Wing Commander Garry Crosby, OC 51 Squadron, introduced the proceedings, highlighting the extraordinary effort that had been expended to support Operation UNIFIED PROTECTOR.  He specifically noted the extension of the Nimrod R1 in service for 90 days, to provide support for the operation.  During the same period the Squadron continued its extensive commitment to training aircrew in the USA in preparation for UK Rivet Joint (Project Airseeker).  The first graduates of this training quickly deployed, operating as crew on the USAF Rivet Joint aircraft just one day after the Nimrod R1 flew its final operational mission before retirement.

The personnel receiving the NATO medals provided support in a number of roles including, aircraft maintenance, flying roles, operational support and HQ duties.

Recipients of the NATO Operation UNIFIED PROTECTOR Non-article 5 medal for the United Kingdom participation in Operation ELLAMY were: Master of Aircrew (MAcr) Allport, MAcr Beeson, MAcr Mack, MAcr Wing, Flight Sergeant (FS)  Burns, FS Fagg, FS Few, FS Johnson, FS Wheatstone, FS Williams, Chief Technician (CT) Matson, CT Taylor, Sergeant (Sgt) Edwards, Sgt Fraser, Sgt Horn, Sgt Howard, Sgt Margrett, Sgt Nott, Sgt Rice, Sgt Venables, Corporal (Cpl) Clayton, Cpl Nolan and Senior Aircraftman Oultram.

Afterwards, the Station Commander presented the Olympic Medallion to Sgt Jackie Bowyer for her part in support to the 2012 Games.

The opportunity was taken for the Station Commander to also present a Station Commanders Commendation awarded to the 51 Squadron Re-location Team, who planned and executed the recent Squadron HQ move.  The recipients of this award were (r-l) Sgt Jamie Mulcahy, FS Gaz Campbell, Flight Lieutenant John Allen and Sgt Sam Edwards.

The crews had been on standby for 2 weeks waiting for the order, the jets had been at 6 hour readiness and days of extensive planning late into the winter’s dark evenings had passed. Now it was time. The Sentinel engines wound up on dispersal and fired into life. The Pilots ran through the checks as the Mission Crew readied their kit in the back. The door came up, the Ground Engineer disconnected and with the Station Commander watching, the engines pushed the jet forwards off chocks.

A long taxi to the threshold of Runway 02 Right followed before everything was ready. The order came from the tower; “Line up Runway Zero Two Right”. The modified Global Express slowly and deliberately took its place on the piano keys and waited with anticipation.

“Clear for take-off, surface wind…..” The flying pilot held the brakes firmly, advanced the thrust levers to fully forward forcing 29,000lbs of thrust out of the back of the engines, he paused and then gently released the brakes allowing the Sentinel to accelerate forwards like a greyhound out of the traps. Halfway along the runway the jet slowly rotated into the crisp cold air. The first transit to a new Operation had begun, and this time it was to Africa.

The aircraft climbed to 28,000ft and cruised down over the South of England and out over the Channel. It flew into airspace over the Eastern Atlantic Ocean and down towards the Equator. The crew were relaxed, reading up on what they might expect when they reach their destination. Of note was that there were “high levels of dog activity on the airfield”, something few had ever expected to see. With 100 nautical miles to go the pilots commenced their descent to the destination and landed in West Africa late in the evening.

The jet taxied off of the runway and into an airfield that was very much unfamiliar territory. All crew members were looking out any available window to try to help the flight deck in any way they could. After being directed to the civilian dispersal and a few discussions with the native air traffic controllers the Sentinel finally found its way onto the Military apron to be met by a familiar sight of engineers and executives from RAF Waddington who had arrived by a C-17 from RAF Brize Norton earlier that day. The door was opened into a very different climate, a much warmer and more humid climate. The aircraft was put to bed by the ground crew and, once complete, the Waddington personnel were taken to immigration and then onwards to their accommodation.

The next morning came and with it a long day of setting up the office space given to the British contingent by the French. The offices were sparse and although relatively recently decorated, they weren’t without a few local visitors – namely large lizards and spiders.

