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Avro Shackleton

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Avro Shackleton
Company typeAircraft
IndustryAerospace
PredecessorAvro Lincoln
Founded1949
Headquarters
Woodford, Cheshire
,
United Kingdom
ProductsLong-range maritime patrol aircraft


Template:Infobox aircraft

The Avro Shackleton is a British long-range maritime patrol aircraft (MPA) operated by both the Royal Air Force (RAF) and the South African Air Force (SAAF). It was derived by Avro from their Lincoln bomber, which itself evolved from the renowned wartime Lancaster bomber.

Conceived in the late 1940s, the Shackleton was Britain's strategic response to the swift growth of the Soviet Navy, particularly its expanding submarine fleet. Serving as the primary aircraft for RAF Coastal Command, the model initially designated as Type 696 incorporated significant design features from both the Lincoln and the Avro Tudor airliner. It was equipped with a comprehensive suite of electronic systems to fulfill its anti-submarine warfare (ASW) duties and offered enhanced crew accommodations to support the extended durations typical of patrol missions. The aircraft was named Shackleton in honor of polar explorer Sir Ernest Shackleton.[N 1]

Entering service with the RAF in April 1951, the Shackleton primarily undertook ASW and maritime patrol roles but was also regularly assigned to aerial search and rescue (SAR) missions and various secondary tasks such as mail transport and occasional cargo or troop carriage. Apart from RAF use, South Africa acquired Shackletons for their air force, operating them in maritime patrol roles from 1957 until 1984. Notably, in March 1971, several SAAF Shackletons participated in addressing the SS Wafra oil spill by deliberately sinking the damaged oil tanker using depth charges to mitigate further environmental damage.

Throughout the 1970s, the Shackleton was superseded in maritime patrol duties by the jet-powered Hawker Siddeley Nimrod. Nevertheless, a limited number of RAF Shackletons underwent significant modifications to serve as platforms for airborne early warning (AEW). This role continued until 1991 when they were replaced by the Boeing E-3 Sentry AEW aircraft, marking the end of operational service for this type.

Origins

During the Second World War, the Battle of the Atlantic played a vital role as Britain endeavored to safeguard its maritime supply routes against the German U-boat menace. The rapid evolution of diesel-electric submarine technology, particularly the introduction of the snorkel, effectively removed the necessity for submarines to surface during patrols. This advancement rendered aircraft, previously effective in anti-submarine roles, largely obsolete.[3] Additionally, aircraft provided under lend-lease agreements, such as the Consolidated B-24 Liberator, were returned after hostilities ceased. A number of Avro Lancaster bombers underwent swift modifications—designated Maritime Reconnaissance Mk 3 (MR3)—to serve temporarily in maritime search and rescue and reconnaissance missions;[4] however, immediately following the war, RAF Coastal Command was reduced to roughly one-third of its wartime strength.[5]

As tensions escalated during the early Cold War, and with the anticipated expansion of the Soviet Navy's submarine fleet threatening the North Atlantic, there was a clear need for a new aerial platform dedicated to anti-submarine warfare.[5][6] The initial work on this maritime patrol aircraft requirement started in 1944, when emphasis was placed on long-range capabilities for operations in the Far East. However, following the swift conclusion of the Pacific conflict, these requirements were significantly revised. By late 1945, the Air Staff showed interest in converting the Avro Lincoln to fulfill roles in general reconnaissance and air/sea rescue missions, formalizing this under Air Ministry specification R.5/46. Avro’s Chief Designer, Roy Chadwick, took charge of developing an aircraft to meet these criteria, which became known as the Avro Type 696.[2][7]

File:Shackleton-WR982-303.jpg
Interior of a Shackleton MR.3

The Type 696 represented a major evolution from the Lincoln design. It incorporated elements from the Avro Tudor airliner as well, both aircraft tracing their lineage back to the successful wartime Lancaster bomber.[8][9] A key requirement was that this new aircraft could achieve a range of approximately 3,000-nautical-mile (3,500 mi; 5,600 km) while carrying up to 6,000 pounds (2,700 kg) of armaments and mission equipment. The Type 696 also boasted extensive electronic systems and offered a significantly enhanced crew environment compared to other contemporaries, aimed at boosting crew efficiency during prolonged sorties.[10][11] During its development phase, it was tentatively referred to as the Lincoln ASR.3 until it received its official designation as 'Shackleton'.

