of the originating SA 330 Puma, with production of the SA 330 Puma by Aérospatiale ceasing in 1987, by which time a total of 697 had been sold.

Blackburn Buccaneer S.1, Serial No. XN964
The Blackburn Buccaneer was an aircraft-carrier capable attack aircraft designed in the 1950s for the Royal Navy, performing its maiden flight in April 1958 and entering Royal Navy service during July 1962.

Blackburn Buccaneer S.1 XN964 - Built at Brough in 1963 XN964 was delivered to the Royal Navy the same year, joining 810 Squadron aboard HMS Victorious, sailing to the Far East. Returning to the UK in 1965 it joined 736 Squadron at Lossiemouth, later joining 803 Squadron in 1967, before struck off charge in 1970. A period of experimental usage and storage followed, before its acquisition by the NAM in 1982.

It was originally designed in response to the Soviet Union introducing the Sverdlov class of light cruisers; designed to address the threat posed via low-level attack runs, so low as to exploit the ship's radar horizon to minimise the opportunity for being fired upon; and could attack using nuclear weapons or conventional munitions including modification to carry anti-ship missiles, allowing it to attack vessels from a stand-off distance and thus improve its survivability against modern ship-based anti-aircraft weapons.  

The Royal Navy retired the last of its large aircraft carriers in February 1979, and as a result, the Buccaneer's strike role was transferred to the British Aerospace Sea Harrier seeing the Buccaneers transferred to the RAF.

Mikoyan-Gurevich Mig-27 'Flogger', No.71

The Mikoyan MiG-27; NATO reporting name: Flogger-D/J  was a variable-sweep ground-attack aircraft, originally built by the Mikoyan-Gurevich design bureau in the Soviet Union and later licence-produced in India by Hindustan Aeronautics as the Bahadur ("Valiant"). 

It is based on the Mikoyan-Gurevich MiG-23 fighter aircraft, but optimised for air-to-ground attack, and unlike the MiG-23, the MiG-27 did not have widespread use outside Russia, as most countries opted for the Mikoyan-Gurevich MiG-23BN and Sukhoi Su-22 instead. 

Mikoyan-Gurevich Mig-27 'Flogger', No.71 - This aircraft was built in the 1970's and arrived at the museum in May 2002.

The MiG-27 entered frontline service with Soviet Air Force Tactical Aviation in 1975, with the 722nd Regiment replacing earlier MiG-23B/BN and outdated Sukhoi Su-7 attack aircraft and equipped 22 of the 40 Soviet fighter-bomber regiments, being deployed all over the Soviet Union and other Warsaw Pact countries, and seeing service with the Soviet Air Force in Afghanistan.

As of late 2023, all Russian, Indian, Sri Lankan, Ukrainian, and Kazakh MiG-27s have been retired, bringing the type's service to an end.

Mikoyan-Gurevich Mig-23 'Flogger', No.07

The Mikoyan-Gurevich MiG-23; NATO reporting name: Flogger, was a variable-geometry fighter aircraft, designed by the Mikoyan-Gurevich design bureau in the Soviet Union, and is a third-generation jet fighter, alongside similar Soviet aircraft such as the Su-17 "Fitter". 

It was the first Soviet fighter to field a look-down/shoot-down radar, the RP-23 Sapfir, and one of the first to be armed with beyond-visual-range missiles, with production starting in 1969 and reaching large numbers with over 5,000 aircraft built, making it the most produced variable-sweep wing aircraft in history, and remains in limited service with some export customers.

Mikoyan-Gurevich Mig-23 'Flogger', No.07 - Built in the 1960's this aircraft entered service in the early 1970's and arrived at the museum in May 2002.

The MiG-23 was first officially commissioned into the Soviet Air Forces (VVS) on 4th January 1974, but even before its mass introduction there had been many teething problems with the brand-new fighter, and stability issues together with limited manoeuvrability resulted in numerous flight restrictions placed on the fighter as efforts to rectify these concerns began in the mid-1970s, with, despite numerous updates, these restrictions only be partially lifted with the introduction of the MiG-23MLD.

By 1990, over 1,500 MiG-23s of different models were in service with the VVS and the V-PVO, but with the dissolution of the Soviet Union, the new Russian Air Force began to cut back its fighter force, and it was decided that the single-engine MiG-23s and MiG-27s were to be retired to operational storage, with the last model to serve being the MiG-23P air-defence variant until it was retired on 1st May 1998.

All sorts of stuff seen here, perhaps destined for some future TLC (Tender Loving Care), with what looks like a Bloodhound surface to air missile on the stand next to the satellite/radar array caravan.

Cockpit sections for Canberra PR9, Lightning F6, Buccaneer S2B, Canberra T17 and Phantom FGR2.

'Anderson' Air Raid Shelter
As war in Europe loomed in 1938, the Anderson shelter was designed to offer UK householders rudimentary protection during air raids, and by the outbreak of World War II in September 1939, Anderson shelters had been installed in the gardens of around 1.5 million houses in the areas most expected to be targeted by the Luftwaffe. 

The 'Anderson' Air Raid Shelter - Designed in 1938 and named after Sir John Anderson, the man responsible for preparing Britain to withstand German air raids. They were designed for six people and formed from six curved corrugated steel panels to form the roof with flat panels for the ends. They were buried over three feet in the ground and covered with soil. They were free to those with an annual income of less than £250 and for others the cost was £7.

A further 2.1 million were installed over the course of the war and of those 3.6 million shelters, just a handful remain in place today.

Construction involved a great deal of digging in order for the shelter to be semi-submerged in the ground, and although the 14 gauge (2mm) steel was relatively thick and very strong, a major weakness was the doorway, with householders expected to provide their own wooden doors.

Royal Observer Post, World War Two.

The Royal Observer Corps (ROC) was a civil defence organisation intended for the visual detection, identification, tracking and reporting of aircraft over Great Britain, operating in the United Kingdom between 29th October 1925 and 31st December 1995, when the Corps' civilian volunteers were stood down.

Royal Observer Post, World War Two.

Observer posts like this replica were sited all along the South Coast of England at two to three mile intervals and manned by trained observers (a branch of the RAF). These posts operated throughout daylight hours and using the observer instrument (replica mounted on the pedestal), together with other observation equipment were able to give accurate information into RAF Home Defence Sector Control Centres by landline telephone or radio, informing them of enemy aircraft formations and their composition of fighters and bombers.

The flows of information from ROC posts, radar etc. through to ROC Group Operations Room and RAF Fighter Operations Room.

The role was especially important throughout the Battle of Britain as Hitler ordered British invented Radar stations (then Top Secret) destroyed, with the aim to blind the RAF.

Spitfire about to flip the wing of a V1 in order to knock the gyroscope off balance and stop the flying bomb reaching its target in London.

These posts continued to be manned throughout WWII and again came very much into their own when Hitler's 'Vengeance' weapons started to rain down on Britain, the infamous V1 'Doodle Bugs' flying bomb, the world's first cruise missile

Post Instrument with Mickelthwait height adjuster attachment

Lockheed T33A, Serial No. 51-9036

The Lockheed T-33 Shooting Star (or T-Bird) was an American subsonic jet trainer, produced by Lockheed and made its first flight in 1948.

Originally designated the TF-80C, the T-33 made its first flight on 22nd March 1948 and production at Lockheed ran from 1948 to 1959, with the US Navy using the T-33 as a land-based trainer starting in 1949.

Lockheed T33A, Serial No. 51-9036 - This aircraft was built in 1953 and was taken on charge by the French Armee De L'Air under a Military Aid Plan and was delivered to Morocco, before returning to Nancy, France in 1961. It continued to serve through the early sixties until in 1966 it was placed in storage until 1971 when it returned to service at Dijon, before going back into storage, when in 1978 it was returned to the UK for scrapping at RAF Sculthorpe but instead offered for long term loan to the NAM by the USAF.

A total of 6,557 T-33s were produced: 5,691 of them by Lockheed, 210 by Kawasaki, and 656 by Canadair.

Armstrong-Whitworth Meteor NF(T) 14, Serial No. WS739

To replace the increasingly obsolete de Havilland Mosquito as a night fighter, the Meteor was adapted to serve in the role as an interim aircraft. Gloster had initially proposed a night fighter design to meet the Air Ministry specification for the Mosquito replacement, based on the two seater trainer variant of the Meteor, with the pilot in the front seat and the navigator in the rear; once accepted however, work on the project was swiftly transferred to Armstrong Whitworth to perform both the detailed design process and production of the type. 

Armstrong-Whitworth Meteor NF(T) 14, Serial No. WS739 - This two-seat trainer was built in 1954 and joined 25 Squadron at RAF West Malling and later Tangmere in 1957-58 when the squadron was disbanded. It was converted to an NF(T)14 in 1959 and spent the next seven years in various MU's (Maintenance Units) and ANS's (Air Navigation Schools), ending up as a gate guard at RAF Church Fenton until sold in 1975 and loaned to the museum in January 1985. 

The first prototype flew on 31 May 1950. Although based on the T.7 twin seater, it used the fuselage and tail of the F.8, and the longer wings of the F.3. An extended nose contained the AI Mk 10 (the 1940s Westinghouse SCR-720) Air Intercept radar, and as a consequence the 20 mm cannons were moved into the wings, outboard of the engines, this together with a ventral fuel tank and wing mounted drop tanks completed the Armstrong Whitworth Meteor NF.11.

As radar technology developed, a new Meteor night fighter was developed to use the improved US-built APS-21 system. The NF.12 first flew on 21 April 1953.

