a dr association · newsletter i can report that there has been no let up in the intensity of our...
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XVXVSQUADRONASSOCIATIONSQUADRONASSOCIATION
SQUADRON
RO
YAL AIR FORCE
AIM SURE
XVXV
Chairman:
Air Cdre David Bywater9 Chestnut Grove
Great StukeleyHuntingdon
CambridgeshirePE28 4AT
Treasurer:
Mrs Valerie Ford-Jones48 Caraway DriveWood Hall Park
SwindonWiltshireSN2 2RF
Secretary:
Flt Lt Stan BoardmanXV(R) Sqn
RAF LossiemouthMoray
IV31 6SD(01343) 817523
President: Air Marshal Sir Michael Simmons KCB AFC RAF(Retd)
CHAIRMAN’S MESSAGE
On 4th June the XV Squadron Association annual reunion was held once again
at Royal Air Force Cottesmore with 74 members attending. During the afternoon prior to the dinner we continued the recently established practice of a presentation on events during the era of one of the aircraft types previously operated by the Squadron. This year our Deputy Chairman, Ivor Evans, ably assisted by Vic Blackwood, gave an excellent presentation, supported by some fine video and still photography, on the Buccaneer era, which was much appreciated by the audience. The dinner was also a great success; and the Officers Mess looked after us all in their normal efficient and friendly manner, and a number of members later remarked on the high quality of the food served during the evening. Unfortunately, as many members will know, after many happy years at Cottesmore, where the Squadron was based in the 1950s with the Canberra and in
the 1960s with the Victor, the recent defence review has resulted in the decision to close the station in the next year or so.
After considering a number of alternatives, Wyton was considered to offer the best facilities and the most convenient location for most members and the Station Commander has agreed that we may hold our reunion in the Officers’ Mess on the 10th June 2011. Wyton is also most appropriate since XV Squadron, equipped with the Stirling, operated from the airfield in late 1939/early 1940, and with the Lancaster from 1940 to 1942. We are also fortunate since next year we hope to have a presentation in the afternoon before the dinner from three of our second world war members, two of whom from the same crew were shot down with one evading capture for eight days; they will then join us for dinner in the evening. It is then hoped that, on the Saturday morning, it might be possible to view a project to restore a Stirling and possibly visit the Pathfinder
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museum, which would be an appropriate end to a reunion which will give us an opportunity to show our appreciation of efforts of XV Squadron personnel in support of the bomber offensive in the Second World War. This should be a unique occasion which I hope we will all wish to support.
I am sure you will wish to know that your Committee remains very conscious of the cost to members of the reunion. In the present economic climate some increases are likely in 2011, but rest assured that we will do all we can to limit these increases, and we remain convinced that the overall cost of a Mess venue, and the convenience of Mess accommodation, offers much greater value for money and a far superior ambience than most other alternative venues.
Last year’s reunion was our Secretary, Flt Lt Mark Allan’s last event before he left to start the Aerosystems Course at Cranwell in August. Mark proved to be one of our very best Secretaries and we were sorry to see him leave, but his replacement, Flt Lt Stan Boardman, who some members will have met at the dinner, is already proving to be a worthy successor, who has now to grapple with the detailed planning of our next reunion at a new venue.
As you will see elsewhere, we have lost a number of members over the course of the last year, and it was sad to note that Dennis Moore, a regular attendee at our reunions and one of our few remaining second world war members, was amongst them.
I recall that I noted in 2007 that efforts to revitalize the XV Squadron website “were to begin shortly”. Members may not all be aware that a major improvement to the site has be achieved with the help of Mr Dom Parmee, at Lossiemouth. If you have
not yet visited the site, which continues in development, I recommend a visit, and suggestions for further improvements will always be welcome.
It only remains for me, on behalf of our President and committee members to wish you all a very Happy Christmas and a peaceful New Year. I look forward to seeing you at Wyton in 2011.
David BywaterChairman
XV(R) SQN SQN CDR’S REPORT 2010
I compose this update on the recent and current exploits of XV(R) Sqn, returning to my desk having just spent a signifi cant, but enjoyable proportion of my morning armed with a shovel, helping to clear snow and ice from the front of our aircraft hangars following an un-seasonably early blast of artic weather. Whilst I am pleased to be back in the warm and dry confi nes of my offi ce, I am only too aware of the considerable efforts being made by all Sqn members to complete the task, endeavouring to get us back into the air at the earliest opportunity; indicative of the truly outstanding positive attitude and commitment of all our personnel. It seems only a short while ago that I wrote my report for 2009 yet I am woefully cognisant of the fact that I am already entering my last year of tenure as the Offi cer Commanding; it has truly been both a challenge and a privilege to have command of XV(R) Sqn thus far.
Following on from my comments in the last newsletter I can report that there has been no let up in the intensity of our efforts in supporting RAF Lossiemouth and the whole of the Tornado GR4 Force in its’ undertaking
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of air operations over Afghanistan during 2010 and beyond. We have continued to build upon the radical metamorphosis initiated by my predecessor in 2008/09; the Squadron remains the largest and busiest fast-air squadron in the RAF and XV(R) Sqn has dramatically enhanced its engineering and operations performance throughout, whilst also having undertaken a comprehensive review of the GR4 OCU training syllabus to meet the evolving needs of the front line. The routine allocation of TIALD and latterly, Litening III targeting pods to the OCU has greatly enhanced our ability to effectively and realistically train the next generation of GR4 aircrews, also reducing the downstream training burden to the front-line. The use of the Litening III pods has also allowed enhanced staff continuation training whilst enabling XV(R) crews to participate with the army and special forces in pre-deployment air-land integration exercises, providing high quality Close Air Support assets and training; this has concurrently reduced some of the extant tasking on the front-line allowing them to prioritise their own training more effectively. Indeed, instructors from the OCU have been directly supporting the operational efforts and surge in Afghanistan, training and deploying as embedded crews within 14 Sqn at the end of 2010, with more to deploy shortly with 12(B) and 617 Squadrons in early 2011; many of the aircrew on XV(R) are amongst the most highly qualifi ed within the TGRF and have delivered signifi cant experience and benefi t to their ‘host’ squadron’s during work-up and deployed operations.
