2nd TACTICAL AIR FORCE
MEDIUM BOMBERS ASSOCIATION Incorporating 88, 98, 107, 180, 226, 305, 320, & 342 Squadrons 137 & 139 wings, 2 Group RAF
MBA Executive – United Kingdom Chairman/Liaison Norman Prowse 6 Kenwood Road, Edmonton, London N9 7Jd Telephone: 020 8803 2986
Secretary/Archivist Russell LeGross 15 Holland Park Drive, Hedworth Estate, Jarrow, Tyne & Wear NE32 4LL Telephone: 0191 4569840 E-mail: [email protected]
Treasurer Peter Webb Yewtree, Lower Road, Adgestone, Nr. Sandown, Isle of Wight PO36 0HL Telephone: 01983 408169 E-mail: [email protected]
Registrar John D. McDonald 35 Mansted Gardens, Chadwell Heath, Romford, Essex RM6 4ED Telephone: 020 8590 2524 E-mail: [email protected]
Newsletter Editor Peter Jenner 13 Squirrel Close, Sandhurst, Berks GU47 9Dl Telephone: 01252 877031 E-mail: [email protected]
MBA Executive - Canada Chairman/Newsletter Editor David Poissant 242 Harrowsmith Drive, Mississauga, ON L5R 1R2 Telephone: 905-568-0184 E-mail: [email protected]
Secretary/Treasurer Susan MacKenzie 406 Devine Street, Sarnia, ON N7T 1V5 Telephone: 519-332-2765 E-mail: [email protected]
Western Representative Ken Wright 2714 Keighley Road, Nanaimo, BC V9T 5X8 Telephone: 250-756-3138 E-mail: [email protected]
Eastern Representative Darrell Bing 75 Baroness Close, Hammond Plains, NS B4B 0B4 Telephone: 902-463-7419 E-mail: [email protected]
MBA Executive - Australia Secretary Tricia Williams PO Box 16, Ormond, Victoria, Australia 3204 Telephone: 03 9578 5390 E-mail: [email protected]
Dispersals is published February ● May ● August ● November
DISPERSALS ● CANADIAN CORNER February 2011
CHAIRMAN’S MESSAGE
HAPPY NEW YEAR! 2011 marks the 70th anniversary of the formation of the British Commonwealth Air Training Plan (BCATP) that, after a somewhat uneasy start, saw 136,849 aircrew members graduate from training schools across Canada...a truly astounding accomplishment. When the plan was first proposed in December of 1939 the RCAF could muster only about 4,000 men in total! In a very short time Canadian training personnel would number 33,000 air force plus 6,000 civilians.
It was expected of them to be capable, by April of 1942, of turning out 1,500 aircrew every four weeks, or 19,500 a year...figures that would be exceeded. The evidence of their success is in the ranks of our veteran members and their comrades from across the Commonwealth, the US and the many other countries that joined the RAF, RAAF, RNZAF and RCAF in the fight against tyranny.
We’ll be presenting BCATP articles and stories throughout this year so please, send us your recollections to be included...we’re looking forward to them!
On the next page you’ll read of the loss of Lionel ‘Hank’ Hastings, a graduate of the BCATP and veteran Observer of 98 Squadron. We learned of his passing just recently and I take this opportunity to remind all: please do not assume we’re aware of all pertinent news stories; when you hear important or interesting news, please let us know...we’d much rather hear it reported two or three times than to not hear it at all! Addresses, email and phone number details are all listed on the inside front cover.
As you were,
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DR. LIONEL EDWARD ‘HANK’ HASTINGS (O - 98)
Dr. Lionel Edward ‘Hank’ Hastings, DDS, FPFA, FADI died 27 September 2010 in Regina, Saskatchewan aged 87 years.
Hank was born and raised in York Township, Ontario and joined the RCAF after graduating from Toronto Normal School in 1942. His BCATP training path included No. 1 Initial Training School (Toronto, ON), where he received a gold ID bracelet for the highest academic standing; graduated as an Observer at No 10 Air Observer School in Chatham, NB and No. 34 Operational Training Unit (Pennfield Ridge, NB) where he crewed up with F/L J. Knowlton (Pilot), F/O E. Eppstadt (AG) and W/O P. Perry (WAG). It
Hank • Dunsfold, 1944 was then overseas in 1943 and onto Dunsfold, Surrey where he and crew became part of 98 Squadron RAF.
After a tour of fifty operations, Hank was part of a crew flying 2TAF Communications personnel to Brussels when they crashed at Courtrai, Belgium 15 Oct 44. He was hospitalized in Queen Victoria Hospital in East Grinstead, West Sussex where Dr. Sir Archibald McIndoe and Dr. A. Ross Tilley developed innovative reconstructive surgical techniques for the many air crew terribly disfigured in aircraft crashes and fires. All the patients were, as Hank often explained, “fried, mashed or hash-browned.” Hank’s ‘Sneezy’ crew: Eppstadt, Perry, Hastings, injury was ‘mashed’: 32 facial fractures, 3 spinal fractures Knowlton • Dunsfold, 1944 and a leg fracture. He spent a total of seven months hospitalized, including time in Canada, before returning to service.
Hank’s injuries and subsequent treatment qualified him for membership in the rather exclusive ‘Guinea Pig’ Club, so named by the airmen themselves, aware of the successful experiments of which they were a part. He wore his winged Guinea Pig pin proudly.
After the war Hank entered University of Toronto and graduated from the faculty of dentistry in 1950. He married Mary Orr in 1951, moved to Thunder Bay to practise and became, among many other distinguished positions, President of the Ontario Dental Association before moving his practise to Regina, SK in 1974. He lectured at Shandong Medical University, Jinan, China after retiring in 1988.
2 That was the year Hank, Johnny MacKenzie, Dr. Milt Francis, Bill Fee and Bob Fowler O.C. formed the Canadian Wing of 2TAF Medium Bombers Association; Hank was named Chairman, a post he held until 2002.
Dr Hastings led our Association with the same vitality he exhibited in his RCAF service and in his much-distinguished career. Hank could always be counted on for valued opinion and guidance, even after he relinquished the Chair in 2002.
We miss him.
MARY CAROL (ORR) HASTINGS
Mary Carol Hastings, beloved wife and constant companion of Lionel, passed away peacefully at the age of 85 on 24 March 2009 at the Regina General Hospital in Regina, Saskatchewan. Mary was born in Toronto, ON where she graduated from Victoria College at University of Toronto (Home Economics) in 1950. She met Lionel (Hank) while at school, married in 1951 and moved to Thunder Bay where she surrounded herself with family, friends, church and community. When the family moved to Regina in 1974 she continued to be active with her church, her heritage as a United Empire Loyalist and many other volunteer activities.
Mary was a kind, gentle and most gracious lady, who held a Hank and Mary at awards ceremony; deep-seated loyalty to her husband, family and friends. 2004 MBA reunion in Edmonton, AB
F. WILLIAM ‘BILL’ LOHR (P - 98)
F. William ‘Bill’ Lohr passed peacefully 25 February 2007 aged 84 at The Vista Park Lodge in Winnipeg. Bill completed a tour of Operations with 98 Squadron, flying from Dunsfold, Surrey and Melsbroek, Belgium. He joined the Winnipeg Fire Department in 1949 and served until his retirement in 1987, when he was District Chief. Bill was a quiet, unassuming man whose other skills
included carpentry, cabinet-making and wine-making. Lynda Bill (right) with Ray Park ‐ Dunsfold Lougheed, daughter of Ernie McGowan (P-180) deceased, brought July ‘44 us up to date on Bill’s passing as she informed us that his wife Audrey had recently died.
