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Price:£15.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KPM72461 Tue, 18 Jun 2024 09:35:14 GMT http://www.hannants.co.uk/product/KPM72465 Avro 504K 'European Users' Spain 1920, Poland 1923 and Ireland 1922. Price:£15.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KPM72465 Tue, 18 Jun 2024 09:31:05 GMT http://www.hannants.co.uk/product/KWB144-517 London Gatwick Airport Size 675mm x 675mm Founding and early years Today, Gatwick airport is one of the United Kingdom's major airport hubs, second only to Heathrow. Originally, partially the area now occupied by the airport was a racecourse, and was founded in 1891. From 1907, a golf course was added but this closed shortly after the end of the Great War. During the late 1920's the land adjacent to the course was purchased with a view to developing it into an aerodrome; the first operator being Dominion Aircraft Ltd with one of their own-built Avro 504's. The Surrey Aero Club was founded at the site in August 1930 by Ronald Waters of the Home Counties Aircraft Service. Pleasure flights commenced from the aerodrome the same month. Following purchase of the aerodrome by the Redwing Aircraft Company in 1932, the site was used as a flying school and in 1933, Gatwick Aerodrome was approved for commercial operations by the then Air Ministry. The aerodrome was again bought in September 1933 for £13,500 by A. M. Jackaman with a proposal to develop the site for larger commercial operation, firstly to provide a relief location for London Airport (Croydon) and also for a planned air service to Paris Le Bourget operating the de Havilland DH.84 Dragon. The work would involve costly re-routing of the River Mole and land drainage, much of which was opposed by the Air Ministry. Eventually, Jackaman won through and the development work began, lasting through into 1934 when the aerodrome was opened for wider public service. Gatwick's first operator was Hillman's Airways, operating services to Paris and Belfast from Gatwick until relocating there from its base of operations at Stapleford Aerodrome, near Romford, Essex in January 1935. Later that year, a merger took place involving Hillman's Airways, Spartan Air Lines (a subsidiary of Spartan Aircraft Ltd), and United Airways Ltd to form Allied British Airways Ltd. The name was later abbreviated to British Airways Ltd, and would eventually go on to form part of todays national flag carrier. This airline became Gatwick's first major carrier. In July 1935, Gatwick was closed for improvement work, and during this time, the world's first circular terminal building was constructed. Built to the art deco style, and nicknamed The Beehive, the building opened along with the refurbished airport on 6 June 1936, although flights had re-started in May, when a Jersey Airways flight, under contract to British Airways Ltd, began operating to Paris using DH.86's. At the same time, a new British Airways route linking Gatwick and Malmö via Amsterdam, Hamburg and Copenhagen was also started, and later that month a link was established between Gatwick and the Isle of Wight. Following through June, a night mail service was started, again by British Airways Ltd and linking Cologne and Hanover. The aerodrome was linked to London Victoria by rail link. All was well and the future looked bright until Gatwick was forced to close its large scale operations in February 1937 due to continual rainfall and the site becoming waterlogged. British Airways Ltd moved its base of operations to (London) Croydon Airport, and the site returned to sports club and pleasure flights. The Royal Air Force also set up a flying training school there with No. 19 E&RFTS (Elementary and Reserve Flying Training School) commencing operations in October 1937. In 1938, the earlier British Airways hangar was occupied by Airwork Ltd who began not only, repair, overhaul and modification operations for the RAF, but also licence-assembly of Beechcraft Expeditors and Stinson Reliants for the Royal Navy. Storm clouds Following the outbreak of the Second World War, civilian flights and operations from Gatwick were cancelled and the airport was passed over to Air Ministry control. One of the first functions to be carried out was repair and overhaul of RAF aircraft and also as an emergency relocation airfield for RAF Kenley in case that base was knocked out. Also at this point British Airways Ltd was merging with Imperial Airways, and BOAC was founded as a result. Operating under wartime conditions and control, BOAC provided a major link between Great Britain and her overseas allies, notably parts of the British Empire. Gatwick became RAF Gatwick. In 1940, and following the British retreat from France, the RAF Army Cooperation Command began operations from RAF Gatwick using Curtiss Tomahawk I and II's of Nos. 26 and 239 Squadrons, operating as part of No. 35 Wing. By 1942, the base became an important 'put down' location for damaged or fuel-starved RAF and USAAF bombers returning from missions, allowing repair work to be undertaken. Over the course of the war, many RAF units were stationed at Gatwick; Nos. 2, 4, 14, 18, 19, 26 (South African), 53, 57, 63, 65 (East India), 80, 92 (East India), 98, 116, 141, 168, 171, 175, 183 (Gold Coast), 229, 239, 268, 274, 287, 309 (Polish), 400, 414 (RCAF), 430 (RCAF), 613 (City of Manchester) and 655 Squadrons, along with a large number of RAF Regiment and other associated RAF units. Post war and the 1950s In 1946, military operations at Gatwick came to a close, and once again, civilian traffic began to return. Airwork continued its operations and Bond Air Services moved to the airport flying war-surplus Handley Page Halifax bombers converted to the cargo role. In 1947, Hunting Air Transport (later Hunting-Clan Air Transport) of Luton began operating flights from Gatwick using a de Havilland Dove and a pair of Vickers Vikings, and by January 1948 Airwork had become one of the major players in the field of aircraft conversion, maintenance and repair, servicing aircraft for British European Airways, Aer Lingus, BOAC and KLM. By the early 1950s, it was mooted to choose Stansted as London's second airport after London Airport (later Heathrow). Local public opposition to Gatwick being chosen was strong, yet the British Government went ahead and Gatwick was the winner. During these years, one of the main operators from Gatwick was British European Airways and this airline began a scheduled summer service to Alderney in 1950. BEA were joined in May of that year by Air Transport Charter of Jersey which ran a DC-3 service from Gatwick to Corsica with a stop off in Nice to refuel. The following year saw BEA