The Sentinel requires more than just a runway, fuel, engineers and aircrew to do its job. It requires a large team of support from Signals Units, Motorized Transport, Logistics, Flight Operations and much more. The speed and professionalism on display was evident by the fact that in less than a day and a half the infrastructure was in place to support the Sentinel for its first Operational Mission over Mali. Since its arrival the aircraft has been flown nearly 300 hours totalling nearly 120,000 nautical miles (6 times around the circumference of the Equator!!)

Finally, the Squadron would like to send an enormous thank you to all the families who are supporting the personnel of V (AC) Squadron in a particularly demanding time of the Squadron’s history. Sustaining deployments to 2 theatres of Operations for extended periods of time is punishing and would not be possible without the love and support you all give.

Thank you.

B flight’s newly appointed Flt Cdr, Sqn Ldr Nightingale is being worked hard and is on the final stages of his Operational Conversion Course. Furthermore, we welcome home a recently deployed B Flight who returns from OP HERRICK after doing a relatively dry, but chilly stint out in theatre!

We are increasingly getting involved in various exercises when we have the opportunity around the UK. Recently an aircraft was involved in Exercise PASHTUN DAWN. This takes place down on Salisbury Plain where ground troops are doing their pre deployment work up for Afghanistan. There were two planned flights in support of their training operating out of RAF Waddington. Two subject matter experts in the form of Flight Lieutenant Alex Ball and Sergeant Chris Angell went down there and thoroughly enjoyed the Army’s hospitality over the period of a few days. They had the pleasure of sharing a twenty man room, and to this day still have unsettled looks about them both…

Any excuse to quench our personnel’s thirst for knowledge (and beer) is welcomed with open arms! A force development trip organised by Sergeant John Godfrey down to London seemed like a valuable excursion. Early in February a group of eight keen aviators packed into the Sqn mini bus, drove down to RAF Halton. Once booked into the relevant messes they made their way into the centre of London to visit the Churchill war rooms for the afternoon. An evening meal, washed down with a few ales set them up for an early night at RAF Halton. The following morning was a guided tour around Bletchley Park which everyone highly praised. A good couple of days had by all those able to attend!

It’s not all work and no play though! Every week the aircrew and engineers have been putting together a 6-a-side football team that play in Lincoln on a Wednesday night. Flight Lieutenant Alex Ball has been the driving force of the team and I’ll let him tell you a bit more about ‘Crusaders FC’:

Before we sign off for this edition, some public congratulations to Flight Lieutenant Alex Thompson, Flight Sergeant Carl Walton and Warrant Officer 2 Ray McKay for their new arrivals, hopefully not too many sleepless nights ahead! So until the next edition and of course the all important Crusaders FC update, all the best from 14 Squadron!

Flying Officer Tom Hamilton

 

On 7 April 1917 the newly formed 56(F) Sqn deployed to France from London Colney. This is a familiar site being just off the M25 by South Mimms services and adjacent to the Arsenal FC training ground. The first stop, to refuel, was in St Omer, a main logistics hub for the RFC during WWI. The deployments of Squadrons to France were fraught with danger and 56(F) Squadron was the first to ever successfully reach St Omer without losing a single aircraft. The SR started at London Colney, from where this successful deployment departed in April 1917. Now a farm field, the participants discussed the challenges of the deployment whilst avoiding the busy traffic. As the ride had neglected to stop at South Mimms services, due respect was offered at the Arsenal FC training facility adjacent. One of the major themes that arose was the difficulty in navigation that the deployment faced as the fundamental aids of today such as GPS, were obviously not available at the time, and inertial navigation systems were not fitted to the Squadron SE5A aircraft. Navigation was primarily conducted by using reference features on the ground, with the canals of Northern France pointing the way to St Omer. Other challenges included the many mechanical problems with the new SE5A aircraft, with the 56(F) Squadron engineers implementing many modifications to correct faults such as faulty firing mechanism, engine overheating and poor cockpit visibility. Modern procurement has, of course, learnt from these lessons….

St Omer was the centre of a huge logistics operation and home to what was known as the Aircraft Park. A staggering amount of repair and assembly work was conducted there that enabled the RFC to continue to operate despite shocking aircraft losses at the Somme and Ypres. The Staff Ride stopped briefly at St Omer airfield to discuss logistics and its criticality to any war effort.