Gloster Meteor NF.14 WS841 of 264 Squadron RAF at Blackbushe Airport, Hants, in 1955

The final Meteor night fighter was the NF.14. First flown on 23 October 1953, the NF.14 was based on the NF.12 but had an even longer nose, extended by a further 17 inches to accommodate new equipment, increasing the total length to 51 ft 4 in (15.65 m) and a larger bubble canopy to replace the framed T.7 version. Just 100 NF.14s were built; they first entered service in February 1954 beginning with No. 25 Squadron and were being replaced as early as 1956 by the Gloster Javelin. Overseas, they remained in service a little longer, serving with No. 60 Squadron at Tengah, Singapore until 1961.

Hawker Hunter T.7, Serial No. XL605/XX467

The Hawker Hunter was a transonic British jet-powered fighter aircraft that was developed by Hawker Aircraft for the Royal Air Force (RAF) during the late 1940s and early 1950s.

Hawker Hunter T.7, Serial No. XL605/XX467 - This aircraft made its first flight in October 1958 and joined 92 Squadron at RAF Middleton-St-George the following January, flying with the 'Blue Diamonds' Display Team. Moving to 66 Squadron, it was with them until 1960 when the squadron disbanded, moving to 22o OCU at RAF Chivenor in North Devon. In 1966 it was bought by Hawker Siddeley Aviation and converted for the Royal Saudi Air Force, now numbered 70/617, and was later presented to the Royal Jordanian Air Force. It returned to the RAF in 1974, registered XX467, and returned to Chivenor, and ending up at Lossiemouth where it was struck off charge in 1983. It was bought and delivered to the museum in May 2017.

The Hawker Hunter T.7 was the two-seat trainer built for the RAF, with a side by side seating nose section replacing the single seat nose, and the engine and systems as for the F.4; six were rebuilt F.4s, and 65 were new build. 

The dog-tooth leading edge and follow-up tailplane mods, as on the F.6, were fitted to the T.7, and the new-build first flight took place on 11th Oct 1957 (XL563, Dunsfold), with the final example produced on the 17th Jan 1959.

Fairey Gannet AEW.3, Serial No. XP226

The Fairey Gannet AEW.3 is a variant of the Fairey Gannet anti-submarine warfare aircraft intended to be used in the airborne early warning (AEW) role on aircraft carriers of the Royal Navy, and was introduced to service in 1959 to replace the obsolete Douglas Skyraider.

Fairey Gannet AEW.3, Serial No. XP226

Intended as an interim solution until the planned introduction of a new, purpose built AEW platform for use on the planned CVA-01 aircraft carriers, however neither the new aircraft carriers nor the new AEW aircraft were proceeded with, and the Gannet AEW.3 remained in service until the last aircraft carrier that could operate it was retired in 1978.

The Gannet AEW.3 was the standard AEW version that was developed from the anti-submarine version, entering service in 1960, and with just 44 built.

Four Royal Navy Douglas Skyraider AEW.1s from D Flight, 849 Naval Air Squadron based at Royal Naval Air Station Culdrose in flight in the 1950s. Rapidly becoming obsolete these aircraft were replaced by the Gannet in 1959.

De Havilland Sea Vixen FAW.2, Serial No. XJ560
The de Havilland DH.110 Sea Vixen was a British twin-engine, twin boom-tailed, two-seat, carrier-based fleet air-defence fighter flown by the Royal Navy's Fleet Air Arm from the 1950s to the early 1970s. The Sea Vixen was designed by the de Havilland Aircraft Company during the late 1940s at its Hatfield aircraft factory in Hertfordshire, developed from the company's earlier first generation jet fighters.

De Havilland Sea Vixen FAW.2, Serial No. XJ560 - This aircraft was built in 1959 as an FAW.1 (Fighter All Weather), and delivered to 890 Squadron in 1960, moving to Belfast in 1964 for conversion to FAW.2, later joining 829 Squadron based at Yeovilton before deploying to the Far East. It returned to the UK in 1968, joining HMS Hermes. In 1970 it became an instructional airframe, before being withdrawn in 1983, arriving at NAM in August 1986.

The Sea Vixen had the distinction of being the first British two-seat combat aircraft to achieve supersonic speed, albeit not in level flight. Operating from British aircraft carriers, it was used in combat over Tanganyika and over Yemen during the Aden Emergency. 

A total of 145 Sea Vixens were built and in 1972 the aircraft was phased out in favour of the American-made McDonnell Douglas Phantom FG.1 interceptor, and there have been no flying Sea Vixens since 2017.

The Sea Vixen FAW.2 could carry four Red Top missiles or two retractable fuselage packs each containing 28 x 50mm rockets.

English Electric Lightning T.5, Serial No. XS417
The English Electric Lightning served as an interceptor during the 1960s, the 1970s and into the late 1980s, and was capable of a top speed of above Mach 2. Designed, developed, and manufactured by English Electric, EE merged with other aircraft manufacturers to form the British Aircraft Corporation and the aircraft was marketed as the BAC Lightning, and operated by the Royal Air Force (RAF), the Kuwait Air Force (KAF), and the Royal Saudi Air Force (RSAF).

The Lightning was designed and developed as an interceptor to defend the airfields of the British "V bomber" strategic nuclear force from attack by anticipated future nuclear-armed supersonic Soviet bombers such as what emerged as the Tupolev Tu-22 "Blinder", but it was subsequently also required to intercept other bomber aircraft such as the Tupolev Tu-16 ("Badger") and the Tupolev Tu-95 ("Bear").

English Electric Lightning T.5, Serial No. XS417 - This aircraft first flew from Salmesbury on 17th July 1964 and was delivered to 226 OCU at RAF Coltishall in May of the next year, coded 417. She spent some time with 23 Squadron at RAF Leuchars, coded Z, spent some time grounded with engine issues and after a period of storage at Leconfield rejoined 23 Squadron. In 1975 she moved to RAF Wattisham, joining 56 Squadron, retaining her Z code and mostly bare metal finish. By 1980 she was with 11 Squadron at RAF Binbrook, coded T (later BT), in the green/grey topside camo with bare metal undersides. She spent her last years between 11 Squadron and the Lightning Training Flight before being retired in May 1987. After spares recovery and some time in external storage at Binbrook she was acquired by the Newark Air Museum.

The Lightning had an exceptional rate of climb, ceiling, and speed, with pilots describing flying it as "being saddled to a skyrocket". This performance and the initially limited fuel supply meant that its missions are dictated to a high degree by its limited range, and later developments provided greater range and speed along with aerial reconnaissance and ground-attack capability. Overwing fuel tank fittings were installed in the F6 variant and gave an extended range, but limited maximum speed to a reported 1,000 miles per hour (1,600 km/h).

The Lightning T.4 was the first of the two-seat side-by-side training version, based on the F.1A, with two prototypes and 20 production built models, and two aircraft later converted to T.5 prototypes, the T.5 being based on the F.3 of which 22 production aircraft were built. 

Following retirement by the RAF on 30th April 1988, many of the remaining aircraft became museum exhibits.

Sepecat Jaguar T.2A, Serial No. XX829

The SEPECAT Jaguar was an Anglo-French supersonic jet attack aircraft originally used by the British Royal Air Force and the French Air Force in the close air support and nuclear strike role, and is still in service with the Indian Air Force.

Originally conceived in the 1960s as a jet trainer with a light ground attack capability, the requirement for the aircraft soon changed to include supersonic performance, reconnaissance and tactical nuclear strike roles.

Sepecat Jaguar T.2A, Serial No. XX829 - This aircraft made its first flight in 1974 and joined 54 Squadron at RAF Coltishall, later transferring to 6 Squadron in 1989 and upgrading to T.2A, flying with the squadron until 1994, until moving into reserve and attachment back to 54 Squadron, before retirement in 1999, later acquired by the museum in 2012.

Following the Iraqi invasion of Kuwait, on 9th August 1990 the British government assigned an initial 12 Jaguar GR1A and 12 Tornado F3 aircraft to the Middle East in Operation Granby, these aircraft operated from bases in Oman and Bahrain. The RAF's Jaguars gained several new weapons during the Persian Gulf War, including CRV7 high-velocity rockets and American CBU-87 cluster bombs which were used because the RAF's existing BL755 bombs were designed for low-level release, and therefore unsuitable for higher-altitude operations common over the Persian Gulf. The RAF's detachment of 12 Jaguars flew 612 combat sorties, with no aircraft being lost, and XZ364 "Sadman" flew 47 missions, the highest number of missions of any aircraft.

English Electric Canberra B(1)8 Mod., Serial No. WV787

The Canberra B(I).8 marks the third-generation Canberra derived from the B.6 as an interdictor, and fitted with a new forward fuselage with teardrop canopy on the port side, and navigator station forward of the pilot (early marks had the navigator behind the pilot). 

English Electric Canberra B(1)8 Mod., Serial No. WV787 - Built at Preston as a B2 in 1952, this aircraft was initially issued to the RAF before being transferred to the Ministry of Supply to be a test bed for the Sapphire engines. In 1958 it was modified to a B(1)8 and used to trial the 'Blue Parrot' radar for the Buccaneer. In 1967 it was transferred to Boscombe Down to be used for ice ingestion trials flying ahead of aircraft such as Hercules, Nimrod and Concorde 002. In 1983 the aircraft was badly damaged with the RAF Abingdon Battle Damage Repair Flight and two years later it was acquired by the museum where it was repaired.

Provision for a ventral pack similar to the B(I).6 with 4 20 mm (0.787 in) Hispano Mk.V cannon, one external hardpoint under each wing for up to 1,000 lb (454 kg) of bombs or unguided rockets, LABS (Low-Altitude Bombing System) for delivery of nuclear bombs. 

The prototype was converted from the only B.5 and first flown on 23rd July 1954, and would see 72 built including 17 for export and two converted from B.2s.