3 AUDREY (RICHARDSON) LOHR
Audrey Lohr passed away peacefully on 18 October 2010 at the age of 85, predeceased by her husband Bill and sister Norma. She lived in Winnipeg and retired from Manitoba Pool Elevators in 1981; she loved being at home, singing with the music and baking. Her friends loved to come to her home for a square dance party, the best part being the food afterward.
A celebration of her life was held 29 October in the Park Funeral Home, Winnipeg, MB.
MEMBERSHIP UPDATE
Ken Harrison (WAG - 98) • Not Up To Snuff
Gwen Harrison informed us that husband Ken is in hospital with three crushed vertebrae, a very painful injury. Gwen and I could not talk long, so I don’t have more detail, but I did ask her to carry our well wishes to Ken. If you’d like to send ‘Get Well’ wishes their address is: Ken & Gwen Harrison 3651 Albert Street (#221) Regina, SK S4S 0A3
P. Logan Morrison (AG - 180) • New Address
Logan Morrison notified Susan of his new address: P.L. Morrison Room B6 Auxillary Manor Hardyview Box 2647, 7649 – 22nd Street Grand Forks, BC V0H 1H0
A New Year’s wish from Jan Kloos (NAV/B-320) “Dear God: All I ask for in 2011 is a big fat bank account and a slim body. Please don’t mix these up like you did last year”.
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The British Commonwealth Air Training Plan In 2011, Vintage Wings of Canada will pay tribute to one of the greatest military and industrial achievements in Canada, indeed the world, during the Second World War. The British Commonwealth Air Training Plan (BCATP) was a stunning achievement in planning, construction, community involvement and aircrew training that involved every province of Canada, hundreds of small and medium sized communities across the country, and hundreds of thousands of airmen from Canada, the British Commonwealth and the United States of America.
Harvard IV • Fleet Finch II • Fairchild Cornell Mk II • de Havilland Tiger Moth
The appearance schedule for those four actual BCATP aircraft will see them in June at Rockcliffe Airport in Ottawa for the Classic Air Rally, then onto Langley, British Columbia for the COPA (Canadian Owners and Pilots Association) convention. July will be busy: they’ll visit Alberta Aviation Museum in Edmonton and the Reynolds Museum (Home of the Canadian Aviation Hall of Fame) at Wetaskiwin, Alberta. Then it’s on to Calgary (Stampede), Nanton and Vulcan, Alberta followed by Moosejaw and Regina in Saskatchewan. Manitoba stops will be Brandon and Winnipeg before travelling to the Oshkosh Wisconsin show.
August: in Ontario, they attend the Gathering of Classics at Edenvale, and the Canadian Warplane Heritage Museum at Mount Hope. Next stops are the Webster Memorial Trophy (at Grondair in Beauce, Québec) and the Atlantic International Air Show in Summerside, Prince Edward Island. In September they exhibit at Stanley, Nova Scotia before returning home to Gatineau, Québec for the ‘Wings over Gatineau’ Air Show (17-18 Sep).
To learn more about Vintage Wings visit their website at http://www.vintagewings.ca
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The following article was first published in our summer 2006 Newsletter; we’re including it here, as its information ties nicely with the ‘Mitchells at Arnhem’ article also in this issue.
Finding W/O Bowmaster David Poissant
“Bowmaster” was the caption of a photo given to me by Pete Ryan; it was part of his large collection of WWII snaps taken during his RCAF service. Pete, who flew as Observer with my Dad (Cy Poissant - Pilot), didn’t know Bowmaster’s first name; “we all just called him Bowmaster.” Dad said the same, as did Fred Bing, the Wireless Operator/Air Gunner (WAG) in Dad’s crew. They knew Bowmaster had been shot down, but nothing of his fate. All were members of the RCAF flying with the RAF’s 98 Squadron, part of the 2nd Tactical Air Force that was formed to support Allied Ground Forces in Europe. The photo shows Bowmaster next to the rear crew ladder of a 98 Squadron B-25, as Fred Bing is about to climb into the Mitchell. It’s an RAF photo (PL30967) taken at RAF base Dunsfold, Surrey in July of 1944. Both men are kitted out in parachute harness, flight helmet, and oxygen mask; intercom cords are in hand.
While transcribing 98 Sqn Operations Records W/O ‘Frank’ Bowmaster (left) & Sgt Fred Bing Books (ORB), I discovered a crew comprised of Pilot F/S B.L. Williams, Navigator F/O T.J. Lennie, WAG W/O H.F. Bowmaster and Air Gunner F/S J.B.P. Roach. They flew their first operation 15 July 44 in Mitchell serial #FW164 (VO-Q). With seventeen other 98 Sqn crews, and led by W/C G.J.C. Paul, they were to attack an enemy strong point South of Caen but were forced by “towering cumulus up to 15,000 feet” to return without bombing. They would go on to a total of 26 operations; Johnny MacKenzie flew with them as the ‘fifth man’ on 19 Aug 44 in VO-S and George Olson joined them twice (both ops were on 26 Aug 44) in VO-T and VO-V. On 25 Sep 44, their 26th operation, Williams, Lennie, Bowmaster and F/L C.B. Carter (in place of Roach), were shot down flying Mitchell FW194 (VO-N) near Arnhem. 98 Sqn ORB details for that day note:
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“The target for this afternoon’s operation was a strong point at location 721805. Only 11 aircraft out of the 12 bombed, as ‘S’ did not take off due to magneto trouble. The crew took off later in another aircraft (‘K’) but could not catch up with the others, so returned. Bombing took place from 10,000 feet and a good concentration of bombs was seen to fall close to a building marked with a red X. Fires were seen to start in the target area. Some enemy FW190s attacked our aircraft. ‘N’ (FW194) and ‘Y’ (FW211) were shot down. The crews are reported as missing. The Navigator of aircraft ‘P’ was wounded in the right leg by flak and subsequently taken to the 9th Canadian General Hospital. Intense accurate heavy flak was met N. and W. of Arnhem and slight inaccurate heavy flak at Dunkirk. Leaflets were dropped.” The other crew (aircraft ‘Y’) lost on that operation were P/O S. Harrison, F/O G.R. Munton, F/S H.M. Nottle, and F/S R.G. Taylor. “2nd Tactical Air Force” (Christopher Shores and Chris Thomas, authors) details all 2nd TAF claims and losses. Information for the 2 crews lost on the operation above is that except for Bowmaster and Taylor, all were killed. F/S Taylor is listed as POW; no fate is given for W/O Bowmaster. My query to friends in the UK saw Russ Legross, Focke-Wulf FW-190 archivist for the 2nd Tactical Air Force, Medium Bombers Association, respond: P/O H.F. Bowmaster, from Calgary Alberta, had been held as POW #118006; from the publication “They Shall Grow Not Old” by the Commonwealth Air Training Plan Museum in Brandon, Manitoba. I have since obtained a copy of that most informative book. A quick Internet search of Alberta turned up an obituary for a Freda Bowmaster, predeceased by her husband Frank and survived by a son, Ken of High River, Alberta. Could the ‘F’ in H.F. be Frank? Another Internet search turned up Ken’s telephone number and twenty minutes later I knew the full name of Henry Frank Bowmaster (known as Frank), as well as many more details of a harrowing experience. After Frank was reported missing, his wife, Freda, was left to wonder was he alive? Had he been killed? Captured? About four weeks later, while attending the Palace theatre in Calgary, Freda saw a newsreel of Allied prisoners receiving Red Cross parcels in a German POW camp. Frank appeared on the screen...alive! He was in Stalag VIIIC near Sagan, Germany, where he spent the balance of the war. The remainder of his crew were killed when the FWs attacked their aircraft; Frank had to parachute from the Mitchell and was captured on the ground. He spent time in a couple of other POW camps before being transferred to Stalag VIIIC by German train. During that transfer, Frank and
