Capt. Winters
Charter Member
Hi All,
On behalf of Stephen (Sdsbolt) Seybolt, John (Bravo/4) Whelan, Daniel (Gecko) Holtz, and Myself.
I would like to advise that a new set of Hawker Typhoon aircraft (23 aircraft) has been uploaded to SOH. addons Aircraft/ Britsish Aircraft. they will be available as soon as admins approve the upload.
we hope you enjoy them.
regards Rob.
CFS3 Hawker Typhoon MkIA & MKIB (early and late) aircraft set notes.
This set of aircraft covers the period from first trials in mid-1941 through to the end of the war. The various models show the development of the aircraft with regards to the following:
* Fuselage changes, from solid car door canopy through to glass enclosed car door type canopy and finally the full sliding bubble canopy.
* Armament changes that start with 12x .303 machine guns (IA), then 20mm canon (IB) first with partially faired over 20mm cannon, then fully faired 20mm canon. The introduction of wing mounted ordinance, 45gal drop tanks, 500lb bombs, 1000lb bombs, and finally RP3 (60lb rocket projectiles) in a variety of configurations. (Rocket armed Typhoons also have revised sighting systems in the virtual cockpit model).
The aircraft name in the description panel gives an indication of weapons carried. Bomb carrying Typhoons were referred to as "Bombphoons", and Rocket carrying Typhoons were known as "Rockphoons". these names appear in addition to the aircraft type in the description panel.
* Engine development from the Napier Sabre MkI through MkII, MkIIB and MkIIC. Change from 3 blade propeller to 4 blade propeller with the Bubble top canopy.
* The last 609 squadron plane depicted (Mid-1944) has the revised experimental sighting system where the reflector sight projected straight onto the windscreen glass, having the conventional sight glass and framework removed. This improved visibility and removed the danger of smashing face/head on it during crash landings, an ever present danger for low flying ground attack aircraft.
The included aircraft have historically correct weapon load outs for the Squadron depicted and the date/timeframe. This means you will see a chronological progression of the aircraft with regards to the details outlined above as you fly each of the included aircraft. It is hoped that mission builders will take advantage of this set up, building missions that show case the development of the aircraft and the changing operational environments the squadrons found themselves in as new weapons and engines etc come into use.
CFS3 Hawker Typhoon MkIA & MKIB (early and late) aircraft set - paint schemes.
**********************************************************************************
MkI-A 12x303in machine guns, Car door type solid canopy.
(Service introduction May 1941)
-Evaluation Unit 1941 R7579 operational trials. May (dark earth and dark green)
**********************************************************************************
MkI-A 12x303in machine guns, Car door type semi closed in canopy,( glass rear quarters).
(Service introduction March to June 1942)
-56 sqn 1942 US-A R7648 March. Hugh Dundas. (Green grey scheme)
-266 sqn 1942 UO-D R7634 February. (Green grey scheme)
**********************************************************************************
MkI-B Early 4x20mm Hispano cannon (partial cannon fairings), Car door type semi closed in canopy.
(Service introduction May 1942 - Flown through to just after D-Day)
MkI-B late 1943 onwards rockets and late 1942 bombs.
-56 sqn 1943 US-Y R8825 March.
-175 sqn 1943 HH-W JP496 Sq\Ld R Davidson.
-181 sqn 1942 EL-G R8871 December.
-451 sqn 1943 Y R8891 June for MAW.
-486 sqn 1942 SA-Z R8697 black under surface (night fighter).
-609 sqn 1942 PR-G R7752 Paul Richey (dark earth and dark green scheme).
**********************************************************************************
MkI-B Early 4x20mm Hispano cannon (Full canon fairings), Car door type semi closed in canopy. (Service introduction May 1942 - Flown through to just after D-Day)
MkI-B late 1943 onwards rockets and late 1942 bombs.
-56 sqn 1942 US-L R7679 November (Grey green scheme, white recognition painted nose section).
-195 sqn 1943 JE-D JP648 January.
-609 sqn 1943 PR-G R7752 Roland Beamont April (Green grey scheme, yellow recognition stripes, leading edges).
**********************************************************************************
MkI-B Late 4x20mm Hispano cannon, bubble type canopy, 3 blade prop. (Service introduction March 1943 - Flown to end of war)
late 1943 onwards rockets and late 1942 bombs.
-184 sqn 1944 BR-N MM129.
-198 sqn 1944 TP-F MN119 John Baldwin March.
