CANBERRA PR9 XH134

Canberra PR9 XH134 (G-OMHD) is one of 23 examples of the type built by Short Brothers in Belfast, as construction number SH.1724. She was handed over to the Royal Air Force on 9 October 1959 and served exclusively with the service until the type’s retirement came in July 2006.

Today, thanks to a substantial financial investment by the aircraft’s owner, Mike Davis, and a superb engineering job carried out by C2 Aviation, she is once again airworthy and now operates in civilian hands under the guise of the Midair Squadron.

Karl Drage explores the story of this great lady and the second lease of life she’s been handed.

CANBERRA PR9 XH134

Canberra PR9 XH134 (G-OMHD) is one of 23 examples of the type built by Short Brothers in Belfast, as construction number SH.1724. She was handed over to the Royal Air Force on 9 October 1959 and served exclusively with the service until the type’s retirement came in July 2006.

Today, thanks to a substantial financial investment by the aircraft’s owner, Mike Davis, and a superb engineering job carried out by C2 Aviation, she is once again airworthy and now operates in civilian hands under the guise of the Midair Squadron.

Karl Drage explores the story of this great lady and the second lease of life she’s been handed.

TheThe PR3 arrived in 1952 and confirmed the suitability for the role that many had already recognised. Subsequent developments were made and an even more capable version, the PR7, followed the next year. Longer wings, increased fuel carrying capacity and uprated Rolls-Royce Avon 109 engines all featured in the improvedimproved model, which was capable of flying at heights in excess of 60,000ft.

A PR7, WH793, was later fitted with further uprated engines, Rolls-Royce Avon 206s, and acted as the prototype aircraft for the PR9 variant, flying first on 8 July 1955. Production of the PR9 was sub-contracted out to Short Brothers in Belfast, where 23 airframes were built between 1958 and 1962, albeit only 21 would be delivereddelivered following the pre-delivery loss of XH129 and XH132’s sole use as a missile trials test bed.

The CanberraTheThe PR9 was the definitive production variant of English Electric’s photo reconnaissance version of the versatile Canberra, which had been originally conceived as a medium bomber in the immediate aftermath of World War 2. In fact, quite remarkably, the Canberra prototype flew for the first time on 13 May 1949, just four years after the cessation of hostilities. years after the cessation of hostilities.

Such was the aircraft’s performance that it did not take long before alternative roles were being explored for the platform, and even before a dedicated PR variant could be released to service, modified B2 bomber versions were being equipped with cameras to keep watch over the Warsaw Pact countries.

Canberra PR9 XH169 is seen above the clouds over the North Sea in October 1995 (Lindsay Peacock)

detachment in Muharraq, Bahrain, was also manned by 13 Squadron. By August 1976, 39 Squadron had become the sole operator of the PR9 (having returned to RAF Wyton in 1970), after 13 Squadron’s aircraft were replaced by variants of the earlier PR7 mark.

OfOf the remaining 16 PR9 aircraft, 12 received upgrades between 1976 and 1980, all geared towards improving the type’s low-level and tactical reconnaissance capability. While most of the changes took place inside the aircraft, they gained two external ‘acorns’, one on the leading edge of the tail fin and the other on the tailtail cone, from the addition of an AN/ARI 18228/6 radar warning receiver.

One notable external difference between the prototype and the production aircraft was that the aircraft ultimately made use of the off-set cockpit layout developed for the B(I)8 model. This change greatly improved the pilot’s visibility. Linked to this was the introduction of a hinged nose which ultimately became a decidedly dark,dark, dingy, and extremely claustrophobic home to the PR9’s navigator.

The PR9 entered service with No. 58 Squadron at RAF Wyton in January 1960 before being taken on charge by Nos. 13 and 39 Squadrons at RAF Luqa, Malta. In those early years, the PR9 was employed on a multitude of operational flights over the Middle East, keeping watch on conflicts between Iraq and Kuwait and then SaudiSaudi Arabia and Abu Dhabi. A permanent

Above - XH165 is seen carrying 39 Squadron’s ‘Flying Bomb’ squadron badge at RAF Wyton in May 1982 (Lindsay Peacock)

Right - XH134 herself taxies out at Ksar, Tunisia, in December 1962 (Ray Deacon)

LeftLeft - An innocent reference to a 1982 squadron deployment to Denmark or a more subtle acknowledgement of the PR9’s alleged involvement in the Falklands War? (Lindsay Peacock)

TopTop left - XH134 once more resting between missions on the apron at Ksar in 1963 (Ray Deacon)

To this day there remains a degree of conjecture over whether or not the RAF’s Canberra PR9s played any role in the Falklands Conflict. The BBC’s Jon Snow reported seeing more than one PR9 at Punta Aernas, Chile, during the war (some reports even claim that the aircraft carried Chilean Air Force markings), though the official line is that the Canberras never made it further south than Belize.

