Dark Earth/Dark Green uppersurfaces wi1h Sky undersides; codes In
Medium Sea Grey. 'A 1' roundels on fuselage sides and above wings, type 'A' below wings; serial in black AVRO 6521 ANSO By Alan W.Hall T HE history of the Avro Anson is a long and sometimes complicated one. It was in production from the mid 1930s till long after World War 2 and saw service in every theatre of war and in every RAF and most Commonwealth Air Force Commands apart from exports. Yet the Anson s original concept was that of a pre-war civil airliner. Imperial Airways, who in common with other European air- lines were opening new routes and introduc- ing new types of aircraft, were keen to keep ahead of the competition and made it known that they were seeking an airliner that would seat up to six passengers and have a cnrising speed of over 150 mph for the new route they were proposing from Croydon to Brindisi in Italy. Roy Chadwick head of Avro's design team came up with the solution which became known by the works designation Avro 652. It was a twin engined low winged aircraft with the interesting availability of a retractable undercarriage which gave it a cruisi ng speed 15 mph in excess of what Imperial Airways were looking for. The airline ordered two aircraft which The Anson was developed from two civil Avro 652s ordered by Imperial Airways for their route from Croydon to Brindisi in italy. Registered as G-ACRM and G-ACRN they were named 'Avalon' and ' Avatar' thought the latter was changed to ' Ava' as the full name was a rude word in certain languages they named Avalon' G-ACRM and Avatar' G-ACRN. Part of the contract was that Avros could use the aircraft on their route proving trials for a sales tour of the Balkans to try and encourage new orders for their design. But trouble struck 'Avatar' as the word had an ent irely diflcrent and rather rude meaning in the local language and it was quickly changed to 'Ava'. Both aircraft gave exemplary service to Imperial Airways on their Italian route but with war clouds looming they were sold to Air Service Training Ltd for usc as naviga- tion trainers at o.ll Air Observers Navigation School where they were impressed into RAF service in 1941 and ended up at RAE Famborough with the No.I School of Photography before moving on to the Royal Navy at Lce-on-Solent The first production Anson Mk.l was K6152 seen in its original form some time after its first flight. Powered by 295 hp Cheetah engines in fluted cowlings it remained in servic,e with the manufactuers for much of lt,s life. eventually ending their days there. MILITARY INTEREST In the same period the Air Mininstry seeing the potential of the Avro 652 issued Specification 18/35 which was based on Roy Chadwick's design as at that time and period of intensive re-am1ament, new types were being sought to update the aircraft present at that time in front line service. Avros supplied plans for a general recon- naissance bomber in 1934 which was given the designation 652A and fitted with 295 hp Cheetah engines in helmeted cowlings and an armament of a forward firing .303 machine gun and another in a turret with a similar gun fitted on the dorsal line behind the wing trailing edge. A bomb load of 360 lbs could be carried internally in the centre section. The first prototype K4771 flew on 24 AVRO ANSON WAR PAINT PAGE 1. No 48 Squadron was the first operational RAF squadron to use the Anson. It joined forces with the School of Navigation to become the largest pre-war Anson user in the RAF. This picture shows some of their aircraft hangared at RAF Mansion. Note the serials marked on top of the wing as well as underneath. (C.F.Sandrett) March 1935 and service trials began at Gospon in competition with a military ver- sion of rhe Dragon Rapide known as rhe DH.89M. The Avro 652A was I he winner of rhc compel irion and the Ai r Minisrry placed an immediate order for 174 aircraft. It was given rhe name Anson and production began al Woodford, Cheshire where rhe firsl proro- lype fl ew on 3 1 December 1935 seriallcd K6 152. It is interesring 10 note that the rotal time Ia ken for rhe aircraft to come from rhe draw- ing board. consrnacr ion, and go through rhe competiri ve rri al s with the DII.89M was a mere two years when consideri ng that pres- em day military aircraft, albeil of far greater complexity, rake anything up 10 len years before a prororype makes irs lirsl fligh1. Wirh rhe prototype avail able exrensive rests took pl ace at the Aeropl ane and Armamenl Expcrimenral Establishmenr (A&AEE) then at Martlesham Heath, where a few change were made. One such was rhe i ncrease in span of the rail plane and a reduc- tion in el eval or area. The Anson continued in rhis configura- tion as rhe Mk.1 throughoul irs service career aparr from one orher modificarion. The sl opi ng wi ndscreen was found 10 leak badly in wet wear her and this was ahered to a more uprighr conligurarion whilsr in larer aircraft the fluted cowlings were dispensed with in favour of s1raigh1 ones similar 10 rhose on rhe Oxford. One orher modilicarion thai did nor ahcr the external shape was the installarion of an PAGE 2 AVRO ANSON WAR PAINT Above: Anson Mk.t N1331 although test flown in the UK with RAF serials it went to Australia In November 1938 as one of the original batch to equip the RAAF. (MAP) Below: Anson Mk.l K6318 was issued to No. 269 Squadron which moved from Blrcham Newton to Abbotslnch and then Eastlelgh In the matter of a few months in 1936 taking their Ansons with them. (MAP) Avro Anson camouflage and markings AVRO ANSON COLOUR KEY Drawings by Richard J. Caruana oo oo Whote Nighi/Btaok ldent Blue ldent Red Dark Earth Dark Green Sky Grey Sky Extra Dark Ocean Grey (Oul) (Dull) Sea Grey ~ - - - - 0 - - D Medoum Dark Slate l ight Slate ldont Bluo ldent Red Yellow Soa Grey Grey Grey (Bright) (Bright) Ughl Groen ldont Orange ldent Groen (Ireland) (Ireland) (Ireland) Foliage Green (RAAF) light Blue (Finland) Avro Anson Mk.l. K61 63. RAF Central Flying School, 1937. Aluminium overall with black serial on fuselage sides and rudder. repeated above and below the wings inboard of roundel; roundels in six positoons. CFS crest in a white disc on fin Avro Anson GR.1, K8754NX-T, No 206 Squadron RAF, Mansion, 1939. Dark Earth/Dark Green uppersurfaces and Aluminium undersides; codes in Medium Sea Grey. 'A' type roundels above and below wings AVAO ANSON WAR PAINT PAGE 3 ----.--- Avro Anson Mk;t,-L794E!IV;-Noc 9"FTS RAF. ml>:-Dark-e:arthlOark Green - undercarriage warning hom. Embryro pi lots used unti l that ti me to fixed undercarriages were prone to forget to wind down the Anson's undercarriage with some interest- ing results. The warning horn was installed to prevent this and it sounded whcne,cr the aircrafi"s speed approached landing speed. SQUADRON SERVICE The first Anson delivered to the RAF was K6153 which went to 1 o.48 Squadron at RAF Mansion on 6 March 1936. This unit. apart from its coastal reconnaissance duties was also the School of Navigation after it had merged wit h No. 48 Squadron to become the largest Anson unit pre-war. o.206 Squadron was the next to refom1 with the Anson. It started its days at Manston but shortly afterwards moved to Bircham Newton. Norfolk in July 1936 having K6175 and K6 179 as its initial equipment. Production was now in full swing and thereafier a number of other squadrons including os. 220. 269. 224. 217 and 233 became operational before the start of the war. Several Auxil iary squadrons were also to usc the Anson in peace time. These were Nos. 500. 502. 608 and 612 Squadrons. Interestingly Ansons originally delivered to the quadrons were painted in silver dope overall. Another feature was that they had the serial numbers painted above as well as under the wings. It is not known why this was done but after the Munich crisis all were camouflaged in the temperate land PAGE 4 AVRO ANSON WARPAINT uppersurfaces with N1ght undersides; 'A 1' roundels on fuselage sides and above wings. Code is Medium Sea Grey on nose: serial in black on fuse- lage and rudder, repealed in white under the wings Above: Anson Mk.l K6309:61 In the pre-war colours of No.61 Squadron. They were retained from March 1937 to January 1938 at Thornaby before being replaced by Blenheims. (E.Hayward) Below: A No.223 Squadron Anson K8830:233R seen In 1938 when the uni t was at Hemswell. (C.F.Sandret1) Aircraft of the Central Flying School included Anson Mk.l K6163 together with an Oxford, Hart, Tomtit and Fury all tryi ng to keep pace with each other lor the photograph. Again the Anson's serial is marked on the upper wing sur- face. (C.F.Sandrett) scheme which had Dark Green and Dark Earth on the upper surfaces and were either black or light grey on the undersides. In view of the rapid expansion of the RAF and the number of new and rcfom1ed squadrons corning into service the Air Ministry placed a further order for 136 Ansons in 1936 the first being K8720. All had the upright windscreen and incorporat- ed hydrualically operated Schrenk flaps to steepen the aircraft's approach when land- ing. FIRST OVERSEAS ORDERS It was from this second batch of production aircraf'l that the first overseas orders were compl eted. Three were diveried to Finland and one to the Estonian Air Force. In October 1936 a demonstration aircraft regis- tered SU-AAO was prepared and flown to Egypt as a potential bomber-transport. Other Ansons manufactured for overseas destinations were two for the Irish Air Corps (Nos.21 and 22). Six out of an order for 25 reached Turkey before the start of the war and another 12 went to Greece flown there in civi l markings. Many of the latter were ei ther captured or destroyed when the Germans marched into the Balkans but a few escaped to Egypt where they formed the nucleus of a light bomber squadron that joined the Desert Air Force. The final pre-war shipmen! of a small number of Ansons was to the Iraqi Air Force but these were destroyed in the Mosadeq upri si ng in May 1941. FIRST OPERATIONS Apart from the firs1 Hudsons to arrive in Britain from purchases in the USA, the Anson became the front line anti-submarine and reconnaissance aircraft available to the RAF. War patrols were setup over the North Sea and Engli sh Channel with parti cular emphasis on the sea areas between Scotland and Norway through which U-boats and possible surface raiders would have to pass. Success soon came. On 5 September 1939 an Anson from o. 500 Squadron, based at Detling, Kent, anacked aU-boat on 1he surface but without posi1ive results. It was, however, a reminder 10 the Germans that the RAF were fully alerted and that dur- ing the war U-boats took great care to avoid anack from the air. No.500 Squadron being full of pre-war part-time ainnen soon sup- plemented the Anson's somewhat inade- quate gun armament by providing positi ons for two additional .303 machine guns point- ing out of the rear half of the cabin. They went even further during the retreat from Dunkirk when faced with enemy fighters by borrowing a 20-mm cannon which was fixed to fire through a hatch in the floor of the rear part of the fuselage. An additional task came the way of Anson squadrons during the early months of the war in an attempt to combat Hitler's first secret weapon, the magnetic mine. It was discovered that these were being laid under shipping routes and particularly in estuaries like the Thames or Jhe Humber by Luftwaffe floatplanes such as the Hei nkel He 115. Ansons were used to patrol likely approach paths of the minelayers and there were several engagemenls between RAF and Gem1an aircraft during these opera- ti ons. Running battles took place, mos1 of 1he time ineffectively, as both sides ran ou1 of ammunition and parted company. A more positive engagement between an Anson of No.269 Squadron and a Domier Do 18 in September 1939 resulted in the enemy aircraft being shot down into the sea. The first successful anack on a U-boat was made by a o. 206 Squadron Anson on Lett: A rather poor quality picture of a No.217 Squadron Anson K8784 In the standard pre-war colour scheme. (MAP) Below: A line up of No. 224 Squadron Ansons probably at Thornaby In 1937. K8816:224-W Is the nearest to the cmaera (E.Hayward) AVRO ANSON WARPAINT PAGE 5 Above: Ansons were camouflaged at the time of the Munich crisis in 1938 and In the case of K8819 the numeral 52 appeared on the fuselage indicating that It was flown by the School of Air Navigation that had moved from Mansion to St.Athan. Below: One of the three Ansons delivered to the Finnish air force before the war. Being an early production ai rcraft i t retains the sloping wi ndscreen. Overall dark green camouflage apart from the natural metal engine cowlings. PAGE 6 AVRO ANSON WARPAINT Above: A pair of No.321 Squadron Ansons on patrol, the nerarest being K6285. The triangular marking on the fin Indicates that the aircraft was flown by ex-Dutch alrcrew who had escaped at the time of the German invasion. 