6 Flight RAF Wikipedia. 6 Enemy Aircraft Flight RAF, nicknamed the Rafwaffe, was a Royal Air Force flight formed during the Second World War to evaluate captured enemy aircraft and demonstrate their characteristics to other Allied units. Several aircraft on charge with the RAE Farnborough section were also used by this unit. The RAE facilities at Farnborough were utilised for the flight testing of German and Italian aircraft during the war. Many crash landed airframes were brought to Farnborough for examination, testing and cannibalisation of spare parts to keep other aircraft in serviceable condition.
The main flight testing work was carried out by the Aerodynamics Flight of the Experimental Flying Department and the Wireless Electrical Flight W EF, the latter responsible for evaluation and examination of radar equipped aircraft later in the war. Enemy Aircraft Flightedit. Heinkel He 1.
77 at RAF Duxford, prior to the establishment of 1. Flight Sept Oct 1. Messerschmitt Bf 1.
The unit was established 2. 12 at RAF Duxford, made up of a small group of pilots who had previously been maintenance test pilots with No. 3 Attached at first to 1. Group, its mission was to demonstrate captured types to Allied personnel and expose them to the appearance, performance, and even the sound of hostile types.
4 Initially, it operated a Heinkel He 1. 77 shot down in Scotland in February 1. Messerschmitt Bf 1. Battle of France AE4. Air Fighting Development Unit,4 and a Junkers Ju 8.
British acquisition after the pilot landed at night at RAF Chivenor in the belief it was an airfield in France the crew had made a navigational error after being deceived by a Meacon. A General Aircraft Monospar was also assigned to the unit for general communication tasks and spare parts. The aircraft in the unit changed throughout the war as further later marques came into the RAFs hands in various ways, including capture by Allied troops, forced or mistaken landings by German pilots, and defections. The flight co operated with the RAF Film Unit, for which the usual British markings were removed and original German restored. 4 Aircraft were then passed to the AFDU at RAF Duxford 1. Several aircraft were lost to crashes, or damaged and then cannibalised for spare parts.
Others were shipped to America for further evaluation. Royal Air Force Greenham Common or RAF Greenham Common is a former Royal Air Force station in Berkshire, England. The airfield was southeast of Newbury, Berkshire. I encourage anyone that has more information Flight Log Book entries or photos on 112 Squadron please send an.
3, the unit moved to RAF Collyweston. 4 Beginning in early 1. Adobe premiere 32 bit torrent. Army Air Forces bases in Britain.
4 After D Day, the perceived need for the flight declined. 4The flight ceased operations at Collyweston on 1. 3,6 reforming at RAF Tangmere on the same date, with unit codes EA, as the Enemy Aircraft Flight of the Central Fighter Establishment, which finally disbanded 3. Photographic Reconnaissance FlighteditFollowing disbandment of No. Squadron RAF in December 1.
Aden troubles to carry out patrols, as No. Photographic Reconnaissance Flight at RAF Khormaksar, Aden on 1 January 1. Serial Number Criteria Description Criteria C47A Data last updated Tue Mar 15 0 425635. 425704 Douglas C47DL 56715692.
Issuu is a digital publishing platform that makes it simple to publish magazines, catalogs, newspapers, books, and more online. Easily share your publications and get. Serial Number Criteria Description Criteria T33 Data last updated Tue Mar 15 0 38504.
38535 Douglas C2092. DC2243 for USAAC. 1426 Enemy Aircraft Flight RAF, nicknamed the Rafwaffe, was a Royal Air Force flight formed during the Second World War to evaluate captured enemy aircraft. Khormaksar on 3.
1 December 1. Avro Lincoln flew operationally as a bomber. Aircraft operated, 1. Axis AircrafteditNote this list may be incomplete, and that not all Axis aircraft captured and allocated RAF serial numbers were flown by 1.
Others were flown by the Air Fighting Development Unit AFDU and the Royal Aircraft Establishment RAE. Messerschmitt Bf 1.