AddingAdding to the mystery, shortly after the conflict, one PR9 was noted carrying a large drawing of a winking ‘Snoopy’, the beagle dog made famous by the Peanuts cartoon. Speculation is that this represented an acknowledgement of the aircraft’s operations over the Beagle Channel, located partly in Chile and partly in Argentina. Or, maybe, as the picture below suggests, it was far more innocent and related to a deployment to Denmark around the same time...?

Above - XH165 is seen carrying 39 Squadron’s ‘Flying Bomb’ squadron badge at RAF Wyton in May 1982 (Lindsay Peacock)

Right - XH134 herself taxies out at Ksar, Tunisia, in December 1962 (Ray Deacon)

LeftLeft - An innocent reference to a 1982 squadron deployment to Denmark or a more subtle acknowledgement of the PR9’s alleged involvement in the Falklands War? (Lindsay Peacock)

TopTop left - XH134 once more resting between missions on the apron at Ksar in 1963 (Ray Deacon)

After the adoption of the hemp colour scheme, 39 (1 PRU) Sqn’s Canberras acquired a two-letter code for a while, like XH135/AC (Lindsay Peacock)

Another silhouetted view of XH169 (Lindsay Peacock) Carrying the globe tail markings associated with No. 1 PRU, XH134 is seen on the apron at Kai Tak, Hong Kong, in November 1985 (Keith Watson, via Ray Deacon)

39 Squadron was disbanded at RAF Wyton in May 1982 but was resurrected once more as No. 1 Photographic Reconnaissance Unit (1 PRU) in the June. A little over a decade later, in July 1992, the unit was rebadged as 39 (1 PRU) Squadron and a final change of scenery came on 1 December 1993 when the unit upped sticks and relocated to RAF Marham.

After positioning away from the sun the open camera ports of the PR9 became more apparent (Lindsay Peacock)

Carrying the globe tail markings associated with No. 1 PRU, XH134 is seen on the apron at Kai Tak, Hong Kong, in November 1985 (Keith Watson, via Ray Deacon)

After positioning away from the sun the open camera ports of the PR9 became more apparent (Lindsay Peacock)

Both XH131 and XH135 received ARTF (Alkali Removable Temporary Finish) paint schemes for their Op HERRICK deployments, as seen here on the former at RAF Marham following the completion of the type’s tour (All images this spread Karl Drage)

Unlike the Falklands, no such conjecture exists over more modern-day conflicts, and the RAF’s Canberra PR9s definitely did take part in operations over Bosnia, Iraq, Somalia and latterly Afghanistan. Indeed, two of the squadron’s final three aircraft only returned from Operation HERRICK – the UK MOD’s involvementinvolvement in Afghanistan – on 23 June 2006, with the type’s retirement coming just five weeks later.

Both XH131 and XH135 received ARTF (Alkali Removable Temporary Finish) paint schemes for their Op HERRICK deployments, as seen here on the former at RAF Marham following the completion of the type’s tour (All images this spread Karl Drage)

XH134’s retirement tail featured the 39 Sqn ‘Winged Bomb’ motif and the crests of each of the squadrons that operated the PR9.

AboveAbove - On the apron at RAF Marham with XH135 resting in its ARTF colour scheme after returning from Afghanistan.

Right - Departing from the 2006 Royal International Air Tattoo - the type’s last public outing in RAF Service.

LeftLeft - Close-up of the artwork while in the hangar at Marham.

All images this spread Karl Drage

Above - Sqn Ldr Terry Cairns gives the public a good look at the top surfaces during a display at RAF Waddington International Airshow.