Despite considerable challenges to OCU course progression at the beginning of the year due to substantial snow and ice on Lossiemouth airfi eld in January 10, followed by the Volcanic Ash Cloud in April/May, the new regimen has guaranteed more serviceable aircraft on a daily and weekly basis, facilitating
a more predictable fl ying rate and task capture. Notwithstanding the signifi cant time lost to these events we have now regained all of our tasked fl ying, a most impressive Sqn achievement and one of which I am extremely proud and most grateful! Some 100 students will have passed through the OCU in-year, requiring over 4900 hours to be fl own on wide-ranging sortie profi les, covering ab-initio students, fast jet crossover, refresher fl ying, NATO exchange aircrew, Qualifi ed Weapons Instructor Course and a myriad of other specialist post graduate courses. I have been continually impressed by the attitude and enthusiasm displayed by the students during this phase of their post-graduate fl ying training and they all remain positive and excited about their future profession, keen to put all training into practice during live operational fl ying. Obviously, the end-product of the Squadron would not be possible without the wholehearted commitment of all the instructors, engineering support, operations and administration staff and in that I have remained both astounded by how busy the Squadron has been and impressed that the morale on the Squadron remains so high. We continue to ask much of our personnel (and families) both when at home and on operations, with sometimes little offered in return. The fact that they continue to deliver such a strong and convincing performance does them much credit. Understandably there is considerable uncertainty regarding the future planning and precise disposition of the Tornado GR4 fl eet and basing options; the future of RAF Lossiemouth is by no means certain but is looking more positive than was the case immediately post SDSR.
You will be pleased to note that we have continued to respect our past. We once again paraded the XV(R) Squadron Standard at Odense (Denmark), Gellik (Belgium) and Vraux (France) in what are most welcome
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annual fi xtures. Unfortunately, taut fi scal restrictions and operational commitments limited the physical number of personnel able to participate in these very important overseas events in 2010, yet we were greeted most warmly and hosted magnifi cently as ever. I consider it absolutely vital that we maintain our presence at these memorials, ensuring that due regard is given to those that sacrifi ced so much for our future whilst ensuring that the younger cadre absolutely understand the ethos behind such events. On a lighter note, in June we celebrated XV Sqn’s 95th Anniversary with suitably lively Dining-In nights at RAF Cottesmore for the Association Dinner and at Lossiemouth in the Offi cers’ Mess for a Squadron celebration. Impressively we did manage to send a team of nine offi cers, and the Squadron Standard down to the Association dinner, albeit with only one Tornado, and a very long return journey by road for all the others! All who attended had a most enjoyable time and it was wonderful to meet and spend time with so many of you. We are always genuinely pleased to host any visits by the Association, either in groups or as individuals, indeed I reinforce my open invitation in the hope that we can encourage movre ‘old-boys’ to visit this northern outpost. We have been gratifi ed to host Martyn and Valerie Ford-Jones during the past year, and Martyn subsequently escorted Bob Kendall and George Thomson to Lossiemouth, and hosted them around the Squadron for a few days on our behalf. It was a privilege to be able to show these true gentlemen the modern face of XV Sqn.
For me, a key operational highlight of 2010 has been the resurgence of the TGRF Role Demo Team. Two crews from XV(R) Squadron assumed the task of demonstrating to the public the role of the Tornado GR4 on current operations in Afghanistan. The display was based on a ‘Troops In Contact’ scenario and included a ground based pyrotechnics display provided by a civilian special effects company. The 2-aircraft display demonstrated precision fl ying and formation coordination via a realistic escalation of force, culminating ultimately in a simulated weapon release. It also highlighted integrated operations required by air and ground forces in Afghanistan. During the 2010 season the team fl ew 21 displays both in the UK and in Europe; hopefully many of you will have experienced the display at some point during the season.
Socially, as expected the Squadron remains very active, celebrating new arrivals and the inexorable rotation of departing colleagues. That said, I have also been delighted to honour members of the Squadron, of all ranks, who have been awarded well-deserved medals for active service in ongoing campaigns. We have participated in a number of Squadron sports and team-building events including white water rafting down the River Findhorn and entertainment in the form of formal dinners
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Pyrotechnics as part of the 2010 Tornado GR4 Role Demo.
A Tornado GR4 in the 2010 Role Demo.
and Ladies Guest Nights throughout the year. Most recently we thoroughly enjoyed an ‘authentic’ all-ranks Squadron Oktoberfest splendidly organised by Matthias Piekarczyk, our German exchange Engineering Offi cer, and we have just made it through the Squadron all-ranks Christmas party!
The annual aircrew verses groundcrew Memorial Golf Tournament at Moray Golf Club for the Sean Casabayo Trophy had an added poignancy; earlier in the year I had been privileged to host Sean Casabayo’s fi ancé Julie and their 10 year old son William during a day visit to the Squadron where we were able to show them the Squadron memorial to Sean and to let William experience the profession so enjoyed by his father, who was tragically killed in a fl ying accident just prior to William’s birth. He was given a number of Squadron mementoes, shown around a Tornado aircraft and given the opportunity to fl y the GR4 simulator. The 2010 tournament ended in a tactical draw and a long session at the 19th!
Throughout the past year we have welcomed and hosted a wide range of visitors to the Squadron and since it’s good for the team to get out and about, in addition to the Role Demo we also managed to get a few of our aircraft away from Lossiemouth during the
year, including a Remembrance Day Parade in Prague. Whilst a repeat of the 2009 detachment to Leeuwarden was planned, fi nancial constraints eventually limited us to an equally worthwhile two-week detachment to Leeming where both students and staff benefi tted greatly fl ying syllabus sorties from a different location utilising a wider spectrum of Air Weapons Ranges. We were sad to hear of the passing of a number of Association members, but were grateful to be able to participate in some of their memorials with both personal attendance and aircraft fl ypasts befi tting their contributions.
Finally, I must thank Flight Lieutenant Mark Allan for his past efforts as the Association Secretary, for guiding me in the ways of the Association during my early months as Offi cer Commanding; we all wish him luck on the Aerosystems Course. I would also wish to thank Flight Lieutenant Stan Boardman who has stepped up to the plate as the incumbent Association Secretary, taking on the often-thankless task of keeping us all organized and Dom Parmee, our Squadron graphics guru whose efforts for the Association are signifi cantly above and beyond his Civil Service contract. I look forward to seeing you all at Wyton in June 2011 for the reunion dinner - thankfully it will be taking place in an RAF Offi cers’ Mess. To end on a positive and personal note, and on behalf of all current members of XV(R) Sqn, I would like to wish all XV Squadron Association Members and families a very Merry Christmas and a Happy New Year. We end 2010 in good shape and high spirits, looking forward to the challenges that the following year will undoubtedly bring. Aim Sure for 2011!
