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President: Air Commodore Steve Skinner BSc RAF (Ret’d) Chairman: Wing Commander Derek Straw MRAeS MRIN RAF (Ret’d) Life Vice President: Air Commodore Bob Joseph CBE BSc RAF (Ret’d) Life Vice President: Mrs Marie Emmerson Editor: andrew.collins199@virginmedia.com 10 Tithe Mead Romsey Hampshire 01794 519940 SO51 7SD

No 206 Squadron Association

June 2020 Newsletter

Although we have spent several weeks in lockdown, the Association has not been inactive. Sadly, we lost the April reunion and AGM, but there have been other activities. The most notable of these is the production of our own website, put together with much effort by our President, Steve Skinner. The Squadron too have been employed on essential duties, and as always I am grateful to Duncan Wright for an interesting report on their work. Nonetheless, this edition of the newsletter is somewhat sparser than the usual offering, mainly due to the lack of anything to report on recent social events and uncertainty about future ones. But most of the usual items have survived and you will find the usual book reviews, something on aviation museums, and a list of those joining and leaving us. Also there is a fascinating article from Derek Straw drawing on Jack Frost’s memoir, “Fortunate Choices”. I hope that by the time of the next newsletter in December there might be more to say on the social front. In the meantime may I encourage all our members to stay safe and wish for good health to all. Andy Collins

Chairman’s Ponderings I trust that our membership has managed to stay safe, and sane, during the last few months. It has been a disappointment and frustration in equal measure that we have been unable to hold our annual Reunion – the planning, the re-planning, the postponement and maybe still a cancellation for this year – represents so much nugatory effort. But, needs must, and considerable thanks are offered to Ais & Geoff North who conducted the original planning for Stratford and have continued to exercise oversight with the Hotel on our behalf. The lockdown has not stopped the work of the Committee. Preparations for the AGM were

well in hand, and thanks to John Porter, the Treasurer’s report can added to this newsletter. A huge round of applause is due to our President, Stephen Skinner, who has master-minded the design and launch of our Association’s website ably assisted by our historian, Andy Collins. It is a great step forward and has already persuaded new recruits to our ranks – each of whom is most welcome. The web site is also ‘work in progress’, and Steve welcomes your feed-back and any new material that you care to share. My lockdown has meant a clear out of many cupboards; shame the re-cycling centres are closed, so I will have to hang onto my ‘Magpie hoard’ a little longer

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which enables me to share a smile with you thanks to Bill Tidy’s cartoons that appeared in Punch magazine’s ‘50th birthday of the RAF’ edition. With the postponement of the Reunion we were not able to toast our ‘Absent Friends’. Over the New Year we lost two Association colleagues – John Young and John Martin DFC – so let’s raise a glass to these friends and all our absent friends. I can only hope that conditions to reduce the severity of the lockdown will improve, and that we can all stay safe and meet again soon in more Social times. Derek Straw

206 T&E Sqn Association Report Well – what has happened to the world since I last wrote to you all? I know much of your newsletter will be dominated by the unprecedented events unfolding globally as a result of SARS-CoV-2 and the resulting COVID-19 it causes. The national measures put in place by the UK Government have clearly had major implications to 206 TES operations. Of course, some trials must continue in order to support Front Line Operations, so a review of all T&E programmes has been taken at high level to categorise ongoing trials as Essential, Desirable and Non-Essential. This has effectively paused the flying and simulator elements of many trials as it would be impossible to socially distance on a flight-deck. As part of the military support to the nation through the COVID-19 crisis, 206 Sqn are now providing crews to augment the front line. We have been holding a National Standby commitment on the C-130J and A400M and maintain a readiness to support any patient moves or other tasking as directed by the government. This also means carrying on with training flights to maintain competency. Of the essential programs continuing, the next iteration of Infra-Red Counter Measures to account for an emerging IR threat will continue development and testing on the C-130J and Shadow R1. The IR signature trial recently completed on the C-130J will provide an important update to the IR signature modelling used by Defence Science Technology Laboratory (DSTL) to combat the IR threat and develop countermeasures. 206 TES expect to be flying on Donna Nook Range on the East Coast near Mablethorpe in late June to test the effectiveness of DSTL’s latest flare. 206 TES are now even more closely linked with the flying training system as we provide project pilots to assist 22 Training Group evaluate new training platforms. We now have project pilots for the Texan (the Tucano replacement) and for the Viking glider. Once COVID-19 restrictions are lifted, there will be an interesting trial looking into glider winch

