600 (City of London) Squadron Association

600

Praeter Sescentos

“THE RIGHT OF THE LINE”

600 (City of London) Squadron RAuxAF Association Newsletter

Patron: The Viscount Trenchard of Wolfeton

Affiliated Members; 601 & 604 Squadron Associations.

Patron: The Viscount Trenchard of Wolfeton

March 2012 Editorial

Welcome to the spring 2012 edition, and a much belated happy New Year! It doesn’t seem more than 5 minutes since I was finalising the December issue, and here we are again! 2012 is a VERY big year in the UK with HM The Queens Diamond Jubilee celebrations up and down the country, indeed perhaps the globe, oh and that little sporting event being hosted in London. The latter will inevitably take its toll on my daily commute to & from work, so I am not as keen as some!

This year will also see a good many friends and colleagues being awarded the Queens Diamond Jubilee medal, so for all who meet the qualification, please accept our most sincere albeit early congratulations. Military tailors and medal mounters all over the land are already contemplating how much work the Jubilee will involve, so here’s looking forward to all those pictures.

For those of you who haven’t yet visited our new web site, please do so as it is continuously being developed and added to, but as I am always saying this is YOUR Association, YOUR Newsletter and now YOUR web site – so please, I need you to tell me if it’s right, wrong or if you want to see something different.

This year too, I would like offer an alternative newsletter medium for those interested. For all those with a computer, it would be quicker, easier and cheaper if I can send your newsletter to you via a CD – it will also save on postage and save several hundred trees in the process. Please email me at [email protected] if you would like to start receiving your email in this format from now on. I had toyed with simply emailing, but the newsletters are averaging 150mb now, so not easily emailed even when compressed.

I have this month slimmed the newsletter down to under a 100 pages and so reduced the file size to a mere 98MB – the purpose is to make it quicker, easier and cheaper to produce, and to extend the use of the limited material I have to use. It was beginning to creep towards 200 pages and was taking a LOT of time to collate and produce, so apologies it is a little bit smaller than you have been used to.

Andy

IMPORTANT appeal from the Association President, Kevin O’Shaughnessy

Dear members, please can I appeal to all members to support an extremely important Association Annual event that has been, and remains, seriously under supported. We need you, our members who are willing and able to accompany Kevin representing the Association in Holland this year.

The Squadron sends an Officer and a number of Airmen, but Kevin has been the only Association representative for the last three or four years. We really do need more support from our membership please.

The cost to you is minimal. You would be accommodated and eat for free in the Marine Barracks in Rotterdam. Depending on how many of you come forward, there may be two or at most four sharing a room, but you will have probably done that before in your service life.

The Euro-tunnel is already paid for, all Kevin would ask is that you share the petrol costs with him. All who have done it before tell of a rewarding, poignant, interesting and enjoyable few days, amongst friends, in great company, and in some basic, but very pleasant facilities.

Most importantly, it allows us/you to represent the Association and pay homage to the fallen of 600 Squadron by their graves in Holland. And the icing on the cake? You may get your picture in the Association Newsletter – now isn’t that just a bonus?!

When is it? Thursday to Sunday 3rd to 6th May 2012.

Anybody interested please contact Kevin direct for details who can be contacted at as follows;

Home 01525 382124

Mobile 07721 362334

Email [email protected]

Address 1 Centauri Close, Leighton Buzzard, LU7 3XF

Obituaries

We will try to keep this up to date, but sadly we can only report the passing of old friends and colleagues if we are told about it. Since our last Newsletter, we are sorry to report the loss of the following;

Derek David Dempster – 604 Squadron

It is with great regret that we report the death of Derek Dempster. He died on 25th January, 2012 at the age of 87.

Derek Dempster in front of a Meteor 8 in 1956

Derek Dempster was an aviation journalist and author. His early career is described in this extract from a tribute in the Flying Saucer Review website.

“Derek Dempster came out of the air force in 1947, he was hoping to take his place at Cambridge but as so many men had come out of uniform in that era, he returned to his family home in Tangiers Morocco. In 1948 Dempster became a test pilot in the first age of British jet aircraft; from 1948 he was with 604 squadron based at North Weald. He initially flew Vampires and then moved onto Gloucester Meteors, he also took a special transfer to the auxiliary air force to enable him to fly Spitfires.

