The History of RAF Coningsby
1937 to the Present Day
Written by Richard Hall.
RAF Coningsby lies within the Lincolnshire Fens and is one of the newest of the stations that the RAF still occupy. Construction of the site began in late 1937 and was completed in January 1941 when it opened within No. 5 Group as a heavy bomber base. The site comprised a grass landing ground with two of the new, largely prefabricated metal 'J' Type hangars. Technical and domestic buildings were also constructed, together with thirty-six loop hardstandings.
RAF Coningsby lies within the Lincolnshire Fens and is one of the newest of the stations that the RAF still occupy. Construction of the site began in late 1937 and was completed in January 1941 when it opened within No. 5 Group as a heavy bomber base. The site comprised a grass landing ground with two of the new, largely prefabricated metal 'J' Type hangars. Technical and domestic buildings were also constructed, together with thirty-six loop hardstandings.
Handley Page Hampden of No. 106 Squadron. Author's collection.
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The first unit to arrive on 23 February 1941 was No. 106 Squadron, equipped with Handley Page Hampden Is, five of which undertook the station's first operation on 1/2 March to Cologne. Operations were again flown on 3/4 March to the same target, with one Hampden X3002 failing to return with the loss of all crew. Sgts, K. Good, A. J. W. Ward, D. A. D. Crouch and V. T. Essex all lie in Schoonselhof Cemetery, Antwerpen. This was the first operational loss sustained by the unit while operating from Coningsby.
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Avro Manchester I similar to those flown by Nos. 97 and 106 Squadrons. This one is in the markings of No. 207 Squadron. Author's collection.
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On 10 March of the same year, No. 97 (Straits Settlements) Squadron took up residence with its Avro Manchesters upon transfer from Waddington. Operations began on 8/9 April, with four aircraft bombing the shipyards at Kiel. However, the type's troublesome Rolls-Royce Vulture engines plagued the Manchester, and many losses ensued, resulting in the unit reverting to using the Hampden between July and August 1941. In January 1942, the squadron began trading its Manchesters for the vastly superior Avro Lancaster.
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Although No. 106's turn came next, it was June before the last Manchester was retired from service. To aid the transition to the Lancaster, Nos. 97 and 106 Conversion Flights were formed, both of which departed in late September of the same year to RAF Skellingthorpe. The two units later went on to form No. 1660 Heavy Conversion Unit at Swinderby. Barely had the changes become effective when No. 97 Squadron transferred to nearby Woodhall Spa in March 1942.
On 14 March 1942, a man who was to go down in history as one of Britain's most accomplished aviators, Guy Penrose Gibson, received a telegram telling him he had been promoted to Wg Cdr and he was to take up command of No. 106 Squadron. In due course, he arrived at Coningsby and began the next stage of his career, which would lead to him heading up Operation Chastise, the attack on the German Dams in May 1943 with No. 617 Squadron. Gibson's first operation with the No. 106 came on 22/23 April 1942, when he piloted Manchester I L7418 and carried out mining in the 'Radishes' (Kiel Bay) area. He would fly fourteen operations from Coningsby.
As the year progressed, the usual routines carried on with No. 106 continuing to operate a mix of Manchesters and Lancasters, which were flown during the first famous 'Thousand Bomber' raids, to Cologne on 30/31 May, Essen 1/2 and Bremen 25/26 June of the same year. The last of these operations would see the final use by the unit of the Manchester. Aside from the offensive operations, No. 1514 Beam Approach Training Flight were also based at the airfield from 22 September 1941 until 2 January 1944.
On 14 March 1942, a man who was to go down in history as one of Britain's most accomplished aviators, Guy Penrose Gibson, received a telegram telling him he had been promoted to Wg Cdr and he was to take up command of No. 106 Squadron. In due course, he arrived at Coningsby and began the next stage of his career, which would lead to him heading up Operation Chastise, the attack on the German Dams in May 1943 with No. 617 Squadron. Gibson's first operation with the No. 106 came on 22/23 April 1942, when he piloted Manchester I L7418 and carried out mining in the 'Radishes' (Kiel Bay) area. He would fly fourteen operations from Coningsby.