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launch techniques including emergency procedures for winch failures (such as cable breaks). The Phenom trial which evaluated close formation techniques and handling characteristics on the Multi Engine Training School has been completed and the results de-briefed. This will now direct the training program for formation flying on the Advanced Flying Training course. Flt Lt Matt Moore has now requalified on the Poseidon P8 – returning a maritime role to 206. He is involved in a program of integrated test as the UK begins a work up to resume operational capability on the aircraft. The C17 flight on 206 TES are moving forward with a High-Altitude Parachuting trial. This is exciting work as up until now, the RAF have not fully utilised the capabilities of this platform. Our C17 project pilot is beavering away furiously to try and get this trial running before he leaves us on posting to an exchange tour with the USAF on the C17. Another major change to the Sqn has occurred as a result of ETPS ceasing to be a military governed unit. The school has reformed under part of QinetiQ Civil Flight Operations (QCFO), which means they can no longer maintain oversight of the RAF Centre of Aviation Medicine (RAFCAM) Hawk T1 flying. 206 Sqn now have a supervisory role for this unit which means more involvement in their trials and an opportunity for those who want to fly the Hawk. Though why anyone would want to fly an aircraft where you climb in through the roof and sit on exploding furniture is frankly beyond me! On the social front, COVID-19 has had a real impact. The grand opening of the new briefing facility complete with display cabinets to show off donated 206 Squadron memorabilia has sadly been postponed. We will keep you updated and hope to return to some semblance of normality soon. Until then, stay safe and remember the social distancing rule of 2m is the minimum recommended and can be increased when forced to interact with navigators!!! Dunc Wright – 206 TES Association Liaison. (Editor’s comment: Readers might have deduced that Duncan is a Pilot who flies “heavy” aircraft.

An RAF C-130J deploys flare countermeasures.

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206 Squadron Association Website We have recently launched the 206 Squadron Association website at www.206squadronassociation.com and if you haven’t already done so, why not go and have a look? The website looks to add another piece to the panoply of information (Facebook, email, Newsletter), available to members, potential members, and those who just might be interested. In the first place the intent is to provide up to date news of the Association’s events and happenings and, importantly, to provide another avenue for providing feedback. However, this is but one element. In providing a written and pictorial history of the Association and the squadron itself, it is hoped we can attract yet more potential members to join. We have aimed at keeping the layout simple, uncluttered, and accurate with plenty of good quality photographs and videos which hopefully may attract members and others to contribute their memories. The Gallery element covers the period from the Squadron’s formation in 1916 up to today and is not only a fascinating record of days gone past, but also one that is growing steadily. Do you have something, a story or photographs we might add? Finally, I am very grateful to Wg Cdr Neil Philp, OC 206 Sqn, for offering the Sqn’s full support in providing up to date feedback on the Sqn’s activities. This will add much vibrancy and currency to the website which hopefully will elicit yet more interest. Do go and visit the site and provide feedback through comments to the various Posts or via the Contact form. And if you like the site, do tell your friends. Stephen Skinner

‘Fortunate Choices’ – From the memoirs of Jack Frost DFC The December 2019 newsletter promised more extracts from Jack’s memoirs. This article starts after he concluded his flying training and operational conversion to the Anson. I was posted to Coastal Command. I was to report to Thornaby-on-Tees, in Yorkshire, in an area of steel works and an important chemical plant, to join 608 Auxiliary Air Force Squadron. I found the Squadron to be a mixture of local Yorkshire types. The officers were landowners, factory proprietors, brewery directors plus one or two with scientific back-grounds from the big industrial works. They were courteous and pleasant people, but they were also complete amateurs playing the war game by eye and experiment. Fortunately they knew the hazards of the locality and all could fly, though I was to find some better at it than others. One of the local hazards was an extensive barrage of balloons, another, the release of dense clouds of smoke into the air when an air raid was imminent. The smoke was made by burning tar in pots. To help me locate the airfield in poor visibility I was given the following briefing: “When you fly in from the sea, in poor conditions, come in over the Pier at Saltburn and pick up the A174 road. This will keep you parallel to the line of the Cleveland Hills. Bear right after crossing the railway line and reduce your height to 800 feet. Look now for the red roof of the Hotel and the fork in the road. Now you can see the airfield to port and the racecourse to starboard. You need to turn and keep the airfield in view, sum up the circuit conditions and down you go.” The important thing was to line up with the runway before you found yourself among the cables of the lethal balloon barrage. At that stage in the war we NCOs used the normal sergeants’ mess where sandwiches and a thermos flask were provided. If you were lucky you could be crewed with a married, locally living-out officer. He would have a picnic basket, filled by his wife and we all could enjoy it over the sea on a fine day. From January to March 1941 I was part of a detached flight of three Ansons, plus one in reserve, sent to Dyce Aerodrome in Aberdeen. This winter was so bitterly cold that ice had formed along the sea’s edge. Although we carried out training in night flying, in practice the night was avoided. Nearly all patrols were timed

