Lt Martin Hale RN 800Sqn

Martin Hale with Pucara wreckage.

Dagger A of FAA Grupo 6 was shot down over Pebble Island by Lt Martin Hale RN in No.800 Sqn Sea Harrier using Sidewinder. Lt Volponi killed.

S/Ldr Bob Tuxford AFC

S/Ldr Bob Tuxford AFC

Bob Tuxford’s flying career began as a flight cadet at the Royal Air Force College Cranwell in 1967. After graduating with his ‘wings’ in 1970, he completed his advanced flying training at RAF Oakington on the Varsity, and was posted onto Mk 1 Victors employed in the Air-to-Air Refuelling (AAR) role at RAF Marham. After 2 years as a co-pilot, Bob was retoured as a captain on No 214 Sqn where he eventually became an Instrument Ratings Examiner. Following a hugely enjoyable  tour in the RAF’s Tanker Force, Bob was rewarded with an accompanied overseas exchange tour flying with the USAF at Mather AFB in California. Flying KC135A Stratotankers, Bob was able to balance his RAF Probe and Drogue AAR experience with that of Strategic Air Command’s Boom Refuelling system. Acting as the Sqn Operations Officer, Bob further enhanced his position by upgrading as an Instructor Pilot midway through his tour.

On return to the UK in late 1979, Bob applied to CFS at RAF Leeming to become a QFI on the Jet Provost and spent the next 18 months instructing at No 2 Sqn, RAF Church Fenton. He was recalled to the Tanker Force in 1980 to fill the Pilot Leader’s position on No 57 Sqn – back at RAF Marham. Flying the upgraded Victor K2, he was transferred on 1st April 1982 to Marham’s other Tanker Sqn, No 55, as a Flight Commander.  Within less than 3 weeks, after a period of intensive flying that included an introduction to low level and photo and maritime reconnaissance (MRR) training flights, Bob deployed in the first wave of Victor K2s to the South Atlantic.  During the Falklands Campaign, Bob was involved with many of the acclaimed long- range refuelling missions flown from Ascension Island, which included the early MRR and subsequent bombing raids in particular.  For his participation in Black Buck 1 – the first bombing mission by the Vulcan against the runway at Port Stanley – Bob was awarded the Air Force Cross and his crew Queen’s Commendations for Valuable Services in the Air.  Following the Argentine surrender, Bob was to return to Ascension during the following months where the Tanker Force was pivotal in maintaining the Air Bridge to the Falkland Islands.  Recommended for test pilot training at the end of the year, Bob graduated from the Empire Test Pilots’ School at Boscombe Down in December 1983.  In the aftermath of the Falklands War, with the impending introduction of the RAF’s first wide body tanker, Bob’s considerable AAR expertise would be employed extensively over the next 3 years, as refuelling trials on Tristar, Nimrod, Hercules and VC10 in particular became paramount.  The varied nature of trials flying gave Bob the opportunity to fly many other types during his tenure on the Heavy Aircraft Test Squadron:  the Hawk, Hunter, Canberra, and the world’s last airworthy Comet 4c.  Piston types regularly flown included the Harvard, Basset and Chieftain, not to mention an historic Sea Fury.  Finishing as B Sqn’s Senior Test Pilot, rather than face his first ground tour since graduating as a pilot, Bob exercised his option to leave the RAF at the end of his tp tour.

For the next 23 years, Bob was employed by Monarch Airlines Limited and flew mainly out of London Gatwick Airport.  Initially involved in charter flying on the Boeing 737-300 operating throughout Europe and North Africa, a command course on the longer range B757 resulted in long haul flights to the USA, Africa, the Middle East and Far East.  After conversions to the newly introduced fly-by-wire Airbus A320, A321 and later the A330, much of Bob’s latter years were employed flying the worldwide long haul charter routes.  As a Senior Captain, Bob took a voluntary redundancy scheme on offer in January 2010, and retired with over 19000 hours and some 50 types in his logbook.  In his spare time when not playing golf, he re-acquainted himself with XM715, and became one of the operating taxy pilots of Bruntingthorpe’s Cold War Jets.

Vulcan Black Buck Mission Crews

Cover signed by all three Captain's from the Vulcan Black Buck Missons 1-7.Sqn Ldr Neil McDougall, Sqn Ldr John Reeve and Flt Lt Martin Withers.

Three 22-year old Avro Vulcans B2s were deployed to Wideawake airfield on Ascension Island, which were drawn from No. 44, 50 and No. 101 Squadron RAF. The Vulcans were captained by Squadron Leader Neil McDougall, Squadron Leader John Reeve and Flight Lieutenant Martin Withers.

