CXI(F) Sqn History
A Squadron is born
Bristol Scout
The Great War In 1917, the Royal Flying Corps, still in its infancy, had elected to station most of its forces in France and the Middle East to attempt to hinder the progress of Germany and her allies. As a result, a campaign against the Turks in the Sinai desert and Palestine developed, and it quickly became apparent that significantly more aircraft would be required to deal with enemy reconnaissance and scout aircraft crossing allied lines.
By the summer, British Military Command had decided that a new Sqn was required to take on the fighter role of No.14 Squadron, Artillery Observation. Commanded by Major Shekleton and consisting of two Flight Commanders and a small group of pilots, 111(F) Sqn was officially recognised on 1 August 1917, and a small-disused area of Deir-el-Belah airfield in Palestine became their home. The aircraft allocated to the Sqn included a Bristol Scout, two deHavilland DH2s and two Vickers FB 19s.
Seven days later, 111(F) Sqn officially entered the War. 2nd Lt Steele was escorting reconnaissance aircraft in his DH2 when multiple enemy aircraft bounced their formation. Steele returned fire on two of the enemy, one of which was crippled and forced to land in the desert. This is recognised as the first official aerial victory for the Squadron.
Later that month the Squadron took delivery of it’s first Bristol F2B Fighters - the "Brisfit" - widely regarded as one of the finest all-round fighter aircraft of WWI. This became the Sqn’s main platform for the rest of their time in the Middle East.
The Sqn continued to expand, gaining the Bristol M1B monoplane, the FB19 Mark 2 - known as ‘The Bullet’ - plus additional DH2s. The Brisfits were used for armed reconnaissance, whilst the DH2s were used for Air-to-Ground Strafe.
October saw the Squadron transition to the Royal Aircraft Factory’s SE 5A. This was a highly capable biplane - well suited to the role of dog-fighting due to sound construction and superb handling. Around this time Major Shekleton became Commander of the 40th Army Wing and was replaced by Major Stent.
As the battlefront moved forward so, too, did the Sqn. They deployed first to the forward airbase of Julis in December and then to Sarona in early spring, but by the end of March the majority of the Sqn were re-located to Ramleh.
By the summer, British Military Command had decided that a new Sqn was required to take on the fighter role of No.14 Squadron, Artillery Observation. Commanded by Major Shekleton and consisting of two Flight Commanders and a small group of pilots, 111(F) Sqn was officially recognised on 1 August 1917, and a small-disused area of Deir-el-Belah airfield in Palestine became their home. The aircraft allocated to the Sqn included a Bristol Scout, two deHavilland DH2s and two Vickers FB 19s.
Seven days later, 111(F) Sqn officially entered the War. 2nd Lt Steele was escorting reconnaissance aircraft in his DH2 when multiple enemy aircraft bounced their formation. Steele returned fire on two of the enemy, one of which was crippled and forced to land in the desert. This is recognised as the first official aerial victory for the Squadron.
Later that month the Squadron took delivery of it’s first Bristol F2B Fighters - the "Brisfit" - widely regarded as one of the finest all-round fighter aircraft of WWI. This became the Sqn’s main platform for the rest of their time in the Middle East.
The Sqn continued to expand, gaining the Bristol M1B monoplane, the FB19 Mark 2 - known as ‘The Bullet’ - plus additional DH2s. The Brisfits were used for armed reconnaissance, whilst the DH2s were used for Air-to-Ground Strafe.
October saw the Squadron transition to the Royal Aircraft Factory’s SE 5A. This was a highly capable biplane - well suited to the role of dog-fighting due to sound construction and superb handling. Around this time Major Shekleton became Commander of the 40th Army Wing and was replaced by Major Stent.
As the battlefront moved forward so, too, did the Sqn. They deployed first to the forward airbase of Julis in December and then to Sarona in early spring, but by the end of March the majority of the Sqn were re-located to Ramleh.
Bristol F2b
The spring of 1918 witnessed the last 111(F) Sqn Brisfit flight. The remaining Brisfits were given to No. 1 Sqn of the Australian Flying Corps and 111(F) Sqn continued to operate the SE 5A and Nieuport 17s. Major Stent returned to England to occupy another post and was replaced by Major de Havilland – not the aircraft designer, but rather his younger brother.
In September, 111(F) Sqn involved in the biggest offensive in the Palestinian Campaign to that point. With the Turkish Army hastily in retreat General Allenby planned to destroy Turkish Forces once and for all...