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another prisoner jumped from the train at a station stop and made a run for it; the German machine gunners were too quick and Frank’s partner was shot dead. Frank was recaptured and put back on the train to Stalag VIIIC. His promotion to Pilot Officer came through during his time there. After the war’s end he of course returned to Canada and Calgary, reunited with Freda and had a son, Ken. Frank worked at Crystal Dairies, which eventually became Silverwoods, and worked his way up to Regional Manager. He took up flying as a hobby in 1974 and earned his pilot’s licence. Frank died in the crash of a private plane at Irricanna, Alberta in 1979. F/S Bruce Llewellyn Williams, Pilot of Frank’s last operation, was a 21-year-old member of the Royal Australian Air Force. F/O Thomas John Lennie, Navigator, was 31-years old and also in the RAAF; both are interred in the Arnhem Oosterbeek War Cemetery where The Commonwealth War Graves Commission cares for their graves in perpetuity. There is no known grave for F/L Charles Bindon Carter, Air Gunner, 25 years of age and a member of the Royal Air Force Volunteer Reserve. He is honoured on the Runnymede Memorial in Surrey, England where 20,337 Commonwealth Airmen with no known graves are remembered. Of the other aircraft (VO-Y) shot down that day, P/O Stanley Harrison (Pilot) RAF, F/O George Robert Munton (NavB) RAF and P/O Harold Morris Nottle (AG) RAAF were all buried in Jonkerbos War Cemetery at Gelderland, Netherlands; in the care of the Commonwealth War Graves Commission. F/S R.G. Taylor (WAG) RAF was captured and interned at Stalag Luft VI at Heydekrug, Germany.
IT’S A ‘RUSSKI’ The craftsmen at Aero Trader have turned out another B-25 gem; this one reflecting the markings of B-25J ‘Night Attack’ Mitchells that joined Russian forces under the terms of lend-lease during WWII.
A part of the growing Rod Lewis collection in San Antonio, Texas, 44-30456 came through a number of owners after the war, performed various duties and once sported ‘Silver Lady’ livery. Rod Lewis bought and turned her over to Aero Trader in 2007 for restoration and the result, released on 15 July 2010, is a head-turner to say the least! Only in Russian markings will you see a camouflage paint job in gloss finish; exterior
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restoration is authentic but the interior sports modern avionics to allow regular IFR flights and quilted padding on the walls reduces noise and blunts those sharp bits that tear at passers-by. The attention to detail in the restoration is incredible...even for Aero Trader who have raised ‘attention to detail’ to the level of art form. Carl Scholl, after test- flying this new bird with partner Tony Ritzman, remarked “this is the smoothest Mitchell I have flown.”
There’s much more detail and a ton of photos of this ‘new’ Mitchell, in the Sep/Oct issue of Warbirds International.
Photos by Doug Fisher via Warbird Depot http://www.warbirddepot.com/default.asp Information from Warbirds International (September/October 2010)
BOSTON’S BACK IN THE SCHEDULE You’ll remember the Douglas A-20 that Aero Trader was working on for Steve Searle in Australia; we reported on it back in November, 2007. Work was halted on it shortly afterward and the aircraft was put into storage.
Good news! Carl Scholl of Aero Trader reports that the A-20 has been sold to Rod Lewis (of the Mitchell story above) and there’s a good chance she’ll be flying by the end of this year. Regrettably, for our Aussie members, it’s no longer headed for OZ; it’ll be flying out of San Antonio, Texas.
It’s buried in the hangar right now but will be pulled out for paint stripping next week; Carl will forward some progress photos for us then.
Just imagine...an A-20...flying! And with Aero Trader’s reputation for detail, it’ll be a beauty!
Photo from Warbirds International
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WHERE’S GRUMPY? David Poissant
Peter Jenner, our UK Editor, asked me what ‘Grumpy’ has been doing “over your continent” since leaving Duxford for residence with the Historic Flight Foundation at Paine Field in Mukilteo, Washington.
I knew she’s had a ‘full dance card’ but had little detail. John Sessions, the founder of the Historic Flight Foundation, was happy to provide 2010 details for us:
• April 16-18, 2010: Reunion of Doolittle Raiders (Dayton, Ohio) • May 15: Paine Field General Aviation Day and ‘Historic Flight’ open house • June 05: Joint fly day with Flying Heritage Collection (Paine Field) Part of the line‐up at the Doolittle Raiders Reunion...17 Mitchells featuring Mustangs flew in for the event at the National Air Force Museum. • June 19-20: Olympic Air Show (Olympia, Washington) • July 09-11: Arlington Air Show (Arlington, Washington) • July 17: Princeton Air Show (Princeton, British Columbia) • July 24: Joint fly day with Flying Heritage Collection (Paine Field) featuring biplanes • July 24-25: Inland Skyfest, Fairchild Air Force Base (Spokane, Washington) • August 06-08: Seafair Air Show (Seattle, Washington) • August 13-15: Abbotsford Air Show (Abbotsford, British Columbia) • August 28: Joint fly day with Flying Heritage Collection (Paine Field) featuring big round engines • September 04-06: Vintage Aircraft Weekend (Paine Field) • September 15-19: Reno International Air Race (Reno, Nevada)
John goes on to say that in addition to the full air show schedule, “We’ve received authorization to offer rides as a way to sustain Grumpy. We conducted a ground school last spring and so far have graduated two left-seat pilots. We will offer a second- in-command rating this winter. As a display, we let folks climb about with the instruction that it’s OK to grab anything painted yellow, but not OK to pull anything painted red.”
Visit Historic Flight at http://historicflight.org/hf/
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EXECUTIVE UPDATE
Ken Wright (P-180) • MBA (CANADA) Western Representative
I joined 180 Squadron in the spring of ’44 after the OTU at Pennfield Ridge. All I can say about Pennfield is that the Ventura was an awfully big, ugly aircraft to fly after our ‘dinky’ training aircraft, especially for a 20-year old skinny kid! It was there I met Stu Loutet and ‘Curly’ Stones (98 Squadron), both of whom lived on the west coast. Stu ended up in Nanaimo BC and we kept up our friendship until he died.
My crew in ‘B’ flight included ‘Hank’ Clarke, my observer, 10 years older than the rest of us. He was a good singer and had a copy of all the songs (which you wouldn’t sing at home!). Each time we had a ‘thrash’ in the officers mess tent, I would bring him over to lead us. S/Ldr Ken Fisher asked me “why is he a Flight Sergeant?” He was commissioned within the month, so we figured that he finally made his voice pay off!
After a few day trips, along came D-Day – a night op! I think we were one of the few who were able to drop our bombs because of the terrible weather. Hank insisted that he saw the target! One week later I had my 21st birthday.
