RAF Bovingdon - 1960s
brakedwell I've been looking around for some fresh images of the Meteor NF 14 that was denied you - alas there are very few. I can only offer you this lovely photograph of WS848 which was posted on this thread a few years ago. It was taken on 17th August 1960 over the Berney Arms which is by the River Yare, not far from Great Yarmouth. Alas the pub has been closed for many years now. There is a railway halt not too far away with a couple of services a day - it is a 'Request Stop'. I don't know what would have happened if you had stuck your arm out to stop the train in the video ! Incidentally in part due to Covid, Berney Arms was the least used Railway Station in Britain for 2019-20 with 42 passengers. I have happy memories of taking the train there with my wife years ago where we then avoided the cows and squelched our way to the pub. It must have been Autumn because flocks of Yellow Wagtails were migrating over the marshes.
IWM
Image 'John' Flickr
IWM
Image 'John' Flickr
That is the one, although I arrived at Bovingdon in September 1961. It was used rarely, mainly for RAF air to air photography and by the odd Fighter Command senior officer. I really did fancy a go in that one!
Last edited by brakedwell; 19th Mar 2024 at 22:10.
Cabbage Patch Arrival Bovingdon
C-54 42-72673 Overrun November 2nd 1950
Bovingdon was then a Civil Airport.
Part Two to follow but my internet is very slow this weekend.
Bovingdon was then a Civil Airport.
Part Two to follow but my internet is very slow this weekend.
Last edited by OUAQUKGF Ops; 24th Mar 2024 at 19:05.
Cabbage Patch Arrival Bovingdon (Continued)
I'm running out of download allocation so I'll transcribe the next page.
It is sent on behalf of The Commanding General, Headquarters 3RD Air Division, New York by Brigadier General J.P. McConnell Deputy Commanding General.
1. This Headquarters concurs generally with the findings and recommendations of the Aircraft Accident Board.
2. This Headquarters does not concur with the preceding endorsement in the allocation of errors, but does concur that the inexperience of the Co-pilot was a contributing factor in this accident. A lack of teamwork did exist, however, teamwork must be promoted by the Aircraft Commander. In this case, the failure of the Pilot to properly brief the Co-Pilot on his duties was a contributing factor to the accident.
3. The fact that an inexperienced Co-Pilot was assigned to duty on a flight involving weather and night conditions indicates a deficiency in supervisory functions.
4. Recommendations and action taken by the Group Commander, as set forth in paragraph 10 of above endorsement, are deemed adequate to preclude the re-occurrence of a similar accident.
I'm sorry if the text is a bit difficult to read. Nothing to be gained by reproducing any of the Accident Report Images - as always they are very poor.
However I did spend some considerable time looking for an image of C-54 42-72673 without any luck. As a final punt I thought I would check the Bovingdon-Airfield.co.uk link we have with images of USAF aeroplanes and there she was !
Here she is at Bovingdon evidently post-accident - you can just make out the void where the fwd baggage door has been ripped off.
Last edited by OUAQUKGF Ops; 26th Mar 2024 at 09:32.
The loss of Gloster Meteor F.4 RA452 based at Bovingdon with RAF Fighter Command Communications Squadron - 19th April 1949.
Well to start off with I have looked high and low for an image of this particular aircraft but like many Meteors it had a fairly short operational life so photographs if any are few and far between.
Making do then with an image of another Meteor F.4........
Location unknown. This F.4 was with 209 AFS
In May 1951, it was reported that the Meteor 4's tail unit lost half its strength when the skin tore, the skin tearing was found to originate round rivet holes, access panels or discontinuous stringers (stress risers). A total of 890 Meteors were lost in RAF service (145 of these crashes occurred in 1953 alone), resulting in the deaths of 450 pilots.
Well to start off with I have looked high and low for an image of this particular aircraft but like many Meteors it had a fairly short operational life so photographs if any are few and far between.
Making do then with an image of another Meteor F.4........
