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No. 41 Squadron RAF

No. 41 Squadron Royal Air Force is a flying squadron of the Royal Air Force (RAF), currently operating as the Test and Evaluation Squadron (TES) for the RAF's Typhoon, presently based at RAF Coningsby in the English county of Lincolnshire in the United Kingdom. Its current official abbreviated title is 41 TES. The squadron was originally formed in April 1916, during First World War as part of the Royal Flying Corps (RFC), and served on the Western Front as a ground attack and fighter squadron. Disbanded in 1919 as part of the post-war draw down, No. 41 Squadron was re-formed as an RAF squadron in 1923, and remained on home service until 1935, when it was deployed to Aden during the Abyssinian crisis.

During the Second World War, the squadron flew Supermarine Spitfire fighters, and saw action over Dunkirk and the during the Battle of Britain in the early years of the war. Combat operations were flown from Britain over German-occupied Europe during 1941–1944, before the squadron moved to the continent after the Normandy landings. During 1944–1945, the squadron supported the Allied advance into Germany, and it remained there until mid-1946 as part of the occupation force following the end of hostilities. In the post-war years, the squadron was disbanded and re-formed several times, operating a variety of jet aircraft in the fighter, reconnaissance, and interceptor roles. In 2006, the squadron was re-roled as the Fast Jet & Weapons Operational Evaluation Unit. It remained in this role until 2010, when it became the Test and Evaluation Squadron of the Royal Air Force.

First World War, 1916–1919
No. 41 Squadron Royal Flying Corps was originally formed at Fort Rowner, RAF Gosport, in mid April 1916, with a nucleus of men from 28 Squadron RFC. However, on 22 May 1916, the squadron was disbanded again when it was re-numbered '27 Reserve Squadron RFC'.

41 Squadron was re-formed on 14 July 1916 with a nucleus of men from 27 Reserve Squadron, and equipped with the Vickers F.B.5 'Gun Bus' and Airco D.H.2 'Scout'. These were replaced in early September 1916 with the Royal Aircraft Factory F.E.8, and it was these aircraft which the squadron took on their deployment to France on 15 October 1916. Eighteen aircraft departed Gosport for the 225 mi flight to St. Omer, but only twelve actually made it, the others landing elsewhere with technical problems. The twelve pilots spent a week at St. Omer before moving to Abeele, where the ground crews reached them by road, and the remaining six pilots by rail, minus their aircraft.

The F.E.8 was already obsolete as a pure fighter, and No. 41 used theirs mainly for ground attack. On 24 January 1917, the squadron claimed its first victories. These fell to Sergeant Pilot Cecil Tooms, who himself was killed in action only four hours later. While equipped with F.E.8s, the squadron participated in the Battle of Arras (April–May 1917) and the Battle of Messines (June 1917). By this time, the unit had become the last 'pusher' fighter squadron in the RFC. In July 1917, No. 41 were re-equipped with DH 5 fighters, which proved disappointing; in October 1917, the squadron finally received S.E.5a fighters, with which they were equipped for the duration of the war.

The squadron provided distinguished service in the Battle of Cambrai (November 1917), and subsequently in the German spring offensive (March 1918), and the Battle of Amiens (August 1918). 41 Squadron claimed its final victory of the war two days prior to the cessation of hostilities. In the aftermath, the unit was reduced to a cadre of just 16 men on 7 February 1919, and returned to the United Kingdom. Their new base was Tangmere, but they were moved to Croydon, Surrey, in early October, and formally disbanded on 31 December 1919.

During the war, some seventeen aces served with No. 41 Squadron, including; William Gordon Claxton, Frederick McCall, William Ernest Shields, Eric John Stephens, Frank Soden, Russell Winnicott, Geoffrey Hilton Bowman, Roy W. Chappell, Alfred Hemming, Frank Harold Taylor, Malcolm MacLeod, Loudoun MacLean, future Air Vice-Marshal Meredith Thomas, and William Gillespie. The unit had a remarkable number of Canadian aces in it; ten out of the seventeen. The squadron's pilots and ground crews were awarded four DSOs, six MCs, nine DFCs, two MMs, and four Mentions in Dispatches, for their World War I service with the unit. The pilots were credited with destroying 111 aircraft and 14 balloons, sending down 112 aircraft out of control, and driving down 25 aircraft and five balloons. Thirty-nine men were killed or died on active service, 48 were wounded or injured, and 20 pilots became Prisoners of War, including Australian Captain Norman Bruce Hair.

Between the wars, 1923–1939
The squadron reformed at RAF Northolt on 1 April 1923, equipped with the Sopwith Snipe. In 1924, it began receiving the first Armstrong Whitworth Siskin III biplanes. On 27 July 1929, eleven aircraft from 41 Squadron flew to Calais to rendezvous with French aviation pioneer Louis Blériot and escort him back to Dover, in a re-enactment of the first crossing of the English Channel 20 years earlier. On 9 October 1930, following the R101 airship disaster in Beauvais, France, 41 Squadron pilots and ground crew formed a part of the Guard of Honour for the Lying-in-State of the 48 victims in the Palace of Westminster. Amongst the dead were the Secretary of State for Air, Brig. Gen. Lord Christopher Thomson PC CBE DSO, and the Director of Civil Aviation, Air Vice-Marshal Sir Sefton Brancker KCB AFC. Thousands filed past to pay their last respects.

During the 1930s, displays, sports, competitions, tactical exercises, and flying practice were a part of regular activity. In the summer of 1934, 41 Squadron even performed a flying display for South Bucks Mothers' Union. On 1 July 1935, 41 Squadron escorted an Imperial Airways aircraft to Brussels, with the Duke and Duchess of York on board, where they attend functions for British Week at the International Exhibition. During this period, 41 Squadron was also visited by a number of British and foreign government and military dignitaries. One of the first was Japanese General Matsui Iwane who, after World War II, was held accountable and executed for the 1937 'Rape of Nanjing', in which his armies murdered an estimated 300,000 Chinese civilians. British dignitaries included Prime Minister, Ramsay MacDonald, the Chief of Air Services, Marshal of the Royal Air Force Hugh Trenchard GCB DSO, the Air Officer Commanding in Chief Air Defence of Great Britain, Air Marshal Sir Edward Ellington KCB CMG CBE, and the Air Officer Commanding Fighting Area, Air Defence of Great Britain, Air Vice-Marshal Hugh Dowding, CB CMG.

In October 1935, the squadron was sent to the Aden Province with 12 Squadron and 203 Squadron, to help provide a deterrent to Italy in the region during the Abyssinian crisis of 1935–36, and to protect Aden in case of an airborne or seaborne attack by Italian forces. Although 41 Squadron visited British Somaliland once, which bordered Abyssinia, the unit was otherwise not involved in the crisis, and spent much of their time in flying training and periodic mail runs to Perim Island and Kamaran Island. On occasion, they assisted the resident unit, 8 Squadron, with air policing duties, and returned to the United Kingdom in August 1936. They were then based at RAF Catterick, Yorkshire, from September 1936, where they remained until May 1940.

In April 1937, 41 Squadron's badge and motto, 'Seek and Destroy', are unveiled for the first time and presented to the squadron by the AOC in C, Air Chief Marshal Sir Hugh Dowding KCB CMG. The badge takes the form of a red double-armed cross on a white background, adapted from the arms of the French town of St. Omer, the location of the squadron's first operational overseas posting, in October 1916.

On 30 December 1938, 41 Squadron was issued with the Supermarine Spitfire, becoming the third RAF squadron to receive them. By early February 1939, the squadron had received a full complement of twenty Mark.I Spitfires, at the cost of £129,130.

Around 200 pilots served with 41 Squadron between 1 April 1923 and 2 September 1939. During this period, no battle honours were granted, nor any decorations awarded, but the era produced ten Air Commodores, nine Air Vice-Marshals, two Air Marshals, and two Air Chief Marshals. During these same years, eleven men were killed and three injured in flying accidents, and three injured in aircrew accidents on the ground.

Second World War, 1939–1945
Following the declaration of war on 3 September 1939, 41 Squadron spent the first several months on monotonous routine patrols in the north of England. At the end of May 1940, the squadron flew south to RAF Hornchurch to participate in the evacuation of Dunkirk. Twelve days later, they returned to RAF Catterick, claiming six Axis aircraft destroyed and one probable, but also left behind two pilots, the squadron's first pilot killed in action, and their first lost as a prisoner of war. After resting for a few weeks, the squadron headed south again on 26 July 1940, to participate in the first phase of the Battle of Britain. In its two-week tour, the Squadron claimed 10 Axis aircraft destroyed, four probables and three damaged, for the loss of one pilot killed and a second wounded.

Again, 41 Squadron returned north to Catterick for a few weeks rest, but returned to Hornchurch on 3 September 1940, where they remained until the end of February 1941. They were now in the thick of the Battle of Britain. The price was high, but so was the damage they inflicted on the Luftwaffe. On 5 September, the squadron experienced one of its blackest days. The Commanding Officer and OC, B Flight, were killed in action, and three other pilots were shot down and two were wounded in action; one of these was hospitalised for six months.

On 31 October 1940, the Battle of Britain was considered officially over. 49 pilots flew with the squadron between 10 July and 31 October 1940. Of these, forty-two were British, two Canadian, two Irish, and two New Zealanders. Ten were killed and twelve wounded in action (44% casualties). The squadron claimed over 100 victories from July 1940 to the end of that year. On 23 February 1941, the squadron returned to Catterick for a well-earned break. Only four pilots remained from the original 18 who landed in Hornchurch on 3 September 1940. However, in reality it is much worse: sixteen pilots had been killed, five wounded and hospitalised (who did not return) and fifteen otherwise posted away, in effect a 200% turnover since the unit's deployment to Hornchurch in early September. The squadron also now has its third Commanding Officer since then, and its fourth within ten months.

Following five months rest in Catterick, during which the last Battle of Britain hardened pilots departed and new recruits joined from the British Commonwealth Air Training Programme, the squadron headed south to Merston, Sussex, on 28 July 1941, to join the Tangmere Wing, where the wing leader was Douglas Bader. There followed an intensive period of offensive activity over France.

