Hi fellow Recce Guys.
Sorry I missed you all at Telford, believe you me – it was one of the most miserable weekends of my life, but then – some things have to take priority – not many - but my reasons for not being there did. From what I have seen on the web, another brilliant show. The 2 Squadron biplanes are packed and ready for 2009! Even the Atlas has finally been rigged. I was going to bring it down and rig it whilst doing a stint on the stand.
When Popeye suggested recently that a dedicated Web site be set up to do with Recce stuff, I realised that it would be the ideal vehicle to get all the information that I and others have collected over the years out there in the open for all to enjoy/use etc.
Herewith a rough write up slung together over the past few days, together with a few photographs from years ago submitted as part of my initial idea as to the layout and content of the proposed site. OK it deals with the Canberra and in particular, the PR9, but the subject is currently topical, with the release of the Xtrakit 72nd version and the forthcoming release of the Airfix 48th scale kit
It’s a bit rough and ready so any (constructive please) ideas either stick em on the site or mail me.
Ta,
Dennis
ENGLISH ELECTRIC (SHORTS) CANBERRA P.R. Mk.9 - PART 1 – DAYS OF YORE
INTRODUCTION
With the issue of the Xtrakit 1/72nd Canberra PR9 (where oh where are the tip tanks??!!) and the much awaited Airfix 1/48th offering, interest in the ultimate version of this classic jet has increased so much that I thought that I would drag out my dog-eared note books and photos from forty odd years ago and put a few words down as to what I saw, noted and photographed in the days of my youth. At the same time I can hopefully put to bed the seemingly vexed question of the under surface colour of the aircraft in its early days and correct most of the decal sheets for the PR.9 that have appeared over the years.
My first contact with the PR9 was in Malta, where I had been posted in 1964, to the Communications Squadron based there although I had seen and noted most of 58 Squadron’s aircraft whilst taking part in the regular V-Bomber exercises "Mickey Finn" and "Mick" deployments to RAF Wyton from RAF Wittering. By the time that I arrived on the Island, 39 Squadron was then in residence but aircraft from 13 Squadron were regular visitors, as were the aircraft from the Akrotiri Strike Wing. More often than not, all of these required some form of maintenance at the 103 MU detachment at RAF SAFI in the south east of the George Cross Island which generally included re-finishing.
MALTA’s CANBERRAS
In late 1964, some of the Canberras of 39 Squadron were, as Paul Lucas described in the November 2008 issue of MAM, finished in an Aluminium paint known as Dockerlight 100 for the fuselage and fin and Dockerlight 200 for the mainplanes and tailplane, but as I was to find out the following year, Dockerlight 100, or Cellon Dockerlight Aluminium as it was then known had been dropped some years previous and most of the aircraft were now finished in Cellon Dockerlight 200 to DTD 5555 overall. The rudder and ailerons, being powered and specific to the PR9 were also painted in Cellon Dockerlight but the elevators, being common stock for all Canberras, were, on quite a few of the aircraft I noted, painted in an aluminium paint to Spec DTD 900 4524 the difference in tone being quite distinctive as the aircraft often flew over my house in Paola on approach to the base.
Serials were in black on the rear fuselage, underwing and on some aircraft but not all, on the nose wheel doors. The roundels and fin flashes were on the upper mainplanes, fuselage sides and fin. Those on the mainplanes and fuselage sides being heavily faded and weathered especially the former. The anti-dazzle panel was restricted to the navigators escape hatch.
13 Squadron moved on to Malta, officially on the 1st September 1965 but the move had started in the June of that year with a few aircraft going into the 103 MU detachment at RAF Safi. Their aircraft were in a similar state to 39 Squadrons except that the anti-dazzle panel was much larger on most of the aircraft and included the windscreen framing. Gradually however, the area forward of the pressure bulkhead behind the pilot’s cockpit was being re-painted in Cellon-Dockerlight 200 with the ant-dazzle paintwork being restricted to the navigators hatch.
THE FIN COLOURS
In the November 2008 issue of MAM, Paul Lucas asked, “What was the colour of the wooden portion of the fin on the PR.9's”? This is quite an intriguing subject and the following notes apply to aluminium painted Canberras of all marks.