Boscombe Down ice ingestion trials.
WV787 flying ahead of a Nimrod.
There is more info on these trials and the aircraft here
https://www.key.aero/article/testing-concorde

MO-120-AM50 120mm Mortar
 Designed for the French Army, it was produced from the late 1950's and used by French, American and Japanese forces. This example was captured from Argentinian troops during the Falklands War and brought back to the UK and later presented to the museum by members of 8 Squadron from RAF Waddington.

The museum has the facilities of two large display halls for better preservation of some important exhibits, aircraft and other items related, and it was impressive how much stuff they had managed to pack into them and so in the order we worked our way round I've tried to capture the displays here.

 

BAPC 43 Mignet HM.14 Pou du Ciel, "Flying Flea"

The Mignet HM.14 Flying Flea (Pou du Ciel literally "Louse of the Sky" in French) is a single-seat light aircraft first flown in 1933, designed for amateur construction.

BAPC 43 Mignet HM.14 Pou du Ciel, "Flying Flea"

Lee-Richards Annular Biplane

During the pioneer years before the First World War, Cedric Lee and G. Tilghman Richards in the UK built and flew a series of aircraft having a novel flat ring-shaped or annular wing, both biplane and monoplane types, and in 1913 their first monoplane proved to be an early example of a statically stable aircraft.

Lee-Richards Annular Biplane (Non-Flying Replica)

Taylor Monoplane, Serial G-APRT

The J.T.1 Monoplane was designed by John Taylor in 1956 and the prototype (registered G-APRT) was built by him at Ilford, Essex between 1958-1959. It flew for the first time on 4 July 1959 at White Waltham, and at that time represented the first post war homebuilt design to come from England.

The total number flying to date is over 110 examples.

Taylor Monoplane, Serial G-APRT

Clutton Fred Srs.2, Serial G-BJAD

The Clutton-Tabenor FRED is a British homebuilt aircraft design introduced in 1963. The plans were made available to allow the aircraft to be homebuilt and thirty to forty examples have been built around the world.

Clutton Fred Srs.2, Serial G-BJAD

Saab S-35XD Draken, Serial AR-107
The Saab 35 Draken; The Kite, was a Swedish fighter-interceptor developed and manufactured by Svenska Aeroplan Aktiebolaget (SAAB) between 1955 and 1974.

Saab S-35XD Draken, Serial AR-107, Photographic Reconnaissance Fighter - Ex Royal Danish Navy

The Saab 35 Draken is known for, among other things, its many "firsts" within aviation, being the first Western European-built combat aircraft with true supersonic capability to enter service and the first fully supersonic aircraft to be deployed in Western Europe. Design wise it was one of, if not the first, combat aircraft designed with double delta wings. The unconventional wing design also had the side effect of making it the first known aircraft to be capable of and perform the Cobra manoeuvre. 

The Cobra Manoeuvre
https://en.wikipedia.org/wiki/Cobra_maneuver

It was also one of the first Western-European-built aircraft to exceed Mach 2 in level flight, reaching it on the 14th January 1960

Saab 35XD was an export fighter bomber version of the Saab 35F for the Royal Danish Air Force, X standing for export and D for Denmark. It competed and won against the Mirage III and the Northrop F-5 in 1968.

Three variants of the Saab 35XD were produced, all with similar ordnance capabilities:

• F-35 – single-seat attack version. 20 built
• RF-35 – single-seat reconnaissance version with a camera nose similar to the Saab 35E. Could not equip the AGM-12B Bullup. 20 built
• TF-35 – two-seat trainer aircraft with only one cannon. 11 built (6 initially, 5 later)

De Havilland Venom NF.3, Serial No. WX905

The Venom entered service with the RAF in 1952, where it was operated as both a single-seat fighter-bomber and two-seat night fighter. Despite the type's relatively short service life with the RAF, British Venoms saw active combat on multiple occasions, including the Suez Crisis, the Malayan Emergency, and the Aden Emergency. 

De Havilland Venom NF.3, Serial No. WX905 - Two Seat Night Fighter.
This aircraft was delivered to 48 MU at Harwarden  on 11th October 1955 and subsequently allocated to 23 Squadron at RAF Coltishall, before being involved in a non-fatal flying accident in early 1956, and by July 1957 was declared a non-effective airframe.

It was withdrawn from frontline operations by the service in 1962 following the introduction of more capable aircraft, such as the Hawker Hunter and De Havilland Sea Vixen. The Venom also proved to be popular on the export market, having been sold in substantial numbers to Iraq, New Zealand, Sweden, Switzerland and Venezuela.

Royal Airforce Venom attacking Nizwa Fort during Jebel Akhdar War, 1958

The Swiss Air Force was the final operator to use the type in an active military role, finally retiring their last examples during 1983. Large numbers of ex-military Venoms have since been acquired by private entities and several have continued to fly, performing aerial displays at various air shows, while many examples have been preserved in static display conditions in museums and as gate guardians.

1,431 were built including the Sea Venom variant.

LINK Trainer Type D.2

During World War II, the Link Trainer, also known as the "Blue box" and "Pilot Trainer" was a series of flight simulators produced between the early 1930s and early 1950s by Link Aviation Devices, founded and headed by Ed Link, based on technology he pioneered in 1929 at his family's business in Binghamton, New York, and they were used as a key pilot training aid by almost every combatant nation.

LINK Trainer Type D.2 (Used by the British military and Manufactured in Canada).

Ed Link used his knowledge of pumps, valves and bellows gained at his father's Link Piano and Organ Company to create a flight simulator that responded to the pilot's controls and gave an accurate reading on the included instruments, with those instruments duplicated on the controllers desk together with a mechanical 'crab' following the route taken by the pilot. 

More than 500,000 US pilots were trained on Link simulators, as were pilots of nations as diverse as Australia, Canada, Germany, New Zealand, United Kingdom, Israel, Japan, Pakistan, and the USSR. 

Following WWII, Air Marshall Robert Leckie (wartime RAF Chief of Staff) said "The Luftwaffe met its Waterloo on all the training fields of the free world where there was a battery of Link Trainers".

De Havilland Vampire T.11, Serial No. XD593
The de Havilland Vampire was the second jet fighter to be operated by the RAF, after the Gloster Meteor, and the first to be powered by a single jet engine.

Development of the Vampire as an experimental aircraft began in 1941, to exploit the revolutionary innovation of jet propulsion, and it was decided to use a single-engine, twin-boom aircraft, powered by the Halford H.1 turbojet (later produced as the Goblin), but aside from its propulsion system and twin-boom configuration, it was a relatively conventional aircraft. 

De Havilland Vampire T.11, Serial No. XD593

In May 1944, it was decided to produce the aircraft as an interceptor for the Royal Air Force and the Vampire entered operational service with the RAF in 1946, only months after the war had ended; and at its peak, a total of 19 RAF squadrons flew the Vampire FB.5 in Europe, the Middle East and the Far East, remaining in front-line RAF service until 1953. 

The T.11 was a two-seat trainer powered by the Goblin 35, and with some fitted with ejection seats; 526 were built by de Havilland and Fairey including one prototype. The RAF retired the Vampire in 1966 when its final role of advanced trainer was filled by the Folland Gnat.

Hunting Percival P.56 Provost T.1, Serial No. WV606

During the 1950s, the Provost was developed for the Royal Air Force as a replacement for the Percival Prentice. entering service with the RAF during 1953 and quickly proving to be a more capable aircraft than the preceding Prentice. 

Hunting Percival P.56 Provost T.1, Serial No. WV606 - This aircraft was built in 1954 and was issued to 22 Flying Training School at RAF Syerston on the 5th April 1954. After four years of flying the aircraft was attached to No.1 School of Technical Training at RAF Halton and given the airframe code 7622M. It was acquired by the NAM in 1971 and delivered in February 1972, to be reassembled and re-painted in the livery seen today.

It was a relatively successful aircraft, being exported for multiple overseas operators, with various models developed, both armed and unarmed, to meet with customer demands and it was later adapted to make use of a turbojet engine, producing the BAC Jet Provost. 

During the 1960s, the type was withdrawn from RAF service in favour of its jet-powered successor. It continued to be used for decades after with various export customers.

Jet Provost Procedure Trainer

Westland Whirlwind HAS.7, Serial No. XM685

The Westland Whirlwind helicopter was a British licence-built version of the U.S. Sikorsky S-55/H-19 Chickasaw, and made in many variants using a variety of radial (piston) and turbine engines; it primarily served with the Royal Navy's Fleet Air Arm in anti-submarine and search and rescue roles. It was also exported to other countries, and the Whirlwind was succeeded by the turbine powered Westland Wessex (based on the Sikorsky H-34) which was developed from the H-19/Whirlwind. 

Whirlwind helicopters fitted with turbine power served right up until the early 1980s, and a converted Whirlwind was in the Queen's Flight.

Westland Whirlwind HAS.7, Serial No. XM685 - This helicopter was built in 1959 and served aboard HMS Ark Royal as part of the SAR Flight from September 1964 to November 1965.

Armstrong-Whitworth Sea Hawk FB.3, Serial No. WM913

The Hawker Sea Hawk was a British single-seat jet day fighter formerly of the Fleet Air Arm (FAA), the air branch of the Royal Navy, built by Hawker Aircraft and its sister company, Armstrong Whitworth Aircraft, with the the Sea Hawk being the company's first jet aircraft.

A Royal Navy Hawker Sea Hawk F1 (s/n WF145) aboard the aircraft carrier HMS Eagle, 1952

Following acceptance in the RN, the Sea Hawk proved to be a reliable and sturdy workhorse, and a considerable number were also produced for the export market and were operated from aircraft carriers in Dutch and Indian service, with the last operational Sea Hawks, operated by the Indian Navy, being retired in 1983.