On 12 February 1942, 41 Squadron took part in the attack on the German Kriegsmarine's GERMAN CRUISER Prinz Eugen, GERMAN BATTLESHIP Scharnhorst, and GERMAN BATTLESHIP Gneisenau after they escaped from Brest and made a dash up the Channel to the safety of their home ports. During these actions, 41 Squadron claimed three German aircraft destroyed and one damaged, but lost one pilot who failed to return.

The squadron also supported the ill-fated Canadian landings at Dieppe (Operation Jubilee) on 19 August 1942, completing three squadron-strength missions over the beaches. The pilots returned from the third without the Officer Commanding, Sqn Ldr Geoffrey Hyde, who was hit by flak and killed; he was the squadron's only casualty that day.

Tired, after a busy summer on the south coast fending off Me109s and FW190s fulfilling the Luftwaffe's 'hit and run' strategy, the squadron was taken off operations until February 1943 and sent to Llanbedr, Wales, for an extended period of rest. This heralded the start of an intensive period of turnover in the unit's ranks, as men were rested and fresh pilots brought in.

In February 1943, the unit became the first of only two squadrons to receive the new Griffon-engine Spitfire Mk.XII. Having rested, re-equipped and trained on the new aircraft, the squadron was sent back onto operations in April 1943, and claimed their first definitive victory in over ten months on 17 April. This was also the first by the RAF in the Mk.XII Spitfire.

From late June 1943, large scale bomber escorts to targets in France, Belgium, and the Netherlands, became a daily event, and Ramrod escorts to formations of between 50 and 150 B-17 Flying Fortresses and B-26 Marauders became routine.

41 Squadron provided air support in the lead-up to, and throughout the D-Day landings. On D-Day itself, 6 June 1944, three pilots were hit by flak over the bridgehead and one was killed. On 19 June, however, the squadron was pulled off air support for the bridgehead in France, and was deployed solely in the destruction of Germany's newest weapon, the V-1 flying bomb. On 28 August 1944, the squadron claimed its last of 53 V1s destroyed during the war. Several pilots succeeded in bringing them down after expending all their ammunition, by flying alongside them and placing their own wingtips underneath that of the V1. The wind movement between both wingtips was sufficient to upset the V1's gyroscope and send crashing it to the ground.

The squadron was re-equipped with the Spitfire Mk.XIV in September 1944, and during the ensuing three months, participated in 'Big Ben' operations against V2 launch sites, in Operation Market Garden at Arnhem and Nijmegen, in operations in the Walcheren campaign, and in the Allied Oil Campaign over Germany.

The squadron moved to the continent in early December 1944, making its base at Diest in Belgium. Ground targets were the squadron's chief prey as a member of 125 Wing, and the unit attacked anything moving on road, rail, or canal in Germany. Operating so close to the ground, flak also took its toll on pilots and aircraft. One pilot was killed, three wounded, and two shot down and taken prisoner.

In April 1945, the squadron moved forward with the advancing front, and made its first base in Germany, just south-west of the town of Celle, 140 mi due west of Berlin, and only a short distance south-east of the Bergen-Belsen concentration camp. During April and early May 1945, German resistance crumbled. 41 Squadron claimed 33 enemy aircraft destroyed, two probably destroyed, and three damaged in the air, and 21 damaged on the ground, in the 23 days preceding 3 May 1945 (the date of the squadron's final claim). Their own casualties for the same period were no pilots killed or wounded in action, and no aircraft lost to enemy action, although some did sustain combat damage.

After the cessation of hostilities, the squadron was based a short time at Kastrup (Copenhagen), but then returned to Germany, where it became a part of the Allied occupying forces, 'BAFO'. By the end of the war, 41 Squadron had claimed 200 aircraft destroyed, 61 probably destroyed, 109 damaged, and 53 V-1s destroyed. On 31 March 1946, still based on the continent, 41 Squadron was disbanded by re-numbering to 26 Squadron.

The squadron had two mascots during the war: 'Wimpy', a Bull Terrier with the tip of one ear missing, at Catterick in 1939–40, and 'Perkin', a large black French Poodle, in 1943–44. The squadron's 325 World War II pilots were men from Britain, Australia, Austria, Belgium, Canada, Czechoslovakia, France, the Republic of Ireland, the Netherlands, New Zealand, Norway, Palestine, Poland, White Russia, Rhodesia, South Africa, Trinidad, Uruguay, the United States, and Zululand.

41 Squadron's pilots were awarded three DSOs, 21 DFCs, one DFM, and one Mention in Dispatches, for their World War II service with the unit. Sixty four were killed in action or died on active service, 58 were wounded in action or injured in accidents, three were shot down but evaded capture and returned to the United Kingdom, and 21 pilots were shot down and became Prisoners of War. The average age of a man who died in service with 41 Squadron during World War II was 23½.

Post War, 1946–2006
On 1 April 1946, only a day after being disbanded in Germany, 41 Squadron was re-formed at RAF Dalcross in Scotland as a fighter squadron, by re-numbering from 122 Squadron, and reverted to the Supermarine Spitfire, this time the Mk. F.21.

The squadron flew its Spitfires for the last time on 18 August 1947, and became No. 41 Instrument Flying Rating Squadron, equipped with the Airspeed Oxfords & North American Harvard. However, in June the following year, the squadron reverted to fighter defence and was re-equipped with the De Havilland Hornet F.1, followed later by the F.3.

41 Squadron became a day fighter unit again in January 1951 and entered the jet age, receiving its first jet-powered aircraft, the Gloster Meteor F.4. In April 1951 these were replaced by the Gloster Meteor F.8, and four years later the squadron received the Hawker Hunter F.5. On 14 July 1957, the squadron was presented with a Standard displaying the unit's Battle Honours by the CAS, Air Marshal Sir Theodore McEvoy KCB CBE, who had served three years with 41 Squadron as a young officer, following his graduation from RAF College, Cranwell in 1925.

However, no amount of nostalgia would save the unit from the Government's budgetary axe. On 15 January 1958, as a part of a scheme to reduce the size of RAF Fighter Command, 41 Squadron fell to the same fate as 600 and 615 Squadrons had before it, and were also disbanded. With the departure of 41 Squadron from RAF Biggin Hill ceased to be a Fighter Command airfield, its infrastructure now deemed out of date for the requirements of modern warfare. The runways had become too short for the RAF's newest generation of aircraft and, as a result of encroaching development and civil air paths which now passed above, the base was no longer in a practical location. Fighter Command officially departed from the airfield on 1 March 1958.

This gave 41 Squadron the curious distinction of being the last fighter squadron ever to be based at Biggin Hill. The departure of the unit marked the end of an era for the station in every sense of the word, as thereafter it was relegated to non-operational status, and only used by the London University Air Squadron.

However, as with 41 Squadron's 1946 disbanding, this, too, was a mere technicality. On 16 January 1958, just a day after being disbanded, 141 Squadron, based at RAF Coltishall, near Norwich in Norfolk, dropped the '1' at the beginning of its number and was thus reborn as 41 Squadron. In doing so, they automatically absorbed 141's all-weather Gloster Javelin FAW.4 fighters and personnel.

41 Squadron's standard, originally presented only six months previously, was handed over to 141 Squadron on 16 January 1958 in a short ceremony attended by Air Officer Commanding-in-Chief, Fighter Command, Air Chief Marshal Sir Thomas Pike, and by 11 Group's Air Officer Commanding, Air Vice-Marshal Victor Bowling, himself a veteran 41 Squadron pilot from 1935.

Only remaining at Coltishall six months, the squadron moved to RAF Wattisham, near Ipswich, Suffolk, on 5 July 1958, where the Gloster Javelin FAW.4s were replaced by FAW.8s in January 1960. By this time, 56 Squadron had also joined them at the station. Whilst there, they hosted French Air Force Dassault Super Mystère fighters during President Charles de Gaulle's state visit in April 1960. 41 Squadron remained at Wattisham for approximately five-and-a-half years, before the unit was disbanded again, on 31 December 1963.

On 1 September 1965, after a 20-month break, 41 Squadron was re-formed at RAF West Raynham, near Fakenham in Norfolk, but this time as a completely different structure. The unit remained firmly on the ground as a missile defence squadron, armed with Bloodhound Mk.II surface-to-air-missile (SAM). Changes to the SAM programme, however, saw 41 Squadron disbanded yet again just five years later, on 18 September 1970. The squadron standard was moved to the Church of St. Michael and St. George at RAF West Raynham, for safe-keeping.

On 1 April 1972, at RAF Coningsby in Lincolnshire, the squadron was reborn as a tactical fighter reconnaissance and ground attack unit within 38 Group Air Support Command. To support them in their reconnaissance role, a 'Reconnaissance Intelligence Centre' or 'RIC' was formed. The RIC is composed of a number of Air Transportable Reconnaissance Exploitation Laboratories (ATREL), which enable the rapid developing of photographic images and their subsequent analysis. The ATRELs can be transported by air or road, and can be deployed with the squadron to forward operating bases.

In this role, they were equipped with McDonnell Douglas F-4 Phantom FGR.2s, but these were soon deemed to be unsuitable for the unit. Over the ensuing years, a strategic decision was made to change the role of the RAF's Phantoms from a fighter to an interceptor. This amendment, however, created consternation within some circles, as it was felt the squadron should maintain its role as a fighter and ground attack unit. Consequently, it was resolved to disband 41 Squadron and re-form it elsewhere to enable it to do so.

In preparation for this change, '41 Designate Squadron' was formed at RAF Coltishall, in north Norfolk, on 1 July 1976, and commenced training as a reconnaissance unit with SEPECAT Jaguar GR1 aircraft. The two squadrons operated independently of one another until 31 March 1977, when 41 Squadron was disbanded at Coningsby. This allowed the Coltishall-based 41 Designate Squadron to drop 'Designate' from their name, take possession of the standard, adopt the squadron badge, and become the new combat-ready 41 Squadron at RAF Coltishall a day later.

41 Squadron's role changed to low-level reconnaissance and, in early 1978, it became part of SACEUR's Strategic Reserve. In 1980, the unit was assigned to the Allied Command Europe Mobile Force, and was subsequently involved in exercises at Bardufoss in Norway and Decimomannu in the Mediterranean.

