Aviation Art of No.57 Sqn

Blenheim
Manufacturer : Bristol
Built : 4422

Blenheim
The Bristol Blenheim, the most plentiful aircraft in the RAFs inventory when WWII began, was designed by Frank Barnwell, and when first flown in 1936 was unique with its all metal monoplane design incorporating a retractable undercarriage, wing flaps, metal props, and supercharged engines. A typical bomb load for a Blenheim was 1,000 pounds. In the early stages of the war Blenheims were used on many daylight bombing missions. On the day that war was declared on Germany, a Blenheim piloted by Flying Officer Andrew McPherson was the first British aircraft to cross the German coast and the following morning 15 Blenheims from three squadrons set off on one of the first bombing missions The Blenheim units operated throughout the battle, often taking heavy casualties, although they were never accorded the publicity of the fighter squadrons. The Blenheim units raided German occupied airfields throughout July to December 1940, both during daylight hours and at night. Although most of these raids were unproductive, there were some successes; on 1 August five out of 12 Blenheims sent to attack Haamstede and Evere (Brussels) were able to bomb, destroying or heavily damaging three Bf 109s of II./JG 27 and apparently killing a Staffelkapitän identified as Hauptmann Albrecht von Ankum-Frank. Two other 109s were claimed by Blenheim gunners. Another successful raid on Haamstede was made by a single Blenheim on 7 August which destroyed one 109 of 4./JG 54, heavily damaged another and caused lighter damage to four more. There were also some missions which produced an almost 100% casualty rate amongst the Blenheims. One such operation was mounted on 13 August 1940 against a Luftwaffe airfield near Aalborg in north-western Denmark by 12 aircraft of 82 Squadron. One Blenheim returned early (the pilot was later charged and due to appear before a court martial, but was killed on another operation); the other 11, which reached Denmark, were shot down, five by flak and six by Bf 109s. Blenheim-equipped units had been formed to carry out long-range strategic reconnaissance missions over Germany and German-occupied territories, as well as bombing operations. In this role, the Blenheims once again proved to be too slow and vulnerable against Luftwaffe fighters and they took constant casualties While great heroism was displayed by the air crews, tremendous losses were sustained during these missions. The Blenhiem was easy pickings at altitude for German Bf-109 fighters who quickly learned to attack from below. To protect the vulnerable bellies of the Blenheims many missions were shifted to low altitude, but this increased the aircrafts exposure to anti-aircraft fire. In the German night-bombing raid on London on 18 June 1940, Blenheims accounted for five German bombers, thus proving that they were better-suited for night fighting. In July, No. 600 Squadron, by then based at RAF Manston, had some of its Mk IFs equipped with AI Mk III radar. With this radar equipment, a Blenheim from the Fighter Interception Unit (FIU) at RAF Ford achieved the first success on the night of 2–3 July 1940, accounting for a Dornier Do 17 bomber. More successes came, and before long the Blenheim proved itself invaluable as a night fighter. One Blenheim pilot, Squadron Leader Arthur Scarf, was posthumously awarded the Victoria Cross for an attack on Singora, Thailand, on 9 December 1941. Another bomber of No. 60 Squadron RAF was credited with shooting down Lt Col Tateo Katō's Nakajima Ki-43 fighter and badly damaging two others in a single engagement on 22 May 1942, over the Bay of Bengal. Katō's death was a severe blow to the Imperial Japanese Army Air Force.

Lancaster
Manufacturer : Avro
Built : 7377

Lancaster
The Avro Lancaster arose from the avro Manchester and the first prototype Lancaster was a converted Manchester with four engines. The Lancaster was first flown in January 1941, and started operations in March 1942. By March 1945 The Royal Air Force had 56 squadrons of Lancasters with the first squadron equipped being No.44 Squadron. During World War Two the Avro Lancaster flew 156,000 sorties and dropped 618,378 tonnes of bombs between 1942 and 1945. Lancaster Bomberss took part in the devastating round-the-clock raids on Hamburg during Air Marshall Harris' "Operation Gomorrah" in July 1943. Just 35 Lancasters completed more than 100 successful operations each, and 3,249 were lost in action. The most successful survivor completed 139 operations, and the Lancaster was scrapped after the war in 1947. A few Lancasters were converted into tankers and the two tanker aircraft were joined by another converted Lancaster and were used in the Berlin Airlift, achieving 757 tanker sorties. A famous Lancaster bombing raid was the 1943 mission, codenamed Operation Chastise, to destroy the dams of the Ruhr Valley. The operation was carried out by 617 Squadron in modified Mk IIIs carrying special drum shaped bouncing bombs designed by Barnes Wallis. Also famous was a series of Lancaster attacks using Tallboy bombs against the German battleship Tirpitz, which first disabled and later sank the ship. The Lancaster bomber was the basis of the new Avro Lincoln bomber, initially known as the Lancaster IV and Lancaster V. (Becoming Lincoln B1 and B2 respectively.) Their Lancastrian airliner was also based on the Lancaster but was not very successful. Other developments were the Avro York and the successful Shackleton which continued in airborne early warning service up to 1992.