To keep the Turks in the dark with regard to strategy and positions of allied troops, the Sqn launched 26 SE 5A aircraft in a joint operation with 145 Sqn. Their aim was to bomb Jenin aerodrome and prevent enemy aircraft from taking off. The Sqn participated in hours of continuous bombing, dropping over 1 tonne of 20lb Cooper Bombs in 27 different raids, and expending over 5000 rounds of ammunition. It took a total of 38 days to render the Turkish forces ineffective. Known today as the “Victory of Megiddo”, it accounts for the first of many Battle Honours awarded to the Squadron.
The following month, the Sqn moved to Kantara in Egypt and the war ended with the signing of the Armistice on November the 11th. In total the Sqn had destroyed 44 aircraft, crippled a further 15 for the loss of two pilots killed in action, 1 POW and three wounded. For 4555 flying hours, the Sqn were awarded:
In September, 111(F) Sqn involved in the biggest offensive in the Palestinian Campaign to that point. With the Turkish Army hastily in retreat General Allenby planned to destroy Turkish Forces once and for all...
To keep the Turks in the dark with regard to strategy and positions of allied troops, the Sqn launched 26 SE 5A aircraft in a joint operation with 145 Sqn. Their aim was to bomb Jenin aerodrome and prevent enemy aircraft from taking off. The Sqn participated in hours of continuous bombing, dropping over 1 tonne of 20lb Cooper Bombs in 27 different raids, and expending over 5000 rounds of ammunition. It took a total of 38 days to render the Turkish forces ineffective. Known today as the “Victory of Megiddo”, it accounts for the first of many Battle Honours awarded to the Squadron.
The following month, the Sqn moved to Kantara in Egypt and the war ended with the signing of the Armistice on November the 11th. In total the Sqn had destroyed 44 aircraft, crippled a further 15 for the loss of two pilots killed in action, 1 POW and three wounded. For 4555 flying hours, the Sqn were awarded:
- 4 Distinguished Service Orders
- 8 Military Crosses
- 2 Distinguished Flying Crosses
- 5 Military Service Medals
World War II
Hawker Hurricane
Britain’s declaration of war on Germany brought with it a large increase in activity around Britain’s airfields, especially those along the South East coast and the early months of the war saw the Luftwaffe conduct many operations North of the British Isles against the Royal Navy at Scapa Flow.
With Sqn Ldr Henry Broadhurst now in charge, the Sqn deployed North to Acklington in Northumberland. On the 29th November 1939, whilst patrolling 8 miles off the coast near Alnick it was Sqn Ldr Broadhurst who shot down a Heinkel HE111. This became the first aerial victory of World War II for the Sqn. Hampered by heavy rain and thick fog, the Sqn moved further North to Drem and by February 1940 all the way North to Wick.
Germany’s rapid progress through Europe saw a return to Northolt in May to bolster Britain’s defences in the South. Knowing Air Power would be key to prevent Germany invading the British mainland, Air Marshall Dowding became increasingly frustrated with the Air Ministry’s decision to continue to supply air assets to France, thus allowing resources at home to dwindle to dangerously low levels. 111(F) Sqn dispatched to France and recorded numerous air victories. One particularly remarkable achievement involved Flying Officer Henry Ferriss shooting down three Bf 110s in a single sortie.
As Germany continued through France all British Forces evacuated through Dunkirk. A continuous blanket of air support provided protection for the evacuation and, now operating from North Weald, 111(F) Sqn were there to assist.
The German army had all but made the French coastline by June 1940 and the French army was instructed to surrender. On the 22 June 1940 the French government signed an armistice. The battle for France was over, but the Battle of Britain was just beginning.
On 10 July 1940, led by Sqn Ldr Thompson, the Sqn were patrolling off the coast of Dover when Air Chief Marshall Keith Park scrambled five additional Sqns to deal with the incoming threat. Twenty Dornier DO17 bombers, complete with fighter escort, were about to initiate their attack. The Sqn split into three sections in preparation for the engagement. Sgt Carnall badly damaged a DO17 with his eight .303 machine guns. With control surfaces badly damaged by the bomber's return of fire Carnall was forced to divert to Hawkinge where he made an emergency landing. Leading Red Section, Flying Officer Ferriss, attacked three DO17s at the front of the package but became engaged with multiple Bf109 escort fighters. Chasing one of them down, he fired five rapid bursts from a stern position and as pieces of the Messcherschmitt fell away it dived vertically into the sea. Whilst observing the kill Ferriss himself came under fire from behind. Luckily, with only his right leg scathed he was able to land the damaged fighter at Croydon. Others were not so fortunate. Flying Officer Higgs collided with a DO17 over the channel losing a wing. Despite this, he managed to bale out but was unfortunately killed.