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for dawn take-off or a dusk landing. This caution was necessary because our aircraft were not well equipped for work at night. Navigation depended on dead reckoning, and visual contacts to pin-point one’s position. In bad weather you relied on the wireless operator obtaining a series of bearings from continuously transmitting beacons or from ground stations responding to our need. During this time Jack’s crew suffered a double engine failure and ditching on their Anson while en route to escort a convoy. Jack was the sole survivor, from which he suffered concussion leading to some weeks recuperating, off flying and a Board of Inquiry. In May I was told to return to my Squadron and await a final medical board. I now had a new job as a duty pilot. This involved supervising the signals area and the laying out of the goose-neck paraffin flares for night landings. When I had leave I visited the families of the two wireless operator air gunners who had been lost at sea. They were very sad visits. While I had been away the Squadron had converted to flying Blenheims, and was soon to change again, this time to Hudsons, but I was still grounded. John Burton gave me a flight in a Blenheim to cheer me up by showing me I could still fly a machine. I was still acting as a duty pilot when I was promoted to Flight Sergeant. I was glad to put the brass crowns above my brevet because it showed that no adverse report had been made to my Commanding Officer as a result of the flying accident. Compared to the Anson and the Blenheim the Hudson was a really advanced type. It had been based on a successful American civil airliner. It had two Wright Cyclone engines, with a top speed of 200 knots and an automatic pilot. Its cruising speed gave it a useful range of seven hours flying time. The cabin was spacious and had heaters. The total number of instruments and controls was 87 and I spent nights memorising their functions. I liked the Hudson straight away, probably because Ginger (flight instructor) let me fly it from the start of his tuition. However, the Hudson could be a tricky aeroplane to fly. Its high wing loading meant that any slackness in flying it, would be rewarded by a vicious and probably fatal stall. Flying it required much more skill than was needed by the Anson. The Squadron’s offensive sector was now a triangle turning on the lighthouses at the entrances to Kristiansund and Lister Fjord in South West Norway. November 1941 was a black month for 608 Squadron. The Commanding Officer and ten aircrews were lost on operations off the northern tip of Jutland. During November and December I searched the entrances to Kristiansund and Skaggerak. On the 28th of December, with Pilot Officer Henderson, we attacked an iron ore carrier, dropping four 250 pound bombs at low level. There was heavy anti-aircraft fire from the escorting destroyer. These carriers, typically 6-8 thousand tons ships, were vital links in the supply line from Sweden via Narvik to the North German ports. In January 1942 I joined No 53 Squadron which was reforming on the east coast of Lincolnshire, south of Grimsby. Although a bleak spot, the aerodrome had the priceless asset of being sited just behind a formidable sea wall or dyke. In bad weather conditions one could hop over the wall at about 25 feet and touch down safely behind its shelter. The task of my new squadron was to carry out offensive sweeps along the coasts of Holland, Denmark and south–west Norway. We were to attack at sight any shipping and ‘E’ boats. The latter were heavily armed, small, high speed launches which were proving to be a thorn in the east coast shipping routes attacking from the seaward side. At North Coates I was promoted to Warrant Officer. It did mean that I was now the senior NCO pilot in the Squadron. I was given a flight of three Hudsons to lead on offensive patrols between Heligoland and the entrance to Skaggerak. These sweeps were the ‘happy time’ as far as I was concerned. Flying at 500 feet outward from North Cotes you then descend to 25 feet, just above the wave tops, having first quickly calculated that you were within 25 miles of the enemy coast. Skimming above the wave tops, apart from a possible engine failure, the chief fear was that the enemy radar operators would detect us in time to send Me109 fighter