The prototype Shackleton GR.1 with serial number VW135 conducted its maiden flight on 9 March 1949 at Avro’s facility in Woodford, Cheshire, piloted by Chief Test Pilot J.H. "Jimmy" Orrell.[12] Subsequently renamed "Maritime Reconnaissance Mark I" (MR1), this prototype differed from later production models by featuring multiple gun turrets and being equipped for air-to-air refueling using the looped-line technique. These features were omitted from production versions due to performance issues or lack of effectiveness.[13] Despite this, the prototype’s performance was sufficiently promising that a specification for an enhanced variant was issued in December 1949—prior to even the first production Shackleton’s flight.[14] By the year 1951, the MR1 was officially regarded as an interim solution owing to several limitations.[15]

Further development

File:Avro 696 Shackleton MR.1 VP256 B-A 269 Sqn RWY 24.07.53 edited-2.jpg
Shackleton MR.1 of 269 Squadron featuring a dorsal turret in 1953

The MR 2 represented an enhanced iteration of the Shackleton, incorporating a variety of improvements initially suggested for the MR1 model. It was equipped with an upgraded ASV Mk 13, and its radome was relocated from the nose to a ventral position behind the bomb bay. This radome was retractable and could only be fully extended when the bomb bay doors were open, providing superior all-around radar coverage while reducing the likelihood of bird strikes.[16] The aircraft's nose and tail sections were extended, the tailplane underwent redesign, and the landing gear was reinforced with twin-retractable tailwheels added. Initially, the Bristol dorsal turret remained in place but was eventually removed from all units following delivery.[17] The prototype VW126 was converted into an aerodynamic testbed at the end of 1950 and conducted its first flight with MR 2 modifications on 19 July 1951.

File:Avro Shackleton MR.2 WG557 T-L 220 Sqn BLA 06.09.55.jpg
Shackleton MR.2 of No. 220 Squadron RAF in September 1955

In August 1951, VW126 underwent testing at Boscombe Down, focusing on enhancements to ground handling such as the addition of toebrakes and a lockable rudder system. One production Mk 1 aircraft was adapted on the assembly line at Woodford with Mk 2 specifications and took flight on 17 June 1952. Following successful evaluations, it was decided to upgrade the final ten aircraft from the Mk 1 contract to MR 2 standards, alongside placing additional orders for new planes. To address evolving submarine threats, the Mk 2 fleet received progressive upgrades through Phases I, II, and III, which introduced advanced radar systems, weaponry, and structural reinforcements to extend service life.[16] Production of the MR 2 concluded in May 1954.[18]

The Type 716 Shackleton MR 3 emerged as a further redesign influenced by crew feedback and operational insights. It featured a new tricycle undercarriage, an enlarged fuselage across all principal dimensions, and newly designed wings equipped with improved ailerons and tip tanks.[19] Its armament capabilities were enhanced to include homing torpedoes as well as Mk 101 Lulu nuclear depth bombs.[16] To alleviate crew fatigue during extended missions lasting up to fifteen hours, soundproofing was upgraded and dedicated facilities such as a proper galley and sleeping quarters were incorporated. These enhancements increased the takeoff weight of RAF MR 3s by more than 30,000 lb (13,600 kg) (Phase III), necessitating auxiliary power from Armstrong Siddeley Viper Mk 203 turbojet engines during takeoff with a five-minute operational limit. The Griffon engines required sustained high power after heavy takeoffs; consequently, Viper engines were later authorized for continuous operation up to four hours to enable reduced Griffon settings and lower failure risk.[20][21][22] The increased operational stress shortened the airframe lifespan of RAF MR 3s relative to that of MR 2s. Due to an arms embargo imposed on South Africa, their SAAF MR 3s did not receive these updates but were independently maintained.

The Type 719 Shackleton IV—later designated as MR 4—was a planned variant aimed at fulfilling a Canadian requirement for a long-range maritime patrol aircraft. This model would have been almost entirely redesigned, retaining only the nose, cockpit, and outer wing panels from earlier versions; it was intended to be powered by the Napier Nomad compound engine.[23] However, development of the Shackleton IV was terminated in 1955 when Canada opted instead for the Britannia Maritime Reconnaissance, derived from the Bristol Brittania airliner and subsequently produced as the Canadair Argus.

In 1967, ten MR 2 aircraft were converted into trainers to replace the T4 models used by the Maritime Operational Training Unit. Referred to as T2s, these conversions involved removing original radar equipment and substituting crew rest areas with additional radar systems.[24]

Design

File:Avro 696 Shackleton AEW2, UK - Air Force AN1667777.jpg
Front view of a Shackleton AEW2. Note the contra-rotating propellers

Although the Shackleton was specifically engineered for maritime patrol duties, it retained several design elements inherited from Avro's earlier aircraft. The wing’s central section was derived from the Lincoln, while the outer wing panels and landing gear components were adapted from the Tudor. Initially, the tailplane closely mirrored that of the Lincoln but was subsequently enlarged and modified during development.[2] A completely new fuselage was introduced, featuring increased width and depth to offer ample room for crew, their equipment, and a spacious bomb bay.[25][26] Later models underwent significant redesigns, including the adoption of a nosewheel undercarriage, altered wings and center section, and expanded fuel tanks to extend operational range.[27]