The fin of the Canberra contained a rather large GEE-H Mk.2 - ARI 5829 navigation aerial, the indicator lamps being at the top of the pilot’s main instrument panel. On the PR9 this was known officially as GEE H Mk.2 - Tropical - (Mouse). For that reason and to provide a good degree of radio "transparency", most of the fin was made from moulded plywood covered with madapolin, an unbleached Irish linen more commonly known as fabric, clear doped to the outer surface. Some aluminium painted Canberras appeared like this but most appeared with the wooden portion of the fin painted a light grey primer to DTD 900 4153 S over the clear doped fabric this almost blending in with the aluminium paint on the rest of the airframe. Now for some reason, the Canberra appears to have been prone to erosion on the flying surfaces more than most and the leading edge of the plywood fin suffered most of all. It was nothing unusual to see areas of the fin and in particular the leading edge, covered in freshly applied, clear doped and unpainted fabric, even on camouflaged aircraft. There does not, and I'll stand corrected on this, appear to have been an officially laid down paint scheme for the wooden portion of the fin and many squadrons appear to have taken advantage of this and on aluminium painted aircraft applied Gloss Dark Sea Grey or Medium Sea Grey paint to that area.
FIN BADGES - Squadron Fin Badges - Aluminium – (Dockerlight) - painted aircraft and Camouflaged aircraft post July 1965.
On the Matchbox PR9 kit decals and some current sheets, I have noticed that the 58 Squadron Owl is represented in Brown Now I have no idea as to where that came from. Now I cannot say positively that the Canberras never wore a Brown Owl, certainly the Hunters at Wittering in later years had a Brown owl but the Canberra pr.7’s of 58 that I noted passing through Luqa did not. 58 Squadron, the first with the PR9, used the same 18 inch white disc outlined 1 inch in pale blue (making it a 20 inch disc overall), on which in, Dark Sea Grey or Black, a stencilled owl on a branch was placed, as used on their Canberra PR7.s. With the transfer of the PR.9's from 58 Squadron to 13 and 39 Squadrons, the same 20 inch disc was used with the owl being removed. 13 Squadron adopted a black Lynx's head, with red and white detail, superimposed on a grey dagger as the centre piece on the disc, whilst 39 Squadron used a simple "flying bomb" dark green silhouette later on a 16 inch white disc with 1 inch pale blue outline making it 18 inches overall. With the adoption of camouflage in 1965, the same badges were used and as far as I am aware remained so until the adoption of "toned down" markings in the early 70's.The information regarding the removal of the owl and replacement with the relevant 13 or 39 Squadron badge, came from F/Sgt Zammit, the RAF(Malta) SNCO i/c the 103 MU det at SAFI in July 1965 whilst Bob Elliott and myself were visiting to iron out the “green line entries” on the VIP Valetta which was due a Minor Two Star servicing in the August. The aircraft was also due to have its fuselage under surface, main planes and tail painted in the (then) new light grey as were the Transport Brits, Comets and things. We also spoke to F/Lt Harding, the JENGO at SAFI regarding XH167 which was in the hangar being camouflaged, the first PR9 to be so done.
CODES
Up until late 1964, it is not apparent that neither 58, during its brief 18 month partial equipment with the type, nor 13 and 39 squadrons wore any form of code. In early 1965 at least three aircraft from 39 introduced 10 inch two digit codes, being the last two of the serial, on the top of the extreme nose. In the April of that year, single letter 10 inch codes were adopted by 39 Squadron, this time with the code either side of the nose as well as on top in the same place as the two digit codes. As the aircraft were camouflaged, the codes disappeared. 13 Squadrons silver aircraft appear to have worn no codes in Cyprus and certainly wore none during my time on Malta. By April 1966, the Squadron line-up was as follows:-
26 April 1966 - Luqa based PR9 Squadrons:-
39 SQUADRON
XH134 A
XH167 B – uncoded – camouflaged
XH168 C
XH169 D
XH170 E
XH172 F
XH173 G
XH174 H
XH175 J
XH171 M
WH861 T.4 - uncoded
13 SQUADRON
XH135
XH131
XH130
XH136
XH165
XH177 Grounded – cracked main spar – later disassembled at RAF Safi and shipped to the UK
XH137
XH164
XH176 Still coded ‘K’ from service with 39 Squadron. 13 Squadron badge on the fin
XH133, ex A&AEE was delivered to 13 Squadron 12 October 1966.