relocate their Helicopter Experimental Unit from Peterborough to Gatwick, with rotary operations beginning in 1952. Also that year, Silver City Airways began car ferry flights using Bristol 170 Series 31 Freighters on the their Gatwick to Le Touquet in northern France route. However, these were upgraded to the more capable 170 Series 32 Superfreighter in 1955. Jersey Airlines commenced operations from Gatwick to Alderney in 1953 flying de Havilland DH. 114 Herons. In 1956, the airport was closed for major overhaul and improvement which included the diversion of both the A23 London to Brighton road and the River Mole, and runways additions and improvements. Gatwick was officially reopened by HRH Queen Elizabeth II on June 9 1958, although Transair had already started to operate scheduled flights into the airport ferrying British troops from Malta and the airline established its base of operations at Gatwick in May. By now, Gatwick could boast state of the art facilities and was in fact the worlds first airport with a direct rail link and also the first with combined road and rail links servicing the air terminal and one of the first with enclosed piers. By the late 1950s, air operations to and from Gatwick were increasing, with transatlantic services provided by Pan American. Also using Gatwick at this time were Capitol International, Sudan Airways, Transocean Airlines, British West Indies Airways (BWIA), President Airlines, Overseas National Airways (ONA) and a number of other European and US operators. Capitol and ONA provided an onwards link to European destinations for transatlantic US passengers. Smaller charter airlines such as Morton Air Services and Air Safaris moved to Gatwick from their London (Croydon) and Southend bases respectively. The 1960s One important and growing operator to move to Gatwick in 1960 was Dan-Air Services. Founded in 1953, Dan-Air initially began by operating cargo and charter flights from its Southend, and then (from 1955), Blackbushe bases before its relocation to Gatwick. By the mid-1960s, Dan-Air had begun operating the worlds first commercial jetliner, the de Havilland Comet, (in Dan-Air's case, the series 4 variant). During its latter years, the operator was a common site at destinations around the UK and Europe. Sadly it wasn't meant to be, and Dan-Air went into liquidation in 1992 merging into British Airways. In July 1960, British United Airways was formed at Gatwick. Airwork, which at the time owned Bristow Helicopters, Transair, Air Charter, Morton Air Services and Channel Air Bridge was merged with Hunting-Clan. BUA took over most of the duties performed by the smaller companies and steadily grew to become the largest operator based at Gatwick. A memorable sight during the mid-to late 1960s were BUA Bristol 170 Freighters and Aviation Traders ATL-98 Carvairs ferrying air passengers and their cars to and from destinations on the European mainland. Gatwick was becoming a major hub with growth quite possibly matching that of Heathrow. Blackbushe Airport had been closed in 1960 to commercial traffic resulting in Pegasus Airlines, Orion Airways and the aforementioned Dan-Air relocating from Blackbushe to Gatwick. Additionally, Miami-based Riddle Airlines, Saturn Airways and Flying Tiger Line began operating passenger and cargo services to Gatwick, also using it as a stop-off en-route to destinations in Europe and Asia. Air France and British European Airways (BEA) began flights between Gatwick and Paris. Caledonian Airways also stepped up its operations to the airport bringing in some of the the first migrants from the West Indies to the UK, and BUA began its Silver Arrow service air/rail service between London and Paris using a Vickers Viscount for the cross-channel leg. In 1961, Gatwick became London (Gatwick) reflecting the change of London Airport to London (Heathrow). The mid-1960s heralded important events for Gatwick. Over the course of 1964 and 1965, improvement and lengthening work to the runways was carried out and refurbishment and upgrade of the piers and terminal was undertaken. In 1965, the first flight of the new BAC One-Eleven short haul airliner was made by BUA between Gatwick and Genoa and a BEA Hawker Siddeley Trident 1C made the first automatic approach into Gatwick. In 1966, BUA InterJet services were begun from Gatwick to destinations in Scotland and Northern Ireland, and the same year saw the start of operations by Wardair Canada, Romanian flag carrier TAROM, Kingdom of Libya (later Libyan Arab) Airlines and Ariana Afghan Airlines. New company Laker Airways also established its base of operations at Gatwick. By this time Gatwick had become renowned as a charter airport with low-cost flights mainly to destinations in Spain and the Mediterranean by British and European carriers. This led to the slightly unflattering nickname of a bucket and spade airport. In 1967, the last car ferry flight was flown. Cross-channel ferry and hovercraft services by Seaspeed and Hoverlloyd were able to carry higher volume of vehicular traffic for lower cost. in 1968, Icelandic carrier Loftleiðer began low-cost services between Gatwick and John F. Kennedy Airport (JFK) via Reykjavík"Keflavík Airport. A shuttle service between Gatwick and Heathrow was started in 1969 by Westward Airways flying Britten Norman Islanders, cutting the transport time between the two destinations down to as little as twenty minutes. However, Westward closed this operation in August the following year. The 1970s and expansion In 1970, Gatwick's runway was again extended allowing larger types to be operated, and non-stop flights to the United States east coast made. Also in that year, newly-founded BEA Airtours started services from Gatwick and based their operations there. Flights from Gatwick to Palma commenced in March with de Havilland Comet 4B's. British United Airways were bought out by Caledonian Airways to become Caledonian/BUA, then in 1971, British Caledonian. In addition to the routes that both airlines operated, private-operator BCal expanded its route network over the next decade to cover wider destinations in Europe, North America, the Middle East, North and West Africa and the Far East. Low-cost airline Laker Airways began operations from Gatwick with the new McDonnell Douglas DC-10 wide-body airliner in November 1972 and in fact was the first operator of the type at the airport. Initially operating the DC-10-10 model, the fleet was expanded to include the longer-range DC-10-30 in 1980. A further runway extension was carried out in 1973, and that year heralded the dawn of the 747-era at Gatwick when Wardair and World Airways began flight operations there in May. The second half