Cobham Aviation

Operator Profile


Narrative Summary

Sir Alan Cobham was a noted pilot who undertook a succession of record-breaking long distance flights in the 1920s and 1930s. In 1932 he formed National Aviation Displays Ltd which operated a collection of up to 14 aircraft for barnstorming and joyriding around the country. This operation was very successful and introduced a large number of people to aviation.

Cobham’s experience with flying aircraft heavily laden with fuel from undeveloped airstrips caused him to be become very interested in the idea of in-flight refuelling. Using this system, an aircraft could take-off at relatively light weight, greatly boosting its take-off performance in one of the most hazardous phases of flight, and then top-up with fuel once airborne. In early 1934 he brought up the ‘crossover’ aerial refuelling concept invented by RAF officer Richard Atcherley and began to refine it into a practical system. After initial aerial refuelling experiments with two D.H.9s, in September 1934 he embarked on a non-stop England-to-India flight with an Airspeed Courier refuelled at regular intervals along the route. Unfortunately the Courier experienced a mechanical failure and he was forced to land in Malta and abandon the attempt. Soon afterwards, Cobham founded Flight Refuelling Ltd (FRL) to concentrate on the development of aerial refuelling systems. Initial experiments used aircraft from National Aviation Displays, which was closed down at the end of 1935, but FRL soon obtained its own dedicated aircraft. Some aircraft were configured as tankers and others as receivers. By 1939 FRLs looped hose refuelling system was practical enough to be regularly used to top up Imperial Airways flying boats departing on the transatlantic service.

During World War 2 FRL concentrated on aircraft modifications, including the development of an extra long range version of the Avro Lancaster for the RAF ‘Tiger Force’ that was intended to operate against Japan, following the end of the war in Europe. Although the Japanese surrender meant these aircraft were never used, the experience allowed FRL to modify and operate a fleet of Lancaster and Lancastrian aircraft to ferry fuel into the besieged city of Berlin during the Berlin Airlift of 1948-49. These aircraft operated from FRLs new base at Tarrant Rushton.

In the meantime, FRL resumed development of the looped hose aerial refuelling system and from 1945 began testing it using converted Avro Lancasters as tanker aircraft. In 1946 a series of successful hook-ups with Lancasters of British South American Airways (BSAA) led in the following year to a contract for FRL to provide aerial refuelling from a base in the Azores to BSAA aircraft flying non-stop to Bermuda. This resulted in 21 out of 22 flights being successfully refuelled. Between February and March 1948 FRL Lancasters also conducted refuelling experiments with a BOAC Liberator 2 flying the North Atlantic route. In early 1949 FRL developed a completely new in-flight refuelling system known as ‘probe and drogue’, which later became the system adopted by many air forces worldwide. On 7th August 1949 a converted Meteor 3 jet fighter with an in-flight refuelling probe in the nose was able to stay airborne for more than 12 hours by taking on fuel from a Lancaster tanker. The Royal Air force and USAF quickly adopted the new system and generated plenty of conversion work for FRL.

With the withdrawal of the Lancaster tankers in the early 1950s, FRL ceased to operate its own aircraft. However conversion and modification work continued and during the 1960s it produced numerous Meteor target drones, and its replacement in the 1970s the Sea Vixen D.3. FRL subsequently became involved in purpose-built target drones and UAV launch systems.

In the 1980s FRL began to explore the opportunities for operating aircraft under contract to government agencies. In 1983 it won the contract for managing and staffing the Royal Navy’s Fleet Requirements and Air Direction Unit (FRADU) at Hurn Airport, taking over from Airwork Ltd. The FR Aviation (FRA) division was formed in 1984 to perform this task. Under the contract several Dassault Falcon 20s were leased and subsequently purchased to replace the Canberras then in service. The first examples entered service in 1985. The Hawker Hunters used by FRADU remained the property of the Navy but were flown and maintained by FRA personnel. The Hunters were replaced by Hawks from 1994. FRADU itself was disbanded in 2013, but in the meantime FRA had obtained contracts to support operation of the Falcon 20s from Hurn (Bournemouth) and Teesside Airports for operational readiness training of UK and European military forces.

FR Aviation also provides Oil Spill response aircraft under contract to cover the North Sea production areas, and a separate Flight Inspection division provides calibration services for electronic air traffic navigation aids.

Flight Refuelling changed its name to Cobham in November 1994, to better reflect its actual activities.

Key Dates

1932    National Aviation Displays Ltd first formed
24 September 1934    start of long-range flight to India supported by experimental in-flight refuelling
29 October 1934    Flight Refuelling Ltd (FRL) established
1939    Looped hose refuelling system introduced into commercial service
18 August 1940    Luftwaffe air raid on Ford aerodrome destroys most of FRL aircraft fleet.
7 August 1949    Probe and drogue refuelling system demonstrated
8 October 1984    FR Aviation division formed
1985    Flight Refuelling Ltd renamed FR Group
November 1994    FR Group renamed Cobham plc

Current Status

In the United Kingdom, Cobham Aviation Services provides operational readiness training, including electronic warfare training, mission rehearsal and target towing for the UK Armed Forces. It also provides an Oil Spill response aircraft under contract to the Ministry of Agriculture and Fisheries (MAFF), later renamed DEFRA. Cobham Flight Inspection provides navaid calibration services throughout the UK and Europe.