13 December 1939 ''hen Pilot Officer R.H.Harper sank hi s target and was award- ed a well deserved DFC to become the first Anson pilot to be honoured. The evacuation from Dunkirk found the Anson squadrons providing as much sup- pon for the flottilas of small ships crossing the Channel as was possoblc. They met with opposition from the LuflwaiTe"s single-scat fighters and suffered accordingly but nol before giving a good account of themselves. In one instance an Ason crew took on no less than six Messerschmitt Bf I 09Es and lhrough good airmanship evaded their atwcks and in fact shol down two and dam- aged a lhird. Adding 10 the score Ansons shot down a Messerschmitt Bfl I 0 and a l leinkel l-Ie Ill during the same intensive period. A fler the fall of ll olland sufficient ex- Dutch aircrew arri ved in England in 1940 to form two squadrons, Nos.320 and 32 1, which flew Ansons for a few months before they were re-equipped with ll udsons. THE TRAINI "G ROL E As new and more proficient aircraft such as the Lockheed l ludson started to reach Coastal Command's front line squadrons. the Anson's usc for limited patrol work carne to a gradual end albeit that some were fitted with an earl) 'ersion of Air-to-Sea- V e s ~ e l (ASV) radar. Ansons continued 111 use for coastal patrols and for the protection of convoys worki ng their way up and down the east coast of England and in the Channel but apart from air-sea-rescue operations during and afler the Battle of Britain they had by the end of 1941 become obsolescent. But with one role ending another had already started and was taking every Anson that could be spared. The aircraft was an ideal navigation and air gunnery trainer. It was easy to fly and pilots soon found that they could rely on one of the trainee crew to come forward to make the 144 turns on the handle fitted just below the pilot's seat and wind up the undercarriage which hitherto had been the job of the wireless operator. It wasn't long before those whose task this was di scovered that with only l 00 turns on the handle the wheels retracted sufficiently into the cowlings so t11at airspeed and range were not inhibited. At tJ1is stage it should also be mentioned that RAF Bomber Command became an Anson user as at that time operational train- ing was carried out at a number of RAF Stations known as Bomber Pools. lt was at these that pilots who had trained on the Tiger Moth to Harvard system were intro- duced to twi n cngincd aircraft. A total of 18 Bomber Command squadrons had Ansons on strength before a change of planning led to the introduction of more efficient Operational Training Units and the squadron's titles and role revcncd to front line operations. But the main use for the Anson was in the Empire Air Training Pl an. Discussions had taken place before September 1939 between the Air Ministry and their political counterparts with Commonwealth and Empire governments in which a scheme was put forward for the training of all categories of aircrcw in their countri es and on gai ning their wings transfer them to theatres of war where they were most needed. Training still continued in England but was hindered in many cases by the Luftwaffe's night raids and the constant battle to find new sites for airfields against the need for agriculture providing enough food for the population. Canada, Australia, South Africa, Rhodesia, New Zealand and India all agreed to the scheme but an inevitable set back was the need for aircraft on whi ch to train aircrcw. In each case a small aircraft indus- try was present but nowhere near large or experienced enough to manufacture their own training aircraft. Canada was the exception as the proxim- ity of the United States and its aircraft industry was able to provide some training ltiiSS 2 L /- - I Above: A formation of three Anson Mk.ls from No.48 Squadron with K6156:C leading. In the fore- ground K6154 has its serial painted above the wing. Below: Non-standard Training Command mark- Ings appeared on this Anson Mk.l L9418:P4. No fin flash is shown and the lower part of the code appears to be in a different colour to the top. (MAP) aircraft and aero engines but the bulk of t11e navigation, bombing and gunnery schools aircrafi had to come from Britain. In its wisdom the Air Ministry had seen fit to order another I ,500 Ansons at the beginning of the war many of which were earmarked for export to Canada until that country's aircraft industry was large enough to build their own. A further order for 800, all Mk.Js, from the UK production line came later that same year. In the case of the other countries Ansons were cxponed and arrived by sea at their various destinations. In South Africa ... Ansons initially delivered served with os. 12, 28, 35 and 60 Squadrons on operational duties replacing Junkers Ju 86s. CANADI AN ANSONS A total of I ,528 Anson Mk.Js arri ved in Canada from British production. It was soon found that modifications had to be made to adapt the aircrafi to Canadian climatic con- ditins. Cockpit heating, panelling inside the fuselage and carburettor heating being the most important. Ansons were supplied with RAF serials but in many cases these were changed to Canadian serial s which did not have an initial letter. This was a gradual process and I ,073 Ansons eventually had Canadian serial s in the ranges 3541 to 3542, 600 I to 7068 and I 0497 to I 0499. The remainder retained their RAF markings. Most of the Ansons supplied by Britain had their original :"hectah I X engines but a number were supplied without engines and at this point the RCAF turned to their American neighbours for help. The decision to fit American engines into British-built airframes resulted in a new version of the Anson, the Mk. lll. This was similar to a Mk.l fitted with two Jacobs L-6MB radials of 330hp, the same as those chosen for the The Initial batch of Ansons exported pre-war to Australia were left In silver dope overall and in RAF serial numbers. These were changed on arrival with the RAAF. AVRO ANSON WARPAINT PAGE 7 PAGE 8 AVRO ANSON WAR PAINT ----- Avro An son Mk.l, LT5921MY-0. No. 27SSQuadron RAF, 1944. Dark Earth/Dark Green uppersurfaces with Sky Blue undersides; codes are dull red. 'C1' roundels on fuselage, 'B' above wings and 'C' type under wings. Note Bristol B.l turret Above: Anson Mk.l MG874:4 K of No. 7 Observer Advanced Flying Uni t on a navigation- al exercise low over the sea. Anson Mk. ll which by that time was com- ing into production in Canada. At the same time the Canadian verions were retrofitted with hydraulicall y retractable undercar- riages. In most cases the turrets were removed if these were still fined and the area of glazing in the glasshouse reduced to make the air- craflmorc suitable for Canadian conditions. The first Anson to be flown as a Mk.IJI was 6008 (cx-N9935) which had already served in Canada as a Mk. l. It was convert- ed at the ational Steel Car Co. and appeared as a Mk. II I in May 1941 . The first totally Canadian built Mk.III was 6339 which was completed by de Havillands (Canada) at the end of May 1941 . ANSON Mk. IV Another engine change was initiated by the RAF which under Air Ministry Modification No.527 replaced the Cheetah engines on Mk.l R9816 and thi s was tested at A&AEE Boscombe Down as the Anson Mk. IV in late 1941 and early 1942. This air- craft retained its turret and oil coolers but the engines became smooth cowling Wright Whirlwind R-975-E3s. It was shipped to Canada and taken on RCAF strength on 19 March 1942 as 10257. It was loaned to the United States Army Air Force for a few months between July and ovember 1942. It appears that in 1942, with Anson Mk.IIs coming off the Canadian producti on line that there was no immediate need for the Mk.IV and its Whirlwind engines. But because of the possibility of Above: Anson Mk.l N5089:17 of No. 11 Ai r Observer and Navigator School at Watchfield. (J.E.Johnson) Below: Fitted with a Bristol turret Anson Mk.l LT830:3 of No.7 Ai r Gunnery School was based at Stormy Down In 1943. (RAF Museum) AVRO ANSON WARPAINT PAGE 9 Avro Anson RAF squadrons and representative serials General Reconnaissance Squadrons Squadron No. Codes Representative serials 48 206 220 224 2t7 233 269 500 502 608 612 320 321 Prwar w ........ Notes; History and bases where applicable zw XZ+ Received Ansons at RAF Manston in March K6153 to K6162. K6164 1936.1 nitially a training unit but became GR to 6167, R3305, R3318 in September 1938 on move to Eastchurch. Used Ansons up to January 1942. wo VX+ Formed RAF Manstton 15 June 1936.Ansons K6175:B, K6176:78 replaced by Hudsons April1940 K6184:P, K6190:V HU' NR+ Formed Bircham Newton 17 August 1936 Replaced by Hudsons December 1939 Pw Formed RAF Manston 1 February 1937. replaced by Hudsons September 1939 YO' MW+ Formed Bascombe Down 15 March 1937 Ansons replaced by Beauforts in 1940 EY' Formed Upper Hayford 18 May 1937. Ansons replaced by Hudsons October 1939 KL UA+ Formed at B ~ r c h a m Newton on 29 December 1936 from 'C' Flight 220 Squadron. Ansons replaced by Hudsons earl y 1940 SO' MK+ Aux AF. Exchanged Hinds for Ansons March 1939 at Mansion. Replaced by Blenheim IVs in1941. KG' YG+ Aux AF. Re-equipped with Ansons at Aldergrove In January 1939. Replaced by Whitley Vs in October 1940 PG' UL+ Aux AF. Received Ansons at Thomaby 1n March 1939 replacing Demons. Later supplemented by Bothas until replaced by Blenheim IVs in March 1941. OJ' WL+ Received Ansons in July 1939. Replaced by Whitley Vs in t940 though retained some Ansons till November 1941. NO+ Formed June 1940 at Carew Cherington then at Leuchars. Ansons replaced by Hudsons in October 1940. Aircrew all ex-Dutch escapees No codes Formed 24 June 1940 from Dutch aircrew at Carew Cherington.Replaced by Catallnas in August 1942 K6224, K6198:A, K6206:L, K6208:N First Ansons K6284 to K6289 collected at Woodlord 23 February 1937. Later K8787: S K6310:A, K6311 :B K6315:F, K6313:0 K6282, K8778:C, K6291 . K6270 Initial equipment K6240 to K6245 Then K6256:F K6257:N K6258:B, N5317:R R9650, N5227, N5230 N9907 MKS. R3312 R3349, R3368, R3435 N4923 YGF, N5104. N5235 YGJ, N5108 N5107, R3335 N5053:A, N5068:B. N5198:0, N5202:E N5203:F, N5201 UL-H R3333. R3409, W1651 N9722 WL-E N5202 NO-E N5064 Bomber Command Squadrons 51 56 61 144 75 215 7 52 104 51 OTfrom 10.46 61 No code No code BH' LT' MB' or 51 PO' Based Drilfield from March 1937 until moved K6277 51-T to Bascombe Down in March 1937. Whitley Its replaced Ansons in February 1938. Ansons first used from February 1937 to Mk.l K6270 to K6281 December 1947. Anson C.19 from October Mk.19 VL357 OTP 1946 to December 195t Anson became equipment for training in K6304:N. K6305:0 . March 1937 before being replaced by K6306:P. K6309:0 Blenheim Is in January t 938 Reformed at Bicester with Overstrands K6264 to K6269 then issed With Ansons 1n March 1937. Gave up Ansons 1n December t937 on move to Hemswell. Group Pool Squadron from April t939 based K6299 to K6302 at Hemswell and Drilfield amongst others. Received first Ansons from March 1937 to November 1937 then from March 1939 to October 1939 Anson Mk.l issued from February 1937 to K6291 to K6302, N5192 November 1937 then January 1940 to April 1940 then reformed as No. 11 OTU Equipped with Anson Mk.ls at Finningley 1n N5012to N5016, March 1939. Replaced by Hampdens in N5018, N5025 April 1940 and merged into No. 16 OTU Five Ansons used in tra1nng role from N5208, N5209 February 1939 till April 1940 when K6277 51 -T renumbered No. 12 OTU Equipped with Anson Mk.ls from September 1939 to April 1940. Based at Bicester before merging with No.I OS Squadron to become No. 130TU PAGE 10 AVRO ANSON WAR PAINT the supply of Jacobs engines being no longer avai lable a number of Mk.l and Mk.llls were convened to the new engine as an interim measure. Because of the haste to get Ansons avail- able for the training of navigators there exists a number of grey areas concerni ng which mark of aircrafi was used. For exam- ple an Anson shipped to the Domi ni on with Cheetah IX or X engines as a Mk.l could easily have been convened to a Mk.l l with Jacobs or alternatively as a Mk. lll. To add to the confusion aircran were ofien re-fined with the Whirlwind either locall y at the appropriate RCAF Station or sent back to de Havillands for the alterations to be made. Canadian production of the Anson went one stage further than the steel and canvas covered airframe. With the avai lability of large stocks of wood in the Dominion Anson Mk.l N56 was part of the Greek Air Force which escaped during the German invasion. The remnants of the squadron were reformed In Egypt and took part In offensive and communi- ucations duries as part of the Desert Air Force. Canadian engineers built an all wooden ver- sion using almost the same techniques as employed on Mosquitos during the same peri od. The Canadian ' wooden wonder' had three portholes on the fuselage sides. hydraulic undercarriage and 450 hp Pratt & Whi tney Wasp Junior R985-AN 12B engines. The prototype was built by a company called Vidal at Bristol. Massachuscts and given the RCAF serial of 8649X. It flew in the early part of 1942 and heralded the pro- duction of I ,070 navigation trainers under the designation Anson Mk.V. Three Canadian factories were engaged in the constmction of the Mk. V which was again modified into the Mk. VI which had a Bristol 8.1 Mk. VI turret fitted for air gun- nery training, though not many were built. Mark numbers VII, VIII and IX were all o- cated to further Anson producti on but these were not taken up. The Mark V proved to be an excellent machine for its purpose. It remained in RCAF service until after the war and as the giant trammg organisation wound down many were sold onto the civil market for light transport duties. One remains in flying condition at the Canadian Warplane Heritage, Hamilton, Ontario where the author had the opportunity of fl ying it a few years ago. Its interior was quite di ffcrent to the earli er versions of the Anson with which he was fami liar and the immediate relief of not have to wind up the undercarriage was a blessing. o less than 19 SFTSs were established in Canada along with I 0 Air Observer Schools, II Bombing and Gunnery Schools and fi ve Air Navigation Schools. Ansons also served in Nos. l and 31 General Reconnaissance Schools and 312, 32. 