DOCKERLIGHT - A DESCRIPTION..............
As modellers are aware, most paints have a carrier with the pigment embedded to the full depth of the paint film when applied. Dockerlight aluminium paint, when examined closely, as I had several opportunities to do, appeared to have the aluminium particles (pigment) at the bottom of the paint layer thus giving the appearance of an over laid layer of clear varnish. Dockerlight was not glossy, it was very smooth to the touch and obviously very hard wearing and resistant to abrasion as the PR.9's so painted showed very little sign of the abrasion on the leading edges of the mainplanes and tailplane so prominent on cellulose aluminium and cellulose camouflaged Canberras. This is not to say that it did not "grey" as most aluminium paints did over a period of time. Ultraviolet light, airflow abrasion and general aging all caused the aluminium particles with the paint to corrode, eventually turning the paint a matt generally dirty dull grey-silver colour. But Dockerlight seemed to take longer to "grey" than the then standard cellulose aluminium paints despite being under the strong Mediterranean sun and even when it did it still seemed to retain a strong "silver" hue. Perhaps the apparent varnish "overlay" protected the particles from strong sunlight, I do not know, I think that it would need someone with a degree in metallurgy to answer that one.
................AND A QUESTION
The new camouflage paints introduced by the RAF in 1965 comprising Dark Sea Grey/Dark Green/Grey 9-05-BS2660, were produced to DTD 5555 and were Epoxy based materials the precursor of the Polyurethane paints to DTD 5580 and the more flexible DTD 5580A. The question must therefore be asked, if Cellon-Dockerlight Aluminium (formerly Dockerlight 200) was produced to DTD 5555 and the new paints produced to the same DTD spec, why wasn’t Cellon/Dockerlight 200 used on the undersurfaces of camouflaged aircraft to DTD 5555 instead of the Grey 9-05-BS2660.
CAMOUFLAGE INTRODUCED - XH167
The first PR9 to be camouflaged was XH167 of 39 Squadron at RAF Safi in July 1965. The 103 MU Det at Safi had already repainted at least two of the Akrotiri Strike Wings aircraft in the new colours, Gloss Dark Sea Grey/Gloss Dark Green upper surfaces with Gloss Grey 9-05-BS2660 - the precursor of Light Aircraft Grey, prior to June 65 and returned them to Cyprus. Although I had not seen it, there had been a brief report in a Middle East Air Force Engineering Review to the effect that the new under surface grey stood out strongly at medium and high altitude, was visible from miles away and had a strong yellowish hue. It seems that there was no concern over this as the Canberras at Akrotiri and the Hunters at Khormaksar spent most of their lives at low level. According to my notes jotted down soon after, Harding went on to say that the HQ MEAF had got wind of this and had instructed that a PR9 be camouflaged but with Medium Sea Grey, as was the AOC’s and Unit Commanding Officers right under the terms of the DCI and AP 119-0601 (my Italics) under surfaces and suitable trials be held during Exercise “Dazzle”. The staff at Safi knew that the PR’s were to be camouflaged but as the drawings had not yet arrived from the UK, they adapted the existing Canberra camouflage drawings for the upper surface of the mainplanes and tailplane and the scheme for twin engined aircraft from the AP 119-0601 (AP2656A re-numbered) for the fuselage. As you will see from the two photographs of XH167 attached, she initially carried the then existing Canberra pattern on the main planes, with the fuselage and especially the fin taken from the AP. As you are ware, the eventual PR9 pattern was a mirror image of the standard Canberra pattern – why – I don’t know. The MSG under surface must have proved successful as the second aircraft to be camouflaged at SAFI, 13’s XH131, in January 1966, had it applied as well as the “official” PR9 upper surface pattern. The 39 Sqdn badge applied to ‘167 was the same as the one applied to the aluminium painted aircraft and noted above. XH167 wore that unique scheme until 8/1/67 when she was damaged on take off by an inadvertent canopy jettison. She was quite badly damaged and when I left the Island in late 1967, she was still at RAF Safi being repaired. By that time over two thirds of the PR9 fleet had been camouflaged, either at Safi or at Shorts in the UK. All had Medium Sea Grey undersurfaces.