Armstrong-Whitworth Sea Hawk FB.3, Serial No. WM913 - This former gate guard was obtained by the NAM in 1984 to be stripped and fully restored to this gleaming condition it is seen in today.

Saunders Roe Skeeter AOP.12, Serial No. XL764

The Saunders-Roe Skeeter is a two-seat training and scout helicopter that was developed and produced by British manufacturer Saunders-Roe ("Saro") of Cowes and Southampton, in the United Kingdom, during the late 1950s, the Skeeter entered service with the British Army Air Corps, the German Navy, and the German Army, and has the distinction of being the first helicopter to be used by the Army Air Corps.

Saunders Roe Skeeter AOP.12, Serial No. XL764

The British Army ordered 64 Skeeter 6's, to be designated as the Skeeter AOP.12 (air observation post - artillery direction & control), and the Skeeter finally entered service in October 1956, with several Skeeter AOP.12s operated by the Central Flying School of the Royal Air Force. With the merger of the helicopter activities of the Bristol Aeroplane Company, Fairey and Saro with Westland Aircraft in 1960, plans to develop a turbine powered version were abandoned, although this knowledge was used in the development of the Westland Scout and Westland Wasp. Overall 78 Skeeters were produced, in addition to 10 prototypes.

Percival P.40 Prentice Serial No. VR249

The Percival Prentice was a basic trainer of the Royal Air Force in the early postwar period, and was a low-wing monoplane with a fixed tailwheel undercarriage, with front seating in a side-by-side configuration and with a rear seat provided.

Percival P.40 Prentice Serial No. VR249

The RAF ordered a total of 455 Prentices (95 were subsequently cancelled) and it became operational in RAF service, initially with the regular Flying Training Schools (FTS) including the RAF College, Cranwell, where they replaced the remaining de Havilland Tiger Moths; Later deliveries went to the Reserve Flying Schools (RFS), and the type was used as a pilot trainer until 1952 at the RAF College where it was replaced by the de Havilland (Canada) Chipmunk and in late 1953 at the other schools, when it was replaced by the Percival Provost.

Avro Lancaster B1 Model

The 1/6th scale flying model of a Lancaster B1 is made by Slec UK and was built by Mr Andy Ward over 12 months, having a flying weight of just over 99 lbs, sadly suffered serious permanent damage on its second flight when an elevator server failed and has been repaired as a static exhibit.

It carries the markings on its starboard side of a Lancaster of No. 1661 HCU, which was based at RAF Winthorpe from January 1943, W4113 GP-J which was built by A.V. Roe at Chadderton and had previously operated with No's 49 and 156 Squadrons; it was later with No.5 LFS at RAF Syerston, before becoming a maintenance airframe 4969M. The model has been signed by some Bomber Command veterans.

Rolls Royce Merlin 621

This 27.6 ltr, V12 supercharged engine represents the very late development of the original RR Merlin as used in many WWII era aircraft including Lancaster, Mosquito, Spitfire and Hurricane, and this engine was obtained by the museum and has been refurbished to its present condition by volunteers, however there are many parts still required to complete the project.

The Merlin 621 was produced in 1947 specifically for the North Atlantic routes and used in the Avro Tudor 4 aircraft.

Avro 688 Super Trader 4B "Conqueror" of Air Charter Ltd at Manchester

Lancaster Mk 1, Serial No. W4964 WS-J

The notice board seen below captures the wartime story of Lancaster Mk 1, Serial No. W4964 WS-J, of 9 Squadron, part of 5 Group, Bomber Command, that saw this veteran bomber complete 106 operations before being struck off charge in November 1949, that included participating in the attack on the German battleship Tirpitz on the 15th September 1944 with 12,000 lb 'Tallboy' bombs.

Like many of her surviving sisters, W4964, ended her war service in the scrappers yard, but amazingly and fittingly, as a fine tribute to the courage of hers and the other Bomber Command crews, this section of her fuselage has been recovered from its last role as a garden shed in Gainsborough to be saved and donated to the museum in 1974.

 

The fine illustration of WS-J complete with her 'Johnny Walker - Still Going Strong' emblem and ops tally has been autographed by Bomber Command veterans including ex Flight Lieitenant Johnny Johnson DFC of 617 'Dambusters' Squadron.

Wingtip from Lancaster R5726
Delivered to No. 50 Squadron and coded VN-B, this aircraft flew on raids from July 1942 until November of that year, before moving to 44 Squadron, followed by another move to 100 Squadron, finally retiring from operations and joining 1662 Heavy Conversion Unit at RAF Blyton before a final move to No.5 Lancaster Finishing School at RAF Syerston.

Wingtip from Lancaster R5726

On the night of 4th April 1944, the aircraft broke up in the air over Knipton reservoir from where the wingtip above was recovered by the Newark Sub-aqua Club in 1979.

Lancaster of the RAF Battle of Britain Memorial Flight, in the markings of No.50 Squadron

Dambuster Lancaster AJ-S, Serial No. ED865/G, Propellor Blade

Fraser-Nash FN.50, Lancaster Mid-upper Turret.

Nash & Thompson was established in 1929 at Kingston upon Thames by business partners Archibald Goodman Frazer Nash and Esmonde Grattan Thompson, and the company developed the hydraulic gun turrets that Frazer-Nash invented and his designs were consequently numbered in a series prefixed with "FN".

View of dorsal or mid-upper FN twin .303 Browning gun turret.

https://fr.m.wikipedia.org/wiki/Fichier:A_gun_turret_on_a_restored_WW2_Lancaster_bomber_-c.jpg

'Rose ' No2 Mark 1. Lancaster Rear Turret

The Rose turret (sometimes known as the Rose-Rice turret) was a gun turret fitted to the rear position of some British Avro Lancaster heavy bombers in 1944–45. It was armed with two American 0.5 inch (12.7 mm) light-barrel Browning AN/M2 heavy machine guns — the standard American defensive weapon used in turreted and flexible mounts in the Boeing-17 Flying Fortress and Consolidated B-24 Liberator and other aircraft.

Armstrong-Whitworth .303 Turret

Avro Anson ZK-RRA, shows off its ventral Armstrong Whitworth turret similar to the one on display in the NAM and used for airfield defence at RAF Tollerton.
https://commons.wikimedia.org/wiki/File:CF15_Avro_Anson_ZK-RRA_040415_01.jpg

As well as the turrets and parts of aircraft the museum has created a fine memorial to Bomber Command and its operations locally and specifically from RAF Winthorpe with its selection of models of the bomber types operated during WWII and tributes to crews lost on operations.

Halifax Bomber Mid-Upper Turret designed for four 0.303 Browning machine guns and 1,160 rounds for each gun.

Propellor Blade from Stirling Mk. III, EJ113, GI-Q of 622 Squadron

A large group of airmen sitting and standing in five rows in front of a Stirling. On the reverse 'Nov 1943, 622 Squadron 3 Group, Bomber Command, RSAF Mildenhall, Short Stirling'
https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/30726

.

Propellor blade from Stirling Mk. III, EJ113, GI-Q of 622 Squadron lost over France at around 21.19 hours on the night of 18th November 1943, returning from a raid on Mannheim, and reportedly attacked by an Me110 NF of 8/NJG-4, resulting in the loss of Pilot Officer S. Owen and his seven crew.

Memorials and displays at Newark Air Museum proudly commemorate
the crew of a 619 Squadron Lancaster, ME846 that was shot down
over northern Belgium on 22nd June 1944.

Sea Venom FAW.22, Serial No. WW217

The De Havilland DH.112 Sea Venom was a British postwar carrier-capable jet aircraft developed from the de Havilland Venom, serving with the Royal Navy Fleet Air Arm and with the Royal Australian Navy with the French Navy operating the Aquilon, developed from the Sea Venom FAW.20, built under licence by SNCASE (Sud-Est).

Sea Venom FAW.22, Serial No. WW217

The Sea Venom was the navalised version of the Venom NF.2 two-seat night fighter, and was used as an all-weather interceptor by the Fleet Air Arm (FAA), after the necessary modifications for use on the Royal Navy's aircraft carriers included folding wings, a tailhook (which retracted into a characteristic "lip" over the jetpipe) and strengthened, long-stroke undercarriage, together with a canopy modified to allow ejection from underwater.

An operational Royal Navy Sea Venom FAW.22 at RAF Chivenor in 1969.
https://commons.wikimedia.org/wiki/File:DH.112_S.Venom_22_XG729_CHIV_23.08.69_edited-2.jpg

In 1956 Sea Venoms, alongside RAF Venoms, took part in the Suez War, and were aircraft from Nos. 809, 891, 892, 893, 894, 895 Naval Air Squadrons based on the light fleet carrier HMS Albion and fleet carrier HMS Eagle. The Sea Venoms launched many sorties, bombing a variety of targets in Egypt in the process.

Sea Venoms also saw service during conflicts in the Middle East.

By 1959, the Sea Venom began to be replaced in Royal Navy service by the de Havilland Sea Vixen, an aircraft that also had the distinctive twin-boom tail, and the Sea Venom would be withdrawn from frontline service soon afterwards. The type continued to fly with second line FAA units until the last were withdrawn in 1970.

Vergeltungswaffe 1 V1 flying bomb FZG-76 Ram Jet

The V-1 flying bomb "Vengeance Weapon 1" was an early cruise missile, and its official Reich Aviation Ministry designation was Fieseler Fi 103, also known to the Allies as the buzz bomb or doodlebug. The V-1 was the first of the Vergeltungswaffen (V-weapons) deployed for the terror bombing of London, and it was developed at the Peenemünde Army Research Center in 1939 by the Luftwaffe, and during initial development was known by the codename "Cherry Stone". 