Location unknown. This F.4 was with 209 AFS
In May 1951, it was reported that the Meteor 4's tail unit lost half its strength when the skin tore, the skin tearing was found to originate round rivet holes, access panels or discontinuous stringers (stress risers). A total of 890 Meteors were lost in RAF service (145 of these crashes occurred in 1953 alone), resulting in the deaths of 450 pilots.
https://jetagemuseum.org/russell-adams/
Well if you go to post #679 you will find some of the reasons listed. A great many Meteors were built. Post-war Royal Air Force Accident rates were high. Enough to fill an excellent book called 'Broken Wings' 274pp and those listed were only the write-offs - not returned to service. https://www.baesystems.com/en-uk/her...gloster-meteor
An Occasional Visitor
I was never lucky enough to see a Canberra at Bovingdon. I suppose as an occasional visitor they would have been the largest jet that Bovingdon could comfortably accommodate. Was it the Headquarters of Bomber Command at nearby High Wycombe or the bright lights of London that attracted them to the place ? An example was usually on display on the public 'Open House Days' at Bovingdon. As I work from newspaper reports and other unofficial publications and unwilling to travel to the National Archives to read the official Accident Reports, there is a degree of conjecture in what I'm putting down here.......
ACCIDENT TO CANBERRA PR7 WT 529 AT SUDBROOK, LINCS 16TH JANUARY 1956.
Well as usual I cannot find an image of the subject aircraft to display -
Canberra PR7 WT 503 at Biggin Hill Battle of Britain Display 19th September 1959. (Many thanks to AirHistory net and Jerry Hughes).
A couple of points here. It appears that this sortie, which originated from West Raynham, Norfolk was an Air Test combined with a visit to Bovingdon. It would seem that no evidence was offered at the inquest that this Canberra had landed at Cranwell, only that an eye-witness at Sudbrook thought that it came from the direction of Cranwell. There apparently was some speculation about what it was doing in the area in the first place and talk of loitering to burn off fuel - forgetting that the crew were tasked with performing an Air Test. Doubtless choosing the less crowded upper air-space of Lincolnshire for this purpose rather than airspace converging on the London TMA.
This is purely to show the distance in statute miles between West Raynam (R) and Sudbrook. It probably bears some slight resemblance to the actual flight path that the Canberra took.
Sudbrook viewed looking to the North-west. Almost equi-distant between Barkston Heath and Cranwell.
Grantham Journal.
Sudbrook looking North. The entrance to Manor Farm where the Deans lived and worked is highlighted. Here demolished and built upon. I've arrowed the approx area where possibly the Canberra dived in. There is a small depression there about 16 feet diameter - it could of course just be a water trough.
Showing new housing on Manor Farm with the probable crash site arrowed.
Wing Commander Bob Cole DFC. AFC.
Squadron Leader Needham's resting place at St Mary Churchyard, East Raynham, Norfolk.
https://www.hawkertempest.se/index.p...quadron-leader
.
ACCIDENT TO CANBERRA PR7 WT 529 AT SUDBROOK, LINCS 16TH JANUARY 1956.
Well as usual I cannot find an image of the subject aircraft to display -
Canberra PR7 WT 503 at Biggin Hill Battle of Britain Display 19th September 1959. (Many thanks to AirHistory net and Jerry Hughes).
A couple of points here. It appears that this sortie, which originated from West Raynham, Norfolk was an Air Test combined with a visit to Bovingdon. It would seem that no evidence was offered at the inquest that this Canberra had landed at Cranwell, only that an eye-witness at Sudbrook thought that it came from the direction of Cranwell. There apparently was some speculation about what it was doing in the area in the first place and talk of loitering to burn off fuel - forgetting that the crew were tasked with performing an Air Test. Doubtless choosing the less crowded upper air-space of Lincolnshire for this purpose rather than airspace converging on the London TMA.
This is purely to show the distance in statute miles between West Raynam (R) and Sudbrook. It probably bears some slight resemblance to the actual flight path that the Canberra took.
Sudbrook viewed looking to the North-west. Almost equi-distant between Barkston Heath and Cranwell.
Grantham Journal.
Sudbrook looking North. The entrance to Manor Farm where the Deans lived and worked is highlighted. Here demolished and built upon. I've arrowed the approx area where possibly the Canberra dived in. There is a small depression there about 16 feet diameter - it could of course just be a water trough.
Showing new housing on Manor Farm with the probable crash site arrowed.
Wing Commander Bob Cole DFC. AFC.
Squadron Leader Needham's resting place at St Mary Churchyard, East Raynham, Norfolk.
https://www.hawkertempest.se/index.p...quadron-leader
.