Lincoln
Manufacturer : Avro
Built : 624

Lincoln
he first RAF Lincolns joined No. 57 Squadron at East Kirby in 1945. No. 75 (New Zealand) Squadron RAF began re-equipping with Lincolns at RAF Spilsby during August 1945. However, 75 (NZ) Sqn received just three aircraft before VJ Day. In the postwar Royal Air Force, the Lincoln equipped many bomber squadrons. Nearly 600 Lincolns were built to equip 29 RAF squadrons, mainly based in the United Kingdom. They were partially replaced by 88 Boeing Washingtons, on loan from the USAF, which had longer range and could reach targets inside the Iron Curtain. Small numbers remained in use with Nos 7, 83 and 97 Squadrons until the end of 1955, when they were replaced by the first of the V bombers. RAF Lincolns were used in combat during the 1950s, in Kenya against the Mau-Mau, operating from Eastleigh, and also served in Malaya during the Malayan Emergency, against insurgents aligned to the Malayan Communist Party. In Malaya, Lincolns operated from Changi and Tengah, More than 3,000 sorties were flown during their 7 1⁄2-year deployment, with half a million pounds of bombs dropped. This equated to 85% of the bomb tonnage dropped during the Malayan emergency. On 12 March 1953, a RAF Lincoln (RF531 "C") of Central Gunnery School was shot down 20 mi (32 km) NE of Lüneburg, Germany by several Soviet MiG-15s as it flew to Berlin on a radar reconnaissance flight, resulting in the deaths of the seven crew members. In November 1955, four Lincolns of No. 7 Squadron RAF were detached for duties in British territories in the Middle East. In Bahrain, they carried out border patrols of the then Trucial States. When 7 Sqn was disbanded in December 1955, the four detached crews and aircraft became No. 1426 Flight RAF, officially a photographic reconnaissance unit. It was later sent to Aden, carrying out patrols in the lead up to the Aden Emergency. As the RAF Lincolns became unserviceable due to wear and tear, they were replaced by jet aircraft. The Lincolns of Bomber Command were phased out from the mid-1950s and were completely replaced by jet bombers by 1963. The last Lincolns in RAF service were five operated by No. 151 Squadron, Signals Command, at RAF Watton, Norfolk, which were retired on 12 March 1963. From late 1946, Australian-built Lincolns were phased into No. 82 Wing RAAF at RAAF Amberley, replacing the Consolidated Liberators operated by 12, 21 and 23 Squadrons. In February 1948, these units were renumbered 1, 2 and 6 Squadrons respectively; a fourth RAAF Lincoln squadron, No. 10 was formed on 17 March 1949 at RAAF Townsville as a reconnaissance unit. RAAF Lincolns took part in operations in Malaya in the 1950s, operating alongside RAF examples. The RAAF based the B.Mk 30s of No.1 Squadron at Tengah, for the duration of operations in Malaya. The RAAF Lincolns were retired in 1961, with the MR.Mk 31s of No. 10 Squadron being the final variant to see service in Australia.

Oxford
Manufacturer : Airspeed
Built : 6695

Oxford
The Oxford was built by Airspeed (4,960), De Havilland (1,515), Percival Aircraft (1,525) and the Standard Motor Group (750) during WW2. It was capable of training pilots, navigators, air gunners, radio operators and flight engineers. As well as equipping service flying schools in Great Britain, they spread out all over the globe, training aircrew in Australia, New Zealand, South Africa, Canada, and Southern Rhodesia. Nearly 50% of all aircrew who served in the RAF, RCAF, RAAF and RNZAF went through the British Commonwealth Air Training Plan, The Oxford was the preferred trainer for the Empire Air Training Scheme (EATS) and British Commonwealth Air Training Plan (BCATP), which sent thousands of potential aircrew to Canada for training. 27 Oxfords were on the strength of No 4 Flying Training School RAF Habbaniya, Iraq in early 1941 and some were converted locally, for use as light bombers to help in the defence of the School against Iraqi forces. Airspeed Ltd was founded by Neville Shute Norway in 1931. N.S. Norway had trained as an aeronautical engineer, and worked under Barnes Wallis (of ‘Bouncing Bomb’ fame) at Vickers Ltd. on the successful R.100 airship. His first design for the new company was the Airspeed A.S.6 Envoy, he was responsible for devising a retractable undercarriage for the Envoy, and it enjoyed both civil and military success – an Envoy served in ‘The King’s Flight’, and was used to convey members of the Royal Family, and the South African Air Force ordered a batch of seven ‘Convertible Envoys’ which could be fitted with an Armstrong Whitworth gun turret and carriers for small bombs, as needed. In 1941, the aviatrix Amy Johnson went missing in an Airspeed Oxford, presumably crashing into the Thames Estuary. After the war, 152 surplus Oxfords were converted into small 6-seat commercial airliners called the AS.65 Consul. A few Oxfords were acquired by the Hellenic Air Force and used during the Greek Civil War by No. 355 Squadron RHAF. Although the Oxford was equipped with fixed-pitch wooden or Fairey-Reed metal propellers, the cockpit contained a propeller pitch lever, which had to be moved from "Coarse" to "Fine" for landing. This was to reinforce this important step for trainee pilots. Oxfords continued to serve the Royal Air Force as trainers and light transports until the last was withdrawn from service in 1956. Some were sold for use by overseas air arms, including the Royal Belgian Air Force.