In support of its reconnaissance role, the unit formed a RIC at Coltishall to process and interpret the photographs made by pilots, using sensors located in a large external pod. The photographic film was taken to the MAREL's (Mobile Aerial Reconnaissance Exploitation Laboratories) for processing and interpretation. Ideally, a mission report would have been generated within 45 minutes of 'engines off'. Smaller 'air-portable' RICs were also used during off-base deployments.

As a result of this ability, the squadron has been involved in a number of conflicts over two decades during the 1990s and 2000s. In early 1991, during the First Gulf War (Operation Granby, known by its American name, Desert Storm), a large number of reconnaissance and bombing missions were flown against Iraqi forces with Jaguar GR1 and GR1A aircraft as a part of the coalition forces.

In its aftermath, the squadron was deployed to Incirlik, in south-west Turkey, where it participated in the defence of Iraq's Kurdish minority within the boundaries of the country's northern no-fly zone (Operations 'Warden' and 'Resinate North') until April 1993. It was during this period that the large external photographic pods were replaced with smaller, more versatile, medium level pods.

Four months later, the squadron was deployed to southern Italy, where it flew policing duties over Bosnia in support of Operation Deny Flight until August 1995. It was during this time that one of the squadron's Jaguars became the first RAF aircraft to drop a bomb in anger over Europe since the end of World War II. The target was a Bosnian Serb tank.

The squadron returned to home Coltishall in August 1995 for a well-earned rest. Despite the vital work they had performed in Iraq and Bosnia, however, the squadron found their photographic systems were inhibited by the use of photographic film, which required special handling and processing before any results could be viewed and analysed. This drawback was compounded by the inherent difficulties of moving hardcopy prints around the battlefield, particularly with the distances involved in modern warfare. To overcome these issues, the Jaguar Replacement Reconnaissance Pod (JRRP) was introduced in August 2000.

The new system provided for the recording of a digital images by three cameras onto VHS-C super videotapes with electro optical sensors for day operations and infra-red sensors for night operations. Digital images were then analysed in the ATRELs through in a windows-based application, named 'Ground Imagery Exploitation System', or 'GIES'. The GIES allowed image analysts to edit images and send them electronically.

This system was taken into battle on the Squadron's last operational deployment, during the Second Gulf War (Operation Telic) in Iraq in March–April 2003. During the operation, they were based at Incirlik, Turkey, once again, equipped with the more up-to-date Jaguar GR3.

In July 2004, the Defence Secretary announced that 41 Squadron would be disbanded once again, on 31 March 2006, as a part of a re-organisation of the Defence Forces following a Government spending review, and the so-called Gershon efficiency study. A White Paper, titled 'Delivering Security in a Changing World: Future Capabilities', foresaw the retirement of the RAF's Jaguar aircraft two years early and the closure of RAF Coltishall. Advances in technology, it reasoned, would mean air defence could be maintained with fewer aircraft, thus allowing older equipment to be withdrawn from service earlier than originally intended. The authors planned that the RAF's future air combat force would be based around the multi-role Typhoon and Joint Combat Aircraft, in co-operation with the Tornado GR4 and Harrier GR7/GR9. Furthermore, the paper intended to reduce Royal Air Force trained manned strength from 48,500 to 41,000 by 1 April 2008.

As a result of these decisions, all of RAF Coltishall's squadrons would be directly affected. 16(R) (the Jaguar OCU) and 54(F) Squadrons, would be disbanded by 1 April 2005 and their aircraft disposed of, and 41 Squadron by 1 April 2006. 6 Squadron, with the last of the RAF's Jaguars, would be moved to RAF Coningsby in Lincolnshire on 1 April 2006, itself disbanded by 31 October 2007. RAF Coltishall itself would be finally closed in December 2006, thus ending an over 66 year history.

The first of these draw-downs took place on 11 March 2005, when 16 and 54 Squadrons held a combined passing-out parade. However, their disbandment had little immediate effect on the activity at Coltishall, as most Jaguar airframes and personnel were absorbed into 6 and 41 Squadrons. However, with the departure of these latter squadrons in 2006, and the subsequent closure of the base in December, the close-knit RAF community was dispersed to other locations, and a quiet returned to the area, which has not existed since May 1940.

The following senior leaders of the Royal Air Force all served with 41 Squadron at some time in their career during the Jaguar period: Sir Stephen Dalton, Sir Richard Garwood, Sir Chris Harper, Sir Jock Stirrup, Sir Charles John Thomson, and Sir Glenn Torpy.

However, despite the Government's intention to disband 41 Squadron, and plans drawn up for final ceremonies to take place on the first weekend in April 2006, the unit was given a new lease on life only a short while before taking effect. Approval was received to move 41 Squadron to Coningsby with 6 Squadron on 1 April 2006, and to assume the role of the Fast Jet and Weapons Operational Evaluation Unit, or 'FJWOEU'.

Fast Jet & Weapons Operational Evaluation Unit, 2006–2010
The Fast Jet and Weapons Operational Evaluation Unit (FJWOEU) was formed before it assumed the 41 Squadron number plate. It was created on 1 April 2004 from the merger of the Strike Attack OEU (SAOEU), the F3 OEU, and the Air Guided Weapons OEU (AGWOEU). The FJWOEU took over 41(F) Squadron's number plate on 1 April 2006, rescuing 41 Squadron from disbandment that would have otherwise resulted from the retirement of the RAF's Jaguar fleet.

Their new aircraft consisted of Panavia Tornados and Harrier GR9s, and that same year, the squadron celebrated its 90th anniversary. It remained in the role of FJWOEU until 2010, during that time testing numerous weapons and defence systems that were subsequently deployed by British forces on the front line at various locations throughout the world, including Afghanistan.

Test and Evaluation Squadron, 2010 to present
On 1 April 2010, the Fast Jet Test Squadron (FJTS), then based at Boscombe Down in Wiltshire, was amalgamated into No. 41(Reserve) Squadron to create a new entity, 41 Squadron Test and Evaluation Squadron, or '41(R) TES', in which form it continues today.

In September 2010, the squadron celebrated the 70th anniversary of the Battle of Britain, holding an event at RAF Coningsby attended by families of pilots of the World War II era. The squadron painted its current aircraft with World War II-era 'EB' codes, recognising various World War II pilots and their aircraft. Originally, some of these codes were applied to the squadron's Harriers, but when these were retired, the codes were then applied to the Squadron's Tornados, and subsequently Typhoons, that replaced them. They currently commemorate the following World War II aircraft: ‡ – rank indicated is final rank achieved upon leaving Royal Air Force service Commencing the draw-down of the RAF's Harrier force as a result of the British Government's Strategic Defence and Security Review 2010 (SDSR), 41 Squadron's three Harrier GR9s were transferred to 1 (Fighter) Squadron at RAF Cottesmore on 4 November 2010. 41 Squadron subsequently increased its fleet of Tornado GR4s to compensate the loss of the Harriers, and only operated the GR4 until April 2013.

41 Squadron was also in the spotlight on 29 April 2011, when two of its Tornado GR4s flew with two Typhoons from RAF Coningsby in the Royal Air Force flypast down The Mall and over Buckingham Palace for the Royal Wedding of Prince William and Catherine Middleton. One of the Tornados was flown by the squadron's then Officer Commanding, Wg Cdr Rich Davies. In 2012, to mark the London 2012 Olympic Games, 41 Squadron unveiled special tail markings on Tornado GR4, ZA614, EB-Z, to commemorate the squadron's link with the Olympic Games. Gp Capt Donald O. Finlay DFC AFC, who commanded the squadron from September 1940 to August 1941, had won Bronze in the Men Hurdles at the 1932 Los Angeles Games, won Silver in the same event at the 1936 Berlin Games, and read the Olympic Oath at the commencement of 1948 London Games.

The first published history of 41 Squadron, Blood, Sweat, and Valour, was launched at the Royal Air Force Club in London in December 2012, and recounts the unit's wartime activity during the war years August 1942 to May 1945. A second volume, entitled Blood, Sweat and Courage was launched at the Royal Air Force Club in London in December 2014, and covers the preceding war years, September 1939 to July 1942. Another major change took place on 22 April 2013, when 41 Squadron took over the Eurofighter Typhoon FGR4s of fellow RAF Coningsby based No. 17(R) Test and Evaluation Squadron, which will have a new role, preparing for the introduction of the F-35B Lightning into Royal Air Force and Royal Navy service.

41 Squadron's World War II era EB codes were been carried over onto three of their new Typhoon aircraft. They were ZJ930, coded EB-R for Sqn Ldr Hilary R. L. 'Robin' Hood DFC (OC 41 Sqn 1940); ZJ947 coded EB-L for Wg Cdr Edward 'Shippy' Shipman AFC (1936–1940); and ZK332, coded EB-J for Sqn Ldr George H. 'Ben' Bennions DFC (1936–1940). An additional Typhoon aircraft had also joined the Squadron, prompting the need for an eighth code, and the opportunity to honour another of the Squadron's World War II pilots. After having initially been coded EB-G for Flt Lt Eric S. 'Lockie' Lock DSO DFC* MiD RAF, the honour has gone to Gp Capt Derek S. V. Rake OBE AFC & Bar (1945) and Typhoon ZJ914 has been coded EB-H.

41 Squadron celebrated its centenary in July 2016, by holding a parade and Gala Dinner at RAF Coningsby on 14 July, and a Friends and Families Open Day on 22 July. The 41 Squadron Association was also formed to coincide with the centenary.

The squadron's Panavia Tornados were phased out in late 2017, and the last flight in this aircraft type took place on Friday 13 October 2017. 41 Squadron retains its Eurofighter Typhoon FGR4s, and continues to fly these aircraft.

All World War II-era EB codes have now been removed from the Squadron's tailfins but one Tornado has been preserved as a gate guardian at MOD Sealand, marked EB-X, which includes the Squadron badge and Centenary (1916-2016) tail art.