Last edited by OUAQUKGF Ops; 31st Mar 2024 at 23:10.
An Occasional Visitor Cont
ACCIDENT TO CANBERRA B2 WH915, WIGGINTON, HERTS 8TH MARCH 1957.
Many thanks to Air Britain and the late Jim Halley.
Above as usual not the subject aircraft but a Canberra B2 of 44 Squadron Honington at Bovingdon during May 1957.
Although WH 915 did not come to Bovingdon it crashed sufficiently near to the airfield, some five miles away, to be of interest.
The distance is Statute Miles from Wainfleet to Wigginton. RAF Upwell highlighted
The report above mentions the Canberra being seen at RAF Halton flying at 40ft above high ground (i.e.behind Halton) in very bad weather.
Small section of the Chiltern Escarpment. View to east from the noreast edge of the flying field at RAF Halton towards the high ground of Tring Park (left 230M amsl ) with Hastoe Hill (centre 236M amsl). WH 915 crashed on fields 200M amsl. at Wigginton, beyond and below my high light some four miles away from Halton.
The Canberra crashed at about 1100 GMT.
London Airport weather at 1100 GMT.
Source weatherspark.com
The Air Ministry Weather Forecast for 8th March 1957 gives the general situation as 'Continuing mild and cloudy with occasional rain and drizzle'.
The cloud base was low enough to produce a rain mist. Quite what the Canberra on its training detail was doing at low height over the Chilterns by Halton is not clear. Whether the crew ever made contact with Bovingdon is not known to me. One might assume that they flew away from Halton directly over Hastoe only to crash beyond, but from the witness statements in the newspapers it appears not.
Bucks Examiner 15th March '57.
Liverpool Echo 8th March '57.
Peterborough Standard 15th March '57.
Northern Daily Mail 9th March '57.
View to south-east from overhead Wigginton. Chesham Road to left running straight down past Champneys. Possible trajectory of WH915 arrowed.
With an isolated report of the Canberra said to have been seen near RAF Halton one could be tempted to think that the aircraft would have come down directly over Kiln Farm (Green dot). However Mr Burch and his son who were in the Milking Parlour at Kiln Farm did not mention hearing the aircraft over them. The first thing they heard was the impact and then seeing flames in the fields beyond.
Mrs Collins who lived somewhere along Hemp Lane (Blue dots) thought the aircraft was going to take her roof off and heard the impact seconds later. Mr Rowe who lived at Lower Wigginton or Wigginton Bottom (just off Chesham Road between the upper Yellow dots) was labouring his fields with a couple of young farm workers when the Canberra crashed in an adjacent field. On another trajectory it is always possible that the aircraft brushed the tops of Lesley's Wood (Orange dot) and crashed as a result.
View towards Kiln Farm from Chesham Road, Wigginton.
Cambridge Community Archive Network.
IWM
In the Church of St Barts, Wigginton.
Many thanks to Air Britain and the late Jim Halley.
Above as usual not the subject aircraft but a Canberra B2 of 44 Squadron Honington at Bovingdon during May 1957.
Although WH 915 did not come to Bovingdon it crashed sufficiently near to the airfield, some five miles away, to be of interest.
The distance is Statute Miles from Wainfleet to Wigginton. RAF Upwell highlighted
The report above mentions the Canberra being seen at RAF Halton flying at 40ft above high ground (i.e.behind Halton) in very bad weather.
Small section of the Chiltern Escarpment. View to east from the noreast edge of the flying field at RAF Halton towards the high ground of Tring Park (left 230M amsl ) with Hastoe Hill (centre 236M amsl). WH 915 crashed on fields 200M amsl. at Wigginton, beyond and below my high light some four miles away from Halton.
The Canberra crashed at about 1100 GMT.
London Airport weather at 1100 GMT.
Source weatherspark.com
The Air Ministry Weather Forecast for 8th March 1957 gives the general situation as 'Continuing mild and cloudy with occasional rain and drizzle'.
The cloud base was low enough to produce a rain mist. Quite what the Canberra on its training detail was doing at low height over the Chilterns by Halton is not clear. Whether the crew ever made contact with Bovingdon is not known to me. One might assume that they flew away from Halton directly over Hastoe only to crash beyond, but from the witness statements in the newspapers it appears not.
Bucks Examiner 15th March '57.