This tale is typical of the battles that raged in the air throughout the summer and with the arrival of 18 Hurricanes from 85 Squadron, the Sqn were granted a respite. They moved North to Debden but only 6 days later were again scrambled to prevent an attack on the East coast.
The Sqn returned to Croydon in September but, crucially, on the 7 September, the Luftwaffe switched its attention to bombing London. This change in tactic allowed the RAF to re-group and ultimately go on to win the battle. Since May of 1940 the Squadron had:
With Sqn Ldr Henry Broadhurst now in charge, the Sqn deployed North to Acklington in Northumberland. On the 29th November 1939, whilst patrolling 8 miles off the coast near Alnick it was Sqn Ldr Broadhurst who shot down a Heinkel HE111. This became the first aerial victory of World War II for the Sqn. Hampered by heavy rain and thick fog, the Sqn moved further North to Drem and by February 1940 all the way North to Wick.
Germany’s rapid progress through Europe saw a return to Northolt in May to bolster Britain’s defences in the South. Knowing Air Power would be key to prevent Germany invading the British mainland, Air Marshall Dowding became increasingly frustrated with the Air Ministry’s decision to continue to supply air assets to France, thus allowing resources at home to dwindle to dangerously low levels. 111(F) Sqn dispatched to France and recorded numerous air victories. One particularly remarkable achievement involved Flying Officer Henry Ferriss shooting down three Bf 110s in a single sortie.
As Germany continued through France all British Forces evacuated through Dunkirk. A continuous blanket of air support provided protection for the evacuation and, now operating from North Weald, 111(F) Sqn were there to assist.
The German army had all but made the French coastline by June 1940 and the French army was instructed to surrender. On the 22 June 1940 the French government signed an armistice. The battle for France was over, but the Battle of Britain was just beginning.
On 10 July 1940, led by Sqn Ldr Thompson, the Sqn were patrolling off the coast of Dover when Air Chief Marshall Keith Park scrambled five additional Sqns to deal with the incoming threat. Twenty Dornier DO17 bombers, complete with fighter escort, were about to initiate their attack. The Sqn split into three sections in preparation for the engagement. Sgt Carnall badly damaged a DO17 with his eight .303 machine guns. With control surfaces badly damaged by the bomber's return of fire Carnall was forced to divert to Hawkinge where he made an emergency landing. Leading Red Section, Flying Officer Ferriss, attacked three DO17s at the front of the package but became engaged with multiple Bf109 escort fighters. Chasing one of them down, he fired five rapid bursts from a stern position and as pieces of the Messcherschmitt fell away it dived vertically into the sea. Whilst observing the kill Ferriss himself came under fire from behind. Luckily, with only his right leg scathed he was able to land the damaged fighter at Croydon. Others were not so fortunate. Flying Officer Higgs collided with a DO17 over the channel losing a wing. Despite this, he managed to bale out but was unfortunately killed.
This tale is typical of the battles that raged in the air throughout the summer and with the arrival of 18 Hurricanes from 85 Squadron, the Sqn were granted a respite. They moved North to Debden but only 6 days later were again scrambled to prevent an attack on the East coast.
The Sqn returned to Croydon in September but, crucially, on the 7 September, the Luftwaffe switched its attention to bombing London. This change in tactic allowed the RAF to re-group and ultimately go on to win the battle. Since May of 1940 the Squadron had:
- Flown over 30 combat sorties.
- Undertaken 15 offensive patrols over France.
- Destroyed 94 enemy aircraft.
- Attained 18 probable kills.
- Damaged a further 59.
- Lost 15 courageous pilots.
During the spring of 1941 the Sqn converted onto the Spitfire and were ordered to operate over the industrial works and railways of Northern France. The Sqn also continued to train what was known as the ‘Smack’ procedure - night intercepts using radar-directed searchlights to track and highlight the enemy.
Gaining more experience the Sqn quickly adopted a night fighter role, and this became the focus of operations for the coming months. Probably the most important operation around this time was the air battle to support the Dieppe landings. 111(F) Sqn flew four missions that saw Squadron Ldr Wickham, Squadron Commander at that time, awarded a bar to his DFC.
Gaining more experience the Sqn quickly adopted a night fighter role, and this became the focus of operations for the coming months. Probably the most important operation around this time was the air battle to support the Dieppe landings. 111(F) Sqn flew four missions that saw Squadron Ldr Wickham, Squadron Commander at that time, awarded a bar to his DFC.
The Post War Years
In order to ease the pressure felt by the Soviet Russians from the Nazis, the Allies planned to invade North Africa. By clearing out the Axis forces from the Southern Mediterranean they could create a safe passage for shipping to Malta. This offensive, "Operation TORCH", involved the Americans landing in Morocco whilst the British entered Algeria.