Wellington
Manufacturer : Vickers

Wellington
The Vickers Wellington was a Bomber aircraft and also used for maritime reconnaissance. and had a normal crew of six except in the MKV and VI where a crew of three was used. Maximum speed was 235 mph (MK1c) 255 mph (MK III, X) and 299 mph (MK IIII), normal operating range of 1805 miles (except MK III which was 1470miles) The Wellington or Wimpy as it was known, was the major bomber of the Royal Air Force between 1939 and 1943. The Royal Air Force received its first Wellingtons in October 1938 to 99 squadron. and by the outbreak of World war two there were 6 squadrons equipped with the Vickers Wellington. Due to heavy losses on daylight raids, the Wellington became a night bomber and from 1940 was also used as a long range bomber in North Africa. and in 1942 also became a long range bomber for the royal Air Force in India. It was well used by Coastal Command as a U-Boat Hunter. The Wellington remained in service with the Royal Air Force until 1953. Probably due to its versatile use, The aircraft was also used for experimental work including the fitting of a pressure cabin for High altitude tests. The Vickers Wellington could sustain major damage and still fly, probably due to its construction of its geodesic structure and practical application of geodesic lines. Designed by Sir Barnes Wallis

No.57 Sqn RAF
Pilot and aircrew signature details

Flt Lt Phil Ainley DFC
Our estimated value of this signature : £20
Died : 2011

Flt Lt Phil Ainley DFC

Phil was 15 when war was declared on the 3rd September 1939. He had always wanted to be a pilot and the only way to do this was to join the RAF or the RAF Volunteer Reserve. However, he couldn't join until he was 17 and so he took up an engineering apprenticeship. When Phil tried to join up again he was told he couldn't because he was in a reserved occupation. Phil finally joined the RAF in November 1941 when he opted for aircrew as this was the only way he could get out of his apprenticeship. However, he couldn't start his flying training until he was 17½. In November 1942, Phil was sent to St John's Wood, to the Air Crew Receiving Centre. Here he was given a uniform and white flashes to put in his cap to show that he was aircrew. He and his colleagues spent five weeks marching around London and having inoculations. After St John's Wood, Phil was sent to Manchester's Heaton Park. This was a holding centre for volunteer aircrew and from here everyone was sent for specialist training as pilots, navigators, bombardiers and wireless operators. Phil was sent for pilot training in Silloth, Cumbria. Here he received just a few hours of flying in Tiger Moths and then when he was safe to fly he was passed back to Manchester. From here, Phil was selected for pilot training and was sent with a batch of naval ratings to the US Air Base Gross Ille, Michigan, USA. It was extremely cold, but even so physical exercise had to be carried out at 5.30 in the morning and in singlet and shorts! Phil passed out from his basic flying training and then proceeded to the US Aviation Base, Pensacola, Florida. Here, Phil learned to fly single engine aircraft of various types. In December 1942, Pearl Harbour was attacked and American patriotism was everywhere even on the pats of butter. Any Britons were treated as honoured guests and were adopted by local families. It was decided that Phil was better suited to multi-engine rather than single-engined aircraft and so he was sent to train on Catalina, flying boats. In May 1943 he passed out as a pilot and was awarded his American Naval Gold Wings. The advantage of Phil's training was that he learned seamanship as well as airmanship. Once back in Great Britain Phil went to Moss Bros to purchase his brand new Pilot Officer's uniform. His pay had gone up from 5 shillings a day to 10 shilling and 6 pence and beer was only 9d to 10d (old pence) a pint! Unfortunately, there was no need for more flying boat pilots but as Phil had multi-engined experience, he was sent to fly 4 engined aircraft. This meant further training as landing aircraft on land rather than the sea required a different technique. Once this new technique had been mastered Phil was sent to a Wellington Operation Training Unit. Here people were either picked or they did the picking of aircrew. Phil picked a Pilot Officer from the Canadian airforce as his Navigator and a fellow British Pilot Officer as his bomb aimer. It was when training on Short Stirling aircraft that Phil met the rest of his crew; a wireless operator, a Canadian mid-upper gunner, a rear gunner and a flight engineer. Phil's wireless operator was only 17 ½ as was his rear gunner. Although they had flown in the aircraft for only a few hours, they were seen to be ready to fly Lancaster bombers and were sent to Nottinghamshire for training. This consisted of 14 hours flying time on the Lancaster, 7 hours during daylight and 7 hours at night. On the 15th May 1944, Phil and his crew were sent to 57 Squadron East Kirby, Lincolnshire. He then experienced his first operational flight, sitting alongside a 'veteran' pilot. They flew to Amiens where they were due to deposit bombs on marshalling yards. However, they returned with their bomb load! Phil's first operational flight with his crew was on the 24th May. Their target was the marshalling yards in Antwerp. Things were building up for the D Day landings and so the aim of the bombing raids was to cause maximum disruption to the Germans. Although the crew were not told when D Day was to happen, they returned from a mission in the early morning on the 4th June and saw numerous ships and barges, so they knew something was occurring. By July, Phil and his crew had flown 14 missions and they were flying almost every other night. After the troops had been landed in France there were more trips into Germany and more aircraft went missing. In the summer of 1944, Phil's logbook recorded two trips, one with 31 missing and one with 49 missing and each of those aircraft had a crew of 7 men. On the 16th August 1944 the crew were briefed to do a 'gardening' mission. Gardening was code for dropping sea mines. The area to be mined was the Stettin Bay Canal in Germany. The mines had to be dropped from only 250 feet and this area was fiercely guarded. Only 6 crews had been detailed to fly down the canal and Phil's was one of them. Command had laid on an attack on the town of Stettin itself to draw attention away from the Canal. However, the bombing was delayed as the marking for the bombs was off track and the aircraft had the terrifying prospect of orbiting the target at only 250 feet, whilst marking was relaid. The aircraft in front of Phil was blown up and they had to negotiate the debris. Out of the 6 aircraft earmarked to bomb the Stettin Canal, one was blown up, one did not reach Stettin and one went missing. It was for this mission and pressing home the attack that Phil was awarded the Distinguished Flying Cross. Having successfully completed 33 missions Phil and his crew left the Squadron on the 6th October. In 2002, after 58 years Phil was re-united with his Navigator at a Re-union at East Kirkby, the Station from where they flew during the war. Sadly, Phil Ainley passed away on 19th September 2011.

Marshal of the Royal Air Force Sir Michael Beetham GCB CBE DFC AFC FRAeS
Our estimated value of this signature : £40
Died : 2015