Liverpool Echo 8th March '57.
Peterborough Standard 15th March '57.
Northern Daily Mail 9th March '57.
View to south-east from overhead Wigginton. Chesham Road to left running straight down past Champneys. Possible trajectory of WH915 arrowed.
With an isolated report of the Canberra said to have been seen near RAF Halton one could be tempted to think that the aircraft would have come down directly over Kiln Farm (Green dot). However Mr Burch and his son who were in the Milking Parlour at Kiln Farm did not mention hearing the aircraft over them. The first thing they heard was the impact and then seeing flames in the fields beyond.
Mrs Collins who lived somewhere along Hemp Lane (Blue dots) thought the aircraft was going to take her roof off and heard the impact seconds later. Mr Rowe who lived at Lower Wigginton or Wigginton Bottom (just off Chesham Road between the upper Yellow dots) was labouring his fields with a couple of young farm workers when the Canberra crashed in an adjacent field. On another trajectory it is always possible that the aircraft brushed the tops of Lesley's Wood (Orange dot) and crashed as a result.
View towards Kiln Farm from Chesham Road, Wigginton.
Cambridge Community Archive Network.
IWM
In the Church of St Barts, Wigginton.
Last edited by OUAQUKGF Ops; 2nd Apr 2024 at 08:41. Reason: Correction.
Well if you go to post #679 you will find some of the reasons listed. A great many Meteors were built. Post-war Royal Air Force Accident rates were high. Enough to fill an excellent book called 'Broken Wings' 274pp and those listed were only the write-offs - not returned to service. https://www.baesystems.com/en-uk/her...gloster-meteor
Our Man In Havana - Drifting With Transocean
Bovingdon's Constable David Lord chats with four year old David Dalgado on the occasion of the little boy's final arrival at Bovingdon Airport from America, mid-morning 7th June 1950.
I was pleased to stumble across this image because I had briefly mentioned the circumstances of this much delayed War Brides' Flight on the thread last October but never followed it up. With the DC-4 grounded at Bradley Field, Conn, its subsequent slow and devious progress towards England added much grist to the mill for the British Press Corps.
Here I have to admit that I had never heard of Transocean Air Lines until now and recommend a look at their entry in Wikipedia. An American Supplemental Carrier 1946-60. The Douglas DC-4 being the backbone of a very large and diverse fleet. During much of its existence at odds with the US CAB particularly over Trans Atlantic Charter Flights and the licensing thereof.
Nevertheless a major air line who took part in The Berlin Air Lift, and carried many thousands of people from diverse nationalities away from the poverty of their war torn existences to start their lives anew in fresh pastures. 'Forty-four displaced persons varying in age from fifty to babies in arms, sat in the lounge of Shannon airport most of the night. Their Transocean Air Line 'plane was held up by unsuitable flying conditions. They were on their way from Munich, Germany to Venezuela, by devious routes, a distance of 5,000 miles. Most of them were from Estonia and Lithuania and through interpreters said that they had fled from Russian rule. They included farmers whose lands had been confiscated, tailors and musicians whose fingers had been broken, carpenters, painters, locksmiths, a physician and a surveyor.' (Coventry Evening Telegraph 20th May 1948).
In June 1947 the Canadian Government awarded the company a contract to carry 7,000 emigrants from Britain to Canada. The first of these flights left from Northolt on 3rd August 1947 whilst Scottish emigrants were carried from Prestwick later that month. Not surprisingly Air Canada took over the contract at the end of September 1947. In December 1948 Transocean were contracted by the United Nations to evacuate 13,000 Europeans and White Russians from Shanghai to Manila and the Western Pacific during the China Civil War. During 1949 Italian emigrants were flown to Venezuela. 'War Brides' or 'Bassinet ' flights' from the USA to Britain were operated by Transocean during 1949 and 1950 and organised by The Britannia Brides Club of Oakland. The first flight arriving at Northolt from Oakland on 28th August 1949. I believe the majority of these services operated to and from Northolt. These flights were the subject of contention as they didn't strictly comply to the letter of the British regulations which the US CAB were at pains to enforce.
Here is a scarce bit of footage of a Transocean departure from Burbank to Northolt (Quite probably 24th-25th April 1950 when the eastbound service had to call in at Shannon for fuel).
To return to Bovingdon.............