Notable pilots

 * Captain Valentine Baker MC AFC served with 41 Squadron from 1916 to June 1917, and served briefly as a Flight Commander. He left the RAF in 1922 to work for Vickers-Armstrong.  In 1934, however, he formed the Martin-Baker Aircraft Company with his colleague James Martin, to design new aircraft and offer flying lessons.  One of their more notable pupils was Amy Johnson.  The company went on to manufacture and market four different propeller aircraft, but Baker himself was killed in a flying accident in 1942, whilst test-flying the third of these.  It was his death, however, that caused his business partner to rethink safety, and develop a means of assisted escape for pilots.  As a result, Martin-Baker began to manufacture ejection seats in 1946, and still does today for both fixed wing and rotary military aircraft.  Amongst 80 types of aircraft into which their seats have been fitted are the Jaguar, which 41 Squadron flew from 1977–2006, the Harrier, which the squadron flew from 2006–2010, and the Tornado and Typhoon, both of which they fly today.  Martin-Baker ejection seats are now being fitted into the F-35 Joint Strike Fighter.  Over 70,000 Martin-Baker ejection seats have been delivered to 93 air forces, which have saved almost 7,500 lives.  It is a squadron legacy that in giving his own life, Baker has saved the lives of thousands of others.
 * American Lieutenant Eugene Barksdale served with 41 Squadron from July to October 1918, during which time he claimed two victories and was wounded in action. In October 1918, he transferred to the American Expeditionary Force and returned home to become as USAAF test pilot.  Clearly a talented pilot in this early era of flight, he is perhaps best known for having flown an Airco DH-4 light bomber from McCook Field in Dayton, Ohio, to Mitchel Field, which became Mitchel AFB in New York, a distance of some 600 mi solely on instruments.  However, in August 1926, whilst testing a Douglas O-2 observation aircraft for spin characteristics over McCook Field, he was unable to recover the aircraft and was killed.  Buried with full military honours at Arlington National Cemetery, the USAF's Barksdale Air Force Base near Bossier City, Louisiana, was named in his honour when opened in February 1933.  The base is currently home to five squadrons of B52 Stratofortresses.  Barksdale Street, on Hanscom AFB, Massachusetts, is also named after him.
 * Canadian Squadron Leader Frederick R. G. McCall served on 41 Squadron from May to August 1918, in that time claiming 31 victories, which were in addition to a previous four claimed on 13 Sqn. His achievements on 41 were recognised with the award of a DSO and a DFC.  Following the war, McCall was employed in civil aviation, and subsequently served at home as a Squadron Leader in the RCAF during World War II.  He died in 1949, aged just 53, but by that time had dedicated over 30 years of his life to flying.  In recognition of his service to Canadian aviation, a new airfield in Calgary was named McCall Field in his honour.  That airfield is today Calgary International Airport.
 * Having claimed 60 aerial victories during the First World War, Canadian Air Vice-Marshal Raymond Collishaw is considered the third-highest-scoring Allied pilot of the entire War. By his arrival on 41 Squadron in 1923 as its second peacetime Officer Commanding, he had been awarded no less than two DSOs, a military OBE, a DSC, a DFC, three MiDs, the French Croix de Guerre, and the three White Russian Orders of St. Stanislas, St. Anne, and St. Vladimir.  Along with his significant victory tally, he was very much a legend in his own time.  Collishaw retired in October 1943 and spent the rest of the war as a Regional Air Liaison Officer for Civil Defence UK.  By the time he returned to his native Canada in 1946, he had also been awarded a CB and a civil OBE.
 * Having graduated Sandhurst in 1915, Air Commodore Patrick Huskinson was seconded to the RFC later that same year, and served on 2, 4, and 19 Squadrons before the cessation of hostilities. He was credited with 11 victories, and awarded two Military Crosses.  Following the war, he commanded 204 and 70 Squadrons, and then spent four years in instructing roles at Cranwell.  For the following 11 years from the mid-1920s, he fulfilled armament and ordinance roles in the United Kingdom and Middle East, with the exception of a 20-month period between February 1930 and October 1931 when he commanded 41 Squadron.  Returning to ordinance in March 1938, he became vice president of the Ordnance Committee at Woolwich Arsenal, and then the Director of Armament Development with the Ministry of Aircraft Production in 1940, reporting to Lord Beaverbrook.  In April 1941, however, Huskinson and his wife were seriously injured by Luftwaffe night-time bombing in the Blitz and Huskinson was blinded.  Following nine months' convalescence, he was retired as an Air Commodore in January 1942.  However, he immediately became the president of the Air Armament Board, which post he held until 1945.  In this role, he was involved in the development of large bunker-busting bombs, such as the Tall Boy, and in several other technologies, despite his handicap.  In 1945, he was appointed a CBE and the U.S. Legion of Merit for his work in this role.  Huskinson also wrote an autobiography in 1949 called Vision Ahead, which explains his career in some detail.  He also recalls his "very happy years in charge of Number 41 Squadron".  It was also Huskinson who wrote to the Mayor of St. Omer and obtained permission for 41 Squadron to use part of the Town Arms in its badge.
 * Air Commodore Allen H. Wheeler CBE was granted a Short Service Commission in 1924, and served on 41 Squadron as a Flight Commander from September 1933 to August 1936. During this time, he was deployed to Aden with the squadron, arriving there six weeks ahead of the main group and aircraft, as a member of the advance party.  From 1940 to 1944, Wheeler's postings related to experimental aircraft and aircraft development, both with the Performance Testing Squadron at Boscombe Down and the Aeroplane and Armament Experimental Establishment at Farnborough, for which he was mentioned in dispatches.  Between February and October 1944, Wheeler was Station Commander at RAF Fairford, where he was involved in glider deployment for D-Day operations and the Arnhem landings.  His contribution was recognised with the award of an OBE in the 1945 New Year's Honours.  Following further postings, including to Asia and the Mediterranean, Wheeler returned to the Aircraft & Armament Experimental Establishment at Boscombe as it Commandant.  He was appointed a CBE whilst there and retired in May 1955.  Wheeler was subsequently employed as an aviation consultant and technical advisor to the film industry, and worked on such films as The Blue Max and Those Magnificent Men in their Flying Machines, and was even used as a pilot in the latter movie.
 * Flight Lieutenant Thomas Weston Peel Long Chaloner, The Honourable Lord Gisborough, 2nd Baron Gisborough of Cleveland, Yorkshire, was a WWI pilot and ex-Prisoner of War who returned to RAF service during World War II. He served as 41 Squadron's Intelligence Officer for over five years of the War, and reported the squadron's activity, victories and losses up the chain of command on a daily basis.  He refused further promotion.
 * Squadron Leader George Bennions was posted to 41 Squadron in February 1936. It was here that he remained for the ensuing almost five years, and he was commissioned on the Sqn in April 1940.  Bennions proved to be quite a talented pilot, and he claimed his first victory over the Channel in July 1940, during the earliest salvoes of the Battle of Britain.  Over the months of August and September, Bennions' tally continued to rise to the point where he had claimed ten and one shared destroyed, seven probably destroyed, and five damaged, making him the second most successful pilot on 41 Squadron during World War II.  Aside from his significant victory tally during the Battle of Britain, Bennions is of interest for one of those victories, which took place on 5 September 1940.  Contemporary researchers credit him with a shared victory over Oblt Franz von Werra, the Group Adjutant of JG3, who was flying an Me109E.  Von Werra's aircraft is believed to have been damaged by Bennions but finished off by 603 Squadron's Plt Off Basil Stapleton, forcing the German pilot to crash-land near Marden, Kent.  Von Werra was captured unhurt and sent to Canada, as were the majority of German POWs, to hinder their chances of escape.  However, von Werra nonetheless succeeded in escaping, and returned to Germany in April 1941.  So unusual was this feat that he was the only German POW to succeed in doing so during the War.  Von Werra's story was the subject of a book, and also of a film entitled The One That Got Away, which was released in 1957 and starred Hardy Krüger as von Werra.
 * Pilot Officer Eric Lock joined the RAF Volunteer Reserve in February 1939, and was posted to 41 Squadron as his first operational unit, in mid-June 1940. Lock's first operational sortie took place on 9 August 1940, which was uneventful, as was his second a few days later.  However, between 15 August and 17 November 1940, Lock claimed no less than 22 aircraft destroyed, and he became the most successful RAF pilot of the Battle of Britain, and the equal second highest-scoring pilot in the RAF at the time.  Over the three consecutive months of September, October, and November 1940, Lock was awarded a DFC, a Bar, and a DSO.  On the afternoon of 5 September 1940, 41 Squadron's most intensive day of the Battle of Britain, Lock claimed three victories in a single sortie.  The aircraft he flew that day, Spitfire Ia, N3162, EB-G, is recognised by 41 Squadron, which has the letters EB-G on one of their Typhoons, and by the BBMF, which has EB-G emblazoned on their Spitfire P7350.  Lock was seriously wounded in action on 17 November 1940, and underwent multiple operations, which included three skin grafts at the hands of Dr. Archibald McIndoe at East Grinstead.  Following seven months’ recuperation, he returned to operations with 611 Squadron in late June 1941.  During July 1941, he added another three victories to his already impressive list, but on 3 August, he failed to return from a routine operation after attacking a German column on a road behind Boulogne.  In recognition of his achievements and status in Battle of Britain history, he is remembered on several memorials and in his hometown of Bayston Hill, outside Shrewsbury, where a street is named after him.  He remains today one of the RAF's top ten Aces of World War II, credited with some 25 aircraft destroyed and 7 probably destroyed, all bar three of which he achieved on 41 Squadron.
 * Group Captain Donald O. Finlay: pre-war Olympian and Officer Commanding 41 Squadron, September 1940 to August 1941. 41 Squadron honoured Finlay during the 2012 London Olympics by painting the tail-fin of one of the unit's Tornados.  Although that aircraft was recently retired, the squadron continues to honour Finlay with one of the Tornados marked up as EB-Z.
 * South African Pilot Officer J. J. 'Chris' Le Roux flew with 41 Squadron for a short period in late 1940 to early 1941. In July 1944, by now OC, 602 Squadron, Le Roux was credited with attacking and seriously injuring General Erwin Rommel in his staff car, on a road outside Sainte Foy de Montgomerie, in Normandy.  Strafing the vehicle, the driver lost control, struck a tree and spun off the road.  Rommel fractured his skull when he was thrown from the vehicle.  In doing so, Le Roux single-handedly removed Germany's commanding general from the Normandy battlefield.