On the ‘Battle Order’ for Aug 25 (my 47th trip) I was to lead ‘Grey Box’...first time! It was disappointing in that F/Sgt Lewis on my port side pulled away over the Channel, never to be seen again...
Completed our tour by September 01. Stu Loutet and I were posted to Finmere OTU while our crews were sent home. In Nov we were posted to a Flying Instructors School, #3 Lulsgate Bottom (now Bristol Airport), flying Oxfords, and then back to Finmere as staff pilots and instructors.
Back home in Nanaimo, BC by summer ’45. Did BC coast commercial flying (Cessnas and Beavers) for the next 35 years! Married in 1946, had 3 daughters before a son was born. I lost Joan to cancer in 2003 and Wendy (first daughter) 2 years later. I now have 10 grandchildren, all living here on Vancouver Island.
Lil and I are enjoying ourselves and keeping fairly well. Ken and Lil at 2ndTAF MBA Reunion in Cheers! Calgary, Alberta ‐ 2008. Ken.
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Editor’s note: The 180 Sqn ORB report of the 25 Aug 44 Op when F/S Lewis lost his life: “One of our aircraft ‘T’ HD316 (F/Sgt Lewis) was forced to ditch 12 miles south of Beachy Head through engine trouble on the way in to the target. On ditching, only the navigator was able to get out, the pilot floated out (still alive). When the aircraft sank two other bodies came to the surface (F/Sgt Curtis, Sgt O’Brien). F/Sgt Curtis was still alive but very badly injured. Sgt O’Brien’s face was unrecognizable. The navigator (F/O Hodder) did all he could to assist the others, but both had died before a WALRUS aircraft (277 Squadron) picked them up three hours after ditching. F/O Hodder was eventually admitted to Shortlands Hospital, Shoreham with slight concussion. (F/Sgt Walters went down with the aircraft.)”
F/S William Radcliff Lewis Pilot (RNZAF) of Auckland City, New Zealand; F/S Kenneth George Curtis WAG (RNZAF) of Wakefield, Nelson, New Zealand and Sgt Lawrence O’Brien AG (RAF) of Newcastle-on-Tyne, England are buried in Brookwood Military Cemetery in Surrey where the Commonwealth War Graves Commission tends their graves in perpetuity. F/S Henry George Walters AG (RNZAF) of New Zealand is remembered by name (on panel 264) of the Runnymede Memorial in Surrey where 20,332 airmen who were lost in the Second World War during operations from bases in the United Kingdom and North and Western Europe and who have no known graves are commemorated.
320 Squadron Mitchells with 602 Squadron Spitfire escort engaging FW190s Computer-generated painting by Dutch Artist Wiek Luiken http://www.luijken.com/?page_id=450
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DISPERSALS • UK • EUROPE • AUSTRALIA
LAST POST Going from knowing to remembering is not easy; may you enjoy remembering.
That stalwart founder member of the Canadian Wing, Observer HANK HASTINGS, is well remembered on both sides of The Atlantic, especially and regretfully so in this quarter’s Canadian Corner.
It is sad to learn that KEITH PENDRAY, an Observer with 226 Squadron, died on 19th November 2010 there cannot be many of the ‘Flying Os’ still with us; he was one who held the distinction for so long.
Rigger (AMA), founder member of 98 Squadron and with them to the Squadron’s end, FRED HALSEY died on October 2nd. If 137/139 Wing Association and Air Commodore Paul exist somewhere they will remember him.
WE WILL REMEMBER THEM
THE ELEVENTH HOUR OF 11.11.2010
The moment of Remembrance was marked by the Staff of Dunsfold Park and of Reg Day’s Museum at the new Memorial Plinth and Garden. The weather was, to say the least, unkinnd but wreaths were laid byy Jim McAllister (Chief Exec Dunsfold Park Ltd) and Gerry Forristal, from
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our Association, 137/139 Wing All Ranks Association, Friends of Dunsfold 139 Wing and Dunsfold Park Ltd.
The international flags were stretched to their greatest visibility by the wind and the wreaths restrained; even without the boom of a pre-war maroon, the proper time was respected.
Thanks to Terry Batchelor for the wet, post silence photograph on the cover and to Dunsfold Park website for that above
TWO (LITTLE) MEN KEEP THEM FLYING With apologies to those ‘Two Little Boys’ from Oz.
Fred’s R.I.P. card, which came in one of Reg Day’s Christmas cards, underlined a long and very real comradeship; he kind that was the golden lining to the clouds of war. From wrapping civvies into brown paper parcels in the shadow of Cardington’s airship shed to getting demob suits, they shared the same billets and remained mates. A shared wooden hut there and on to a civvy billet in Boston; to be stamped into RAF Aircraftmen and to head toward becoming Air Mechanics; one Airframes, the other, Engines. Leaving the well-pounded streets they went to the same hut at the RAF School of Technical Training, St. Athan. Each covering his own Course but living the same lives; they passed the final exams and met the RAF March Past music for the first time, tannoyed across the parade ground for the ‘Passing Out’ Parade. After a week’s leave they met up again to do nothing at an almost deserted RAF West Raynham. Then 98 and 180 Squadrons were both re-formed. They shared the same mud at the new Foulsham and stayed together in 98, even to the extent of both being in ‘A’ Flight...and in the same billet. Here they met a big aircraft which did not stick its nose in the air; the B-25 Mitchell, horizontal on its three legs. The Squadron was brought up to operational standard and they had real jobs; with the aircraft going off to France with a refuelling stop in Cornwall. In due course they flew with their own aircraft to Dunsfold, from whence the Wing was handy to “Soften up Europe.” Fred and Reg were again in the same hut on number 4 site on the Godalming Road. Through the lead in, the actual invasion and the Tactical plus Noball targets until there was room behind the Armies to go to B.58 airfield along that strange circuitous route by truck, Tilbury and tossing LST, to Melsbroek in Belgium -- now Brussels International Airport. The white mine marking tapes and the nearness to the front were shared new experiences. Even more unappreciated was the New Year’s Day visit in 1945 by the
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Luftwaffe. After which Reg required humanframe maintenance of a medical nature and so left Fred with his airframe for a while. A train journey took them to Achmer in Germany; to become hailed by Churchill as “RAF bomber Squadrons stationed in The Fatherland”. Tents and mosquitoes; also VE Day and a minimal bottle of beer. They travelled together back to Melsbroek where they converted to Mosquitos; DH ones. These they took to Wahn, neaar Cologne, to an ex-SS camp used for displaced persons; a camp which by then required sanitising. Fred was demobbed first under Class B release. Via Squires Gate for those suits and into the victorious bleakness of Civvy Street. Both were instrumental in the formation of 137 & 139 Wings All Ranks Association inaugurated with archive films at the Hendon R.A.F. Museum. Here Fred and Air Commodore Chris Paul met up again; Fred having rigged Paul’s brooom-bearing B-25. Both Mechanics went to A.C. Paul’s memorial service at Arlesford, where he had lived and where both the long term friends had visited him. Since when both have kept in touch as two of the 98 originals (TOP LEFT AND BOTTOM RIGHT) as you look at them in the accompanying crew photo.