Following St Omer, the Squadron moved on to Estrée Blanche airfield from which 56(F) Squadron began operations in 1917. Many famous 56 Squadron alumni flew from here including Ball, Rhys-Davids and Lewis; supporting the British Army in various roles such as artillery spotting. Only green fields are there today, but it was easy to see how this flat landscape presented an ideal staging post for the Squadron.

Captain Ball crashed at Annœullin on 7 May 1917, only one month after arriving on 56(F) Squadron, having followed Lothar Von Richthofen into a cloud in one of the major engagements between 56 and the Richthofen Wing. Many accounts (including that of Cecil Lewis in Sagittarius Rising) state that this was not as a result of enemy action; many have asked how did such an accomplished aviator crash? What is clear from many accounts is that Ball felt the pressure to perform; he was the RFC’s star aviator of the time and was taking ever increasing risks as time went on. This is perhaps reflected in an extract from his VC citation which details both the number of engagements over a short period as well as his willingness to engage enemy aircraft against the odds:

“For most conspicuous and consistent bravery from the 25th of April to the 6th of May, 1917, during which period Captain Ball took part in twenty-six combats in the air and destroyed eleven hostile aeroplanes, drove down two out of control, and forced several others to land.

In these combats Captain Ball, flying alone, on one occasion fought six hostile machines, twice he fought five and once four”.

 

The Staff Ride then moved on to investigate Major James M^cCudden, another VC recipient, who enjoyed an incredibly successful tour on 56(F) Squadron, accounting for 51 German aircraft. M^cCudden was in many ways the polar opposite to Ball; he always engaged when he had the advantage, flying many solo sorties at maximum altitude, seeking out lone German 2 seat aircraft. At the time little was known then of the physiological effects of frequent exposure to cold and altitude. Following his tour he was appointed OC of 60 Sqn and flew to France to his new Squadron. He became disoriented and landed at Auxi-le-Château in order to ask for directions on 9 July 1918. Shortly following take off, Major M^cCudden crashed at Auxi-le-Château having lost control of his aircraft. Participants discussed the possible human factors that contributed to this crash, which was certainly out of character for the meticulously minded pilot.

Also of great interest was the relative grandeur of the resting places of these 2 great aviators. Captain Ball is celebrated by the local community at Annœullin; a college in the town is named after him. The crash site also has a monument to Ball, as the field was bought by his father following his death. In comparison, McCudden has a rather austere resting place in Wavans Cemetery not far from his crash site and nothing to mark the place of his passing. And this too is better than many Airmen, whose bodies were never found or could not be positively identified such as Arthur Rhys-Davids and, the most prolific British ace of WW1, Mick Mannock.

In addition to the Sqn historical sites, the Staff Ride visited Vimy Ridge, taking advantage of the opportunity to explore a significant historical battle site. This visit was particularly apposite as our Canadian Exchange Officer Captain Neils Roggenkamp was one of the Squadron members on the trip.

The Staff Ride was treated to a guided tour of the strategically crucial Vimy Ridge, where the undulating land still shows the scars of the artillery bombardment from all those years ago. Once the British began to prepare their plan of attack at Arras, which was to begin in early April 1917, the main worry for the high command was how to concentrate a large number of troops near to the front without arousing the suspicions of the enemy. Anxious to avoid a repeat of the slaughter inflicted on the Allied troops in the battles of Verdun and the Somme the previous year, the British general staff had an innovative plan whereby New Zealand engineers would create a vast underground network of tunnels through which the troops could come up in front of the German front line without having to face the deadly machine gun fire of no man’s land. The Staff Ride was delighted to be offered a rare opportunity to take a guided tour of what is left of these tunnels.

The importance of retaining the Squadron ethos and trumpeting our proud history cannot be overstated. This staff ride addressed that very issue by bringing to life events in our early history and rejuvenating esprit de corps amongst the current members of 56(R) Squadron. It must be emphasised that despite having to endure French hospitality, cuisine and wine, an excellent time was had by all.