As the year progressed, the usual routines carried on with No. 106 continuing to operate a mix of Manchesters and Lancasters, which were flown during the first famous 'Thousand Bomber' raids, to Cologne on 30/31 May, Essen 1/2 and Bremen 25/26 June of the same year. The last of these operations would see the final use by the unit of the Manchester. Aside from the offensive operations, No. 1514 Beam Approach Training Flight were also based at the airfield from 22 September 1941 until 2 January 1944.
In September 1942, No. 106 departed for Syerston, and a lull in activities occurred until August 1943. During this time, hard runways were laid aligned 08-26 at 2,000 yards, 04-22 at 1,400 yards, and 13-31 at 1,550 yards. Also added at this time were a B1 and three T2 hangars and additional accommodation at three dispersed sites, including one for WAAFS.
On 30 August 1943, No. 617 (Dambuster) Squadron arrived from Scampton under the command of Sqn Ldr G. W. Holden DSO, DFC and Bar MID and was soon putting its special skills into action. On 14/15 September of the same year, an operation was planned to the Dortmund-Ems canal near Ladbergan. One Lancaster III JA981 KC-J taking part was flown by Sqn Ldr D. J. H. Maltby DSO DFC, who, with six of his crew, Flg Off. J. Fort DFC, Flt Sgts V. Nicholson DFM, A. J. Stone, V. Hill, and Sgts H. T. Simmons and W. Hatton, had taken part in Operation Chastise on 16/17 May 1943 and had attacked the Möhne Dam. A recall was issued due to weather, which, for unknown reasons, led to Maltby crashing into the sea eight miles northeast of Cromer. All crew were lost, with only Maltby's body recovered.
The next night, the unit attacked the Dortmund-Ems canal using 12,000 lb high-capacity bombs, but at a high price, with just three Lancasters returning from the eight despatched. From the evidence, it appears that light flak was responsible for inflicting the damage. Among those lost were Holden and his crew aboard Lancaster III EE144 AJ-S, five of whom, Flt Lts T. H. Taerum DFC RCAF, F. M. Spafford DFC, DFM, MID, R. E. G. Hutchinson DFC and Bar, Plt Off. G. A. Deering DFC and Sgt D. J. D. Powell MID had taken part in Chastise, the first four detailed having flown with Wg Cdr G. P. Gibson VC DSO and Bar DFC and Bar. Two further crew members, Flg Off. H. J. Pringle DFC and Plt Off. T. A. Meikle, were also lost within Holdens' crew.
The following details the names of those who failed to return from this operation and their subsequent fates (+ denotes killed – * those who took part in Operation Chastise):
On 30 August 1943, No. 617 (Dambuster) Squadron arrived from Scampton under the command of Sqn Ldr G. W. Holden DSO, DFC and Bar MID and was soon putting its special skills into action. On 14/15 September of the same year, an operation was planned to the Dortmund-Ems canal near Ladbergan. One Lancaster III JA981 KC-J taking part was flown by Sqn Ldr D. J. H. Maltby DSO DFC, who, with six of his crew, Flg Off. J. Fort DFC, Flt Sgts V. Nicholson DFM, A. J. Stone, V. Hill, and Sgts H. T. Simmons and W. Hatton, had taken part in Operation Chastise on 16/17 May 1943 and had attacked the Möhne Dam. A recall was issued due to weather, which, for unknown reasons, led to Maltby crashing into the sea eight miles northeast of Cromer. All crew were lost, with only Maltby's body recovered.
The next night, the unit attacked the Dortmund-Ems canal using 12,000 lb high-capacity bombs, but at a high price, with just three Lancasters returning from the eight despatched. From the evidence, it appears that light flak was responsible for inflicting the damage. Among those lost were Holden and his crew aboard Lancaster III EE144 AJ-S, five of whom, Flt Lts T. H. Taerum DFC RCAF, F. M. Spafford DFC, DFM, MID, R. E. G. Hutchinson DFC and Bar, Plt Off. G. A. Deering DFC and Sgt D. J. D. Powell MID had taken part in Chastise, the first four detailed having flown with Wg Cdr G. P. Gibson VC DSO and Bar DFC and Bar. Two further crew members, Flg Off. H. J. Pringle DFC and Plt Off. T. A. Meikle, were also lost within Holdens' crew.
