No.245 Sqn RAF
Founded : August 1918
Fugo non fugio - I put to fight, I do not flee
No.245 Sqn RAF
|Aces for : No.245 Sqn RAF|
|A list of all Aces from our database who are known to have flown with this squadron. A profile page is available by clicking the pilots name.|
|Frank R Carey||28.00||The signature of Frank R Carey features on some of our artwork - click here to see what is available.|
|Aircraft for : No.245 Sqn RAF|
|A list of all aircraft known to have been flown by No.245 Sqn RAF. A profile page including a list of all art prints for the aircraft is available by clicking the aircraft name.|
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Manufacturer : Hawker
Production Began : 1936
Number Built : 14533
Royal Air Force Fighter, the Hawker Hurricane had a top speed of 320mph, at 18,200 feet and 340mph at 17,500, ceiling of 34,200 and a range of 935 miles. The Hurricane was armed with eight fixed wing mounted .303 browning machine guns in the Mark I and twelve .303 browning's in the MKIIB in the Hurricane MKIIC it had four 20mm cannon. All time classic fighter the Hurricane was designed in 1933-1934, the first prototype flew in June 1936 and a contract for 600 for the Royal Air Force was placed. The first production model flew ion the 12th October 1937 and 111 squadron of the Royal Air Force received the first Hurricanes in January 1938. By the outbreak of World war two the Royal Air Force had 18 operational squadrons of Hurricanes. During the Battle of Britain a total of 1715 Hurricanes took part, (which was more than the rest of the aircraft of the Royal air force put together) and almost 75% of the Victories during the Battle of Britain went to hurricane pilots. The Hawker Hurricane was used in all theatres during World war two, and in many roles. in total 14,533 Hurricanes were built.
Manufacturer : Gloster
Production Began : 1944
Number Built : 3947
The Gloster Meteor was the first British jet fighter and the Allies' first operational jet. Designed by George Carter, and built by the Gloster Aircraft Company, Armstrong-Whitworth, the Meteor first flew in 1943 and commenced operations on 27 July 1944 with 616 Squadron of the Royal Air Force (RAF). The Gloster Meteor was not an aerodynamically advanced aircraft but the Gloster design team succeeded in producing an effective jet fighter that served the RAF and other air forces for decades. Meteors saw action with the Royal Australian Air Force (RAAF) in the Korean War and other air forces used the Meteor. The Royal Danish Air Force, The Belgian Air Force and Isreali Air Force kept the Meteor in service until the early 1970's. A Total of 3947 meteors were built and two Meteors, WL419 and WA638, remain in service with the Martin-Baker company as ejection seat testbeds.
Manufacturer : Hawker
Production Began : 1941
Number Built : 3330
Single engine fighter with a maximum speed of 412 mph at 19,000 feet and a ceiling of 35,200 feet. range 510 miles. The Typhoon was armed with twelve browning .303inch machine guns in the wings (MK1A) Four 20mm Hispano cannon in wings (MK!B) Two 1000ilb bombs or eight 3-inch rockets under wings. The first proto type flew in February 1940, but due to production problems the first production model flew in May 1941. with The Royal Air Force receiving their first aircraft in September 1941. Due to accidents due to engine problems (Sabre engine) The Hawker Typhoon started front line service in December 1941.The Hawker Typhoon started life in the role of interceptor around the cost of England but soon found its real role as a ground attack aircraft. especially with its 20mm cannon and rockets. This role was proved during the Normandy landings and the period after. The total number of Hawker typhoons built was 3,330.
|Signatures for : No.245 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.|
Air Commodore Cyril Brown CBE AFC AE
Click the name above to see prints signed by Air Commodore Cyril Brown CBE AFC AE
| Air Commodore Cyril Brown CBE AFC AE |
Born 17th January 1921. Joined the RAFVR in 1939, and completed pilot training to fly Hurricanes with No.245 Sqn during the Battle of Britain. He then joined No.616 Sqn in 1941, before taking a post as a test pilot. He died 1st November 2003.