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planes after us. To be just 22 and in command of a flight of three armed Hudsons that was a pinnacle of my RAF life. The heavy losses of the maritime squadrons engaged in anti-shipping strikes meant that amateurs were quickly killed in these daily deadly actions. Fortunately the leaders of the Squadron were fully trained regular airmen. These were men of great character and we all felt the loss whenever one failed to return. There were also a good number of NCO pilots. Aircrew duties were interchangeable as far as pilots were concerned. To continue the closeness felt in the air, a separate mess for all aircrew was now set up. In future all aircrew on operations would eat together before and after a sortie. The RAF was changing its make-up. In the early years of my service, on 608 Squadron, I had felt like, I imagined, a trusted servant in a gentleman’s club. The officers were from a business elite, e.g. from the respected local brewing dynasty, from a family of shoe manufacturers and of other similar civilian status. They represented the best youth and the well-to-do of North Yorkshire. They were happy-go-lucky amateurs to whom professional efficiency came slowly. They fell gallantly off the Norwegian coast. When the unit reformed later, it was a new squadron, largely reinforced by Canadian aircrews. As far as I was concerned that phase had gone from me. I was now on 53 Squadron which was staffed largely by ex-apprentices from Halton, the RAF training school for skilled personnel. The leaders were now former sergeant pilots who had been commissioned as a result of their efficiency. The dominant mood in this Squadron was elation whenever they hit the enemy hard. They were equal now to the best that the Luftwaffe could do. I had joined a killing machine. Jack was recently sent a Commemorative Medal from the Russian Government "75 Years of Victory in Great Patriotic War 1941-45". This medal was delivered on VE75, 25 years after Jack and others of the Association received a similar medal representing 50 years on from the Arctic Convoys. Jack’s story will be continued; the above extracts are by kind permission of Jack Frost. Derek Straw

Book Reviews ‘Covering The Approaches’ – John Quinn & Alan Reilly

This compact book has as its sub-titles, ‘The War against the U-boats’ and ‘Limavady and Ballykelly’s role in the Battle of the Atlantic’; it was written and produced by the “World War II Wreckology Group”, local aviation historians in Northern Ireland. Although published in 1996, a copy has only just come into my possession. This review is not just to recommend its reading, but it also sits nicely alongside the memories of Jack Frost. Although 206 was never a resident Squadron of Limavady or Ballykelly, it was no stranger to Northern Ireland in either WWII or post war. The book does have a connection with 206, albeit tenuous: it contains a dedication by Eric Bland DSO, who together with Willis Roxburgh DFC and Ian Samuel left 206 Fortresses to provide an experienced core on Liberators with the newly formed 86 Sqn. ‘Covering the Approaches’ is a successor book to ‘Wings Over the Foyle’ and again concentrates on resident Squadrons and their operations. Also known as Aghanloo,

Limavady was used as a base for both operational and training units and was occupied well before it was recognisable as an RAF Station. Ground crew occupied tents, Station HQ was a hut, aircrew were billeted in town or outlying farms, while Station Admin and some lucky officers had space in the local hotel, known to some as the Red Pillar House, and to its landlord as The Alexander Arms; initially it also housed operations, as it had the only telephone link with Group HQ. Aircrew commentary mirrors Jack Frost’s observations: “Limavady was a dangerous place. There are hills on three sides and Lough Foyle is the only side that is really open, which could cause problems of its own, as if there weren’t enough already.” Ballykelly’s construction

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followed some months after Limavady and followed a similar path just a few miles away; it would eventually become the major airfield of the region.

Left: The Winter of 1942? Ground crew ’apartments’ & Ben Twitch on horizon. Below: Aircrew debrief in the Alexander Arms.

This book provides the reader a very clear picture of Coastal operations in WWII through its anecdotes and details of flights,

crashes and near misses; it outlines the local hazards of flying around ‘Ben Twitch’ and Loch Foyle, while providing a few appendices of useful data. For those familiar with the locale it should bring back many memories - from their childhood of course. PS Anybody got access to a copy of ‘Wings Over the Foyle’? Photos via ‘Covering the Approaches’ . Happy lockdown reading. Derek Straw

Reaper Force, by Dr Peter Lee Despite its title, Reaper Force is about people and their job rather than about the Reaper RPV. Indeed, almost all the technical aircraft information is contained in five lines of text on page 2 of the book, where we learn that it has a 60 ft wingspan, operates around 20,000 ft with an endurance of up to 20 hours, and carries 4 Hellfire missiles and 2 LGBs. As a former RAF Chaplain, now involved in the ethical and academic side of warfare, Dr Lee brings a different perspective to this modern side of armed conflict. He was given almost unfettered access to the two RAF Reaper Squadrons – 39 Squadron operating from Creech Air Force Base in Nevada, and XIII Squadron operating from RAF Waddington. In both these locations he “flew” with crews as they operated the Reapers on operations in the Middle East. But most of the time he simply talked to them, and got from them remarkably frank, and sometimes distressing, accounts of their experiences in this new form of warfare.