The aircraft was seen out of service in fine style with an ‘End of an Era’ special colour scheme applied to XH134, and a handful of airshow performances were squeezed in during those final few weeks, fittingly culminating with final flourishes at that year’s RAF Marham Families Day on 27 July and at RAF Wyton Families Day 24 hours later.

XH134’s retirement tail featured the 39 Sqn ‘Winged Bomb’ motif and the crests of each of the squadrons that operated the PR9.

AboveAbove - On the apron at RAF Marham with XH135 resting in its ARTF colour scheme after returning from Afghanistan.

Right - Departing from the 2006 Royal International Air Tattoo - the type’s last public outing in RAF Service.

LeftLeft - Close-up of the artwork while in the hangar at Marham.

All images this spread Karl Drage

Main - The end of an era. The Canberra PR9 bowed out of RAF service at the end of July 2006 (Karl Drage)

to justify the enormous expense associated with a project of this size, but Mike was unwilling to sit back and let the aircraft be broken up. A new plan was devised, one that would see one Canberra returned to airworthy status and with a more long-term plan of bringing two additional aircraft of a different type – the HawkerHawker Hunter – into the fray, creating “The Midair Squadron”.

“We see The Midair Squadron as an opportunity for a substantial global brand who could use the squadron as a totally unique PR and marketing tool for themselves,” Mike explains. “We can

see a future in event openings for financial and technical institutions which could enhance their current strategy by adding an impressive and noisy 1950s’ exhibition of excellence to the air. You can imagine the University Boat Race being opened by three 1950s’ military aircraft flying down the Thames, or the start of Shanghai GrandGrand Prix being overflown by a historic spectacle. This is an exclusive opportunity which I am delighted to be a part of.”

Life After the RAFByBy that stage an auction had already been held to determine the future of the three remaining aircraft. The final three Canberra PR9s in service with No. 39 (1 PRU) Squadron of the Royal Air Force (XH131, XH134 and XH135) were delivered to Kemble (now known as the Cotswold Airport) on 31 July 2006. At that stage only one belongedbelonged to Midair SA’s Mike Davis, and it wasn’t until some six months later that the other two came into his possession as well.

“We were initially planning on leasing two of the aircraft back to the military with modern, updated camera equipment, while the third

aircraft was used for spares. After an 18-month joint venture with Zeiss Cameras, which was going to provide satellite up and down link in real time, unfortunately the RAF decided that the future lay with the drone and not the Canberra. However, in hindsight, I’m rather glad we didn’t do it, in a way!” Mike tells me.

WithoutWithout a clear, commercial reason for bringing the aircraft back to life, it became quite difficult

to restore XH134 to airworthy condition. It is a skilled team working on the project with many of the original Canberra engineers remaining at C2 Aviation Ltd. The aircraft is designated by the CAA as being a complex aircraft and is very akin to a Vulcan in its complexity and ageing systems – several of which we’ve replaced.”

CharlieCharlie Kyle is C2 Aviation’s Managing Director: “The most important thing for Mike and his team is the safety of the pilots and crew whilst in the air and on the ground. Few operators have gone to the level of care we provide at C2 Aviation, and following the complete overhaul of all aircraft parts, the CAA have been thrilled at the lengths wewe have gone to ensure the Canberra’s airworthiness.”

Main - The end of an era. The Canberra PR9 bowed out of RAF service at the end of July 2006 (Karl Drage)

Above - XH131, 134 and 135 on the apron at Kemble shortly after their delivery flights from RAF Marham (Ray Deacon)

XH134’s RestorationC2 Aviation’s Chris Vaughan has project-managed the engineering side of the Canberra’s restoration to flight, but how did the team decide which of the aircraft to restore?

“We“We chose ‘134 because it’s technically better. It had less structural issues than XH135 (XH131 has since ‘gone home’ to Northern Ireland and is now on display at the Ulster Aviation Museum). Whilst ‘135 could fly again, it would require a substantial amount of investment to do so, which would only be viable if there was commercial backing.”commercial backing.”

At the conclusion of her RAF career, XH134 had

served with each of Nos. 13, 39 and 58 Squadrons, had been a trials aircraft at Boscombe Down, had notched a total of 9281:20 flying hours and had made 4,556 landings. She had also undergone a complete refurbishment in the early 1980s.