Group Captain Frank Carey
Click the name or photo above to see prints signed by or with the mounted signature of Group Captain Frank Carey
| Group Captain Frank Carey |
Born 7th May 1912. Frank Carey joined the Royal Air Force n 1927 as a 15 year old apprentice. Carey was first employed as a ground crew fitter and metal rigger but in 1935 Frank carey was selected in 1935 for a pilots course. He was then posted as a sergeant pilot to No 43 Squadron, the Fighting Cocks, whose aircraft he had been servicing. Demonstrating exceptional panache in the Hawker Fury biplane fighter, Carey was selected for the squadrons renowned aerobatics team which took part in many air displays. In early 1939, No 43 Squadron was re-equipped at Tangmere, Sussex, with the eight-gun Hurricane fighter. During World War Two, Frank Carey scored 25 enemy aircraft destroyed, one of the highest Allied fighter pilot totals. Carey opened his account at Acklington in Northumberland, when he shared in the destruction of several Heinkel shipping raiders during the cold winter of 1939-40. This was followed by a short spell at Wick defending the fleet at Scapa Flow before he was commissioned as a pilot officer and posted with No 3 Hurricane Squadron to Merville in France after the German invasion, adding to his total. After six days day of continuous combat, during which he bagged some 14 kills Carey was shot down. He had attacked a Dornier 17 bomber and was following it closely down in its last moments; the pilot was dead but the surviving rear gunner pressed his trigger to set Careys Hurricane alight, wounding him in a leg. The fire stopped, and Carey lwas forced to land between the Allied and enemy lines. Carey managed to get back by hitching a lift with a Belgium soldier on the back of his motorbike until he was picked up by a Passing Army truck which got him to a casualty station at Dieppe, he was put on a Hospital train but the train was attacked by the luftwaffe afer the attack the Engin eDriver had detache dthe train form the carriages and left the wounded. The wlaking wounded managed to push the carriages to the relative safety of La Baule on the coast. Frank Carey along with some other RAF personel managed to obtain a abandoned Bristol Bombay whihc they flew back to Hendon with Carey manning the rear gun. Carey found himself listed as missing believed killed and awarded a DFC and Bar to add to an earlier DFM. He returned to Tangmere just in time for the Battle of Britain. During the Battle of Britain, Carey was shot down during an attack on a large formation of German aircraft, when after several ships had been lost from a Channel convoy during the summer of 1940 Carey and five other Hurricane pilots of No 43 Squadron arrived on the scene to find enemy aircraft stretched out in great lumps all the way from the Isle of Wight to Cherbourg. Frank Carey said about the combat At the bottom were Ju87 dive-bombers; above these Me 109s in great oval sweeps, and above them Me 110s. Three of us got up into them. It was absolutely ludicrous - three of us to take on that mob. At one stage I found himself hooked on to the tail of the last of an echelon of 109s and started firing away quite merrily. Then I had an awful wallop. It was an Me 110 with four cannons sitting just behind me. There was a big bang and there, in the wing, was a hole a man could have crawled through. Carey was slightly wounded by an explosive bullet, then a second Me 110 attacked and caused damage to Carey's rudder; but he managed to return to Tangmere only to be fired at by its anti-aircraft guns. That he managed to land was, he said, a great tribute to the Hurricane. He had been in combat up to six times a day when on August 18, the squadron's losses enabled him to lead No 43 for the first time in an attack on a mixed bunch of fighters and Ju 87 dive-bombers. The fur was flying everywhere, he recalled. Suddenly I was bullet stitched right across the cockpit. Since Tangmere was under attack he turned away and found a likely field for a crash landing at Pulborough, Sussex, where his Hurricane turned violently upside down. he spent some time in hospital. In November 1941 he was posted to Burma with No.135 Sqn when war broke out in the Far East. No 135 was diverted to Rangoon in Burma , , On February 27 1942, Carey was promoted wing commander to lead No 267 Wing, though it could seldom muster more than six serviceable Hurricanes. After destroying several Japanese aircraft he was forced to move to Magwe. As Japanese air raids increased Carey turned the Red Road, the main thoroughfare across the city, into a fighter runway. One advantage, he recalled, was that it was quite possible to sit in Firpos, the citys fashionable restaurant, and take off within three to four minutes. I managed it on several occasions. Early in 1943, Carey formed an air fighting training unit at Orissa, south-west of Calcutta, for pilots who were unfamiliar with conditions and Japanese tactics. In November 1944 he was posted to command No 73 OTU at Fayid, Egypt, in the rank of group captain. Awarded the AFC, Carey returned to Britian as the war ended in 1945, where he was granted a permanent commission and went to teach tactics at the Central Fighter Establishment at Tangmere. After attending the Army Staff College he reverted to the rank of wing commander to lead No 135 Wing, 2nd Tactical Air Force in Germany, where he flew Tempests. Converting to jets, he moved to Gutersloh as wing commander, A succession of staff appointments followed until 1958 he was appointed air adviser to the British High Commission in Australia. Carey, who was awarded the US Silver Star and appointed CBE in 1960, retired from the Royal Air Force in 1962 and joined Rolls-Royce as its aero division representative in Australia, New Zealand and Fiji, retiring in 1972 and moving back the the UK. . Frank Carey died 6th December 2004.