of the decade saw BCal introduce the DC-10-30 and Laker Airways launch its famous no frills non-stop Skytrain service to JFK, with Braniff International also making stops at Gatwick. In 1978 British Airways Helicopters, BCal and the British Airports Authority (BAA) formed the Airlink helicopter shuttle service which operated a single Sikorsky S-61N, (registration G-LINK), as a fast link for business passengers between Gatwick and Heathrow. The '80s and '90s 1980 saw the introduction of BCal's first service to Hong Kong with a stop off in Dubai. This was notable as it was the first scheduled air service to the former destination by a privately-owned operation, which BCal was. The years also saw the last flight of the de Havilland Comet in Dan-Air service marked by a special pleasure flight for enthusiasts and VIP's. BCal started Boeing 747 operations from Gatwick in 1982 when the airline purchased a small fleet of 747-200's, and BCal also took over sole operation of the Airlink service when British Airways and BAA pulled out of the venture. Further improvement and expansion of the airport was needed due to increasing passenger numbers, and in 1983 the worlds first Automated People Mover (APM) system was installed along with a new circular satellite pier replacing the old early 1960s-era North Pier. The APM was later replaced by a combination of moving and static walkways. Construction began of a second terminal, to be called the North Terminal, with the existing building being the South Terminal. Virgin Atlantic began its first commercial service to the United States on June 22, 1984 when Boeing 747-200 G-VIRG Maiden Voyager left Gatwick for Newark's Liberty International Airport, and that year also saw the opening of the UK's then, tallest control tower, and also the commencement of the Gatwick Express rail link to Victoria Station in London. The first commercial flight from Gatwick by a British Airways Concorde was made in June 1985, and indeed during the previous decade BCal had also expressed interest adding the aircraft to its fleet. In the event, the 1979 energy crisis and associated costs meant that BCal had to rethink and the planned operation of the Concorde in BCal colours sadly never took place. The last Airlink flight took place on February 6, 1986. After prolonged and repeated campaigning by environmental and anti-noise pollution groups bought enough pressure to bear that BCal decided to cancel the service. It has been reported that after scrapping Airlink's S-61 ended its days sitting on a dump in Brazil re-registered as PT-HTT. 1987 saw Gatwick become the worlds second busiest international airport. Also in that year growing financial problems caused BCal to cease operations and in April 1988 the airline had been merged into British Airways. The new North Terminal was opened by HRH Queen Elizabeth II on March 18, 1988 along with a new transit link to the South Terminal. Although largely uneventful, the 1990s saw yet more additional building work undertaken including the addition of new international departure lounges to both the North and South Terminals and a further extension of the main runway which now measured nearly 11,000 ft. The end of the decade new low-cost carrier EasyJet began operations from Gatwick, linking to Geneva, in association with EasyJet Switzerland which was a subsidiary of the EasyJet Group. The turn of the century and into the 2020s New retail and catering space was added to both terminals between 2000 and 2001 with additional seating areas and an extension to the North Terminal also added. 2005 saw both the refurbishment and enlargement of the South Terminal's baggage reclaim hall and the opening of a new pier (Pier 6) and became the worlds largest air passenger bridge. Work had begun on extending the South Terminal departure lounge and by May 2008, this was completed, and the following year saw the arrival of the worlds first flight powered by natural gas-derived fuel when Qatar Airways flew one of its A340-600HGW's (High Gross Weight) into Gatwick from Doha. Ownership of Gatwick passed from BAA to Global Infrastructure Partners (GIP) in 2009. The new Airbus A380 was coming on stream. Currently the worlds largest passenger airliner, it was decided to test Gatwick's suitability for the type. On July 6, 2012, an Emirates A380 flew into the airport marking the first arrival of the giant aircraft. By 2013, two stands compatible with the A380 were completed and a further Emirate flight was carried out to test the new facilities. The tests were passed and in 2014, Emirates became the first operator to include Gatwick in their A380 service. Thomson began operating the first Boeing 787 Dreamliner flights into Gatwick in 2013. The rest of the decade saw expansion and/or improvements made to the airport as part of an ongoing modernisation and continual update program. This will enable Gatwick to remain one of Europe's major and most up to date transport hubs for decades to come. It would be a time consuming process to name every airline or carrier that has and does operate to and from Gatwick, but a selection from today and past years appears as follows: British Airways, Air Europe, British Caledonian, Aer Lingus, Delta Airlines, Eastern Airways, Air Transat, BOAC, Imperial Airways, Virgin Atlantic, Aurigny, airBaltic, Air Malta, Easyjet, Air Arabia, Croatia Airlines, BH Air, Bamboo Airways (scheduled to begin in late 2022), Emirates, Ryanair, Freebird Airlines, Iberia, JetBlue, Thomson, Norse Atlantic, British United Air Ferries, Corendon Airlines, Laker, Icelandair, Norse Atlantic Airways, Nouvelair, Qatar Airways, Jet2.com, TAP Air Portugal, Royal Air Maroc, TUI Airways, SunExpress, Tunisair, Turkish Airlines, Vueling, Ukraine International Airlines, Wizz Air, WestJet, Spartan Airlines, Hillman's Airways, Jersey Airways, Air France, Hunting-Clan, Dan-Air, Capitol International, Ariana Afghan Airlines, British West Indies Airways, Sudan Airways, President Airlines, Transocean Airlines, Overseas National Airways, Morton Air Services, Air Safaris, British United Airways, Orion Airways, Wardair Canada, Riddle Airlines, Flying Tiger Line, Saturn Airways, British European Airways, TAROM, Libyan Arab Airlines, Loftleiðer, Bristow Helicopters, Braniff International, Tradewinds Airways, CityFlyer Express, GB Airways, Austrian Airlines, Aegean Airlines, Aeroflot, Aerosvit, Afriqiyah Airways (Libya), Air Berlin, Air China, Cubana, Czech Airlines, Korean Air, Northwest Airlines, Rossiya, Lufthansa, Royal Brunei, Iraqi Airways, Malev Hungarian, SAS Braathens, Olympic Airlines, KLM, Pegasus Airlines, Thomas Cook, Philippine Airlines, Swiss International Airlines, Air Tanzania, Air Moldova, Air Italy, Air Malta, Braathens SAFE, Egyptair, Avianca, China Eastern, China Airlines, Continental Airlines, Cyprus Turkish Airlines, Cobalt Air, Eastern Airlines, Belavia, Alitalia, TWA, Wow Air, Viking Airlines, Transaero, WestJet, Vietnam Airlines, Smartwings, Scandinavian Airline System (SAS), Nepal Airlines, Meridiana, Jazeera Airways, Scoot, Monarch Airlines, Royal Jordanian, CAAC Airlines, Norwegian Air Shuttle, AirAsia, Air Wales, Estonian Air, Finnair, Etihad, Air One, Air Mauritius, Centralwings, American Airlines, Cimber Sterling, British Airtours, Skyways, Brymon Airways, Ambassador Airways, Westminster Airways, Air Anglia, Flybe, Capital Airlines, British World Airlines, Astraeus Airlines, Airworld, Paramount Airways Ltd, Lloyd International, XL Airways UK, Blue Islands, Zoom Airlines, Norwegian Air, and Novair International.. Price:£19.