The general public impression of a Reaper crew as being remote from their theatre of warfare quickly evaporates as one reads of the traumatic experience of having to watch helplessly as Taliban fighters ruthlessly carry out beheadings and other atrocities. The electro-optics fitted to the aircraft allow remarkably detailed, almost close-up, views of the action three or four miles below. We learn of the multiple levels of control and supervision under which the crew operates. For while there are just three operating crew, there are many others observing their every action in “real time” and having to give approval for any weapon engagement that they undertake. And all the time they work under the overarching

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Aviation Museums Unsurprisingly, I have not had the opportunity to visit any aviation museums this Spring to give a report to our members. But, as in so many other aspects of life in Coronavirus Britain, I have taken to the internet to find virtual tours of some of the sites. The results, alas, are not a satisfactory substitute for the real thing, for the pleasure of a real museum visit is the ability to get up close to exhibits, to peer into bomb-bays and to read the details on the information boards. Nonetheless, with the aid of a well known search engine I looked to see what was available on line while the real thing was closed. The obvious first stop was the RAF Museum at Hendon. Navigating to https://www.rafmuseum.org.uk/london/things-to-see-and-do/virtual-tours.aspx produces a promising looking webpage with “Virtual Tours” displayed prominently at the top. Four links are shown to the tours, one being to Google Street View, another to the Graham White Watch Office, and the others to two of the hangars at the London Museum. Selecting the first of the hangars I found the first hurdle, in that the Google Chrome web browser that I use does not, for security reasons, allow access to Flash Player, which is used by the site. After some investigation I managed to allow Flash Player to operate for one session, but I was surprised that the museum has not changed to some more secure software. The hangar tours are simply a 360° view, shot from the middle of the hangar to show what is on display. In fairness, they were clearly designed to whet the appetite of potential visitors, and they do not pretend to give the same experience as a personal visit. Perhaps, if the pandemic restrictions continue for much longer a more immersive and instructive virtual visit might be considered. The Yorkshire Air Museum at https://yorkshireairmuseum.org/ has less to show, but does rather better with a few interior 360° views inside their Handley Page Halifax. The Imperial War Museum at Duxford has a link (https://www.iwm.org.uk/americanairmuseumvirtualtour) to the American Air Museum to give a few 360° panoramas of the exhibition halls, but again there are no views inside the aircraft. Moving further afield to the USA, the National Naval Aviation Museum at Pensacola website at https://www.navalaviationmuseum.org/nnam/virtualtour/ provides a much flashier experience. But, as at the RAF Museum, it is largely a collection of 360° views of the inside of the exhibition halls. Hoping to find something more to satisfy my interest elsewhere in the USA I moved to https://thepointsguy.com/guide/virtual-aviation-museums/ where I found a few more useful links. The first, and to me the most interesting, was to the website of Seattle’s Museum of Flight at https://www.iwm.org.uk/americanairmuseumvirtualtour. Here there are links to information on a dozen or so

constraint that there must be no civilian casualties from any weapon engagement that they make. This theme is reiterated time and time again throughout the book. Much is made of the one occasion when there were civilian casualties despite the almost fanatical checks and double checks that were carried out. We learn of another crew who were immediately downgraded from their operational status after an engagement where, had the missile launch not failed, there could (not necessarily “would”) have been civilian casualties. As well as interviews with the crews (all thoroughly anonymised), Dr Lee records the stories of their spouses, who see the changes and stresses on their husbands and wives, who go to work in Lincolnshire or Nevada, kill terrorists in Afghanistan, and then return home to put the children to bed. I have to admit to finding this in many ways a disturbing book, with the pressures on those who operate the Reaper being entirely different from those experienced by aircrew of an earlier era. For anyone interested in the operation of the modern RAF, this is an essential read, for it breaks new ground. First published in hardback in 2018, it is now available in paperback with a cover price of £8.99. Andy Collins