The following details the names of those who failed to return from this operation and their subsequent fates (+ denotes killed – * those who took part in Operation Chastise):
EE130 AJ-A JA874 KC-E
F/L RAP Allesbrook + P/O W G Divall +
F/S P Moore + Sgt E C A Blake +
P/O N A Botting + F/O D W Warwick +
F/S R B S Lulham + F/S R C McArthur +
F/O J M Grant DFC + F/S J S Simpson +
Sgt I G Jones + Sgt A A Williams +
F/s W Walker + Sgt G S Miles +
F/S S Hitchen + Sgt D Allatson + *
EE144 AJ-S JA898 KC-X
S/L G W Holden + F/L H S Wilson +
Sgt D J D Powell MID + * P/O J W Johnson +
F/L T H Taerum DFC RCAF + * F/O J A Roger +
F/L F M Spafford DFC DFM RAAF + * F/O G H Coles RCAF +
F/L R E G Hutchinson DFC* + * WO1 L Mieyette RCAF +
P/O G A Deering DFC + * F/S T H Payne +
F/O H J Pringle DFC + Sgt C M Knox +
P/O T A Meikle DFM + F/S E Hornby +
JB144 KC-N
F/L L G Knight DSO MID RAAF + *
P/O R E Grayston Pow POW *
P/O H S Hobday DFC Evaded *
F/O E C Johnson DFC RAAF Evaded *
F/O R G Kellow DFM RAAF Evaded *
F/S F E Sutherland RCAF Evaded *
Sgt L C Woolard Evaded
F/S H E O'Brien RCAF POW *
F/L RAP Allesbrook + P/O W G Divall +
F/S P Moore + Sgt E C A Blake +
P/O N A Botting + F/O D W Warwick +
F/S R B S Lulham + F/S R C McArthur +
F/O J M Grant DFC + F/S J S Simpson +
Sgt I G Jones + Sgt A A Williams +
F/s W Walker + Sgt G S Miles +
F/S S Hitchen + Sgt D Allatson + *
EE144 AJ-S JA898 KC-X
S/L G W Holden + F/L H S Wilson +
Sgt D J D Powell MID + * P/O J W Johnson +
F/L T H Taerum DFC RCAF + * F/O J A Roger +
F/L F M Spafford DFC DFM RAAF + * F/O G H Coles RCAF +
F/L R E G Hutchinson DFC* + * WO1 L Mieyette RCAF +
P/O G A Deering DFC + * F/S T H Payne +
F/O H J Pringle DFC + Sgt C M Knox +
P/O T A Meikle DFM + F/S E Hornby +
JB144 KC-N
F/L L G Knight DSO MID RAAF + *
P/O R E Grayston Pow POW *
P/O H S Hobday DFC Evaded *
F/O E C Johnson DFC RAAF Evaded *
F/O R G Kellow DFM RAAF Evaded *
F/S F E Sutherland RCAF Evaded *
Sgt L C Woolard Evaded
F/S H E O'Brien RCAF POW *
It had been a disastrous operation for the squadron, with five Lancasters lost and forty crew members, with only seven surviving. One further Chastise crew failed to return while flying from Coninsby. On 20 December 1943, Flt Lt Rice DFC, piloting Lancaster III DV398 KC-Z, took off at 17:58 hours and headed for the Cockerill Steel Works, Liège. The aircraft was believed to have been hit by flak and broke up over Merbes-le-Château. Rice survived to become a POW, Flt Sgts E. C. Smith, T. W. Maynard, S. Burns, WO2s, J. W. Thrasher RCAF, C. B. Gowrie and Flg Off. R. Macfarlane were killed.