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB144-517 Mon, 21 Nov 2022 18:28:21 GMT http://www.hannants.co.uk/product/KWB144-510 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021- Main runway- blurred. 225mm(W) x 225mm(H) 9inches(W) x 9inches(H) RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows in Diamond 9 formation with "Smoke On". GPS- 53º18'11.04" N 0º32'54.39" W. Price:£7.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB144-510 Wed, 24 Nov 2021 20:34:56 GMT http://www.hannants.co.uk/product/KWB144-509 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021. 225mm(W) x 225mm(H) 9inches(W) x 9inches(H) RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows. Also present is one of the Reds Schopf F59 tractors, resplendent in team colours. GPS- 53º18'11.04" N 0º32'54.39" W. Price:£7.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB144-509 Wed, 24 Nov 2021 20:33:48 GMT http://www.hannants.co.uk/product/KWB144-500 RAF Marham, Norfolk, United Kingdom, 2018-. 225mm(W) x 225mm(H) 9inches(W) x 9inches(H) RAF Marham can trace its history back to 1916 when it started service as a night landing ground near RNAS Narborough, and also as an airfield to launch defensive operations against German Zeppelin attacks against Norfolk. The first unit stationed here was No. 51 Squadron, Royal Flying Corps flying Royal Aircraft Factory B.E.2 and B.E.12's with Avro 504K's used in the night training role. After the Great War, the base became redundant, but was re-activated in 1937 after expansion work which started in 1935. The first unit to be based there was No. 38 Squadron, arriving in May 1937 and flying the Fairey Hendon. The following month, 38 Squadron was joined by the newly reformed No.115 Squadron flying the Handley Page Harrow. In December 1938, No. 38 Squadron replaced its Hendons with Vickers Wellington Mk. I's, and in April the following year, No. 115 Squadron was also re-equipped with the Wellington. November 1940, saw the arrival of No. 218 Squadron, initially flying Wellingtons, but re-equipping with the Short Stirling in December 1941. No. 105 Squadron arrived in 1941 equipped with the de Havilland Mosquito. By this time, Marham was one of the major RAF Bomber Command bases in eastern England, launching Pathfinder missions against German and other targets in Europe. Marham was closed in 1944 for major refurbishment and construction of new concrete runways and support areas. The base remained closed for the duration of the war, but by 1946 had reopened and was used as a test facility during Project Ruby. This was a joint Anglo-American test to ascertain the feasibility of penetration weapons against heavily fortified and protected targets. Notable weapons used in this test were the British 22,000b free fall Grand Slam and US 4,500b rocket assisted Disney bomb. No. 15 Squadron RAF flying modified Avro Lancaster's were used jointly with USAAF Boeing B-29 Superfortress'. Initial trials were against the (by then) defunct German Nordsee III U-Boat pens at Heligoland, with the Valentin submarine pens at Bremen and the U-Boat assembly facilities at Farge also being targets. During the late 1940's and early 1950's, Marham was home to the USAAF's 2nd, 22nd, 43rd, 307th and 509th Bombardment Groups flying Boeing B-29's and B-50's. In 1950, the first of seventy Boeing Washington B.I's arrived to equip No. 90 Squadron. During the 1950's, Marham began to operated Handley Page Victors and Vickers Valiants as part of the V-Force and early air-to-air refuelling operations. That base was also instrumental in the Falkland Islands campaign of 1982. Now. 55 and 57 Squadrons were stationed at Marham flying Victor K1 and K2's. In the early 1980's, it was decided that Marham was to become home to the Panavia Tornado GR.1's of the (then to be reformed) No. 617 Dambusters Squadron. Twenty four hardened aircraft shelters were constructed each able to house a single Tornado and four WE.177 nuclear bombs. This was to be the last free fall nuclear weapon deployed by the RAF, being introduced in the mid-1960's and phased out of service in 1998. No. 617 became operational at Marham in January 1983, with No. 27 Squadron, also flying Tornados, arriving in August of the same year. No. 57 Squadron disbanded in June 1986 leaving No. 55 Squadron to carry on as the only Victor K.2 unit at Marham. During the spring of 1987, the Tornado Weapons Conversion Unit (TWCU) was deployed to Marham for a six month period whilst refurbishment of its home base at RAF Honington was carried out, and the following year, No. 42 Squadron relocated it's Nimrod MR2's to Marham whilst repair work was being carried out on its home base at RAF St. Mawgan. In December 1991, No. 2 Squadron was relocated to Marham from RAF Laarbruch with its Tornado GR.1A's. No. 27 Squadron was disbanded in September 1993, followed by No. 55 Squadron standing down the following month. These unit disbandments saw the arrival of Canberra PR.7 and PR.9's of No. 39 Squadron from RAF Wyton. By the end of the 1990's and into the early 2000's, the RAF began to leave Germany. No. IX (B) Squadron was relocated from RAF Brüggen in July 2001, with No. 31 Squadron arriving in August of the same year. The Tornado was finally phased out of RAF service in 2019. In 2013, it was decided that Marham would be the base for the new Lockheed-Martin F-35B Lightning II and would re-equip No. 617 and 207 Squadrons, the latter which would be the Lightning II Operational Conversion Unit (OCU). Marham underwent extensive upgrade and rebuild as part of Project Anvil in 2016 to 2018 to prepare for arrival of the new aircraft. The construction of new facilities, taxiways, vertical landing pads and upgrades of runways were carried out as part of the £82.5 million project. The first four Lightning II's crewed by 617 Squadron pilots, along with three Airbus A330 Voyager and a single Airbus A400M Atlas, arrived from MCAS Beaufort, South Carolina in June 2018. 