MikeMike explains, ““The return to flight project started in earnest in May 2011, and Midair SA has funded a new company called C2 Aviation Ltd

Above - A look inside the cockpit of XH134 after her restoration (Karl Drage)

Below - The bomb bay of XH134 is surprisingly roomy (Karl Drage)

Conscious of the fact that XH134’s new career path may lead to worldwide appearances, potentially with reduced ground support at times, one of the key changes the team wanted to see made was with the introduction of an electric-starter system, in place of the original AVPIN method.

CharlieCharlie explains, “The electric start is a modification of a known system that allows us to be much more flexible and require less on-the-ground support. If we were going to an airshow in the Middle East, with a full briefing, there’s no reason why the pilot couldn’t hop through a couple of places and then the ground crew could meet them at another point.ground crew could meet them at another point.

“The aircraft now starts with a pilot-operated button push, with none of the logistics in having to move dangerous air cargo (AVPIN). This is better for the engine and means you no longer have to deal with a ‘committed start’ process. We’ve been thinking ahead at all times as XH134 needs to be a deployable aircraft.”

TheThe Canberra has so much space for stowage that the team is now looking at solutions to allow a tow bar to be flown with the aircraft, for use on landing at foreign airfields.

Regulatory InvolvementNaturally,Naturally, with a project of this nature, it’s absolutely imperative that an on-going dialogue has existed between C2 Aviation and the CAA.

CharlieCharlie elaborates, “The CAA has been unbelievably supportive given the level of changes they’re facing in terms of cutbacks, and we’re grateful for their encouragement and on-going advice. There’s a lot more delegated authority to E4 signatory organisations now. You still need to satisfy your surveyorsurveyor with what you’re doing, and they wouldn’t just give out this level of authority liberally. You know how well you’re doing by how often you’re audited; if it’s every month, there’s something wrong!”

Above - A look inside the cockpit of XH134 after her restoration (Karl Drage)

Below - The bomb bay of XH134 is surprisingly roomy (Karl Drage)

One of the changes the CAA wanted implemented on the Canberra concerned a fuel tank suppressant system.

“You“You have to use today’s methods, practices and principles to modify, so even though an aircraft complies to the original design specification standard, it’s been modified, and you have to be able to show that it complies to the current standards at the time of the modification. By today’s principles and standardsstandards it initially required us to have a second skin separation on the belly tank – the main tank. If there’s an issue with the landing, there is a high risk of fuel ignition, which it’s imperative to avoid.

“Certain suggestions were bounced around - such as ‘could we put a Kevlar skin on it?’ - and in the end, a modified version of an off-the-shelf product was the solution for us,” Charlie explains.

“It“It had explosive fire suppression tubes in it,” Chris tells me, “Essentially we’ve just fitted an aircraft fire extinguisher at the back. It’s 85% fluid, 15% gas and the idea is to make the fuel even more inert. What we had to do then was get Dave Starkey from Acro Aeronautical Services to design a system with us. He then usedused scientists from the nuclear laboratories at Culham Science Centre to work out the fluid dynamics for us so we knew what bore of pipe to use and the length required and how big the holes had to be to dispense the fluid.”

“From a pure engineering perspective, it was good stuff!” Charlie interjects.

Chris continues, “And then Dave and I came up with a manifold and return valve system and ran it past John (Martin) and Ian (Chapman), although the CAA still required double skin plates. I was doing the safety case for the aeroplane at this time and there’d only been five Canberra PR9 crashes, one of which was replicatingreplicating another PR9 crash (Boscombe Down wanted to put an aircraft into the same flight regime and see if it would happen again – it did, but this time the pilot made it out!)! I went back and showed them the flying hours, and the CAA

was satisfied with this. I just had one of those ‘Eureka!’ moments one day, I was just sat there and I suddenly thought, ‘There’s never been a Canberra PR9 belly landing!’ So I went to the CAA and told them it was four times more likely to kill you through crashing than it was landing on its belly, and they agreed with me. Really, that was thethe moment where all the overly-legislative restrictions were relaxed and we could carry on restoring the aircraft”.

The improvements haven’t stopped at the aircraft either. As well as an on-going programme of renovation to C2 Aviation’s hangar, a pilots’ briefing room has been converted which means the Squadron’s pilots now have their own space to fully plan, prepare and brief for their sorties, wherever they may take them.