Marshal of the Royal Air Force Sir Michael Beetham GCB CBE DFC AFC FRAeS

Marshal of the RAF Sir Michael Beetham, who has died aged 92, was, with the exception of the RAFs founder, MRAF the Lord Trenchard, the longest serving Chief of the Air Staff (CAS). In a career that took him from flying bombing raids to Berlin during the Second World War to overseeing the RAF's successful role in the Falklands War he was never less than personally courageous and a tenacious champion of the Force. Beetham became CAS on August 1 1977 after Sir Neil Cameron had been promoted to be Chief of the Defence Staff following the untimely death of Marshal of the RAF Sir Andrew Humphrey. He inherited the appointment at a difficult time and at a relatively young age. Recognising the seriously impaired morale of the service following the heavy cuts his predecessors had been compelled to accept, he set about restoring some stability and improving the terms of service of RAF personnel. Along with his fellow Chiefs, he had to address the severe problems of service pay, which were seriously hindering recruitment and causing an exodus of skilled people. The need for the military to meet the demands of the fireman's strike at the end of 1977 brought the issue into the public domain. By the middle of April 1978, the Labour Government had not addressed the matter, so the four Chiefs released details to the national press. The story was covered in considerable detail and it attracted much public support but it earned the Chiefs a very sharp public reprimand from the Prime Minister. Within a few weeks the Armed Forces Pay Review Board recommended a significant pay increase. On his first visit to an RAF station after this result, Beetham earned a spontaneous round of applause. Soon after the election of Margaret Thatcher's government in 1979 he faced further serious challenges when it was decided to carry out a major defence review. Beetham had ensured that the senior appointments on the Air Staff were filled by the brightest men of that RAF generation. Thus he was well-equipped to fight the RAF's corner, which he did with considerable skill, tenacity and resolve, during the Nott Review. While major issues such as the purchase of Trident and the deployment of cruise missiles were being debated at Chiefs of Staff level, there were many RAF matters also engaging his attention. The Tornado had just entered service and he had to defend it against much unjustified criticism in the early days. The RAF's air defence posture was also far from satisfactory and the purchase of helicopters and development of the transport force were other important issues. He was also determined to build up the RAF Regiment and the revived Royal Auxiliary Air Force which had been cut in the 1957 Defence White Paper. He was nearing retirement when the Argentine forces invaded the Falkland Islands on April 2 1982. As Admiral Sir Terence Lewin was in Australia for defence talks, Beetham was acting Chief of Defence Staff. He was undoubtedly vexed by the direct approach made by Admiral Leach, the First Sea Lord, to the Prime Minister, without any prior consultation with his fellow Chiefs, during which he convinced her that the islands could be retaken by an amphibious-led assault. He put this episode aside, however, and set about energetically drawing up plans on how the RAF could be involved most effectively. At the heart of this was Beetham's concern that the RAF should make a direct operational contribution and not be confined solely to the re-supply of men and materials. He put the whole of the RAF's transport fleet on standby, despatched Nimrods to Ascension Island and pressed successfully for the employment of RAF Harriers from the Navy's aircraft carriers. With his knowledge of strategic bombing and his expertise on air-to-air refuelling, he instructed his staffs to assess if a bombing attack against Port Stanley Airfield was feasible. He appreciated that there was little prospect of inflicting lasting, or major, damage but he believed such an attack, mounted at extreme range – the longest bombing operation from base to target at the time – would send a clear message to the Argentines that air power based on Ascension Island could pose a major threat to mainland Argentina, in addition to boosting the morale of the islanders. He realised that such an attack was an especially demanding undertaking for his Vulcan bomber and Victor tanker crews but he pushed for it in the face of some scepticism in Whitehall. For Beetham, the operation was a potent illustration of the case for the strategic impact and flexibility of air power which he had argued for during the previous year's defence review, and a confirmation that the qualities of daring and courage which he