Future Plans

The Falcon 20s must be due for replacement in the near future.


Special Markings

Pre-war FRL aircraft operated in a natural metal/silver dope colour scheme with FLIGHT REFUELLING LTD titles on the fuselage, except for the Harrow, which retained its RAF camouflage pattern with military markings deleted. Post-war FRL aircraft operated in similar markings.

The Dassault Falcon 20s initially operated in a white colour scheme with dark and light blue fuselage cheatline extending up the tail fin. FR AVIATION titles appeared on the forward fuselage and the logo of 2 linked speedbirds was shown on the fin and behind the cockpit, all in dark blue. This scheme was later modified to have the rear fuselage and fin in dark blue with a white rudder, a revised dark blue FRA logo on the forward fuselage and linked speedbirds in white on the fin. This scheme was replaced by an overall dark blue colour scheme with a white fuselage cheatline that extended up the leading edge of the fin. The FRA and speedbird logos appeared in white on the forward fuselage and fin respectively. The current colour scheme sees the FRA logo replaced by COBHAM and the speedbirds deleted from the fin.

The oil spill Dornier operates in a white colour scheme with red nose and tail fin. ‘Oil Spill Response’ titles appear on the fuselage sides in black. A small white COBHAM logo appears under the cockpit.

Aircraft Serial Numbers

Aircraft operated by Flight Refuelling Ltd/FR Aviation/Cobham Aviation carry United Kingdom civil aircraft registrations, eg. Falcon 20 G-FRAO. (Although the Falcon 20s initially operated with United States registrations for legal reasons, e.g. N900FR).

Fleet List

All-Time List of Serials/Registrations

Unit/Base Codes

Coding system not used


Aircraft Designations

None – Manufacturers designations used

Current Aircraft Inventory

Aircraft Type Total Del’d Total Active Still on Order Role
Beech Super King Air 200 2 2 0 Flight Calibration
Beech Super King Air 350 2 2 0 Flight Calibration
Dassault Falcon 20 17 12 0 EW Training
Diamond DA42 Twin Star 1 1 0 Flight Inspection
Dornier Do 228-200 3 1 0 Oil Spill Response

All-Time Aircraft Used List

All-Time Table of Aircraft Used

Aircraft NOT Used

No false reports known.

Aircraft Losses and Incidents

None known.


Main Headquarters

Cobham plc, Brook Road, Wimborne, Dorset, BH21 2BJ, United Kingdom.

Organisational Structure

The UK flight operations today of Cobham plc are divided into Cobham Aviation Services and Cobham Flight Inspection Ltd. The former includes the Cobham Helicopter Services (formerly FB Heliservices Ltd) which runs the Defence Helicopter Flying School at Shawbury, and Cobham Special Mission (formerly FR Aviation Ltd) which provides electronic warfare and aggressor training services.

(Another subsidiary, Cobham Aviation Services Australia, operates a charter airline and the delivers contractor maritime surveillance services for Coastwatch and the Australian Maritime Safety Authority).

Current Unit Assignments

Cobham Aviation Services:
6 x Falcon 20 at Teesside Airport, County Durham
6 x Falcon 20 at Bournemouth Airport, Dorset
1 x Do 228-200 at Bournemouth Airport, Dorset
Cobham Flight Inspection:
2 x Beech Super King Air 200, 2 x Beech Super King Air 350 and 1 x DA42 Twin Star at Teesside Airport, County Durham

Historical Unit Assignments

To be added.

All-Time Flying Units List

Not applicable.

Air Bases

Current Air Bases

All aircraft are currently based at Bournemouth Airport and Teesside Airport.

All-Time Air Bases Used List

FRL was originally formed in 1934 and moved to RAF Ford, Sussex in January 1936. Flying operations ceased after its aircraft were destroyed in a Luftwaffe air raid in 1940. The company moved back to Ford in 1945. In-flight refuelling experimental flights were conducted from Staverton in 1945-1946 and a tanker aircraft was based in Santa Maria in the Azores in 1947. In 1947 flying operations moved to Tarrant Rushton, Dorset. In early 1948 tanker aircraft were based in Shannon, Gander and Goose Bay to support transatlantic flights. Later, defence contractor operations commenced from Bournemouth Airport, Dorset and Teesside Airport, County Durham.