 * Dutch Flight Lieutenant Bram van der Stok was posted to 41 Squadron as a Fg Off in December 1941. Promoted to Actg Flt Lt and appointed OC A Flight in March 1942, he quickly claimed two victories, but was shot down over France the following month.  Taken into immediate captivity, he was sent to Stalag Luft III, Sagan, where he remained until March 1944, when he took part in the mass escape of airmen that we know today as The Great Escape.  All but three of the escapees were recaptured, and fifty of them were executed as retribution on Hitler's orders.  Of the three that successfully made their escapes, van der Stok was one.  Acting as a Dutch labourer on forged papers, he made it back the United Kingdom in early July 1944, travelling on a route, which took him through the Netherlands, Belgium, France, Spain, and Gibraltar.  In 1963, United Artists released the film, The Great Escape, based upon a book of the same name, written by Australian author Paul Brickhill in 1950.  In the film, a character broadly based on van der Stok was played by James Coburn.
 * Canadian Sergeant Pilot George F. Beurling was posted to 41 Squadron in April 1942, but proved too head-strong, fought with other members of the unit, and gained a reputation for doing his own thing in the air and not remaining in formation or following orders. By the following month, he was requesting a transfer to Malta and it was granted.  Nonetheless, in his brief time with 41 Squadron, he claimed his first two victories.  In time, he became Canada's leading World War II ace, and was credited with 31 victories between May 1942 and December 1943.  As a result, he was awarded a DSO, a DFC and two DFMs.  However, he was 'retired' early from the RCAF in 1944 as his skill in cockpit was matched by streak of rebelliousness, and disrespect for authority.  He had a reputation for ignoring team tactics and breaking formation to attack the enemy alone, and had gained two nicknames, 'Buzz Beurling' and the not-so-complimentary 'Screwball Beurling'.
 * Prince Emanuel Vladimirovitch Galitzine was the great-great grandson of Catherine the Great. He fled Russia with his parents and siblings in the wake of the October Revolution in 1917, and settled in England, where he was educated.  Galitzine joined the RAF Volunteer Reserve on a Short Service Commission in late 1938, but left again to go to Finland in early 1940 to fight the Soviets attempting to occupy the country.  Returning to London again in October 1940, after his mother was killed in the Blitz, Galitzine rejoined the RAFVR, but had to do so as an aircraftsman, though he was recommissioned in September 1941.  Galitzine saw operational service in several squadrons before joining 41 Squadron as a Fg Off in May 1943, and he claimed a probably destroyed enemy aircraft with the unit in October.  Following his tenure with the squadron, he was rested as personal assistant to Air Vice-Marshal Sir William Dickson, then commanding 83 Group, which was preparing for the Normandy invasion.  When Dickson was posted to Italy, Galitzine accompanied him, adding Italian to an already impressive list of languages he spoke.  Following the War, Galitzine worked in the civil aviation industry, but maintained links with Russia and, in 1998, attended the reburial and funeral service of the murdered Tsar and his family in St Petersburg.
 * Flying Officer Peter Gibbs was a generally unassuming character who served with 41 Squadron between January 1944 and March 1945. He was an active pilot during his tour, and an avid musician.  He became a professional musician after he left the RAF in August 1945, and joined the Philharmonia Orchestra in 1954.  Within two years, he had joined the London Symphony Orchestra and during this time became (in)famous for a dressing down he gave to one of the century's most celebrated performing artists, Herbert von Karajan.  The orchestra felt von Karajan had been unprofessional when conducting smaller, 'less important' concerts during a tour of the United States in 1956.  He had often just bowed once and left the stage at the end of concerts, refusing to return for encores, despite the applause from the audience.  The orchestra was slighted by this behaviour, and eventually had had enough.  The last straw came when von Karajan left the stage in Boston after the last note was played, neither waiting for applause nor calls for an encore.  The orchestra, in which Gibbs was playing first violin, was upset by this apparent insult to both them and the audience, but turned up nonetheless on time for an early rehearsal the following morning.  Von Karajan, however, came in late, much to the disgruntlement of the orchestra.  When he finally arrived, Peter Gibbs, an impromptu, self-appointed spokesman, stood up and addressed him directly, demanding an apology.  He rebuked von Karajan, stating, "I did not spend four years of my life fighting bastards like you to be insulted before our own allies as you did last evening".  Von Karajan ignored him completely and continued conducting as if nothing had happened.  That night, however, during a concert, von Karajan chose his moment and, during the interval, refused to go back on stage until a letter was signed stating that Gibbs be immediately sacked.  The orchestra's managers had little choice but to bow to the demand.  Although Gibbs was never to play with the Philharmonia again after this incident, it is understood that von Karajan also never conducted the Philharmonia again after the tour either, and it is said that he vowed to never conduct an English orchestra again.  All this time, Gibbs also flew privately.  He had joined the Surrey Flying Club in June 1957, and then flew more-or-less continuously for the next 18 years.  Gibbs bought himself a Tiger Moth and enjoyed peacetime flying.  However, flying was also what brought about his premature death in December 1975.  He took off for a brief flight in a Cessna from Glenforsa Airfield on the Isle of Mull in Scotland on Christmas Eve 1975, but failed to return.  A search was mounted but no trace whatsoever could be found of him.  Oddly, his body was found four months after his disappearance part way up a hill, approximately one mile from Glenforsa Airfield, without his aircraft, showing the signs of having lain there all that time.  The original search for Gibbs had passed through the area at the time he had gone missing, but nothing had been seen.  His body gave away no clues as to his cause of death.  Gibbs' missing Cessna bewildered officials and his case soon became known as the 'Great Mull Air Mystery'.  It was not until September 1986; almost 11 years after Gibbs' death, that his aircraft was located in the sea off Oban.  The aircraft's remains also gave up no clue as to the reason it was there.  It can only be assumed that Gibbs, for some reason, came down in the sea and that he had managed to free himself and swim ashore.  It is thought he then tried to make his way back to the airfield, around a mile away, but, considering the time of year, location, and likely temperatures of both the water and air, probably succumbed to the effects of exposure.
 * Palestinian Sergeant Pilot Aharon Remez was posted to his first and only operational unit, 41 Squadron, in April 1945, and served with the unit until March 1946, and was not commissioned in the RAF. Based in Germany during the last weeks of the war and beyond, he witnessed Nazi atrocities first hand, and often lent a personal hand.  The officers of 41 Squadron turned a blind eye, and he was given special leave to allow him to be able to do so.  This enabled him to commence assisted passage for many holocaust survivors to the Middle East.  Remez left the RAF in 1946 and returned home to champion the formation of a Jewish State.  This occurred in May 1948, and in July he was given the post of Brigadier General and the founder and first Commanding Officer of the Israeli Air Force.  He held this post until December 1950.  Remez was subsequently the Head of Purchasing Delegation, Israeli MOD mission to the United States, the Israeli Defence Minister's Aide for Aviation, a member of the House Committee & Foreign Affairs & Defence Committees of the 3rd Knesset, Director of the Dept for International Co-operation in the Foreign Affairs Ministry, Director General of the Israeli Ports Authority, and Chairman of the Israeli Aviation Authority.  Remez was also the Israeli Ambassador to the United Kingdom from May 1965 to July 1970, and often met up with his former 41 Squadron colleagues from 1945 whilst based there.
 * Squadron Leader Terry Spencer was originally commissioned with the Royal Engineers in December 1939, he transferred to the RAFVR as a Plt Off in October 1941. Following training, he was posted to 26 Squadron at Gatwick in November 1942, and remained with this unit until February 1944, in that time being promoted to Flt Lt, and he left the unit as a Flight Commander.  Following a brief posting to 165 Squadron, Spencer was posted to 41 Squadron as OC A Flt at the beginning of May 1944.  Arriving just prior to D-Day, he led the Squadron on a number of operations in advance support of the invasion, and then led the unit on anti-diver operations from June 1944, when the V1 Doodlebug menace commenced.  Within four months, he had become a V1 Ace, with seven shot down, and also claimed a destroyed German fighter, thereby ending the career of a 171-victory Luftwaffe Ace Emil 'Bully' Lang.  Spencer was posted to 350 Squadron within the same Wing to take command on 4 January 1945.  On 26 February, however, he was hit by flak over Germany and captured.  A month later, he escaped from camp by bicycle, and subsequently motorcycle, with another former 41 Sqn pilot, Sqn Ldr Keith 'Jimmy' Thiele, in a Steve-McQueen-style getaway, in which the pair made it back to Allied lines.  Spencer returned to 350 Squadron, where he once again took over command on 2 April 1945.  Only 17 days later, he was shot down once again, this time over Wismar Bay, in northern Germany.  Blown out of his cockpit, the force deployed his parachute at a height of just 30–40 feet, which he miraculously survived, only to be captured again.  The successful jump has since been credited by the Guinness Book of Records as having been the lowest authenticated survived bale-out on record.  Spencer was injured and hospitalised, but liberated by advancing Allied armies approximately two weeks later.  He was awarded an immediate DFC for his exploits.  In 1947, he was also awarded the Territorial Efficiency Medal and the Belgian Croix de Guerre with Palm.  Spencer was demobbed in December 1945 and headed to South Africa in spring 1946, taking three weeks to fly himself there in a single-engined Percival Proctor.  He was employed there as the personal pilot of Ben du Preez, Managing Director of Kimlite Industries, which was a cover for illicit diamond buying.  Spencer then returned to the United Kingdom where he met the actress Lesley Brook, who starred in at least 24 films between 1937 and 1948.  They married in August 1947, and resided for a time on the Isle of Wight, before returning to South Africa in July 1948.  On this occasion, he launched a new career by founding the aerial photography company in October that same year.  The company enjoyed some success, but he was to become a more successful freelance photographer for LIFE Magazine, for whom he worked between September 1952 and September 1972.  During his time with LIFE, he covered several conflicts, including Biafra, Congo, and the Vietnam War, and spent three months on tour with a then little-known band called The Beatles.  When LIFE folded in 1972, Spencer moved to People magazine, where he spent the ensuing 20 years.  He authored and published two books, the first a renowned coffee table book about The Beatles (It was Thirty Years Ago Today), and the second an autobiography (Living Dangerously), which he co-authored with his wife.  Following his death in February 2009, The Times published a glowing obituary of a man who was a real-life adventurer, and whose life and exploits were the very stuff of 'boys own' magazines.

title: No. 41 Squadron RAF


text:
Talk:Sepang International Circuit

Need to remove biased phrasing

--- —Preceding unsigned comment added by 219.74.68.162 (talk) 13:53, 23 September 2008 (UTC)

This article was a little too close to this article so I rewrote it to make it more unique.