-486 sqn 1943 DJ-S R8843 Desmond Scott September, first operational bubble top DJS/R8843 the aircraft was a car door canopy type with 3-blade prop and small tailplane; it was rebuilt with a bubble canopy by Gloster Aircraft and issued to 486 Sqn for Wg Cdr Scott's use in Sept 1943.
-609 sqn 1944 PR-M July.
**********************************************************************************
MkI-B Late 4x20mm Hispano cannon, bubble type canopy, 4 blade prop.
(Service introduction May 1944 - Flown to end of war)
late 1943 onwards rockets and late 1942 bombs.
-123 Wing 1944 B MN570 Wg/Cmd, Peter Brooker.
-143 Wing 1944 R-D MN518 Wg/Cmd, R. Davidson.
-175 sqn 1944 HH-J JP482 F/O Tom Hall, B5 air strip Fresne-Camilly Calvados Normandy 24 July 1944.
-198 sqn 1944 TP-Q MN882.
-245 sqn 1945 MR-U Sq\Ld Tony Zweigbergk.
-247 sqn 1944 ZY-Z MP126 Sq\Ld B. G. Stapleton (Sth Africian)
-440 sqn 1944 I8-P MP149 August (pulverizer II)
**********************************************************************************
Hawker Typhoon Mk I
Designed by Sydney Camm for the British Air Ministry, the Typhoon was first flown on February 24th, 1940. The large under-fuselage chin radiator gave the Typhoon a menacing look, and was its most notable identifying physical feature. Powered by a Napier Sabre 24 cylinder engine—which gave it a top speed in excess of 400 mph. It was intended to be a medium to high altitude interceptor, as a replacement for the Hawker Hurricane but several design problems were encountered and it never completely satisfied this requirement.
The Typhoon was originally designed and released for operational trials with twelve .303 inch Browning machine guns. Its service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. When the Luftwaffe brought the formidable Focke Wulf FW190 into service in 1941, the Typhoon was the only RAF fighter capable of catching it at low altitudes, as a result it secured a new role as a low altitude interceptor.
Through the support of pilots such as Roland Beamont it became established in roles such as night time intruder and long range fighter. From early 1942 the .303 machine guns were replaced with 20mm canon and from late 1942 the Typhoon was equipped with drop tanks and bombs; the culmination of armament came in late 1943 when RP-3 ground attack rockets were added to its armoury. With those weapons and its four 20mm Hispano cannon, the Typhoon became one of the Second World War's most successful ground-attack aircraft.
The Dieppe operations in August 1942 was the first official combat use of the RAF Typhoon, they bounced a formation of FW190s south of Le Treport, diving out of the sun and damaging three of the German fighters, but two of the Typhoons did not pull out of their dive owing to structural failures in their tail assemblies.
In November 1942 609 Squadron, led by Wing Commander Roland Beamont, was moved to Manston in an attempt to combat the near daily hit-and-run raids which were being made by Fw 190s and could rarely be intercepted by Spitfires. The Typhoon enjoyed almost immediate success. The first two Messerschmitt Me 210 fighter bombers to be destroyed over the British Isles fell to the guns of Typhoons, and during the last comparatively ambitious daylight raid by the Luftwaffe on London, on 20 January, 1943, five Fw 190s were destroyed by Typhoons.
The Typhoon IB, affectionately known as the "Tiffy", distinguished itself particularly in the Battle of Normandy, where it decimated a large concentration of armor ahead of Avranches, disposing of 137 tanks, and opening the way for the liberation of France and Belgium.
Notable pilot biographies included in aircraft set.
*********************************************************************************************************************************************
BEAMONT, Roland Prosper, was granted a commission in the RAF shortly before the war. In November 1939 he was posted to France where he joined 87 Squadron, part of the Air Component. A quiet period followed until the ‘Blitzkrieg’ broke out in May 1940, and on the 13th of that month he shot down a Do 17. He returned to England on leave, then re-joined the squadron at Church Fenton. On 24 July he destroyed a Ju 88, and on 15 August, after the start of the Battle of Britain, he shot down two Bf 110s, and damaged two others. Ten days later he shot down two more aircraft, this time a Bf 109 and a Do 17. During September he flew mainly night sorties, damaging three aircraft, but not being able to confirm any of them as destroyed. He then flew with a detachment at St. Mary’s on the Scilly Isles, hunting enemy flying-boats, but saw no action.
Shortly after, he received the DFC and was posted to 79 Squadron in South Wales. At the end of 1941 he spent some months production testing Hurricanes and early Typhoons, and in 1942 was posted to 56 Squadron as a flight commander to fly the Typhoon operationally. Shortly after, he was posted to 609 Squadron, and ten weeks later became CO. During his period in command he did much to help iron out the snags in the Typhoon, he also flew many sorties along the French coast, including ‘train busting’ at night.