had experienced in Bomber Command during his time as a Lancaster pilot in the Second World War were still present in the service which he led. His personal staffs later recalled that at the moment he learned of the success of the operation, his eyes filled with tears and he beat his hand with his fist, a rare display of emotion. A few months after the end of the Falklands conflict, Beetham handed over the reins to his successor and retired from the service. The son of Major G C Beetham MC, Michael James Beetham was born on May 17 1923 in London and educated at St Marylebone Grammar School. He volunteered for the RAF in 1941 and trained as a pilot in the USA under the US/UK bi-lateral Arnold Scheme. On his return to England, Beetham trained on Lancasters, an aircraft he would describe later in his life as the one for which he had the greatest affection. He joined Bomber Command's No 50 Squadron in November 1943 just as the Battle of Berlin had got under way and flew his Lancaster to the city no fewer than ten times. He also flew on the disastrous raid to Nuremberg on the night of March 30/31 1944 when 96 of the bomber force failed to return. Such losses had a profound affect on the 20-year-old Beetham. Although his bomber was damaged by anti-aircraft fire on a number of occasions, he faced his greatest danger on a training flight when he and his crew were forced to bale out of their burning Lancaster. He went on to survive 30 operations over Germany when the losses were at their highest. Assessed as an outstanding pilot, he was awarded the DFC for his gallantry and leadership. After a period training bomber crews, he returned to operations as the war ended and dropped food supplies to the starving Dutch population during April and May 1945. Offered a permanent commission in the peacetime RAF, Beetham served at HQ Bomber Command. In August 1949 he assumed command of No 82 Squadron flying Lancasters on photographic survey and aerial mapping for the Colonial Office in East and West Africa. In 1953 he moved to the operational requirements branch in the Air Ministry where the issues of bringing the three V-bombers into service took up much of his time. He was closely involved in drafting the specification for the TSR 2 aircraft, and its subsequent cancellation was, in his view, a grave mistake. During this period he attended the 1956 atomic weapons trials at Maralinga, Australia, where he witnessed the four tests. This experience had a major influence on his later strategic thinking and the employment of nuclear weapons. Beetham joined the V-Force in 1958 when he was given command of No 214 Squadron operating the Valiant. The squadron was about to embark on air-to-air refuelling trials. He recognised the strategic significance this capability afforded for projecting air power at extreme range and he strove to perfect the flying techniques and procedures. A year later he felt ready to demonstrate the value of this additional capability with a number of special long-distance flights. On July 9 1959 he and his crew took off from Marham in Norfolk and headed for South Africa. Refuelling in flight twice, they arrived over Cape Town after a flight of 11 hours 28 minutes. A few days later they returned in just over 12 hours. These two non-stop flights broke the speed record for the distance and provided a convincing demonstration of the feasibility and potential of air-to-air refuelling. For his work, Beetham was awarded the AFC. Then almost totally a Bomber Command man, Beetham spent the next four years in senior staff appointments working for some of the Command's most dedicated and forthright commanders. These challenging times included the Cuban missile crisis and the shooting down of Gary Powers over the Soviet Union, an incident which exposed the vulnerability of the Valiants and other V-force aircraft to a new generation of Soviet Missiles. The cancellation of Skybolt and the acquisition of Polaris, which led to the transfer of the UK's strategic nuclear deterrent capability to the Royal Navy, had major implications for Bomber Command and he was deeply involved in the staff work. Identified as heading for the top of his service, there was a need to broaden his experience. So, in 1964, he was sent to Aden to command Khormaksar, then the RAF's largest operational base, operating a wide variety of tactical and transport aircraft, but no bombers. His arrival coincided with the start of a major terrorist campaign against British forces and his squadrons were in action over Radfan and in support of ground forces throughout the troubled colony. After two years as the Director of Strike Operations in MOD, Beetham took command of the RAF's Staff College at Bracknell. In August 1972, he became Assistant Chief