Black Buck 1 (30 April/1 May 1982)
The first 'Black Buck' mission was flown against the runway at Port Stanley airfield, the intention being to deny its use to the Argentinean high performance fighters using high explosive bombs. A stream of eleven Victors and two Vulcans took off just before midnight, with Vulcan XM598 (Squadron Leader John Reeve and crew) designated as the primary strike aircraft and XM607 (Flight Lieutenant Martin Withers and crew) in reserve. However, soon after take-off John Reeve had problems pressurising XM598's cabin and was forced to return to Ascension, leaving Martin Withers and XM607 to complete the sortie.

The Victors split into three waves flying at their economic cruise height of 27,000 feet. As the force headed south, some Victors tanked other Victors, whilst others topped-up the Vulcan. At each refuelling, the crews had to ensure each aircraft had enough fuel to return to Ascension or to reach the return leg rendezvous. The Vulcan flew at 33,000 feet, below its economic cruise height, but where it could keep in visual contact with the Victors below. It descended to meet the Victors at each refuelling bracket, climbing back to height afterwards.

As the formation got nearer to the Falklands, it decreased in size until only two Victors and the Vulcan were left. Trouble then struck. As one Victor was transferring fuel to the other, the pair encountered strong turbulence, which caused the probe on the receiving aircraft to break. This meant the Victor had to recover direct to Ascension as it could not take on any more fuel. With the success of the mission hanging in the balance, the second Victor XL189, flown by Squadron Leader Bob Tuxford and crew, took back the fuel it had just transferred and headed on alone with XM607.

All was not well aboard the Vulcan either. Its high operating weights had meant it had used up more fuel than anticipated and at the last outward 'prod' north of the Falklands, Bob Tuxford and crew gave over more fuel than planned to make sure XM607 could complete the mission. This left the Victor short of fuel, so much so that unless it could get tanked-up on the return leg, it would ditch approximately 400nm short of Ascension. However, until the code-word was broadcast indicating the Vulcan had hit its target, Bob Tuxford could not break the radio silence to request tanker support. For giving the Vulcan the chance to complete the mission successfully, Bob Tuxford was awarded the Air Force Cross.

Back on the Vulcan, Martin Withers took XM607 down to 300 feet as he approached the Falklands to avoid detection by Argentinean radar. 40nm from its target, XM607 climbed to 10,000 feet for a straight-in bombing run on Port Stanley airfield. The 21 one thousand pound HE bombs were dropped diagonally across the airfield, a single bomb cratering the runway halfway down its length and the remainder causing havoc amongst the parked aircraft and stores. The code-word 'Superfuse' was then broadcast and XM607 climbed away, landing back at Ascension 15¾ hours after take off. For this important flight, fraught with potential hazards beyond enemy action, Martin Withers was awarded the Distinguished Flying Cross.

Black Buck 2 (3-4 May 1982)
John Reeve and crew flew XM607 armed with 21 one thousand pound HE bombs on a similar mission to 'Black Buck' 1. The lessons learned from the first mission regarding fuel consumption were put to good use and, although no further hits were scored on the Port Stanley runway, peripheral areas, parked aircraft and stores all suffered damage.

Black Buck 3 and 4 (28-29 May 1982)
The third 'Black Buck' was cancelled due to poor weather. 'Black Buck' 4, on the night of 28-29 May, saw the RAF move away from HE bomb attacks to using the AGM-45A Shrike anti-radiation missiles against the Argentinean radar sites around Port Stanley. Vulcan XM597, flown by Squadron Leader Neil McDougall and crew, was the strike aircraft for the mission but was forced to return to Ascension five hours after take-off when the lead Victor's refuelling drogue failed.

Black Buck 5 (30-31 May 1982)
For 'Black Buck' 5, Neil McDougall and crew set out again to attack Argentinean radars, this time in a mission coordinated with Harrier strike on the islands. The Shrike missiles were carried externally on pylons. This freed up the Vulcan's bomb bay to hold two additional fuel tanks, reducing the amount of Victor tanker support required. As the Harriers attacked Port Stanley airfield, Neil McDougall and crew loitered at a safe distance waiting for the radar sites to transmit. It was a game of 'cat and mouse', the Shrikes were eventually launched causing limited damage to one radar site.