34 and 36 Operational Training Units as well as the RCAF Central Flying School and three Flying lnstnJctor Schools. AUSTRALIAN ANSONS Above: Air-sea-rescue Anson Mk.t fitted with a Bristol turret. LT592:MY-O betoged to No.278 Squadron based at Coltishall. Below: Anson Mk.l N5331 :5 was in use by No.6 Air Observer and Navigator School based at Staverton. It had Polish national Insignia on the nose. (MAP) Although Canada was far and away the largest part icipant in the Commonwealth Air Traini ng Plan the next vital contributor was Australia. A total of 969 Anson Mk.ls were shipped to the Dominion some of which arrived pre-war on 19 ovember 1936 on board the SS Orari and were allo- cated to operati onal duties on coastal patrols Squadron No. Codes History and bases Serials 44 JW' or Ansons and Hampdens issued from NSOOO, N4999 none February 1939 till June 1939 when Ansons transfered to No.76 Squadron. Based at Waddington. 63 NE' Ansons supplied for training in March 1939 N5071, N5070 or none to supplement Battles eventually based at Abingdon then Benson until redesignated No.12 OTU in April 1940 joining with No.52 Squadron 76 NM' Group Pool Squadron from May 1939 N4999, N5000 until merged with Nos.7 and 44 Squadrons from 44 Squadron to form No 16 OTU 10 April1940. 97 MR' Formed with Ansons and Whitleys at N5004, N5002 Abingdon in February 1939 as Group Pool Squadron until redesignated No.1 0 OTU on 6 April 1940 108 MF' Training role from May 1939 until merged N5177, N511 4 or none with No. 104 Squadron to form No.13 OTU at Bicester on 8 Apnl 1940 148 BS Eight Ansons supplied for training in Apnl N5084, N5194 or none 1939 at Harwell. Became No. 15 OTU 1n April 1940. 207 NJ' Anson and Battles supplied for training at N5265 Cranfield. Merged with No. 12 OTU in April 1940 109 HS+ Special duties squadron formed December 1940 R9812 HS-G AVROANSON WARPAINT PAGE 11 PAGE 12 AVROANSON WARPAINT Above: Anson Mk.l R9725 was an early arrival in Canada where It served at No.1 Central Navigation School, Rivers, Manitoba. Left: Odd Anson markings. All-silver EG645 of No.1331 Communications Unit at Dlgrl with SEAC national markings on the fuselage sides {A.Pay) whilst others were allocated to communica- tions units. Seven of these were fitted with dual controls for pilot conversion and went to No.I Aircrafi Depot at RAAF Laverton. Eight squadrons of the permament and Citizens Air Force were equipped with these first arrivals and took part in a number of naval cooperation exercises before the start of the war. In the trai ning role the Anson served in os 2, 3. 4 and 8 SFTS. Nos. I, 2 and 3 Air Observer Schools. the Air Gunnery School and the General Reconnaissance School. Many Ansons sur- vived the war and were sold to private air- craft companies. A Mk.XIl became pan of the Govemer General's Flight along with a York and a Proctor. In RAAF service the /\nson was not retired until the advent of the Canberra and Sabre in operational squadrons. In South Africa Ansons were used for operational duties after the first deliveries but eventually seven flying training schools, four Air Observer and Gunnery Schools and five navigat ion training establi shments were established. Because of the need to usc all available coastal airfields in southern England for tighter aircraft o.48 Squadron and the School of General Rconnaissance at RAF Manston moved to Thomey Island but again the need to have the avai lable space for operational units made the move to South Africa in September 1940 imperitive. Established as o.l School of General Reconnaissance at George where some 60 Anson Mk.l s were on strength, this unit became the natural successor to the duties carried out in the UK. Rather surprisingly. in view of what hap- pened post war. Southern Rhodesia only had a few Ansons at two airfields. Records show that onl y the Central Flying School at Norton and No.24 Bombi ng. Gunnery and Navigation School at Moffat were used. India and cw Zealand although pan of the overseas training establishment only had a few Ansons available. In ew Zealand 24 were imponed for traini ng purposes whilst seven went to India and although desti ned for training duties were in fact used for communications work. Anson V the plywood flying classroom. 12417 has been preserved at the aircraft museum, Hamilton, Ontario In flying condition. Post-war It had earlier been used for survey work and light communications duties. (A.W.Hall) Avro Anson RAF Training Command units Unit Elementary and Reserve Flying Training Schools 7 E&RFTS 12 E&RFTS 15 E&RFTS 18 E&RFTS 33 E&RFTS 39 E&RFTS Base Example Deslord K8768 Prestwick L9t58 Redhill N5283 Fairoaks N5297 Whitchurch N5306 WestonsMare N5336 Flyi ng Training Schools 6 FTS Netheravon K8707 K8715 K8720 K8703 9 FTS Hullavington tOFTS Temhill 12 FTS Wittering 13 FTS Drem School of Air Navigation Pre-war at RAF Manston later No.2 School of Air Navigation at Cranage. Then to South Africa Examples of airtcraft used: K6246, K8730to K8737, N5080 Operational Training Units 7 OTU radar training Umavady L7064 1 0 OTU Abingdon Code KJ 11 OTU Bassingbourne Code KJ 12 OTU Benson Code unknown 13 OTU Bicester EG678 SL:C 14 OTU Conesmore Code VB 15 OTU Harwell Code KK 16 OTU U. Heyford DJ695:11 17 OTU Upwood Code JG 18 OTU Bramcote Code XW 19 OTU Kinloss Code XF 20 OTU Lossiemouth Code MK 21 OTU Harwell Code UH 22 OTU Wellesboume 24 OTU 25 OTU 26 OTU 270TU 29 OTU 42 OTU 54 OTU 620TU 700TU 720TU 79 OTU 81 OTU Mountford Code XN Honeyboume Code TY Finningley Code ZP Wing Code Lichlield Code N.Luffenham CadeNT Andover Letters only Charter Hall Code ST Ouston MH235:33 Nakuru Code Gazouza Code Nicosia Code lilstock Code JB Observer Advanced Flying Units 1 (O)AFU Wigton CodeW Nos.up to 69 2 (O)AFU M1llom 3 (O)AFU Halfpenny 4 O!AFU 6 0 AFU 7 O AFU 8 0 AFU 9 O)AFU 10 (O)AFU Air Gunnery Schools Green R3336 West Freugh Letters only Staverton Letter + No. Bishops Court LT144 Mona Letter + No. Penrhos N4878 Dumfries AA to CX 1 AGS Pembrey Nos up to 36 2 AGS Datcross Nos. up to 36 3 AGS Mona L T334 T 13 4 AGS Morpeth LV160:A 7 AGS Stormy Down MG127:35 8 AGS Evanton Letter codes 9 AGS Uandwrog Not known tO AGS Barrow No.codes 11 AGS Andreas Atto AI2 + CI toCt2 12 AGS Bishops Court LT336 13 AGS Et Ballah Egypt No.codes Pilot Advanced Flying Units 3 (P)AFU South Cerney Letter codes 5 (P)AFU Ternhill N4936 6 (P)AFU Little 7 (P)AFU 11 (P)AFU 12 PlAFU 14 P AFU 15 P AFU 17 P)AFU 18 P)AFU 19 (P)AFU 20 (P)AFU 21 (P)AFU Rissington Nt to N5 Peterborough Letter codes Shawbury Not kown Grantham MG496 Banff Not known Leconfield ZA, ZB etc. Watton Not known Church Lawford Dalcross Kidlington Moreton -in- Letter codes R3325 Letter codes Marsh FOG post-war Radio Schools and Establishments 3 AS Prestwick Not known Unit Base Example 10 AS Carew Cheriton DJ615 11 AS ASV training Hooton Park 60 1. 602 12 AS St. Athan 7..()1 . 702 Radio Warfare Establishment Watton V7 Signals Flying Unit Honiley 7N Empire Radio School Debden Not known Central Signals Establishment Watton V7 then 23to 40 Civil Air Navigation Schools Established pre-war for 1ra1n1ng navigators. Disbanded and absorbed into Air Navigahon Schools in the UK and abroad in November 1939, The following schools and bases have been identilied: 1 CANS Prestwick operated by Scottish Aviation, became 1 AONS. 2 CANS Yatesbury operated by Bristol Aeroplane Co, became 2 AONS. 3 CANS Desford operated by Reid & Sigrist, became 3 AONS, 4 CANS Ansty oper- ated by Air Service Training, became 4 AONS 5 CANS Westonsuper-Mare operated by Western Airways, became 5 AONS 6 CANS Staverton operated by Alrwork, became 6 AONS. 7 CANS Scone operated by Airwork. became 7 AONS. 8 CANS Sywell operated by Brooklands Aviation, became 8 AONS. 9 CANS Squires Gate operated by Brooklands Av1ahon. became 9 AONS. 10 CANS Grangemeouth operated by Brooklands Av1ation became 1 0 AONS. School of Photography Famborough then TFA to Wellesboume Mountford 1948 then TWM Service Flying Trai ni ng Schools 6 SFTS Litle Rissington 9 SFTS Hullavington 10 SFTS Temhill Not known Not known Letter code School of General Reconnaissance 3 SoGR Blackpool Number/letter code DJ356: 1 F, EG322: 30. Later three figure codes were carried EF826: 107, AX232: 205 General Reconnaissance and Air Navigation School Ratmala, Ceylon Not known Blind Approach School Watchfietd Letter codes Basic Air Navigation Schools 1 BANS Hamble Codes 4761 Operated by Air Service Training 2 BANS Usworth NG to NY Operated by Airwork School of Flying Control Watchfield Central Flying School CFS Upavon Letter codes to 1946 then FDY then Uttle Rissington Various Air Observer Navigator Schools Established from Civil Air Navigation Schools 1 AONS Prestwick Number codes 2 AONS Yatesbury Not known 3AONS Bobbington K6160,K871 6 4 AONS Ansty Not known 5 AONS Weston-super-Mare Not known 6 AONS Staverton N5245, N5262 8 AONS Sywell Not known 9 AONS Squires Gate Not known 10 AONS Grangemeouth R3347 11 AONS Watchfield Not known Staff Pilot Training Unit Cark 71-93 No.1 Coast Artillery Cooperation Unit Gosport then Thomey Island Not known Air Transport Auxiliary Training Unit White Waltham AA, AB, AC, etc. AVRO ANSON WAR PAINT PAGE 13 MISCELLANEOUS UNITS The Royal Navy in England had six squadrons equipped with Ansons though these did not arrive until later in World War 2. Apart from the normal training duties they were fi tted with ASV radar in a pod Prototype Anson IV R981 5 which was re- englned at Boscombe Down with Wright Whirlwind engines in late 1941. It was intended to go to Canada but did not do so until March 1942 and was re-serialled 10257. (IWM) PAGE 14 AVRO ANSON WARPAINT - ----- --- AVro- Ai\SCili"MK.I,Nc5:"21, No.1 Reconnaissance & Medium Bombing Squadron, Irish Air Corps, 1938. Ught Green BS.381CI278 fuselage and e n ~ i n e nacelles with Aluminium cabin framing, wings and tailplane and polished metal cowlings; white serial on fuselage. Orange/white/green stripes on wings under the nose although earlier ai rcrft had the forked aerial on the nose and wings. As has been previously mentioned the two pre- war civil Avro 652s that originally belonged to Imperial Airways were impressed into the Royal avy as DG655 and DG656 and became part of 81 1 Squadron at Lee-on- Solcnt and were used for communications dut ies. The Air Transport Auxi liary used the Anson to collect pilots who had been deliv- ering aircraft from the factories to opera- tional bases throughout Britain. It was not unusual to see several Ansons in the early evening descending on White Waltham, their main base, carrying crews and their parachutes back home. Ferry pools were also set up at Bristol and ottingham. Many stories have been told about these aircraft as although the number of passengers should have been restricted to nine often as many as 13 coul d be aeeomodated when neces- sary. A rather long take off run was needed and the only problem according to one Anson pilot was whether the bottom would fall out. 1 o fatal accidents occured to these Anson Mk.ll FP738 fitted wi th smooth cowled Jacobs engines was In use with 7 SFTS, 15 SFTS then 9 AOS In Canada. (MAP) Ansons due to deficiencies in the aircraft themselves but there were a few incidents in one of which a Typhoon collided in mid-air wi th the Anson when ir was landi ng al Aston Down and the crew were ki lled. Afier D- Day the ATA extended its activities to the Continent and Ansons crossed the Channel for the first time. During the Amhem battle 24 ATA Ansons were loaded with supplies for the front line and it is recorded that although these trips were highly successful one Anson was shot down by the accurate Gcm1an defences that remained at Dunkirk. aturally the Anson was used for exper- imental duties as it was a very reliable air- crafi and had plenty of room for the instal - lation of addit ional equi pment. Before the war an Anson was used for early radar experiments and one of the first airborne radar sets was installed in K6260 in August 1937. It was used by Coastal Command and on 3 September of that year when all other aircraft were grounded due to fog, ships of the Home Fleet were identified in the Channel near Dover, by ASV echoes. The same aircrafi funher proved the effective- ness of the equipment by aircraft taking off from HMS Courageous being seen as echoes on the airborne radar screen. Duri ng the wi nter of 1940 when the Luftwaffe's night artaeks on England reached their zenith, scientists deduced that the enemy were using radio beams to guide bombers to their targets. As early as 21 June 1940 an