of Staff (Plans and Policy) at SHAPE, an appointment that over a number of years attracted the RAF's most capable senior officers. He worked under the charismatic and bullish American General Al Haig and his work was at the heart of Nato policy making, in particular the nuclear planning aspects. This unique opportunity to work in the international arena was to prove a great asset in his future appointments. After a period as the Deputy C-in-C at Strike Command, he left in January 1976 to be the C-in-C of RAF Germany and Commander Second Allied Tactical Air Force. His RAF squadrons were in the midst of a major aircraft re-equipment programme and there was great emphasis on the ability of his airbases to survive any pre-emptive attack. This exposure to tactical operations and integrating his squadrons' capabilities with those of other Allied air and land forces was invaluable when he took up his appointment as CAS. Beetham always maintained that his time in Germany was one of his most challenging and satisfying. Throughout his career, Beetham was determined to keep flying and remain abreast of current capabilities and tactics. He was a very determined man who dominated his service during his time as CAS giving it strong leadership. He fought tenaciously for the RAF's cause and was unafraid of taking a combative stance if he felt it necessary. No detail escaped his attention, and he was always the master of his brief. At heart, and more privately, he was an intensely loyal and compassionate man. He was, however, a product of his generation in not overtly displaying that latter quality. Indeed, he was seen by some as an authoritarian figure, not a natural communicator, and he never sought popularity but he was considered by many to be one of the RAF's strongest and most influential Cold War chiefs. After retiring from the RAF, Beetham's services and experience were much in demand. For four years he was chairman of GEC Avionics but the RAF remained his greatest love. For many years he continued to have an influence on numerous service issues, all with a view to improving its capabilities and public image. He joined the Board of the RAF Museum at Hendon in 1984 at a time when it was emerging from the growing pains of early expansion. The addition of the Battle of Britain and the Bomber Command Halls had over-extended its finances. Beetham was determined to ensure the debts were covered but the fund-raising strategy he inherited was fatally flawed. In characteristically vigorous style, and with the help of key trustees, he negotiated for the debt to be paid through a loan agreement with HM Treasury. With the survival of the museum in question, Beetham's consistent support of the organisational changes introduced by a new director secured its future. With the foundations laid, he retired in 2000 after 15 years as chairman. In recognition of his significant service the Trustees named their new conservation centre at RAF Cosford after him in 2002. Determined to put the RAF's history on a formal footing, he was a leading instigator in the formation of the RAF Historical Society in 1986 and remained the society's president until his death. He also gave great support to the RAF Club in Piccadilly and was a long-serving president who took a close interest in the club's affairs. For many years he was president of the Bomber Command Association. He was instrumental in the erection of a statue to his wartime chief, Sir Arthur Harris, at the RAF Church of St Clement Danes in London. After it became apparent that successive governments would not sanction a Bomber Command Medal, he poured his energy and influence, into the creation of a major memorial to all the lost aircrew of the Command. Despite failing health, he was determined to see the culmination of his efforts and he was able to attend the dedication of the memorial by the Queen in Green Park in July 2012. Beetham never forgot his lost comrades. In 1981 he unveiled a memorial on the site of his old airfield at Skellingthorpe near Lincoln, which commemorates the 1,984 men killed flying from the airfield. He was assiduous at attending annual reunions, on one occasion meeting up with four men of his old crew who had not seen each other since the end of the war. A keen golfer and tennis player in his younger days, and in retirement a captain of the Royal Norfolk Golf Club, Beetham was appointed CBE (1967), KCB (1976) and GCB (1978). He was a Deputy Lieutenant of Norfolk, was elected as a Fellow of the Royal Aeronautical Society (1982), and was an Honorary Liveryman of the Guild of Air Pilots and Air Navigators. He was awarded the Polish Order of Merit in 1998. Michael Beetham married Patricia Lane in 1956 and she survives him with their son and daughter.