On the 20 October 1942, commanded by Sqn Ldr Bartley, the Sqn set sail aboard the SS Hope Crown, HMS Erne and HMS Bidford. They docked at Gibraltar where 12 new Spitfires awaited. These Spitfires, modified for tropical conditions, were hastily prepared and staged to the Algerian airfield of Mousan Blanche. Shortly thereafter they flew on to Bone. However, with so many Allied aircraft using the airfield at Bone it quickly became the focus of the Axis bombing raids. The Sqn became heavily involved in the ensuing aerial battles to protect their new home but, by 3 December, they were ordered to move deep into the heart of the Tunisian desert to Souk-el-Arba airfield. The months that followed saw the Sqn fly day after day of offensive sweeps, tactical reconnaissance escort and bomber escort missions. January proved to be a particularly tragic month for the Sqn with the loss of Sgt Longbottom, Flying Officer ‘Monty’ Falls and Pilot Officer Moss. Also during the period the Squadron had seen two new Sqn Cdrs, with Sqn Ldr Le Roux succeeded by Canadian Sqn Ldr George Hill. By 13 May the Squadron had accumulated 52 aerial victories since Operation TORCH had begun.
After careful consideration, Generals Eisenhower and Alexander decided that an invasion of Sicily would allow the Allies to re-constitute their forces and act as a stepping-stone for the campaign in Italy. Malta was the obvious choice as a base for 324 Wing's operations in Sicily and 111(F) Sqn flew into Safi on the 10 June. Shortly after their arrival the Sqn received the Spitfire Mk 9C. With a four bladed propeller, more responsive controls and supercharged Merlin engine it boasted superior performance in comparison to the Luftwaffe’s’ Bf109 and Fokker Wolf 190. Allied forces had cleared the way for the invasion by 9 July and Operation HUSKY - the largest scale invasion attempted by the allies to date - went ahead on the 10th. Five days later the Sqn moved forward to the now US controlled base of Comiso in Sicily itself and continued throughout July and August to escort bombers and patrol the skies.
Just before his posting Sqn Ldr Hill was honoured in becoming the Squadron’s top scoring pilot of the Second World War claiming 16 victories. He was awarded a bar to his DFC and passed command of the Sqn to Sqn Ldr Peter Matthews. By the 17th of August, resistance in Sicily was all but non-existent and allied troops crossed the Straits of Messina onto mainland Italy. On the 23rd of September the Squadron moved forward again to semi-permanent operating surfaces at Montecorvino.
As allied troops moved North through Italy so did the Sqn. The war gathered momentum and the Sqn continued the advance, passing through Battipaglia, Capodichino, Lago and eventually Tre-Cancelli. July 1944 saw 111(F) Sqn arrive at Calvi in Corsica, and it was from here that they supported the landings in Southern France: Operation DRAGOON. Although initially flying regular patrols and escort missions, as aerial opposition dwindled and the Sqn moved North through France, they took on armed reconnaissance and close air support roles.
These Ops in France were short-lived and the Sqn was soon retasked. They returned to Italy to carry out fighter-bomber missions until the end of the war. The Spitfires were fitted with a bomb rack under the fuselage that could carry a single 500lb bomb. Bridges, gun positions, railways and other targets were bombed with ever increasing accuracy.
When the war ended on the 3 May 1945 and the final surrender was announced the Sqn was based at Revolto and, it was here they held a victory dance on the 8 May 1945, Victory in Europe Day.
Having spent two-and-a-half years away from home, the Sqn expected to return to Britain. They were instead sent to Austria to patrol over Yugoslavia. By 1947, with the RAF decreasing in strength, many Sqns returned to Britain or were disbanded. 111(F) Sqn spent a short period in Italy before finally receiving the sad news they would be disbanded on the 12 May 1947.
On the 20 October 1942, commanded by Sqn Ldr Bartley, the Sqn set sail aboard the SS Hope Crown, HMS Erne and HMS Bidford. They docked at Gibraltar where 12 new Spitfires awaited. These Spitfires, modified for tropical conditions, were hastily prepared and staged to the Algerian airfield of Mousan Blanche. Shortly thereafter they flew on to Bone. However, with so many Allied aircraft using the airfield at Bone it quickly became the focus of the Axis bombing raids. The Sqn became heavily involved in the ensuing aerial battles to protect their new home but, by 3 December, they were ordered to move deep into the heart of the Tunisian desert to Souk-el-Arba airfield. The months that followed saw the Sqn fly day after day of offensive sweeps, tactical reconnaissance escort and bomber escort missions. January proved to be a particularly tragic month for the Sqn with the loss of Sgt Longbottom, Flying Officer ‘Monty’ Falls and Pilot Officer Moss. Also during the period the Squadron had seen two new Sqn Cdrs, with Sqn Ldr Le Roux succeeded by Canadian Sqn Ldr George Hill. By 13 May the Squadron had accumulated 52 aerial victories since Operation TORCH had begun.
