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| CLICK HERE FOR A FULL LIST OF ALL PHILIP WEST PRINTS BY TITLE |
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No.96 Sqn RAF Founded : 8th October 1917
Nocturni obambulamus - We prowl by night
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No.96 Sqn RAF
| Aircraft for : No.96 Sqn RAF | |||
| A list of all aircraft known to have been flown by No.96 Sqn RAF. A profile page including a list of all art prints for the aircraft is available by clicking the aircraft name. | |||
| Squadron | Info | ||
Manufacturer : Bristol Production Began : 1940 Number Built : 5564 | Beaufighter BRISTOL BEAUFIGHTER The Bristol Beaufighter was a Torpedo Bomber and had a crew of two. with a maximum speed of 330mph and a ceiling of 29,000 feet. maximum normal range of 1500 miles but could be extended to 1750 miles. The Bristol Beaufighter carried four 20mm cannon in the belly of the aircraft and upto six .303in browning machine guns in the wings. it could also carry eight 3 -inch rockets, 1605 lb torpedo or a bomb load of 1,000 lb. The Bristol Beaufighter first flew in July 1939 and with some modifications entered service with the Royal Air Force in July 1940. In the winter of 1940 - 1941 the Beaufighter was used as a night fighter. and in March 1941 the aircraft was used at Coastal Command as a long range strike aircraft. and in 1941, the Beaufighter arrived in North Africa and used as a forward ground attack aircraft. The Bristol Beaufighter was used also in India, Burma and Australia. A total of 5,564 Beaufighters were built until production in Britain finished in 1945, but a further 364 were built in Australia for the Australian Air Force | ||
Manufacturer : Douglas Production Began : 1941 Retired : 1970 | Dakota DOUGLAS DAKOTA, Transport aircraft with three crew and can carry 28 passengers. speed 230-mph, and a altitude of 23,200 feet. maximum range 2,100 miles. The Douglas Dakota served in all theatres of world war two, The Royal Air Force received its first Douglas Dakota's in April 1941, to 31 squadron which was serving in India. These were DC2, later DC3 and eventually C-47 Dakotas were supplied. The Douglas Dakota was developed from the civil airliner of the 1930's. The Royal Air Force received nearly 2,000 Dakotas, But many more than this served in the US Air Force and other allied countries. The last flight of a Douglas Dakota of the Royal Air Force was in 1970. You can still see Douglas Dakota's in operational and transport use across the world. | ||
Manufacturer : Boulton Paul Production Began : 1939 Number Built : 1075 | Defiant BOULTON PAUL DEFIANT Built as a fighter, with a crew of two. Maximum speed of 304 mph, and a ceiling of 30,350 feet. armament on the defiant was four .303 browing machine guns in the Boulton Paul Turret. Designed as a intercepter fighter, the Defiant first flew in August 1937. and entered service with the Royal Air Force in October 1939 with no 264 squadron. and first flew in operations in march 1940 the Boulton Paul Defiant was certainly no match for the German Fighters, due to their lack of fire power as the defiant had no wing mounted machine guns. Heavy losses. The aircraft was re deployed as a night -Fighter in the autumn of 1940. This role also being taken over by Bristol Beaufighters in 1941, leaving the defiant for training, target tug, and air-sea rescue roles. A Total of 1075 Boulton Paul Defiant's were built | ||
Manufacturer : Handley Page Production Began : 1941 Retired : 1952 Number Built : 6177 | Halifax Royal Air Force heavy Bomber with a crew of six to eight. Maximum speed of 280mph (with MK.VI top speed of 312mph) service ceiling of 22,800feet maximum range of 3,000 miles. The Halifax carried four .303 browning machine guns in the tail turret, two .303 browning machines in the nose turret in the MK III there were four .303 brownings in the dorsal turret. The Handley Page Halifax, first joined the Royal Air Force in March 1941 with 35 squadron. The Halifax saw service in Europe and the Middle east with a variety of variants for use with Coastal Command, in anti Submarine warfare, special duties, glider-tugs, and troop transportation roles. A total of 6177 Halifax's were built and stayed in service with the Royal Air Force until 1952 | ||