617 Squadron became fully operational on the Lightning II in January 2019. In July 2019, a further six F-35B's arrived from Beaufort crewed by No. 207 Squadron pilots. This unit became operational in August 2019. F-35B's of No. 207 Squadron departed Marham in January 2020 for local operations aboard the new H.M.S. Queen Elizabeth (RO8) carrier and for inspection by HM Queen Elizabeth II. This carrier is actually named in honour of H.M.S. Queen Elizabeth, a Royal Navy dreadnought that saw service during the Great War, and which itself was named after Queen Elizabeth I. Not as some mistakenly believe after the current serving British monarch. In September 2020, No. 617 Squadron embarked on a joint exercise with F-35B's from VMFA-211 aboard H.M.S. Queen Elizabeth for Exercise Joint Warrior. Main aircraft operated for the period (2018-) given: Lockheed-Martin F-35B Lightning II. Shown is a Lightning II operated by No. 617 Dambusters Squadron. GPS- 52º38'47.26" N 0º33'19.02" E. Price:£7.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB144-500 Wed, 24 Nov 2021 20:21:55 GMT http://www.hannants.co.uk/product/KWB72-510 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021- Main runway- blurred. 450mm(W) x 450mm(H) 17inches(W) x 17inches(H). RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows in Diamond 9 formation with "Smoke On". GPS- 53º18'11.04" N 0º32'54.39" W. Price:£9.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB72-510 Tue, 23 Nov 2021 18:52:09 GMT http://www.hannants.co.uk/product/KWB72-509 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021. 450mm(W) x 450mm(H) 17inches(W) x 17inches(H). RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows. Also present is one of the Reds Schopf F59 tractors, resplendent in team colours. GPS- 53º18'11.04" N 0º32'54.39" W. Price:£9.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB72-509 Tue, 23 Nov 2021 18:51:14 GMT http://www.hannants.co.uk/product/KWB72-500 RAF Marham, Norfolk, United Kingdom, 2018-. 450mm(W) x 450mm(H) 17inches(W) x 17inches(H). RAF Marham can trace its history back to 1916 when it started service as a night landing ground near RNAS Narborough, and also as an airfield to launch defensive operations against German Zeppelin attacks against Norfolk. The first unit stationed here was No. 51 Squadron, Royal Flying Corps flying Royal Aircraft Factory B.E.2 and B.E.12's with Avro 504K's used in the night training role. After the Great War, the base became redundant, but was re-activated in 1937 after expansion work which started in 1935. The first unit to be based there was No. 38 Squadron, arriving in May 1937 and flying the Fairey Hendon. The following month, 38 Squadron was joined by the newly reformed No.115 Squadron flying the Handley Page Harrow. In December 1938, No. 38 Squadron replaced its Hendons with Vickers Wellington Mk. I's, and in April the following year, No. 115 Squadron was also re-equipped with the Wellington. November 1940, saw the arrival of No. 218 Squadron, initially flying Wellingtons, but re-equipping with the Short Stirling in December 1941. No. 105 Squadron arrived in 1941 equipped with the de Havilland Mosquito. By this time, Marham was one of the major RAF Bomber Command bases in eastern England, launching Pathfinder missions against German and other targets in Europe. Marham was closed in 1944 for major refurbishment and construction of new concrete runways and support areas. The base remained closed for the duration of the war, but by 1946 had reopened and was used as a test facility during Project Ruby. This was a joint Anglo-American test to ascertain the feasibility of penetration weapons against heavily fortified and protected targets. Notable weapons used in this test were the British 22,000b free fall Grand Slam and US 4,500b rocket assisted Disney bomb. No. 15 Squadron RAF flying modified Avro Lancaster's were used jointly with USAAF Boeing B-29 Superfortress'. Initial trials were against the (by then) defunct German Nordsee III U-Boat pens at Heligoland, with the Valentin submarine pens at Bremen and the U-Boat assembly facilities at Farge also being targets. During the late 1940's and early 1950's, Marham was home to the USAAF's 2nd, 22nd, 43rd, 307th and 509th Bombardment Groups flying Boeing B-29's and B-50's. In 1950, the first of seventy Boeing Washington B.I's arrived to equip No. 90 Squadron. During the 1950's, Marham began to operated Handley Page Victors and Vickers Valiants as part of the V-Force and early air-to-air refuelling operations. That base was also instrumental in the Falkland Islands campaign of 1982. Now. 55 and 57 Squadrons were stationed at Marham flying Victor K1 and K2's. In the early 1980's, it was decided that Marham was to become home to the Panavia Tornado GR.1's of the (then to be reformed) No. 617 Dambusters Squadron. Twenty four hardened aircraft shelters were constructed each able to house a single Tornado and four WE.177 nuclear bombs. This was to be the last free fall nuclear weapon deployed by the RAF, being introduced in the mid-1960's and phased out of service in 1998. No. 617 became operational at Marham in January 1983, with No. 27 Squadron, also flying Tornados, arriving in August of the same year. No. 57 Squadron disbanded in June 1986 leaving No. 55 Squadron to carry on as the only Victor K.2 unit at Marham. During the spring of 1987, the Tornado Weapons Conversion Unit (TWCU) was deployed to Marham for a six month period whilst refurbishment of its home base at RAF Honington was carried out, and the following year, No. 42 Squadron relocated it's Nimrod MR2's to Marham whilst repair work was being carried out on its home base at RAF St. Mawgan. In December 1991, No. 2 Squadron was relocated to Marham from RAF Laarbruch with its Tornado GR.1A's. No. 27 Squadron was disbanded in September 1993, followed by No. 55 Squadron standing down the following month. These unit disbandments saw the arrival of Canberra PR.7 and PR.9's of No. 39 Squadron from RAF Wyton. By the end of the 1990's and into the early 2000's, the RAF began to leave Germany. No. IX (B) Squadron was relocated from RAF Brüggen in July 2001, with No. 31 Squadron arriving in August of the same year. The Tornado was finally phased out of RAF service in 2019. In 2013, it was decided that Marham would be the base for the new Lockheed-Martin F-35B Lightning II and would re-equip No. 617 and 207 Squadrons, the latter which would be the Lightning II Operational Conversion Unit (OCU). Marham underwent extensive upgrade and rebuild as part of Project Anvil in 2016 to 2018 to prepare for arrival of the new aircraft. The construction of new facilities, taxiways, vertical landing pads and upgrades of runways were carried out as part of the £82.5 million project. The first four Lightning II's crewed by 617 Squadron pilots, along with three Airbus A330 Voyager and a single Airbus A400M Atlas, arrived from MCAS Beaufort, South Carolina in June 2018. 