To fulfill its operational roles, the Shackleton was outfitted with various armaments and electronic systems. For anti-submarine warfare (ASW), the primary detection device was the ASV Mk 13 radar, capable of identifying a destroyer at approximately 40 nautical miles (46 mi; 74 km), a surfaced submarine at around 20 nautical miles (23 mi; 37 km), and a submarine’s conning tower at about 8 nautical miles (9.2 mi; 15 km); however, rough sea conditions significantly impaired radar performance.[28][29] Additional equipment included deployable sonobuoys, electronic warfare support measures, and an Autolycus system designed to detect diesel exhaust fumes. A specialized camera bay housed multiple reconnaissance cameras capable of capturing vertical imagery at medium altitudes and nighttime conditions, as well as low-altitude oblique photographs. Crew members also conducted visual surveillance from designated lookout positions.[30] The weapons loadout could comprise up to nine bombs, three homing torpedoes or depth-charges, along with two 20 mm cannon mounted in a Bristol dorsal turret. While provision existed for an in-flight refueling receptacle, this feature was not installed on production models.[28]

File:Avro 696 Shackleton MR2C, UK - Air Force AN1026411.jpg
An RAF Shackleton airborne in 1978

The original Merlin engines were replaced by larger and more powerful Rolls-Royce Griffon engines equipped with 13-foot-diameter (4.0 m) contra-rotating propellers that rotated in opposite directions. This engine configuration produced a distinctive sound often linked to high-frequency hearing loss among crew members. The Griffon engines were necessary due to the Shackleton’s increased weight and aerodynamic drag compared to the Lincoln.[31][32] Although the Griffon delivered power comparable to the Merlin, it operated at lower engine speeds which resulted in reduced fuel consumption when flying in denser low-altitude air; this efficiency was advantageous since the aircraft frequently loitered near 500 ft (150 m) or lower during submarine hunts. The slower-revving Griffons also experienced less mechanical stress than Merlins, enhancing their reliability. Employing standard propellers would have required increasing their diameter to handle the engine’s power and torque; however, space constraints imposed by landing gear length and engine nacelle placement prevented this expansion, leading to the adoption of contra-rotating propellers that provided greater blade area without increasing diameter.

Throughout its service life, the Shackleton encountered various challenges. The diesel fume detection system often triggered false alarms and thus saw limited operational use. Reliability issues affected its engines, hydraulic systems, and some avionics components, making maintenance demanding. The prototype MR3 suffered a fatal crash due to poor stall characteristics; this issue was addressed before production commenced although an effective stall-warning system was not installed until 1969. Contrary to popular belief attributing it as having the highest peacetime aircrew fatalities within RAF types,[33] actual data indicates other aircraft like the Gloster Meteor experienced significantly higher losses—over 430 deaths compared to the Shackleton's total of 156.[34] Multiple programs aimed at extending the Shackleton’s airframe fatigue life were implemented; nevertheless, these structural limitations hastened introduction of an entirely new maritime patrol platform—the Hawker Siddeley Nimrod—which began entering RAF service in 1969.[35]

File:Shackleton-WR982-305.jpg
Co-pilot station inside an MR3 Shackleton

Royal Air Force

File:ShackletonAEW2 8Sqn RAF 1982.jpeg
8 Squadron RAF operated the Shackleton AEW 2 from 1973 until 1991. This photograph was taken on 26 June 1982

The initial Shackleton was delivered to No. 120 Squadron RAF on 30 March 1951; by the conclusion of 1952, seven squadrons were flying the type,[36] which quickly earned the nickname The Growler due to the distinctive sound produced by its four Rolls-Royce Griffon engines.[37] The Shackleton’s first operational use took place in 1955 when it served as a troop transport for British Army deployments to Cyprus. Within a year, it saw combat during the Suez Crisis, under the codename Operation Musketeer.[38]

File:Shackleton flying in formation near Masirah.png
An RAF Shackleton from 224 Squadron flying in formation during the 1954–1959 Jebel Akhdar War in Oman

In 1957, RAF Shackletons played a significant role in the Jebel Akhdar War in Oman, which was effectively a British protectorate,[39][40][41] with the objective of securing access to oil fields located inland. Between July and December 1958, RAF aircraft conducted 1,635 sorties, delivering 1,094 tons of bombs and launching 900 rockets targeting insurgents, mountain villages, irrigation systems, and crops during this relatively low-profile conflict.[40][42][43]