Also - since when is Sepang primarily a Formula One facility? I always associated it with MotoGP... but maybe that's because F1 is mindlessly tedious and MotoGP is action-packed and riveting... :p (wind-up!) Manning 22:21, July 19, 2005 (UTC)

I corrected the coordinates of the circuit. The coordinates given are for the start/finish line, taken from Google Earth.--Ciroa 16:04, 18 September 2006 (UTC)--

I added link to BBC--Cheetaih (talk) 23:15, 11 May 2008 (UTC)

Fastest lap
Just to say that I always thought the fastest lap for circuits was taken in Qualifying and Race. I've seen this in different things about tracks, including some wikipedia articles. On the Lacuna Seca article it says "official records can only be set in race conditions, either in qualifying or during a race" —Preceding unsigned comment added by 79.71.181.79 (talk) 11:23, 9 April 2009 (UTC)

 * There's a difference between fastest lap and circuit record. One of them (circuit record - I think - I don't remember) is the fastest lap in a race, the other one is the fastest ever lap of the circuit, including Qualy. Sas1998 (talk) 16:32, 21 November 2011 (UTC)

Death Section
Why remove the section about the deaths. There may just be one, however I feel it should still be listed. Sas1998 (talk) 16:37, 21 November 2011 (UTC)

Agreed - other circuits' pages have one, and it is appropriate and balanced to mention it, at least in the 'history' section. 31.205.37.134 (talk) 03:16, 31 January 2012 (UTC)

I have moved the mention to the history section. Lbthomsen (talk) 01:14, 22 October 2012 (UTC)

Requested move 4 November 2023

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: Not moved (non-admin closure) BegbertBiggs (talk) 14:55, 11 November 2023 (UTC)

Sepang International Circuit → Petronas Sepang International Circuit – I proposed that Sepang International Circuit to be renamed as Petronas Sepang International Circuit as Petronas have acquired the naming rights to the circuit effective October 31, 2023. Please see the following news article about the naming at the New Straits Times and Astro Awani for your understanding. Thank you for advance. 118.100.200.42 (talk) 00:21, 4 November 2023 (UTC)
 * OPPOSE per WP:COMMONNAME. We don't change the names of race and racing teams with sponsorship changes either. --Falcadore (talk) 03:47, 4 November 2023 (UTC)
 * Oppose – Addition/removal of title sponsors does not typically affect the common name of a venue. It is unlikely to be the case we start referring to Sepang as "Petronas Sepang" or whatever, and even if that were to happen, it's way too soon the new name to be showing up in secondary sources. 5225C (talk • contributions) 07:30, 4 November 2023 (UTC)
 * Oppose a Google search shows that the WP:COMMONNAME is unchanged. SSSB (talk) 08:20, 10 November 2023 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Sepang International Circuit


text:
Talk:Meche Marchand

Untitled
Deseo establecer contacto con Meche Marchand. Noel Cruz, periodista,amigo de Meche en San Juan, P.R. Tel. 939 645-2105 Muchas gracias.

title: Talk:Meche Marchand


text:
Talk:Shanghai International Circuit

Untitled
I corrected the coordinates of the circuit. The coordinates given are for the start/finish line, taken from Google Earth, using an overlay photo.--Ciroa 22:24, 18 September 2006 (UTC)--

According to this architecture article: http://www.hunterdouglascontract.com/referenceprojects/article.jsp?pId=p10301 The architects Hermann Tilke and Peter Wahl intentionally designed the track to look like the Chinese character. I was also at the race this year (Sep29-Oct1) and all the locals said it was designed intentionally.Jonlin 16:59, 22 October 2006 (UTC)

Circuit Looking like the Chinese character Shang
I maintain a home quite near the track, and the local word (as well as some officials who work at the track) is that the circuit was designed to look like the character "Shang". Online F1 news magazines also back this fact up.

I have changed the info on the page to reflect this.

I knew there was something fishy going on here. The layout looks WAY to similar to the character. I didn't believe it was a coincidence from the start! Thanks for your feedback! 64.180.7.63 (talk) 08:16, 8 June 2008 (UTC)Aelange

Track age
I've just changed the phrase "Brand New motor racing venue" in the beginning of the article to "Chinese motor racing venue" to bring the article more up-to-date. The circuit hosted its first Grand Prix in 2004, and that was four years ago, so the track is not necessarily "brand new" anymore. Stealthman (talk) 13:00, 12 May 2008 (UTC)

Adding list of F1 winners?
A list of F1 winners would be appropriate, perhaps? Considering it was purpose-built for F1 races. — Preceding unsigned comment added by 2800:300:6F33:8940:A9DE:19:DA80:1626 (talk) 00:12, 16 April 2024 (UTC)
 * The consensus of the Formula One WikiProject is that articles about circuits should not contain a list of F1 winners - see WikiProject_Formula_One/Conventions. DH85868993 (talk) 09:05, 17 April 2024 (UTC)

title: Talk:Shanghai International Circuit


text:
Talk:Silverstone Circuit

December 2005
Don't want to screw something up, but I'd like to see mentioned the date of the first F1 event, 13 May 1950. Trekphiler 23:05, 21 December 2005 (UTC)

Lap Record
I know it's nice to see Seb flying around earlier, but lap records only count in races. What Seb set was a qualifying record. —Preceding unsigned comment added by 88.110.139.35 (talk) 13:16, 20 June 2009 (UTC)

Exact same as above about Hamilton's qualifying time at the 2013 British Grand Prix - it's unofficial, practice and qualifying laps do not count. Edited back to original and correct information. — Preceding unsigned comment added by 86.173.233.67 (talk) 13:32, 29 June 2013 (UTC)

 * and corrected today again, Hamilton's fastest lap was during qualifying 2020, so it's still Verstappen who set it during the 2020 race. 2A02:A45A:7CE8:100:2CA5:368F:B978:743D (talk) 11:40, 8 July 2023 (UTC)

Brands Hatch?
Why are Brands Hatch winners listed in this Silverstone Circuit page? Those winners are already listed under British Grand Prix.

Indeed, why list F1 Silverstone Circuit winners here anyway? isn't it better to link to the British Grand Prix for the list. Richard Allen 15:21, 1 May 2006 (UTC)

I corrected the coordinates of the circuit. The coordinates given are for the start/finish line, taken from Google Earth.--Ciroa 17:04, 18 September 2006 (UTC)--

Old circuit images
Can we move those to a different article or something? It does seem a bit ridiculous to have so many images. Maybe just an animated GIF showing the development...
 * For what it's worth, I like them. DH85868993 12:52, 19 July 2007 (UTC)
 * Well, the previous anonymous poster seems to be volunteering to produce an animated GIF - that might be good. Until he does, let's keep the pictures, eh? -- Ian Dalziel 13:14, 19 July 2007 (UTC)
 * The pictures are really good, I don't think I would prefer a GIF over them. --Hamsterlopithecus (talk) 09:23, 17 November 2007 (UTC)

Why has no layout been included for 1948? Here is an image of the layout that I have found: http://www.silhouet.com/motorsport/tracks/silv1948.jpg - it appears to match the track as described in the article for the 1948 British Grand Prix: http://en.wikipedia.org/wiki/1948_British_Grand_Prix#The_circuit Brewphilip (talk) 13:27, 29 April 2010 (UTC)
 * Unfortunately, we need an image which meets Wikipedia's license restrictions - we probably woudn't have permission to use the image you have linked to. DH85868993 (talk) 23:05, 29 April 2010 (UTC)

Wording
"however, overtaking can be difficult for less able drivers" - doesn't sound right, put Senna in a Honda NSX versus a Mclaren F1 car and he couldn't overtake, he most likely wouldn't be a less able driver than the F1 pilot, that is a factor to not overtaking, but is not the only reason, I think the line should be removed or changed to something like - - "overtaking, however, is, as ever in modern motorsport, not easy". Rdog 21:21, 12 July 2007 (UTC)

On another front, I altered the infobox to give info on the other circuits based at Silverstone. This article is about Silverstone, not the British GP. mattbuck 15:43, 18 May 2007 (UTC)

Why not Rockingham?
It has an infield F1 track. Good stands and facilities. It keeps the Grand Prix in Northants. Smacks of elitism, not allowing Rockingham to host the race. —Preceding unsigned comment added by 213.162.125.117 (talk) 10:09, 6 July 2008 (UTC)
 * Not sure this debate even has a place here, but in reply I think that track is too crapled for F1 - F3 looks tight on that track.--Amedeo Felix (talk) 10:35, 9 July 2008 (UTC)

Woodcote Corner
Hi,

I've suggested that Woodcote Corner is merged here. It has no links, and isn't even linked from this article. It is a non-notable corner, that happens to have seen 'two incidents'.