Brian JamesOffi cer Commanding No XV(R) Squadron
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William Casabayo in the cockpit of the Tornado GR4 Simulator at RAF Lossiemouth.
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ANNUAL REUNION DINNER
Next year’s Annual Reunion has been provisionally booked for Friday 10th
June 2011 and will see a change in venue to the RAF Wyton Officers’Mess. The dinner will be Black Tie with medals and is likely to start at 1900 for 1930. The price is yet to be confirmed but should not be more than about £75 per person, including pre-dinner drinks, a 3-course meal with wine, coffee, port and liqueurs. There will be a cash bar after the meal.
We are hoping to confirm the venue, date and costs soon and, once that has been done, the Secretary will accept bookings and payments. This year we are keen to introduce payments by electronic means via on-line banking and the details of the XV Association bank account will be published in due course. For those of you still wishing to send cheques these will obviously be accepted in the usual manner.
ASSOCIATION MEMBERSHIP
The XV Sqn Association has a healthy membership of around 300 at present
but the Committee is always keen to encourage new members and currently offers lifetime membership for a single payment of just £15. Please spread the word to any past or present XV Sqn members who you think may be interested in joining. Additionally, the Committee continues to offer associate membership to close relatives of former members of XV Sqn and those with a particular past association with the Sqn. All membership forms can be downloaded from the association website. Please contact the Secretary if you don’t have Internet access.
VICTOR ERA REP
After many years as the Association Victor Era Rep, Gerry Newton
has stepped down. On behalf of the Association, the Committee would like to thank him for his efforts and wish him all the best in the future.
We are fortunate to have found a volunteer for this position so soon, and are very grateful to Peter Roberts who has kindly agreed to take over from Gerry on the Committee.
XV(R) SQN MEMORABILIA
During this year’s reunion some guests expressed an interest in buying XV
Squadron memorabilia. The Sqn shop has a range of items for sale and now has a page on the website, which includes prices and photos of the stock. If you are interested in purchasing any of the items below then please contact the Secretary.
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MEMORIES AND ANECDOTES OF XV SQUADRON IN THE 1960s
Air Cdre Norman Bonnor recounts some of the lighter moments of XV Sqn on the V-Force.
Her Majesty, The Queen clearly felt that 77 Entry were so outstanding that she came to
our graduation at the RAF College, Cranwell on 25th July 1960; while there, she also presented a new Queen’s Colour, opened the fourth wing of College Hall and dedicated Queen Elizabeth Avenue, so it was quite a full day!
I disappeared into the winter gloom of South Yorkshire at RAF Lindholme to complete the ten month V-Force Radar Bombing Course
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fl ying in the Hastings T Mk 5 equipped with the same H2S Mk9 radar and Navigation and Bombing System (NBS) that were fitted to the Valiant, Vulcan and Victor. In June 1961, I arrived at 232 OCU at RAF Gaydon for No. 36 Victor Course. There were 15 guys on the Victor course and 20 on the related Valiant Course; the age-old traditions of Bomber Command still applied; on the first night, we all gathered in the OM Bar, and the staff expected us to sort out our five-man crews. Across the room, I recognised a blond-haired chap who had marched me around the drill square at Cranwell; this was our Chairman, who was coming through as the first first-tourist co-pilot on Victors to make it to captaincy. He looked like a good bet, so I bought him a beer, and we spent the rest of the evening picking out a co-pilot, a nav plotter and an AEO.
The ground school that summer was a breeze, visiting a different Warwickshire pub each night and usually ending up having a Chinese nosh in Leamington Spa or Stratford-upon-Avon at midnight. The fl ying phase was a bit more serious but still great fun and, after 17 trips and 55 hours, our crew was posted to XV Squadron at RAF Cottesmore in October. The next phase was to qualify as a Combat Ready crew; this involved: completing a nuclear weapons training course, target study of both NATO and National targets, proving we could undertake first line servicing if deployed or diverted and fl ying 16 sorties/60 hours undertaking various profiles and exercises and finally proving to the Boss that we were ready!
January 1962 saw the Squadron deployed to the Far East for a month but, as the junior crew, we not allowed to fl y a Victor all that way and had to suffer the rubber chicken meals of Transport Command on a Britannia for four legs through El Adem, Khormaksar, and Gan to Butterworth. Somehow, the word got out that our crew had the youngest average age of all crews in the V-Force, and the press descended on us for interviews and pictures; although it was good to see ourselves in the tabloids and broadsheets, my proudest moment was getting our picture in the Eagle! Finally we got to fl y a couple of Victor sorties in the very hot and humid conditions of Malaya; we quickly realised that the best technique to stay cool when returning to the circuit after five hours was to reduce the cockpit temperature before commencing descent and then turning off the air conditioning to retain the cool air. Unfortunately, we made a bad mistake on one of these trips; somehow, a rat - or perhaps it was a large mouse - got into the cockpit probably with our in-fl ight rations and appeared on the cockpit coaming at 45,000ft.
The two pilots panicked and depressurised the cockpit to kill the rodent before it could bite through some vital cables; mistake! A few hours after landing, the ground crew were driven out of the aircraft by the smell of rotting rodent, and it took two days to fi nd the offending corpse! When the detachment ended in early February, we fl ew back home in a Britannia!
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XV(R) SQN MEMORIAL EVENTS
XV(R) Sqn attended the Odense and Gellick memorials on Tue 4th May and
Sat 8th May and the Vraux event on Wed 14th July.
Although the details for the 2011 memorial events are yet to be confirmed, we expect them to take place around the same time as in 2010.