Throughout the 1960s, a typical Shackleton crew consisted of two pilots, two navigators, a flight engineer, an air electronics officer, and four air electronics operators.[44] During this era, continuous upgrades were applied to keep pace with advancements in submarine technology. Structural fatigue issues were discovered that prompted reinforcement programmes to extend the aircraft’s operational lifespan. In addition, nuclear depth charges were incorporated into its armament in 1966 to counteract Soviet progress in deep-diving submarines.[45]

Maritime patrol duties formed a major part of the Shackleton’s employment, focusing on detecting and tracking naval and commercial vessels as well as asserting territorial sovereignty. During the Indonesia–Malaysia confrontation of the 1960s, Shackletons patrolled waters to identify ships involved in arms smuggling. Comparable missions occurred over Cyprus, while Shackletons based in Madagascar collaborated with Royal Navy ships to enforce a United Nations-mandated oil embargo against Rhodesia.[46]

File:31 Shackleton mail drop Aug1970.jpg
RAF Shackleton conducting a mail drop in July 1970 for Royal Navy vessels engaged in the "Beira Patrol", which blockaded Beira to prevent oil imports into Rhodesia

Search and rescue operations were frequently assigned to Shackletons; at any given time one crew and aircraft were kept on alert within the UK for such tasks. The type also succeeded the Avro Lincoln in colonial policing roles, often stationed in regions such as the Aden Protectorate and Oman, where it undertook convoy escort duties, supply drops, photographic reconnaissance, communication relay tasks, and ground attack sorties. The aircraft also participated in several brief bombing campaigns.[47] Additional responsibilities included weather reconnaissance and transport missions; for transport roles each Shackleton could carry freight containers within its bomb bay or accommodate up to sixteen fully equipped troops.[48]

The introduction of the jet-powered Hawker Siddeley Nimrod patrol aircraft into RAF service began in 1969, marking the gradual phase-out of the Shackleton from most assignments. While visually distinct from its predecessor, early Nimrod variants retained many of the sensor suites and onboard systems originally developed for the Shackleton.[49]

File:APS-20 Radar.jpg
AN/APS-20 radar scanner

Plans to retire all Shackletons were delayed due to an urgent requirement for airborne early warning (AEW) coverage over the North Sea and northern Atlantic after the Fleet Air Arm retired its Fairey Gannet AEW aircraft during the early 1970s. As a stopgap solution, twelve Shackleton MR2s were modified by fitting them with existing AN/APS-20 radar units salvaged from Gannets; these variants were redesignated as AEW2 models and operated by No. 8 Sqn based at RAF Lossiemouth. Each of these AEW Shackletons was given a nickname inspired by characters from The Magic Roundabout and The Herbs television series.[16] The planned successor—the British Aerospace Nimrod AEW3—encountered significant developmental challenges that eventually led to its cancellation in favor of procuring off-the-shelf Boeing E-3 Sentry aircraft. This transition enabled complete retirement of Shackletons by 1991.[50]

South African Air Force

File:1982-10 Shackleton 1717 c.jpg
SAAF 1717 0 conducting a patrol, October 1982

The strategic necessity of protecting maritime routes around the Cape of Good Hope became evident during the Second World War, as enemy forces sank over one hundred ships within South African waters between 1942 and 1945. Following the war, the South African Air Force aimed to acquire a robust and capable aircraft for maritime patrol duties. After assessing four RAF MR 2 models in 1953, South Africa placed an order for eight Shackletons to replace its aging fleet of Short Sunderland maritime patrol planes. These aircraft underwent adaptations to suit South African operational environments, including extended capabilities for Indian Ocean missions. This modified variant was designated as the Shackleton MR 3.[27][51]

File:Shackleton1.jpg
Avro Shackleton Mk 3 stationed at Ysterplaat AFB, South Africa, serial number 1722, also known as Pelican 22. Photographed on 27 May 2017 during engine run-up. No longer airworthy but largely intact.

The initial two Shackletons arrived at D.F. Malan Airport in Cape Town on 18 August 1957. Another pair was delivered on 13 October that year, with the remaining four arriving by February 1958. These aircraft were supplied to a specification similar to that of the RAF's MR 3s and were assigned single-letter identifiers ranging from "J" to "Q." They were operated by 35 Squadron SAAF, primarily conducting patrols over sea lanes near the Cape of Good Hope and frequently tracking Soviet naval vessels navigating between the Indian and Atlantic Oceans. Although briefly employed in low-altitude overland patrols along the border with Southern Rhodesia, these missions ceased due to concerns about disturbing local wildlife.[52][53]

File:In memory of the Shakleton 1718 crew, South Africa 1963.jpg
Tribute to the crew of Shackleton MR.3 serial 1718 (1963, South Africa)