SWEET TEARS
Sarah Morris sent the following account of her visit to Vitry en Artois; it is now the Post Script to her book ‘Bill Morris, A Lucky Life: ---
I had thought that I had reached the end of Bill’s story - then I received an invitation from the Mayor of Brebières in northern France to attend the annual ceremonies held there in honour of Groupe Lorraine!
So, on 17 October 2010 my son, his wife and I found ourselves in France on a sunny but bitterly cold day. I felt so proud and honoured that we had been invited to such a special gathering and we got a wonderful welcome from everyone involved.
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The day’s events began with a Mass at St Vaast followed by a military ceremony in the church grounds. We then drove to the site of Vitry-en-Artois air base where we laid flowers at the monument that marked the landing of Groupe Lorrane in France 66 years earlier to the day. The British Legion in Bolton had very kindly given me an RAF poppy wreath to take on behalf of the 2nd Tactical Air Force Medium Bombers Association. I became quite emotional and the tears flowed as we laid the poppy wreath alongside our family arrangement of English roses in memory of Bill and his crew.
Two English speaking French couples took us under their wing and later treated us to a meal at a nearby restaurant which had been used as the Officers’ Mess by the Luftwaffe - until they had been obliged to vacate the premises in 1944! The food and champagne were excellent and we enjoyed three and half hours of fascinating conversation with our charming hosts. Roland was in the Resistance as a teenager and his first mission had been to help a downed Spitfire pilot make his way back to England. He later helped other Allied airmen and soldiers before he escaped across the Channel himself, eventually fulfilling his ambition to train as a pilot with 342 Squadron. His elegant wife, Fortuna, had served as a WAAF. David - a Scot - was also a Wartime RAF pilot and had married a Frenchwoman, Janine. As we left and said our tearful goodbyes we promised to keep in touch and meet up in Paris where they now live.
It was a wonderful experience and I am sure that Bill was watching over us all, giving us the ‘thumbs up’! Pictures; wreath-laying from www.daily motion.com/video/xfdext_66e-ceremonmie-du-groupe-lorraine, which is webcam coverage of the occasion; and of the memorial from the Morris family. They are seen about to lay the Association’s wreath]
LANCASHIRE LAD IN LORRRAINE
SARAH Morris and her grandson Richard were with us at the re-union. In the front of her mind were Bill -- and the book she had written about ‘A Lucky Life’, ‘The Wartime Adventures of a Lancashire Lad’, now in print. Bill was a WOp/AG with the Bostons of both 88 and 342, Lorraine Squadrons, so his story has International connections. He wore his FAFL lapel badge, presented by Gen Gueguen, with pride. He died on St. George’s Day 2009. Sarah says, “I wanted to share my husband Bill’s story because I am very proud of what he did…I have learned many things about his experiences
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with the RAF [For most of his life he rarely spoke about his experiences]. His story is one that was lived through by thousands of young men -- but all of their experiences were unique.” Which sums it up; a straight forward but valuable story told with love. And thank goodness for its telling. The atmosphere at the re-unions is created by comrades; an atmosphere that rarely exists to such depth and must not be forgotten; the relationship of my crew and my ground crew is a ‘kaa’ that the generations who, because of its outcome, live the way they do; when even in hard times we can grumble out loud; should know about and revere. Sarah Morris has provided a knob of understanding; may it flavour the thoughts of young and younger. ‘Bill Morris - A Lucky Life’ is an account of one man's wartime exploits in the RAF - in many ways similar to the shared experiences of thousands of others, but as with all of those young lives, totally unique and worth recounting Born into a poor working class family in Bolton in 1921, Bill Morris was destined to spend his life working in a cotton mill until the Second World War intervened. He joined the RAF in 1941 and volunteered for aircrew duty as a pilot - only to be told that his legs were too short! Undeterred, he trained as a Wireless Operator/Air Gunner - an occupation that few of his contemporaries survived. He served in the 2nd Tactical Air Force with 88 and 342 Squadrons flying operations over northern France from 1943 to 1944. Bill was one of the lucky ones. Not only did he live to tell the tale but his War also involved attacking German V1 flying bomb launch sites, joining a Free French squadron, rubbing shoulders with Eisenhower and King George - and taking part in an Operation on D Day that officially never happened. He also found time to court the girl of his dreams! A ‘lucky life’ indeed.
The book is available through either Sarah at 32 SPINNING FIELDS, BOLTON, LANCS., BL1 3BB or Brian Mills, (Designer and Editor) [email protected] at £ 8.99 including UK postage etc. Once Sarah’s expenses are covered profit will go to SAFA & Dementia charities.
ARCHIVISTS REPORT 100 Russell Legross In opening my report for this issue I would like to take this opportunity to wish all of our members a Happy, prosperous and especially a healthy New Year Hopefully this year will bring further recollections of the exploits of the Squadrons of 2nd TAF. I have received from John Clifton details of his involvement in an Op in September 1944 which was to destroy barges which were to be used for the escape of the Germans from the islands around Breskins/Flushing. John’s comments on this particular Op were as follows “This was a fairly short trip with the usual flak but we were in and out fairly quickly.” During this period further Ops were carried out in Scheldt area with devastating effect to the enemy.
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Tom Brady has also sent me details of his Ops in the Venlo area in November 1944 especially the Op by 226 Sqdn on the 4th November his log book reads “Heavy accurate flak 2 Gunners from Sgt Lorkins crew killed. Bridge pranged.” Sgt. Lorkin’s aircraft was hit in the starboard engine and crash-landed killing the two gunners Flt. Sgt. TV Flint RCAF and Sgt. R.A. Smith RCAF. Both are buried at Groesbeeke Canadian War Cemetery. At the AGM in October it was decided that an oil painting of a B25 Mitchell in flight near Lincoln Cathedral which had been donated to the Association by Russ Haynes, whose father had flown in the aircraft depicted, be passed to the Reg Day Memorial Museum at Dunsfold. Before passing over to Reg it was also agreed that the Association try to obtain a print copy of this painting and I am pleased to inform members that we are now in a position to offer members, thanks to Harry Merrick a copy of the B25 Mitchell FL675. A photograph of the painting is part of my report. It has been proposed that any member wishing to purchase a copy contact me and we as an Association will then place an order with the printer. The print will be unframed for ease of handling and it has been suggested that the initial purchase would cost in the region of £25. This will include postage and packing. It is envisaged that as soon as we have some orders we will contact the Printer and he will deal with the order. Obviously the bigger the order the cheaper the print will be. Once I have some orders I will make contact with those people to ask for payment before the order goes through. I understand that the RAF Museum at Hendon have now been able to obtain a Douglas A-20G which I believe was in Australia. Members who flew the Boston may be interested to know about this, however at the moment very little information is available as not much has been forthcoming since our Reunion. If anyone has any further news please let me know. Russ
REGISTRAR’S REPORT John MacDonald
DEATHS Hank Hastings (O-98) on September 27, 2010 His wife Mary Hastings on March 24, 2009 Keith Pendray (NAV-226) on November 19, 2010
UNKOWN ADDRESS Mr. A. Eaton of Banff’s last newsletter was returned to me marked “Gone away” – if any member has information about Mr. Eaton I would ask them to contact me.
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BIG NIG
The Havoc/Boston due to be displayed in the R.A.F. Hendon Museum is still in Australia. ETA Inauguration is July 2011…Latest from Hendon
EXODUS IN THE CENTURION’S MANNA
The 1650th anniversary of AD 360 when the Barbarian Huns were driven out of Roman Europe they operated a scorched earth policy. Food, crops, granaries were destroyed, leaving the inhabitants to starve.