In January 1944, Coningsby became the HQ for No. 54 Base, with Woodhall Spa and Metheringham coming under its control. No. 617 moved to the satellite airfield at Woodhall Spa, and transferring over in the opposite direction came the Lancasters of No. 619 Squadron. Also, in the same month, No. 61 Squadron arrived from Skellingthorpe again equipped with the Lancaster. Both units took part in many major raids on enemy targets before they both departed in April 1944; No. 61 went back to Skellingthorpe and No. 619 to Dunholme Lodge. In a move away from bombers, a flight of three Hawker Hurricanes came to the airfield to provide fighter affiliation and radar calibration duties.
Bomber Command crew members gather before the start of an operation. Author's collection.
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The departure of Nos. 61 and 619 Squadrons freed up space for No. 5 Group to have its own Pathfinder Target Marking force. This was formed by Nos. 83 and 97 Squadrons who came from within No. 8 Group.
On D-Day, 6 June 1944, the two units were operating Lancaster I and IIIs in this role. The Marker Force crews achieved outstanding results during the last fifteen months of the war in Europe. Coningsby's final operational sorties were flown on 25 April 1945 against an oil refinery at Tonsberg in Norway. |
By VE Day, 175 Bomber Command aircraft had been lost on operations from the airfield, broken down as 17 Manchesters, 57 Hampdens and 101 Lancasters.
After hostilities ceased, Nos. 83 and 97 Squadrons remained at the airfield, transferring to No. 1 Group after No. 5 Group's disbandment on 15 December 1945. In July 1946, both converted to the Avro Lincoln B.2 heavy bomber and, in November, relocated to Hemswell.
The units were replaced by de Havilland Mosquito XVIs of Nos. 109 and 139 Squadrons, for whom crews were supplied by No. 231 Operational Conversion Unit (OCU), newly formed at Coningsby, on 15 March 1947. No. 231 absorbed No. 237 OCU and then also trained Mosquito Photo Reconnaissance crews. In July and September, respectively, Mosquito B.35s replaced the XVIs in Nos. 109 and 139. Although based at the airfield, both units were frequently detached overseas, and all three left for Hemswell on 30 March 1950.
After hostilities ceased, Nos. 83 and 97 Squadrons remained at the airfield, transferring to No. 1 Group after No. 5 Group's disbandment on 15 December 1945. In July 1946, both converted to the Avro Lincoln B.2 heavy bomber and, in November, relocated to Hemswell.
The units were replaced by de Havilland Mosquito XVIs of Nos. 109 and 139 Squadrons, for whom crews were supplied by No. 231 Operational Conversion Unit (OCU), newly formed at Coningsby, on 15 March 1947. No. 231 absorbed No. 237 OCU and then also trained Mosquito Photo Reconnaissance crews. In July and September, respectively, Mosquito B.35s replaced the XVIs in Nos. 109 and 139. Although based at the airfield, both units were frequently detached overseas, and all three left for Hemswell on 30 March 1950.
Avro Lincoln B.2 RF398. Richard Hall.
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de Havilland Mosquito B.35 TJ215. Author's collection.
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Boeing B-29 Washington B.1 WW355. Author's collection.
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Between April and September 1950, the station was placed under Care and Maintenance, after which, in October, Boeing B-29 Washington B.1 bombers of No. 149 Squadron arrived to bolster the RAF bomber fleet during the early Cold War years. By 1 July 1952, Nos. 15, 44, and 57 Squadrons were operating thirty-two of these machines from the airfield. Eventually outmoded by jet bombers, No. 149 began re-equipping with Rolls-Royce Avon-powered English Electric Canberra B.2s in March 1953, followed by No. 44 in April, and Nos. 15 and 57 in May.
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English Electric Canberra B.2 WH725. Richard Hall.
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Finally, in late October 1953, they were joined by a fifth Canberra unit, No. 40 Squadron, which departed to Wittering in May 1954, with the others moving to Cottesmore, allowing Coningsby to be massively upgraded for the planned arrival of the V-Force, part of Britain's nuclear deterrent. When the station reopened in late 1956 as part of No. 3 Group, its main runway, now 200 feet wide, had been extended to 9,000 feet in length and was supplemented by a widened 6,000 feet subsidiary runway, the normal layout for such a station.