In May 1943 his second tour expired, and he returned to Hawkers, where he was introduced to the Tempest, and in March 1944 became wing leader of the first Tempest wing of 3, 486 and 56 Squadrons. Until the invasion he led train-strafing attacks, and destroyed a Ju 188 on the ground at Corneilles airfield. On 8 June 1944, just after the invasion, he at last met the enemy again, and destroyed two Bf 109s over Dieppe, his first victories for nearly four years. From then on he was heavily engaged with the V-1s, and by September had destroyed 32 of these. Late in September he led the wing to Europe, being based at Brussels, and then Volkel. On 2 October he destroyed a Fw 190, bringing his score to 10. He was then offered a job at Hawkers again, but as he had flown ninety-four sorties over enemy territory he decided to complete the 100 first. His next sortie over enemy territory, he was shot down by flak, and spent the remaining months of the war as a prisoner of war. Released by the Russians, he returned to England to form a Tempest 2 wing to fight in the Far East, but the war ended before they were ready. During the war a DSO and a Bar to his DFC were added to his decorations. After a spell at the Central Fighter Establishment, he joined Gloster Aircraft as a test pilot, and then became chief test pilot for English Electric, flying the prototype Canberra and Lightning, and setting up a cross-Atlantic record in the Canberra.
Here is some more info Frank. This is from the book “Twenty-One Squadrons: The History of the Royal Auxiliary Airforce 1925-1957” by Leslie Hunt. 609 (West Riding of Yorkshire) Squadron was an auxiliary squadron formed in 1936, whose motto on their crest is, stereotypically, “Tally Ho”.
“On 29th June [1942], another milestone as Flight Lieutenant Roland Beamont, DFC, [“Aces High” used Beaumont] reported as flight-commander, a member of 87 Squadron in France in 1940 and later a test-pilot for the Hawker Aircraft Company. The diary note read ‘By many he is regarded as an anachronism – he ought either to be dead or a wing commander’. p. 208
“In November 1942 the squadron was moved to Manston, Kent, for operations …. [t]he ‘shooting season’ opened with Beamont destroying a locomotive and, in December, an impressive list of successes including four FW. 190s, with six others left damaged, plus a Ju. 88 shot down. Ground targets included eighteen locomotives destroyed or disabled, much rolling stock left ablaze and a tug reduced to firewood. So low did squadron pilots fly to avoid detection by enemy radar that one aircraft returned with a fish in the radiator – in the beak of a seagull!” p. 209
“January of 1943 was a turning-point in the story of the Typhoon; rushed into RAF service ahead of time and before some of the teething troubles had been ironed-out. Hated by many Spitfire pilots, consistently attacked by our own fighters in mistake for the FW. 190 (because in flight the ‘Tiffie’ radiator scoop gave the impression of a radial engine) and constantly fired-on by or own Ack Ack. It was largely due to Bea Beamont and some pilots of 609 that Figher Command retained the tough, fast, and inelegant fighter when (in the words of Flight Lieutenant Ziegler) ‘most pilots except the C.O. would have exchanged their Typhoons for Spitfires with a whoop of joy!’. Bea Beamont had helped with production tests of the Typhoon during a rest from operations and he it was who had to convince his superiors that it should not be withdrawn from squadron service.” p. 209
**********************************************************************************
Baldwin, J. 198 sqn.
John Baldwin joined the RAFVR in September 1939 and served as a ground crewman in France during 1940. Back in England, he spent the Blitz period on bomb-disposal duties. In 1941 he volunteered for aircrew duties, and was trained in California, United States. Back in the UK, he gained experience at No.59 OTU in the summer of 1942 and was posted at No 609 (West Reading) Squadron on November 17th, 1942, at that time equipped with Typhoons. He was posted to No. 198 Squadron as its Commanding Officer in November 1943, before taking command of 123 Airfield.
He was ultimately to become the highest scoring Typhoon pilot of all, with 15 confirmed solo victories, 1 shared destroyed, a further 1 probable and 4 damaged. He was posted missing during the Korean War when he failed to return from a weather reconnaissance sortie on 15th March 1952. His body has never been recovered.
**********************************************************************************
Desmond Scott 486 sqn 123 wing
Desmond Scott was born in Ashburton in the province of Canterbury, New Zealand on 11 September 1918. He was educated at Cathedral Grammar School in Christchurch, before becoming a salesman.