Starvation was prevented by shipping grain from the British harvests. Emperor Julius had the use of 200 merchant ships which were slightly larger than the galleys; he had another 400 built. With these, grain was shipped to Europe, mainly via the Rhine.
The 65th anniversary of AD 1945 when the Nazi Huns had been driven out of Southern Holland rations were drastically cut in the Northern occupied territory; because of a Dutch railway strike (Requested by the Dutch Government in UK) around Market Garden time, what food there was the Germans allowed to be transported only by water. Although The Netherlands has an extensive canal system a severe winter had frozen them solid. An elderly couple I met who lived on the wrong side of the River Maas told of being lucky to have lived on a farm growing sugar beets; some of which they managed to keep from the enemy to use as their staple diet; a ‘far from tasty’ dish. The ‘Hongerwinter’. Bomber Command are said to have used 30 Squadrons of Lancs and Mossies and the U.S.A.A.F to drop 11,000 tons of food. [I have not yet found official entries, but were any 2nd T.A.F. Mossies or airfields used?]
On 29 Apr 45 the people of Holland heard the BBC announce: "Bombers of the Royal Air Force have just taken off from their bases in England to drop food supplies to the Dutch population in enemy-occupied territory”. The Lancasters flew at very low altitude (typically 500 ft or less) and at very slow speed. One Canadian pilot recalled: "flying by a windmill and people waved at us from its balcony. You understand, we had to look up to wave back!" Rear gunner "Tail End Charlie" Sgt. Ken Wood remembered: "People were everywhere - on the streets, on the roofs, leaning out of windows. They all had something to wave with; a handkerchief, a sheet - it was incredible”
Pbfoot again: Interesting facts I'm aware of was the now author Farley Mowat and a fellow officer of the Canadian ‘Hasty Pees’ regiment walked through German lines to attempt to get to see the German General Blaskowitz in hopes he would allow food drops, as far as I know the walk was not authorized but after more then a little booze they succeeded in getting the
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German’s permission. The first aircraft was RCAF** and it was a Lanc named ‘Bad Penny’ (always comes back); it was a test to see if the Germans would fire at the low level Lanc.*** They are restoring Lancaster FM 212 in Windsor Ontario in the markings of Bad Penny POSTED ON THE Warbirds Forum by ‘pbfoot’ in 2008
** Pilot Bob Opcott, RCAF; + Stan Jones RAF + 5 RCAF. *** Stan Jones says 50 ft over the DZ, < 500ft on the way.
<---- Under restoration to airworthy, but cost may prevent flight, at Windsor, ON.
Shades of Mick Manning - the story in a pupils’ book for Canadian children. ----->
STORIES FROM THE MUSEUM Peter Jennings
TB752 • LZ-F was Gate guardian at Manston when a group of Reading A.T.C. cadets visited. Their officers [see picture] engendered a considerable interest in the Spitfire, helping in the collection for its maintenance. This interest was welcomed by the then CO, Sqn/Ldr S.A. WARBURTON, who presented them with a signed photograph, now in Reg Day’s museum.
TB752 joined 66 Squadron at SCHIJNDEL [NL] in February 1945 as LZ-F and was soon attacking road and rail targets in a tactical role. On 26 Mar 45 it suffered a landing accident. After a repair it went to 403 RCAF l-r: W/O Geoff Setterfield, F/O Reg Day, Squadron -- No, not 430 who were formed at Hartford F/L Dave Butler, P/O Chris Fisher. Bridge and moved to Dunsfold -- who were an ex- Manston Squadron. 403 used it to destroy an Me109, an FW189 annd an FW190. On 02 Aug 49 it was sent for storage but did take part in the Battle of Britain display at Scampton in September 1949 [preceding the Red Arrows]. Its next move was into Civvy Street; an anti aircraft co-
20 operation unit at LLANBEDR. While it was there it was used in the filming of the film ‘Reach for the Sky’. From September 1955 until July 1978 it was at Manston, gate-guarding; by which time it was due for restoration. This was done by the Medway Aeronautical Society. September 1986 saw TB752 return to Manston in its original 66 Squadron colours, carrying LZ-F.
On his way to Dunsfold from LYNTON ON OUSE, in readiness for displaying at Wings and Wheels 2010, was F/L Steve McCann in a Tocano ZF171•LZ-R. On the way the Tocano developed a fault and was hangared at Dunsfold to await an RAF mechanic. F/L McCann returned with him to be ready to fly LZ-R back. Hence September 2010 saw a surprise visit of F/L Steve McCann to the Museum; while waiting for the work to be carried out he heard about Reg’s Museum and discovered how interesting it is and seeing the picture there of LZ-F.
A LZy life………………...... in which you can dream ------>
PETITION OUTCOME REGARDING THE DUTCH B-25 KNOWN AS ‘SARINAH’
Hein Koudijs’ account of this meeting was in the November Dispersals; he also sent this picture and the following message: Some days ago the boards of both the Royal Air Force Historical Flight and the Duke of Brabant Air Force sat suddenly together and finally came to an agreement to merge both organisations again in order to keep the B-25 in flying condition. In the attachment you will find the communiqué, released on this subject. I am sure that it is thanks to your great support and of all the people around the world as well, that both Sydney deKadt hands the book of organisations finally have found each other in the petitions to General Jansen. intentions as laid down in the attachment. Your reaction and of all your fellow veterans and their families have clearly shown the importance of a flying B-25 for aviation heritage. Moreover you made it evident that the people, who flew the B-25, maintained her, worked with her in other ways or even lost relatives in those war years, are an indissoluble part of that same heritage. Therefore the entire “SARINAH” crew wants to thank you and all those who signed the petition, for this indispensable and heartwarming support.
Hein and Coert Munk both sent copies of the Declaration:--
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HAPPY NEW YEAR IN CELEBRATION OF THE BCATP/EATS
1941, 70 years ago saw the expansive start of the aircrew training outside the dodgy skies of the UK. The previous edition carried the story of Pennfield Ridge and its Venturas. Across the Commonwealth training bases were blooming, many pollinated by the ubiquitous D.H. Tiger Moth. Heaton Park, UK saw erks and CW Candidates leave for Canada, Southern Rhodesia and South Africa. Prolific in many parts and various climes; for example Alberta spawned 1 ITS, 6 EFTSs, 7 SFTSs, 2 AOSs, 1 WS AND a Flying Instructor School. It is no surprise, therefore that the Calgary Air Museum has a ‘yellow corner’ dedicated to the BCATPlan. The picture gives glimpses of various training aircraft. The Canadian climate brought forth the Tiger with the coupe top. The Canadian Cornell was likewise adorneed; tucked in underneath was a welcome heater. There were other climatic mods. PPrettiest were the red and white sectioned parachutes. A Calgary #4 Training Command Cornell is now flying in Holland [Did any of our readers solo in Calgary?]. Some problems, like the delightful S. Rhodesian weather that could suddenly produce hailstones big enough to pass through the wing of a Tiger oro the wider natives in their jungles, were not so easily dealt with. Depending on what training followed, Ansons, Oxfords or Harvards were the most likely mounts. Ansons included the art of winding up an undercarriage whether one was to be Wireless, Navigator [Even when the “Flying ‘Ole” had become ‘N’ it was an Air Observer School (AOS)]. The other most frequently met twin was the Oxford. Great fun, as an extension to the human body, was the Harvard; a willing playmate who would bite you if you did not treat it properly. I recently met a South African who trained post war in the S.A.A.F.; on Harvards from the start…ed. Your BCATP stories please…ed. More BCATP items to come through the year; here is a memory from Dick Levy to bring in the Australian end. Training was for either the Defence of Australia and the East Indies or the European arena. The latter often ttrained in Oz and the journeyed to the UK through the USA and
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Canada byy which time they went back to Tigers to get the feel back before becoming operational. The antipodean scheme was part of the BCATP known as E [Yes ‘Empire’!] ATS.