617 Squadron became fully operational on the Lightning II in January 2019. In July 2019, a further six F-35B's arrived from Beaufort crewed by No. 207 Squadron pilots. This unit became operational in August 2019. F-35B's of No. 207 Squadron departed Marham in January 2020 for local operations aboard the new H.M.S. Queen Elizabeth (RO8) carrier and for inspection by HM Queen Elizabeth II. This carrier is actually named in honour of H.M.S. Queen Elizabeth, a Royal Navy dreadnought that saw service during the Great War, and which itself was named after Queen Elizabeth I. Not as some mistakenly believe after the current serving British monarch. In September 2020, No. 617 Squadron embarked on a joint exercise with F-35B's from VMFA-211 aboard H.M.S. Queen Elizabeth for Exercise Joint Warrior. Main aircraft operated for the period (2018-) given: Lockheed-Martin F-35B Lightning II. Shown is a Lightning II operated by No. 617 Dambusters Squadron. GPS- 52º38'47.26" N 0º33'19.02" E. Price:£9.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB72-500 Tue, 23 Nov 2021 18:42:31 GMT http://www.hannants.co.uk/product/KWB48-510 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021- Main runway- blurred. 675mm(W) x 675mm(H) 26inches(W) x 26inches(H). RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows in Diamond 9 formation with "Smoke On". GPS- 53º18'11.04" N 0º32'54.39" W. Price:£19.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB48-510 Mon, 22 Nov 2021 19:42:22 GMT http://www.hannants.co.uk/product/KWB48-509 RAF Scampton, Lincolnshire, United Kingdom, 2000-2021. 675mm(W) x 675mm(H) 26inches(W) x 26inches(H). RAF Scampton's location can trace its ancestry back to the Great War when, named Home Defence Flight Station Brattleby, it served as a landing field for the Royal Flying Corps. From here operated No. 3 Squadron 'A' Flight equipped with the Royal Aircraft Factory F.E.2b albeit briefly in the anti-Zeppelin role. This unit was followed by No. 60 (Reserve) Squadron flying Avro 504's and Royal Aircraft Factory RE.8's, and Nos. 11 and 81 Squadrons equipped with Sopwith Pups, Camels and Dolphins. These units amalgamated and the station was renamed Scampton in 1917. In 1918 it was officially designated as No. 34 Training Depot. Following the war, Scampton was closed and again became agricultural land and all aerodrome buildings and facilities were removed. By the mid-1930's it was decided to re-establish the station under the Royal Air Force Expansion Scheme which saw the formation of a number of new RAF squadrons and airfields. Officially named as RAF Scampton, the base was opened on 27th August 1936 forming part of No. 3 Group. In October 1936, the first units to arrive were No. 9 Squadron flying the Handley Page Heyford, and No. 214 Squadron equipped with the Vickers Virginia and Handley Page Harrow. No. 214 Squadron moved to RAF Feltwell in April 1937, whilst No. 9 Squadron left Scampton in March 1938. Now. 49 and 83 Squadrons moved to Scampton in March 1938 initially operating Hawker Hinds, but shortly re-equipping with the Handley Page Hampden. At the outbreak of the Second World War, Scampton became part of No. 5 Group, RAF Bomber Command. Both 49 and 83 Squadrons were in action shortly after the commencement of hostilities flying sweeps near to Wilhelmshaven, Germany and minelaying operations over the North Sea. March 1940 saw the arrival of No. 98 Squadron equipped with the Fairey Battle, but this unit moved to RAF Finningley shortly afterwards. In the same year, members of both 49 and 83 Squadron's were awarded Victoria Crosses. In December 1941, No. 83 Squadron was equipped with the Avro Manchester and in 1942, No. 49 Squadron also converted to the type. However, due to unreliability and performance issues with the Manchester, these were quickly replaced in both squadrons by the infinitely more capable Avro Lancaster. In August 1942 No. 83 Squadron moved to RAF Wyton and was attached to the Pathfinder Force. In replacement, No. 57 Squadron arrived at Scampton in September relocating from RAF Feltwell and re-equipping with Lancasters replacing their Vickers Wellingtons. No. 49 Squadron left Scampton for RAF Waddington in January 1943. Only No. 57 Squadron remained. The famous and highly classified No. 617 Dambusters Squadron was formed at Scampton in March 1943 for participation in the upcoming Operation Chastise raids against the Möhne, Eder and Sorpe Dams in the Ruhr valley. Led by Wing Commander Guy Gibson, nineteen 617 Squadron Lancasters took off on the night of 16th-17th May 1943, each carrying a single Upkeep bouncing bomb. The Möhne and Eder dams were both breached, with the Sorpe receiving minor damage. Eight aircraft were lost along with fifty three crew killed and three captured. Gibson was awarded the Victoria Cross, becoming Scamptons third recipient of the medal. 617 Squadron continued to operate from Scampton flying various covert missions against targets in Northern Italy, until the unit moved to RAF Coningsby in late August 1943, with No. 57 Squadron moving to RAF East Kirby at the same time. Scampton was closed to allow its runways to be reinforced and improved. July 1944 saw the arrival of No. 1690 Bomber Defence Training Flight (BDTF) flying Supermarine Spitfires, Miles Martinet target tugs, and Hawker Hurricanes. 1690 BDTF remained at Scampton until September when it was relocated to RAF Metheringham. Following the upgrade work, the station was reopened in October 1944. Scampton was transferred to No.1 Group, RAF Bomber Command. October 1944 also saw the arrival on No. 153 Squadron equipped with Lancasters. The unit disbanded at Scampton in September 1945. In December 1944, 1687 BDTF relocated to the station until it moved to RAF Helmswell in April 1945. The same month saw the arrival of No. 625 Squadron also operating Lancasters until it was disbanded in October of that year. Following the end of the war, Lancaster use continued from Scampton with No. 100 Squadron transferring to the station from RAF Elsham Wolds in December 1945. The unit then moved to RAF Lindholme in May 1946 bringing Lancaster operations at Scampton to a close. December 1945 also saw No. 57 returning to the base equipped with the new Avro Lincoln. In July 1948, the USAF's 28th Bombardment Group moved to the base with their Boeing B-29 