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different aircraft, and each offers virtual 360° tours inside the cockpit and the cabin. The larger museums, particularly in UK, do seem to be missing an opportunity to showcase their exhibits at a time when conventional visits are not possible. They might consider following the simple examples set by the small, enthusiast run collections such as the Boscombe Down Aviation Collection at http://www.boscombedownaviationcollection .co.uk/Index.htm, which uses low-tech photographs of the exterior and interior of each of their exhibits. Another such website is that for my favourite aviation museum, the Tangmere Military Aviation Museum, to be found at https://www.tangmere-museum.org.uk/, which also includes a few virtual 360° tours of cockpits. Both of these sites have enough information and graphics to hold your interest while at the same time en-couraging you to visit the museum itself when that again becomes possible. Andy Collins

Charitable Causes Members may recall my suggestion in the last newsletter that individuals could register with the Association their willingness to offer help in some particular field to other members who may find themselves in difficulties. That initiative, unfortunately, came to naught, as no registrations were received. Nonetheless, at a time when some members may be facing problems because of the Covid-19 lockdown, there are several sources of assistance available to former RAF personnel and I have provided links to a few of them that might prove useful. The most obvious source of assistance is the Royal Air Force Benevolent Fund. Their website at https://www.rafbf.org/ gives details of what they do and how to get assistance from them. When I spoke to them last year I found them extraordinarily helpful and enthusiastic to offer help where it is needed. Surprisingly, the Fund does little case-work itself, farming out investigation to the Royal Air Forces Association (RAFA) to gather details for each case. RAFA itself is a further source of assistance. Their website at https://www.rafa.org.uk/ again has plenty of information about their work and the services provided. (I particularly like that website for having on its home page a picture of some very jovial aircrew in front of a Nimrod, having, I suspect, delivered it to its final resting place.) The website states “Our dedicated welfare team is here to help. Whether you need someone to talk to, help finding financial support, some time away to rest and recuperate or something else entirely, we can help find a solution.” A more generic source of help and information for all service veterans is the Veterans’ Gateway, details of which can be found at https://www.veteransgateway.org.uk/. Like the previous sites, it allows those seeking assistance to contact the organisation directly. But it also provides information for self-help on a number of topics through an interactive map page, covering such problems as employment, housing, finance, mental wellbeing and legal support. There are plenty of sources of assistance out there, so if you do find yourself in need of some sort of support, or if you know of someone who needs support, the links above will give you access to people and organisations that really do want to help. Andy Collins

Social Clearly there is nothing to report on social events in the last six months, and the prospects for the next six months look little better. The annual reunion that was planned for April could not, of course, take place but Geoff and Ais North, who took on the task of planning it, have arranged with the Welcombe Hallmark Hotel at Stratford-upon-Avon for everything to be provisionally postponed to the weekend of 30 October to 1 November this year. No further plans can be made in the current uncertain situation, and we will update members further in September. Similarly, there is a provisional booking for the Association

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Autumn lunch at the Farmers’ Club for 21 November, and again a decision on whether it is to go ahead will be made by September. It is unlikely that both events will take place, but there is a chance that it may be possible to hold one of them. AGM The 2020 AGM was scheduled to take place during the Annual Reunion in April, but had to be cancelled. If one of the remaining social events for this year does happen, then we plan to hold the AGM on that occasion. Otherwise it is not practical to hold an AGM in 2020. The Accounts for 2019 would have been presented at the AGM, and a copy of them is included with this newsletter. Any queries or comments on the accounts can be made to the Treasurer, John Porter, at treasurer@206squadronassociation.com . The election of President and Secretary were due at the 2020 AGM, but the current incumbents will stay in post until a new General Meeting can be convened.

Joining and Off Task Thanks to the publicity from the website, we have a good crop of new members. Joining Dave Masters Ian Marshall Shaun Pullen Bob Kretowicz Scot Copsey Ian Weir John Leighton Dave Thorne Gary Hunt John Broadbent Off Task Johnny Martin DFC, AFC 3 Dec 2019 Alan Armstrong 27 September 2019. Age 98. John Young 10 January 2020. Marion Wills obit 2015, but only just found out. John Cubberly (Baginton Shackleton – non-member) John Potts (non-member) Lost Track Greta Grit

Treasurer: Wg Cdr J L Porter RAF (Ret'd) 5 Greenfinch Drive, Twyford, Reading, RG10 9JE. treasurer@206squadronassociation.com

Secretary: Sqn Ldr A F Collins RAF (Ret'd), 10 Tithe Mead, Romsey, Hampshire, SO51 7SD. ( 01794 519940). secretary@206squadronassociation.com