German call sign. Circumstances of acquisition. Aircraft of 1. Karl Hier, captured by the French near Wrth, 2.
9 handed over to the RAF 2 May 1. Sent to the US in April 1. Wright Field 3 November 4. Damaged by a Spitfire of 6. Squadron, flown by Canadian ace George Christie bellylanded at RAF Manston, pilot Wolfgang Teumer of JG 5. 9Repaired using parts of other aircraft and tested by Rolls Royce. In February 1.
Research and Development at Hatfield for propeller tests then to the Aeroplane and Armament Experimental Establishment A AEE at Boscombe Down before in March 1. 3, retired from RAF use as more recent Bf 1.
It was eventually moved to the Royal Air Force Museum, Hendon in 1. Battle of Britain Hall. Gruppenkommandeur Hpt. Rolf Pingel, it was damaged by return fire while attacking Short Stirlings and bellylanded near Dover, 1. Repaired by the RAE and evaluated by the AFDU in October 1. Crashed near Fowlmere 2.
1 during test flight, killing Polish Air Force pilot FO Marian J. Originally flown by Uffz. Oswald Fischer of 1. 6, was damaged by anti aircraft fire during an attack on a Royal Navy corvette and bellylanded at Beachy Head, 2. 2Flown until the end of the war. Formerly of 8. 3 Squadron RAAF, at an airfield near Tobruk, Libya in November 1.
Repaired by 3 Sqn using parts from other aircraft. Repainted in a Desert Air Force scheme, given the squadron code CV V and evaluated in North Africa.
Transferred to 1. Flight in late 1. Preserved in the RAF Museum1. Horst Prenzel, Staffelkapitan 1.
RAF Manston by mistake after a Wilde Sau sortie over the invasion area against night bombers on 2. Another Bf 1. In a take off accident at RAF Wittering, 2. Captured in the Middle East in 1. Writtenoff in a forced landing at Thorney Island 1. 4Focke Wulf Fw 1. German call sign.
Circumstances of acquisition. Armin Faber, Gruppe Adjutant of III. JG 2 Richthofen became disorientated after shooting down an RAF Spitfire over Start Point, Devon. Attempting to return home, he accidentally flew north instead of south and landed at RAF Pembrey on 2. 2Struck off charge, 1.
Originally of I. Werner Ohne landed in error at RAF Manston, 2. 3Despatched to store at 4.
MU Sealand in July 1. Aircraft pictured in image at top of article. Originally H of II. Otto Bechtolder. Disorientated en route and running short of fuel, force landed at RAF West Malling, 1. 4, killing FL E. Originally of 2.
Heinz Ehrhardt, accidentally landed at RAF Manston, Kent on 2. 5Last flight was June 1. Was used for spares for PE8.
Junkers Ju 8. German call sign. Circumstances of acquisition. Formerly of 3. RAF Lulsgate Bottom, after a night raid on Birkenhead on 2. Appeared in the 1. The Adventures of Tartu.
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Originally of Ku. 06, accidentally landed at RAF Chivenor, 2.
1 Damaged by a ground loop on landing, 1. 4 although repairable, cannibalised for spare parts instead. Night fighter of III. NJG 2 flown by Obgfr. Maekle and equipped with Fu.
20 Lichtenstein SN 2 radar and homing devices Fu. 27 Flensburg and Fu. Landed in error at RAF Woodbridge, Suffolk on 1.
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Pilots of lend a hand pushing an early, late 1942. Note the 611 unit identifier 'FY' and the individual aircraft identifier letter 'V' Most units of the are identified by a two character alphabetical or alpha- numeric combination squadron code. Usually, that code is painted on the aircraft belonging to that unit. The squadron code is usually presented along with an individual letter or character to form a call sign for the particular aircraft. Location of the call sign combination has usually been on the rear fuselage next to the. In instances when an unusually large numbers of aircraft comprise the squadron, multiple squadron codes have been used. Other air forces, especially those from other countries, have often used similar systems of identification.