Anson of the Blind Approach Training Unit took otr at dusk from RAF Wyton and using a shon wave receiver began a search for the frequencies used. It took some time and a number of unsuccess- ful attemps before the signals were picked up by an Anson fl ying in the Nottingham area and when the system was understood specific countermeasures which actually bent the beam were introduced and dummy Above: Size and position of underwing serial, when carried. Note that K6163 illustrated on page 3 (top profile) car ried these mar1dngs also above the wings Above: Position of 20 Inch wide bands, 40 inches away from wingtips, above and below wings as applied to Irish Air Corps finrshed in the early scheme of light green overall Below: 'B' scheme camouflage panem applied to aircrah with odd-ending serial numbers; a mirror image, known as 'flo: scheme was applied to those with even-ending serial numbers (see inside front cover) Above: Position of 2-colour Irish Air Corps boss; note that the green sector always faces port. Position and size of 3- colour boss similar Below: Position of trainer markings on RCAF Ansons; e.g. N9982 AVRO ANSON WAR PAINT PAGE 15 targets bui lt onto which German raiders expended their bomb loads. Because of the importance of this work which was the beginning of Radio Countenneasures as we know them today a special unit was set up in No.80 Wing specifically to combat this and other systems used by the Germans in the battle of the night skies. Several small units withi n the Wing were set up including No.l473 Flight based at Finmere, a satell ite of RAF Bicester, engaged in radio counter measures and indeed developing simi lar equipment for the RAF. Long before the USAF developed HC- 130s with the capabi li ty of picking up a man over land or sea, experiments were conduct- ed by Ansons MH 129 and NK234 from RAE Famborough in 1945. A long hook was fitted under the fuselage designed to connect wit h a nylon rope suspended between two poles and attached to the vic- tim. Air Sea Rescue also became part of the Anson's work. A miscellany of aircraft including Lysanders, Walrus, Dcfiants and later Spitfires formed six squadrons with Above: Anson V 12417 has been restored by the aviation musem, Hamilton, Ontario and was formerly CF-HOT. Below: Part of No. 16 OTU this Anson Mk. I N3337:N was shipped to Australia and became part of No. 1 Air Navigation School at Parked NSW. (MAP) PAGE 16 AVRO ANSON WARPAINT An RAF export to Canada this Anson Mk.l has been locally modified to have part of the cabin glasshouse blocked in to combat severe winter- conditions. The aircraft was part of No.10 AOS Chatham, New Brunswick (G.Neal) bases and small detachments all round the coasts of the UK. Although the Hudson was at first thought to be ideal for this work the need for these aircraft's participation in the Batt le of the Atlantic ruled them out and the Anson was used instead. No.279 Squadron formed at Bircham Newton in November 1941 fol- lowed by No. 280 Squadron at Thomey Island in 1942. Special equipment which included marine markers, smoke fl oats and visual signa lling equ ipment apart from dinghies under the wings and later one Lindholme 'D' type dinghy under the fuse- lage were used. The Anson was ideal for low-level area search where a downed crew might have come down in the sea. When spotted and reported it was often the job of the Walrus to land on the sea providing it was not too rough and pick up the survivors. The work of the ASR squadrons is hardly ever men- tioned at length in records of the war but they saved the lives of many aircrcw by their steadfast and often dangerous flights low down over the sea. It is not generally known that Ansons took part in the Special Duties squadrons based at Tempsford with Nos.l38 and 161 Squadrons. Much of the work of landing and picking up agents was the task allocated to the Lysander but Asons did part of this work because of the need for longer range and the numbers of people involved. A SON Mk.X TO 18 With the Anson Mk. VI to IX a llocated to potential Canadian production the next in line was obviously the Mk.X. This turned out to be a British version fitted out for the carriage of freight or as an air ambulance. It differed slightly from the Mk.l in external - Above: Anson Mk.l 6358 apent it.s t ime in Canada at navigation schools Including I ANS, 2 ANS and the CNS. Right: A rare picture of an Anson Mk.lll with Jacobs engines and the cabin windows blocked off. 11371:111 belonged to 38 SFTS, Esteven. appearance as it did not have a turret and internally the floor was strengthened to take heavy loads and in the special ambulance version the pon side of the cabin could be opened to allow access for stretchers whilst the egincs were still ntrming. In addilion to lhc pilo1 three strelchers could be taken on board together with a medical orderly and three walking wounded accommodated in the remainder of the seat- ing. Ansons continued to play an imponant pan in RAF Training Command afler the end of World War 2. Even though the ntn down of the armed forces continued as all ranks went through the Pcrsoncl Dispatch Centres for demobil isation a number of nav- igation schools continued to train new air- crew. The two main home-based ones were o.5 Air avigation School at Topcliffe and o.l 0 A S at Driffield. The chool of Air Traffic Comrol at Watchfield and the return of the School of General Reconnai ssance which was re-establ ished at Lcuchars all \ used Ansons. Meanwhile the RAFVR Volunteer Schools at Uswonh. Teversham and Dcsford were established with Anson Mk.l s to stan the pre-war style of weekend training for those who joined. The advent of the Berli n Air Lift and the increase in tension bclwcen the Western All ies and the Soviet Union saw the limited establi shment of overseas training bases in order to train aircrew for the continuance of a from line air force for Britain as pan of ATO. o.3 A S was set up at Thornhill, Southern Rhodesia which although its early establishment was to train both pilots and navigators soon reformed with all pilot training on Tiger Moths and Harvards at llcany and the navigators remaining at Thornhill. The first Ansons to be used came from ex-Middle East stock and were a mixed bag. The plan was to fly Anson Mk. ls from Egypt overland via Kenya and orthcrn Rhodesia but although a number stancd out on the journey only a few actual- ly made it to Thornhill. the others falling by the wayside due to technical faults which it was not possible to rectify without consider- able cost. These were eventually replaced by the Anson Mk.20 which wi ll be detail ed later. Training also cont inued in Canada and the USA though in almost al l of these cases pilot training was the requirement. With so many surplus Ansons available in various pans of the Commonwealth many were sold off to private owners and small airlines. It was possible in some cases to buy a complete aircraft for as litt le as 7.50 in fl y-away condi tion. Others were bought as spares to keep the remaining ones airborne. A simi lar situation happened in Canada where Ansons. panicularly the all-wooden Mk. Vs. were bought by such companies as Spartan Air Services who used Anson Mk. Vs for 20 years aflcr the war for photo- Anson Mk.l A4-34 was part of the batch dellv-. ered to the RAAF pre-war. II was used for coastal patrols with either No.1, 2 or 21 Squadrons before being relegated to training duties with No.1 SFTS In May 1940. (MAP) AVRO ANSON WARPAINT PAGE 17 Fleet air arm units using Ansons Squadron History, bases and codes 720 Formed 1 August 45 at Ford. Moved to Gospon 27 May 48 and disbanded into 771 Squadron January 1950. Codes FD8 at Ford changing to 600:FD and 603:GJ at Gosport 732 Formed May 45 as Night Fighter Training School at Drem. Disbanded into 784 Sqdn November 45. Codes - individual letters and a number 735 Formed August 43 as an ASV Training unit at lnskip. Moved to Burscough March 44. Disbanded April 46. Codes AH7 at Burscough. 737 Formed March 44 as ASV training unit at lnsklp.Moved to Arbroath August 44 then Burscough April 45, Disbanded November 45. Codes: A2 at Arbroath then BE to BU. 740 Formed December 43 as Communications Unit at Machrihanish and disbanded there on 1 September 1 945. Codes: M9. 7 45 Formed March 43 as pan of No.1 Air Gunners School at Yarmouth, Nova Scotia disbanded March 45. Used Anson Mk.lls Codes: A2 to Z2 747 Formed March 43 at Feam, then to lnskip June 43 to become part of No.1 Naval Operational Training Unit. Returned Fearn January 44 then Ronaldsway July 44 Disbanded at Crail December 45. Ansons used for airborne interception training. Codes AR2 at Ronaldsway 750 Formed April 45 as part of Observer School at StMerryn, Ansons replaced by Sea Princes May 53. Codes:600:MF to 606:MF. 766 A few Ansons used by this unit when part of No.1 Operational Training Unit at lnskip in early 44. Used for ASV radar training. Moved to Rattray January 46 then Lossiemouth August 46 becoming Operational Flying School. Disbanded around March 49 Codes: 400:LM to 402:LM at Lossiemouth 771 Used by fixed wing element of this Fleet Requirements Unit at Ford and Lee-on-Solent from March 48 to November 48. Took over Ansons of disbanded 720 Squadron and used until unit disbanded into 700 Squadron in August 55. Codes: 585:FD, 591 :FD and 592:FD at Foird. 550:LP and 551 :LP at Lee-on-Solent 783 Formed January 41 as an ASV training unit at Arbroath. Moved to Lee-onSolent May 47. Disbanded November 49. Codes: AO at Arbroath, 600:LP to 612:LP at Lee-on-Solent plus letters A to M on nose 784 Formed June 42 as a night fighter training squadron at Lee-on-Solent. Moved to Drem October 42 then Dale January 46. Took over Ansons of 732 Squadron November 45 Disdanded September 46. Codes: BOA at Drem to D3 then F3 at Dale. 792 Formed January 48 as a night fighter training unit at Culdrose.Disbanded August 50. Codes 640:CW to 642:CW,. RN Air Signal Squadron Formed at Hamble Novermber 49 to take over radar training of 783 Squadron. Operated by Air Service Training until contract terminated in November 53. Codes 600 to 608 plus individual letter on nose Ansons also used by Royal Navy Station Flights from mid-war and remained until replaced by Sea Princes in 1953. PAGE 18 AVROANSON WARPAINT graphic mapping work. Many modifications were made to the original aircraft like the fitting of six passenger scats and in Mk.ls the side windows being blocked out into smaller portholes. A lot of very interesting colour schemes came to the fore. COMMUNI CATIONS ANSONS The Anson had long been used for passen- ger, freight and general communications work during the war so it was logical that post-war development should initially be concentrated on thi s role. Very few RAF Stations did not have one available. The Mk.X led the way but concurrentl y the C. Mk.Xl and C.Mk.XII came into being. These differed lit1lc from each other exter- nally. The cabin roof was heightened, they had Cheetah Mk.XIX engines and hydrali- cally operated undercarriage and naps. Three square cabin windows replaced the glasshouse of the earl ier versions and smooth cowlings were standard over the engines. The prototype Mk.XI NK870, made its maiden flight at Yeadon on 30 July 1944 and several were convened as VIP transpons. The Anson Mk.XII was similar but had Cheetah XV engines and was fitted with spinners for the Rotol variable pitch propel - tors. Many of these were ambulance ver- sions and the first was a converted Mk.l with the first ambulance version being seri- alled NLI53 which flew on 27 October 1944. A total of90 were built. A small num- ber were taken into civi l use and a Mk.XII. MG 159 was given the civil registration G- AGNI and handed over to the internal air- lines at that time being run by the Associated Airways Joint Committee. Other Mk XIs and Xlls were then in use registered G-AGLB and ' LM which served the Air Attache in Madrid, Spain. From this point on the allocation of Mark variants were put forward but none entered production status. The Mk.XIII was to be a dual controlled advanced trainer with a crew of three. The Mk.XIV was to have been a three-seat gunnery trainer with Rotol pro- pellers and a hydralic undercarriage. The Mk.XV was intended as a six seat naviga- tion trainer in two versions one with and the other without the benifit of a hydraulically operated undercarraigc. The Mk.XVl would have been a navigation and bombing trainer fitted with Cheetah XV engines but that was the end of the line because for some unknown reason the Mk.XVII was never allocated. Some time later and because of an over- seas order the Anson Mk.IS was resurected and the missing variant taken up for a much modified C.l9 for Afghanistan fitted with ten seats and Cheetah 17 engines for police patrol, communications and aerial survey work. A total of 13 were ordered registered YA-A.251 to YA-A.262. A funher variant the Mk.ISC. I 2 of which were ordered by the Indian govern- Above left: Three Anson formation including N5057:L In foreground. Shipped to South Africa It was re-serialled 1151 of 61 Air School In 1941. Left: Anson Ml<.l N9838:X was originally issued to the School of Air Navigation but was shipped to Canada in November 1940. (MAP} -------------------- Avro Anson Mk.l, OTZCB (NAS). No. 21 Squadron (15 Transport Wing), Belgian Air Force. Aluminium overall with national markings in six positions; code and serial in black Mk.Hl, - No:-02 (4X-FHM).1Sraeli AtrFor;.