In the late 1930s Scott joined the Territorial Army and became a trooper in the Canterbury Yeomanry Cavalry. After an encounter with a New Zealand Permanent Air Force Bristol F.2 Fighter Scott decided to become a pilot, enlisting with a local flying club where he learned to fly a de Havilland Gypsy Moth. After a total of six and a half hours of dual instruction Scott flew solo. Each hour of instruction cost 30 shillings and Scott was:
...saved from my creditors by a stroke of good fortune. Just prior to Hitler's indiscretions, our government introduced a scheme in which successful applicants were given 40 hours flying at the taxpayer's [sic] expense. Much to my surprise my application was successful. About the same time as I completed my 40 hours, England declared war on Germany. I promptly received a registered letter from our Air Department reminding me of a small clause at the bottom of our contract. Thus I was compelled to leave the cavalry and become a member of His Majesty's Junior Service. (Desmond J. Scott, "One More Hour")
Scott was sent for training to the Air Force base at Wigram Aerodrome where he was teamed up with a Stan "Spud" Murphy to fly Fairey Gordons. In late 1940 Scott sailed to England as part of a contingent of New Zealand pilots from his course at Wigram. On arrival in Scotland in September the New Zealanders were sent to the aircrew reception centre at Uxbridge.
From Uxbridge Sergeant Scott was posted to RAF Fighter Command and commenced advanced training at RAF Sutton Bridge as a Hurricane pilot. After a week flying Miles Masters and North American Harvards Scott was allowed to fly a Hurricane:
Flight Lieutenant Sing climbed onto the port wing and gave me my final instructions – brief and very much to the point. 'Good luck Scott. She's all yours. Break it and I'll break your ruddy fingers.' Such was my introduction to one of the nicest and most versatile aircraft I ever had the pleasure to fly. (Desmond J. Scott, "One More Hour")
In January 1941 Scott and E.L "Nipper" Joyce, another New Zealander from Scott's Wigram course, were posted to 3 Squadron, which was then based at Skeabrae in the Orkney Islands, defending the nearby naval base at Scapa Flow. On 3 April 1941 3 Squadron was transferred to Martlesham Heath near Ipswich and became part of 11 Group. On 9 April they were joined by 71("Eagle") Squadron and both units settled down to a quiet period of convoy patrols. Both units were equipped with Hurricane Mks. IIA and IIB, armed with eight and 12 .303-inch Browning machine guns respectively, although these were being changed for the improved Mk IIC, which was armed with four 20 mm Hispano cannon. It became apparent that 3 Squadron was expected to operate both by day and by night in a wide range of roles:
The reason for our shift south soon became obvious. Instead of waiting for the Luftwaffe to visit Britain, the hierarchy of the RAF had decided to take the air war into the enemy's domain. Not only were we expected to carry out attacks on enemy shipping and targets in Belgium and France, we were also expected to do night fighter patrols over London – a dual role that was versatile but very exhausting. We could cover most operations from Martlesham Heath, but fighter nights over London had to be carried out from Debden on account of its runways and better night-flying facilities. Thus we could be attacking shipping in the morning (Roadsteads), escorting Blenheim or Stirling bombers over France in the afternoon (Circuses) and flying defensive patrols over London on the same night.
(Desmond J. Scott, "One More Hour")
1941–45 Scott made his first claims on 7 August 1941, a pair of Bf-109s damaged over Le Touquet. During night intruder operations over the Netherlands, Scott was to claim several kills during the first half of 1942, totalling 3.5 claimed destroyed, 3 probables and 3 damaged. .
He was promoted Flight Sergeant in May 1942 before being commissioned in July, becoming a Flight Commander in August. In September he received the DFC and bar, promoted to Squadron Leader, and rested from operations, serving with HQ Fighter Command in a staff position.
In April 1943 he converted to the Hawker Typhoon and joined No. 198 Squadron as a Squadron Leader before moving to command No. 486 Squadron (NZ), flying offensive fighter-bomber operations over Europe. In the next four months he claimed another two destroyed and two shared destroyed. In August 1943 he received the DSO and became Wing Leader, RAF Tangmere.
In November 1943 he was rested and posted as Commanding Officer, RAF Hawkinge. In March 1944 he commanded the newly formed 123 Wing flying Typhoons, taking the unit to Europe during mid-1944, and becoming the youngest Group Captain in the RNZAF. He finished his tour in February 1945. He was awarded the OBE for rescuing a pilot from a burning crashed aircraft. In 1982 Scott wrote of his accounts in his book Typhoon Pilot. It has been reprinted several times.
His claims for the war were 5 (and 3 shared) aircraft destroyed, 4 (and 2 shared) 'probables', 5 (and 1 shared) damaged.