TONING DOWN
39 Squadron followed me to RAF Wyton in October 1970 just in time for the base to join Strike Command from the disbanded Central Reconnaissance Establishment, but they hardly ever seemed to be there, the Squadron having commitments from Norway to Tengah. Those aircraft that I saw still had the Medium Sea Grey undersurfaces and Unit badge that I was familiar with from the Malta days. The first hint that things were to change came in the December 1970 Strike Command Aircraft, Weapons and Ground Equipment Support Engineering Review in an article entitled "Paint Your Wagon" which advised that the MoD had decided that all camouflaged aircraft were to be finished in Matt Polyurethane paint. A further update appeared in the February 1971 edition of the same publication which elaborated on which aircraft within Strike Command would be affected by this Air Staff Ruling as follows:-
"The Strike Command aircraft affected by this ruling are Buccaneers 2A and B, Canberras 6. 9, 15 Vulcan Mk.2 and in due course the Victor Mk.2 tanker".
Eventually, DCI (RAF) S70/72 emerged which stated amongst other things that Strategic Recce Aircraft were to be Matt with Light Aircraft Grey undersurfaces as were to be Photographic Recce and Tactical Recce machines (the Canberra PR9 came under all three categories - officially) and that the roundels on camouflaged aircraft were to be changed to Red/Blue. The first PR9 to appear at Wyton with red/blue markings was XH169, (but still with white serials on the fuselage sides) appearing on the line 27/7/72, but apart from that plus some repainting of the roundels ( in gloss) on both the PR9's and the Victor SR2's, the colours stayed the same. The Canberras retained their Gloss Dark Green/Dark Sea Grey/Medium Sea Grey finish and the Victors retained their Gloss Medium Sea Grey/Dark Green/White.
By 1973 I was at Wittering. DCI S68/75 was issued during the first quarter of 1975 but this time stating that Strategic Recce aircraft were to be finished in Gloss paint, but still with Light Aircraft Grey undersurfaces, whilst at the same time stating that Photographic Recce aircraft were to be finished in Matt, again with Light Aircraft Grey undersurfaces. As the PR9 carried out both tasks, plus a bit of Tactical Recce on the side, it was interesting to see the result of these anomalies. During a visit back to Wyton I had the opportunity to photograph two of 39 Squadrons PR9's, in fact the only two on the base - the remainder of the Squadron being split on Detachment between Norway and Cyprus. Although the Squadron markings had been toned down and the fuselage serials changed from white to black, the aircraft still wore their camouflage of Dark Green/Dark Sea Grey with Medium Sea Grey undersurfaces and I was advised that there were no plans to change it – in other words – no change there then.
GAI 1002 published in January 1977 replaced DCIS68/75 but still called for Strategic/Photo/Tactical Recce aircraft to have Light Aircraft Grey undersurfaces, again, in the case of Strategic Recce the overall finish was to be Gloss, the rest in Matt. It was in December 1977 and again in August 1981 that I had my final close contact with the Canberra PR9, this time at RAF Leuchars. On the 19th December 1977 XH131 and XH174 carried out a weather diversion into Leuchars. Both aircraft were in Gloss colours and both aircraft had Medium Sea Grey undersurfaces. XH174 had recently had the PWR modification carried out to the tail and what was interesting was that the under surface of the modified tail cone had been painted Light Aircraft Grey, either before fitting to the aircraft or just after. My final close up view of a PR9 came in August 1981 with XH131 dropping off some equipment at ATC before trundling past my office window. Again she had Medium Sea Grey undersurfaces.
Now I cannot say for certain that no Canberra PR9 carried Light Aircraft Grey undersurfaces prior to the introduction of the Hemp scheme. If one did, then I just did not see it and it would, in my opinion, have been an odd man out. I am certain that whilst camouflaged Dark Sea Grey/Dark Green on the upper surfaces, the PR9’s carried Medium Sea Grey undersurfaces.
Part 2 of this article will deal with examining and building the Xtrakit 1/72nd version ( and making quite a few modifications!). Part 3 will deal with the Airfix 1/48th version, when I finally get my hands on one.
FOOTNOTE
The Canberra P.R. Mk.9 joined the Royal Air Force whilst I was still at Grammar School. It left the Royal Air Force four years after I retired from Industry. No matter which way you look at it, that’s a hell of a record for a front line aeroplane.
And finally - one for all the ZAP fanatics:-
Enjoy yas all!!
DR