The Transocean DC-4 finally arrives Bovingdon at about 10 a.m. 7th June 1950.
ITENARY
Thursday 1st June Transocean DC-4 departs Oakland overnight for Bradley Field, Conn where it seems an aircraft change is to be made to possibly an Iceland Airways DC-4. However Iceland Airways who are said to be joint operators of this particular charter have been refused landing permission in Britain. So it could well be that when Transocean Air Lines (Capt Roach i/c) arrives at Bradley Field, Iceland Airways are not to be found. US CAB will not permit Capt Roach to proceed with his aircraft to England. (Much gnashing of teeth, head scratching, nappy changing over next couple of days ?).
Sunday 4th June Capt Roach departs Bradley Field overnight for Miami and Havana. Reading between the lines It would seem that in order to facilitate a transit through Havana the Cubans want a slice of the much diminished cake inasmuch that they will provide an aircraft to carry some of the passengers from Miami to Havana (DC3?) and another larger aircraft (DC-4 ? Capt Roach names 4 Cuban Flt Deck crew ) to operate the Havana- Bermuda sector while Capt Roach brings up the rear with his aircraft ? Thus at Miami:
'The original group had been split up because no plane large enough to take them all will be available for some stages of the flight'. (Daily Herald).
Edinburgh Evening News 5th June 1950.
Havana Monday 5th June. Four passengers throw in the towel and abandon their journey. 'Britain's wandering war brides, detoured on their flight home as a result of red tape, today formed a committee which called on the British Legation in Havana to help to get them home immediately. Pretty Mrs Ida Johnson who heads the committee protested at "Being shoved around from city to city and stared at like a refugee". The old marble halls of Havana's Sevilla-Biltmore Hotel echoed to the cries of the war brides' babies. Amletto Battisti, the hotel owner said "We will do everything to help the poor mothers - even if we have to tear up the hotel linen for nappies".
(Yorkshire Observer 6th June 1950).
Our Man in Havana.
'British Charge d'Affaires Havana, Mr Thomas Brimelow obtains permission from London for the plane to land at Bovingdon, Herts.'
(Northampton Chronicle and Echo 6th June 1950).
Afternoon ? of Monday 5th June Passengers depart Havana for Bermuda where they will night stop. Note how their onward route avoids USA Airspace and the threat of having their aircraft impounded.
Tuesday 6th June Passengers on Transocean DC-4 depart Bermuda for Gander then overnight direct to Bovingdon.
South Wales Evening Post 7th June 1950.
'On reaching London Captain Roach went into the cost of the trip and went to bed with a headache. To keep down costs he will return to America early tomorrow, without passengers or cargo - there is nothing for him to take back. Captain Roach refuses to theorise as to why the flight was made so difficult, but an official of the company associated with his airline Transocean, says the American Government is fighting non-subsidised airlines on behalf of those it subsidises.'
(Daily Herald 8th June 1950).
On 18th July 1950 Transocean Air Lines announced that they would make no more chartered flights to Europe for War Brides and their children. Citing (1) the US CAB ban because War Brides cannot be classified as Religious, Educational or Philanthropic Enterprises and (2) The cost of re-routing such flights.
Coventry Evening Telegraph 15th August 1949.
A version of the accident report can be found on this link:https://aviation-safety.net/asndb/336352
OUR BOYS IN BRAZIL
The above was written by Jonas Liasch in 2008 and I thank him for this which was published on an Internet Blog 'Cultura aeronautica Brazil'.
Last edited by OUAQUKGF Ops; 8th Apr 2024 at 08:42.
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633 Squadron Tit Bits
See Links: https://www.reelstreets.com/633-squa...ound-material/
https://en.wikipedia.org/wiki/Hamish_Mahaddie
Hamish Mahaddie at Duxford. (Image Donald MaCarron)
John Crewdson at Gatwick 1956 (Below).
Last edited by OUAQUKGF Ops; 28th Apr 2024 at 10:42.
Filming for 633 Sqdn including the Mosquito crash scene took place in July/Aug 1963 and the film was released in Jun 1964.
Along with a schoolmate, Mike (both of us being members of 2204 [Chesham] Sqdn ATC) we decided to pay a visit to Bovingdon early in the school summer holidays ostensibly to scrounge a flight with one of the Comms Sqdns.