IanIan Chapman is a former engineer in the Royal Air Force with experience on Hawks and some of the RAF’s larger assets, such as C-17 and VC10. He’s been involved with the project since early 2012.

“I,“I, as part of John Martin’s team, literally spent two weeks trying to set the range of movements on the ailerons,” Ian tells me. “We purposely set out to get everything not just within the acceptable tolerances, but bang in the middle at the null position, and every time I got one end of the aileron control system squared away, it would be offoff somewhere else! We cracked it eventually though, and now she flies like she’s factory fresh!”

First Post-Restoration Flight Undoubtedly the most significant event in the project’s history to date came on 19 July of this year when she flew for the first time after almost exactly seven years on the ground.

“As you can imagine, when she got airborne for that first flight, there wasn’t a dry eye in the house,” Ian says. “We’ve been pouring blood, sweat and tears into the project for so long –and the release of emotion at a very poignant moment was huge for all those involved.

Above - Barry Hegarty applies the finishing touches to XH134’s elevators post restoration.

Below - Back in the skies where she belongs, XH134 after almost seven years rooted to the ground.

Bottom left - Ian Chapman and Iona Brand put the aircraft to bed in the hangar after her first journey to the runway in her new colours.

LeftLeft - The sign outside the door to the pilots’ briefing room at the Midair Squadron’s Cotswold Airport home base.

Top left - XH134 takes to the runway at the 2010 Cotswold Air Show. At that stage, a return to the skies still remained but a dream.

All imaes this spread Karl Drage

“We were thrilled with how well the first flight went, and the positive feedback we received from the pilots. Following the standard post flight checks, we were delighted to report that, aside from a couple of very minor things, the flight had produced no significant problems or in-flight issues. We quickly sorted these out and sheshe went up again. It was funny though, with that first flight out of the way, emotionally we were quite blasé about the second trip!”

RIAT 2013Later that same day, the Canberra took off from Cotswold Airport and landed at RAF Fairford where she was a surprise addition to the static display at the Royal International Air Tattoo. This was her inaugural public appearance since being retired from active service in 2006. Ian continues, “To achieve that on the same day was beyond our wildest dreams!was beyond our wildest dreams!

“I don’t think we appreciated just how much love there was for the aircraft until we landed at RIAT. Iona Brand and I were there to support the landing and taxying procedure and visitors to the show were clamouring to catch a glimpse of her! It was amazing! Over the course of the weekend, there was so much interest from the generalgeneral public; people are genuinely delighted that we’ve got an airworthy Canberra again, and were keen to know what the next phase of the project was.”

Midair Squadron’s Canberra PilotsXH134’s piloting duties are to be shared between Mike Leckey & Dave Piper, both former RAF Canberra PR9 pilots and both on 39(R) Squadron at the bitter end of the type’s service career.

MikeMike had joined the RAF in 1988 and was posted to No. 360 Squadron, flying the Canberra T17. After 360 was wound up, he decided he wanted to become an instructor and, after acquiring the necessary qualifications, ultimately ended up as the QFI (Qualified Flying Instructor) on No.

Clockwise from top left: Arriving into the RAF Fairford circuit; Parked up at RAF Coningsby in May 2006; Taxying into parking at RIAT 2013; Getting airborne from RIAT 2006; XH134’s owner and Midair SA MD Mike Davis stands proudly in front of the jet after its arrival at Fairford; Head-on afterafter vacating the Fairford Runway; Leaving a smokey trail as the wheels touch down at Fairford for the first time in seven years. All images this spread Karl Drage

39 Squadron. Subsequent instructional tours have included the Firefly with DEFTS, the Dominie with No. 55(R) Squadron and Mike is currently assigned to No. 45(R) Squadron as an advanced, multi-engined pilot instructor. He’s also no stranger to display flying having been a member of the Battle of Britain Memorial Flight forfor nine years, operating the Lancaster and the Dakota between 2000 and 2009. His Canberra hours total some 2,500, of which 1,700 were on the PR9, and he will be XH134’s Chief Pilot.