After careful consideration, Generals Eisenhower and Alexander decided that an invasion of Sicily would allow the Allies to re-constitute their forces and act as a stepping-stone for the campaign in Italy. Malta was the obvious choice as a base for 324 Wing's operations in Sicily and 111(F) Sqn flew into Safi on the 10 June. Shortly after their arrival the Sqn received the Spitfire Mk 9C. With a four bladed propeller, more responsive controls and supercharged Merlin engine it boasted superior performance in comparison to the Luftwaffe’s’ Bf109 and Fokker Wolf 190. Allied forces had cleared the way for the invasion by 9 July and Operation HUSKY - the largest scale invasion attempted by the allies to date - went ahead on the 10th. Five days later the Sqn moved forward to the now US controlled base of Comiso in Sicily itself and continued throughout July and August to escort bombers and patrol the skies.
Just before his posting Sqn Ldr Hill was honoured in becoming the Squadron’s top scoring pilot of the Second World War claiming 16 victories. He was awarded a bar to his DFC and passed command of the Sqn to Sqn Ldr Peter Matthews. By the 17th of August, resistance in Sicily was all but non-existent and allied troops crossed the Straits of Messina onto mainland Italy. On the 23rd of September the Squadron moved forward again to semi-permanent operating surfaces at Montecorvino.
As allied troops moved North through Italy so did the Sqn. The war gathered momentum and the Sqn continued the advance, passing through Battipaglia, Capodichino, Lago and eventually Tre-Cancelli. July 1944 saw 111(F) Sqn arrive at Calvi in Corsica, and it was from here that they supported the landings in Southern France: Operation DRAGOON. Although initially flying regular patrols and escort missions, as aerial opposition dwindled and the Sqn moved North through France, they took on armed reconnaissance and close air support roles.
These Ops in France were short-lived and the Sqn was soon retasked. They returned to Italy to carry out fighter-bomber missions until the end of the war. The Spitfires were fitted with a bomb rack under the fuselage that could carry a single 500lb bomb. Bridges, gun positions, railways and other targets were bombed with ever increasing accuracy.
When the war ended on the 3 May 1945 and the final surrender was announced the Sqn was based at Revolto and, it was here they held a victory dance on the 8 May 1945, Victory in Europe Day.
Having spent two-and-a-half years away from home, the Sqn expected to return to Britain. They were instead sent to Austria to patrol over Yugoslavia. By 1947, with the RAF decreasing in strength, many Sqns returned to Britain or were disbanded. 111(F) Sqn spent a short period in Italy before finally receiving the sad news they would be disbanded on the 12 May 1947.
Hunters and The Black Arrows
Demobilisation post WWII was less extensive than that following the Great War. A growing Fighter Command was not only creating new Sqns but also reforming Sqns of distinction from the war. 111(F) Sqn re-formed at North Weald in Essex on the 2 December 1953. With Sqn Ldr Harry Pears in command, conversion to the twin jet engine Gloster Meteor began in earnest and took a mere 3 months.
The traditional black strip was applied to the 14 Meteors but was hardly distinguishable from the dark green and grey camouflage paint scheme. The problem was remedied by outlining the black strip with a gold rectangle and the fins and rudders painted black and gold, giving rise to the Sqn colours that remain today.
The traditional black strip was applied to the 14 Meteors but was hardly distinguishable from the dark green and grey camouflage paint scheme. The problem was remedied by outlining the black strip with a gold rectangle and the fins and rudders painted black and gold, giving rise to the Sqn colours that remain today.
The famous Black Arrows
By January 1955 conversion to the Meteor was complete and the Squadron was handed over to Sqn Ldr Roger Topp. The Gloster Meteor days were short lived and, by May, the first Hunter F4s had been delivered to North Weald. It was with the Hunter that Squadron Ldr Topp broke the “Northolt-to-Turnhouse” speed record previously set with the Hurricane in 1938. Hitting speeds of 717mph the 332-mile supersonic over-land transit was covered in 27 minutes and 52 seconds. It would take 32 years to break this new record with the Phantom, though purists would argue the supersonic over-sea route used by the Phantom did not count.