We look forward to seeing members of the Association if you can make the trip. The Blenheim Society organise visits to these memorial events each year, incorporating other cultural experiences such as the Philippe Gamet Champagne House in the Marne Valley. Martyn Ford-Jones is happy to put you in touch with the Society, he can be contacted by phone on 01793 727396 or email [email protected]
At Cottesmore, training fl ights continued including fighter affiliation exercises with Gloster Javelins, for which we had to descend to lower than 40,000ft so they could catch up! The UK’s first nuclear weapon was a 10,000lb lump called Blue Danube; by late 1961, it was rapidly being replaced with the first version of Yellow Sun so the concrete replicas used for practising max. all-up-weight take-offs were redundant, and it was decided to use them for bombing practice at Jurby range off the NE coast of the Isle of Man. We were instructed to apply an offset of 200 yards from their raft target to reduce the risk of a direct hit putting the range out of use for a day or two. I took great care setting up the attack ensuring that the correct ballistic film was loaded on the NBS Calc 3 and keeping the radar markers accurately on the raft with the offset applied right up to release. Ted Edwards, our nav plotter, lay in the visual bomb-aimer’s position and saw the 10,000lb lump fall away but, unfortunately, nobody at the rangehead saw it, so it must have made a perfect water entry with virtually no splash! That said, we regularly dropped 100lb practice bombs at various UK weapons ranges from a nuclear weapon simulator fitted in the bomb bay that gave us very realistic indications in the cockpit.
A detachment to Wildenrath was interesting because we parked in the wrong place and, rather than restart the engines, the five of us plus the crew chief and a couple of local lads managed to push the 70-ton aircraft several hundred feet; the fact that this was possible proved useful knowledge on a later detachment to Karachi. At the end of the six-month training period in June, we met the individual and crew classification requirements to move up to Combat Star, and we were no longer the junior crew on the squadron.
To be continued with the Cuban Missile crisis, an operational deployment to the Far East and other memories.
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VETERANS’ RETURN TO No.XV(R) SQUADRON
Martyn Ford-Jones gives an account on the visit by two former members of the Sqn to the current XV(R) Sqn at RAF Lossiemouth.
At 22.55 hours on the night of 12th September 1944, Avro Lancaster bomber,
serial NF958, coded LS-M, was blown out of the sky by a German night-fi ghter aircraft during an attack against Frankfurt. The pilot and mid-upper gunner of the bomber were killed, but fi ve members of the crew including Flight Sergeant Bob Kendall, wireless operator, and Sergeant George Thomson, navigator, survived the attack and parachuted to captivity in a prisoner of war camp. As Bob and George fl oated down to earth, in the night sky, neither man gave thought to the fact that it would be 66 years, 7 weeks and 4 days before they would return to their Squadron.
Having visited Durnbach War Cemetery, Bavaria, Germany, during September 2010, for the 66th anniversary of the loss of their pilot and mid-upper gunner, Bob and George were given the opportunity of visiting No.XV (R) Squadron, at RAF Lossiemouth, located approximately six miles north of Elgin, Moray, Scotland. It was an opportunity both men were eager to take up.
Monday, 4th October dawned bright and sunny over the Scottish airbase, providing a fi ne start to the veterans return to XV Squadron. The host offi cer who, on behalf of an otherwise engaged Commanding Offi cer, met the group outside the Offi cers’ Mess, was Flight Lieutenant Chris Goodyer, a qualifi ed fast jet pilot, but a student pilot learning to fl y Tornado aircraft with No.XV (R) Squadron.
The squadron’s headquarters at Lossiemouth are situated on the far side of the airfi eld,
which means driving across the end of one of the runways, and gives fi ne views of the airfi eld, with the surrounding mountains in the distance, all bathed in sunlight. This image made quite an impression on both Bob and George.
Flight Lieutenant Goodyer escorted the group into the vestibule of the headquarters building, where visitors are offered their fi rst impressions of the squadron. Varnished wooden boards, with gold lettering recording the names of all former commanding offi cers of the squadron adorn the walls, together with many photographs and framed pictures. Two large glass-topped cabinets display memorabilia, whilst the lower portion of the cabinets houses the numerous photograph albums illustrating the squadron’s long and distinguished history.
A door leading off one side of the vestibule gives access to the Flight Clothing Room. This room is where members of aircrew dress in preparation for high speed fl ight, and was the next item on the agenda. At fi rst glance, the room resembles the cloakroom of a school, but instead of rows of hats and coats hanging on metal hooks, the visitor is confronted by rows of g-suits, rubber immersion suits and fl ying helmets, the latter usually referred to as ‘Bone Domes’.Bob and George were intrigued by the sight which met their eyes and Bob commented that it was bad enough when his crew had to prepare for a fl ight, but did not fancy having to go through the dressing ritual of a Tornado crew.
Whilst Bob was coming to terms with the fl ying clothing, George took the opportunity to try out a pair of night vision goggles. For maximum effort of seeing in total darkness, the only room which offered this facility was the ladies cloakroom across the vestibule.
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It was the only room with no windows or daylight; at least that was George’s excuse!
Moving on, they were led into the Planning Room, where pilots and navigators plan their respective sorties. The banks of computers and layout desks amazed the two former aircrew members. There was not a sign of a Douglas Protractor, slide rule or compasses to be seen! Sitting Bob and George down in front of a computer, Chris explained the technicalities of how this system worked, and when Chris stated that any building, structure or feature could be brought up in close detail on the screen, he proved it by showing George’s house in Helensburgh, north-west of Glasgow. The former navigator was almost speechless.
The next stop was the operations desk, behind which are displayed small individual boards, each one representing an aircraft. These boards display the state of readiness of the particular aircraft it represents, showing whether it is serviceable and fi t for fl ight or not. Having completed his explanation on the ‘Ops’ desk and how it fi ts in to the aircrews daily life, Chris felt it was time to give the two veterans a coffee break, which was taken in the crewroom.
The crewroom is situated at the far end of the hanger which is adjacent to, and linked to the headquarters building by a fi re door. Stepping through the door, Bob and George were given their fi rst close up view of two Tornado GR4 aircraft being serviced on the far side of the hanger, but coffee and a short break beckoned fi rst.
It was during their coffee break that Bob and George fi rst became involved with the members of the squadron as they too came into the crewroom for their own breaks. Many of them engaged the two wartime airmen in
conversation, showing interest in how things used to be done on the squadron. Refreshed and raring to go, it was back in to the hanger where the two aforementioned GR4 aircraft were waiting. Neither Bob nor George had ever been this close to a Tornado before. It was only their advancing years that prevented the two guests from climbing all over the aircraft. They did however manage to ascend the aluminium steps which gave access to the platform, from which a good view into the cockpit could be obtained. George took this a stage further and, when invited by Flight Lieutenant Goodyer, clambered into the front seat of the jet while Chris explained all the knobs, buttons, dials and levers.
Walking around the outside and underneath it, virtually every inch of the aircraft was inspected, while Chris kept up an excellent commentary of what went where, why and how.