-early f950s. Aluminium overall with black anti-dazzle panel and cabin lraming; two red bands around each wing and one around rear fuselage. National markings in six positions: serial in black ---...-'T"'- - . - -- - - ---- - -------- Avro Anson Mk.l, N9982/9982. RCAF. Dark Earth/Dark Green upper- surfaces with Trainer Yellow undersides. rear fuselage. fixed areas of tailplane and areas above wings: 'B' roundels above wings. Serial on fin in black. '9982' being repeated 1n large on rear fuselage AVRO ANSON WARPAINT PAGE 19 The Australians ordered 62 Anson Mk.ls before World War 2. A4-1 seen here on its first test flight on 20 November 1936, was the first to arrive after re-assembly at laverton following which it went to No.21 Squadron on coastal patrol duties (MAP) mcnt for use as civil radio and navigation trainers for student aircrew destined for Indi an Airlines had opaque instead of the Afghanistan transparent nose were regis- tered VT-CXT to VT-CYE. ANSON C.Mk.XI X One of the best known and most prolific post-war variants of the Anson was the C.Mk.XIX or C. l 9 as it became known. It came about due to the requirement s laid down by the Brabazon Committee which was established to look into the needs of civil airlines in the post war period. What was needed was an aircraft that could land and take off over fairly short dis- tances. had a good load carrying capacity for either passengers or freight and was a reliable. easy to maintain. workhorse for the expected regional airlines in Bri tain and elsewhere. Avros built 48 Avro C. l 9s for the British civil market most of whi ch were operated by Rai lway Air Services who had 14. Others went overseas including G- AGUI-I and Uf which went into service for the King of Ethi opia. Others found their way on to the civil registers of Belgi um and Egypt. The RAF also ordered the Avro XIX and introduce the designation C. l9. It was simi- lar to the earlier Mk.XII but had superior intemal fittings, a sound-proofed cabin and the now standard oval cabin windows. The prototype C. l 9 Pl-!806 was followed by 263 producti on aircraft before the last of the line VP538 came otr the Yeadon line in RAAF Anson Mk.ls EG504:MK-S and R9935: MK-K In SEAC markings late in the war when attached to No.67 Squadron at Laverton, Victoria. A Beauflghter, Harvard and Beaufort can be seen in the background (MAP) PAGE 20 AVRO ANSON WAR PAINT 1947. Additionall y 20 of the original Mk.XIIs in RAF usc were converted to C.l9s. The first C. l 9s. si milar to the X I and XII had the original Mk. l wi ngs but Avros made further changes whi ch could be rctro- fi ncd to existing aircraft. Metal wings of one foot greater span and much sharper taper and metal tailplanes became stan- dard. Modified aircraft and the following producti on verions were known as the Series 2 and this type of construcrion was Not an unusual occurance judging by accident records during the war. These two RAAF Ansons came to grief in a landing accident in New South Wales (APN) used for all versions thereafter. POST-WAR TRAINERS Although many Anson Mk.ls were still in service at the RAF's training establ ishments the need for a more modern multi-engincd trainer became obvious. The advent of the navigation trainer 1n nose, repositioned 0/F revised canopy and long on engine nacelles. - " --------- --,,..---- BabS/Rebecca aerials on trainer versions only. AVRO 652A ANSON T.Mk.22 Used as radio and a1r electronics tra1ner. Differs from T.Mk.21 by having D/F loop positioned over second cabin window. no astrodome and extra VHF aerial on cabin roof. Anson C.19 WD413 was converted Into a C.21 and then served with Bomber, Fighter and Training Command Communications Flights In turn until It was sold in January 1978 to become G-BFIR. (APN) Standard navigation trainer for Rhodesian Air Training Group Alterations from C.19 include glazed nose for bomb aimer, long exhausts on outboard side of engine nacelles. astrodome. D/F loop moved back to line above fourth cabin window, revised canopy framing and different internal fit. Drawings by Alan W.Hall Avro ANSON Mks. C.19 to 1.22 Anson T.21 VS590 served with No.2 ANS and then went to Watllsham, Drlffleld and Leu chars In those Station's communications Flights. It was scrapped In June 1960. (APN) Landing light under wing on Avro XIX only. Position of underwing serial Position of o' 0 0 o : ~ r - ; - . i O f - ~ ~ : I I : I ' I ' t 0 0 - ~ ~ ~ ~ \ ~ 0:" AVRO ANSON C.19 Underside plan view U)Jj.IQI .-,V110\oo0 I VUI IVOI. AVRO 652A ANSON T.Mk.21 Used as UK. Note loop from exhaust Extra VHF aerial on T.Mk.22 Baggage stowage D!F loop offset to starboard. AVRO ANSON C.19 Front view Jt= ~ ; - - + l \ Nose opens upward. Scrap view of port and starboard sides of Anson C. 19 nose without engine nacelles in place AVRO ANSON C.19 Upper surface plan view 0 . o: 00 0 ---, w 1:72.nd SCALE ----- - Enlarge by 150% for 1 :48 scale _1 f FHt Metres A-A Inner port side ~ c-c o-o FUSELAGE AND WING CROSS SECTIONS Fill 100W 7 Imp. galls. lA rs rc 10 Cockpit framing differs from trainer versions ~ @ #27 - ~ Entrance AVRO 652A ANSON C.19 Civil and military feeder liner and communications aircraft. Both versions similar but RAF aircraft had landing lights in wing leading edges. See plan for civil version. 0/F loop was sometimes transparent perspex. Lo - - - - - - - - ~ - AVRO 652A ANSON C.Mk .19
C) I I I I I I w NOTE: The Anson Mk.VI was basically a Mk.V with a Bristol 8.1 I I Mk.IV midupper turret. I I The Mks.VII,VIII and IX were not used. I I I I
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/ o l- o ! -i I I 1-- 1 I I AVRO ANSON Mk.ll Two Jacobs L6MB engines Moulded plywood construction AVRO ANSON Mldll Two Jacobs L6MB engines AVRO ANSON Mk.IV Two Wright Whirlwind engines AVRO ANSON Mk.V Two Wright Whirlwind engines. Entire fuselage of Vidal construction. JANSON Mks.I-X CROSS SECTIONS C-C WING CROSS SECTIONS F-F AVRO ANSON Mk.f or Mk.X Both aircraft identical extemally but Mk.X had reinforced freight floor Glazed nose panels for bomb aimer 1:72nd SCALE ----- - Enlarge by 150% for 1:48 scal e Fee t Metres I ! ! .j ~ Bri stol 8.1 Mk.IV turret Two .303 Browmng machine guns. Fitted to some aircraft 1nclud1ng sole Mk.VI prototype AVRO ANSON GR.Mk.l Front view Twin landing lamps in port wing only. Filled to most training Ansons in place of the single lamp in the nose of the ooerational variant. Top plan view of revised and subsequently standard, cockpit glazing. n ~ ~ Anson GR.Mk.1 scrap vi ew of nose showing .303 Browning machine gun fitted on port side only Front view of Anson T.Mk.l with revi sed cockpi t glazing Twin radius rod undercarriage fitted to Anson Mk.ll, Ill. V and VI ~ - - e c e s s If! upper AVRO ANSON GR.MK.1 Underside plan view ~ /,_. a,l Drawings by Mike Keep AVRO ANSON GR.MK.l Upper surface plan view ~ "'P-- - Recess 1n upper fuselage for gunbarrel in stowed position AVRO ANSON GR.MK.1 Starboard side view o1 - AVRO ANSON GR.MK.1 Port side view I I ! ~ c1 cJ I 81 .303 Vickers ' K' gun in manually operated Armstrong Whitworth turret AVRO ANSON GR.MK. 1 Rear view ~ ~ - - - Short span ailerons as lilted to later Mk.l and all subsequent Anson aircralt. The flaps on the wing undersurfaces were lengthened accordingly. ! I FUSELAGE CRm B B Anson on floats. 3158:2RB was a unique con- version by No.35 Squadron SAAF at Congella Dockyard, South Africa. It was used for instruct- Ing new crews in the elements of waterborne techniques before they graduated onto the squadron's Sunderlands (A.W.Hall) Cold War and the need to train new aircrew added impetus to the need and in view of the inclement weather sutrered in Britain nego- tiations were put in hand with the Southern Rhodesian government to re-establish three airfields in that country for the training of both pi lots and navigators. The first airfield was to be Kumalo near Bulawayo which became the headquarters of the Rhodesian Air Training Group. Already mentioned was o. 3 Air avigation School at Thornhill. near Gwclo in the Rhodesian midlands which although it started out training both pilots and navigators soon sent all pilot training to ll c1my. The author has first hand knowledge of these moves as an RAF Signaller doing his ational Service he was posted to Thornhill amongst the first RAF people to return to that station post -war. With no aircraft avail- able it was some time before the first Ansons arrived. These were ex-Middle East stock and although half a dozen eventuall y made the journey from the Maintenance Units they were regarded as an imerim measure umil later versions of the Anson could be produced. These Mk.ls were a mixed bag. Some were camouflaged and others remained all The Fleet Air Arm had six Anson equipped units which were engaged In training radar operators in the ASV role. These Anson Mk.ls were used late In the war and beyond for this purpose. silver. They were all in need of overhaul and Thornhill's six hangers were full of Ansons in various broken down forms. It is recalled that when one of the first emerged it was to be air tested and the author went along as the Signall er in the rear scat. The pilot Fig Of't'r Pienaar. a South African. opened the throttles at the end of the nmway and the Anson sped along the runway but would not get airborne. Not knowing exactly what to do about it the pilot actually ran out of run- way, bounced over the boundary fence and a road. hit the open coulllry on the other side and eventually staggered into the air. The three on board thinking that their end had come wait ed for the crash but Picnaar man- aged to get the Anson to stay in the ai r long enough to get it round a very curtai led cir- cuit and back on the ground again. In the subsequent Board of Enquiry it was established that although the engines had been overhauled it had been forgotten that as Thornhill was some 6.000 feet alti- tude above sea level the engines had not AVROANSON WAAPAINT PAGE 21 RCAF Units using Ansons Unit Base Version Code Service Flying Training Schools 1 Camp Borden 1111 AA,AB etc 2 Uplands II Serial only 3 Calgary 1111 Serial only 4 Saskatoon 1111 Serial only 5 Brantford 11111111 Unknown 6 Dunnville II Unknown 7 Macleod 11111111 Serial only 8 Monkton 1111 Senal only 9 Summerside II Serial only 1 0 Dauphin II Serial only 11 Yorkton 1/ 11 Serial only 12 Brandon 1/11 Unknown 13 St .Hubert/N.Battleford II Letters/Nos. 14 Aylmer!Kingston II Serial only 15 Claresholm 1111 Unknown 16 Bagersville IIIIIIIIN Serial only t7 Souris II Serial only 18 Glmli!Souris IW Numbers t9 Vulcan II Unknown 31 Kingston II Serial only 32 Moose Jaw I Serial only 33 Carberry 111 1 Numbers 34 Medicine Hat II Serial only 38 Estevan 1/ 11 Not known 41 Weyburn 1/11 Not known 1 ANS Rivers I Numbers 2ANS Pennlield Ridge IN Not known 3ANS Portage La Prairie V Serial only 3tANS Port Albert I Letters/Nos. 32ANS Charlottetown I Numbers 33ANS Mount Hope I Numbers 1 AOS Malton IN Letters/Nos. 2AOS Edmonton IN Letters/Nos. 3AOS Regina/Pearce I Not known 4AOS London IN Various 5AOS W i n n i p e ~ W Numbers 6AOS PrinoeAbert I Not known 7AOS Portage Ia Prairie W Various 8AOS Ancienne Lorette W Letters 9AOS StJohn w Letter/Nos. 10AOS Chatham w Letter/Nos. 1 BGS Jarvis 1111 Unknown 2BGS Mossbank 1/11 Unknown 3BGS MacDonald II Unknown 4 BGS Fingal 1111 Unknown 5BGS Daloe 1/ 11 Unknown 6BGS Mountain View II Unknown 7BGS Paulson 1/ 11 Numbers 8BGS Lethbridge 1111 Unknown 9BGS MontJoli II Unknown tOBGS Mount Pleasant 1111 Unknown 31 BGS Picton 1111 Unknown CFS Trenton IN Serial only 1CNS Rivers IN Unknown 1 SoiFC Patricia Bay v Unknown t FIS Trenton 1/11 Into CFS 2 FIS Pearce II Unknown 1 GAS Summerside W Numbers 31 GAS Charlottetown IN Numbers t IFS Deseronto!Trenton liN Unknown t NAGS Yarmouth II FAA 745 Sqdn tANS Summerside V Numbers 60TU Com ox Unknown 3t OTU De bert Unknown 320TU Patricia Bay I Unknown 34 OTU Pennfield Aid?e 1/11 Unknown 360TU Greenwood Unknown AOS=Air Observer School ANS=Air Navigation School BGS=Bombing & Gunnery School CFS=Central Flying School CNS=Central Navigation School SofFC=School of Flying Control FIS=Fiying Instructors School GAS=General Reconnaissance School IFS=Inltlal Flying School RNS=Reconnaissance and Navigation School NAGS= Naval Air Gunnery School been calibrated for this and consequently did not develop sufficient power for the take-off. Surprisingly the Anson had flown down from the Middle East without any probl ems as some of the airfields through which it staged were also hot and high. Immediate changes were made and the other Ansons had no problems thereafier. PAGE 22 AVAO ANSON WARPAINT In spite of the fact that a live snake was found under the floorboards of one of the other Ansons that had come all the way from Egypt undetected, the Anson Mk.l s went into service for about nine months before they were withdrawn and the latest shi ny new Anson Mk.20s arri ved albeit that these were shipped to South African ports, re-assembled and fl own the relativly short Fleet Air Arm Anson Mk.1NK201:999-SZ of the Station Flight RNAS Sydenham seen post-war In 1955. {Arthur Pearcy) distance up to Rhodesia. THE TWENTY SERI ES With the Anson C.l9 replacing many Mk.ls in the commuincations role it was not sur- Above: An Air Sea Rescue Anson Mk.l dropping a dinghy to ditched alrcrew. The package can be seen just below the aircraft' s tallplane. The picture was taken in May 1943 over the English Channel. (IWM) Below: South Africa's original requirement for antll-submarine patrols off their long coastline relied on the Anson Mk. I. There were six Coastal Flights and four operational squadrons using Ansons apart from the many Air Schools for training purposes (IWM) prisi ng that the Air Ministry sought to utilise the improvements made to the training ver- s ions. The Cold War and the renewed requirement for aircrew hastened their deci- sion to order navigation trainers for use both overseas and at home. Specification T.24/46 was issued and the prototype VM305 made A mixed bag of Ansons on a Canadian Air Navigation School airfield. Some are still in their European camouflage whilst others have been repainted In overall trainer yellow. Serials also vary between British and Canadian (IWM) - AVroAnson Mk. lll, 6008. R oyal C ~ n a d i a n Air Force:-Dark -;arth/Dark Green uppersurfaces with Trainer Yellow undersides, cowlings, rear fuse- lage upper deck and panels above wings; serial in black on fuselage and rudder. 