The Shackleton fleet was frequently tasked with search and rescue operations in the hazardous waters surrounding the Cape. Notably, in March 1971, Shackletons played a crucial role during the SS Wafra oil spill by intentionally sinking the damaged oil tanker with depth charges to avert an environmental catastrophe.[54] The only operational fatality occurred when aircraft 1718 K crashed into the Wemmershoek mountains at night on 8 August 1963, resulting in the loss of all thirteen personnel aboard.[52]

Due to South Africa's apartheid policies, a United Nations embargo was enforced, severely restricting access to spare parts for the Shackleton fleet and negatively impacting their operational readiness.[52] Prior to this arms embargo, all aircraft had been upgraded to Phase III standards, although without incorporating the auxiliary Viper engine.[54] Two airframes—1716 J and 1717 O—underwent wing re-sparring, carried out in the United Kingdom and South Africa respectively by the SAAF; however, shortages of engine parts and tires combined with structural fatigue gradually reduced fleet viability. By November 1984, fatigue limits had been reached on all but these two re-sparred planes, leading to their retirement and storage.[16] While this quip has been attributed to various aircraft types, the Shackleton was often humorously described as "a hundred thousand rivets flying in close formation."[55][56]

Accidents and incidents

Main article: List of accidents and incidents involving the Avro Shackleton

Avro 696 Shackleton prototypes

In May 1947, three prototype Type 696 aircraft were commissioned to fulfill specification R 5/46:

VW126
The initial prototype, which took its maiden flight on 9 March 1949.[57]
VW131
Completed its first flight on 2 September 1949.
VW135
Made its inaugural flight on 29 March 1950.

Avro 696 Shackleton Mk.1

Shackleton MR.Mk.1
The RAF's first production version, equipped with a dorsal twin 20 mm cannon turret, with a total of 29 units produced.[57] The initial production model flew on 28 March 1950 and entered operational service in March 1951 with 120 Squadron at RAF Kinloss.[57]
Shackleton MR.Mk.1A
This variant featured four Griffon 57A V12 piston engines, entering service from April 1951. Forty-seven units were built, and all existing MR.1 aircraft were upgraded to this standard.[57]
Shackleton T.4
Between 1956 and 1961, MR.1A aircraft were converted into navigation trainers by removing the mid-upper turret and crew rest area, while adding extra radar and radio stations for trainees. Seventeen conversions were completed.[57]

Avro 696 Shackleton Mk.2

The Mark 2 introduced a lengthened nose with the radome repositioned to the ventral side. A tail lookout station was added, alongside two additional 20 mm cannons in the nose section, and twin retractable tailwheels were installed. Aircraft WB833, initially ordered as an MR.1, was constructed as an MR.2 prototype and first flew on 17 June 1952.[58] The final ten MR.1s produced were completed as MR.2s, with a further order for 80 new-builds; the last twenty-one of these were finished as MR.3s, resulting in a total of sixty-nine MR.2s built.[59] The first Mk.2 aircraft entered service with 42 Squadron at RAF St Eval in January 1953.[59]

Subsequent modifications to Mk.2s occurred concurrently with phased upgrades to the Mk.3:[60]

MR.Mk.2 Phase 1 or MR.Mk.2C: aligned with Mk.3 Phase 1 specifications,[58] including installation of the sonics plotting table from the Mk.3.

MR.Mk.2 Phase 2: matched enhancements made in Mk.3 Phase 2.[58]

MR.Mk.2 Phase 3: followed Mk.3 Phase 3 standards but did not incorporate Viper engines.[58]

Shackleton T.2 In 1967, ten MR.2 Phase 3 aircraft underwent conversion at Langar into T.2 trainers to succeed the T.4s within Maritime Operational Training Units, outfitted with master and slave radar stations for instructional purposes.[58]

Shackleton AEW.2 Starting in 1971, twelve MR.2s were transformed at Woodford and Bitteswell into Airborne Early Warning platforms, equipped with AN/APS-20 radar systems to fulfill the AEW role. The inaugural AEW.2 flight occurred on 30 September 1971, and the type was introduced into service with 8 Squadron on 1 January 1972.[58] The AEW.2 was officially withdrawn from service on 1 July 1991.[61]

Avro 716 Shackleton Mk.3

File:Shackleton-WR974-295.jpg
MR3 exhibited in 2008

Shackleton MR.Mk.3 This model replaced the tailwheel landing gear with a tricycle undercarriage, incorporated a nose access hatch, and added wingtip fuel tanks to extend range.[59] Crew comfort was enhanced by installing soundproofing, upgrading seats, and reorganizing the tactical team’s stations.[59] To accommodate some internal modifications, the dorsal turret was removed.[59] The initial MR.3 took flight on 2 September 1955; however, it experienced stalling issues and crashed on 7 December 1956.[59] The type officially entered service with 220 Squadron at RAF St Eval in August 1957.[59] Originally, the RAF placed an order for 52 units, but this was later cut to 33 following the 1956 Defence Review.[59] An extra aircraft was constructed to replace the one lost during stall testing.[59] Additionally, eight units were exported to South Africa.