Time marched on and, as lunchtime was looming, the group returned to the crewroom for refreshment. It was during this period, having fi nished his meeting that Wing Commander Brian James, MA, BEng (Hons), Offi cer Commanding XV(R) Squadron, was able to introduce himself.Brian, or ‘Sumo’ as he is known to friends, took command of No.XV (R) just over one
Flt Lt Chris Goodyer conducts a tour of a Tornado GR4 for Bob Kendall and George Thompson.
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year ago and is immensely proud of his squadron. Having an interest in history, ‘The Boss’ was also interested in learning as much as he could about the visitor’s time on the squadron, but that would have to wait for later in the day; duty called and Wing Commander James returned, for the time being, to his duties. However, there was little rest for Bob and George, as other members of the squadron made themselves known and engaged them in further conversations.
During the afternoon, Flight Lieutenant Goodyer apologised for the fact that he would have to take his leave as he was due to undertake a 90 minute session in the Tornado Flight Simulator, but he did invite Bob and George to watch the proceedings if they would like to. Not needing to be asked twice, the duo were in attendance at the simulator before Chris arrived, thereby allowing time for them to be shown around the complex beforehand. Following yet more cups of coffee it was time to make their way up to the control room, from where the operations would be directed.
The scenario which unfolded on the screens in the control room, as Flight Lieutenant Goodyer ‘fl ew’ the simulator was of an attack on an oil refi nery, which was protected by SAM (surface to air missiles).
With the instruments in the simulator cockpit, being replicated in the control room, along with a few well placed cameras also in the cockpit, Bob and George were able to watch the ‘fl ight’ and the crew from the comfort of a suitable chair. The screens showed every moment of the aircraft along its route to the target, whilst the comments of the pilot and navigator ‘fl ying’ the exercise were relayed into the control room. As the aircraft approached its target the operator in the control room launch a SAM missile at
the incoming threat, but by skilful piloting Flight Lieutenant Goodyer managed to evade the SAM. He was not so lucky later in the exercise when his aircraft was hit and sustained damage. The exercise came to a conclusion when the pilot and navigator ‘ejected’ from the Tornado. Chris and his navigator emerged into the control room with big smiles on their faces; this would not have been the case had it been for real.With the end of the fi rst day of their visit to the squadron looming, it seemed the ideal time to adjourn to the Offi cers’ Mess for some cool, liquid refreshment. The veterans were joined in the bar by Wing Commander James and other members of No.XV (R) Sqn. It was an ideal location for casual and informal conversations and, after a couple of hours chat, much was learned by both guests and hosts.
On 29th May 1945, eight aircraft and 56 crew members, from No.617 (Dambusters) Squadron were fl own from RAF Woodhall Spa to RAF Mildenhall, where both aircraft and crews were designated as ‘C’ Flight, XV Squadron. With the current day No.617 Squadron also in residence at RAF Lossiemouth it seemed a good opportunity to introduce the veterans.
Arrangements having been previously made, fi rst thing on the morning of their second day, Bob and George were driven to No.617 Squadron headquarters on the other side of the runway, directly opposite XV’s H.Q. Having been introduced to Wing Commander Tayler, who had only taken command of No.617 the previous day, the two veterans were free to look at the various mementos, artefacts, signed prints and photographs relating to this most famous and well known of all wartime squadrons.
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The ‘treasures’ of No.617, having been explored, inspected and perused in detail, thanks were extended to Wing Commander Tayler before heading back to the XV Squadron crewroom for coffee and a rest before undertaking the next item on the itinery.
Knowing the veterans had seen in and around a Tornado GR4 the previous day, the squadron’s engineering section provided an experienced engineering technician to give Bob and George the technical ‘gen’ on the engines which power the aircraft and bring it to life. Everything was explained in layman’s terms in an easy and understandable manner. With the engine bay doors underneath the aircraft, and being fairly close to the ground, it was not easy for the two veterans to get under and have a good look at the power-plants; but they gave it their best shot.
Combining the knowledge of the aircraft imparted the previous day with the information they had just received on the technicalities of the engines, Bob and George had a fairly good understanding of an aircraft which, until the previous morning, they had only seen from a distance.
After lunch, again taken in the crewroom, the two wartime fl yers were shown the Station’s History Room. Although the airfi eld, which was constructed during 1939, for wartime use as part of Bomber Command, Lossiemouth later became a Royal Naval Air Station known as HMS Fulmar. Reverting back to RAF use, the Station has a long and varied history, which is evident by the numerous items of memorabilia, books and ephemera on display relating to both the Royal Navy and the Royal Air Force.
Knowing the curator of the History Room, Sergeant Tony Carlin, would be unavailable
during the veterans visit to Lossiemouth, the XV Squadron Historian made arrangements for access with Sergeant Carlin before the latter went away. Access gained, Bob and George were able to look at all the displays at their leisure. They gazed into the display cabinets, perused magazines and books and looked at photographs. Such was their interest that they spent almost a couple of hours looking around. Having satisfi ed their thirst for knowledge of RAF Lossiemouth/RNAS HMS Fulmar, they retired to the Offi cers’ Mess for a rest, coffee and a chance to catch up with the day’s newspapers.
Feeling relaxed and refreshed, Bob and George retired to the bar where, to mark their visit to No.XV (R) Squadron, Wing Commander James presented each of them with an embroidered Squadron badge, a Tornado GR4 print signed by himself and his offi cers and a personal dossier relating to their respective time and service with the Squadron, at RAF Mildenhall, in 1944.
It was amazing to witness the genuine interest of modern day, fast jet aircrews, wanting to learn more about and compare notes with the front line aviators of a past generation. It proved, ‘Old fl iers never die, they only gain their wings’.
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Wg Cdr James, Sqn Execs and Sgt Carlin at the presentation to the veterans of the Sqn prints.
WE REMEMBER THEM
It is with great sadness that since the last issue of the newsletter in March 2010, we have learnt of the passing of the following members of the Association:
Sqn Ldr Peter Boggis DFC
One of No.XV Squadron’s most well known and highly respected World War Two
officers has died. Squadron Leader Peter Boggis, DFC, who joined the Royal Air Force on a Short Service Commission in June 1937, died peacefully in hospital, in Dumfries, at 13.45, on 2nd June 2010.