Training on Tiger Moths at 11 EFTS Benalla, Victoria Australian summer – January, 1943
In the summer mornings it was very still, and we often would take off very early, before the sun was up. After takeoff and climbing to 500 or 1,000 feet the sun would be up, and the ground would still be in darkness. I clearly remember this gave me great sense of freedom, of clarity of thought, of achievement and even peace. It was great! Aeorbatics were fun, always performed above 3,000 feet. Learning to spin the Tiger was easy. It meant climbing with little or no power and at the stalling point, on wing would flip over and the aircraft would immediately fall down in a spin. This was frightening at first, but joystick full forward, and full rudder in the opposite direction to the spin would soon correct that. Motor on and ease the stick back and then you would be flying straight and level again. Flying upside down for the first time was frightening. Of course it was essential to have you harness secure, and when flying upside down, the motor would stop! Petrol was fed to the Gypsy Major engine by gravity. You just hung by your straps – scared stiff. The first upside down experience was rather unpleasant, as it was unusual for the instructor to forward his ‘sprog’ pupil of this situation. If the lop the loop exercise was done correctly – completely vertically – you would hit your slipstream on the way down again. To my delight on the final test before graduation this happened to me, and I think it was the only time. One day after completing flying for the day and approaching the flight office with maps under one arm and parachute over my shoulder, everyone in the flight office were falling about in great glee. Of course they weren’t laughing at me. Why should they? In fact they were laughing at me...I looked over my shoulder to find that I had, by mistake, pulled the ripcord and my parachute was flying feely 100 feet behind me.
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THOSE DAMN VENTURAS
Extract of an email from Jim Howie: “I read with interest the article on Pennfield Ridge and the Ventura. I trained in S. Africa. Following the SFTS on Oxfords, and a GR course, we were sent to Egypt for OTU. Our preference was sought, and I opted for Beaufighters, for obvious reasons. So I was posted to Gianaclis, on the edge of the Delta, on Venturas. The other half of our draft went to Gianaclis also, but on Bostons. We were never quite sure which we hated most...the voracious bedbugs or the Ventura. Neither had any good points. I don’t remember anyone having difficulty handling the Ventura in normal conditions, but serviceability was not good and we just didn’t like it. Toward the end of the course I ditched and did everyone a favour by sinking her in one of the deeper areas of the Mediterranean. Few accidents are due to one failure. There were a number in this case, but primary cause was that a fuel selector frroze between tanks, and could not be shifted either way. My story was not well-received, but later the fault was duplicated not far from the airfield, and the aircraft landed safely. The answer was found in the tank selector linkage. Part of this was a bicycle chain. When the wing flexed in the air, the chain lost its tension and two adjacent links snagged against a sprocket. A number of crews were lost during the course, and as the war in Africa was virtually over, the enemy was not thought to be involved. The aircraft went missing about the time for changing tanks. When you see a Tiger Moth or a Spitfire on the ground it looks as if it is eager to get into the air. A Ventura sits there fat dumb and happy to stay right where it is. Of all the aeroplanes I have flown in a career in aviation, the Ventura is the only one of which I have no pleasant memories.”
VENLO & WALCHEREN
You may remember this picture of the ex-bridge at Venlo and the 47 RM Commando and you at Walcheren from earlier dispersals. Some of you sent reminiscences of those happenings. Our Chairman, Norman was one, with entries from his Log Book: --- 29.10.44 Mitchell ‘U’ Take off 15.10 trip 2hrs 20 mins. 03.11.44 Mitchell ‘B’ 09.10 (Iced in cloud) DNCO 04.11.44 Mitchell ‘E’ Venlo 2hrs DCO 04.11.44 Paddy Clune 14.10 Venlo 1 hr 50 mins. 19.11.44 14.30 Venlo 2 hrs 5mins.
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“I haven’t any clear recollections of the Venlo trips, except that they were somewhat hazardous and I suppose those of us still surviving would say Thank God.”…Norman Prowse.
John Betts emailed: Dear Peter, I have just received the 'latest' and read through it in my usual fascinated hurry. Then I go over it again, thoroughly. Two items caught my attention since they refer to operations over Venlo and Walcheren and you ask "did you bomb these targets?" Well I didn't of course, but my Dad did. (S/Ldr. John M. Betts aka 'Jimmy') 226 Sqdn. Entries appear in his logbook for Venlo on 28/10/44 and 3/11/44 and Walcheren on 12/9/44:13/9/44 and 15/9/44
John ‘Jimmy’ Betts had been very involved in the BCATP, of which, more anon.
Venlo & the Villain George Smith • WAG-180 • Secretary, Odd Bods ‘Borrowed’ from the Odd Bods’ website; but then George Smith is ‘ours’ too. Our 180 Squadron's gunnery leader was Flight Lieutenant Bill Fielding-Johnson, MC & Bar, DFC, known as "FJ", who had the rare distinction of having served as aircrew in World War 1 & World War 2. At the outbreak of WW2 he was well into his 40s and joined the RAF as an
26 administrative officer, but I understand that when he lost his son in Bomber Command "FJ" pestered his superiors to allow him to train as an air gunner and he ultimately succeeded.
"FJ" was not with the squadron when we arrived as he was recuperating from wounds that he had received whilst he was a replacement A/G just after D Day, but he arrived back soon after. I personally remember him, as he moved among the much younger gunners, displaying his enthusiasm and offering encouragement. He was a very much respected leader.
Late in October '44 the squadron was engaged in attacking the heavily defended bridges across the Maas River in a campaign to stop the German troops escaping from Holland into Germany. On one of those raids against the bridges at Venlo, "FJ" - now a Squadron Leader - flew with the crew of an SAAF (South African Air Force) pilot newly arrived on the squadron. Their aircraft was badly damaged and the crew had to bail out, landing safely in friendly territory. (See "The Villain") [The ‘Villain’ South African was Armstrong/Neville Heath whose story was told in an earlier Dispersals issue.]
Marc [47 RM Commando] emailed:
Every sea-born operation had its D-Day, as it stands for ‘Disembarkation-Day’ (or some call it Decision-Day). In the Pacific, the Allies had many ‘D-Days’, but the Normandy one is best known for it.
I searched the National Archives for anything with the keyword ‘Walcheren’. This document popped up with 2nd T.A.F. specifically mentioned.
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Multiple Dutch Jenkin will always be way ahead of me; Russ sent me the relevant material he has from various people, to whom many thanks, one of which was from Newsletter #66. To see it again, with Jenkin’s notes, is a good way to celebrate #100.
Writing to John MacDonald, Tom Brady says of the above photo “a copy of a good prang on Zulphen Bridge on October 4th.” He also said “Yes, I visited Venlo in November 1944 but as I say, I am now 90 and my memory is not so good, so enclosing a copy of those days from my log book.”