Due to its limited range, the thousands of V-1 missiles launched into England were fired from launch facilities along the French (Pas-de-Calais) and Dutch coasts or by modified He 111 aircraft; and in the summer of 2012, Carolyn and I visited a restored original launch site near Dieppe in Northern France, complete with a mock up VI launch ramp and rocket together with the nearby miniature train for towing the rockets from their storage bunkers.

The Wehrmacht first launched the V-1s against London on 13th June 1944, one week after (and prompted by) the successful Allied landings in France, and at the peak of the following campaign, more than one hundred V-1s a day were fired at southeast England, 9,521 in total, decreasing in number as sites were overrun until October 1944, when the last V-1 site in range of Britain was overrun by Allied forces. 

After this, the Germans directed V-1s at the port of Antwerp and at other targets in Belgium, launching a further 2,448 V-1s. The attacks stopped only a month before the war in Europe ended, when the last launch site in the Low Countries was overrun on 29th March 1945.

Westland Sioux AH.1, Serial No. XT200

The Bell H-13 Sioux is an American single-engine light helicopter built by Bell Helicopter and manufactured by Westland Aircraft under license for the British military as the Sioux AH.1 and HT.2.

The Sioux AH.1, General purpose helicopter saw 50 built by Agusta (Agusta-Bell 47G-3B1) and 250 built by Westland (Westland-Agusta-Bell 47G-3B1) for the British Army, and a small number also used by 3 Commando Brigade Air Squadron of the Royal Marines.

Westland Sioux AH.1, Serial No. XT200 - This helicopter was by Westlands in 1965 and upon completion in November of that year was allocated to the Air Troop, 2nd Division, Royal Engineers, stationed in Lubeck, West Germany.

Sud-Aviation SA.341 Gazelle, Serial No. XW276

The Aérospatiale Gazelle (company designations SA 340, SA 341 and SA 342) was a five-seat helicopter developed and initially produced by the French aircraft company Sud Aviation, and later by Aérospatiale, and was the first helicopter to feature a fenestron tail instead of a conventional tail rotor, as well as being the first helicopter to be adapted for single-pilot operations under instrument flight rules.

The Gazelle was flown by all branches of the British armed forces—the Royal Air Force, Royal Navy (including in support of the Royal Marines) and the British Army in a variety of roles; during its lengthy service life, the Gazelle has participated in numerous conflicts around the world, including by Syria during the 1982 Lebanon War, by Rwanda during the Rwandan Civil War in the 1990s, and by numerous participants on both sides of the 1991 Gulf War. Production ended in 1996.

Sud-Aviation SA.341 Gazelle, Serial No. XW276

Air Raid Warning Siren

Although of recent manufacture, this siren is the same design as those used during the Second World War to warn people of an expected air raid, and are still in use today along the Lincolnshire coast to warn of exceptional high tides and the risk of flooding.

An example of a preserved WWII air raid siren in Hale, Altrincham, Manchester

Martin Baker Ejection Seats

Martin-Baker Aircraft Company Limited is a British manufacturer of ejection seats and safety-related equipment for aviation. The company was originally an aircraft manufacturer before becoming a pioneer in the field of ejection seats, and today supplies ejection seats for 93 air forces worldwide, with Martin-Baker seats fitted into over 200 fixed-wing and rotary types with the most recent being the Lockheed Martin F-35 Lightning II programme.

Martin-Baker claimed in 2022 that since the first live ejection test in 1945, a total of 7,674 lives have been saved by the company's ejection seats.

Reid & Sigrist RS.4 Bobsleigh

The Reid and Sigrist R.S.3 Desford is a British twin-engined, three-seat advanced trainer developed in the Second World War for postwar use. Although the R.S.3 was evaluated as a trainer, the type never entered production and was eventually rebuilt as the R.S.4 Bobsleigh as an experimental aircraft with the pilot in a prone position, seen as advantageous in minimising g-force effects in fighters.

Reid & Sigrist RS.4 Bobsleigh

The first prototype, the RS.1 was called the Snargasher and flew in 1939. The follow-up design, the R.S.3 Desford (taking its name from the company site) was similar in size and concept to its predecessor although it was only configured for a pilot and trainee and featured a low-set wing, and first flew in July 1945, and was later rebuilt as the RS.4 Bobsleigh.

Balloon Observer's Coat & R.F.C. Flying 'Fug' Boots.

During WWI both the Allies and Germany employed observation balloons operating a few miles behind the front lines, with balloon operators often remaining in the air for several hours requiring protective clothing necessary for keeping them warm and dry.

Their job was to observe the enemy on the front line and behind it and to call down artillery fire on any identified targets. Among their equipment was also included parachutes and they were the first military aviators to use them on a wide scale.

Known as fug boots, that became standard issue to the RFC/RAF to combat the risk of frostbite at high altitude, the first pair were worn by Major Lance George Hawker VC, DSO, who had them made for him by Harrods.

Balloon Observer's Coat & R.F.C. Flying 'Fug' Boots.

The thigh length boots were of various different styles and patterns, but most had a two tone appearance with a different type of leather/suede used for the shoe section to that of the main body of the boot.

Pilots Seat from a Handley Page Aircraft (Possibly 0-400 Heavy Bomber)

Known as the "Bloody Paralyser", surplus cockpit fittings were also used in aircraft produced after the Great War had ended.

Pilots Seat from a Handley Page Aircraft (Possibly 0-400 Heavy Bomber)

Upkeep Mine

The inventor of the first bouncing bomb designed to bounce to a target across water in a calculated manner to avoid obstacles such as torpedo nets, and to allow both the bomb's speed on arrival at the target and the timing of its detonation to be predetermined, in a similar fashion to a regular naval depth charge, was the British engineer Barnes Wallis, whose "Upkeep" bouncing bomb was used in the RAF's Operation Chastise of May 1943 to bounce into German dams and explode underwater, with an effect similar to the underground detonation of the later Grand Slam and Tallboy earthquake bombs, both of which he also invented.

Movie still, showing an inert, practice version of the Upkeep bouncing bomb being dropped during a training flight by members of RAF 617 Squadron at Reculver bombing range, Kent. The bomb's designer, Barnes Wallis, and others watch the practice bomb strike the shoreline.

This test piece bomb was dropped at Reculver on the Kent coast, and was recovered and restored in 1997 and is now on loan to the NAM by arrangement with the Barnes Wallis Memorial Trust.

British Aerospace Sea Harrier F/A.2, Serial No. ZA176

The British Aerospace Sea Harrier was a naval short take-off and vertical landing/vertical take-off and landing jet fighter, reconnaissance and attack aircraft, and is the second member of the Harrier family developed; first entering service with the Royal Navy in April 1980 as the Sea Harrier FRS1 and became informally known as the "Shar"

British Aerospace Sea Harrier F/A.2, Serial No. ZA176 - This aircraft was converted to an F/A 2 at BAe's base at Dunsfold  in 1994, after which it joined 801 Squadron on the 5th October of that year with code 000. The aircraft made its final move to 800 Squadron in 1999 and was last flown on the 8th June 2003 having completed 3.338 hoyrs and 40 minutes flying time. Sold by the MOD in early 2004 it was delivered to the NAM from Yeovilton on the 21st July 2004.

Unusual in an era in which most naval and land-based air superiority fighters were large and supersonic, the principal role of the subsonic Sea Harrier was to provide air defence for Royal Navy task groups centred around the aircraft carriers, with the Sea Harrier seeing service in the Falklands War and the Balkans conflicts; on all occasions it mainly operated from aircraft carriers positioned within the conflict zone. 

Its usage in the Falklands War was its most high profile and important success, when it was the only fixed-wing fighter available to protect the British Task Force. The Sea Harriers shot down 20 enemy aircraft during the conflict; 2 Sea Harriers were lost to enemy ground fire. They were also used to launch ground attacks in the same manner as the Harriers operated by the Royal Air Force.

Sea Harrier XZ 499 of No 800 Naval Air Squadron takes off from the aircraft carrier HMS Hermes. (UK MoD/Crown Copyright)

A second, updated version for the Royal Navy was made in 1993 as the Sea Harrier FA2, improving its air-to-air abilities and weapons compatibilities, along with a more powerful engine; this version was manufactured until 1998. The aircraft was withdrawn from service early by the Royal Navy in 2006.

Gloster Javelin FAW.8, Serial No. XH992

The Gloster Javelin was a twin-engined all-weather interceptor aircraft that served with Britain's Royal Air Force from the mid-1950s until the late 1960s, and was a T-tailed delta-wing aircraft designed for night and all-weather operations and was the last aircraft design to bear the Gloster name, being introduced in 1956 after a lengthy development period, the aircraft received several upgrades during production to its engines, radar and weapons, including support for the De Havilland Firestreak air-to-air missile.

Gloster Javelin FAW.8, Serial No. XH992 - This aircraft was built in 1959 and was delivered to 85 Squadron at RAF West Malling in Kent in March 1960.

The Javelin was succeeded in the interceptor role by the English Electric Lightning, a supersonic aircraft capable of flying at more than double the Javelin's top speed, which was introduced into the RAF only a few years later. The Javelin served for much of its life alongside the Lightning; the last Javelins were withdrawn from operational service in 1968 following the introduction of successively more capable versions of the Lightning.

Gloster Javelin FAW.8, Serial No. XH992 of 85 Squadron seen here taxiing at RAF West Malling

The FAW 8 had upgraded Sa.7R engines with reheat, raising thrust to 12,300 lbf (54.7 kN) thrust above 20,000 ft (6,100 m); it was also fitted with new "drooped" wing leading edge and auto-stabiliser for better handling, together with a snub nose housing the AI.22 radar.

Whilst with 85 Squadron the aircraft carried the code 'P' , and it renmained with the squadron when it moved to RAF West Raynham. In February 1964 it was moved to RAF Cosford for instructional use having previously been declared a 'non-effective' airframe.