Wing Commander Hank Costain MBE
Click the name above to see prints signed by Wing Commander Hank Costain MBE
| Wing Commander Hank Costain MBE |
Hank Costain was born in Horton on the Gower Coast and was educated at Christ College Brecon. He joined the RAFVR for pilot training in September 1940. He trained in the USA in Arizona at Thunderbird Field and Falcon Field, returning to the UK in 1941 to complete operational training at 53 OTU on Spitfire Mk1s. He flew with No 154 Squadron (Motor Industries Squadron) Spitfire Vbs in the Hornchurch Wing. The Squadron was withdrawn from 11 Group to prepare for the invasion of North Africa, operation Torch. He flew with the Squadron throughout the North African campaign and moved with the Squadron to Malta to prepare for the invasion of Sicily, operation Husky. After moving to Lentini East in Sicily his tour was completed and he was posted back to The Canal Zone 73 OTU Abu Sueir as an instructor. Having completed his instructors tour the Far East were calling for experienced Spitfire pilots and he found himself en route to No 615 Squadron (County of Surrey) R.Aux.A.F. in Burma. He baled out of a Spitfire MkVIII while operating with 615 Squadron and spent several months in hospital in Calcutta before being invalided home. Fit again he became an instructor at 61 OTU Keevil on Spitfires and Mustangs. The next tour was with 245 Squadron at Horsham St Faith flying Meteor 3s. This tour was cut short, as there was a call for the two Spitfire Squadrons in Japan to be reinforced. At the end of 1946 he found himself on No 11 Squadron at Miho in Japan as part of the BCAIR element of BCOF (British Commonwealth Occupation Force). Returning from Japan in 1948 he spent a period ferrying with No 20 Maintenance Unit followed be an appointment as Unit Test Pilot at No9 MU. He completed the CFS Course in 1952 and became Training Officer of No602 (City of Glasgow) Squadron R.Aux.A.F. Promoted to Squadron Leader in 1953, a tour as Chief Ground Instructor and OC Gunnery Squadron at 226 OCU was completed. When 226 OCU was disbanded he took command of No608 (NR) Squadron R.Aux.A.F. at Thornaby on Tees, flying Vampires. He completed his RAF career in Guided Weapons. A tour of Woomera evaluating the Bloodhound Mk2 SAM missile. Then CO of No 33 (SAM) Squadron at Butterworth in Malaysia followed by appointment as CO of No 25 (SAM) Squadron at North Coates and RAF Germany.
Flight Lieutenant Eric R Edmunds
Click the name above to see prints signed by Flight Lieutenant Eric R Edmunds
| Flight Lieutenant Eric R Edmunds |
Flew Hurricanes with No.245 Sqn.
Flight Lieutenant John Golley
Click the name above to see prints signed by Flight Lieutenant John Golley
| Flight Lieutenant John Golley |
John Golley flew Hurricanes, Spitfires and Typhoons during World War II, commencing his combat flying with fighter sweeps and ground attacks over Northern Europe. During the run up to D-Day his No. 245 Squadron Typhoons were equipped with rockets, specializing in tank-busting in the Normandy Campaign. He has written several best-selling military books including The Day of the Typhoon.
Flight Lieutenant Sir Archie Lamb KBE CMG DFC
Click the name above to see prints signed by Flight Lieutenant Sir Archie Lamb KBE CMG DFC
| Flight Lieutenant Sir Archie Lamb KBE CMG DFC |
Archie Lamb joined the RAF from the Foreign Office after the outbreak of war. Returning from training in Southern Rhodesia, his troopship Orinsay was torpedoed, and he spent nine days in a lifeboat. Joining 184 Squadron, flying Hurricane rocket-firing fighter-bombers, the squadron converted to Typhoons early in 1944. Flying from Westhampnett, he flew two missions on D-Day. He transferred to 245 Squadron in mid 1944 as a Flight Commander. After the war he returned to the Foreign Office, becoming H.M. Ambassador to Kuwait, and to Norway.