'B' type roundels above wings its first flight from Yeadon in May 1946. Eventually 60 were built. The Anson T.Mk.20 was destined for use in Southern Rhodesia and the T.Mk.21 for navigation schools in the UK. They differed in that the T.20 had a transparent nose for bomb aiming and small racks under the cen- tre fuselage for 201b pract ise bombs. The author was stati oned at Thornhill at the time the first arri ved and the Mk.ls dis- posed of as scrap. The aircraft could carry three navigator trainees and an instructor with the pil ot and wireless operator up front. A loop aeri al for the TR. II54/55 was fitted on the rear part of the cabin roof and a astrodome up forward. Having been used to the special wireless operator's seat with its small desk fined below the radio on the Mk.l and io spite of havi ng to be the one called upon to wind up the undercarriage, the new position for the Signaller, as he was now called, was far from convenient when it came to flying the new aircraft. The TR 1154/55 was fitted on AVRO ANSON WAAPAINT PAGE 23 Two Anson Mk.ls from No.321 Squadron on patrol. Thi s rather unique unit was manned by former Dutch aviators acknowledged by the orange triangle on the tin ot each aircraft. (IWM) 1hc bulkhead behind the pilot's seal and the Signaller had to be somcthig of a contor- sionist to get at it when it was necessary to change frequencies. In Rhodesia thi s didn't mancr 100 much as the equipment was tuned PAGE 24 AVRO ANSON WAR PAINT before the pilot took his scat and remained 1ha1 way 1hroughout the trip. The morse key was on the starboard coaming and one had 10 adapt to having no real position to rest one's wrist when transmitting. But when it came to bombing training it was also a dif- ferent matter. The Signaller had to get out of his scat, fold it up and go afi to allow the trainee to get into 1hc nose. As 1he bombing range wasn't far from Thornhill Signallers were generall y dispensed wi th on these trips. Pilots soon converted to the Anson T.20 Typical scene at 8 SFTS Moncton, a Canadian training base with Anson Mk.lls and a Harvard In the background. Although modified by the removal ot some cabin windows the foreground Anson retains its UK serial number. (IWM) South African Air Force operating units Air School 41 AS 42AS 43AS 44As 45AS 47 AS 61 AS 62AS 64AS 65AS 66AS History Formed 30 December 1940 as Type A School at Collondale, East London. Anson equipped by July 1941. Formed 27 March 1941 as Type A School. Equipped with Battles, Oxfords and Ansons by August 1941 at Date disbanded 18 May 1945 18 March 1945 South End, Port Elizabeth Formed onl2 January 1942 at The Kowie, Port Alfred but moved 15 September 1946 to Grahamstown in July 1945. Initially an Air Gunnery School it had Battles as well as Ansons. Changed role in January1945 to include navigation and ai r bombing Formed on 12 January 1942 at Grahamstown as a Combined Type A School for Observer, Navi gator. Air Gunnery and Bombing School using Ansons throughout its service. Was originally No.5 Air Observer and Navigator School at Weston-super-Mare 14 June 1945 20 August 1945 but was shipped to South Africa in September 1940 then based at Oudtshoorn. Bcame a Type B School equipped throughout with Ansons and a few Oxfords. Shipped to South Africa i n January 1941 this unit was originally No.1 Air Observer 7 April1945 and Navigator School at Prestwick. It became No.7 AONS at Queenstown. It was designated a Type B school eqipped with Ansons throughout its service On 30 September 1940 an element of the 14 June 1945 School of General Reconnaissance left Squi res gate for South Africa. It became No.I School of General Reconnaissance at George and later renamed 61AS equipped throughout with Ansons. Formed at Bloemfontein in 1940 24 February 1945 11 becamethe Central Flying School for the SAAF with a number of Ansons on strength. Formed in February 1941 at Tempe 20 December 1945 for signals and wireless training with a number of Ansons on strength Formed at Youngs Field in August 1940 as an Armourers School sharing a number of Ansons with 66 AS. The two were combined to form 68 AS Formed at Youngs Field and later combined with 65 AS. 10 September 1945 67 AS Formed at Zwartkop in November 1940 as the Air Photography School with a few Ansons on strength. Continued during post-war period. Other SAAF uni ts with Ansons No.3 I Coastal Flight Formed in September 1940 from A Flight No. 32 Squadron at Cape Town. Moved to Maputa and then Port Elizabeth. Renamed No.22 Sqdn in 1942. No.32 Coastal Flight Formed September 1940 out of No.32 Sqdn at Durban. Moved to East Africa in 1942 and later formed the basis of Nos.20 an 23 Sqdns. No.33 Coastal Flight Formed September 1940 out of 'B' Flight No. 31 Squadron at Wingfield. Moved to Port Elizabeth and then Durban in 1942. Eventually renamed No. 25 Sqdn. No.34 Coastal Flight Formed i n South Africa but operated from Mombasa in 1940. Disbanded in 1943 aircraft going to No.28 Sqdn . No.36 Coastal Flight Formed in South Africa but operated in East Africa until disbanded in 1942 a1rcraf1 going to Nos.20 and 23 Sqdns No.37 Coastal Flight Operated in East Africa until1942 when aircraft went to No. 20 Sqdn. No. 12 (Bomber) Squadron Used Ansons when based at Waterkloof in 1940 No.28 (Transport) Squadron Basaed Almaza. Cairo. Used Ansons from 1943-44 and again from 1945- 51. No.32 Squadron Flew Ansons from Cape Town. Reduced to No.32 Fhght in January 1940. No.35 Squadron Sunderland unit but had one Anson on lloats for water operations of flying boats. Based at Congella, Durban No.60 (Photographic) Squadron Formed from No.62 Sqdn at Nairobi 1n 1940. Used Ansons till 1941 and agam 1n Western Desert 1942-43. No.61 (Communications) Squadron Formed in 1940. Based at Zwartkop and used Ansons till 1945 some filled for ambulance duties. No.62 (Survey) Squadron Formed in November 1940 from No. 1 Survey Flight at Nairobi . Amalgamated 1nto No.60 Sqdn 1n December 1940. Reserve squadrons formed Nos 141 to 145. 14 7 and 161 us1ng Ansons. Most were part of Ai r Schools and used Ansons for patrol work and anti submarine searches. Additionally No.I Navigation Flight was basd at Grahamstown along with a Gunnery Flight.. Bombing Gunnery and Navigation School used Ansons at Longboorweg from 1945to1947. The only Anson Mk.VI 13881. It was fitted with Pratt & Whitney engines and had a twi n-gun Bristol turret for air gunner trai ning. It was struck off charge In 1947. (IWM) but to be on the safe side one aircran VS504 was locally fitted with dual controls and first trips were always made on thi s machine. It was also 'cry con\'cnicnt for people such as the author b..:cause the pi lot s were onl y too pleacclto hand O\'Cr the Oying AVRO ANSON WAR PAINT PAGE 25 Old and new. Seen at 3 Air Navigation School, RAF Thornhill, Southern Rhodesia, the two ver- sions of Anson used for training at that unit. In the foreground one of the camouflaged Anson Mk.ls NK475:Z-H flown down from the Middle East whilst one of the newly arrived Anson Mk.20s Z-D is In the background (Author) to the chap in the right hand seat when on three hour cross country flights. It was the Signall er's task to maintain communications with base and get position repon s during these quite long flight s. Rhodesia at that time was fairly sparsely covered for land marks and although one could navigate between two points by knowledge of the small vi llages and town- ships over which one passed it was a very good idea to take posi tion repons because the student navigators often got it wrong and their instructors were wont to let them make their mi stakes relying on those up front to know where they were!. The Mk.21 was exactly the same as the Mk.20 but without the transparent nose. It had the same six crew members and was built in responce to Air Ministry Specification 25/46. A total of 252 were built at Yeadon staning with the prototype VS562 which first flew in May 1948. The Mk.21 was isued to os.l and 2 Air Navigation Schools the basic navigation schools and the RAF College, Cranwell. Many went to Reserve Flying Training Uni ts of which 19 were established through- out the British Isles. Finally the RAF required an aircraft that could be used for trai ning Signallers and for the embryo electronic schools. For this pur- pose the Mk.22 was bui lt which differed externally from the Mk.2 1 by having the D/F loop moved forward above the second cabin window and the deletion of the astrodome. A total of 54 includi ng the pro- totype VM306 were built. These went to Nos I and 4 Radio Schools, o.l Air PAGE 26 AVRO ANSON WAR PAINT Above: No shortage of labour at RAF Thornhill as many Rhodesian African Ri fles soldiers were avail- able for jobs like this. Being pushed back Is Anson T.20 VS504:ZZ. (Author) Below: RAF THornhill from the air. The road over which the Anson on air test bounced over before just getting airborne Is In the foreground. This was due to the fact that the airfield was 6,000 ft above sea level. (Author) Signallers School and the Air Electronic School. CIVILANSONS The first production civi l Avro 19 Series I G-AGPG was rolled out in June 1946 and remained in the service of A. V. Roc and Co. for 16 years. It was convened to a Series 2 in 1952 and sold to Skyways Ltd at Lympnc ten years later. The largest fleet of civi l Avro 19 Series I aircraft was that of Railway Air Services which operated 14 of them on routes from Croydon to Scotland. the Isle of Man and Belfast until 1947. The Ministry of Civil Aviation also had six at Gatwick for airport radio calibration and inst rument rating tests.G-AHIC went to the College of Aeronautics, Cranfield as an aerodynamic test vehicle with experimental aerofoil sec- tions flown vcnically on the roof. Most of the Series I aircraft were modi- fied into Series 2 with metal tapered wings and tai l unit. A number found their way overseas six being flown to onh Africa in 1958-59 for usc on local services in Algeria. Two went to the Ethiopian Government and VH-RCC was flown from Gatwi ck to Australia in 1962 for Nicholas Air Charter. Some surplus Anson C.J9s from the RAF were allocated civil registrations in 1967 but none were used commercially. OVERSEAS MILITARY SALES Many Ansons of a wide variety of marks were sold overseas before the war and in the immediate post war period. In a lot of cases they fonncd the basis of the new air forces in European countries such as Holland Belgi um and Norway. Belgium Transport Flights were established in England for the new Belgian Air Force with a number of Mk.ls which went to Everc air base in 1947 though few survived for long. One was used by No.7 Wing as a sqaudron hack flying crews to the Fokker works in Holland to pick up newly built Meteor F.Ss in 1950. o.21 Smaldcel had Ansons which were split into a separate Flight when the unit received DC-4s for long range transporta- tion. The main Transport Flight also had C- 47s its personnel having been part of No.525 Squadron during the war. Known as the Vcrbi ndingsflight it took two Anson Xll s. NB.I and NB.2 when it left RAF Hendon in August 1946. The Flight later became No.367 Squadron later to be renamed 21 Smaldeel and used for commu- nications work. Czechoslovaki a Three Ansons were suppl ied to Czechoslovakia, a Mk.l NK535 and two Mk.XII s PH650 and PH651. The latter crashed into the sea ofl' the Danish coast in February 1946. The fate of the other is not recorded. Denmark Four Ansons from ex-RAF stocks were sup- plied to the embryo Danish Air Force after the amalgamation of the avys organisa- Above and below: The Interior of Anson V 12417 ex-CF-HOT preserved In a Canadian museum in fly- ing condition. The aircraft had been used for aerial survey work hence the side facing seats and holes In the floor for cameras. The aircraft was flown by the author making full use of the dual con- trols fitted. It had a hydraulic undercarriage and was of all wooden construction. (Author) AVRO ANSON WARPAINT PAGE 27 Overseas registered civil Ansons 1. Avro XIX Srs 2 00-DFA had a varied career. It served In the Congo, was acquired by Sabena and came to Coastal Air Transport at Le Zoute in 1953. Later It was acquired by Kemps Aerial Surveys and finally to the Strathallan Aircraft Collection. 