Dave’s RAF career has mainly involved bouncing around between Canberra and training tours. When the Jetstream was used in the multi-engine training role, Dave was the Boss of No. 45 Squadron and he’s also been the CFS examiner on the Tutor. In total he has about 3,000 hours on Canberra, around 800 of which werewere on the PR9. He has something of a claim to fame in the Canberra PR9 world too.

“When we delivered the aircraft to Kemble, I engineered it – as Flight Commander Ops – to make sure I was the last one to land, so I landed the last ever Canberra that was in Royal Air Force service – XH135!

“I’ve also done quite a bit of display flying,” he tells me, “in the RAF and with the civilian marks – both the TT18 that was first flown on the civvy circuit (now in Australia) by a guy called Ron Mitchell and then later on with (Air Atlantique) Classic Flight on the B2/6 variant.”

TheThe last named – at the time the only airworthy Canberra left in Europe - blew an engine back on 22 July 2007, so prior to XH134’s resurrection, Dave’s last Canberra display was flown in the B2/6 at RAF Waddington on 1 July 2007.

UnlikeUnlike Dave, Mike was resigned to having flown his last Canberra trip when their time with 39(R) Squadron drew to a close.

“I“I thought that was the end. I went to the trouble of throwing all my documentation into the skip outside the Squadron and I felt that was definitely it. I was amazed when I got a call out of the blue asking if I’d be interested in flying ‘134 again.”

Clearly much has changed on the airframe since ‘134’s retirement. Did Mike and Dave have much input into precisely what went on?

“It“It was almost a fait accompli by the time Dave and I were consulted about the changes, so, no, not really. Most of the items that were modified were very engineering sensitive rather than aircrew sensitive. The major modification was the electric start to the engines, so as far as the aircrew are concerned that’s just a matter of pressingpressing a button. One thing I have had slight input in is the siting of the avionics in the cockpit – I was consulted over that. So I tried to pick the best position for the GPS, radios, navigation suite and the various dials that went with that.”

Mike had the honour of taking XH134 back into the air for the first time after her restoration. I asked him if it was like he’d never been away.

“It“It was, funnily enough. When I was sitting trying to recall all the drills etc without being in the aircraft, I couldn’t remember them, but when I jumped back into it, it all came flooding back. They talk about muscle memory, and, you know, my arms were remembering where to go for what switches without me having to make consciousconscious thoughts, so it was nice and it did come rushing back to me.

“I did the first flight and did a quick half-hour shakedown sortie, and then Dave jumped into it shortly afterwards – so we both shook the aircraft down on the first day, which, incidentally, was seven years and one day since I had last flown a Canberra PR9!”

TheThe fact the first flights went so smoothly came as no surprise at all to Dave.

“Was it surprising? No, because when you know the quality of the guys that have been doing the engineering on it, you know they’re going to make a good job of it. We knew after all the ground testing that we did – the high-speed taxi

checks,checks, and so on – we knew the systems were about as good as they were ever going to be. Bearing in mind I’ve flown civilian-operated Canberras for quite a few years on and off, so I was fairly confident.

“You“You know when you’ve got a good team of engineers around you the thing is going to work as advertised. It’s more of a tribute to the skills of them, really.“

There was one aspect of the first flight that Mike was looking forward to less than the rest.

“The first thing I did was, I got airborne and I wanted to do a low-speed handling check because the Canberra was always very difficult to get the trim sorted out. There’s a little strip that sits on the back of the elevators, and it has to be filed; it’s a very basic design. This strip has to be filed out of the upper surface or the lower surface,surface, depending on how the aircraft is handling, and I was expecting it to be fairly

badly out, to be honest. But it was absolutely spot on. That - the trim check - was the thing that I was really dreading, and it marched straight through with no issues whatsoever.”

A change of colourAfter a hugely successful RIAT weekend, the remainder of the aircraft’s flight test schedule was completed without any significant issues being raised. It was then time to embark upon the second phase of the grand plan: XH134 was to be repainted.

AcutelyAcutely aware of the significance of the

markings the aircraft carried when she bowed out of RAF service, Mike Davis was careful to ensure that, should the need ever arise, XH134 could be returned to her former glory, so digital blueprints of the artwork were taken before any work began on the new scheme.

When the Canberra PR9 was introduced into

serviceservice she did so in an all-over silver colour scheme, with full tri-colour roundels and fin-flash and featuring ‘XH134’ in four-foot high black letters under each wing. Mike’s plan was to restore her to her former glory.