Superfortresses, but the base was deemed unsuitable for the large bombers due to insufficient runway length and Scampton was transferred back to the RAF in January 1949. The early 1950's were no less a busy time for Scampton with the base being home to four English Electric Canberra units; Nos. 10, 18, 21 and 27 Squadrons. By the mid-1950's Scampton had been chosen as a future V-Bomber base and once again extensive work was carried out to prepare Scampton for the arrival of the first Avro Vulcans. A new 9000 ft runway was laid and the base enlarged with storage provision for nuclear weapons. The first Vulcan unit to arrive at Scampton in May 1958 was No. 617 Squadron which was reformed. The same period also saw the arrival of the first operational British nuclear weapon, codenamed Blue Danube. This weapon was replaced by the smaller but much higher yield Yellow Sun. In preparation for the introduction of the new Blue Steel stand-off missile into RAF service, new maintenance, servicing and storage facilities were constructed at Scampton, along with a new control tower. In 1960 No 83 Squadron arrived, and this unit along with Nos. 27 and 617 Squadrons formed what became known as the Scampton Wing. Blue Steel was finally retired in 1970 when it was decided that Britain's strategic nuclear deterrent be passed to the Royal Navy's Polaris system, and Scampton was transferred to the tactical nuclear and conventional bombing roles. No. 83 Squadron was disbanded in August 1969 and replaced by No. 230 Operational Conversion Unit (OCU) which moved from RAF Finningley. In 1975, No. 35 Squadron relocated from RAF Akrotiri, joining Nos. 27 and 617 Squadrons, and 230 OCU, bringing the total Vulcan units based at Scampton to four. The RAF retired its last Vulcans in the early 1980's, with No. 230 OCU being disbanded in 1981 and 617 Squadron winding down operations on the aircraft in the same year, reforming in January 1983 at RAF Marham with Panavia Tornados. No. 27 Squadron replaced its Vulcans with the Tornado in 1983, whilst No. 35 Squadron was finally disbanded in March 1982. Control of Scampton was passed over to RAF Support Command and the headquarters of the Central Flying School (CFS) in 1983. One of the notable units to base there at this time was the Red Arrows, moving from RAF Kemble. IN 1984, the Tornado Radar Repair Unit (TRRU) was relocated to the station. The CFS along with the Red Arrows, moved to RAF Cranwell in the mid-1990's and it was decided that Scampton was to close. This proposal was shelved due to overwhelming pressure from the local and wider British public, local press and MP's the base remained open as among other things, an overflow base for RAF Waddington. In the early 2000's the Red Arrows moved back to Scampton due to lack of space at Cranwell and it was decided that they would be based there. In 2008 it was decided that the Red Arrows would again be moved, this time to RAF Waddington, but the plan was put on hold. In 2011, another review was carried out and it was felt that Scampton was still the most suitable location for the unit at that time. In 2018 it was announced that Scampton was to be closed by 2022, and in May 2020 that the Red Arrows would relocate to RAF Waddington. Main aircraft operated for the period (early 2000's-2021): BAe Hawk T. Mk1. Shown are Hawks of the Royal Air Force Aerobatic Team, The Red Arrows. Also present is one of the Reds Schopf F59 tractors, resplendent in team colours. GPS- 53º18'11.04" N 0º32'54.39" W. Price:£19.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB48-509 Mon, 22 Nov 2021 18:58:08 GMT http://www.hannants.co.uk/product/KWB48-500 RAF Marham, Norfolk, United Kingdom, 2018-. 675mm(W) x 675mm(H) 26inches(W) x 26inches(H). RAF Marham can trace its history back to 1916 when it started service as a night landing ground near RNAS Narborough, and also as an airfield to launch defensive operations against German Zeppelin attacks against Norfolk. The first unit stationed here was No. 51 Squadron, Royal Flying Corps flying Royal Aircraft Factory B.E.2 and B.E.12's with Avro 504K's used in the night training role. After the Great War, the base became redundant, but was re-activated in 1937 after expansion work which started in 1935. The first unit to be based there was No. 38 Squadron, arriving in May 1937 and flying the Fairey Hendon. The following month, 38 Squadron was joined by the newly reformed No.115 Squadron flying the Handley Page Harrow. In December 1938, No. 38 Squadron replaced its Hendons with Vickers Wellington Mk. I's, and in April the following year, No. 115 Squadron was also re-equipped with the Wellington. November 1940, saw the arrival of No. 218 Squadron, initially flying Wellingtons, but re-equipping with the Short Stirling in December 1941. No. 105 Squadron arrived in 1941 equipped with the de Havilland Mosquito. By this time, Marham was one of the major RAF Bomber Command bases in eastern England, launching Pathfinder missions against German and other targets in Europe. Marham was closed in 1944 for major refurbishment and construction of new concrete runways and support areas. The base remained closed for the duration of the war, but by 1946 had reopened and was used as a test facility during Project Ruby. This was a joint Anglo-American test to ascertain the feasibility of penetration weapons against heavily fortified and protected targets. Notable weapons used in this test were the British 22,000b free fall Grand Slam and US 4,500b rocket assisted Disney bomb. No. 15 Squadron RAF flying modified Avro Lancaster's were used jointly with USAAF Boeing B-29 Superfortress'. Initial trials were against the (by then) defunct German Nordsee III U-Boat pens at Heligoland, with the Valentin submarine pens at Bremen and the U-Boat assembly facilities at Farge also being targets. During the late 1940's and early 1950's, Marham was home to the USAAF's 2nd, 22nd, 43rd, 307th and 509th Bombardment Groups flying Boeing B-29's and B-50's. In 1950, the first of seventy Boeing Washington B.I's arrived to equip No. 90 Squadron. During the 1950's, Marham began to operated Handley Page Victors and Vickers Valiants as part of the V-Force and early air-to-air refuelling operations. That base was also instrumental in the Falkland Islands campaign of 1982. Now. 55 and 57 Squadrons were stationed at Marham flying Victor K1 and K2's. In the early 1980's, it was decided that Marham was to become home to the Panavia Tornado GR.1's of the (then to be reformed) No. 617 Dambusters Squadron. Twenty four hardened aircraft shelters were constructed each able to house a single Tornado and four WE.177 nuclear bombs. This was to be the last free fall nuclear weapon deployed