By the time Peter James Somerville Boggis, was posted to No.XV Squadron, on 6th June 1941, he was an experienced bomber pilot. He held the rank of Pilot Officer and had completed a tour of operations with No.38 Squadron, fl ying twin-engine Vickers Wellington bombers. He had also completed a spell as an instructor, passing on his knowledge to fl edgling pilots, at a conversion unit based at RAF Bassingbourn.
Peter joined No.XV two months after the squadron had converted to Short Stirling 4-engined bombers. He remembered the Stirling as a huge aeroplane with the pilot’s cockpit a long way off the ground, due to a massive undercarriage.
Two weeks after he had joined the squadron, on 20th June, Peter undertook his first operational sortie, fl ying this huge aircraft, participating in an attack against the “Tirpitz” the German battleship, which was berthed in Kiel harbour.
Throughout the summer months, many daylight raids were undertaken by Peter Boggis, against targets which included Hocheim, Five-Lille Steel works in France, Berlin, Karlsruhe, Essen, Frankfurt and Hamburg. With the experience of
fl ying against such targets came promotion in the rank of Flying Officer.
On 10th October 1941, an unusual ceremony was held at RAF Wyton, when a Stirling bomber bearing the name ‘MacRobert’s Reply’ was officially taken on charge by No.XV Squadron. Lady Rachel MacRobert, the widow of Sir Alexander MacRobert, the first Baronet of Cawnpore and Cromar, donated the sum of £25,000 for the purchase of a Stirling bomber, which was to be adorned with the MacRobert family crest and was to be known as ‘MacRobert’s Reply’. The gift to the RAF was a tribute to, and in memory of, Lady MacRobert’s three sons, all of whom had been killed; the eldest in a fl ying accident, whilst the remaining two were killed in action.
Flying Officer Peter Boggis was formally handed command of the aircraft and fl ew it, with his crew, on numerous operations against targets, including the Skoda Works at Pilsen, Czechoslovakia; the longest fl ight he ever undertook during the war.
On 18th December 1941, Peter was detailed, along with his crew, to participate in an attack against German warships at anchor in Brest harbour. On reaching the target area the bombers found the German fighters awaiting their arrival and peeled over into diving attacks against the aircraft of Bomber Command. At the same time, black balls of smoke filled the sky as German
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fl ak batteries defending the harbour facilities joined in the fight.
Peter completed his task, even though his aircraft was attacked by German fighters on three separate occasions during the raid, one of which was later claimed as damaged. The following day a signal was received from the Chief of the Air Staff; conveying his thanks to all who took part in the attack.
Not only did this operation mark the end of Peter’s second tour of duty, it also saw the recommendation for the award of a Distinguished Flying Cross, which was granted on 31st December 1941.
On 16th May 1942, Peter married Catherine Kirkhope (known to all as Kay) at St. John’s Church, Torquay. The happy couple received a telegram of congratulation from Lady MacRobert. A bond of` friendship grew, which led Kay to become both a companion and confidante of Rachel MacRobert, which in turn led to a life-long connection with the MacRobert Trust for both Peter and Kay.
Having served on numerous other squadrons, been posted to South East Asia Command and held command of No.207 Squadron, Peter retired from the Royal Air Force on 7th October 1967 in the rank of Squadron Leader.
Peter’s love of the RAF way of life never left him. He was an officer and a gentleman throughout his life, qualities which gave him the
benefit of many friends from all walks of life. He supported many of the RAF related organisations and always attended No.XV Squadron events.
On 8th May 1981, Peter took the salute, as Reviewing Officer, when the Squadron Colour was paraded at RAF Laarbruch, West Germany. On 6th March 2003, he was invited to assist with the unveiling of a bronze sculpture of the Stirling bomber, ‘MacRobert’s Reply’, in the grounds of Douneside House, situated close the last resting place of Lady Rachel MacRobert.
In a reply to the invitation to Peter and Kay’s wedding, one of his former crew members who was later killed in action wrote, “Peter is a wonderful person and a great character. He carried me through the major part of my operations and I was very proud to be part of his crew, as were all the other members”. These words will ring true for the many people who had the privilege of knowing Peter and who were fortunate to be numbered amongst his many friends.
Flt Lt Dennis Moore
Dennis Moore, that unassuming, softly spoken, modest gentleman of the No.XV Squadron
Lancaster era passed away peacefully at his home, following a long illness, on 30th October 2010.
Having volunteered for aircrew training in 1941, Dennis, who was to become a navigator, followed the usual route through Initial Training Wing (undertaken in Canada), and (Observer) Advanced Flying Unit. Having qualified as a navigator, and been commissioned in the rank of Pilot Officer, Dennis continued his training towards operational fl ying at No.12 Operational Training Unit, where he joined the crew of Squadron Leader Nigel Macfarlane. Having crewed-up, he was then sent No.1658 Heavy Conversion Unit and finally No.3 Lancaster Finishing School.
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In mid-September 1944, Dennis was posted, along with the rest of the crew, to No.218 Squadron based, at RAF Methwold, Norfolk. It was here, on 17th of the same month he commenced operational fl ying. The mission was a daylight attack against the French port at Boulogne. During the rest of September, into October and early November 1944, Dennis completed a total of ten operational sorties with No.218 Squadron.
When Nigel Macfarlane was promoted in the rank of Wing Commander and given command of No.XV Squadron, based at RAF Mildenhall, he took his crew with him; this of course included Dennis (pictured below, second left).
Commencing operational fl ying at RAF Mildenhall on 28th November, Dennis was to complete a further twenty-three sorties between November 1944 and April 1945. The targets attacked included Dusseldorf, the Schwammenauel Dam, Duisberg, Cologne, Dortmund, Munich, Wanne Eickel, Essen and Potsdam, to name but a few.
Due to the demands of running a squadron, Wing Commander Macfarlane was not always able to fl y on every operational mission therefore a number of the above-mentioned targets were attacked fl ying with Squadron Leader Percy, a highly respected pilot on No.XV Squadron.
Being “Tour Expired”, Dennis was posted to No.109 Transport Operational Training Unit, at Crosby-on-Eden, as an Instructor. In October 1945, he was posted to Calcutta, India, with No.52 Squadron, Transport Command, before being ‘Demobbed’ a year later.