Several upgrade phases were implemented:

The Phase 1 modification focused primarily on updating internal systems.[59]

The Phase 2 enhancements included installation of ECM apparatus, the distinctive Orange Harvest 'spark plug' ESM antenna, and an advanced High Frequency communication system.[59]

File:Avro Shackleton XF708 left wing engines from rear 1992.jpg
MR.3 XF708 left wing displaying outer engine nacelle (left) with propellers forward and Viper turbojet exhaust aft. Contrast with inner nacelle.

Phase 3 introduced two Armstrong Siddeley Viper turbojet engines mounted at the rear of each outer engine nacelle to provide auxiliary thrust during takeoff. This addition necessitated reinforcement of the wing’s main spars. A new navigation suite was also installed, along with internal layout changes that shortened the crew rest area to expand space for tactical operations.[59][62]

Planned variants

Avro 717 and 719 Shackleton MR.Mk.4
This project involved re-engining an MR.Mk.1 with Napier Nomad powerplants. Two Nomad engines were fitted into the outer nacelles of a Shackleton prototype, creating the sole Avro 717 example; however, the program was terminated before flight trials could commence. The Avro 719 variant was designed to replace all four Griffon engines with Nomads.[60]
Shackleton MR.Mk.5
The designation MR.Mk.5 was proposed for a Mk.2 variant powered by Nomad engines.[60]

Operators

File:SAAF-Avro Shackleton-001.jpg
Retired SAAF 1721 N, permanently displayed at Swartkop
File:Bomb Aimer Window-Avro Shackleton-001.jpg
Bomb aimer’s station and bombsight aboard SAAF 1721 N
File:Flag of South Africa (1928–1982).svg South Africa
Template:UK

Surviving aircraft

File:Avro Shackleton Mk.3 SAAF.jpg
SAAF 1722 P, the final operational Shackleton MR.3
File:Shackleton AEW.JPG
A Shackleton AEW.2 exhibited at the Science and Industry Museum, Manchester

A full inventory can be found here.[77]

Cyprus

Stored or undergoing restoration
  • AEW.2 WL747 is left unused near the western extremity of runway 11/29 at Paphos International Airport, Cyprus.[78]
  • MR/T.2 WR967 known as 'Dodo', formerly a Crew Trainer, currently at Paphos scrap yard.
  • XF700 located in a dump near Nicosia.

South Africa

Displayed publicly

United Kingdom

File:Shackleton-WR974-313.jpg
MR.3 at the Gatwick Aviation Museum
Stored or in restoration
Exhibited
  • MR.1 VP293 Nose section: owned by Norman Thelwell and loaned to the Shackleton Aviation Group.
  • MR.1 WG511 Fuselage displayed at Cornwall Aero Park in Helston.
  • MR.2 WL756 Forward nose section located in Caernafon, North Wales.
  • MR.2 WL795 preserved at RAF St. Mawgan, England.[78][85]
  • AEW.2 WR960 exhibited at the Avro Heritage Museum in Woodford following closure of the MOSI Air & Space Hall in Manchester.
  • MR.3 WR971 Fuselage section displayed at Fenland and West Norfolk Aviation Museum in Wisbech, Cambridgeshire.
  • MR.3 WR974 housed at South Wales Aviation Museum, St. Athan, Glamorgan.
  • MR.3 WR977 exhibited at Newark Air Museum, England.[78][86]
  • MR.3 WR982 displayed at Gatwick Aviation Museum, England with engines capable of running on this airframe.[78][87]
  • MR.3 WR985 located derelict at Long Marston Airfield, Warwickshire.
  • MR.3 XF708 preserved at the Imperial War Museum, Duxford, England.[78]

Western Sahara

File:SAAF Avro Shackleton MR3 Shevelev-2.jpg
SAAF 1716 J ('Pelican 16'), crashed in the Sahara in 1994
  • The aircraft designated SAAF 1716 J, known as Pelican 16, went down in the Sahara Desert (Lua error: callParserFunction: function "#coordinates" was not found.), roughly a two-hour flight from Zouérat. This occurred on July 13, 1994, while it was being transported to IWM Duxford for conservation purposes. Although the airframe suffered moderate damage, it remained largely intact and has stayed at the crash location since then. Remarkably, all 19 crew members aboard survived the crash.[88]