On behalf of Stephen (Sdsbolt) Seybolt, John (Bravo/4) Whelan, Daniel (Gecko) Holtz, and Myself.
I would like to advise that a new set of Hawker Typhoon aircraft (23 aircraft) has been uploaded to SOH. addons Aircraft/ Britsish Aircraft. they will be available as soon as admins approve the upload.
we hope you enjoy them.
regards Rob.
CFS3 Hawker Typhoon MkIA & MKIB (early and late) aircraft set notes.
This set of aircraft covers the period from first trials in mid-1941 through to the end of the war. The various models show the development of the aircraft with regards to the following:
* Fuselage changes, from solid car door canopy through to glass enclosed car door type canopy and finally the full sliding bubble canopy.
* Armament changes that start with 12x .303 machine guns (IA), then 20mm canon (IB) first with partially faired over 20mm cannon, then fully faired 20mm canon. The introduction of wing mounted ordinance, 45gal drop tanks, 500lb bombs, 1000lb bombs, and finally RP3 (60lb rocket projectiles) in a variety of configurations. (Rocket armed Typhoons also have revised sighting systems in the virtual cockpit model).
The aircraft name in the description panel gives an indication of weapons carried. Bomb carrying Typhoons were referred to as "Bombphoons", and Rocket carrying Typhoons were known as "Rockphoons". these names appear in addition to the aircraft type in the description panel.
* Engine development from the Napier Sabre MkI through MkII, MkIIB and MkIIC. Change from 3 blade propeller to 4 blade propeller with the Bubble top canopy.
* The last 609 squadron plane depicted (Mid-1944) has the revised experimental sighting system where the reflector sight projected straight onto the windscreen glass, having the conventional sight glass and framework removed. This improved visibility and removed the danger of smashing face/head on it during crash landings, an ever present danger for low flying ground attack aircraft.
The included aircraft have historically correct weapon load outs for the Squadron depicted and the date/timeframe. This means you will see a chronological progression of the aircraft with regards to the details outlined above as you fly each of the included aircraft. It is hoped that mission builders will take advantage of this set up, building missions that show case the development of the aircraft and the changing operational environments the squadrons found themselves in as new weapons and engines etc come into use.
CFS3 Hawker Typhoon MkIA & MKIB (early and late) aircraft set - paint schemes.
**********************************************************************************
MkI-A 12x303in machine guns, Car door type solid canopy.
(Service introduction May 1941)
-Evaluation Unit 1941 R7579 operational trials. May (dark earth and dark green)
**********************************************************************************
MkI-A 12x303in machine guns, Car door type semi closed in canopy,( glass rear quarters).
(Service introduction March to June 1942)
-56 sqn 1942 US-A R7648 March. Hugh Dundas. (Green grey scheme)
-266 sqn 1942 UO-D R7634 February. (Green grey scheme)
**********************************************************************************
MkI-B Early 4x20mm Hispano cannon (partial cannon fairings), Car door type semi closed in canopy.
(Service introduction May 1942 - Flown through to just after D-Day)
MkI-B late 1943 onwards rockets and late 1942 bombs.
-56 sqn 1943 US-Y R8825 March.
-175 sqn 1943 HH-W JP496 Sq\Ld R Davidson.
-181 sqn 1942 EL-G R8871 December.
-451 sqn 1943 Y R8891 June for MAW.
-486 sqn 1942 SA-Z R8697 black under surface (night fighter).
-609 sqn 1942 PR-G R7752 Paul Richey (dark earth and dark green scheme).
**********************************************************************************
MkI-B Early 4x20mm Hispano cannon (Full canon fairings), Car door type semi closed in canopy. (Service introduction May 1942 - Flown through to just after D-Day)
MkI-B late 1943 onwards rockets and late 1942 bombs.
-56 sqn 1942 US-L R7679 November (Grey green scheme, white recognition painted nose section).
-195 sqn 1943 JE-D JP648 January.
-609 sqn 1943 PR-G R7752 Roland Beamont April (Green grey scheme, yellow recognition stripes, leading edges).
**********************************************************************************
MkI-B Late 4x20mm Hispano cannon, bubble type canopy, 3 blade prop. (Service introduction March 1943 - Flown to end of war)
late 1943 onwards rockets and late 1942 bombs.
-184 sqn 1944 BR-N MM129.
-198 sqn 1944 TP-F MN119 John Baldwin March.