Saab AJ/SH37 Viggen, Serial No. 37918

The Saab 37 Viggen (The Tufted Duck) was a single-seat, single-engine multirole combat aircraft designed and produced by the Swedish aircraft manufacturer Saab, and was the first canard-equipped aircraft to be produced in quantity, and the first to carry an airborne digital central computer with integrated circuits for its avionics, arguably making it the most modern/advanced combat aircraft in Europe at the time of introduction. 

Saab AJ/SH37 Viggen, Serial No. 37918

The digital central computer was the first of its kind in the world, automating and taking over tasks previously requiring a navigator/co-pilot, facilitating handling in tactical situations where, among other things, high speeds and short decision times determined whether attacks would be successful or not, a system not surpassed until the introduction of the Panavia Tornado into operational service in 1981.

By 1994, the replacement of the Viggen by the later and more advanced Saab JAS 39 Gripen was in progress, the type being progressively phased out as greater numbers of Gripen aircraft were delivered, and on the 25th November 2005, the last front line Viggen was formally retired by the Swedish Air Force, whilst a few aircraft were kept in an operational condition for electronic warfare training against the Gripen; the last of these Viggen flights taking place in June 2007.

De Havilland T.10 Chipmunk, Serial No. WB624

The de Havilland Canada DHC-1 Chipmunk was a tandem, two-seat, single-engined primary trainer aircraft designed and developed by Canadian aircraft manufacturer de Havilland Canada, and was developed shortly after the Second World War and sold in large numbers during the immediate post-war years, being typically employed as a replacement for the de Havilland Tiger Moth biplane.

De Havilland T.10 Chipmunk, Serial No. WB624

The Chipmunk was the first postwar aviation project conducted by de Havilland Canada, performing its maiden flight on the 22nd May 1946 and was introduced to operational service that same year. During the late 1940s and 1950s, the Chipmunk was procured in large numbers by military air services such as the Royal Canadian Air Force, Royal Air Force, and several other nations' air forces, where it was often utilised as their standard primary trainer aircraft. 

Corporal JJ in the front rank of 1408 Dorking Squadron, Air Training Corps, on a summer camp to RAF Binbrook in the mid 1970's, during which I clocked up some more time on the DH Chipmunk, doing aerobatics close to the airfield and watching Vulcan's taking off from RAF Scampton on a glorious summer evening for flying.

The type was produced under licence by de Havilland in the United Kingdom, who would produce the vast majority of Chipmunks; in 1996 the Royal Air Force replaced it with the Scottish Aviation Bulldog.

The old style ATC uniform brought back fond memories, as did the Chipmunk behind.

As an air cadet in the mid 1970's I first flew the Chipmunk at RAF Abingdon in Oxfordshire and got to fly in it again on summer camp at RAF Binbrook.

I saw that the museum has the old Slingsby T7 Kirby Cadet glider in its collection, the side by side version seen in the background of the picture below, which I also flew in, together with the tandem version, at RAF Tangmere, but sadly for me it is held in storage by the NAM and was not on display.

The Air Training Corps is a marvellous organisation for encouraging an interest in aircraft and flying in young people, as today the Corps includes girls as well as boys, and it inspired me to continue flying and getting my own private pilots licence as well as continuing with an interest in aircraft, military and civil, today.

Gloster Meteor FR.9, Serial No.VZ608

As seen the museum has a very fine collection of Gloster Meteor types that began the start of the military jet age and so it was great to see the pinnacle of the development of Meteor as a fighter with this example of an FR.9

Gloster Meteor FR.9, Serial No.VZ608

The first FR.9 flew on the 23rd March 1950, and was based on the F.8, but was 20 cm longer with a new nose incorporating a remote control camera and window and was also fitted with additional external ventral and wing fuel tanks. 

Production of the FR.9 began in July, and No. 208 Squadron, then based at Fayid, Egypt was the first to be upgraded followed by the 2nd Tactical Air Force in West Germany, No. 2 Squadron RAF at Bückeburg and No. 79 Squadron RAF at RAF Gutersloh which flew the FR.9 from 1951 until 1956. In Aden, No. 8 Squadron RAF was given FR.9s in November 1958 and used them until 1961. Ecuador (12), Israel (7) and Syria (2) were foreign customers for the FR.9.

In flight picture of VZ608 [Credit: NAM Archive, via Rolls-Royce]
https://hushkit.net/

In the early 1950s work was underway at Hucknall on the V-TOL [Vertical Take Off and Landing] concept, using an experimental test-rig to investigate control and stability factors affecting V-TOL flight; and in early 1951 VZ608 was transferred to Rolls-Royce at Hucknall, Nottinghamshire, where its engine nacelles were extended and modified to house a reheat system; a fifteen-month test programme saw VZ608 undertake both static and flight trials of the system. In early 1954, VZ608 was modified again, with an elementary thrust reverser being fitted to the port jet pipe.

VZ608 with reverse thrust unit fitted
Hushkit.net -Gloster Meteor VZ608 VSTOL Testbed.

The set up was for ground running only, with the front nacelle cowling removed, with the tests lasting nine weeks, seeing the last test run on the 10th July 1954 before the aircraft was restored to its original condition.

Supermarine Swift FR.5, Serial No. WK277

The Supermarine Swift was a British single-seat jet fighter aircraft that was operated by the Royal Air Force, and was developed and manufactured by Supermarine during the 1940s and 1950s, featuring many of the new jet age innovations, such as a swept wing. On the 26th September 1953, a Swift F.4 piloted by Commander Mike Lithgow broke the world absolute speed record, reaching a speed of 737.7 mph (1,187 km/h).

Royal Air Force Supermarine Swift FR.5 of No. 2 Squadron RAF in flight in 1956. 2 Squadron flew the Swift from 1956 to 1961 and was part of RAF Germany.

The FR Mk 5, had a longer nose than its predecessor FR Mk 4, to accommodate a number of cameras to allow a reconnaissance role, as well as other modifications to its structure. The FR 5 also reverted to the previous F 1's twin ADEN cannon armament, first flying in 1955 and entering service the following year, performing reconnaissance mainly at low level, making the reheat problem at high altitude, it was found that reheat could not be ignited at high altitude on FR.4, irrelevant.

The type was retired from service in 1967 after 197 had been built.

Supermarine Swift FR.5, Serial No. WK277

Hawker Hunter F1, Serial No. WT651

The Hawker Hunter was a transonic British jet-powered fighter aircraft that was developed by Hawker Aircraft for the Royal Air Force during the late 1940s and early 1950s, and was designed to take advantage of the newly developed Rolls-Royce Avon turbojet engine and swept wings, and was the first jet-powered aircraft produced by Hawker to be procured by the RAF. On the 7th September 1953, the modified first prototype broke the world air speed record for aircraft, achieving a speed of 727.63 mph.

Sixteen Hunters of the Blue Diamonds perform
aerobatics at the Farnborough Air Show, England 1960.

The single-seat Hunter was introduced to service in 1954 as a manoeuvrable day interceptor aircraft, quickly succeeding first-generation jet fighters in RAF service such as the Gloster Meteor and the de Havilland Venom. The all-weather/night fighter role was filled by the Gloster Javelin. Successively improved variants of the type were produced, adopting increasingly more capable engine models and expanding its fuel capacity amongst other modifications being implemented. Hunters were also used by two RAF display teams: the Black Arrows, who on one occasion looped a record-breaking 22 Hunters in formation, and later the Blue Diamonds, who flew 16 aircraft. The Hunter was also widely exported, serving with a total of 21 overseas air forces.

Hawker Hunter F1, Serial No. WT651 - First flown on 23rd September 1954, WT651 entered service with 222(F) Squadron at RAF Leuchars in October 1954, and in whose colours she is displayed. I have fond memories of watching Hunters flying over North Devon from RAF Chivenor in the mid 1960's

During the 1960s, following the introduction of the supersonic English Electric Lightning in the interceptor role, the Hunter transitioned to being operated as a fighter-bomber and for aerial reconnaissance missions, using dedicated variants for these purposes. Two-seat variants remained in use for training and secondary roles with the RAF and the Royal Navy until the early 1990s. Sixty years after its original introduction it was still in active service, being operated by the Lebanese Air Force until 2014.

The Hunter saw combat service in a range of conflicts with several operators, and 1,972 Hunters were manufactured by Hawker Aircraft and its successor, Hawker Siddeley, as well as being produced under licence overseas. In British service, the Hunter was replaced in its principal roles by the Lightning, the Hawker Siddeley Harrier and the McDonnell Douglas F-4 Phantom II.

Russian UB-16-57 Rocket Launcher - The reusable pod carries sixteen 55mm S5 rockets and is carried on MiG 21 FISHBED, SU-7 FITTER and MIL Mi-8 HIP

French Matra Type 155 and Canadian CRV7 Rocket Launchers

Russian B-8M1 Rocket Launcher, carried by SU-25 FROGFOOT, SU-17 FITTER, SU-27 FLANKER, MiG-29 FULCRUM and MiG-27 FULCRUM - The twenty 80mm S8 rockets are unguided and can be ripple fired or fired one at a time.

Meteor NF.12, Serial No. WS692
As radar technology developed, a new Meteor night fighter was developed to use the improved US-built APS-21 system, and the NF.12 first flew on the 21st April 1953, being similar to the NF.11 but had a nose section 17 inches (43 cm) longer; the fin was enlarged to compensate for the greater keel area of the enlarged nose and to counter the airframe reaction to the sideways oscillating motion of the radar scanner which caused difficulty aiming the guns, an anti-tramp motor operating on the rudder was fitted midway up the front leading edge of the fin. 

Meteor NF.12, Serial No. WS692 - This aircraft was delivered to the RAF in 1953 and was acquired by the museum in 1981.