During the, when units from other air forces were attached to the RAF – such as the (also known as '400 series squadrons') – their squadron codes were often changed, to avoid confusion with RAF units. Lake, A (1999). Flying units of the RAF.: Airlife. Further reading. Bowyer, Michael J.F. And John D.R.
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Squadron Codes, 1937-56. Cambridge, Cambridgeshire, UK: Patrick Stephens Ltd., 1979. Delve, Ken. The Source Book of the RAF. Shrewsbury, Shropshire, UK: Airlife Publishing, 1994.
Flintham, Vic and Andrew Thomas. Combat Codes: A Full Explanation and Listing of British, Commonwealth and Allied Air Force Unit Codes Since 1938. Shrewsbury, Shropshire, UK: Airlife Publishing, 2003. Halley, James J. The Squadrons of the Royal Air Force & Commonwealth, 1918-1988. Tonbridge, Kent, UK: Air Britain (Historians) Ltd., 1988. Jefford, Wing Commander C.G., BA, RAF(Retd.).
RAF Squadrons, a Comprehensive record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912. Shropshire, Shropshire, UK: Airlife Publishing, 1988 (second edition 2001). Moyes, Philip J.R.
Bomber Squadrons of the RAF and their Aircraft. London: Macdonald and Jane's (Publishers) Ltd., 2nd edition 1976.
Rawlings, John D.R. Coastal, Support and Special Squadrons of the RAF and their Aircraft. London: Jane's Publishing Company Ltd., 1982. Rawlings, John D.R. Fighter Squadrons of the RAF and their Aircraft. London: Macdonald & Jane's (Publishers) Ltd., 1969 (2nd edition 1976, reprinted 1978).
External links. Wiki.
In a recent book on the RAAF Beaufort number 100 Squadron, it is mentioned that prior to the creation of the RAAF 100 Squadron it was operating as 100 Squadron RAF, created from Q flight which was based in Australia to take delivery of Beauforts. The book mentions Beaufort aircraft carrying the NK squadron codes as were carried by RAF Squadron Vilderbeestes in Singapore, yet online references list 'NK' as RAF squadron codes for 118 and 163 Squadrons, and list 100 Squadron as using 'C', 'GB', 'HW', 'RA', 'AS'. Can anyone confirm the use of 'NK' squadron codes by RAF 100 Squadron in Singapore (were they inherited aircraft? Etc) regards Mark Pilkington. During WWII NK was used by 100 Squadron in the Far East (until Feb 1942) and 118 Squadron in the UK.
Also RCAF 31GRS Ansons. RA were 100 Squadron's pre-war codes in the Far East. FZ Jan 1943 - 1944 by C Flight.
JA 1944-45 by C Flight. HW Jan 43 to May 1946. HW were used post war. In the 1950s squadron codes were abandoned.
Instead each squadron at an airbase was allocated a single letter. In 100 Squadron's case this was C. Many other squadrons at different airbases also used C. Combat Codes does not record GB or AS being used by 100 squadron. RAAF 100 Squadron used QH from Feb 1942 until May 1946. 'Combat Codes' by by Flintham and Thomas, the bible, lists:- 100 Sqn Vildebeeste III - c. Feb 1940/Feb 1942 K.
Jcp Reward Codes And Serial Numbers
NK-H Far East. 100 Sqn Beaufort V - Nov 1941/Feb 1942 T9552 NK-. Far East.
Raf Squadron Markings
MarkThanks Mark can you elaborate on the entry for the Beaufort, or what references the book provides, or how it sources its information? This is actually the aircraft I'm investigating, T9552 was the 13th production DAP Beaufort but issued to Q Flight of RAF 100 Squadron in Australia prior to the fall of Singapore and the return of all Beauforts back to the RAAF, with T9552 becoming A9-13. T9552/A9-13 was recovered from Tadji in PNG in 1974 and in Charles Darby's 'Pacific Aircraft Wrecks' book on page 25 is shown with the remanants of B-NK still showing on the side of the fuselage. On page 12 of Colin Kings book 'Song of the Beauforts' No 100 squadron and Beaufort Bomber operations, the author covers the history of the RAF 100 squdron operations, stating 'Records show that T9558 had been allocated to the squadron on 24 December and T9552 on 21 January 1942, bringing the total strength to 8 aircraft. At that time the squadron continued to wear the squadron codes 'NK', which had been the 100 squadron RAF Vilderbeeste's code letters.'