by the RAF, being introduced in the mid-1960's and phased out of service in 1998. No. 617 became operational at Marham in January 1983, with No. 27 Squadron, also flying Tornados, arriving in August of the same year. No. 57 Squadron disbanded in June 1986 leaving No. 55 Squadron to carry on as the only Victor K.2 unit at Marham. During the spring of 1987, the Tornado Weapons Conversion Unit (TWCU) was deployed to Marham for a six month period whilst refurbishment of its home base at RAF Honington was carried out, and the following year, No. 42 Squadron relocated it's Nimrod MR2's to Marham whilst repair work was being carried out on its home base at RAF St. Mawgan. In December 1991, No. 2 Squadron was relocated to Marham from RAF Laarbruch with its Tornado GR.1A's. No. 27 Squadron was disbanded in September 1993, followed by No. 55 Squadron standing down the following month. These unit disbandments saw the arrival of Canberra PR.7 and PR.9's of No. 39 Squadron from RAF Wyton. By the end of the 1990's and into the early 2000's, the RAF began to leave Germany. No. IX (B) Squadron was relocated from RAF Brüggen in July 2001, with No. 31 Squadron arriving in August of the same year. The Tornado was finally phased out of RAF service in 2019. In 2013, it was decided that Marham would be the base for the new Lockheed-Martin F-35B Lightning II and would re-equip No. 617 and 207 Squadrons, the latter which would be the Lightning II Operational Conversion Unit (OCU). Marham underwent extensive upgrade and rebuild as part of Project Anvil in 2016 to 2018 to prepare for arrival of the new aircraft. The construction of new facilities, taxiways, vertical landing pads and upgrades of runways were carried out as part of the £82.5 million project. The first four Lightning II's crewed by 617 Squadron pilots, along with three Airbus A330 Voyager and a single Airbus A400M Atlas, arrived from MCAS Beaufort, South Carolina in June 2018. 617 Squadron became fully operational on the Lightning II in January 2019. In July 2019, a further six F-35B's arrived from Beaufort crewed by No. 207 Squadron pilots. This unit became operational in August 2019. F-35B's of No. 207 Squadron departed Marham in January 2020 for local operations aboard the new H.M.S. Queen Elizabeth (RO8) carrier and for inspection by HM Queen Elizabeth II. This carrier is actually named in honour of H.M.S. Queen Elizabeth, a Royal Navy dreadnought that saw service during the Great War, and which itself was named after Queen Elizabeth I. Not as some mistakenly believe after the current serving British monarch. In September 2020, No. 617 Squadron embarked on a joint exercise with F-35B's from VMFA-211 aboard H.M.S. Queen Elizabeth for Exercise Joint Warrior. Main aircraft operated for the period (2018-) given: Lockheed-Martin F-35B Lightning II. Shown is a Lightning II operated by No. 617 Dambusters Squadron. GPS- 52º38'47.26" N 0º33'19.02" E. Price:£19.99 sales@hannants.co.uk http://www.hannants.co.uk/product/KWB48-500 Mon, 22 Nov 2021 18:51:43 GMT http://www.hannants.co.uk/product/KORS72236 Avro 504N Engine set (designed to be used with A-Model and Airfix kits). Price:£11.80 sales@hannants.co.uk http://www.hannants.co.uk/product/KORS72236 Thu, 10 Mar 2016 10:00:01 GMT http://www.hannants.co.uk/product/KORCS7248 AVRO 504N Belgium conversion set and decal (designed to be used with Airfix and A-Model kits). Price:£16.60 sales@hannants.co.uk http://www.hannants.co.uk/product/KORCS7248 Thu, 11 Feb 2016 10:21:05 GMT http://www.hannants.co.uk/product/CMK5105 Le Rhone 9J - French WWI Rotary Engine. 1/32 for SH32057 and SH32060 Bristol M.1C (and other aircraft with this engine) Highly detailed set of a French WWI nine-cylinder rotary engine Le Rhône 9J. The cylinders, air intake and the plugs are separate pieces. Besides the Bristol M.1C, for which the set is made for, this engine was fitted also in other Allied aeroplanes such as the Nieuport N.17, Nieuport N.27, Hanriot HD.1, Avro 504 and the Sopwith F.1/2F.1 Camel. The German Oberursel company produced this engine named as Oberursel Ur.II for the Fokker Dr.I Triplane , Fokker D.VI and Fokker D.VIII fighters. France, GB / WWI. Price:£14.40 sales@hannants.co.uk http://www.hannants.co.uk/product/CMK5105 Thu, 12 Feb 2015 16:23:10 GMT http://www.hannants.co.uk/product/WSDA156 Early Avro 504 Biplanes. Price:£11.50 sales@hannants.co.uk http://www.hannants.co.uk/product/WSDA156 Thu, 03 Jan 2013 00:00:00 GMT http://www.hannants.co.uk/product/AZD48045 Quetzales Vie Jos Guerreros, Guatemala Air Force 1921-1945 (10) Avro 504K 1921; Ryan PT-20 1939; Fairchild PT-19A Cornell 1946; Stearman PT-17 Kaydet 1943; North-American T6-D/G Texan 1943; Boeing P-26A Peashooter 1943; Beechcraft AT-11 Kansan 1946; Beechcraft C-45 Expeditor 1952; Nort American P-51D/P-51K Mustang 1954; Douglas DC-3 Dakota Skytrain 1945. Includes Numbers, National Insignia, Badges etc for several examples of each type.. Price:£12.90 sales@hannants.co.uk http://www.hannants.co.uk/product/AZD48045 Thu, 29 Dec 2011 00:00:00 GMT http://www.hannants.co.uk/product/MAX7221 Irish Air Corps 1922-1952 (17) Gloster Gladiator 26; Westland Lysander 63; Supermarine Seafire III 153; Hawker Hurricane IIc 115; Avro Anson 21. 41 or 44; Supermarine Walrus N18; Martinsyde F.4 Buzzard M1; Bristol F.2B BFVII or 22; Avro 504K , DH 60 Cirrus Moth 23; Fairey Battle TT.1 82; Lockheed Hudson 91; Hawker Hind 70; Hawker Hector 88; Grunau Baby II glider Gb1; DH 84 Dragon 18; Miles Martinet TT.1 145 and bonus serials for a Bristol F.2B in 1/32 scale.. Price:£- sales@hannants.co.uk http://www.hannants.co.uk/product/MAX7221 Fri, 06 May 2011 00:00:00 GMT http://www.hannants.co.uk/product/BR418 Afghan Air Force (4) AirCo/de Havilland DH.9 1924; Avro 504K 1924; Duks R-1 Soviet built DH.9 2 versions. Price:£5.00 sales@hannants.co.uk http://www.hannants.co.uk/product/BR418 Thu, 22 Jan 2009 00:00:00 GMT http://www.hannants.co.uk/product/BR415 Chilean Air Force 1913-23. Avro 504K schemes (5); Bleriot XI-2; Royal_Aircraft_Factory S.E.5A. Price:£5.00 sales@hannants.co.uk http://www.hannants.co.uk/product/BR415 Mon, 07 Jul 2008 00:00:00 GMT http://www.hannants.co.uk/product/BR256 Manchurua/Manchukuo Part 1. (4) Breguet Br.14 M-201 1931; Avro 504K No 105 1920; Breguet Br.19A-2 1930; Junkers Ju-86Z-2 M-223 1938 [Br.14A-1 Br.14A-2]. Price:£6.00 sales@hannants.co.uk http://www.hannants.co.uk/product/BR256 Wed, 13 Dec 2006 00:00:00 GMT http://www.hannants.co.uk/product/BR258 Peruvian Army Aviation 1919-27. Ansaldo A-1 Balilla; Ansaldo SVA-5; AirCo/de Havilland DH.9; Bristol F.2B; Avro 504K x 3; Salmson 2S.2;. Price:£6.00 sales@hannants.co.uk http://www.hannants.co.uk/product/BR258 Fri, 01 Jan 1999 00:00:00 GMT