The NF.12 also had the new Rolls-Royce Derwent 9 engines and the wings were reinforced to handle the new engine. Deliveries of the NF.12 started in 1953, with the type entering squadron service in early 1954, equipping seven squadrons (Nos 85, 25, 152, 46, 72, 153 and 64); the aircraft was replaced over 1958–1959 by the Gloster Javelin.

Aircraft Machine-guns and Cannons - 1. Browning .303 MG, 2. Browning .5 MG, 3. Hispano 20mm Cannon Mk V, 4. 30mm Aden Gun

Rolls-Royce Avon 210 Single-shaft Turbo Jet - With its eight combustion chambers this engine consumed 1,250 gallons per hour of fuel and generated 12,500 lbs of static thrust, This engine was built in August 1960 for fitting to Lightnings Mk 1, 2 or 4 with later Lightnings using the more powerful 300 series.

Hunting Percival (BAC) Jet Provost T.3A, Serial No. XM383
The BAC Jet Provost was a British jet trainer aircraft that was in use with the Royal Air Force from 1955 to 1993, and was originally developed by Hunting Percival from the earlier piston engine-powered Percival Provost basic trainer, and later produced by the British Aircraft Corporation (BAC). 

Hunting Percival (BAC) Jet Provost T.3A, Serial No. XM383 - This aircraft was delivered to Boscombe Down on the 1st November 1960, later joining No.2 Flight Training School  at RAF Syerston on the 10th January 1961.

In addition to the multiple RAF orders, the Jet Provost, sometimes with light armament, was exported to many air forces worldwide, and the design was also further developed into a more heavily armed ground attack variant under the name BAC Strikemaster.

XF877: privately-owned piston Percival P.56 Provost T1 (G-AWVF), built 1955 by the Percival Aircraft Company. XW422:privately-owned British Aircraft Corporation Jet Provost T.5a (G-BWEB), built 1971, retired from RAF use 1991.

Hawker Siddeley Gnat T.1, Serial No. XR534

The Folland Gnat was a British compact swept-wing subsonic fighter aircraft that was developed and produced by Folland Aircraft, and envisioned as an affordable light fighter in contrast to the rising cost and size of typical combat aircraft, it was however 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.

Hawker Siddeley Gnat T.1, Serial No. XR534 - This aircraft was first flown on 24th May 1963, and XR534 entered service with the CFS at Little Rissington and continued with the CFS until damaged in an accident in May 1970. Repaired and returned to service with 4 FTS, she remained with them until April 1977 when she was grounded and used for spares. XR534 was then allocated for display purposes outside the Officers' Mess at RAF Valley, eventually moving to gate guard duties near the airfield entrance. Acquired by the Newark Air Museum and has undergone an in-depth restoration.

Although never used as a fighter by the Royal Air Force (RAF), the Gnat T.1 jet trainer variant was adopted and operated for some time. In the United Kingdom, the Gnat became well known due to its prominent use as the display aircraft of the RAF's Red Arrows aerobatic team. In British service, the Gnat was replaced by the Hawker Siddeley Hawk.

Hunting JET Provost T.3, Serial No. XN573 - This cockpit was acquired in 1989 from Blackpool Airport where it had been with 177 Squadron, Air Training Corps. The aircraft  first flew with the Central Flying School before being transferred to No1 F.T.S. at Kemble

Gnat T.1 Cockpit Familiarisation Procedure Trainer

Hawker Siddeley Dominie T.1, Serial No. XS726

The British Aerospace 125 was a twinjet mid-size business jet, originally developed by de Havilland and initially designated as the DH.125 Jet Dragon, it entered production as the Hawker Siddeley HS.125, which was the designation used until 1977. Later on, more recent variants of the type were marketed as the Hawker 800.

Hawker Siddeley Dominie T.1, Serial No. XS726

More than 60% of the total sales of the aircraft were to North American customers, and it was also used by the Royal Air Force as a navigation trainer, as the Hawker Siddeley Dominie T1, and also operated by the United States Air Force as a calibration aircraft, under the designation C-29.

Scottish Aviation Bulldog T.1, Serial No. XX634
The Scottish Aviation Bulldog is a British two-seat side-by-side (with optional third seat) training aircraft designed by Beagle Aircraft as the B.125 Bulldog.

The prototype Bulldog flew on the 19th May 1969 at Shoreham Airport, and the first order for the type was for 78 from the Swedish Air Board. Before any production aircraft were built, Beagle Aircraft ceased trading and the production rights for the aircraft, with the Swedish order, were taken over by Scottish Aviation (Bulldog) Limited. All subsequent aircraft were built at Prestwick Airport by Scottish Aviation, and later by British Aerospace.

Scottish Aviation Bulldog T.1, Serial No. XX634

The largest customer was the Royal Air Force, which placed an order for 130 Bulldogs in 1972, entering service as the Bulldog T.1 in 1975, and was used by the Royal Air Force as a basic trainer, in particular as the standard aircraft of the University Air Squadrons and, later, Air Experience Flights, providing flying training. The aircraft was also used by the Royal Navy for Elementary Flying Training (EFT) at RAF Topcliffe.

The RAF sold off its remaining Bulldog trainers in 2001 as general aviation light aircraft for a low price. They were replaced by the Grob Tutor.

The Rapier FSC System
Rapier is a surface-to-air missile developed for the British Army to replace their towed Bofors 40/L70 anti-aircraft guns, and the system is unusual as it uses a manual optical guidance system, sending guidance commands to the missile in flight over a radio link, that results in a high level of accuracy, therefore a large warhead is not required.

The Rapier FSC System - On loan to the NAM from MBDA UK is what is believed to be the only complete example of the company’s famous Rapier Field Standard C (FSC) Ground Based Air Defence system.

Entering service in 1971, it eventually replaced all other anti-aircraft weapons in British Army service; both the Bofors guns used against low-altitude targets and the Thunderbird missile used against longer-range and higher-altitude targets. As the expected air threat moved from medium-altitude strategic missions to low-altitude strikes, the fast reaction time and high manoeuvrability of the Rapier made it more effective than either of these weapons, replacing most of them by 1977.

Rapier was later selected by the RAF Regiment to replace their Bofors guns and Tigercat missiles, and it also saw international sales. In October 2021, it was replaced as one of the UK's primary air-defence weapons by Sky Sabre.

In April 1982, the original Rapier was deployed during the Falklands War when T Battery of the 12th Regiment Royal Artillery joined 3 Commando Brigade as part of the Falklands Task Force, landing at San Carlos on the 21st May. Their task was to provide air defence cover for a Harrier landing and re-fuelling pad built on the outskirts of Port San Carlos, but there were many sighting problems which prevented Rapier from operating efficiently, which led to it not being particularly effective in terms of number of 'kills'; but its presence acted as a deterrent, especially after the deployment of Blindfire systems around Port San Carlos.

HY2 Silkworm Anti-Shipping Missile

On February 25th, 1991 during Operation Desert Storm, a shore-based Iraqi launcher fired two Silkworm missiles at the USS Missouri which was in company with the USS Jarrett and HMS Gloucester, the latter firing a Sea Dart missile, shot down one Silkworm and the other missed, crashing into the ocean.

HY2 Silkworm Anti-Shipping Missile

RAF Explosive Ordnance Disposal Memorial 

RAF Explosive Ordnance Disposal Memorial - Commemorating those who served with the RAF Wittering-based No.5131 Bomb Disposal Squadron from April 1943 until its disbandment in early 2020, the dedication was part of the museum’s Falklands 40th and Cold War Call Up events.

The final display of heavy equipment below, including the Browning machine-gun and 81mm mortar drew particular attention to our party, firstly ex Signals, Royal Marines Colour-Sergeant Steve M who instantly recognised a familiar piece of kit to him, namely the Clansman Combat Net Radio in use with the British military from 1976 to 2010, built by Racal, Mullard Equipment Ltd (MEL) and Plessey, with the other member of our party, Mr Steve, having been a former employee of Racal, back in the day.

The NAM also houses a very interesting display of historically significant aero engines that powered some of the most significant aircraft for the Second World War to the post war period.

Bristol Centaurus 661, 18 Cylinder, Two-Row, Air-Cooled, Radial Engine.

The Centaurus did not enter service until near the end of the war, first appearing on the Vickers Warwick. Other wartime, or postwar, uses included the Bristol Brigand and Buckmaster, Hawker Tempest and Sea Fury and the Blackburn Firebrand and Beverley. 

My picture of Hawker Sea Fury FB11, VX730, used by the RAN Fleet Air Arm during the Korean War
taken last year at the Canberra Australian War Memorial. The Sea Fury FB.11 fitted with the Bristol Centaurus 661 engine.

The engine also entered service after the war in a civilian airliner, the Airspeed Ambassador and was also used in the Bristol Brabazon I , and by the end of the war in Europe, around 2,500 examples of the Centaurus had been produced by Bristol.

Bristol Centaurus 661

Rolls-Royce RB.109 Tyne, Twin Speed Turboprop.

The Rolls-Royce RB.109 Tyne is a twin-shaft turboprop engine developed in the mid to late 1950s by Rolls-Royce Limited to a requirement for the Vickers Vanguard airliner.

Vickers Vanguard G-AXOP (cn 745)
Seen here leaving Southend after maintenance, 1st July 1971

 

The engine was further developed with greater power and used in the later twin-engined Dassault-Breguet Atlantique long-range reconnaissance aircraft; also in the Canadair CL-44 and Transall C-160 transport aircraft.

Rolls-Royce RB.109 Tyne, Twin-Speed Turboprop.

Bristol Hercules VI/XXI 14 Cylinder, Two-Row Air-Cooled, Radial Engine.