In this wartime Australian documentary of manufacturing the Beaufort there is footage of completed aircraft flying from @ 7.30 minutes in, while all are wearing the RAF type roundel with yellow outside none are wearing squadron codes. From 9.10 minutes onwards a formation of 6 aircraft without codes are seen in the air and at 9.26 a single aircraft is seen flying with the codes B-NK, followed at 9.41 by formation of 9 aircraft, unfortunately its unclear if they are wearing squadron codes too? I assume the early footage of 6 aircraft is perhaps of the original 6 prior to travelling to Singapore, where- as the footage of 9 might well be in the period January 1942 to 25 February after T9552 had joined the squadron but before the transfer back to the RAAF?, and it would seem that 'NK-B' in the film is T9552/A9-13.
Are there any still photography in the UK of these aircraft in RAF service in Australia? DAP Beaufort A9-13 was the 13th locally built Australian mark V Beaufort Bomber, with the first 20 being assembled from imported UK parts, but fitted with Australian built Pratt and Whitney 1830 Twin Row Wasp engines. A9-13 was originally built to an RAF order of 180 aircraft and was delivered as RAF serial number T9552 in January 1942 and was one of 20 Australian Beauforts delivered to 100 Squadron RAF at Richmond NSW. The first 58 aircraft were constructed with British serial numbers for delivery to the RAF for use by RAF 100 Torpedo Squadron at Singapore, however only 6 aircraft ever left Australia for Singapore, with 1 crashing on the way, and the remaining 5 hurriedly returned to Australia following the Japanese invasion. T9552 was transferred to the RAAF as A9-13 in May 1942 following the fall of Singapore, along with all other Australian RAF Beauforts and a new RAAF 100 Squadron was formed to operate Beauforts adopting the number and many aircrew from the RAF 100 Squadron attachment already in Australia along with those who escaped from Singapore. In April 1942 A9-13 was transferred to Number 1 Operational Training Unit at Bairnsdale in Victoria for use in the training of Beaufort aircrew before allocation to operational squadrons and served with 1 OTU until December 1942 when it suffered a forced landing due to engine failure A9-13 continued to serve with 1 OTU until January 1944 when it was transferred to 1 Aircraft Deport at Laverton from where it was issued to 8 Communications Unit serve in New Guinea as a replacement for A9-79 in a communications and support role. While serving with 8CU in New Guinea A9-13 was used to calibrate ground based airfield and early warning radar installations, as well as general communications and 'milk' runs.
During a flight to deliver fruit and vegetables in May 1945 to the 100 Squadron base at Tadji airfield near Aitape in Northern PNG A9-13 suffered a forced landing and was converted to components. Regards Mark Pilkington. Mark You are probably aware, but there is a pic of T9552 showing an 'NK' code (no indiv letter shown) in 'Australian Air Force since 1911', Parnell & Lynch, pg.61 (photo credit is the SMH). I showed this photo nearly 30 years ago to Andy Thomas, who was my nextdoor neighbour in Scotland.
Andy of course is one of the foremost RAF squadron historians - and I guess an author of 'Combat Codes' by Flintham and Thomas, as Mark 12 notes. At that stage Andy was very interested in this pic, as he knew that NK was the 100 Sqn Singapore code, but had not previously seen a Beaufort so marked. Hope that is of interest. MarkP Whilst searching for something else this morning I found this original print sent to me by Pearce Dunn many many years ago. On the back is written:- A9-143 Warbirds Museum Mildura Vic. That serial does not tie up with some of the published Beaufort Websites which claim 143 was a major crash and fatality.