More Information


In Cobham’s Company: Sixty Years of Flight Refuelling Ltd., by Colin Cruddas (Cobham plc, 1994)


To be added.


wikipedia: Cobham plc

Official Cobham plc Website

FRL Lancasters Refuelling

Cobham Aviation Services

Cobham Aviation Services aircraft

Flight Refuelling Ltd

Frog 1/96 Lancaster TK (conversion)

Four Aircraft that Changed
the way Mail was Delivered

Once upon a time, the world moved at a slower pace than it does today. No mass media, no 24-7 news channels, and no next-day mail delivery service were available. But with the advent of the aircraft as a functional operational machine, the world changed completely in an instant. In the past, mail was delivered on horses, trains, boats and even primitive automobiles and/or four-wheeled trucks, these methods of delivery took days, weeks or even months in some instances; but with the invention and development of the airplane, mail delivery reached a new dimension. Thus the airplane had a direct effect on how people could communicate throughout great expanses of territory. They shortened, not the distance between sender and receiver, but the time the mail took from getting from the originating party to the end user. In the course of the early aircraft-supplied mail delivery system, four very distinct aircraft stood out from the pack. These four represented the epitome of air cargo delivery in an age of constant development and improvements.

In the spring of 1911, an early sample of the Wiseman-Cooke airplane was the first flying machine to deliver mail in the United States, when pilot and aviation pioneer Fred Wiseman carried a pack of letters from Petaluma to Santa Rosa in California. The complete eighteen-and-a-half mile trip was covered by Wiseman in two full days. Many mechanical difficulties, common on those early flying machines, delayed his trip. When he was airborne, the Wiseman-Cooke plane could only muster speeds just short of seventy mile per hour. Slightly built and very similar in airframe construction to the famous Wright Brother’s Flyer, the Cooke was powered by a Hall-Scott V8 engine modified to give the 670 lbs airframe enough speed to clear the ground. The next generation of mail delivery airplanes instituted a big move forward with the inception of the Curtiss JN-4, also called the Jenny. The Jenny was an advanced version of an early Curtiss JN model used mainly as a training aircraft during the Great War by the British Royal Flying Corps. Introduced in mid 1915, the JN-4 had a fuselage of 27′-4″ in length with a height of 9′-10.5″. Total wing area for the Jenny was 352 sq ft. A Curtiss designed OX5 in-line piston engine, capable of generating nearly seventy miles per hour, powered the JN-4. After the War ended in August 1918, the United States Postal Office adopted the Jenny as it’s first official air mail carrier plane. But the Jenny’s relatively small operational range, (it could operate only about one hundred and seventy five miles without refueling and maintenance); made it ill-suited for long-range mail delivery. It also did not help that the Jenny’s payload capacity was only three hundred pounds. Soon after its incorporation into the US Mail System, the Jenny was retired from front line service in less than a year.

When the US Postal Service bought the JN-4s, they also acquired a small group of de Havilland DH-4 airplanes from the US Army Signal Corp supply depot. The Airco, (or de Havilland), DH-4 was a two-seater daylight medium bomber produced in Great Britain. The DH-4 had an airframe 30′-8″ in length and a height of 10′-5″. When in combat, the DH-4 was armed with a single 7.7 mm Vickers machine gun mounted on the front of the cockpit, and another Vickers gun placed in the back of the fuselage for defensive cover – features removed for civilian operations. The DH-4 could carry up to 460 lbs of bombs internally, making the cargo payload a more manageable one. The plane was powered by one Roll-Royce Eagle VIII Vee piston engine capable of providing the aircraft with top speeds of just under 143 mph. The de Havilland’s operational range was an improvement over the other aircraft examples utilized by the Postal Service; it could operate at a range of 435 miles without any stops. As soon as they arrived, and after re-fitting, the DH-4 entered front-line service with the Postal Office. This plane was exactly what the mail service was looking for. It could carry a relatively large payload for long distances. But, as with all of the aircraft of the time, it fell victim to the newer, improved and less expensive aircraft coming along.

These two above mentioned aircraft represented a leap forward in aviation design. They were basically a tubular frame covered by sheets of canvas. The first departure from this design concept adopted by the Service was an impressive, albeit, dangerous one. The first US Postal Service all-metal aircraft was Germany’s Junkers JL-6 plane. First developed for military use in March 1917; the aircraft never saw significant combat in the Great War. A civilian version was introduced in the spring of 1919. It were to be the world’s first all metal monoplane use to ferry civilian passengers, doing so from the mid 1920 onward. But the JL-6 was a flawed design. Its electrical wire system was not properly insulated causing the plane to catch fire on mid-air. Many attempts were made to correct the problem, and all were unsuccessful, this fact lead the Postal Service to retire the JL-6 from front line service in the summer of 1921.

Today, the United States Postal Service utilized the latest commercial aircraft available and the best that technology can offer, this with the sole purpose of providing the customer with the best delivery capability the Service can offer. But in pioneer days of aviation, the Service needed to adapt promptly to new technology, new operational system, and by trial and error; they did. These four distinct planes, each of one served the Service in its own capability, proved that the aircraft was indeed, a practical and affordable mean of mail transportation, and on those days, this was a leap forward.

– Raul Colon


More information:
Fad to Fundamewntal: Airmail in America