We sat in the terminal building along with 4 or 5 other cadets from local squadrons when Donald Houston walked in and with a cheery 'good morning' headed for the main toilets with a newspaper under his arm. We were told there was no station flying programmed so Mike and I wandered off to the hangars to watch the filming. Being in 'RAF' type uniforms nobody took any notice of us when we lurked behind the camera (just the one Panavision; no back up VCR in those days) and arc lights while a couple of scenes were shot involving Houston and fellow star Cliff Robertson, then at the front of the hangar we noticed the aircraft for the 'crash' scene was parked on the apron ready for it's big scene next day. We walked over and looked at it and from only inches away those 'bullet holes' were seen to be bits of thin plywood skilfully painted and glued to the fuselage. Regretfully I never thought to note the date of this but as I said it must have been mid/late July and was the day before filming of the crash took place; John Crewdson was hovering in the background.
My log book shows that we both got a flight in Anson PH859 on 5 Jun 1963 and our visit was during July early in the school holidays. My next flight was 2 hours in Shackleton WR966 on 29 August (ie well after the 'crash' scene) but that was from RAF Aldergrove; we were on summer camp at RAF Ballykelly but due to re-surfacing we flew from Aldergrove.
Along with a schoolmate, Mike (both of us being members of 2204 [Chesham] Sqdn ATC) we decided to pay a visit to Bovingdon early in the school summer holidays ostensibly to scrounge a flight with one of the Comms Sqdns.
We sat in the terminal building along with 4 or 5 other cadets from local squadrons when Donald Houston walked in and with a cheery 'good morning' headed for the main toilets with a newspaper under his arm. We were told there was no station flying programmed so Mike and I wandered off to the hangars to watch the filming. Being in 'RAF' type uniforms nobody took any notice of us when we lurked behind the camera (just the one Panavision; no back up VCR in those days) and arc lights while a couple of scenes were shot involving Houston and fellow star Cliff Robertson, then at the front of the hangar we noticed the aircraft for the 'crash' scene was parked on the apron ready for it's big scene next day. We walked over and looked at it and from only inches away those 'bullet holes' were seen to be bits of thin plywood skilfully painted and glued to the fuselage. Regretfully I never thought to note the date of this but as I said it must have been mid/late July and was the day before filming of the crash took place; John Crewdson was hovering in the background.
My log book shows that we both got a flight in Anson PH859 on 5 Jun 1963 and our visit was during July early in the school holidays. My next flight was 2 hours in Shackleton WR966 on 29 August (ie well after the 'crash' scene) but that was from RAF Aldergrove; we were on summer camp at RAF Ballykelly but due to re-surfacing we flew from Aldergrove.
Last edited by chevvron; 29th Apr 2024 at 09:47.
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I was interested to follow up a little on the British Pathé article, which of course led to 'War Lover' as has been reported on in this thread several times. This link gives some more background on that, relevant to Bovingdon, and John Crewdson, I don't think it's been referenced previously...?
Also, while it may be peripheral to this story, I found this video with Gilliam Aldam very interesting (Gillian being John Crewdson's partner):
Also, while it may be peripheral to this story, I found this video with Gilliam Aldam very interesting (Gillian being John Crewdson's partner):
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I happened to see 'Mosquito Squadron' over the weekend. I'd never watched the whole film before for various reasons (eg it was rubbish) however on this occasion, I noticed that when they were practicing the 'Highball' drops at Bovingdon (no practice drops took place at Minley Manor) the run in track to the 'tunnel' was parallel to a slightly 'bent' taxiway to its left.
That taxiway has some signficance to me because that was the 'runway' I used for the first ever glider circuit at Bovingdon.
The late Fg Off Paul Duncombe flew the glider (Mk3 WT871) in from Halton on 21 Jun 1965 and as I had been head of the ground party to recieve him, I was given the privilege of flying the first ever complete circuit just over 2 years after I had been at Bovingdon watching the filming of '633 Squadron'. Paul flew in the back seat as check pilot but didn't touch the controls or even give me any instructions so I was in sole control. It was 3 months before my 17th birthday so I couldn't drive a car on the public road but I could fly an RAF owned aircraft on an operational RAF station.
That taxiway has some signficance to me because that was the 'runway' I used for the first ever glider circuit at Bovingdon.