Do you have the story and fate of this one? Mark12 Mark, For a long time this was the largest chunk of Beaufort surviving in a museum/collection anywhere in the world, other than a cockpit at the then Moorabbin Air Museum then identified incorrectly as A9-152, and a cockpit at the Harold Thomas collection A9-703. This Beaufort still survives in Australia today and is 'near' live and well, but has suffered an identity crisis over the years from its first collection and display at Pearce Dunn's Warbirds Aviation Museum at Mildura. For a long time it was recorded as A9-43, and later in publications such as Leslie Hunts IVeteran & VintageI it was quoted as A9-143 and as you see it listed in this photo. Those identities then create confusion and uncertainty to its ultimate fate and current status. The aircraft is now correctly identified as A9-141 and is under restoration to fly with Ralph Cusack in Caboolture in Queensland.
All other major surviving examples were recovered by Monty Armstrong and Charles Darby in 1974 from Tadji PNG, (T9552/A9-13 mark V, and A9-555 mark VIII with the Bristol Aero Collection - USA, A9-557 mark VIII, at the AWM, and A9-559 mark VIII as DD931 mark II with the RAFM in the UK, other than a cockpit/fuselage/centre-section of A9-501 mark VIII that sat derelict at Gove strip in the Northern Territory that has largely been consumed by other restorations, although its cockpit is being restored for return to that site for display. A9-501 when being recovered The ADF-Serials.com.au website offers the following. After coming to grief in an accident in 1944, A9-141 was written off and her whereabouts were unknown. Until 1982 - where the cockpit and fuselage section was spotted in the grounds of an Air Museum in Mildura, Victoria - by a self-professed Aircraft Enthusiast, Ralph Cusack. Time and the elements had been unkind to this important aircraft - years of sitting outside in the sun, wind and rain had taken their toll (a situation that was not helped by vandals, who also gave the aircraft some unwelcome attention). Knowing that no complete surviving Beauforts existed, Ralph purchased the remains of the aircraft - with a view to restoring it to an airworthy condition.
The first stage in the process was to transport the aircraft back to Brisbane. The aircraft was loaded on to a semi-trailer and delivered to Brisbane. Parts were sourced for the aircraft from all over the world. It is estimated that, when the aircraft is fully restored, approximately 40-50% of the parts on the aircraft will be from aircraft other than A9-141. The pace of the restoration picked up when the aircraft was moved into its current home - in the inner Brisbane suburb of Hendra.
Volunteers - a group of people with a common interest in aircraft and a desire to see the A9-141 fly again - help when they can, and the restoration progresses. The goal is to have this important aircraft flying in time for the 90th Anniversary of the Royal Australian Air Force - in 2011. If you talk to Ralph or any of the over 40 volunteers involved in the restoration - this is an anniversary that A9-141 will be alive to enjoy. Here are two photos of A9-141 taken from Ralph's site, of it sitting at Mildura when acquired in 1982. Here is a more recent photo took of A9-141 while finalising the purchase and packing of T9552/A9-13 in July of this year. Not quite 'flying' by 2011 but getting closer each day!
It was built as a DAP Beaufort mark VII, with a similar low set early turret similar to A9-13, but at some stage that fuselage section was replaced with one from a later Mark VIII - originally it carried the damaged section from A9-230, however that was replaced with a section from another mark VIII and the damaged section from A9-230 is now with the AARG at Moorabbin as part of the earlier collection of parts acquired prior to the recent purchase of A9-13. So although the finished product will fly as the mark VII A9-141 with its cockpit and wing centre-section, visually it will present more as a mark VIII with its later dorsal turret mounting. Regards Mark Pilkington Last edited by Markpilkington; 16th August 2011 at 13:04.
Here's one for the real historians amongst us. I am intrigued by the serial number system used by the RAF. Can anyone tell me the following: 1. When was the system introduced, what was the first serial number issued, and what sort of aircraft was it assigned to? I assume it was something like A0001, but that doesn't look right.