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Over the next few years, several squadrons of Canberra's were based at the airfield pending the arrival of the V-Bombers. First in was No. 57 from Honington in mid-November, which disbanded at the end of the following year. No. 9 Squadron arrived from Binbrook on 2 June 1959, to be joined on 2 July by No. 12 Squadron. Both flew Canberra B.6s suitably modified to carry nuclear weapons and were part of the force assigned to the Supreme Allied Commander Europe. On 13 July 1961, both units disbanded.
Avro Vulcan B.2 XH558. Richard Hall.
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On 1 March 1962, No. 9 Squadron reformed, followed by No. 12 on 1 July, and on 1 December the same year, No. 35 joined them. All were equipped with Avro Vulcan B.2s, able to carry conventional or nuclear weapons. However, the stay was brief, as, in November 1964, the trio of units departed for Cottesmore, ending Coningsby's long stint as a bomber station.
Coningsby had been selected as the initial operating base for the ill-fated BAC TSR.2; however, the project's cancellation led to the temporary closure of the station. |
McDonnall Douglas Phantom FGR.2 XT891. Richard Hall.
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But after considerable redevelopment, it reopened as part of Air Support Command No. 38 Group in December 1967 and was now equipped with ground attack/strike McDonnell Douglas Phantom FGR.2s. A new No. 5 School of Technical Training (SoTT) opened to train ground crews needed to maintain Phantom systems. On 1 August 1968, No. 228 OCU opened, and the first Phantom FGR.2 arrived at the station. No 5 SoTT became No. 3 Squadron of the OCU. October 1968 saw the first aircrew join the OCU, which also was responsible for training the Fleet Air Arm's Phantom personnel.
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The first operational Phantom FGR.2 unit, No. 6 Squadron, was reformed at Coningsby on 7 May 1969. It was joined by No. 54 Squadron on 1 September 1969 and later by No. 41 Squadron – in a photo-reconnaissance role - on 1 April 1972. However, the Phantom had a relatively short career as a ground attack platform as it was destined to be replaced in this role by the Anglo-French Sepecat Jaguar GR.1 in the mid-70s. As a result, Nos. 6 and 54 Squadrons stood down in March and September 1974, and No. 41 in March 1977.
Two other squadrons acquired Phantoms at Coningsby: No. 111, on 1 October 1974 before moving to Leuchars on 3 November 1975, and No. 29, which converted at the end of 1974 and operated them in the air defence role. Previously, the two units had flown the English Electric/BAC Lightning.
A change of policy giving OCUs shadow squadron status and a wartime frontline role resulted in No. 228 OCU being dual titled No. 64 (Reserve) Squadron on 1 July 1970. The station left No. 38 Group on 1 March 1974 to join No. 11 Group, and its Phantoms were now to serve as interceptor fighters protecting the United Kingdom Air Defence Region.
Two other squadrons acquired Phantoms at Coningsby: No. 111, on 1 October 1974 before moving to Leuchars on 3 November 1975, and No. 29, which converted at the end of 1974 and operated them in the air defence role. Previously, the two units had flown the English Electric/BAC Lightning.
A change of policy giving OCUs shadow squadron status and a wartime frontline role resulted in No. 228 OCU being dual titled No. 64 (Reserve) Squadron on 1 July 1970. The station left No. 38 Group on 1 March 1974 to join No. 11 Group, and its Phantoms were now to serve as interceptor fighters protecting the United Kingdom Air Defence Region.
Avro Lancaster I PA474 of the Battle of Britain Memorial Flight. Richard Hall.
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From 1 March 1976, the Battle of Britain Memorial Flight (BBMF) moved across from Coltishall, equipped with a Lancaster, two Hurricanes, and five Spitfires (now six) of various marks. For support duties, they have relied upon two de Havilland Chipmunks to allow pilots to convert and maintain currency on tail-wheel-configured aircraft. In 1993, a Douglas C-47 Dakota was added following its retirement from the Royal Aircraft Establishment. The BBMF remains resident to the present day in the B1 hangar and is a popular visitor attraction to the station.