2.Avro XIX Srs.1 served in the UK with Hunting Air Travel and sold In 1962 to Australia for use by Nicholas Air Charter Pty Ltd. Burned for fire practice in April 1966. 3.EL-ABC was an Avro XIX Srs.2, was registered to the Ministry of Supply and converted to an anti-locust sprayer. Became G-AKUD In 1954 with Aerocontacts, Gatwlck and then sold in Liberia as EL-ABC. 4. One of a number of Anson Vs acquired by Spartan Air Services with a magnetometer under the fuselage. The names Ottawa and Calgary appear on the fusleage. 5.Anson Mk.l PAGE 28 AVAO ANSON WAAPAINT VA-SDK of Kanyang Airways was based at Kallang, Singapore alter having had three previ- ous Far Eastern owers. 6. Anson Mk.l NK843 was converted into G-AIOB In 1947 and sold to Sweden operating as SE-BRW with Alrtaco in 1950. 7. Anson Mk.l was first registered as G- ALUM for Transair, then to Independent Air Travel and sold in Denmark as OY-DYC for newspaper flights. It was on one of these in February 1956 that it had engine failure and crashed. The remains were kept by Transalr for spares. 8. Avro XIX Series 2 ex-VM305 was orig- inally registered to Air Couriers {Transport) at Croydon but later acquired by W.S.Shackleton Ltd and sold abroad to C.Agar registered in Iran as EP-CAA, in March 1960. It was damaged beyond repair and scrapped alter an accident in September 1960. {Photos from APN and MAP) lion with that of the Anny They became ground inslruclion airframes and consisiCd of one Mk. l and three Mk.Xs. All were used by the Technical Training School at Avno. Egypt Egypt was one of 1he coumries that ordered Anson Mk. ls before the war. The first an Avro 652 Mk.ll was suppl ied in November 1936 as SU-AAO where it was later re-seri- allcd as W204. Three Anson Mk.ls were del ivcred in 1938 for usc in communica- tions work and in 1939 became part of No. 3 Communications Squadron. Three more were provided from ex-RAF stocks in Avro Anson Mk.IX, PH6041R. Malta Communications Flight, 1946. Extra Dark Sea Grey/Dark Slate uppersurfaces with Azure Blue under- sides; code in white. 'C' roundels above wings Station Flight RAF Halton, 1948. around fuselage and wings; black anti the latter repeated under the wings Avro.Anson C.19, VM406, No. 12 Group CommtJnications - Aluminium overall with white fuselage top decking; blue cheatline with white surround to windows. Black anti-dazzle panel and serials under the wing: serial on blue background on fuselage. Dayglo Orange nose, spin wingtips and eng1ne cowling (the latter in adhesive strips)
Avro Anson C.19,Vl306. overall with white fuselage anti-dazzle panel, spinners RAF Waddington, t 963. Aluminium cheatline outlined in black. Black latter repeated under the wings - Avro Anson f.2o;'VM418/UC.G-:- Rhodesian Air Training Group, Kumalo. Aluminiui'JI overall with yellow bands around rear fuselage and wings; black anti-<laz21e panel, codes and serial, the latter repeated under the wings. Port sp(nner is black. starboard spinner in black and white AVRO ANSON WAR PAl NT PAGE 29 Anson T.21 VS562 was the prototype for this ver slon.lt served In various establishments lnlcud- lng AST Hamble, Napier, A&AEE and finally as seen here with RAE Llanbedr. Note that the 0/F loop has been moved forward when compared to the other picture on the next page. (MAP) January 1945 and an unspecified addition- al number were given to Egypt subsequent of which one was supposed to have ended up in Iran. Eventuall y two squadrons equipped with Ansons were formed. os. 3 and 4 based at Almaza <md Helwan respec- ti vely. Estonia One Anson Mk.l was deli vered to the Estonia Air Force in 1937. This was c/n.95 1 ex-RAF K8741 serialled 158 in that coun- try's service. Ethiopia The Imperial Ethi opian Ai r Force took PAGE 30 AVRO ANSON WAR PAINT deli very of two Avro XlXs in January 1946. They were registered G-AGUII and G- AGUI becoming 120 and 121 when in serv- ice wi th the communications and transport unit formed at Bi shoflu. Finland The Suomen l lmavoimat ordered three Anson Mk. ls before the war. Pilots received training at Woodford and the first, AN- I 0 I, made its delivery flight to Utti on 27 September 1936. It is noted that a Finnish pilot at an air di splay on 15 May 1936 to inaugurate Malmo airport , Helsinki, per- formed two loops in one of the aircrafl to the astonishment of the crowd. The three Ansons were initially use for twin engine training pending the arri val of Bristol Blcnheims for the air force. They were also used for aerial survey work before the Russian auack on Fi nland during which - AN-103 crashed in February 1940. AN-102 was adapted to have a ski undercarriage in 1942-43 but crashed in 1943 being written off. A -101 survived until 1947 when it made it s last flight. France The Free French Air Force took delivery of British civil Ansons. 1. G-ALXC was an Ansom Mk.l which spent much of Its civil life with Transalr Ltd. It went to the Federated Fruit Company in1953 but was subsequently sold to Eire as EIACO. It ended it days on the fire dump at Southend. 2. Anson Mk.l GAIPC was regis tered In 1946 to the College of Aeronautics, Cranfield where it was used for aerodynamic tests of various wing sections. 3. Anson XII G- AIXW was in servicre with Transair Air Surveys in 1960. 4. This Anson XIX G-AWML ex-TX166 was Intended for humaritan work In Biafra for the Save the Children Fund but it never got there. It ended its days in Weston-super-Mare and was scrapped In 1970 (pictures by MAP and APN) Anson post-war prototypes. Left: Anson T.20 navigation trainer VM305 Lower left:Anson T.21 UK based navigation trainer VS562. Compare with picture on facing page. Bottom left : Anson T.22 radio trainer VM306. (MoO Air) eight Anson Mk.ls in May 1943 which were deli vered 10 Wesl Africa. These were EG351. EG352. EG355. EG356. EG359, EG360. EG363 and EG364. They were fol- lowed in December 1944 by a funhcr nine and all were in use wi1h I he Groupe Anois a1 Poinlc oire in French Equ31orial Africa. Groupe A noi se was formed in Augus1 1942 for coas1al defence initially wi1h Lysanders and 1hen Ansons as 1hcsc arri ved. Post war I he Armcc de I" 1\ ir SCI up !rain- ing units wilh a considerable number of Ansons. The rnos1 imponam of these was BE.710 which was 1hc French Mi li1ary Academy 31 Salon-de-Provence and was a rough equi valenl of 1hc RAF Coll ege, Cranwell. By 1949 il had 3 I Ansons on strcnglh. BE. 702 was formed at Avord fo r muhi-enginc conversion and had detach- ments at Cazaux. BE. 703 became the radio training school. BE. 705 was the basic !rain- ing school at Cognac. It was transfcrcd 10 Marrakech in 1949 and became BE.709. Fnally BE.706 or EMNE trained navigators and bombardiers at Cazaux. By 1949 it had 31 Ansons. II Martinets. 35 Wcllingtons and 40 miscellaneous types on strength. There were II overseas bases under French command which used Anson Mk. ls. Many were Escadri lle de Poli ce cl Sccurilc units mostly in Africa and Madacascar. The French avy (Aeronautique avale) was also a prolific user of the Anson for both communcati ons and training. An ini1ial balch of 20 Ansons was delivered during 1946 wilh a few more arriving la1cr and sup- plcmelll ed by surplus aircrafl from the I"Armee de I'Air. By 1947 1hcrc was one communications uni1 31 Qucrqucvi llc and 1wo !raining squadrons 50S and 52S. The former al so had 1hc duty of giving officer cadels from the nearby Ecole Navalc <II The boss's aircraft. Anson C.19 VP526:LI was allocated to the Rhodesian Air Tarining Group Communications Flight and based at Kumalo. In January 1952 it had an engine failure on take-off and made a belly landing jusl outside Kumal o airfield. (MAP) AVROANSON WARPAINT PAGE 3t Top right: Anson XII which retained the bomb almer's position in the nose belonged to No.85 Bombing and Gunnery School until 1947. Centre Right: Anson XII was originally with No.84 Group Communications Squadron and then for a period with the RAF In Germany. It returned to England and was coded 3R-S before ending Its days in 1961 In the Gaydon Station Flight. Bottom right: Anson XII NL248 was orig- inally with the Empire Central Flying School. It had a period with the Central Gunnery School and became a communications aircraft before being struck off charge ln1958. Lanveoc air experience nights as part of their training. In October 1948 52S was re- designated 56S and used Ansons to train non-pil ot aircrew including radar training. It was based at Agadi r, Morocco, after being temporarily based at a number of different airfi elds. One French Anson was perma- nently based in the UK and used by the aval Attache during 1945-46. All French Ansons were goundcd in August 1950 pending the outcome of enquiries into the number of crashes to both air force and naval Ansons thought to be due to wing failure. None remai ned on unit strength after January 195 1. Greece The Royal Hellenic Air Force took delivery of 12 Anson Mk.l s in May-June 1939. They were serialled TT51 to TT62 and were orig- inall y given RAF serial numbers. For deliv- ery purposes they were civil registered as G- AFTU-'W. During the German invasion of Greece five escaped to Egypt where they were flown with both Greek and RAF seri- als on the rear fuselage. Post-war four RAF Anson Mk.XIIs were loaned between 1945-46 and formed the Royal Hell enic Air Force's Cornunications Squadron based at Maleme. Addi tionally 36 ex-RAF Anson Mk. ls were given to the Greeks in 1946-47. Below: 1. Anson C.19 of the Fighter Command Communications Flight. 2. Anson C.19 of RAF Witterlng's Station Flight. One of the few to have a chequerboard fin. 3. Metropolitan Communi- cations Squadron Anson C.19 TX185 coded CB- 0 but at this time seconded to RAF Honington Station Flight retaining its original codes. 4. Although In standard colours this Anson C.19 VV963 has the badge of the School of Land/Air Warfare on the nose. (APNIMAP) PAGE 32 AVRO ANSON WARPAINT Above: Originally allocated for navigation train- ing as a T.21 with No.1 ANS, this Anson VS576 was pictured at the end of Its career when allo- cated to the Station Flight at RAF Leconfield. It was scrapped In January 1962 (MAP) Indonesia Litt le is known about several Ansons being taken on charge by the Indonesian Air Force between 1947-48. One was known to be seriallcd Rl-00 I which was originally reg- istered in Australia but broken up after cap- ture by the Dutch at Magoewa in December 1948. The other two serials arc unknown but again they were ex-Australian civil register. Iran After Iran declared war on Germany in September 1943 48 Anson Mk.ls were reported to have been delivered to the Iranian Air Force via the maintcnace unit at RAF l labbaniya. They arrived in three batches between May 1944 and June 1945. The Ansons equipped No.I (Bomber) Squadron at Desham Tcppah ncar Tehran and were possibly operational by 1945. In adition an Anson Mk.XII was supplied for the usc of the Regent of Iran. Ireland Ordered by the lrish Army Air Corps two Anson Mk.ls were delivered to Baldonnel on 20 March 1937. Two more were deliv- ered on 19 January 1938 where they formed No. I Reconnaissance and Medium Bombing Squadron. A further five were Centre right : Anson C.19 VM365 was initially allocated to the Empire Radio School but after- wards became a communications aircraft and was part of 13 Group Communications Flight when this pi cture was taken. Right: Anson C.19 VL306 had a varied career havi ng served with Air Headquarters Ferry Unit and then in the Middle East Communications Flight. Sub- sequently It was based in Malta, returning home to RAF Basslngbourn and then, as In this pic- ture, at Waddington in 1964 with the Station Flight. It was struck off charge In January 1969. (MAP) AVRO ANSON WARPAINT PAGE 33 PAGE 34 AVRO ANSON WARPAINT Above: Seen on Its acceptance flight Anson T.20 VS504 became part of the RATG and was unique in having dual controls. Left: Exported to India Anson Mk.18C was one of 12 used for navigation and radio training for embryo Indian Airlines pilots. (Harry Holmes) delivered on 2 February 1939 as part of an order for 12 but the remaining seven were impressed by the RAF before they were due to leave Speke airport on their delivery flight and remained at No.36 Maintenance Unit. During the war the Ansons together with Walrus amphibians were ba ed at Rineanna aerodrome, (now Shannon airport) for Below: Three Anson Mk.22 radio trainers belonging to No.1 Air Electronic School fore- shadow the RAF' s need for radar operators in the post-war period. (Eric Taylor) Above: Anson T.22 VV367 of the RAF Flying College Signals Division, Cranwell. Below: One of the many Anson T.21s used by the RAF Volunteer Reserve units was VV996 W-RSA of No.23 RFS. (MAP) coastal patrols from Wexford to Lough Swilly in the north-west of Eire but the bad weather ofT this coast caused accidents in which three were lost though one was repairable. Two further accidents occured and the Ansons were withdrawn from serv- ice