It was also Squadron Ldr Topp whose enthusiasm for aerobatics led to the formation of the Sqn's Five-Ship aerobatic display team. The team were soon performing to crowds in the UK and overseas. By the end of 1956 the Hunter F6 had replaced the F4. Improvements included an up-rated engine, leading edge wing extensions and an all-moving tail-plane, all of which improved the aerobatic capability of the aircraft. Winning Fighter Command's aerobatics competition that year allowed the team to go on to represent the RAF at every major air-show in 1957. The display colour scheme consisted of an all black gloss finish and would play a key role in deciding the team name later that year.
May 1957 was spent preparing for the major display of the year, the 22nd Paris Salon. Following a captivating Five-Ship display a French journalist reported on Treble One’s exceptional flying abilities and referred to the team as “Les Fleches Noirs” Treble One’s display team had been given its name, and from then on would be known world-wide as: The Black Arrows.
Although the Paris display was impressive, the highlight of 1957 was yet to come. At the September Farnborough Air-Show, in place of the expected 5-ship display team, the Black Arrows displayed a Diamond Nine-Ship. This was merely the beginning.
On 19 February 1958 the Sqn made its first post-war move to North Luffenham followed in quick succession by a move to RAF Wattisham. The Sqn continued to display, train and perfect their formation aerobatics. Nearly at the end of his tour, Squadron Ldr Topp had one last trick up his sleeve.
Farnborough, 1958. The public and media had gathered, eagerly awaiting the arrival of the Black Arrows display team. With a roar, 12 all-black Hunters thundered into the arena. Amazingly, a further 10 Hunters in five different Squadron markings screamed across the airfield to meet them. As the two groups of Hunters started to join it became clear to those watching something very special was about to occur. All 22 Hunters, in close formation, pulled up into the sky and completed a full loop. Just to prove this wasn’t luck, and to the audience’s delight, they then completed a second loop. Since that day such a feat has never been performed again by so many aircraft at once.
Commanded by Sqn Ldr Peter Latham the Black Arrows befittingly completed their final display over the Squadron’s home base of Wattisham in November 1960. Since 1958 they had displayed 173 times, including 33 overseas displays. The legacy of the Black Arrows lives on today with the Red Arrows taking part of their name from the legendary display team.
It was also Squadron Ldr Topp whose enthusiasm for aerobatics led to the formation of the Sqn's Five-Ship aerobatic display team. The team were soon performing to crowds in the UK and overseas. By the end of 1956 the Hunter F6 had replaced the F4. Improvements included an up-rated engine, leading edge wing extensions and an all-moving tail-plane, all of which improved the aerobatic capability of the aircraft. Winning Fighter Command's aerobatics competition that year allowed the team to go on to represent the RAF at every major air-show in 1957. The display colour scheme consisted of an all black gloss finish and would play a key role in deciding the team name later that year.
May 1957 was spent preparing for the major display of the year, the 22nd Paris Salon. Following a captivating Five-Ship display a French journalist reported on Treble One’s exceptional flying abilities and referred to the team as “Les Fleches Noirs” Treble One’s display team had been given its name, and from then on would be known world-wide as: The Black Arrows.
Although the Paris display was impressive, the highlight of 1957 was yet to come. At the September Farnborough Air-Show, in place of the expected 5-ship display team, the Black Arrows displayed a Diamond Nine-Ship. This was merely the beginning.
On 19 February 1958 the Sqn made its first post-war move to North Luffenham followed in quick succession by a move to RAF Wattisham. The Sqn continued to display, train and perfect their formation aerobatics. Nearly at the end of his tour, Squadron Ldr Topp had one last trick up his sleeve.
Farnborough, 1958. The public and media had gathered, eagerly awaiting the arrival of the Black Arrows display team. With a roar, 12 all-black Hunters thundered into the arena. Amazingly, a further 10 Hunters in five different Squadron markings screamed across the airfield to meet them. As the two groups of Hunters started to join it became clear to those watching something very special was about to occur. All 22 Hunters, in close formation, pulled up into the sky and completed a full loop. Just to prove this wasn’t luck, and to the audience’s delight, they then completed a second loop. Since that day such a feat has never been performed again by so many aircraft at once.
Commanded by Sqn Ldr Peter Latham the Black Arrows befittingly completed their final display over the Squadron’s home base of Wattisham in November 1960. Since 1958 they had displayed 173 times, including 33 overseas displays. The legacy of the Black Arrows lives on today with the Red Arrows taking part of their name from the legendary display team.
The Lightning
Lightning Association © 1996 - 2003
On the 13 April 1961 the Sqn’s first two Lightnings landed at Wattisham. Within two months a further 7 had been delivered and by September the Sqn was declared fully operational and fit for both NATO and UK Operations.