Flight Lieutenant Ramsay Milne
Click the name above to see prints signed by Flight Lieutenant Ramsay Milne
| Flight Lieutenant Ramsay Milne |
One of many Canadians who served with the Typhoon squadrons of the 2nd TAF, Ramsay Milne grew up on a farm on the southern tip of Vancouver Island, joining up in October 1940. After flying training he was posted in December 1942 to 245 Squadron on Typhoons. While engaged in a patrol to counter German hit and run radiers in May 1943, an engine failure landed him in the North Sea from which he was rescued by an RAF Walrus. In February 1944 he was posted to 440 Squadron - a Canadian unit - with which he served throughout the invasion of Normandy campaign until he was shot down and made a POW 0n 19th August 1944. -- Our ops area was south of Lisieux on the 18th August and once there it was every man for himself. Scenes are still vivid in my mind - a number of Krauts piling off a motorbike and sidecar all trying to get through a door at the same time - a lorry speeding down the road between trees, a short burst, it rolls sideways into the field. Then - motorbike speeding down the road. Ammunition was always a problem, not enough - put the bead at the point where his backside meets the saddle - just fan the gun button, it worked, one round from each gun, a bullseye. He seemed to slowly rise holding the handlebars - I was up and away - no shortage of targets. Devastation, a mild word to describe the area, and the smell of decaying Kraut was evident at 2-3000 feet. Not pleasant. Some lasted longer than others, and others not at all. My time came on August 19th around noon. Luckily I was not shot, as I had a Hun revolver, figuring I would be able to shoot my way to freedom, gangster style. My mind changed quickly when surrounded by six or seven Hun plus a Black Shirted little devil. His hostility grew when he examined the Automatic and I figured my time was up. Fortunately the gun, a Colt type, was stamped made in Belgium and I told him in Kraut English that I had bought it in Chicago. There was doubt on his face but eventually the tension eased. The next morning on the march we were shot at by a sister squadron, and to top it the leader was a French Canadian - I have checked the records.
Squadron Leader Geoff Murphy
Click the name above to see prints signed by Squadron Leader Geoff Murphy
| Squadron Leader Geoff Murphy |
Geoff Murphy started flying with Aberdeen University Squadron as a 17 year old student in April 1941. He was called up in October and completed his flying training in Florida in August 1942. After staff piloting duties at a radio school, he was posted to fly Hurricanes in mid 1943 flying convoy patrols over the North Sea. Early in 1944 he converted to Typhoons and joined 245 Squadron in mid May 1944, just in time for D-Day. He had only fired four practice concrete head rockets before going on his first op. He stayed with 245 Squadron for the remainder of the war. He became a Flight Commander and was Mentioned in Despatches. At the end of hostilities in Europe, he had completed 141 operational sorties. After the war he stayed on in the Air Force, his duties including command of the first Jet Provost Squadron in the RAF. -- The slaughter in the Pocket continued up yo about 25th August with the lanes in the bocage country bordered by high banks being death traps to tanks, vehicles, men and horses which tried to move along them. The destruction and casualties were appalling and even from the air the stench of death was apparent from inside closed cockpits. As the noose tightened, it became clear that the one type of equipment which the Germans did not abandon in their headlong flight was their flak, as was evident from the casualties sustained. The ground attack pilots and the German flak gunners were constant daily adversaries throghout the campaign, since on every operation, in order to hit their targets, pilots had to dive into a cone of concentrated flak, remaining within it until their weapons were aimed and released and perhaps being most vulnerable when pulling out. We had armour plate at our backs underneath the cockpit, but the engine and flying control systems were unprotected and in a steep climb away from the target, as speed was rapidly reducing, it was advisable to turn the aircraft rapidly from side to side to spoil the gunners aim. Alternatively, keeping the aircraft very low and using the maximum speed attained at the bottom of the dive to get away from the target at roof-top height, made it very difficult for the gunners to keep their sights on the aircraft. This technique led, however, to the risk that when a climb to height to join up with the rest of the Squadron was eventually commenced, airspeed was lower and the rate of climb poorer, so that any other flak batteries within range in the area had a greater chance of hitting you.
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