The late Fg Off Paul Duncombe flew the glider (Mk3 WT871) in from Halton on 21 Jun 1965 and as I had been head of the ground party to recieve him, I was given the privilege of flying the first ever complete circuit just over 2 years after I had been at Bovingdon watching the filming of '633 Squadron'. Paul flew in the back seat as check pilot but didn't touch the controls or even give me any instructions so I was in sole control. It was 3 months before my 17th birthday so I couldn't drive a car on the public road but I could fly an RAF owned aircraft on an operational RAF station.
Avoiding Queen Mary - Boeing VB-17G N9563Z
Thanks very much FP for the interesting link with details of the genesis and production of 'The War Lover' . This has saved me a fair bit of typing. When I came across the footage of John Crewdson and his helicopter trailer it put me in mind of a 'Queen Mary' aircraft recovery trailer. The last time I saw one of these in use was at Bovingdon one day in late 1961 or early 1962 when with great sadness I watched the fuselage of a B-17, having done its bit in the movie, being slowly transported along the Chesham Road and away to the scrap yard. It was very likely N5232V a Boeing PB-1W. Two PB-1W aircraft were used for the film the other being N5229V which I believe was scrapped at Manston following a tailwheel collapse. The third B-17 used was a VB-17G N9563Z. Whilst the two PB-1W aircraft are in appearance pretty much indistinguishable from each other the VB-17G can be told apart by having only two cheek windows on each side of the nose. One should take absolutely no notice of the tail numbers when trying to decide which B-17 is which as they were swapped around along with various other 'modifications' and nose art to give the impression of a greater number of aircraft than there actually were.
N9563Z on arrival at Gatwick 8th October 1961. Markings on tail read: 'Supplied by Aero America, Tucson, Arizona' (Emblem below of John Crewdson's Company Film Aviation Services Ltd).
Many thanks to Tim Spearman for the image.
N5232V on arrival at Gatwick with N5229V just visible beyond. Image as captioned with thanks.
Arriving at much the same time from Israel and pictured here at Croydon is the fuselage section used at Shepperton for some interior footage. Many thanks to Bill Fisher.
A PB-1W Location unknown - probably Bovingdon but could be Manston.
A PB-1W at Bovingdon. Image Duxman Collection via Anthony Clarke.
VB-17G N9563Z at Bovingdon. Image Duxman Collection via Anthony Clarke.
N9563Z heading for the cliffs. Image Columbia Pictures.
However all was not Lost !
On 16th May 1962 N9563Z departed Gatwick for the USA and a publicity tour.......
At La Guardia Airport. Image as captioned with thanks.
A Musical Interlude at Meigs Field Chicago.
Fire Bomber at Falcon Field, Mesa, Arizona. May 1974. Image Peter Foster with thanks.
Open storage at Falcon Field - Nineteen-eighties. Duxman collection via Anthony Clarke with thanks.
N9563Z at Oshkosh 2005. Image Matthew Donica, Jet Photos with thanks.
And Finally:
N9563Z on arrival at Gatwick 8th October 1961. Markings on tail read: 'Supplied by Aero America, Tucson, Arizona' (Emblem below of John Crewdson's Company Film Aviation Services Ltd).
Many thanks to Tim Spearman for the image.
N5232V on arrival at Gatwick with N5229V just visible beyond. Image as captioned with thanks.
Arriving at much the same time from Israel and pictured here at Croydon is the fuselage section used at Shepperton for some interior footage. Many thanks to Bill Fisher.
A PB-1W Location unknown - probably Bovingdon but could be Manston.
A PB-1W at Bovingdon. Image Duxman Collection via Anthony Clarke.
VB-17G N9563Z at Bovingdon. Image Duxman Collection via Anthony Clarke.
N9563Z heading for the cliffs. Image Columbia Pictures.
However all was not Lost !
On 16th May 1962 N9563Z departed Gatwick for the USA and a publicity tour.......
At La Guardia Airport. Image as captioned with thanks.
A Musical Interlude at Meigs Field Chicago.
Fire Bomber at Falcon Field, Mesa, Arizona. May 1974. Image Peter Foster with thanks.
Open storage at Falcon Field - Nineteen-eighties. Duxman collection via Anthony Clarke with thanks.
N9563Z at Oshkosh 2005. Image Matthew Donica, Jet Photos with thanks.
And Finally:
