2. Aircraft

The Yorkshire Air Museum, Elvington

The former RAF Elvington is a place I know well from my tour of duty at RAF Church Fenton during 1984-86. In those days Elvington was a Relief Landing Ground with Jet Provosts from Church Fenton using the airfield for training in the visual circuit and landings and overshoots.
The building and tower used then was separate and some distance away from the museum.
The remaining former wartime buildings form the basis of a superb collection of exhibits that is The Yorkshire Air Museum. 31/10/2010 Aircraft detail captions from the Museum's website.
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  • Chieftain 1000: Normal hull with mods, such as square final drive housings, rear exhaust box removed louvres fitted instead, large one piece rear decks, 1000bhp MTU pack coupled to Renk transmission. Only one built now lives at Elvington air museum. It was the most powerful automotive chieftain built, when going flat-out and brakes applied it would stand.

    Chieftain 1000: Normal hull with mods, such as square final drive housings, rear exhaust box removed louvres fitted instead, large one piece rear decks, 1000bhp MTU pack coupled to Renk transmission. Only one built now lives at Elvington air museum. It was the most powerful automotive chieftain built, when going flat-out and brakes applied it would stand.

  • The Gloster Javelin was the world’s first twin-engined delta-wing fighter. Designed as a two-seat all-weather interceptor, the first prototype flew on 26 November 1951. Derived from the F(AW).7, which had modified flying controls and an extended rear fuselage, the F(AW).9 was powered by two Armstrong Siddeley Sapphire Sa.7R turbojets. It had a maximum speed of 702 mph and a service ceiling of 52000 feet. Armament was four Firestreak air-to-air missiles and two 30 mm Aden guns. XH767 was built at Hucclecote and went to Aldergrove in October 1959. It joined 25 Squadron at Waterbeach in December that year. From 1962 until 1965, the aircraft served with 11 Squadron in Germany. Following service with the Conversion Unit at Leuchars, XH767 was retired in 1967.

    The Gloster Javelin was the world’s first twin-engined delta-wing fighter. Designed as a two-seat all-weather interceptor, the first prototype flew on 26 November 1951. Derived from the F(AW).7, which had modified flying controls and an extended rear fuselage, the F(AW).9 was powered by two Armstrong Siddeley Sapphire Sa.7R turbojets. It had a maximum speed of 702 mph and a service ceiling of 52000 feet. Armament was four Firestreak air-to-air missiles and two 30 mm Aden guns. XH767 was built at Hucclecote and went to Aldergrove in October 1959. It joined 25 Squadron at Waterbeach in December that year. From 1962 until 1965, the aircraft served with 11 Squadron in Germany. Following service with the Conversion Unit at Leuchars, XH767 was retired in 1967.

  • Parked up near the entrance is a FV603 Alvis Saracen armoured personnel carrier. Behind it is a Bedford Green Goddess fire engine.

    Parked up near the entrance is a FV603 Alvis Saracen armoured personnel carrier. Behind it is a Bedford Green Goddess fire engine.

  • The legendary Spitfire entered service with the Royal Air Force in June 1938 with 19 Squadron at Duxford. It proved capable of remarkable development, and was the only allied fighter in full production throughout the Second World War. The Mark I had a maximum speed of 355 mph at 19,000 feet with a 1050 hp Rolls-Royce Merlin engine. The final Spitfire, the F.24, had a maximum speed of 450 mph with a 2350 hp Rolls-Royce Griffon engine. More than 22,000 Spitfires (including Seafires) were built. The Spitfire replica at the Museum commemorates 609 (West Riding) Squadron, Royal Auxiliary Air Force, and represents Spitfire Mk Ia ‘R6690’ flown in the Battle of Britain by the Commanding Officer, Sqn Ldr H S ‘George’ Darley. The Squadron shot down 85 enemy aircraft during the Battle and went on to become the first Spitfire Squadron to be credited with 100 victories. The original R6690 was shot down over South London on 15 September 1940 by a Messerschmitt Bf110 and the pilot, P/O Daunt, was sadly killed.

    The legendary Spitfire entered service with the Royal Air Force in June 1938 with 19 Squadron at Duxford. It proved capable of remarkable development, and was the only allied fighter in full production throughout the Second World War. The Mark I had a maximum speed of 355 mph at 19,000 feet with a 1050 hp Rolls-Royce Merlin engine. The final Spitfire, the F.24, had a maximum speed of 450 mph with a 2350 hp Rolls-Royce Griffon engine. More than 22,000 Spitfires (including Seafires) were built. The Spitfire replica at the Museum commemorates 609 (West Riding) Squadron, Royal Auxiliary Air Force, and represents Spitfire Mk Ia ‘R6690’ flown in the Battle of Britain by the Commanding Officer, Sqn Ldr H S ‘George’ Darley. The Squadron shot down 85 enemy aircraft during the Battle and went on to become the first Spitfire Squadron to be credited with 100 victories. The original R6690 was shot down over South London on 15 September 1940 by a Messerschmitt Bf110 and the pilot, P/O Daunt, was sadly killed.

  • A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

    A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

  • A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

    A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

  • A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

    A selection of gun turrets from different former RAF bombers on display within the Air Gunners Collection.

  • Former RAF Jeep No 12231.

    Former RAF Jeep No 12231.

  • The original RAF Elvington control tower lies at the centre of the Museum. It was one of the first buildings to be restored by the Museum’s volunteers many years ago. Today it accurately represents how the building looked in wartime. Downstairs, the radio room and other areas show the typical equipment used to communicate with aircraft on the aerodrome. Upstairs, the operations are overseen by a controller and associated staff, with boards showing aircraft status, in flight or missing and overdue.

    The original RAF Elvington control tower lies at the centre of the Museum. It was one of the first buildings to be restored by the Museum’s volunteers many years ago. Today it accurately represents how the building looked in wartime. Downstairs, the radio room and other areas show the typical equipment used to communicate with aircraft on the aerodrome. Upstairs, the operations are overseen by a controller and associated staff, with boards showing aircraft status, in flight or missing and overdue.

  • The English Electric Lightning F.6 was a single-seat, twin-engined, fighter interceptor, of all-metal stressed-skin construction, powered by Rolls-Royce Avon turbojets with re-heat. Its initial rate of climb was a colossal 50,000 feet per minute. Its service ceiling was 60,000 feet and its maximum speed Mach 2.27 at 40,000 feet. Its range, with ventral tanks, was 800 miles. XS903 was built at Salmesbury and made its first flight on 17 August 1966 and joined 5 Squadron at Binbrook. It made a nosewheel-up landing at Coningsby on 14 September 1979. Following various spells with 11 Squadron, or in store, XS903 returned to 5 Squadron to go to Akrotiri in Cyprus. By July 1987, it was back with 11 Squadron and it lost a part of its rudder in flight and had to make an emergency landing on 4 August of that year. The Lightning was flown to Elvington for preservation on 18 May 1988, by Wing Commander ‘Jake’ Jarron, Commanding Officer of 11 Squadron.

    The English Electric Lightning F.6 was a single-seat, twin-engined, fighter interceptor, of all-metal stressed-skin construction, powered by Rolls-Royce Avon turbojets with re-heat. Its initial rate of climb was a colossal 50,000 feet per minute. Its service ceiling was 60,000 feet and its maximum speed Mach 2.27 at 40,000 feet. Its range, with ventral tanks, was 800 miles. XS903 was built at Salmesbury and made its first flight on 17 August 1966 and joined 5 Squadron at Binbrook. It made a nosewheel-up landing at Coningsby on 14 September 1979. Following various spells with 11 Squadron, or in store, XS903 returned to 5 Squadron to go to Akrotiri in Cyprus. By July 1987, it was back with 11 Squadron and it lost a part of its rudder in flight and had to make an emergency landing on 4 August of that year. The Lightning was flown to Elvington for preservation on 18 May 1988, by Wing Commander ‘Jake’ Jarron, Commanding Officer of 11 Squadron.

  • The English Electric Canberra T.4 was a dual-control trainer variant, which was originally a twin-engined light bomber, with a crew of three, of all-metal stressed-skin construction, powered by two Rolls-Royce Avon 109 turbojets of 7,500 lb thrust each. It had an initial rate of climb of 3,800 feet per minute, with a service ceiling of 60,000 feet and a maximum speed of 620 mph (Mach 0.94) at 40,000 feet. The range was 4,500 miles. The first Canberra flew at Warton on 13 May 1949, and entered service with the Royal Air Force in 1951. The prototype T.4 first flew on 6 June 1952. The type equipped 231 Operational Conversion Unit (OCU) at Bassingbourne, where it was used for the conversion of pilots destined for operational versions of the Canberra. Over seventy were built. The Museum’s aircraft was with 231 OCU, then 3 Squadron at Geilenkirchen (2nd Tactical Air Force), on the Station Flight at Laarbruch and with 100 Squadron at Wyton, until storage at St Athan in 1977. It returned to British Aerospace on 29 January 1982 and was in storage at Samlesbury before coming to Elvington in May 1988.

    The English Electric Canberra T.4 was a dual-control trainer variant, which was originally a twin-engined light bomber, with a crew of three, of all-metal stressed-skin construction, powered by two Rolls-Royce Avon 109 turbojets of 7,500 lb thrust each. It had an initial rate of climb of 3,800 feet per minute, with a service ceiling of 60,000 feet and a maximum speed of 620 mph (Mach 0.94) at 40,000 feet. The range was 4,500 miles. The first Canberra flew at Warton on 13 May 1949, and entered service with the Royal Air Force in 1951. The prototype T.4 first flew on 6 June 1952. The type equipped 231 Operational Conversion Unit (OCU) at Bassingbourne, where it was used for the conversion of pilots destined for operational versions of the Canberra. Over seventy were built. The Museum’s aircraft was with 231 OCU, then 3 Squadron at Geilenkirchen (2nd Tactical Air Force), on the Station Flight at Laarbruch and with 100 Squadron at Wyton, until storage at St Athan in 1977. It returned to British Aerospace on 29 January 1982 and was in storage at Samlesbury before coming to Elvington in May 1988.

  • The famous Douglas DC-3 was developed from the DC-2 airliner, powered by two Wright Cyclone engines. It first flew on 17 December 1935. With the US Army Air Force and powered by Pratt & Whitney R-1830 Twin Wasp radial engines, the aircraft was designated the C-47 Skytrain. In RAF service, it was the ‘Dakota’. During the Second World War, C-47 variants flew in many roles from parachute dropping to gunship and the aircraft was renowned for its ruggedness and reliability.

    The famous Douglas DC-3 was developed from the DC-2 airliner, powered by two Wright Cyclone engines. It first flew on 17 December 1935. With the US Army Air Force and powered by Pratt & Whitney R-1830 Twin Wasp radial engines, the aircraft was designated the C-47 Skytrain. In RAF service, it was the ‘Dakota’. During the Second World War, C-47 variants flew in many roles from parachute dropping to gunship and the aircraft was renowned for its ruggedness and reliability.

  • Looking into the cockpit and the co-pilot's seat.

    Looking into the cockpit and the co-pilot's seat.

  • From just behind the cockpit bulkhead, looking down the fuselage interior, Eve talks to one of aircraft custodians.

    From just behind the cockpit bulkhead, looking down the fuselage interior, Eve talks to one of aircraft custodians.

  • The Blackburn Buccaneer S.2 was a two-seat, low-level, strike and reconnaissance aircraft of all-metal, stressed-skin construction, powered by two Rolls-Royce RB Spey Mk.101 turbofans, delivering 11,100 lb thrust. It had a maximum speed at sea level of 690 mph (Mach 0.92), a tactical radius of 500-600 miles and a range of 2000 miles. Buccaneer XX901 had an illustrious service record with the Royal Air Force. In 1983, it took part in the only deployment by Buccaneers to the Falklands and later saw action over Beirut. In the 1991 Gulf War it flew 14 operational missions and had the unique distinction of destroying a taxiing Iraqi transport aircraft with a laser guided bomb. It was saved from scrapping by the Buccaneer Aircrew Association and is painted in the Gulf War scheme, including the ‘Flying Mermaid’ nose art.

    The Blackburn Buccaneer S.2 was a two-seat, low-level, strike and reconnaissance aircraft of all-metal, stressed-skin construction, powered by two Rolls-Royce RB Spey Mk.101 turbofans, delivering 11,100 lb thrust. It had a maximum speed at sea level of 690 mph (Mach 0.92), a tactical radius of 500-600 miles and a range of 2000 miles. Buccaneer XX901 had an illustrious service record with the Royal Air Force. In 1983, it took part in the only deployment by Buccaneers to the Falklands and later saw action over Beirut. In the 1991 Gulf War it flew 14 operational missions and had the unique distinction of destroying a taxiing Iraqi transport aircraft with a laser guided bomb. It was saved from scrapping by the Buccaneer Aircrew Association and is painted in the Gulf War scheme, including the ‘Flying Mermaid’ nose art.

  • The Museum’s Douglas Dakota IV was manufactured in Oklahoma City, USA, as a C-47B and entered RAF service at RAF Montreal as KN353 in February 1945. In March 1945, it was transferred to 300 Wing in Australia and from May until December 1946 it served in Ceylon (now Sri Lanka) with the ACSEA Communications Unit. From then until October 1947, when it was returned to the UK at 12 MU Kirkbride, it was in the Far East. During transit back to the UK, on final approach at Castel Benito in Libya, the Dakota suffered double engine failure due to a bird strike. The pilot, Flying Officer Alan Thame, landed the aircraft safely in spite of having no engine power and limited vision due to bird remains on the cockpit windows.

    The Museum’s Douglas Dakota IV was manufactured in Oklahoma City, USA, as a C-47B and entered RAF service at RAF Montreal as KN353 in February 1945. In March 1945, it was transferred to 300 Wing in Australia and from May until December 1946 it served in Ceylon (now Sri Lanka) with the ACSEA Communications Unit. From then until October 1947, when it was returned to the UK at 12 MU Kirkbride, it was in the Far East. During transit back to the UK, on final approach at Castel Benito in Libya, the Dakota suffered double engine failure due to a bird strike. The pilot, Flying Officer Alan Thame, landed the aircraft safely in spite of having no engine power and limited vision due to bird remains on the cockpit windows.

  • Designed initially as an anti-submarine strike aircraft with Double Mamba turbines driving co-axial propellers, the first prototype Fairey Gannet made its maiden flight on 19 September 1949 from Aldermaston and its first carrier landing on 19 June 1950 on the deck of HMS Illustrious. The first production Gannet AS.1 made its initial flight from Northolt on 9 June 1953. These aircraft were equipped with sonobuoys, markers and flares and were armed with various combinations of homing torpedoes, depth charges and mines in a bomb bay. The completely redesigned Gannet AEW.3 airborne early warning aircraft entered service in 1960. Carrying a crew of three, it had a maximum speed of 250 mph, a range of 700 miles and a ceiling of 25000 feet. Ironically, the type was withdrawn from service in 1977, just before the Falklands conflict revealed the value of the surveillance that this remarkable aircraft would have been able to provide. The Museum’s aircraft XL502, previously at Sandtoft, Lincolnshire, was the last Gannet in service with No 849 Squadron and the last Gannet to display at air shows. It was acquired by the Museum with the assistance of a grant from the Preservation of Industrial and Scientific Material (PRISM) Fund, and by donations from the Beverley Association and Museum supporters.

    Designed initially as an anti-submarine strike aircraft with Double Mamba turbines driving co-axial propellers, the first prototype Fairey Gannet made its maiden flight on 19 September 1949 from Aldermaston and its first carrier landing on 19 June 1950 on the deck of HMS Illustrious. The first production Gannet AS.1 made its initial flight from Northolt on 9 June 1953. These aircraft were equipped with sonobuoys, markers and flares and were armed with various combinations of homing torpedoes, depth charges and mines in a bomb bay. The completely redesigned Gannet AEW.3 airborne early warning aircraft entered service in 1960. Carrying a crew of three, it had a maximum speed of 250 mph, a range of 700 miles and a ceiling of 25000 feet. Ironically, the type was withdrawn from service in 1977, just before the Falklands conflict revealed the value of the surveillance that this remarkable aircraft would have been able to provide. The Museum’s aircraft XL502, previously at Sandtoft, Lincolnshire, was the last Gannet in service with No 849 Squadron and the last Gannet to display at air shows. It was acquired by the Museum with the assistance of a grant from the Preservation of Industrial and Scientific Material (PRISM) Fund, and by donations from the Beverley Association and Museum supporters.

  • In February 1953, the aircraft was bought by Transair Ltd and registered as G-AMYJ. While on a troop-carrying charter with the RAF in 1954 it carried the designation XF747. Subsequently, the Dakota was flown by many small operators, including a spell in Egypt with Nile Delta Services as SU-AZF, until it was bought by Air Atlantique at Coventry Airport for Pollution Control work in the early 1980s. G-AMYJ was used in the television series, “Band of Brothers” about the Airborne D-Day landings. The aircraft was donated to the Museum by Air Atlantique in December 2001. Above the DC3 is a Kirby Cadet glider. They first flew in 1937 and early examples had a rubber shock-absorbing skid, but later versions had a fixed main wheel, a modified nose and a less tall rudder. During the Second World War, the Royal Air Force adopted the glider for air cadet training. Total production was over 430. The Museum’s Kirby Cadet TX.1 was built during the War in London, by sub-contractor Ottley Motors Ltd., as one of a batch of 30. Its early service is not known, but in 1947 it was at No.41 Gliding School and in 1949 it was at RAF Woodvale. After service at Woodford with the Hawker Siddeley Gliding Club, the Cadet went into preservation in 1963. It was acquired by the Yorkshire Air Museum in May 2000.

    In February 1953, the aircraft was bought by Transair Ltd and registered as G-AMYJ. While on a troop-carrying charter with the RAF in 1954 it carried the designation XF747. Subsequently, the Dakota was flown by many small operators, including a spell in Egypt with Nile Delta Services as SU-AZF, until it was bought by Air Atlantique at Coventry Airport for Pollution Control work in the early 1980s. G-AMYJ was used in the television series, “Band of Brothers” about the Airborne D-Day landings. The aircraft was donated to the Museum by Air Atlantique in December 2001. Above the DC3 is a Kirby Cadet glider. They first flew in 1937 and early examples had a rubber shock-absorbing skid, but later versions had a fixed main wheel, a modified nose and a less tall rudder. During the Second World War, the Royal Air Force adopted the glider for air cadet training. Total production was over 430. The Museum’s Kirby Cadet TX.1 was built during the War in London, by sub-contractor Ottley Motors Ltd., as one of a batch of 30. Its early service is not known, but in 1947 it was at No.41 Gliding School and in 1949 it was at RAF Woodvale. After service at Woodford with the Hawker Siddeley Gliding Club, the Cadet went into preservation in 1963. It was acquired by the Yorkshire Air Museum in May 2000.

  • The famous Hawker Hurricane was designed by Sir Sydney Camm, and the prototype flew in 1935. The Hurricane I was fitted with a 990hp Rolls-Royce Merlin engine and had a speed of 330 mph at 17500 feet, with a service ceiling of 36000 feet. It entered service with 111 Squadron at Northolt in December 1937. A tough and reliable aircraft, Hurricanes were allotted the task of attacking German bombers in the Battle of Britain and shot down eighty percent of all aircraft claimed by the Royal Air Force during the Battle. Throughout the War, the aircraft performed well as an interceptor, fighter-bomber, night fighter and ground attack aircraft. To celebrate this service, the Museum’s Hawker Hurricane I was unveiled on 20 August 2000. It is painted as P3873 of No.1 Squadron, Royal Canadian Air Force, in which the Museum’s Canada Branch President, The Hon. Hartland de M Molson OC OBE KstJ, was shot down during the Battle of Britain in 1940. Since that time the aircraft has been completely refurbished with new undercarriage and electrics.

    The famous Hawker Hurricane was designed by Sir Sydney Camm, and the prototype flew in 1935. The Hurricane I was fitted with a 990hp Rolls-Royce Merlin engine and had a speed of 330 mph at 17500 feet, with a service ceiling of 36000 feet. It entered service with 111 Squadron at Northolt in December 1937. A tough and reliable aircraft, Hurricanes were allotted the task of attacking German bombers in the Battle of Britain and shot down eighty percent of all aircraft claimed by the Royal Air Force during the Battle. Throughout the War, the aircraft performed well as an interceptor, fighter-bomber, night fighter and ground attack aircraft. To celebrate this service, the Museum’s Hawker Hurricane I was unveiled on 20 August 2000. It is painted as P3873 of No.1 Squadron, Royal Canadian Air Force, in which the Museum’s Canada Branch President, The Hon. Hartland de M Molson OC OBE KstJ, was shot down during the Battle of Britain in 1940. Since that time the aircraft has been completely refurbished with new undercarriage and electrics.

  • A side on view of Buccaneer XX901.

    A side on view of Buccaneer XX901.

  • The Halifax I and II aircraft were powered by Rolls-Royce Merlin engines and the Halifax III was powered by Bristol Hercules engines. Apart from the role as a heavy bomber, the Halifax III and later versions also served in Coastal Command and in paratrooping and glider towing roles with the Airborne Forces. Halifax production totalled 6,178, the bomber versions flying a total of 75,532 sorties in the Second World War.

    The Halifax I and II aircraft were powered by Rolls-Royce Merlin engines and the Halifax III was powered by Bristol Hercules engines. Apart from the role as a heavy bomber, the Halifax III and later versions also served in Coastal Command and in paratrooping and glider towing roles with the Airborne Forces. Halifax production totalled 6,178, the bomber versions flying a total of 75,532 sorties in the Second World War.

  • The Museum’s Halifax reconstruction is based on a section of the fuselage of Halifax II, HR792, which carried out an emergency landing on the Isle of Lewis in 1945. A crofter, Mr McKenzie, purchased the fuselage section for use as a hen house. The wings came from Hastings, TG536, at RAF Catterick. Yorkshire was the home of 4 and 6 Groups Bomber Command and three Halifax Squadrons were based at Elvington, first 77 Squadron, then two French Air Force Squadrons, 346 (Guyenne) and 347 (Tunisie).

    The Museum’s Halifax reconstruction is based on a section of the fuselage of Halifax II, HR792, which carried out an emergency landing on the Isle of Lewis in 1945. A crofter, Mr McKenzie, purchased the fuselage section for use as a hen house. The wings came from Hastings, TG536, at RAF Catterick. Yorkshire was the home of 4 and 6 Groups Bomber Command and three Halifax Squadrons were based at Elvington, first 77 Squadron, then two French Air Force Squadrons, 346 (Guyenne) and 347 (Tunisie).

  • The prototype Jet Provost T.1 was developed from the Piston Provost as an initial jet trainer and first flew on 26 June 1954. After trials, it went to No. 2 Flying Training School at Hullavington for the first all-through (Jet Provost to Vampire) jet flying training course. The T.3 was the basic trainer for the Royal Air Force until the mid-1970s, when the up-graded T.4 was introduced. Development continued to the T.5 and T.5A, which were used for training pilots selected for ‘fast jets’, like the Tornado, Jaguar, Buccaneer and Harrier. The Jet Provost is a dual-control, single-engined aircraft, with the instructor sitting alongside the pupil. The T.4 is powered by an ASVII Viper engine, with 2,500 lb thrust. The Museum’s T.4 is displayed in the colours of No. 6 Flying Training School at Finningley, where it served during the 1970s. I have flown in one of these and threw up during the flight :-)

    The prototype Jet Provost T.1 was developed from the Piston Provost as an initial jet trainer and first flew on 26 June 1954. After trials, it went to No. 2 Flying Training School at Hullavington for the first all-through (Jet Provost to Vampire) jet flying training course. The T.3 was the basic trainer for the Royal Air Force until the mid-1970s, when the up-graded T.4 was introduced. Development continued to the T.5 and T.5A, which were used for training pilots selected for ‘fast jets’, like the Tornado, Jaguar, Buccaneer and Harrier. The Jet Provost is a dual-control, single-engined aircraft, with the instructor sitting alongside the pupil. The T.4 is powered by an ASVII Viper engine, with 2,500 lb thrust. The Museum’s T.4 is displayed in the colours of No. 6 Flying Training School at Finningley, where it served during the 1970s. I have flown in one of these and threw up during the flight :-)

  • The busy hangar with the Meteor centre right.

    The busy hangar with the Meteor centre right.

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