—MDCollins 23:22, 4 January 2009 (UTC)

 * The article has been redirected to here. Cs-wolves  (talk)  06:35, 29 January 2009 (UTC)

Silverstone International F1 Airport
Hello there,

somewhere I've read that the runways of the former RAF base are still in use today which seemed reasonable seeing the recent aerial photo included in that article. So, does the circuit itself still work as an airfield off-racing-season? Or ist it even used to transport gear and personell from and to the events? The maps given here do not include the runways and the more detailed map up in the box makes it look rather unlikely that there still could be an usable aviation infrastructure. Has anyone any information on that? Regards, 194.246.46.15 (talk) 11:17, 19 June 2009 (UTC)

No. —Preceding unsigned comment added by 86.154.71.242 (talk) 16:14, 20 June 2009 (UTC)
 * I am not sure about that. Looking at it in Google Earth, I see one paved runway with markings which appears to be a smaller version of one of the WWII runways.  I also see markings on the grass for a runway. Will (Talk - contribs) 06:01, 9 June 2010 (UTC)

according to google earth it is a heliport Tony Spike (talk) 10:05, 21 November 2012 (UTC)

Circuit modifications
I'm pretty sure that the last few series of modifications on the circuit don't fit the timeline that is featured in this article. 1991 did indeed see the redesign of the track with the addition of the three complexes, but 1994 didn't just see the Abbey chicane installed, it also saw Stowe Corner being tightened significantly. I remember footage from the 1994 and 1995 races and Stowe was being taken at very slow speeds compared to previous years. Also, the Bridge-Brooklands-Luffield-Woodcote complex stayed the same way from 1991 to 1997, and for 1998 it was reprofiled in the shape we pretty much see today (with the inner cut at Luffield being added later). Onboard footage from 1998 certainly shows that Luffield was no longer double-apex, it was just a constant-radius 180-degree corner, and from then onwards, except for very minor adjustments (like opening up exits of various corners with more tarmac run-off), Silverstone has been relatively the same.

Just thought I'd post this here as a subject of debate; what I said here is based on observation of footage from F1 races at Silverstone in the 1990s. 86.105.254.20 (talk) 07:35, 23 July 2009 (UTC)

The circuit is being modified again (2010) and needs a new image anyway —Preceding unsigned comment added by 94.194.122.33 (talk) 15:44, 11 February 2010 (UTC)

According to the circuit, they will be keeping the Grand Prix Layout for other events, its not just the Arena Layout now y'know! —Preceding unsigned comment added by 164.11.204.100 (talk) 21:38, 10 March 2010 (UTC)

Missing 2010 GP Map
The article references Silverstone GPmap 2010.jpg which is not there. Any ideas? Bjmullan (talk) 19:25, 27 April 2010 (UTC)
 * not sure it was ever there. You could try File:Silverstone Circuit 2010 version.png...—MDCollins (talk) 23:09, 27 April 2010 (UTC)
 * I've changed it. Thanks. DH85868993 (talk) 02:35, 28 April 2010 (UTC)

New corner names
Hey guys,

The image is probably going to have to be updated, since the new corners in the Arena configuration have all been named. The right-hander at Abbey keeps the Abbey name, while the left-hander after it has been dubbed Farm. The next right is now Village, while the left after it is The Loop. The fast left-hander after The Loop is Aintree, and the National Straight is now Wellington. Prisonermonkeys (talk) 22:57, 29 April 2010 (UTC)

Raikkonnen picture
How's that picture of Kimi Raikkonnen relevant to Silverstone? It says it was taken while he was testing there but all you see is a bit of grass and a bit of road, it could be from any circuit. Should be removed and replaced with something a little more evokative, showing at least a couple of corners. — Preceding unsigned comment added by 2.82.21.86 (talk)
 * I've done the first part (i.e. removed the image). DH85868993 (talk) 01:32, 11 November 2010 (UTC)

Location
I added some location details to clarify the cross border situation of the circuit, and I am surprised to see my edit regarding the main entrance reversed twice. I know what county the entrance is in as I pass the county signs every few weeks when I drive past, and I also submitted a map from the relevant planning authority (Aylesbury Vale District Council: AVDC Planning Map 1 and AVDC Planning Map 2) to reference this fact. I will revert back in due course, but will wait a few days for further comment here. Warren Whyte (talk) 22:34, 15 December 2010 (UTC)

 * The problem may be one of terminology. The main spectator entrance to Silverstone, the entrance arch and the circuit offices, are north of the circuit and definitely in Northamptonshire. The roundabout giving access to the centre of the circuit is in Buckinghamshire. -- Ian Dalziel (talk) 23:48, 15 December 2010 (UTC)
 * I think the answer has to lie in rewording. The roundabout is the main entrance to the complex most of the time - and I see is labelled "Silverstone Circuit Main Entrance" on Google Maps. There is no public access to the track that way during major meetings, though. The main spectator entrance is the one opposite Litchlake Farm. -- Ian Dalziel (talk) 08:01, 16 December 2010 (UTC)

 * The main entrance arch is on the edge sure, but the maps show Bucks, so I am still not clear why you keep changing Bucks for Northants. You are indeed right that some offices are located on the Northamptonshire side, but don't forget that the new pitlane and finish line is moving into Buckinghamshire. The circuit is also open all week, and if visiting the Lotus or Porsche sites, for example, I always use the main entrance, not to mention bigger meets such as the classic weekend. For a more reliable mapping source compared to Google, I would recommend Streetmap that use British OS data Streetmap Silverstone link. Warren Whyte (talk) 10:00, 16 December 2010 (UTC)
 * As I explained, I changed it because I was thinking of the entrance further up as the main entrance - it used to be, and for some purposes it still is. Actually, I was thinking of the Classic meeting as well - you can't use the roundabout unlesss you have a centre pass. I have no real objection to changing it back, given that the roundabout is indeed labelled as the main entrance on Google - it might be preferable to say that there are entrances in both counties, though? -- Ian Dalziel (talk) 18:17, 16 December 2010 (UTC)

Bridge chicane?
The article states: "in no lower than 4th or 5th gear (depending on the transmission of the car) except for the Bridge chicane, which was usually taken in 2nd gear)" - was there a Bridge chicane? As far as I knew, Abbey (the fast left hander) always led to Bridge which was a fast right hander. When was it ever a chicane? — Preceding unsigned comment added by 77.108.156.49 (talk) 12:07, 17 August 2011 (UTC)

There was a "Bridge chicane" in the last few years before the redevelopment that introduced the Luffield complex.Pauln1964 (talk) 11:16, 18 August 2011 (UTC)

Track outlines are confusing
Hi there. While it's great to see the variety of the layouts used by Silverstone, the way the images are laid out is rather confusing; for a brief moment I did wonder whether the track had been rotated in the course of development (of course it hasn't) but the images are not all aligned in the same way. This makes comparison across the years a bit tricky. Ultimately it would be great to see each image rotated in the same way, but it is possible to have an indication of North (say) on them so it is clear what the comparison is? Ben (Major Bloodnok) (talk) 10:23, 20 April 2012 (UTC)
 * You would need the permission of the authors of these track maps to modify them. I'm not sure those editors are still involved in Wikipedia. --Falcadore (talk) 11:54, 20 April 2012 (UTC)
 * It seems to me that it is entirely within the spirit of Wikipedia and Wikicommons to determine how a picture is oriented on the page. Actually changing the image itself is a different matter but even then if the maps have been provided under full Creative Commons licence (see what it says on the metadata) then of course it can be changed. --John Maynard Friedman (talk) 12:53, 20 April 2012 (UTC)

Why no mention of the old international circuit
i know the south circuit is now the international configuration ....but the old international isnt even mentioned any more ....it ran pretty much the same shape as the national but was extended to include chapel, arena, ireland, and abbey corners ....and also included the bridge section ....it was used by BTCC in 1998 and is on all of the Toca games that were released before the circuit change

http://images.pistonheads.com/nimg/25598/International-L.jpg

it should be included in the layouts ....especialy if the bridge layout is getting included as theoreticaly it can still be used

Tony Spike (talk) 10:14, 21 November 2012 (UTC)

more recent changes to the circuit
Unless im missing something, there appears to be no mention of the changes to the circuit that occurred some time after 2005. the track is clearly longer now, evidenced by the two different fasted lap times shown in the info box (one by Schumacher in 2004 & a different one by Alonso in 2010).Mr Morden76 (talk) 13:36, 30 June 2013 (UTC)

2011?
What change was made to the circuit for 2011? There's nothing on Forix or in the article about it. Ian Dalziel (talk) 00:00, 6 April 2014 (UTC)
 * According to 2011_British_Grand_Prix, "the pits and the start/finish line were moved to the straight between Club Corner and the new Abbey". The changes should probably also be described in this article. DH85868993 (talk) 00:36, 6 April 2014 (UTC)
 * That in itself isn't a change to the track. I'm thinking perhaps Club was remodelled when the new pits were brought into use? Can't remember - we need a decent source. Ian Dalziel (talk) 10:10, 6 April 2014 (UTC)
 * Apart from the creation of the pits and related works, the track changes were in 2010 (BBC news article has some info). There seems to be a bit of confusion between Silverstone Circuit Developments and the circuit article's history section. Some casual readers they may assume some track changes should be mentioned in the history section. Warren (talk) 17:15, 6 April 2014 (UTC)

Who holds the current lap record?
In the info box Mark Webber is credited with the lap record on the 2011-present circuit (10 meters shorter than 2010), yet in the lap record table below Fernando Alonso is given as the record holder on the 2010 circuit, at a considerably faster speed.

The BBC thinks it's Webber: the BRDC, who own Silverstone, thinks it's Alonso. The FIA also think it's Alonso. To be honest I wouldn't like to say who is correct. Technically, and pedantically, it must go to MW, but the FIA are the bosses.Kletzmer (talk) 09:18, 8 July 2014 (UTC)
 * You've answered your own question. By acknowledging the 2010 circuit is ten metres shorter than the current circuit, then 2010 is not the current circuit is it? --Falcadore (talk) 10:29, 8 July 2014 (UTC)

Yes, I know that, but I don't authorize lap records. I have found this frequently copied comment on Google:

"Circuit lap record: 1m 33.401s - Mark Webber (2013), Red Bull (Fernando Alonso set a faster lap time on the current track configuration during the 2010 race, but this was when the start/finish line was still between Woodcote and Copse. The following year the start/finish line was moved to its current location, something that constituted a ‘change of circuit’ under the International Sporting Code)."