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Excerpt from Tom Brady’s Log Book
‘The Sphere magazine published November 4, 1944 has some very relevant pictures. Information sent by John Clifton, 88 Squadron in a letter to Russ Legross:
“Dear Russ: Further to the article on the Scheldt are attacks, I thought you might be interested in the enclosed pictures and a little information I can give you. We were on the Breskens/Flushing attack and the picture shows quite clearly that it was quite successful. A fairly short trip with the usual flak but we were in and out fairly quickly. Later on the 30th/31st we returned to Hartford Bridge to pick up some smoke canisters (just one aircraft) as the Canadians were to make a dawn landing on one of the island and thought they would need smoke. In the event we were not needed. Then a little later we were involved in the bombing of the Scheldt area, which was picked up by The Sphere Magazine and the picture may be of interest. My log book says heavy flak.” Attack on the Breskens‐Flushing Ferry
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Royal Canadian Army soldiers survey results of Breskens/Flushing Ferry attacck
‘Sphere Magazine’ Breskens/Flushing Ferry attack analysis
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MITCHELLS AT ARNHEM
On 25 Sep 44, toward the end of the Battle of Arnhem, 139 Wing (98, 180 & 320 Squadrons) attacked gun positions at Arnhem: Strong point 707 805. 320 Squadron reported “Good concentration on target.” However they all met intense, sharply focused heavy flak.
Sadly at the same time, five civilians were killed in the village church at Schaarsbergen by misses. Despite this the people of Arnhem look upon the Mitchell crews as liberators. Two were shot down nearby; Mitchell FW 194, VO-N crewed by F/S Bruce Williams RAAF (KIA); P/O Lennie RAAF (KIA); F/Lt Carter RAF (KIA); W/O Bowmaster RCAF (PoW) and Mitchell FW211 VO-Y with P/O S. Harrison (KIA); F.O. Munton (KIA); F/S Nottle (KIA); F/S R.C. Taylor (PoW); all RAF.
Bruce Williams escaped by parachute ‘landing’ with his ‘chute caught in the structure of the nearby bridge; while he hung there he was shot by SS troops. This was witnessed by a local civilian, now 90 years old, who buried the body in a temporary grave. Alongside P/O Lennie, Williams is now buried in the Oorsterbeek War Cemetery.
Harrison, Munton and Nottle are buried at Jonkerbos War Cemetery.
30 Oct 2010 ‘Lest We Forget’ An organization in Arnhem and Everard Bekker, a 320 Squadron researcher, brought together at the site of the temporary grave, the crash site (until then unmarked and largely unknown) and at the new church at Schaarsbergen, a host of people for a very memorable
31 memorial occasion. Mr. Hoenson from the U.S.A., a 320 Squadron Wop/AG on the raid, now 88 walked to the crash site with a Dutch lady who survived the Schaarsbergen disaster; from Canada 91-year old 320 Sqn Observer Mr. André Hissink; from Australia the brother of Bruce Williams; the 90 year old Mr. Perch who buried Bruce Williams’ body [No mention is made in the report of the danger this action must have offered…Ed] who all spoke at the ceremony along with the last C.O. of the now-disbanded 320 Sqn and the Mayor. A piper walked with the largely elderly group congregated to honour; from the temporary grave site, to the crash site and on to the church at Schaarsbergen.
The Merlin sound and the sight of the Spitfire IX from the Royal Nederlands Air Force, Historic Flight, recently restored and flying in the colours of 322 Squadron (earlier at Hartford Bridge with XIVs) RNAF circling above, added a suitably marked honour to the occasion.
The not to be forgotten happening ended at the Church at Schaarsbergen; seen here behind the Kerstmarkt in 2010.
…An enjoyment possibility handed down from the liberators.
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Another end of an era post scrippt On 16th November Dunsfold Park celebrated the 50th anniversary of the first flight of the Harrier from Dunsfold. The day began with fog, the sun was working well and by mid-morning the mist had lifted from ground level; unfortunately to form a layer of cloud at 2 hundred or so feet. The two flying Harriers arrived above on time and made passes just within the cloud, passing as little more than shadows. The various restrictions that apply prevented a landing. After half a dozen passes, while everyone hoped the cloud would lift some more, they had to leave. Apart from a courtesy visit two days later that was probably the last time they flew; by the time you read this they will have been scrubbed. An iconic, Dunsfold-linkeed, aircraft, lost in the mists of time. To add insult to injury No. 1 Squadron, the first to receive Harriers and the oldest Squadron in the business (pre RAF) is also disbanded. The ground crew team for the Harrier reckoned that all were to be scrapped. [It would seem that it is not Politically correct to act on the pride of being British…ed]
Post script to WWII 226 Sqn.’s Last Operational Mission; 2nd May 1945: 12 Mitchells bombed marshalling yards at th Itzehoe. Here is an extract from their Battle Order preparatory to 5 May 1945 (Not carried out)
...And a Guy Gibson ‘PS’ that can be seen in the Museum.
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EDITOR’S NOTES Peter Jennings
Jan Kloos sent the photo from a very early Re-union in Leicester to add to the celebration of Dispersals #100. Thank-you to him and, especially, to Jenkin Williams who created the idea and kept it going for 84 Newsletters that really were newsletters. The 101st will be the proper anniversary of the 1sst; so please let me have anything relevant to the beginnings and very early days of the Association. The start of the BCATP is another 2011 anniversary. We have some memories and hope to include more (Including yours?) throughout the year. The deadly Pennfield Ridge in #99 was a most interesting trailer. I have very happy memories of my BCATP time, I soloed on 21st December; the airfield site is now a Christmas tree farm. Most appropriate. #99 had over 1000 [Internet] hits on bamf.be within a few days of its posting. Thanks to Dave Poissant and Yves Duwelz for putting the Canadian version on the internet. It is great to know that there is that much interest in the World. It is the Association’s regret that we do not know who you ‘hitters’ are; an email to any oof the Executives (inside front cover) will be most welcome. This edition also has a delayed 2010 anniversary; 1650th and 65th of Manna [& however long ago the Manna told of in Exodus]. I get the feeling that the nation [UK] is waking up to the special significance of what was done in WW2. Our own memorial news is growing apart from that of many other Units. If you have any local relevant news, again, please let us know. It is good to report a satisfactory conclusion to the future of the ‘Flying Dutch(wo)man’, Sarinah; who will again be a mobile [upwardly actually] memorial to Mitchellmen of both Europe and The Netherlands East Indies. Sorry the November Dispersals got to UK members so late; the original draft, my printer and I were all crock at the time I should have been printing...P
‘OZ’ Quest to Tricia (extracted from an email to her): “My name is Michael smith and I am contacting you regarding information on the 2nd Tactical Air Force Medium Bombers Association. My late, great Uncle Keith McRae Smith served with 226 Squadron RAF during the Second World War. At the time of his death (KIA 08 Nov 43) whilst attacking the V3 site at Mimoyeques his aircraft was a Mitchell II, FV927 ‘R’. The crew were F/Sgt Keith McRae Smith RAAF (P), F/Sgt Carl Martin Berg RCAF (N), F/Sgt Joseph Amedee Grenier RCAF (AG) and W/O John Harrison Cowieson RCAF (WAG). Can you add to Michael Smith’s knowledge of his Uncle Keith? Send a note to any of our executives (see inside front cover for contact details).
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