During the mid-to-late 1960s the RAF witnessed many large changes to UK Defence Policy. Fighter, Bomber, Coastal and Transport Commands were amalgamated to form Strike Command. The last Sqn Ldr to command the Sqn, George Black, was replaced by Wg Cdr Hall. NATO scaled down its policy of large-scale nuclear retaliation in favour of a more flexible conventional response and the UK became the obvious place to use as a staging post to deploy those forces in the event of a Warsaw Pact attack.
As part of this initiative the RAF took on the responsibility of defending not only UK airspace but airspace further afield over the North Sea and Atlantic. Though a capable aircraft in many other respects, it quickly became apparent that the Lightning did not have the loitering ability to patrol the expanded UK Air Defence Region and it was replaced with the US McDonnell Douglas Phantom.
During the mid-to-late 1960s the RAF witnessed many large changes to UK Defence Policy. Fighter, Bomber, Coastal and Transport Commands were amalgamated to form Strike Command. The last Sqn Ldr to command the Sqn, George Black, was replaced by Wg Cdr Hall. NATO scaled down its policy of large-scale nuclear retaliation in favour of a more flexible conventional response and the UK became the obvious place to use as a staging post to deploy those forces in the event of a Warsaw Pact attack.
As part of this initiative the RAF took on the responsibility of defending not only UK airspace but airspace further afield over the North Sea and Atlantic. Though a capable aircraft in many other respects, it quickly became apparent that the Lightning did not have the loitering ability to patrol the expanded UK Air Defence Region and it was replaced with the US McDonnell Douglas Phantom.
The Phantom
Phantom
Under the guidance of Wg Cdr Horsfield, 111(F) Sqn moved to RAF Coningsby to receive their new aircraft. Training commenced immediately and, by October 1974, the Sqn regained its front line status with the Phantom. Just one year later it was decided that 111(F) Sqn should move further North to RAF Leuchars. From Leuchars the Sqn would assist 43(F) Sqn with the regular interceptions of Russian Tu-95 Bears. Launching from their Kola Peninsula bases in Northern Russia bound for Cuba, these large four engine turbo-props routinely tested Britain’s Air Defence network en-route. As the new decade arrived the Russians increased their probing flights into UK Airspace. Though it may hard to fathom, over 100 Bears were intercepted in just 1 week in April 1980.
Over the coming years the Sqn’s commitments largely revolved around Quick Reaction Alert (QRA) duties, numerous large scale exercises and Armament Practice Camps (APC). Subsequent to an outstanding APC and flight safety record in 1981 and 82, 11 Group awarded Treble One Squadron the Dacre Trophy. Further celebrations resulted with the Sqn gaining entry into the Concours’ De’Elegance International Air Tattoo in July 1983.
By the late 1980s large political and economic changes were occurring in Eastern Europe. Cracks in the Warsaw Pact Alliance began to appear and East-West tensions seemed to decrease. The RAF completed a major overhaul and modernisation of its Air Defence Force including the purchase of a replacement for the Phantom, deciding upon the PanAvia Tornado Fighter. The last QRA scramble with the faithful Phantom took place on 19 October 1989. Shortly after this the Sqn was unfortunately run down with most of the aircrew assigned to other units.
Over the coming years the Sqn’s commitments largely revolved around Quick Reaction Alert (QRA) duties, numerous large scale exercises and Armament Practice Camps (APC). Subsequent to an outstanding APC and flight safety record in 1981 and 82, 11 Group awarded Treble One Squadron the Dacre Trophy. Further celebrations resulted with the Sqn gaining entry into the Concours’ De’Elegance International Air Tattoo in July 1983.
By the late 1980s large political and economic changes were occurring in Eastern Europe. Cracks in the Warsaw Pact Alliance began to appear and East-West tensions seemed to decrease. The RAF completed a major overhaul and modernisation of its Air Defence Force including the purchase of a replacement for the Phantom, deciding upon the PanAvia Tornado Fighter. The last QRA scramble with the faithful Phantom took place on 19 October 1989. Shortly after this the Sqn was unfortunately run down with most of the aircrew assigned to other units.
1989 to 2011 - The Tornado Era
Tornado F3
August 1990, Iraq invaded its neighbour Kuwait and while 111(F) Sqn was still re-building to full strength with the new Tornado F3, the Allies deployed to the Middle East to assist Kuwait. Many of 111(F) Sqn’s aircrew, now serving on different units, took part in Operation GRANBY. However, the Sqn still made it's contribution, and was tasked with the responsibility of F3 repair to relieve the pressure on RAF St Athan, who were busy with wartime modifications.