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Phantoms were still on the front line when, in June 1981, hardening of the station commenced. The most obvious visible feature was the building of sufficient Hardened Aircraft Shelters (HAS) to accommodate two operational fighter units. Between 1 March and 31 October 1984, Nos. 29 and 64(R) Squadrons were temporarily detached to RAF Waddington while the runway was resurfaced in readiness for the next chapter in the station's history.
Panavia Tornado F.3 ZE760. Richard Hall.
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In May 1985, No. 229 OCU (allocated 65(R) Squadron in January 1987) formed at Coningsby to train Tornado Air Defence Variant (ADV) aircrew equipped with the new Panavia Tornado F.2. This arrival followed the departure on 22 April 1987 of No. 64(R) Squadron and the relocation of residual Phantom conversion training to Leuchars. The Tornado F.2 was an interim variant to be replaced by the improved F.3 in 1986. In July 1992, No. 65(R) Squadron disbanded and became No. 56(R) the same year. The resident fighter squadron, No. 29, relinquished its Phantoms for Tornado F.3s in April 1987.
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At the end of December 1987, the RAF's penultimate Lightning unit, No. 5 Squadron, disbanded to be reformed at Coningsby in March 1988, equipped with the Tornado F.3. In August 1990, the squadron was the first RAF unit (accompanied by No. 29 Squadron) to be deployed as part of the UK's contribution to Operation Desert Shield/Storm in the first Gulf War, with six Tornado F.3s arriving on 11 August at Dhahran Airfield, Saudi Arabia. Between 1993 and 1995, the squadron also helped enforce the no-fly zone over Bosnia and Herzegovina as part of Operation Deny Flight.
The UK Government's 1998 Strategic Defence Review resulted in the disbandment of No. 29 Squadron, followed in 2003 by No. 5 Squadron. Later, it was announced that the Eurofighter Typhoon was to be stationed at Coningsby. As a result, it was decided that the Tornado F.3 OCU, No. 56(R) Squadron would relocate to Leuchars in Fife and a move north came in March 2003. Coningsby had been the first RAF station to receive the Phantom, the Tornado ADV, and subsequently its replacement, the Typhoon.
The Typhoon arrived from Warton in April 2005 with No. 17 Squadron, which had previously been based at BAe Systems at Warton. The following month, it received its standard and became No. 17(R) – the Typhoon Operational Test and Evaluation Unit. Two months later, the types OCU was redesignated No. 29(R) and took responsibility for training all Typhoon pilots.
The UK Government's 1998 Strategic Defence Review resulted in the disbandment of No. 29 Squadron, followed in 2003 by No. 5 Squadron. Later, it was announced that the Eurofighter Typhoon was to be stationed at Coningsby. As a result, it was decided that the Tornado F.3 OCU, No. 56(R) Squadron would relocate to Leuchars in Fife and a move north came in March 2003. Coningsby had been the first RAF station to receive the Phantom, the Tornado ADV, and subsequently its replacement, the Typhoon.
The Typhoon arrived from Warton in April 2005 with No. 17 Squadron, which had previously been based at BAe Systems at Warton. The following month, it received its standard and became No. 17(R) – the Typhoon Operational Test and Evaluation Unit. Two months later, the types OCU was redesignated No. 29(R) and took responsibility for training all Typhoon pilots.
Previously flying the BAe Harrier GR.7, No. 3 Squadron moved to Coningsby from Cottesmore in April 2006 and took up duties as the RAF's first frontline Typhoon unit in July the following year. A second unit to fly the type, No. 11, the world's oldest dedicated fighter squadron, stood up at the airfield in March 2007.