When did the single letter/four digit system exhaust itself and what was the last number assigned to? When did the first two letter/three digit number system commence, what was it (AA000?) and what was it assigned to? What are the numbers up to now?
Any ideas where they go when the current series is exhausted? Regards Wombat. Hi Wombat, The J series J1 to J9999 was allocated from the Armistice of 1918. Some aircraft from the Great War remained in service to about 1920 and these are known to have borne the serials in C, D, E, F and H range but records have been destroyed by flooding. To confuse the later serial sequence various seaplanes of the 1920s were also allocated N and S ranges The Z range stopped at Z9999 and restarted at AA100. Serial blocks were assigned to batches of similar type production and could cover several months of aircraft so the date of serial letter change is tied to the day that particular aircraft was taken into service.
Regards Ross. The British Military serial system was intoduced at the beginning of WW1 with a block of 200 numbers issued to be applied retrospectively to aircraft on Royal Navy charge. The numbers commenced at 1 which was a Short Biplane. This series continued until it reached 9999, then restarted at A100.
This series continued to Z9999, then recommenced at AA100. Some letters are not used, for instance 'O' which could be confused with Zero. M was not used in the original sequence, but was applied as a suffix in a separate series to aircraft downgraded from flying but used for instruction,i.e. During the war large blocks of numbers were not used in order to confuse the enemy, and this practice of leaving out blocks of numbers continues to the present. N was used twice, for naval flying boats the first time and later as part of the sequence A1000-Z9999. We are now at ZJ and no decision has been made as to where we go next.
Somehow I think that it will remain a 5 figure alphanumeric code as all RAF maintenance record cards and computer records use this system and changing it could be expensive! Z9836 was numerically the last in the Z series, part of an order for 200 Blenheims delivered between May and October 1941.(part of the order was cancelled, hence no Z9999 and no AA100).
The AA series started with AA281 one of 63 Defiants delivered between May and July 1941. You should have noticed that Z9836 was delivered after AA281, that is because the numbers were allocated sequentially when the initial order was placed, but do not directly relate to when the aircraft entered service.
The first AA aircraft was delivered in June 1940 (AE444)! The blanks in the numbering system do confuse the enemy (me too)It works like this: As a dilligent Luftwaffe Intelligence Officer in Berlin you want to know how many of the new Fighter the British have. From the wreckage scattered around France, The Low Countries Etc you find serials xx100, xx103, xx109, xx110, xx115, xx130, xx131 and xx134. Therefore there must be at least 35? What you don't know and can never know for certain is that there is a block of ten missing from 120-129, therefore there are only 25 in service. Simplistically that is how it works.
Of course it doesn;'t work any more due to Open Government and all those anoraks standing in the viewing areas at places like Waddington. updated:LAST EDITED ON 21-10-02 AT 08:30 PM (GMT)OK Wombat, now you've got the basics of the British System. A few more snippets: Aircraft obtained on lend lease from the USA did not have blocks missing, because the Americans openly published information on aircraft production, so there was no point.
One Curtiss Cleveland flew with a maintenance no. 2669M although technically it could only carry this number after it had been permanently grounded. Some civil aircraft, such as Avro Yorks carried military serials while employed on military air trooping charters in the 1950's. The RAF have operated aircraft which carried their original USAAC serials, Kittyhawks are an example.
The USAAC operated aircraft with RAF serials, a good example being the Airacobra, which the RAF tried, did'nt like much and gave back to the Americans or sent to Russia in large numbers. Many aircraft donated to other countries retained their original British serials after they entered service with their new owners and had been formally struck off British charge, the 9 Chipmunks given to the Kenya Air Force are an example. We are now also giving aircraft serial numbers to Flight Simulators because of the Maintenance Job Card System operated by the RAF.
Simulators are treated as aircraft because many of the spares used on the simulators are aircraft spares and can move between the two! By the way, the number system is a UK military system used by the RAF, Royal Navy, Army and all branches of the Ministry of Defence. If your confused, try looking at the American systems - they make ours look easy!
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