-486 sqn 1943 DJ-S R8843 Desmond Scott September, first operational bubble top DJS/R8843 the aircraft was a car door canopy type with 3-blade prop and small tailplane; it was rebuilt with a bubble canopy by Gloster Aircraft and issued to 486 Sqn for Wg Cdr Scott's use in Sept 1943.
-609 sqn 1944 PR-M July.
**********************************************************************************
MkI-B Late 4x20mm Hispano cannon, bubble type canopy, 4 blade prop.
(Service introduction May 1944 - Flown to end of war)
late 1943 onwards rockets and late 1942 bombs.
-123 Wing 1944 B MN570 Wg/Cmd, Peter Brooker.
-143 Wing 1944 R-D MN518 Wg/Cmd, R. Davidson.
-175 sqn 1944 HH-J JP482 F/O Tom Hall, B5 air strip Fresne-Camilly Calvados Normandy 24 July 1944.
-198 sqn 1944 TP-Q MN882.
-245 sqn 1945 MR-U Sq\Ld Tony Zweigbergk.
-247 sqn 1944 ZY-Z MP126 Sq\Ld B. G. Stapleton (Sth Africian)
-440 sqn 1944 I8-P MP149 August (pulverizer II)
**********************************************************************************
Hawker Typhoon Mk I
Designed by Sydney Camm for the British Air Ministry, the Typhoon was first flown on February 24th, 1940. The large under-fuselage chin radiator gave the Typhoon a menacing look, and was its most notable identifying physical feature. Powered by a Napier Sabre 24 cylinder engine—which gave it a top speed in excess of 400 mph. It was intended to be a medium to high altitude interceptor, as a replacement for the Hawker Hurricane but several design problems were encountered and it never completely satisfied this requirement.
The Typhoon was originally designed and released for operational trials with twelve .303 inch Browning machine guns. Its service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. When the Luftwaffe brought the formidable Focke Wulf FW190 into service in 1941, the Typhoon was the only RAF fighter capable of catching it at low altitudes, as a result it secured a new role as a low altitude interceptor.
Through the support of pilots such as Roland Beamont it became established in roles such as night time intruder and long range fighter. From early 1942 the .303 machine guns were replaced with 20mm canon and from late 1942 the Typhoon was equipped with drop tanks and bombs; the culmination of armament came in late 1943 when RP-3 ground attack rockets were added to its armoury. With those weapons and its four 20mm Hispano cannon, the Typhoon became one of the Second World War's most successful ground-attack aircraft.
The Dieppe operations in August 1942 was the first official combat use of the RAF Typhoon, they bounced a formation of FW190s south of Le Treport, diving out of the sun and damaging three of the German fighters, but two of the Typhoons did not pull out of their dive owing to structural failures in their tail assemblies.
In November 1942 609 Squadron, led by Wing Commander Roland Beamont, was moved to Manston in an attempt to combat the near daily hit-and-run raids which were being made by Fw 190s and could rarely be intercepted by Spitfires. The Typhoon enjoyed almost immediate success. The first two Messerschmitt Me 210 fighter bombers to be destroyed over the British Isles fell to the guns of Typhoons, and during the last comparatively ambitious daylight raid by the Luftwaffe on London, on 20 January, 1943, five Fw 190s were destroyed by Typhoons.
The Typhoon IB, affectionately known as the "Tiffy", distinguished itself particularly in the Battle of Normandy, where it decimated a large concentration of armor ahead of Avranches, disposing of 137 tanks, and opening the way for the liberation of France and Belgium.
Notable pilot biographies included in aircraft set.
*********************************************************************************************************************************************
BEAMONT, Roland Prosper, was granted a commission in the RAF shortly before the war. In November 1939 he was posted to France where he joined 87 Squadron, part of the Air Component. A quiet period followed until the ‘Blitzkrieg’ broke out in May 1940, and on the 13th of that month he shot down a Do 17. He returned to England on leave, then re-joined the squadron at Church Fenton. On 24 July he destroyed a Ju 88, and on 15 August, after the start of the Battle of Britain, he shot down two Bf 110s, and damaged two others. Ten days later he shot down two more aircraft, this time a Bf 109 and a Do 17. During September he flew mainly night sorties, damaging three aircraft, but not being able to confirm any of them as destroyed. He then flew with a detachment at St. Mary’s on the Scilly Isles, hunting enemy flying-boats, but saw no action.
Shortly after, he received the DFC and was posted to 79 Squadron in South Wales. At the end of 1941 he spent some months production testing Hurricanes and early Typhoons, and in 1942 was posted to 56 Squadron as a flight commander to fly the Typhoon operationally. Shortly after, he was posted to 609 Squadron, and ten weeks later became CO. During his period in command he did much to help iron out the snags in the Typhoon, he also flew many sorties along the French coast, including ‘train busting’ at night.