Flt Sergeant Stan Bradford DFM
Our estimated value of this signature : £45
Died : 2017

Flt Sergeant Stan Bradford DFM

A mid-upper gunner on Lancaster ED308 D-Donald of 57 squadron RAF Bomber Command, then based at Scampton. By the end of his tour in March 1944 Stan had become an air Ace, credited by 5 Group with the shooting down of 6 enemy fighters, including a Bf109 over France on his very first operation on the night of August 27th 1943. He died on 22nd June 2017.

Flight Lieutenant J Castagnola DSO DFC
Our estimated value of this signature : £50

Flight Lieutenant J Castagnola DSO DFC

Joining the RAF in 1941 he graduated as a pilot after completing his training in America. Returning to England he joined 51 Squadron in early 1943 flying from RAF Snaith. Born in 1922 in Islington, Cass as he was known to all, enlisted in 1941 and trained in North America. Returning to England he crewed up at OTU and after completing their HCU course the crew, captained by a newly commissioned Cass, joined 57 Squadron in December 1943 for their first tour of operations. They were to be blooded with a series of attacks against Berlin, completing three operations against this target in four nights during January 1944. In all Cass was to visit the Big City eight times during his tour. During the Nuremberg operation of 30/31 March 1944 his Lancaster's rear turret guns froze up but a burst from the mid-upper caused an approaching Me 210 to break away. On return his gunners also claimed one Ju 88 destroyed and another damaged. On 5 April 1944 the crew were one of six attached along with their aircraft to the Squadron at Woodhall Spa, to provide an H2S capability. After an initial trip as passenger with Fg Off Fearn for the attack against the Luftwaffe Depot at St Cyr on 10 April to observe the Squadron's methods, Cass found himself non-operational for a month as the Squadron trained intensively for Operation Taxable. Teamed up with Nick Knilans he completed the D-Day deception operation and three nights later he was operating against the Saumur railway tunnel. Unable to carry Tallboy, his H2S equipped aircraft was loaded with thousand pounders to be aimed at the adjacent railway bridge across the Loire. His next three trips were as an additional member of Knilans'crew. By July Cass had been posted back to 57 Sqn at East Kirkby and would complete his first tour with them.He was not away from Woodhall for long, arriving back on the Squadron on 15 August to start his second tour. This was to be much more satisfying. With his trademark 'operationally battered' cap, Cass and his crew soon proved themselves a popular and valuable asset to the Squadron. Starting with a trip to Brest on 27 August and now carrying Tallboy they were part of the high level force for the attack on the Kembs Dam, and took part in all three operations against Tirpitz, claiming a direct hit in the middle of the superstructure during the final attack. During the attack on Bergen on 12 January 1945 his aircraft came under fighter attack and Cass dived to within the range of the flak batteries; the fighter deigned to follow. Heading out to sea he spotted Ian Ross' aircraft at low level, on fire and under fighter attack. With his bomb aimer manning the front turret and without thinking of his own safety Cass dived to offer whatever assistance he could. He was successful in driving the fighter away, but Ross was forced to ditch, while Cass circled overhead dropping an emergency radio wrapped in Mae Wests when it was seen that Ross' dinghy had not deployed. Climbing to 500 feet they signalled the ditched Lancaster's position and remained in the area, seeking cloud cover when a German fighter came too close. With fuel running low he was eventually forced to leave the stricken crew to their fate. The remaining months saw a new routine develop, railway viaducts replacing U-boat pens as targets during February and March, before returning to April's target list, along with other naval targets during the last month of hostilities. After a total of 62 operations Cass' war came to an end on 19 April 1945 with an attack on the island fortress of Heligoland. The latter part of 1945 saw him as the Squadron's Inspector Pilot as they worked up for 'Tiger Force' – the RAF's projected contribution to the Pacific War but, with the squadron prepared to go overseas to India, in January 1946 he was posted to RAF Snaith, to conduct aircrew training. Having been awarded the DFC for his time on 57 Sqn, Cass was to receive a bar in March 1945 for his service with 617 and a further award of the DSO in October 1945.Awarded a permanent commission in 1947, he was posted to the Central Flying Establishment, RAF West Raynham, flying Mosquitos, Vampires and Meteors, before transferring to the Empire Test Pilots School, RAE Farnborough, in March 1950. After qualifying as a test pilot his experience was put to good use for four years at the Aeroplane and Armament Experimental Establishment, Boscombe Down. Cass transferred to fighters in April 1954 and served in the Middle East and Germany before becoming Officer Commanding No. 41 Sqn, Biggin Hill, flying the Hunter F 5. In keeping with a number of pilots following their fighter tour, at the beginning of 1958 he was sent on a radar control course prior to being posted to Neatishead radar station, Norfolk, as Control Executive. After a final tour as a Staff Officer with HQ No. 13 Group, at Ouston, he left the RAF in November 1961 as a Squadron Leader, joining British Airways as a captain on Comets and Tridents until his retirement in 1980. We have learned that James Castagnola has died, but have no information as to when.