Manufacturer : De Havilland Production Began : 1940 Retired : 1955 Number Built : 7781 | Mosquito Used as a night fighter, fighter bomber, bomber and Photo-reconnaissance, with a crew of two, Maximum speed was 425 mph, at 30,300 feet, 380mph at 17,000ft. and a ceiling of 36,000feet, maximum range 3,500 miles. the Mosquito was armed with four 20mm Hospano cannon in belly and four .303 inch browning machine guns in nose. Coastal strike aircraft had eight 3-inch Rockets under the wings, and one 57mm shell gun in belly. The Mossie at it was known made its first flight on 25th November 1940, and the mosquito made its first operational flight for the Royal Air Force as a reconnaissance unit based at Benson. In early 1942, a modified version (mark II) operated as a night fighter with 157 and 23 squadron's. In April 1943 the first De Haviland Mosquito saw service in the Far east and in 1944 The Mosquito was used at Coastal Command in its strike wings. Bomber Commands offensive against Germany saw many Mosquitos, used as photo Reconnaissance aircraft, Fighter Escorts, and Path Finders. The Mosquito stayed in service with the Royal Air Force until 1955. and a total of 7781 mosquito's were built. | ||
| Signatures for : No.96 Sqn RAF | |||||
| A list of all signatures from our database who are associated with this squadron. A profile page is available by clicking their name. | |||||
| Name | Info | ||||
Ken Moon Click the name above to see prints signed by Ken Moon | Ken Moon Flew Dakota 214 of No.96 Squadron on December 8th 1945. Here are Ken's own recollections of his time with the Dakota : I volunteered for aircrew towards the end of 1942 and was called up in January 1943. I trained in Canada and qualified as a Navigator early in 1944 and was posted to the Far East early in 1945 and to 96 Squadron in August 1945. We flew Dakota aircraft operating in Burma on many sorties in support of the 14th Army who were fighting against the Japanese. Supplies and personnel were flown in and the return trip often included casualties. At the end of the month we were recalled to Bilaspur in India and were told that we were to take part in an airborne operation on Penang halfway down the coast of Malaya. I had done all the flight planning for this operation and two days later we were called to attend what we thought was the final briefing. Imagine our surprise when it was announced that it had been called off because the Americans had dropped atom bombs on the Japanese mainland resulting in a complete surrender. We were told that the following day we would go back into Burma and be based at Hmawbi some thirty miles north of Rangoon and take part in flying out the ex prisoners of war who had been in captivity for some three and a half years and had suffered extreme hardships and brutality. We lived under canvas for the next few months and when this job was completed our crew were fortunate to be posted to Kaitak, Hong Kong, mainly to fly for the British Embassy, which was being moved from Chunking, which was the wartime capital of China, to Nanking, which was to be the future peacetime capital. (Of course this did not take place because the communists took over and Peking, now known as Beijing, became the new capital) During this time we flew a wide variety of cargoes including passengers such as Kings Messengers and the occassional VIP as well as troops, military personnel, casualties and ex pows. We carried diplomatic mail, jeeps, aero engines and tyres, ammunition, aviation fuel, food and rations, medical personnel, and a great deal of mixed freight. The Dakota was a truly wonderful aircraft and was wel liked by all its crews. It was said that General Eisenhower when listing the foru weapons which did most to win the war included the jeep and the Douglas Dakota. To quote an unnamed pilot - You might wreck a Dakota, but you will never wear it out. After nearly a quarter of a century of faithful service it was retired from the RAF in April 1970. The crew I usually flew with consisted of the following : Pilot - Flt Sgt Ridley, Navigator - (myself) Flt Sgt Moon, Radio Operator - Flt Sgt Robson. All were later promoted to Warrant Officer. Also 2nd Pilot Sgt Bamber or Sgt Gough. At the end of 1946 I was demobbed and returned home realising how fortunate I was having had such experiences - sometimes dangerous, sometimes exciting but always interesting.
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