by the end of 1944 and scrapped. Three A\TO XIXs were ordered in 1946 being deli,ered on 4 April that year. They Avro Anson T.22,VV366ffCR-B, No. 1 Radio School. Aluminium overall with black anti-dazzle panel, spinners, codes and serials; yellow bands around rear fuselage and wings I AVRO ANSON WAR PAINT PAGE 35 equipped the General Purpose Flight being used for training, communcations, freight and reconnaissance work. Two were dam- aged in accidents one being retained as a ground instntctional machine but this was also scrapped along wit h the other survivor of the three in the early seventi es. One has survived and is preserved for eventual dip lay in the Irish Aviation Museum. Israel A number of Anson Mk.ls went to lsmel post war of which nine were formerly UK civil registered. They were in usc with No.ll4 Squadron as multi-engined, naviga- tion tminers and had an excellent safety record. All were retired by early 1956 and used for fire dump exercises or broken up. Turkey ordered 25 Ansons before the war but only sh( were delivered. Used for bombardier training the last was withdrawn in 1946. (IWM) PAGE 36 AVRO ANSON WARPAINT Netherlands A total of 25 ex-RAF Anson Mk.ls were donated to the Royal Netherlands Air Force after having been re-furbished at RAF Pershore before deli very to Twenthc in Holland. They were used by a number of different units including Depot Yliegnligen at Soestcrberg. the Tehnical Tmining Unit at Declen, the twin-engine conversion unit at Gilzc-Rijen and a communications and transport unit known as No.334 Squadron based at Yalkcnberg. One other Anson C. l 9 YM325 was bought from RAE Llanbedr for 200 and coded 0-26 for display at the Soersterberg Air Force Museum in 1971. Norway The Norwegian Air Force operated 12 Anson Xlls in the communications role before their country was finall y libemtcd. Anson T.21 , WJ561 , overflying Its test airfield at Woodford, Cheshire during Its maiden flight on 13 May 1952. On the airfield can be seen sever- al all-white Lancasters and a York transport air- craft. The Anson was being flown by Avro's chief test pilot. Jimmy Orrell . A total of 10,996 Anson had been built. (Harry Holmes) They moved to Oslo-Fomcbu between 5 and 9 June 1945 but were disbanded when the RAF withdrrew from Norway in December 1945. Subsequentl y ten Anson Mk.Is were given to the Royal Norwegian Air Force by August 1947. These were not in very good condition, one being lost on delivery. The remainder were re-furbished at Kjeller and then used for radio and navigation training One was modified for Search and Rescue duties and all were eventually sold into civil use in various countries. Above: The USAAF used Ansons both in the UK and for trai ning purposes in the United States. This Is one of 50 Mk.lls supplied from Canada and re-designated AT-20. (Harry Holmes) Portugal Reconditioned by Avros at Langar, 12 Anson Mk.ls were delivered to Portugal between 1946-47 for liai son and transport duties at Portela. They lasted a long time some still being in service in 1957 after the unil had been renamed Esquadra 82. Unconfinncd information suggests that four more were delivered 10 Portugal in 1947. Saudia Arabia One Anson Mk.l ex-G-AIXY was operated by Ai rwork before August 1948 at Taif for the British Training Mission. It was scrapped in December 1949. Syria Six Ansons found their way to Syria from The Anson was popular with many European countries after the war. Below: A Mk.l with the Dutch Ai r Force which had a Bristol dorsal tur- ret for gunnery training. Lower Right: Norway received 12 Anson Mk.ls for communications dulles. Many required major overhaul which was done In Norway (Harry Holmes) unspecified origins between 1948-49. Two were convened for bomber operati ons and took pan duri ng the War of Independence in May-June 1948 armed wi th two .303 machine guns in the rear turret and capable of carrying a 500lb bomb load. Turkey Turkey was another pre-war country to order Ansons. A total of 25 were ordered in 1938 and six of these were shipped to Turkey in May 1940, the remainder not being dispatched. They were al located to the Air School at Eskisehir to replace DH.84 Dragons. Used as bombardier trainers and light transports it is interesting to note that the entrance door was on the starboard side of the rear fuselage. The last two were struck off charge in 1946. United States of America Due to the need for extra training aircraft 50 AVRO ANSON WARPAINT PAGE 37 Avros re-conditioned 12 Anson Mk.ls for export to Portugal in 1946-47 for communications and light transport duties. They remained In service until1957. Originally based at Portela the unit was later redesignated Esquadron 82. (Author) Anson Mk. lls were transfered from Canada to the USAAF as AT-20s in 1943. An Anson Mk. IV was also loaned to lhe US in July 1942 but relumed in November of that year. When the USAAF arrived in Europe they did not bring communications aircrafi with them consequent ly Ansons along with many other types for second line duties were supplied from UK stocks. No accurate records seem to have been kept of these air- craft and the exact numbers involved are not known. By the end of 1944 most Ansons had been returned to the RAF as the USAAF had by that time been able to ship their own communi cati ons aircraft to Europe from the States. Quite a few were based at either Warton, Lancashire. the USAA F Depot or with the I st Combat Crew Replacement Centre. Bovingdon. Herts where four were noted by the author in early 1944. One Anson XII NL137 was allocated to the Station Flight, Northolt in January 1945 and later rransfered to Headquarters Flight Bovingdon. It returned to RAF charge by late in 1945 going to No.I Ferry Unit, Pershore. FEW VARI ANTS Comment should be made about the variety of colour schemes of the RAF's communi - cation Anson C. l9s. The basic scheme was white top, silver elsewhere with a broad blue cheat line over the cabin window area but there were many variati ons. Each PAGE 38 AVRO ANSON WAR PAINT Station or Command had its fleet of Ansons so each was marked wi th their ownership above the cabin cheat line. Some in squadron service also had their ownershi p marked by the incl usion of a squadron or unit badge and in one case a chequered fin. One Anson was well known even after the demise of most of the others and that was a Mk. II G-ALIH bel onging to Ekco Electronics Ltd which had a large bulbous radar nose. A C.l9 Series 2 VM306 was similarly modified in RAF service. The last Anson to be built was Mk.21 WJS61 which flew on IS May 1946 and handed over to the RAF by Sir Roy Dobson on the 27th of that month. The Anson had been in production for 34 years. longer than any other British military aircraft and including both civil and military versions. It was said that 11.020 had been produced. But thi s fi gure has since been disproved due to a duplicated batch of serial numbers. The actual fi gure was I 0,996. The final flypast of RAF Ansons was made by six C. 19s of the Southern Communications Squadron from RAF Bovingdon, Hert forshire on 28 June 1968. This coincided with the closing of that Station for RAF use although it had been Continued on page 40 The three Anson C.19s delivered to the Irish Air Corps in April 1946 and allocated to the Gerneral Purpose Flight. One of the origi nal Mk.ls can be seen i n the background. 1. The Interi or of the Mk.l Anson showing the pilot's cockpit and the corner of navigator' s desk. 2. The seating arrangement in the Anson C.19's cabin. 3. Port side nose and cockpit area of the Anson C.19. (Harry Holmes) 4. Port side cockpit and nose of the Anson C.19. 5. Canadian Anson Mk.V forward fuselage. 6. The dorsal gun turret for a .303 machine gun on early Ansons .7. Close up of the fluted engine cowling on early versions of the Anson Mk.l. (MAP and author) 8. Early versions of the Anson Mk.l had a sloping canopy but this was later changed to the style shown In 7 above. Another view of the early fluted cowlings. 9. The Anson's tall unit. Although this is on a C.19 the shape of the tall unit did not change much throughout all marks of Anson. (MAP and APN) AVRO ANSON WARPAINT PAGE 39 Contmued from page 38 used frequent ly by civil airlines for charter services before that time. Few Ansons have survived. ewark Museum has a well preserved C. l 9 and Avros themselves have rebuilt another in civi l colours. In the mid-1990s two were sti ll flying with Kemp Aerial Surveys on aerial survey work and have been main- tained since that time although in other hands. The only Mk. l to have survived was built in 1938 as 4877 and preserved post- war as G-AMDA wi th the Skyfamc Museum at Staverton after having been operated by Derby Aviation and the London School of Flying at Elstree. It was damaged in a landing accident in November 1972 and subsequently went to the Imperial War Museum, Duxford where it remains sti ll with the codes VX-F in a static display con- dition. PAGE 40 AVAO ANSON WAR PAINT The very last Anson T.21 which was flown by test pilot Jimmy Orrell and handed over to Wing Commander H. Budden at a ceremony attended by Sir Roy Dobson on 27 May 1952. The aircraft was delivered In standard silver, white topside and blue cheat line with yellow trainer markings on the wings and fuselage. It then served wi th No 22 Group Communications Flight t ill 1960 (Harry Holmes) Avro Anson kits and accessories Scale Variant Manufacturer Reference Remarks Kits 1: 144 Anson C.19 Welsh Models WHPJW26 Vacuform kit 1:144 Anson C.XIX!T.22 Welsh Models WHPJW261 Vacuform kit 1:72 Anson C.19 Aeroclub ABAE75 Part vacuform 1:72 Anson Mk.l Airfix AX02009 Complete kit 1:72 Anson Mk. I Airfix AX269 Aeissue 1:72 Anson Mk. l Special Hobby SH7274 Future release 1:46 Anson Mk. I Sanger SAN4644 Vacuform 1:46 Anson Mk.XII/C.19ff.20ff.21 Sanger SAN4647 Vacuform Decals 1:72 Anson Dutchdecal 0072055 Also Hudson 1:72 Anson Mk.l In Scale IS01472 FinnishAF 1:72 Anson Mk.l MPD Decals MP072542 Accessories 1:72 Anson Mk. I Aeroclub ABC006 Cockpit & turret 1:72 Anson Flightpath FHP72020 Brass etched Avro An$0n Mk.-18C, VT-CXT, Indian aii'crewlraTriiiT,l949:- Yellow overall with black marl(ings; registration repeated above and below wings, with 'VT-' on the leh hand side and cxr on the right I - - --- - --- 7 Avro Anson XVIII, YA-6.252 1 Afghan Air Force, 1948. Aluminium overall with black anti-dazzle panel, spil'jl1ers and registration; roundels in six positions and registration repeated under 1 port and above starboard wing Inboard of roundel Avro Anson C. 19, 141 Irish Air Corps. Aluminium overall w1th black anti-dazzle panel, spinners and serial; tl)ree-oolour boss on fuselage sides and above wings. 20in wide orange/white/green bands underneath wings, 40in from wingtips I Avro Anson XIX (Srs-1), ECALF, M. Urena, Madnd, 1960. Aluminium overall with black anti-dazzle panel and registration: red/yellow/red rudder and wing stripes. Red spinners I Above: Anson Mk.l when preserved In the hands of the Staverton Museum and before Its carsh. (Flight) Left: In its previous colours as G AMOA doing aerial survey work for Derby Airways based at Burnaston.(APN) Lower left: An Air Transport Auxiliary Anson Mk.1 used for communications work with a woman ATA pilot at the controls (IWM) Previous Warpaint titles Bristol Beauftghter 6.95, Blackburn Buccaneer 7.50, JunkersJu 87 Sluka 7.50, F100 Super Sabre 7.50, Hawker Typhoon 7.50, Avro Shackleton 7.50, Junkers Ju 88 7.50, Hawker Hunter 11.50, Grumman F4F WildcaVMartlet 7.50, Vickers Wellington 7.50, DH Sea Vixen 8.50, Fairey Swordfish 8.50, Fw 200 Condor 7.50, BAC Lightning 11 .50, Short Stirling 7.50, Hawker Sea Fury 7.50, Gloster Javelin 9.50, Douglas Skyraider 8.50. DH Home! and Sea Home! 9.50, Supermarine Seafire (Gritton engined variants) 9.50, Armstrong Whitworth Whitley 8.50. Gloster Meteor 16.50, Fairey Gannet 8.50, Oomier Do 217 8.50 Short Sunderland 9.50, Bristol Blenheim 9.50, de Havilland Vampire 16.50, Fairey Firefly 11.50, Hawker Sea Hawk 9.50, Avro Vulcan 9.50, RAFIRN Phantoms 9.50, A20 Boston/Havoc 9.50, Heinkel He 177 8.50 Avro Lincoln 9.50, Fairey Barracuda 9.50 Handley Page Victor 9.50, Gloster Gladiator 11.50, F-105 Thunderchief 11 .50, Supermarine Walrus 9.95 Canadalr/Commonwealth Sabre 12.50 Fairey Fulmar 11 .50 Boulton Paul Defiant 9.95. F-104 Starlighter 14.50. DH Venom 11.50, B-57 Canberra 11.50. HP Halifax 12.50, F-101Voodoo 11 .50, Westland Lysander 11.50, Fiat G.91 11.50, Bristol Beaufort 11.50. Lockheed Neptune 11 .50, Fa1rey Albacore 11 .50 Warpalnt Specials No. 1 Republic P-47 Thunderbolt 18.50 No.2 Messerschmit1 Bf 109 18.50 WARPAINT ON THE WEB For lull deta1is of all the above !Illes. an easy to complete order form and ava11ab1hly look at www.warpalnt-books.com Published by Warpalnt Books Ltd. 352 Setbourne Road,Luton, Bedfordshlre LU4 8NU. Prlntod In England by Regal Litho Ltd., 352 Selbourno Road, Luton. LU4 8NU. Senos llshed, edited ond designed by Alan W.Hall. Computer art work by Richard J.Coruana. 1 :72nd scale plans by Mlko Keep and Alan W.Hall The author Andrew Thomas and publishers wish to acknowledge the help and advloo giVen by Harry Holmes, M1htary Aircraft Photographs, Aviation Photo News, Enc Taylor, lmpenal War Museum, G.Neal, Arthur Pearcy and MoD(Alr)