In May 1943 his second tour expired, and he returned to Hawkers, where he was introduced to the Tempest, and in March 1944 became wing leader of the first Tempest wing of 3, 486 and 56 Squadrons. Until the invasion he led train-strafing attacks, and destroyed a Ju 188 on the ground at Corneilles airfield. On 8 June 1944, just after the invasion, he at last met the enemy again, and destroyed two Bf 109s over Dieppe, his first victories for nearly four years. From then on he was heavily engaged with the V-1s, and by September had destroyed 32 of these. Late in September he led the wing to Europe, being based at Brussels, and then Volkel. On 2 October he destroyed a Fw 190, bringing his score to 10. He was then offered a job at Hawkers again, but as he had flown ninety-four sorties over enemy territory he decided to complete the 100 first. His next sortie over enemy territory, he was shot down by flak, and spent the remaining months of the war as a prisoner of war. Released by the Russians, he returned to England to form a Tempest 2 wing to fight in the Far East, but the war ended before they were ready. During the war a DSO and a Bar to his DFC were added to his decorations. After a spell at the Central Fighter Establishment, he joined Gloster Aircraft as a test pilot, and then became chief test pilot for English Electric, flying the prototype Canberra and Lightning, and setting up a cross-Atlantic record in the Canberra.
Here is some more info Frank. This is from the book “Twenty-One Squadrons: The History of the Royal Auxiliary Airforce 1925-1957” by Leslie Hunt. 609 (West Riding of Yorkshire) Squadron was an auxiliary squadron formed in 1936, whose motto on their crest is, stereotypically, “Tally Ho”.
“On 29th June [1942], another milestone as Flight Lieutenant Roland Beamont, DFC, [“Aces High” used Beaumont] reported as flight-commander, a member of 87 Squadron in France in 1940 and later a test-pilot for the Hawker Aircraft Company. The diary note read ‘By many he is regarded as an anachronism – he ought either to be dead or a wing commander’. p. 208
“In November 1942 the squadron was moved to Manston, Kent, for operations …. [t]he ‘shooting season’ opened with Beamont destroying a locomotive and, in December, an impressive list of successes including four FW. 190s, with six others left damaged, plus a Ju. 88 shot down. Ground targets included eighteen locomotives destroyed or disabled, much rolling stock left ablaze and a tug reduced to firewood. So low did squadron pilots fly to avoid detection by enemy radar that one aircraft returned with a fish in the radiator – in the beak of a seagull!” p. 209
“January of 1943 was a turning-point in the story of the Typhoon; rushed into RAF service ahead of time and before some of the teething troubles had been ironed-out. Hated by many Spitfire pilots, consistently attacked by our own fighters in mistake for the FW. 190 (because in flight the ‘Tiffie’ radiator scoop gave the impression of a radial engine) and constantly fired-on by or own Ack Ack. It was largely due to Bea Beamont and some pilots of 609 that Figher Command retained the tough, fast, and inelegant fighter when (in the words of Flight Lieutenant Ziegler) ‘most pilots except the C.O. would have exchanged their Typhoons for Spitfires with a whoop of joy!’. Bea Beamont had helped with production tests of the Typhoon during a rest from operations and he it was who had to convince his superiors that it should not be withdrawn from squadron service.” p. 209
**********************************************************************************
Baldwin, J. 198 sqn.
John Baldwin joined the RAFVR in September 1939 and served as a ground crewman in France during 1940. Back in England, he spent the Blitz period on bomb-disposal duties. In 1941 he volunteered for aircrew duties, and was trained in California, United States. Back in the UK, he gained experience at No.59 OTU in the summer of 1942 and was posted at No 609 (West Reading) Squadron on November 17th, 1942, at that time equipped with Typhoons. He was posted to No. 198 Squadron as its Commanding Officer in November 1943, before taking command of 123 Airfield.
He was ultimately to become the highest scoring Typhoon pilot of all, with 15 confirmed solo victories, 1 shared destroyed, a further 1 probable and 4 damaged. He was posted missing during the Korean War when he failed to return from a weather reconnaissance sortie on 15th March 1952. His body has never been recovered.
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Desmond Scott 486 sqn 123 wing
Desmond Scott was born in Ashburton in the province of Canterbury, New Zealand on 11 September 1918. He was educated at Cathedral Grammar School in Christchurch, before becoming a salesman.