In May 1951, having endured two civilian fl ying jobs, Dennis rejoined the RAF at Central Navigation School, RAF Shawbury. Between 1951 and 1964, he served in various commands, including Headquarters Flying Training Command, a period as Command Search and Rescue Officer, the Royal Radar Establishment, Launch Control Officer (Thor Missiles) and being the Commanding Officer, No.721 Mobile Signals Unit at RAF Methwold. Dennis retired from the Royal Air Force during November 1964.
Dennis never bragged about his service with the RAF. If he did talk about it, usually at one of the numerous Squadron reunions he attended, it was in a quiet, reserved manner. Sometimes, during these conversations, as he remembered bygone, days, a gentle smile would appear on his face, quickly followed by a quiet chuckle. This is how many of those who knew him will remember Dennis.
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Wg Cdr Peter Hamill
Peter Hamill was a good man. In all senses of the word. He was kind and thoughtful,
reliable and conscientious. Loyal; humorous. A real friend.
We first met in Kano, Nigeria in 1951. Peter was a very inexperienced Pilot Officer on 82 Squadron fl ying converted Lancaster bombers in the photographic survey role. He was by far the youngest pilot among a bunch of experienced World War 2 aircrew. But Peter stood out as a true professional even then. He must have been good, as his Squadron Commander got him a permanent commission at a very young age.
I was only in Kano for 2 days, but that was enough to form a firm friendship that lasted a lifetime.Peter finished his tour on Lancasters and then went on to fl y Canberra jets and I lost touch with him.
Next time we met, he was the RAF liaison officer at the USAF base in Honolulu during the Christmas Island Nuclear Weapon Tests. The RAF couldn’t have found a better man for the post. He was well-liked by the American hosts and did a superb job. We resumed our friendship and Peter made sure that our stay in Honolulu was memorable – though he was too efficient for my liking and we only stayed for 2 nights!
Then, in 1959, I was posted to a Victor V-bomber conversion course at RAF Gaydon to find that I was to be crewed up with Peter. We fl ew together for 2 years on XV Squadron where Peter was not only an outstanding pilot – he was an excellent captain as well and soon became Flight Commander.
He was the only batchelor in our 5-man crew and he was very well aware that he had gained
4 more would-be critics – our wives! He took a great interest in our families and was a popular guest in our homes.
The wives took great trouble to try to get Peter married. I think they thought he might lead us astray, but, if anything, the reverse was true!
Peter resisted their efforts and, with his dead-pan humour, even scored the odd victory himself. He once convinced the girls that he knitted his own socks and it was months before they realised he was fooling them.
We had some wonderful times during those two years – and plenty of laughs.On one occasion we were detached to RAF St Mawgan to practice our war-time roles. At any time of day or night – usually in the early hours- a very loud klaxon would sound to alert all concerned to get ready to scramble the aircraft. One particular morning the klaxon sounded and we all leapt out of bed, put on fl ying suits, collected Nav bags, helmets, check lists and legged it from our caravans to the aircraft dispersal where the groundcrew were getting the aircraft ready. Up the ladder we went and into the quite small aircrew compartment which, in times like this, was a hive of activity. It was my job to close the aircraft door. The usual chaos seemed to be going on in the cockpit and I could hear the first engine starting up, so I shut the door and started getting strapped in. There was a loud knock on the door – from the outside! I had locked our captain Pete out!
Peter had been reading about the American Strategic Air Command policy that it was better to walk quickly and get there, than to run and risk breaking a leg. He just hadn’t told the rest of us!
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Fortunately he never lost his sense of humour and anyway he knew he could get his own back in time. And he did! But that’s another story.
Peter retired as a Wing Commander in 1984 after a distinguished career which included commanding No 101 Vulcan Squadron and serving as a staff officer in the Far East.
Peter found an interest in sailing during his time in the service - when he was in the Far East I think – and when he retired from the Royal Air Force and settled down in Elton, he became a founder member of the National Squib Fleet at Rutland Sailing Club. He was never happier than when sailing his co-owned boat, Mandarin. Friends from the Sailing Club have said how much they miss his friendship and the tales of his fl ying career.
Peter was always a family man at heart and I know he and his sister Kay were very close and he was a loving uncle to her family: James, Roger and Anne. Bob Mullineaux, who knew Peter even before I did, wrote of happy times he, his wife, and his family of 7 children had when visiting Peter at his cottage. Pete spoilt the children even though they ate him out of house and home. Bob said: “It is a measure of his kindness and hospitality, especially to children, that he acted as a magnet for us all to want to repeat each visit”.
Finally, 20 or so years ago, it gave all his friends great pleasure to hear that, after resisting the attempts of his Victor crew’s wives to marry him off, he had at last found happiness with Joan - and friendship with her sons, Thomas and Jonathan. Joan has been with Peter ever since and she gave him so much love and affection, and care and companionship, particularly during
his illness over the last few years. Their regular walks over the Ferry Meadows are a happy memory for Joan and our thoughts and love go out to her and Peter’s family.
Flt Lt Colin Painting
It was almost inevitable that Colin Painting would have a military service life and the
man who fl ew on some highly sensitive and hazardous Cold War missions did just that – for 40 years. He was a navigator and bomb aimer in Britain’s V-bombers, the Valiants, Victors and Vulcans and, although he never actually dropped a bomb, he fl ew on many surveillance missions, keeping close watch on Soviet naval activities in the Arctic, the Atlantic and the Mediterranean. He also fl ew on missions designed to monitor nuclear tests, sometimes fl ying through radiation clouds so that samples could be collected for analysis at Aldermaston. The aeroplanes in which he fl ew were often contaminated as a result and were classified as hot. Yet Flight Lieutenant Painting lived to tell the tales. He was 81 when he died in Brampton Cottage Hospital.
He might well have achieved a much higher RAF rank than he did but he was, by his own admission, “outspoken and lacking tact” and this was duly noted by the reporting officers. Not that this bothered him because he was happy with his lot and content in what he did, and he did a great deal, seeing a tremendous amount of the world during a long and varied career that took him from the army to the air force. He sailed a boat up the Amazon, climbed up to the Inca city of Machu Pichu in the Andes and sailed in the Batu Niah caves in Borneo. He had served there and in the Philippines, Malaya, India, Ceylon, several African and Mediterranean countries as well as in Canada, the USA and Peru, where he was based as a member of the aircrew that carried out the potentially deadly monitoring of French nuclear tests in the Pacific Ocean. The crewmen had to be decontaminated
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after every fl ight. It was during his time in Peru that he was given the nickname that stayed with him for the rest of his life – Pancho.