If this is true then the BRDC (circuit owners) and the FIA (F1 authority) are wrong, or just several years out of date. I think I will amend the page to reflect the reason for the circuit change, but I think that the FIA has the last word on who holds the record, and will write the history books. Kletzmer (talk) 13:30, 8 July 2014 (UTC)

History section sounds like it was written by a motorsports journo
some parts read like a magazine review, rather than an encyclopedic description31.209.163.158 (talk) 21:03, 17 February 2015 (UTC)

 * Oh dear God... What happened to this page?? I don't think I have ever seen such a hopelessly trivial, unencyclopedic, trashy page in all my time on Wikipedia. How did I not notice this before? I think I want to cry.  Pyrop e  22:33, 13 April 2015 (UTC)

Progression of records
It is not the role of Wikipedia to record statistics because the exist. Where is the evidence that a qualifying record has any real significance? I would suggest that A Formula One specific wiki is a better place for such statistics of little significance. --Falcadore (talk) 08:44, 22 February 2017 (UTC)
 * The qualification is an official part of race weekend and the lap times are official recorded. I see no qualitative difference to the lap times in the race. --Mark McWire (talk) 17:50, 22 February 2017 (UTC)
 * Apart from this, this table has been in this article for years. So there must already be a significant reason to delete them now. --Mark McWire (talk) 18:13, 22 February 2017 (UTC)

I would like to ask since when has the progression of a record - particularly in the case of the qualifying record record, a record without significance - been considered noteworthy? I am then told, that because the record is sourced it should not be deleted. But it has not been sourced, it has been copied from a table on a website which gives no indication of the significance of such statistics. This table of the progression of the lap record and much less significant qualifying lap record, it extensively lists obselete records. Does anyone think this table rises above the level of WP:INDISCRIMINATE? Surely a statistic should be more important than just existing to be included in a wikipedia article. I would suggest this is precisely the kind of statistic that belongs at a Formula One specific wiki rather than at Wikipedia. --Falcadore (talk) 10:24, 23 February 2017 (UTC)
 * What about the principle WP:Wikipedia is not paper? This statistic needs no place. I consider this table to be expandable. There is no information about the length of the circuit and the variant for which these times are valid. --Mark McWire (talk) 10:34, 23 February 2017 (UTC)
 * Funny you should mention WP:Wikipedia is not paper. It refers directly to WP:NOTEVERYTHING, which includes WP:INDISCRIMINATE. --Falcadore (talk) 10:51, 23 February 2017 (UTC)
 * Also - did you miss how Template:Motorsport venue at the top of the page covers lap record and length of circuit? --Falcadore (talk) 11:10, 23 February 2017 (UTC)
 * If there were any practise times, I could understand your concern. The qualifying times are related to the starting position for the races. So they have significantly higher weight. In addition, these are usually also the race track records. In the articles about the oval racetracks of the IndyCar/NASCAR I have always written all official records, not only the lap record from race. --Mark McWire (talk) 18:30, 23 February 2017 (UTC)
 * Significantly higher weight than no weight at all does not mean much. Lap record has always been an exclusively racing lap statistic. It is the one that is always referred to. And you still have not established the notability of a qualifying lap in any manner other than your own opinion. Your only reference is to a statistics website that gives no indication of its worth. The table is still also full of obselete statistics as well which have been copied from statistics already in the article in the template at top.
 * So far, your opinion is the only measure in its favour. And that is not remotely enough. --Falcadore (talk) 02:50, 24 February 2017 (UTC)
 * How are you going getting around the flaws? --Falcadore (talk) 03:51, 27 February 2017 (UTC)
 * Since the table is not my work, I could not care. In my opinion, the person must provide a reasoning that wants a change. It's not the job of me. Since the qualifying times are published everywhere in the race reports, I consider them worth mentioning. For example on the official page of Formula1 -> https://www.formula1.com/en/results.html/1950/races/94/great-britain/qualifying-0.html --Mark McWire (talk) 09:56, 27 February 2017 (UTC)
 * That's not really how it's meant to work. If you are defending the inclusion of information, it's up to you just as much as the original contributor to show how it meets Wikipedia guidelines when challenged. Despite what some occasionally think, you are meant to assert eligibility with the rules before adding content, not assume you can add anything before being proven otherwise.

 * Lap records, which specifically refer to times set in a race, have proven notability, referenced in multiple sources. Qualifying records do not; they are just a statistic, and are not followed or recorded to any great extent. QueenCake (talk) 16:01, 27 February 2017 (UTC)
 * If you are defending the table, and re-inserting after deletion, then by definition, you do care. --Falcadore (talk) 23:49, 28 February 2017 (UTC)
 * As mentioned previously - lap records are available in the circuit details template at top right. The template is expandable for older versions of the circuit - duplication is unneccessary --Falcadore (talk) 01:46, 5 March 2017 (UTC)

Rather big error in History (1963)
Text reads: Clark was to win the British Grand Prix when it returned to Silverstone in 1963, driving the Lotus-Climax 25. By now, even Ferrari had succumbed to the rear-engined layout,

Ferrari adopted the rear-engine layout in 1961 and dominated, winning the World Championship. Ref: https://en.wikipedia.org/wiki/Ferrari_156_F1 Recommend delete this sentence. Kcrossle (talk) 18:08, 16 July 2019 (UTC)

Citation reference for the nickname in the infobox
Per wp:lead cite, it is not essential to cite everything in the lead if is cited in the body. This may be extended to the infobox. The formatting of the nickname in the infobox is controlled by the template and consequently the ref tag must be big and ugly. The solution is not to try to fight with the template but transfer the citation to body text. --John Maynard Friedman (talk) 12:34, 28 May 2020 (UTC)

Tone
I think this article is way too long, and in general very badly written. I have just edited two of the sections, but while I have fixed many of the grammar errors, use of cliches and idioms, misuse of commas and generally unencyclopaedic tone, I have not addressed the issue of length.

I think one needs to think about what this article should actually contain. The text under "History" adds up to nearly 10,000 words, with many excessively detailed descriptions of individual events. I think it should be cut to more like 1,000 words, with the emphasis being on the circuit itself rather than the events. So, basically, I think it needs entirely rewriting. Does anyone disagree? Cinagroni (talk) 10:48, 13 December 2020 (UTC)

A Commons file used on this page or its Wikidata item has been nominated for deletion
The following Wikimedia Commons file used on this page or its Wikidata item has been nominated for deletion: Participate in the deletion discussion at the. —Community Tech bot (talk) 03:54, 16 April 2021 (UTC)
 * Alonso Räikkönen 2005 British Grand Prix.jpg

The Silverstone track chart
need some update on the track chart, because it's confusing and it's still using 2007 version.Jacxgarrett (talk) 11:33, 25 April 2021 (UTC)
 * How is it confusing. Additionally (if your talking about the infobox) thats the current version, not the 2007 version. SSSB (talk) 18:15, 25 April 2021 (UTC)
 * I think that's because I've reverted it to the current version since the comment was made. Ian Dalziel (talk) 18:54, 25 April 2021 (UTC)

Section for "Notable" crashes
I was searching to see whether Verstappen's Crash (Crashtappen lol) with Hamilton at the fastest corner (I think) was here. But there wasn't so I think it would be a good idea to include those. --LostCitrationHunter (talk) 07:53, 19 October 2021 (UTC)

 * Adding notable crashes is only WP:DUE if the circuit played a part in what makes them notable. As the notabillity of the Verstappen-Hamilton contact isn't affected by the circuit, it isn't relevant here. SSSB (talk) 08:42, 19 October 2021 (UTC)

title: Talk:Silverstone Circuit


text:
Talk:Watkins Glen International

Historic building fire
The historic building known as "The Glen Club" located on the inside of the esses was burnt down in a fire the other day. Is it worth adding this to the article, and if so, feel free to do it. Here's a source should you need it.

Fire destroys Watkins Glen clubAfro dud 10:17, 8 March 2007 (UTC)

Infobox usage
Should the Formula 1 racetrack infobox used here be replaced by the Nascar racetrack infobox used elsewhere? This track isn't used for F1 racing anymore, so it might make sense to convert it into the Nascar infobox style. Most of the info stays the same, but it should probably be done. Anyone disagree? --Mtjaws 21:49, 24 June 2007 (UTC)

11 or 12 turns?
Everywhere else outside of wikipedia I see the turn numbering ending in 11, with the "bus stop" (added in 1990) not counted as a turn (for historical reasons). eg http://www.trackpedia.com/wiki/Watkins_Glen#Track_Map. Also see http://www.theglen.com/documents/wgi_1_introduction.pdf the final two turns are named "Turn 10" and "Turn 11".

does anyone have a reason why the picture assigns number 5 to the bus stop?

 * I don't know. The turn numbering has (in most sources) been left as it was before the addition of the "bus stop", which arguably is four turns rather than one.  I haven't checked where this map came from.  (By the way, please sign your posts with four squigglies, four tildes, like ~ .)  We should look into this. Barno (talk) 14:57, 29 January 2008 (UTC)
 * (after research) The maps on the track maps page of the facility's website don't refer to the "bus stop" as "Turn 5", whether they're describing the short course (run by the Cup cars) or the long course with the Boot. I see that the map on our article was created by a Lithuanian Wikipedian, not provided by the track or one of the sanctioning bodies.  It appears that the most authoritative source shows our map to be incorrect.  So we need to do one of: (a) get the image's creator to edit the image (removing the numbers would be sufficient, since the numbering changes depending whether the short or long course is used); (b) make a new track diagram; (c) get permission from WGI to use one of their maps (converted to PNG format). Barno (talk) 00:03, 30 January 2008 (UTC)
 * I'm used to seeing the chicane counted as four turns. That would make the short course 12 turns and the long course 17 turns.Mustang6172 (talk) 21:05, 29 June 2008 (UTC)

Motorcycle racing
Watkins Glen was used for motorcycle racing, run by the America Association o Motorcycle Road Racing (AAMRR) at least once in the mid 60s. Why is this not mentioned?Jpg1954 (talk) 00:44, 5 July 2011 (UTC)

Starting flag
In the US Grand Prix section there is a reference to "Tex" Hopkins waving the national flag to start the race. Should be, in the US, the green flag, no? Kcrossle (talk) 18:49, 6 October 2012 (UTC)kcrossle

title: Talk:Watkins Glen International