Squadron Leader Alfie Fripp
Our estimated value of this signature : £25

Squadron Leader Alfie Fripp

An Observer with 57 Squadron, he was one of the first aircrew to be taken captive during WWII when his Blenheim was downed on 13th October 1939. His Commanding Officer at the time, Harry 'Wings' Day, was shot down just a few days before and went on to play a leading role in the Great Escape. Enduring over 5 years of captivity, he finally walked to his freedom in the Long March of 1945. – in luft 3 he was responsible for rationing the red cross parcels which he collcted from the train station – bribed polish workers who made maps of the area - entered the camp to ensure the escapees had food once free

Flight Sergeant Ken Jenkinson
Our estimated value of this signature : £10

Flight Sergeant Ken Jenkinson

Initially on Lancasters with 57 Sqn, as Radio Operator to pilot Ian Ross, he remained with the crew when they joined 617 Sqn and their aircraft crash landed in Russia after the first raid on the Tirpitz.

Warrant Offier Ron Legg
Our estimated value of this signature : £15

Warrant Offier Ron Legg

Joined the RAF at Lord Cricket on 12th July 1943. Prior to that he was an engineering apprentice with a well known Bristol company. He was called to the Aircrew Selection Board at Oxford and chose to become a Flight Engineer and following a minor operation on his nose, he went to Lords Cricket Ground. After three weeks initial training in London, he went to Torquay and then to St Athans for the six months training as a Flight Engineer. He passed out in March 1944 having never flown in an aeroplane. When on his first leave, friends would say 'What's it like up there?' he was embarrassed to admit that he had not yet flown. After his leave, he was posted to Scampton where he met the lads that had been crewed up at OTU and were destined for the Lancaster. His next posting was to Winthorpe, 1661 Heavy Conversion Unit. The aircraft was the Stirling and he flew with Sgt Anscombe for a full course; this was mainly to gain air experience. He was then crewed up with F/L Oldacre and did the same course again as the F/E. An experienced F/E flew with them until he was satisfied that they were competent. The next posting was with his crew to Syerston for a conversion on the Lancaster and then to 9 Squadron, Bardney where they did a total of about 12 hours on training flights. The pilot had to do one operation as a 2nd pilot, on that trip he was shot down but he baled out and evaded capture. They then returned to another HCU 1654 Wigsley, once again on the Stirling and another pilot W/O Ross. From there the course was completed and they went through the Lancaster finishing course once again, then to 57 Squadron East Kirkby for operational flying. the first op was a daylight raid on Wilhelmshaven 5th October 1944 and the last on 7th April 1945. His total was 31 operations. He was then posted to a holding unit for redundant aircrew and never flew again with the RAF.

Flight Lieutenant Harry Lemarchant
Our estimated value of this signature : £10

Flight Lieutenant Harry Lemarchant

Trained on Whitleys and was then attached to an anti-submarine unit in Cornwall. After an 11 hour flight in Dec1942, the crew were forced to bale out over Bodmin Moor. He was with 57 Sqn and then returned at the request of his CO to 97 Sqn to serve out his RAF career.

Sergeant Len Manning
Our estimated value of this signature : £20

Sergeant Len Manning

As a Rear Gunner on Lancasters with 57 Sqn, his aircraft was shot down by a German Night Fighter on only his 3rd Operation on 18th April 1944. Taken in by local French civilians, they kept him in hiding until the Allies advanced through Northern France before he finally got back to Britain on 5th September 1944.

Flight Lieutenant Ronald W Meeking
Our estimated value of this signature : £15

Flight Lieutenant Ronald W Meeking

Undertook flying training at Heany, Southern Rhodsia and at Nakuru, Kenya, before joining 55 Squadron in the Western Desert where he flew Mark IV Blenheims and Baltimores. Following an injury, he was repatriated to the UK and eventually joined 57 Squadron at East Kirkby in December 1944. From then until 1945 he completed 16 operational flights, the last being on April 25th 1945 when he was engaged in dropping mines in Oslo fjord and upon returning to East Kirkby, the aircraft he was flying, Lancaster LM231 was the last Lancaster to return to East Kirkby from an operational flight.

Squadron Leader E Gray Ward DFC
Our estimated value of this signature : £40

Squadron Leader E Gray Ward DFC

After joining the RAF in November 1940, Gray Ward trained as a pilot. His first operational squadron was 50 Squadron flying Lancasters, before he joined 57 Squadron as a Flight Commander. In late 1944 he was selected to join 617 Squadron, and took part in the 22,000lb 'Grand Slam' raids on the Bielefeld and Arnsberg viaducts.

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