United States

Exhibited

Specifications

Orthographic projection of the Avro Shackleton MR Mk 1A, with profile views of all the other major variants
Orthographic projection of the Avro Shackleton MR Mk 1A, with profile views of all the other major variants
File:SAAF-Avro Shackleton-003.jpg
Frontal perspective highlighting the pair of nose-mounted 20 mm Hispano cannon
File:Avro Shackleton Bomb Bay-001.jpg
View inside the bomb bay of a Shackleton

Template:External media

Template:Aircraft specs

See also

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Notes

  1. ↑ The designation was influenced by Roy Chadwick, Avro's Chief Designer, who had worked closely with and befriended Ernest Shackleton.[1] This naming also aligned with an Air Ministry tradition of naming reconnaissance aircraft after explorers.[2]

Citations

  1. ↑ Jones 2002, pp. 6–7.
  2. ↑ 2.0 2.1 2.2 Flight 18 May 1950, p. 612.
  3. ↑ Jefford et al. 2005, pp. 67–68.
  4. ↑ Jones 2002, pp. 22, 27.
  5. ↑ 5.0 5.1 Jefford et al. 2005, pp. 68–69.
  6. ↑ Jones 2002, p. 43.
  7. ↑ Billings, Bill. "The Shackleton Story." Archived 5 July 2008 at the Wayback Machine The Shackleton Association. Retrieved: 10 July 2008.
  8. ↑ Buttler 2004, p. 144.
  9. ↑ Jones 2002, p. 30.
  10. ↑ Jefford et al. 2005, pp. 70–71.
  11. ↑ Flight 18 May 1950, p. 611.
  12. ↑ Harlin and Jenks 1973, p. 164.
  13. ↑ Jones 2002, pp. 34, 36–37, 39.
  14. ↑ Jefford et al. 2005, pp. 71–74.
  15. ↑ Jones 2002, p. 67.
  16. ↑ 16.0 16.1 16.2 16.3 16.4 World Aircraft Information Files 1997.
  17. ↑ Jefford et al. 2005, pp. 74–75.
  18. ↑ Jones 2002, p. 85.
  19. ↑ Jones 2002, pp. 93, 95–96.
  20. ↑ The Shackleton, Chris Ashworth, Aston Publications Limited 1990, ISBN 0 946627 16 9, p.44
  21. ↑ "Shackletons in the SAAF – Retirement." Archived 23 February 2008 at the Wayback Machine The Shackleton Project. Retrieved: 10 July 2008.
  22. ↑ Jefford et al. 2005, pp. 77–78.
  23. ↑ Jefford et al. 2005, p. 88.
  24. ↑ Jones 2002, pp. 84–85.
  25. ↑ Jefford et al. 2005, p. 72.
  26. ↑ Jones 2002, p. 31.
  27. ↑ 27.0 27.1 Jefford et al. 2005, p. 76.
  28. ↑ 28.0 28.1 Jefford et al. 2005, pp. 72–74.
  29. ↑ Jones 2002, p. 34.
  30. ↑ Flight 18 May 1950, p. 617.
  31. ↑ Flight 18 May 1950, pp. 612–613, 616.
  32. ↑ Jones 2002, p. 33.
  33. ↑ Jones 2002, p. 86.
  34. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  35. ↑ Jefford et al. 2005, pp. 73, 77–78, 87–88.
  36. ↑ Jefford et al. 2005, pp. 70–72.
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Jones 2002, pp. 121–122.
  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ 40.0 40.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  42. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  43. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  44. ↑ Jefford et al. 2005, p. 78.
  45. ↑ Jefford et al. 2005, pp. 70–72, 74–77.
  46. ↑ Jefford et al. 2005, pp. 82–83.
  47. ↑ Jones 2002, p. 49.
  48. ↑ Jefford et al. 2005, pp. 83–87.
  49. ↑ Jefford et al. 2005, pp. 75, 89.
  50. ↑ Tyack 2005, p. 87.
  51. ↑ "Shackletons in the SAAF – Birth of a Legend." Archived 24 May 2008 at the Wayback Machine The Shackleton project. Retrieved: 10 July 2008.
  52. ↑ 52.0 52.1 52.2 Cite error: Invalid <ref> tag; no text was provided for refs named Shackleton SAAF
  53. ↑ Jones 2002, pp. 111–114.
  54. ↑ 54.0 54.1 Jones 2002, pp. 114–115.
  55. ↑ Template:Usurped SAAF Museum, 21 February 2010. Retrieved: 16 January 2012.
  56. ↑ Jones 2002, p. 7.
  57. ↑ 57.0 57.1 57.2 57.3 57.4 57.5 57.6 57.7 Cite error: Invalid <ref> tag; no text was provided for refs named aero01
  58. ↑ 58.0 58.1 58.2 58.3 58.4 58.5 Cite error: Invalid <ref> tag; no text was provided for refs named aero76
  59. ↑ 59.00 59.01 59.02 59.03 59.04 59.05 59.06 59.07 59.08 59.09 59.10 59.11 59.12 59.13 59.14 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  60. ↑ 60.0 60.1 60.2 Cite error: Invalid <ref> tag; no text was provided for refs named howard
  61. ↑ March 1992, p. 75.
  62. ↑ Jefford et al. 2005, p. 103.
  63. ↑ Jefford 1988, p. 37.
  64. ↑ Jefford 1988, p. 38.
  65. ↑ Jefford 1988, p. 39.
  66. ↑ Jefford 1988, p. 58.
  67. ↑ Jefford 1988, p. 67.
  68. ↑ 68.0 68.1 68.2 Jefford 1988, p.68.
  69. ↑ Jefford1988,p69.
  70. ↑ Jefford1988,p70.
  71. ↑ Jefford1988,p72.
  72. ↑ Jefford1988,p73.
  73. ↑ Jefford1988,p74.
  74. ↑ Jefford1988,p76.
  75. ↑ Jefford1988,p81.
  76. ↑ Avro(Hawker Siddeley) Shackleton Mks1to4, Peter J.Howard
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  79. ↑ "SAAF Museum Shackleton 1721 shining bright." Archived 13 April 2014 at the Wayback Machine af.mil.za, Retrieved: 12 April 2014.
  80. ↑ Teale, Chris "Shackleton 1722 Video Launch." Archived 23 July 2011 at the Wayback Machine af.mil.za, 28 June 2007.
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  82. ↑ "Vickers Viking VC1A." Saamuseum.co.za, Retrieved: 12 April 2014.
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  84. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  85. ↑ "Exploring Royal Air Force History." Royal Air Force, Retrieved: 12 April 2014.
  86. ↑ "Aircraft list." Archived 28 December 2013 at the Wayback Machine Newark Air Museum, Retrieved: 12 April 2014.
  87. ↑ "Avro Shackleton Mk3 PH3." Archived 6 April 2014 at the Wayback Machine gatwick-aviation-museum.co.uk, Retrieved: 12 April 2014.
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  89. ↑ "Shackleton." Pima Air & Space Museum, Retrieved: 12 April 2014.