In the late 1930s Scott joined the Territorial Army and became a trooper in the Canterbury Yeomanry Cavalry. After an encounter with a New Zealand Permanent Air Force Bristol F.2 Fighter Scott decided to become a pilot, enlisting with a local flying club where he learned to fly a de Havilland Gypsy Moth. After a total of six and a half hours of dual instruction Scott flew solo. Each hour of instruction cost 30 shillings and Scott was:
...saved from my creditors by a stroke of good fortune. Just prior to Hitler's indiscretions, our government introduced a scheme in which successful applicants were given 40 hours flying at the taxpayer's [sic] expense. Much to my surprise my application was successful. About the same time as I completed my 40 hours, England declared war on Germany. I promptly received a registered letter from our Air Department reminding me of a small clause at the bottom of our contract. Thus I was compelled to leave the cavalry and become a member of His Majesty's Junior Service. (Desmond J. Scott, "One More Hour")
Scott was sent for training to the Air Force base at Wigram Aerodrome where he was teamed up with a Stan "Spud" Murphy to fly Fairey Gordons. In late 1940 Scott sailed to England as part of a contingent of New Zealand pilots from his course at Wigram. On arrival in Scotland in September the New Zealanders were sent to the aircrew reception centre at Uxbridge.
From Uxbridge Sergeant Scott was posted to RAF Fighter Command and commenced advanced training at RAF Sutton Bridge as a Hurricane pilot. After a week flying Miles Masters and North American Harvards Scott was allowed to fly a Hurricane:
Flight Lieutenant Sing climbed onto the port wing and gave me my final instructions – brief and very much to the point. 'Good luck Scott. She's all yours. Break it and I'll break your ruddy fingers.' Such was my introduction to one of the nicest and most versatile aircraft I ever had the pleasure to fly. (Desmond J. Scott, "One More Hour")
In January 1941 Scott and E.L "Nipper" Joyce, another New Zealander from Scott's Wigram course, were posted to 3 Squadron, which was then based at Skeabrae in the Orkney Islands, defending the nearby naval base at Scapa Flow. On 3 April 1941 3 Squadron was transferred to Martlesham Heath near Ipswich and became part of 11 Group. On 9 April they were joined by 71("Eagle") Squadron and both units settled down to a quiet period of convoy patrols. Both units were equipped with Hurricane Mks. IIA and IIB, armed with eight and 12 .303-inch Browning machine guns respectively, although these were being changed for the improved Mk IIC, which was armed with four 20 mm Hispano cannon. It became apparent that 3 Squadron was expected to operate both by day and by night in a wide range of roles:
The reason for our shift south soon became obvious. Instead of waiting for the Luftwaffe to visit Britain, the hierarchy of the RAF had decided to take the air war into the enemy's domain. Not only were we expected to carry out attacks on enemy shipping and targets in Belgium and France, we were also expected to do night fighter patrols over London – a dual role that was versatile but very exhausting. We could cover most operations from Martlesham Heath, but fighter nights over London had to be carried out from Debden on account of its runways and better night-flying facilities. Thus we could be attacking shipping in the morning (Roadsteads), escorting Blenheim or Stirling bombers over France in the afternoon (Circuses) and flying defensive patrols over London on the same night.
(Desmond J. Scott, "One More Hour")
1941–45 Scott made his first claims on 7 August 1941, a pair of Bf-109s damaged over Le Touquet. During night intruder operations over the Netherlands, Scott was to claim several kills during the first half of 1942, totalling 3.5 claimed destroyed, 3 probables and 3 damaged. .
He was promoted Flight Sergeant in May 1942 before being commissioned in July, becoming a Flight Commander in August. In September he received the DFC and bar, promoted to Squadron Leader, and rested from operations, serving with HQ Fighter Command in a staff position.
In April 1943 he converted to the Hawker Typhoon and joined No. 198 Squadron as a Squadron Leader before moving to command No. 486 Squadron (NZ), flying offensive fighter-bomber operations over Europe. In the next four months he claimed another two destroyed and two shared destroyed. In August 1943 he received the DSO and became Wing Leader, RAF Tangmere.
In November 1943 he was rested and posted as Commanding Officer, RAF Hawkinge. In March 1944 he commanded the newly formed 123 Wing flying Typhoons, taking the unit to Europe during mid-1944, and becoming the youngest Group Captain in the RNZAF. He finished his tour in February 1945. He was awarded the OBE for rescuing a pilot from a burning crashed aircraft. In 1982 Scott wrote of his accounts in his book Typhoon Pilot. It has been reprinted several times.
His claims for the war were 5 (and 3 shared) aircraft destroyed, 4 (and 2 shared) 'probables', 5 (and 1 shared) damaged.
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