So,So, after much rubbing down, masking, cleaning, spraying and more cleaning, she was finally ready to have her RAF markings applied.

“We’ve“We’ve used a type of decal that can easily be removed and replaced. This is for the simple reason that rules dictate that if sponsorship is carried externally on the aircraft, all military markings must be removed and she must fly on her civil registration, G-OMHD,” Charlie explains.

Main image Karl Drage

Some aerial views of XH134’s new colours sitting over the threshold to Cotswold Airport’s Runway 08. All images this spread Karl Drage

While this will doubtless cause much furore among the naysayers, surely it’s better to have the aircraft flying than grounded due to a lack of funding? And, of course, nobody says the RAF markings cannot then be reapplied once any sponsorship deals have concluded.

Goodwood Revival PreparationsHerHer first trip to the runway in her new scheme came under tow at 0730 on the morning of 2 September for a photoshoot ahead of the announcement that the Midair Squadron would sponsor the Freddie March Spirit of Aviation at the forthcoming Goodwood Revival. She was still to be weighed and so her fuel tanks were empty. As the photographer lucky enough to be given the job of capturing her, let me just say, she looked amazing.

II asked Mike Davis how he felt about finally getting to show the aircraft off to the public: “In a way I feel quite nervous because we were going to take her to Goodwood last year, and unfortunately the timing wasn’t right, although we did manage to fly the Hunters then. This year will be the first public display of her in her new colour scheme, which nobody has yet seen.

“We“We have a good relationship with Goodwood – mostly through my own passion for motorcars and aeroplanes – so Midair SA is presenting the Freddie March Spirit of Aviation at Goodwood for the second consecutive year, and it’s absolutely imperative the Canberra is there.”

Right - Dave Piper (left) and Mike Leckey (right) take time out from a busy weekend of display work-ups for a cuppa and a few poses for the camera.

AllAll images this spread Tom Gibbons

Display AuthorisationAllAll that experience, and having ticks in the right boxes already meant that sorting out Dave’s paperwork to fly XH134 in front of the public was relatively painless.

“I“I already had a Display Authorisation (DA) and a type exemption for the Canberra, so for me it was a fairly straight forward process – it was just a renewal of my DA.”

Rolls-Royce’sRolls-Royce’s Chief Test Pilot, Phill O’Dell, handled Dave’s renewal and Mike Leckey’s initial DA issue on behalf of the CAA (Civil Aviation Authority) - the CAA does not recognise the military equivalent, so Mike’sMike’s DA from his time with the BBMF was not sufficient - at Cotswold Airport on 8 September.

“I have to say, Mike did a sterling job,” Dave tells me, “to be able to fly the display in the PR9 as expertly as he did just on the run up that weekend was quite an effort on his part. He probably didn’tdidn’t blow his own trumpet, but he did a great job.”

Above - XH134 gets airborne from Cotswold Airport’s Runway 24 for a display practice with Mike Leckey at the controls.

Below - Dave Piper shows ‘134’s new colours off to tremendous effect at Cotswold Airport during one of his own practices.

Does it get much better than this?! I’m really not sure it does! A stunning study of XH134 in the air over Cotswold Airport (Tom Gibbons)

Does it get much better than this?! I’m really not sure it does! A stunning study of XH134 in the air over Cotswold Airport (Tom Gibbons)

The SequenceAtAt the time of writing, I am still to witness the Midair Squadron display first hand, after weather forced the team to abort the Sunday’s appearance at Goodwood, but looking at the ribbon diagramdiagram of the display, there are elements that look familiar!

“It’s more or less the same display that I put together back in the late ‘90s when I was flying the Canberra then,” Dave explains. “I suspect the only real difference is the high-speed pass,pass, because you can actually do a high-speed pass in a PR9 quite comfortably, whereas in the less-powerful variants, you have to go quite a long way away from the crowd in orderorder to stand any chance to get the speed up. In the PR9, that’s not an issue!”

“Both Dave and myself went to speak to the previous Canberra display pilot, a chap called Terry Cairns – the last Canberra display pilot in the RAF. We went and chatted it through with TerryTerry – what he did – and he was very helpful and gave us a few top tips for what looked good in the Canberra, and we incorporated a few of the things he said and took his adviceadvice and put the display together accordingly,” Mike adds.