A squadron with a strong Lincolnshire connection, No. 12, reactivated at Coningsby with Typhoons in July 2018. The unit had an illustrious career with Bomber Command in the Second World War and flew operations from Binbrook and Wickenby, equipped with the Wellington and Lancaster. The modern-day resurrection is temporarily integrating with Qatar Emiri Air Force air and ground crews to provide training and support as part of the Qatari purchase of twenty-four Typhoons from the UK. Coningsby, along with Lossiemouth, is one of two RAF Typhoon stations in the UK. The upgraded Typhoon FGR.4 provides the RAF with a formidable multi-role combat capability for air policing, peace support and high-intensity conflict. Of note, the aircraft's ability to carry laser-guided munitions has returned Coningsby to its original role as a bomber station. The following shows the Typhoons operating at the airfield in the current or former resident unit markings (All images Richard Hall):
A squadron with a strong Lincolnshire connection, No. 12, reactivated at Coningsby with Typhoons in July 2018. The unit had an illustrious career with Bomber Command in the Second World War and flew operations from Binbrook and Wickenby, equipped with the Wellington and Lancaster. The modern-day resurrection is temporarily integrating with Qatar Emiri Air Force air and ground crews to provide training and support as part of the Qatari purchase of twenty-four Typhoons from the UK. Coningsby, along with Lossiemouth, is one of two RAF Typhoon stations in the UK. The upgraded Typhoon FGR.4 provides the RAF with a formidable multi-role combat capability for air policing, peace support and high-intensity conflict. Of note, the aircraft's ability to carry laser-guided munitions has returned Coningsby to its original role as a bomber station. The following shows the Typhoons operating at the airfield in the current or former resident unit markings (All images Richard Hall):
Typhoon FGR.4 ZJ918 - No. 3 Squadron.
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Typhoon FGR.4 ZK305 - No. 11 Squadron.
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Typhoon FGR.4 ZK359 - No. 12 Squadron.
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Typhoon FGR.4 ZJ947 - No. 17 Squadron.
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Typhoon T.3 ZK379 - No. 29 Squadron.
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Typhoon T.3 ZK379 - No. 41 Squadron.
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Upon the closure of Coltishall, No. 6 Squadron relocated with its SEPECAT Jaguars to Coningsby on 1 April 2006, where it was planned they would operate until October 2007. However, on 25 April of the same year, the Ministry of Defence announced that the Jaguars would be withdrawn from service on 30 April. Consequently, May 2007 saw No. 6 Squadron retire the last RAF Jaguars to Cosford, where they would be utilised by No. 1 SoTT; the unit disbanded on the last day of May.
Panavia Tornado GR.4 of No. 41 Squadron. Richard Hall.
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Another former Coltishall Jaguar squadron, No. 41, was scheduled to disband in April 2006. Instead, it reformed at Coningsby as No. 41 (Reserve) Squadron, the new designation for the Fast Jet and Weapons Operational Evaluation Unit, going on to operate the Harrier GR.9, Tornado GR.4 and F.3. In 2013, by now designated No. 41 Test & Evaluation Squadron (41 TES), the unit received its first Typhoon FGR.4s. As part of the RAF Air Warfare Centre, elements of which are based at Coningsby, it is responsible for developing operational tactics and evaluating new avionics and weapons systems.
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Since June 2007, Coningsby's Typhoons of Nos. 3 and 11 Squadrons have been responsible for maintaining Southern Quick Reaction Alert, a responsibility it shares with Lossiemouth. Aircraft and crews are held at a high state of readiness, 24 hours a day, 365 days a year, to respond to unidentified aircraft approaching UK airspace. QRA missions range from civilian airliners, which have stopped responding to air traffic control, to intercepting Russian aircraft such as the Tupolev Tu-95 Bear and Tu-160 Blackjack. The station's Typhoons often make the news when creating sonic booms as they reach supersonic speed over the mainland when launched on QRA.
From February 2022, Coningsby-based Typhoons have also been flying regularly over Eastern Europe as part of the NATO-led Enhanced Vigilance air policing mission following Russia's war with Ukraine.
From February 2022, Coningsby-based Typhoons have also been flying regularly over Eastern Europe as part of the NATO-led Enhanced Vigilance air policing mission following Russia's war with Ukraine.