The Hercules powered a number of aircraft types, including Bristol's own Beaufighter heavy fighter design, although it was more commonly used on bombers, such as the Stirling, Halifax Lancaster II and Wellington. 

Beaufighter Mark IC, T5043 'V', of No. 272 Squadron RAF in flight over Malta.

The Hercules also saw use in civilian designs, culminating in the 735 and 737 engines for such as the Handley Page Hastings C1 and C3 and Bristol Freighter. The design was also licensed for production in France by SNECMA.

Bristol Mercury 9 Cylinder, Single-Row, Supercharged, Air-Cooled, Radial Engine

The Bristol Mercury was a British nine-cylinder, air-cooled, single-row, piston radial engine used to power both civil and military aircraft of the 1930s and 1940s, and developed from the earlier Jupiter engine, later variants could produce 800 horsepower (600 kW) from its capacity of 1,500 cubic inches (25 L) by use of a geared supercharger.

Gloster Gladiator 7985K
https://commons.wikimedia.org/wiki/File:Gloster_Gladiator_7985K.jpg

Almost 21,000 engines were produced, with a number also being built under license elsewhere in Europe, and they were used to power such aircraft as the Gloster Gladiator, Bristol Blenheim and Westland Lysander.

 

Bristol Mercury

Junkers Jumo 211J Supercharged, Liquid Cooled, Inverted V12, Cylinder, Piston Engine

The Jumo 211 was a German inverted V-12 aircraft engine, Junkers Motoren's primary aircraft engine of World War II, and it was the direct competitor to the Daimler-Benz DB 601 and closely paralleled its development. 

A Ju 88A over France in 1942

While the Daimler-Benz engine was mostly used in single-engined and twin-engined fighters, the Jumo engine was primarily used in bombers such as Junkers' own Ju 87 and Ju 88, and Heinkel's H-series examples of the Heinkel He 111 medium bomber. It was the most-produced German aero engine of the war, with almost 70,000 examples completed.

Junkers Jumo 211J

Daimler-Benz DB 601, 12 Cylinder, Liquid-Cooled, Supercharged, Inverted V12 Piston Engine, with Fuel Injection.

The Daimler-Benz DB 601 was a German aircraft engine built during World War II, and was a liquid-cooled inverted V12, that was used to power the Messerschmitt Bf 109, Messerschmitt Bf 110, and many others. Approximately 19,000 601's were produced before it was replaced by the improved Daimler-Benz DB 605 in 1942.

A Bf 109G-6 of JG 27 "Afrika" in flight, 1943

The DB 601 fuel injection required power to be taken off the drive shaft, but in return, improved low-RPM performance significantly and provided aerobatic performance in manoeuvres where early versions of carburetted engines like the British Rolls-Royce Merlin would lose power when the carburettor float bowl ran dry in a sudden steep dive with negative G, for example.

Daimler-Benz DB 601

By the time the Junkers Jumo fuel-injected 211 arrived, the 601 had already cemented its place as the engine for high-performance designs like fighters, high-speed bombers, and similar roles. The 211 would be relegated to bombers and transport aircraft. In this respect, the 601 was the counterpart to the Merlin engine of roughly the same size and power, and theDB 601Aa was licence-built in Japan by Aichi as the Atsuta, by Kawasaki as the Ha40, and in Italy by Alfa Romeo as the R.A.1000 R.C.41-I Monsone.

De Havilland Ghost 48/103 Turbojet, Single Stage Centrifugal Flow, Turbine & 10 Combustion Chambers

The de Havilland Ghost (originally Halford H-2) was the de Havilland Engine Company's second design of a turbojet engine to enter production and the world's first gas turbine engine to enter airline service (with BOAC).

Powered by the De Havilland Ghost, the Comet I Prototype

The Ghost powered the de Havilland Venom and Sea Venom, de Havilland Comet and SAAB 29 Tunnan.

De Havilland Ghost 48/103 Turbojet

De Havilland Goblin Turbojet, Single Stage Axial Flow, Turbine, Single Sided Centrifugal Compressor & 16 Combustion Chambers

The de Havilland Goblin, originally designated as the Halford H-1, is an early turbojet engine designed by Frank Halford and built by de Havilland. The Goblin was the second British jet engine to fly, after Whittle's Power Jets W.1, and the first to pass a type test and receive a type certificate issued for an aircraft propulsion turbine.

Gloster E.28/39 (W4041), Farnborough, piloted by Sqn Ldr J Moloney, c. 1941, powered by the Whittle Power Jets W.1, forerunner to the De Havilland Goblin 

Although it was conceived in 1941 it remained unchanged in basic form for 13 years by which time it had evolved to the Mk. 35 export version, and was the primary engine of the de Havilland Vampire, and was later scaled up as the larger de Havilland Ghost, with the model numbers continuing from the last marks of the Goblin.

De Havilland Goblin Turbojet

Rolls-Royce RB.41 Nene Turbojet, Single Stage Axial Flow, Turbine, Dual Entry Centrifugal Compressor with Two Sided Impeller & 9 Flow-Combustion Chambers

The Rolls-Royce RB.41 Nene is a 1940s British centrifugal compressor turbojet enginewas a complete redesign, rather than a scaled-up Rolls-Royce Derwent, with a design target of 5,000 lbf (22 kN), making it the most powerful engine of its era. First run in 1944, it was Rolls-Royce's third jet engine to enter production, and first ran less than six months from the start of design. It was named after the River Nene in keeping with the company's tradition of naming its jet engines after rivers.

A U.S. Navy Grumman F9F-2 Panther of Fighter Squadron 112 (VF-112) "Fighting One Twelve" in flight. VF-112 was assigned to Carrier Air Group 11 (CVG-11) for four deployments to Korea aboard the aircraft carriers USS Valley Forge (CV-45) and USS Philippine Sea (CV-47) in 1950-1952.

The design saw relatively little use in British aircraft designs, being passed over in favour of the axial-flow Avon that followed it. Its only widespread use in the UK was in the Hawker Sea Hawk and the Supermarine Attacker. In the US it was built under licence as the Pratt & Whitney J42, and it powered the Grumman F9F Panther. 

The MiG 15 pictured at RAF Museum, Cosford in 2022
JJ's Wargame - Royal Air Force Museum, Cosford

Its most widespread use was in the form of the Klimov VK-1, a reverse-engineered, modified and enlarged version which produced around 6,000 lbf (27 kN) of thrust, and powered the Russian built Mikoyan-Gurevich MiG-15, a highly successful fighter aircraft which was produced in vast numbers.

Rolls-Royce RB.41 Nene Turbojet

Rolls-Royce/SNECMA Olympus 595, Axial Flow Turboject, 7 Low Pressure Stages, 7 High Pressure Stages, Compressor.

The Rolls-Royce/Snecma Olympus 593 was an Anglo-French turbojet with reheat, which powered the supersonic airliner Concorde. It was initially a joint project between Bristol Siddeley Engines Limited (BSEL) and Snecma, derived from the Bristol Siddeley Olympus 22R engine. Rolls-Royce Limited acquired BSEL in 1966 during development of the engine, making BSEL the Bristol Engine Division of Rolls-Royce.

British Airways Concorde in 1986.
https://commons.wikimedia.org/wiki/File:British_Airways_Concorde_G-BOAC_03.jpg

Until regular commercial flights by Concorde ceased in October 2003, the Olympus turbojet was unique in aviation as the only turbojet with reheat powering a commercial aircraft and the overall thermal efficiency of the engine in supersonic cruising flight (supercruise) was about 43%, which at the time was the highest figure recorded for any normal thermodynamic machine.

Rolls-Royce/SNECMA Olympus 595, Axial Flow Turboject

Rolls-Royce Avon RA.29/1 Mk. 525 Turbojet, Three Stage, Axel Flow, Turbine

The Rolls-Royce Avon was the first axial flow jet engine designed and produced by Rolls-Royce, and was introduced in 1950, with the engine going on to become one of their most successful post-World War II engine designs, used in a wide variety of aircraft, both military and civilian, as well as versions for stationary and maritime power.

Comet 4B (G-APMA, s/n 06421) of British European Airways (BEA) on the approach at Berlin-Tempelhof airport, in 1969.
https://commons.wikimedia.org/wiki/File:BEA_de_Havilland_DH-106_Comet_4B_Berlin.jpg
 The Comet 4 was the first aircraft I ever flew in.

An English Electric Canberra powered by two Avons made the first un-refuelled non-stop transatlantic flight by a jet, and a BOAC de Havilland Comet 4 powered by four Avons made the first scheduled transatlantic crossing by a jet airliner.

Production of the Avon aero engine version ended after 24 years in 1974. 

Rolls-Royce Avon RA.29/1 Mk. 525 Turbojet

We had a very enjoyable afternoon wandering around the Newark Air Museum which holds a very impressive array of exhibits, that well represents their declared aims laid out in their acquisitions policy and which, with a few exceptions, I've included in this post that included quite a few new-to-me exhibits and had me looking stuff up with even greater curiosity for this post.

A quick peek in the on site workshop revealed a few projects underway, including the Harvard IIB Trainer based on the North American T6 Texan and star of so many 1960's/70's films requiring stand in naval fighters and dive bombers. The level of restoration carried out by NAM is very impressive, when you see pictures of the state of some of their exhibits when first received.

As for being 'The Friendly Air Museum' as proclaimed on their web site, I can honestly say that I concur, having had some very happy chats with staff and volunteers whilst visiting and given the reliance on support from the public I would very much encourage a visit next time the opportunity arises to do our bit to support important local heritage collections like the Newark Air Museum.

Next up, I'm all at sea with a look at a new 3-D print of a Trafalgar veteran, and I'll be heading back to Darwin to take a look at the local Aviation and Military Museum visits I made there back in February last year.

More anon

JJ