Flight Sergeant Mark Fellows

Below: Hampdens of 44 Squadron being prepared on 3rd of Sept 1939

The war hotted up for Waddington following the German invasion of Norway in April 1940.  On the 12th April, a mixed formation of twelve Hampdens from 44 and 50 Sqns attacked a German warship in Kristansand harbour in daylight.  German fighters engaged during the run-in: five Hampdens were shot down over the target and a further aircraft ditched during the return.

Right below:

The technical problems of the Manchester were solved with the Mk 3 variant; the wing was extended and 4 Merlin engines added. This much improved aircraft was renamed the “Lancaster” and as 44 Sqn soon discovered, proved to be the outstanding bomber of WW2.

The Battle of the Barges 1940:

Following the departure of 50 Sqn in 1940, 44 Sqn remained as the only squadron until the Manchesters of 207 Squadron arrived at the end of the year. The squadron’s primary role continued to be shipping attack, and the newly captured French ports being used by the German Navy provided plenty of targets. While the Battle of Britain raged during the summer of 1940 at night, Bomber Command carried the fight to the German invasion forces at the Channel ports in a “forgotten” campaign known as “The Battle of the Barges”.

 

 

The Avro Manchester: 207 Sqn, Nov 40 – Nov 41

The only significant attack on Waddington was made during major Luftwaffe attacks on Hull, Sheffield, Nottingham and Derby on 9th May 1941. A direct hit by an aerial mine destroyed Waddington church and seven houses, and damaged several others, killing a civilian.  Two hours later, a string of five bombs fell across RAF Waddington: the bombs seriously damaged the NAAFI club on the airfield – unfortunately an air-raid shelter on Station received a direct hit, killing 7 NAAFI girls and 3 airmen.  One of the casualties was the manageress of the club, Mrs Constance Raven.  (The Airmen’s Club at RAF Waddington, which also houses the Heritage Centre, was quickly rebuilt and is still called the “Raven’s Club” in her memory).

Squadron Leader John D Nettleton VC

The first major event for 44 Sqn’s Lancasters took place on 17th April with the infamous daylight low-level raid on the marine diesel engine factory in Augsburg. Of the six aircraft that took part in the raid, none returned to Waddington; the only 44 Sqn Lancaster to make it back to England badly damaged was flown by the formation leader, Sqn Ldr John Nettleton. For his part in the raid, he was awarded the Victoria Cross – the only such medal to be awarded to Waddington personnel during the war. The main briefing and conference facility at Waddington is named The Nettleton Room in his honour.

Right: Squadron Leader John D Nettleton VC

Left: 1943 RAF Waddington with its new concrete runway.

With former Prime Minister Sir John Major as its Patron, the Choir was subsequently adopted by the RAF Charitable Trust in January 2011.

The Choir Members are a mix of MOD Civil Servants, RAF Personnel and Retired Officers, Airmen and Airwomen.  The Military Personnel range from the rank of Senior Aircraftsman to Air Commodore and carry out roles from Technicians and Engineers to Personnel Support Officers and Padres.  Our extremely dedicated Musical Director, Nigel Hayward has been with the Choir from its inception.  He was formerly a Choir Director at Wells Cathedral School and has continued to use his influence and talent to encourage the Choir.  The Choir has around 30 Members, although not all Members can always attend an event due to work commitments or being sent on detachment.  The Members come from across Europe and travel from all over the UK to attend the monthly rehearsals and events throughout the year.

Following the Spitfires inaugural concert in October 2010, held at St Clement Danes in London, the Choir has sung at a variety of Concerts, both open to the public and closed military events. These events included the ‘Goodwood Revival’, the Royal International Air Tattoo, Christmas Carols at Westminster Hall and a Carol Concert in support of SAFFA in the Guards Chapel, Wellington Barracks, London.  To celebrate the 75th anniversary of the Spitfire an event was held at Chartwell House, the home of Churchill, alongside the RAF Central Band for a ‘Musical Salute to the RAF’. Additionally, the Choir performed for the unveiling of the National Memorial to Canadian Air Forces, by HRH the Duke of Gloucester, at the National Memorial Arboretum in Staffordshire.