Bibliography

  • Ashworth, Chris. Avro's Maritime Heavyweight: The Shackleton, Aston Publications Limited, 1990, ISBN 0 946627 16 9.
  • Buttler, Tony. British Secret Projects: Fighters and Bombers 1935–1950 (British Secret Projects 3). Hinckley, Lancastershire, UK: Midland Publishing, 2004. ISBN 978-1-85780-179-8.
  • "Shackleton: The New Avro General Reconnaissance Aircraft for Coastal Command". Flight International, 18 May 1950.
  • Harlin, E.A. and G.A. Jenks. Avro: An Aircraft Album. Shepperton, Middlesex, UK: Ian Allan, 1973. ISBN 978-0-71100-342-2.
  • Holmes, Harry. Avro: The History of an Aircraft Company. Wiltshire, UK: The Crowood Press, 2004. ISBN 1-86126-651-0.
  • Howard, Peter J. Aircraft Profile 243: Avro (Hawker Siddeley) Shackleton Mks 1 to 4, Windsor, Berkshire, UK: Profile Publications Ltd., 1972. (Also included in Aircraft in Profile, Volume 13, 1973, pp. 193–217. ISBN 0-85383-022-3.)
  • Jackson, Aubrey J. Avro Aircraft since 1908. London: Putnam, 1965. ISBN 0-85177-797-X.
  • Jefford, C.G (ed.). "Seminar – Maritime Operations." Royal Air Force Historical Society, 2005. Template:ISSN.
  • Jefford, C.G. RAF Squadrons, first edition 1988, Airlife Publishing, UK, ISBN 1 85310 053 6.
  • Jones, Barry. Avro Shackleton. Crowood Press, 2002. ISBN 1-86126-449-6.
  • March, P. Royal Air Force Yearbook 1992. Royal Air Force Benevolent Fund, Fairford, UK.
  • Tyack, Bill. "Maritime Patrol in the Piston Engine Era" in Royal Air Force Historical Society Journal 33, 2005 Template:ISSN.
  • World Aircraft Information Files, File #023. London: Bright Star Publishing Ltd., 1997.

Further reading

  • Calloway, Tim. "Avro Shackleton – The Grey Lady", Aviation Classics, Lincolnshire, UK, 29 August 2014. Available online at Aviation Classics (archived version accessible as of 25 October 2014).

External links

Template:Avro aircraft Template:Avro Lancaster family Template:British military aircraft since World War II Lua error in Module:Authority_control at line 159: attempt to index field 'wikibase' (a nil value).

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