He volunteered for and completed the USAF aircrew survival and evasion training course in Germany’s Black Forest, completed the RAF’s jungle survival course in Malaya and spent five days on a 15-minute warning red alert during the Cuban missile crisis in 1962, when the world was on the verge of nuclear war. He took part in two international air races, one from the UK to New Zealand and once when he had retired, trained and qualified as a private pilot.
He had a serious accident in 1967 which left him with a broken hip, pelvis, hand and jaw but recovered after six months in hospital.Twenty five years later he underwent major surgery on his deformed spine. It was successful and he again made a full recovery. Then, five years later, he suffered a heart attack but, yet again, bounced back to fitness.
He said that he was proud to be born ‘a barrack rat’ in Lucknow, India, during the time of the British Raj. His father was a soldier with the 60th Rifl es who became a Regimental Sergeant Major after service in World War One, when he was a prisoner-of-war camp escapee. He was a professional soldier and a military man through and through and it was almost inevitable that young Colin made an early decision to join the army. However, this was some time after the family returned to Britain and he grew up in Theale, Berkshire, the youngest in a family of five.
From the village school he won a scholarship to Newbury Grammar School where he did well academically, as well as on the sports field. At this time he was also a very keen army cadet and, thanks to his father’s tuition, became a champion rifl e shot at Bisley. At 16 he was pre-selected for Indian Army service, enlisted 12
months later and joined a officer cadet training unit. At the age of 19 he was a serving soldier with the Queen’s Royal Regiment but then, with Indian independence and the Indian Army ceasing to exist, he found himself out of uniform and out of a job.
And so he returned to civilian life and study at Reading University but was unable to settle and, while succeeding in sport, failed academically and decided to do something else; and that something was to dig the foundations for roads as he worked as a labourer for 12 months before becoming a pre-selected aircrew volunteer with the RAF, where he trained as a navigator and bomb aimer – and never looked back.
He went on to serve with several squadrons, in big piston engined bombers and, then, the jet propelled V bombers on tanker and strategic reconnaissance missions. He also resumed his connection with the army, attached to the 51 Gurkha Brigade in Borneo during what was a minor but very unpleasant uprising out there.
He returned to the UK with 543 squadron and completed eight years on nuclear test monitoring and surveillance whilst making some world-wide trips to exotic locations.His final overseas tour was to Ascension Island, in the South Atlantic, fl ying in Victor bomber/tankers on what was called air bridge support during the Falklands War.
His service fl ying days over, he was posted to RAF Spadeadam as a range controller and he and his wife lived in Walton, near Brampton, from then on. Wherever he had been stationed and lived, he had taken an active part in local affairs, particularly with the Church of England and he had played rugby, football and cricket.
He once kept two pigs and 40 chickens in his one third of an acre garden when he was stationed at Cottesmore and he always preferred
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NOTES FROM THE SECRETARY
Firstly I would like to introduce myself as your new secretary and I hope you enjoy my
first attempt at compiling the annual newsletter. Since I took over the job from Mark Allan back in August we have seen the publication of the SDSR that, thankfully, confirmed the future of the Tornado GR4, along with XV(R) Sqn, for the foreseeable future. However, uncertainty still remains as to how the Force will be composed and which bases are likely to be shut.
We already know that RAF Cottesmore will not be able to host the Association’s Annual Dinner in 2011 and other cost saving measures may well affect the way the Association functions. Hopefully the importance of organisations like ours, particularly as a means of maintaining close links between the past and the present, will be recognised and not jeopardised by the current drive to cut costs.
I would like to pass on my thanks to those that have contributed to this edition. The newsletter is only as interesting as the content we put in and if anyone would like to write an article for either of next year’s newsletters, please let me know - contributions are always gratefully received.
In order to save costs we will only be sending hard copies of this years newsletter to those members without a working email address. If you would still like to receive a hard copy as well as the PDF version, please let me know.
It just remains for me to wish you and your families the very best for Christmas and the New Year. See you at next year’s reunion. Until then, ‘Fly Safe and Aim Sure!’
Stan BoardmanSecretary
a country and outdoors lifestyle.In retirement he was a member of the officers’ mess at RAF Carlisle and of its equivalent at Spadeadam, he was a member of the Royal British Legion and of the RAF Club in Piccadilly, he attended reunions and kept in touch with Newbury School. Locally, he was a regular member of the congregation at St Martin’s Church, Brampton.
Then there was his golf. He was 53 when he took up the game and he later became a member at both Greenhead and Brampton.However, he never classed himself as a golfer, preferring to be known as “someone who played golf and occasionally had a good game”.
Retirement provided the time and opportunity for travel and he and his wife twice fl ew around the world. They visited Australia, New Zealand, the USA, Canada, Malaysia, Zimbabwe, Indonesia, Cyprus, Hong Kong, Pakistan and India. And, in India, they had a blessing in the garrison church where he had been baptised 65 years earlier.
Flight Lieutenant Colin Hedley Painting leaves his wife and son. He met Eliza Stevenson Douglas, from Selkirk, who became his wife, when she was serving in the Women’s Auxiliary Air Force and they married in 1954.
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SQUADRON
ROYAL AIR FORCE
AIM SURE
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XV(R) Sqn GraphicsRef: 10-100
XV SQN ASSOCIATION CONTACTS
CHAIRMAN:Air Cdre David Bywater9 Chestnut Grove, Great Stukeley, Huntingdon, Cambs, PE28 [email protected]
SECRETARY:Flt Lt Stan BoardmanXV(R) Sqn, RAF Lossiemouth, Moray, IV31 6SD01343 [email protected]
TREASURER:Mrs Valerie Ford-Jones48 Caraway Drive, Wood Hall Park, Swindon, Wilts, SN2 [email protected]
ERA REPS:
Pre-Canberra:Martyn Ford-Jones48 Caraway Drive, Wood Hall Park, Swindon, Wilts, SN2 [email protected]
Canberra:Tony Britton‘Bro-Bri’, 7 Queen’s Avenue, Bradford, West Yorks, BD2 [email protected]
Victor:Peter Roberts14 Low Hatters Close, Downham Market, Norfolk, PE38 [email protected]
Buccaneer:Vic Blackwood25 Beaufort Rd, Ingham, Bury St Edmunds, Suffolk, IP31 [email protected]
Tornado:Flt Lt Stan Boardman