The Choir was also involved in a number of Jubilee celebrations for HM the Queen, joining The Glen Singers Choir (West Yorkshire) and the Wessex Concert Orchestra at RAF Cosford.  They performed patriotic and rousing tunes such as ‘I Vow To Thee My Country’ and ‘Jerusalem’, as well as 1940’s classics, ending the night with the audience singing along to ‘We’ll Meet Again’.

As an RAF Voluntary Choir, the dedication of the new Bomber Command Memorial in Green Park was an event the Choir was eager to support. The Choir was invited to perform in the Bomber Command Salute, which was a day of music and celebration for around 7000 veterans of the Second World War and was headed by Carol Vorderman and included headline acts such as Blake and Jane McDonald. A hugely emotive performance, raising veterans and their families from their seats with wartime classics including ‘A Nightingale Sang In Berkley Square’; it was an enormous privilege to be included in such an important day in memory of ‘The Few’.  The events are hugely varied but all have one similarity: a love for music, which will move an audience.  The Choir’s eclectic repertoire allows performances for most occasions, including hits from the 1980s, the 1940s and the 1600s.

The Spitfires feel very privileged to have been supported by the RAF Charitable Trust.  The RAF Charitable Trust is the youngest of the RAF Charities having formed in 2005.  As a result of their investment it has allowed the Choir to own its specially designed regalia and attend events all over the UK.  The Little Princess Trust is also a Charity that we as a Choir support.  The Charity provides real hair wigs to children suffering hair loss due to cancer treatment.  As a Choir, we ensure that at every event we raise as much awareness about this Charity as possible and try to raise money where we can.

The Choir is very honoured to have been invited to perform alongside the RAF Waddington Voluntary Band, on 20 April 2013 at Lincoln Cathedral, in commemoration of the 70th Anniversary of the Dambuster Raids. If you would like to find out more about the concert please visit the Cathedral website on http://lincolncathedral.com/events/raf-concert/ to book tickets.  If you would like to learn more about the Choir, then please visit our website at http://www.rafspitfireschoir.org.uk/

Sal Roper
Manager

The event took place last year on 21st July 2012, a group of 8 Sqn engineers and family members undertook the Cancer Research UK “Relay For Life”. Now, unlike Cancer Research’s “Race For Life”, this event has the emphasis on fun, which is spread over a 24 hour period. The Relay is held on a 400 metre track, and at least one member of your team must be on the track at all times over the 24 hour period.

2012’s event was held on a bright sunny day in July at William Farr’s Secondary School in Welton. During the day, to instill more fun, each hour has a special theme, usually involving weird fancy dress and lots of laughter and finger pointing. All teams are encouraged to provide a stall for the day, selling anything and everything. The onus of the day is fun, but the most moving moment was late at night, when there was a ceremony for remembering all the people who had lost their lives through cancer.

The team -no strangers to charity events- had already a few events under their belts prior to the day. A charity evening was held in the Rugby club, which was superbly organized by Sergeant Michele “Meesh” Turner, who deserves a huge thank you for pestering everyone in the Rugby club until their pockets were empty. We also held a main gate collection, where Dick Turpin was at hand to rob everyone of their hard earned cash. Once again we would like to say a huge thank you to everyone to help us raise the grand total of £2313.92, thank you one and all.

Relay for Life this year will be held, once again, at William Farr C of E
school on the 21st/22nd July.  Please come along and spend your dosh, it’s for a good cause. Or go to the Relay for Life Lincoln website and donate in the RED ROCK RELAYERS team page. Thank You.

Relay for Life Cheque:
right to left:

Chief Technician Bob Wiseman

Team Captain, Cancer Survivor,
8 Sqn Eng

Mrs Janice Wiseman

Wife of Chief Technician Bob Wiseman, Team member

Emily Stuttard

Cancer Survivor, daughter of Sergeant Dave Stuttard

Sergeant Dave Stuttard

Team member, 8 Sqn Eng

Chief Technician Bertie Bassett
Team member, 8 Sqn Eng

Warrant Officer Robbie Taylor Cancer Research UK Relay for Life committee member

Chief Technician John Kirk MBE
Cancer Survivor, 8 Sqn Eng