In April 1993 NATO implemented a 'No Fly' Zone over the former Yugoslavia in an attempt to protect war torn Bosnia-Herzegovina from further hostilities. The NATO led Op DENY FLIGHT - included 8 Tornado F3s operating from Gioia del Colle in Italy. In May 1994, for the first time in 46 years, 111(F) Sqn, led by Wg Cdr Smyth once again patrolled the skies over Yugoslavia. During one of the 15 week Operational Detachments, Flt Lt Gordon MacCleod and Flying Officer Shaun Vickers were credited with flying the F3s 5000th hour in support of Op DENY FLIGHT. Having made marked contributions to DENY FLIGHT and the offensive Op DELIBERATE FORCE, the Sqn’s final mission in the region was flown on 7 November 1995.
Throughout the late 90’s and into the 21st Century 111(F) Sqn has continued to train hard and fulfil UK QRA commitments. The Sqn participated in both Ops BOLTON and RESINATE to help enforce the 'No Fly' Zone over Southern Iraq before deploying back to the Middle East in February 2003 to carry out Op TELIC. The removal of Saddam Hussein from power in Iraq has allowed millions of Iraq’s people to experience a life free from the repression and the brutal persecution experienced under the former regime.
In April 1993 NATO implemented a 'No Fly' Zone over the former Yugoslavia in an attempt to protect war torn Bosnia-Herzegovina from further hostilities. The NATO led Op DENY FLIGHT - included 8 Tornado F3s operating from Gioia del Colle in Italy. In May 1994, for the first time in 46 years, 111(F) Sqn, led by Wg Cdr Smyth once again patrolled the skies over Yugoslavia. During one of the 15 week Operational Detachments, Flt Lt Gordon MacCleod and Flying Officer Shaun Vickers were credited with flying the F3s 5000th hour in support of Op DENY FLIGHT. Having made marked contributions to DENY FLIGHT and the offensive Op DELIBERATE FORCE, the Sqn’s final mission in the region was flown on 7 November 1995.
Throughout the late 90’s and into the 21st Century 111(F) Sqn has continued to train hard and fulfil UK QRA commitments. The Sqn participated in both Ops BOLTON and RESINATE to help enforce the 'No Fly' Zone over Southern Iraq before deploying back to the Middle East in February 2003 to carry out Op TELIC. The removal of Saddam Hussein from power in Iraq has allowed millions of Iraq’s people to experience a life free from the repression and the brutal persecution experienced under the former regime.
Tornado F3 formation, low over the Noth Sea
The fighter crews of 111 (F) Sqn frequently practiced QRA and ready at a moments notice around the clock, every single day of the year, to scramble Tornados to protect the UK from attack. When not holding QRA, the Sqn train and perfect their skills. Long range, high-level interceptions, Aerial Combat, Strafe and Low Level bomber escort missions are just some of the skills our aircrew are honing every day.
In 2008-2009 the Sqn trained overseas in countries including Hungary, Belgium, Cyprus, the UAE and the United States. In April 2008 the Sqn deployed to Abu Dhabi for ATLC, training alongside our Middle East counterparts and other nations. In March 2009 111(F) Sqn participated in Ex RED FLAG at Nellis Air Force Base, Nevada alongside 43(F) Sqn. This exclusive exercise provided a unique opportunity for the Sqn to train in a large-scale multi national environment for the last time as a Tornado F3 Force.
111(F) Sqn became the last remaining Tornado F3 Sqn on the closure of 43(F) Sqn in July 2009. They will remain responsible for the Northern Air Policing Area (APA) until April 2011 when Typhoon will assume the role.
In between all the hard work, the Sqn members still find time to relax and enjoy life to the full. Traditional dining-in nights are still extremely popular and, along with a wide variety of sports and activities, Sqn members still abide by the ‘Work Hard, Play Hard’ ethos we are so proud of.
In 2008-2009 the Sqn trained overseas in countries including Hungary, Belgium, Cyprus, the UAE and the United States. In April 2008 the Sqn deployed to Abu Dhabi for ATLC, training alongside our Middle East counterparts and other nations. In March 2009 111(F) Sqn participated in Ex RED FLAG at Nellis Air Force Base, Nevada alongside 43(F) Sqn. This exclusive exercise provided a unique opportunity for the Sqn to train in a large-scale multi national environment for the last time as a Tornado F3 Force.
111(F) Sqn became the last remaining Tornado F3 Sqn on the closure of 43(F) Sqn in July 2009. They will remain responsible for the Northern Air Policing Area (APA) until April 2011 when Typhoon will assume the role.
In between all the hard work, the Sqn members still find time to relax and enjoy life to the full. Traditional dining-in nights are still extremely popular and, along with a wide variety of sports and activities, Sqn members still abide by the ‘Work Hard, Play Hard’ ethos we are so proud of.