Left - From left: Charlie Kyle, Barry Hegarty, Mike Davis, Iona Brand & Chris Vaughan

While Goodwood’s unusually-shaped display line meant that the display needed to be tweaked a little, feedback has been overwhelmingly positive, with real emphasis placed upon the “Avon howl”. From the pilot’s perspective, though, what’s the best bit? I asked Dave:

“I“I love the take-off and getting into that first steep turn; I quite enjoy that as a procedure because you’ve got to be fairly accurate with that, fairly tight, and make your adjustments to roll out of that one on crowd centre.

“I“I suppose for pure exhilaration, it’s got to be the high-speed pass. That is quite something! You don’t often hear much noise – much feedback – inside the Canberra when you’re flying, but when you put full power on you feel it and hear it. And, of course, it sounds glorious from the outside!”

Single-Pilot CrewSingle-Pilot CrewTheThe restoration saw the aircraft go from a two-man crew to a single pilot with the navigator’s seat in the nose becoming redundant. Now that the pair has more experience of flying the aircraft in her post-restoration state, what’s the general feeling about operating her?

“The“The aircraft always was delightful to handle and still is,” Mike says. “It’s lighter than it was in service, so that makes it more pleasant to fly – the power-to-weight ratio has improved with the removal of some sensors etc.”

And the switch to a single-pilot crew?

“It“It increases the workload a bit. But the GPS is very good. We now have a GPS with a visual display, which we didn’t have previously – we just had a navigator who would describe things to you. A picture paints a thousand words, as they say, and being able to look down at the GPS screen means that your situational awarenessawareness is improved immensely. The only

Tom Gibbons

Karl Drage

Karl Drage

Karl Drage

Tom Gibbons

Karl Drage

thing that really increases the workload is having to work the transponder and the radios, and the equipment’s all a bit new and a bit unfamiliar, so trying to get used to the touch screen technology – and we had a few issues with the touch screens not working through a glove, so that’s still work in progress. I’m sure that once bothboth Dave and I get used to the avionics, it’ll be very good.”

While there might only be one of them in the aircraft at the same time, there’s very definitely a strong team ethic evident at Cotswold Airport, as Dave is keen to point out.

“Mike and I do work very much ‘hand in glove’. We’re squadron buddies, we’ve kept things ticking along – it’s been very good, actually, to have another pilot of similar capability and experience to be able to bounce ideas off, I think we’re working pretty well together. Long may it last!”

“C2“C2 has done a cracking job of restoring the aircraft,” Mike is keen to add, “and I have full confidence in what they’ve done, otherwise I wouldn’t be strapping myself into it and going flying.”

2013 or sometime in the 1950s? It’s absolutely fantastic to have an airworthy Canberra back in European skies once more Karl Drage

2013 or sometime in the 1950s? It’s absolutely fantastic to have an airworthy Canberra back in European skies once more Karl Drage

The plan moving forward is still for the Canberra to be supplemented by the two Hawker Hunters, XL577 (G-XMHD) and XL600 (G-RAXA).

“The“The Hunters were flying last year. What’s important to us is to homogenise the aircraft so that they’re all in the same paint scheme and flying as a squadron. The two Hunters both needed major checks, and I am anticipating the paintwork and checks will be completed by the latter part of this year,” Mike Davis says.

TheThe use of the word “Squadron” does leave me wondering whether we can expect to see any other types joining the Canberra and Hunters:

“The“The intention is to keep the Midair Squadron as a showcasing example of British engineering excellence from the 1950s. Whilst the immediate plan is for the squadron to fly as a trio, I would dearly love to put a Victor bomber in the air, but I think the economics of that are beyond my wildest dreams!”

HavingHaving now met the majority of key people involved in the Midair Squadron, I have to say, it’s very difficult to be anything other than hugely impressed with the operation from top to bottom. The whole ethos is built around doing things the right way, the safe way, and is geared to providing some of the biggest brands in the world with a first class platform from which to present themselves to a truly global audience.present themselves to a truly global audience.

Karl Drage extends sincere thanks to Mike Davis, to everyone at C2 Aviation and to Inter Relations & Company.