Black Buck 6 (2-3 June 1982)
Neil McDougall and crew again took a Shrike-armed XM597 to attack Argentinean radars. The Vulcan ran in at 300 feet before pulling up to height 25nm from the islands. As it did so, the Argentinean's switched off their main air defence radar. XM597 was forced to prowl around, hoping the radar would be switched on again long enough for the Shrikes to be locked-on and launched. After some 40 minutes, a lock-on was achieved and two Shrikes sent on their way, destroying a radar that had been acting as fire control for a number of anti-aircraft batteries.

Trouble ensued on the return leg at the final refuelling 'prod'. As the Vulcan moved its probe into the Victor drogue, for no apparent reason it broke, spraying fuel all over the Vulcan's windscreen. With no hope of taking on more fuel, or making it back to Ascension, Neil McDougall set course for the only possible diversion - Rio de Janeiro. The crew jettisoned classified material over the South Atlantic and, with their fuel situation critical, made contact with Rio air traffic control on the distress frequency. The Vulcan was kept high for fuel economy and made a steep, straight-in approach into Rio's Galeao Airport, landing in the wrong direction on the inactive runway.

After seven days, the Vulcan and its crew were allowed to leave, on the proviso that XM597 played no further part in the conflict. For his pioneering missile attacks, Neil McDougall was awarded the Distinguished Flying Cross.

Black Buck 7 (12 June 1982)
The final 'Black Buck' mission saw a return to direct attacks on Port Stanley airfield. With no further strikes required on the runway, XM607 with Martin Withers and crew attacked equipment on the airfield with a mix of 'iron' and anti-personnel bombs. A number of hits were scored and XM607 returned safely to Ascension.

David H.S. Morgan DSC 1947-

Flight Lieutenant David Morgan was just a third of the way through his training when he was called up for the Falklands War.
But his inexperience with the Sea Harrier jet didn't stand in his way - for he became the most successful pilot of the war and was awarded the Distinguished Service Cross medal for his bravery as he shot down four enemy aircraft.

Lord Peter Carrington - Foreign Secretary 1919-

Rt Hon Peter Alexander Rupert Carrington, the 6th Baron Carrington, the Old Fox to his respectful peers. Lord Carrington has had an extraordinary political career, serving in the Lords as the impeccable courtier to six Tory prime ministers, starting with Winston Churchill. The original Lord C was a banker but, as the ancestral line continued, the family distanced itself from that dirty business and was forced to sell the ancestral pile, Wycombe Abbey, to a girl’s school. An ex-Minister of Defence and Foreign Secretary, and Secretary-General of NATO.

ACM Sir Peter T Squire, GCB DFC AFC ADC RAF 1945-2018

Air Chief Marshal Sir Peter T Squire, was Chief of the Air Staff during the start of both Operation Veritas and Coperation Telic.

Sir Peter was commissioned into the RAF in 1966. Following initial officer training at the RAF College Cranwell and subsequent flying training, Sir Peter flew Hunters and later,Harriers.

In 1982 Wing Commander Squire was commanding officer of the RAF's Number 1 Fighter Squadron of Harriers when it was hurriedly mobilised as part of the Falklands Task Force. His squadron of ten Harriers flew a total of 151 sorties, two a day for each pilot, mainly ground attack and battlefield air interdiction, in dangerous low-level flying which took a heavy toll. Four of the Harriers were brought down, and another three damaged, leaving only three unscathed. They became the first RAF aircraft to operate from an aircraft carrier, HMS Hermes, since the Second World War. Wing Commander Squire flew his Harrier off the cargo vessel, Atlantic Conveyor only a few days before she was sunk by an Argentine exocet missile. From then on, he was in the thick of the action, day after day, with no respite, attacking Stanley Airport and other Argentine targets. In a pioneer mission, he became the first ever RAF pilot to launch a laser-guided "smart" bomb ? attacking Argentine troops on Mount Longdon. He had narrow escapes when he crash landed at Port San Carlos airstrip, and again just days before the war ended when a blowpipe missile exploded near his Harrier, and a bullet penetrated the cockpit, almost hitting him. After the war, engine failure forced him to eject before his aircraft crashed into the sea off Cape Pembroke

Captain Christopher Wreford-Brown DSO RN 1945-

Christopher Wreford-Brown was captain of the Conqueror, which sank Argentina's General Belgrano. The submarine returned to Faslane flying the Jolly Roger (skull and crossbones), the flag that is traditionally raised when returning from a successful combat mission.

 

 Christopher Wreford-Brown commanded the frigate HMS Cornwall, the diesel sub HMS Opossum and the nuclear subs HMS Valiant and HMS Conqueror.