Dempster wrote for Reuters and The Airplane magazine from his privileged position as a test pilot in a golden age of British aircraft development. The squadron commander, the Squadron Leader of 601 Squadron advised him that a position had become available as the Daily Express air correspondent. Dempster took this better paid position and as this was the mid-1950’s it wasn’t long before flying saucer reports were coming across his desk. This included a sighting by a pilot at his old North Weald squadron. Dempster found his interest in the flying saucers rising, so it was not

unexpected that he was commissioned to review the sensational new Adamski book, “Flying Saucers Have Landed.” Through this he made contact with Desmond Leslie and Waveney Girvan.

At this time the questionable safety record of the world’s first passenger jet, the British built Comet, became an issue with Lord Beaverbrook at the Daily Express. Dempster found himself taking a principled stand not to condemn the national airline BOAC for grounding the aircraft against the ‘express’ wishes of his proprietor, Beaverbrook and left Fleet Street. Finding himself without a correspondent’s job coincided with the imminent birth of Flying Saucer Review. Dempster found himself installed in an office at Werner Laurie publishers, in Doughty Street, as the first editor of Flying Saucer Review.”

Subsequently he became a well know aviation author. Amongst his works he wrote ‘The Narrow Margin: The Battle of Britain and the Rise of Air Power 1930 – 1940’ and ‘A Summer for Heroes’ with Derek Wood. The film entitled ‘Battle of Britain’ is based on material from his book ‘The Narrow Margin’ and he and Derek Wood are both credited for providing the source material. In his own right his publications included ‘The Tale of the Comet’

He was also interested in the finer things of life. In support of other members of the public with similar tastes to his own he published the ‘Quiet Pint’ a definitive guide to pubs which had banned ‘muzak’! He is pictured in 2004 outside his favorite pub the Zetland Arms, Deal below:-

He was warm and friendly, perhaps best described in his short obituary published in the Daily Telegraph as ‘a lovely, kind man’.

He will be much missed by his family and all who knew him.

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Michael John Hyett 21st April 1924 - 19th February 2012 - 601 Squadron

It is with great sadness that I write to inform you that Michael passed away peacefully on Sunday 19th February after suffering a serious stroke last October. He was a true fighter, not only in the skies, but on the ground too, and was very much loved by family and friends. Thanks go to the wonderful staff at Belvedere House who cared for him in recent weeks. The funeral service will take place on Monday 19th March at 2 pm at

St Marys Church,

Church Hill,

Tatsfield,

Kent TN16 2JX

Family flowers only. Donations, if desired, to Michaels chosen charities:

Combat Stress and the Royal Air Force Disabled Trust

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Military Quotations

I then realized my appearance was a bit odd. My right leg was no longer with me. It had caught somewhere in the top of the cockpit as I tried to leave my Spitfire. Douglas Bader

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Like the Spitfire it was immensely strong: a pilot had no need to fear the danger of pulling the wings off, no matter how desperate the situation became. Douglas Bader

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Rules are for the obedience of fools and the guidance of wise men. Douglas Bader

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The sea from Dunkirk to Dover during these days of the evacuation looked like any coastal road in England on a bank holiday. It was solid with shipping. Douglas Bader

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The successful pilots succeeded because they did not open fire until they were close to the target. Douglas Bader

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We were all flying around up and down the coast near Dunkirk looking for enemy aircraft which seemed also to be milling around with no particular cohesion. Douglas Bader

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600 (City of London) Squadron RAuxAF News

Dec 2011 – Mar 2012. No 600 (City of London) Sqn RAuxAF Update from Wg Cdr Tripp.

Firstly I would like to thank the Association for inviting me to write a short squadron update for this latest edition of the Newsletter. There is no doubt in my mind that the Squadron is enriched by the time, effort and enthusiasm of the Association members who help to keep alive the essential links between the current squadron personnel and the history from which we draw both strength and esprit de corps. As an officer of the Regular RAF it is both an honour and a pleasure to have been selected to command not just a RAuxAF sqn but one with such a fine lineage and a membership who display so profound a sense of enthusiasm and dedication at a time when many in the population are focussing on pressing day to day financial problems. It is incumbent upon myself and my small cadre of permanent staff to ensure that we facilitate, vibrant, challenging and, above all, operationally relevant training with which to nourish the enthusiasm of the Sqn members.

The Olympic Games provide the Sqn with both a challenge and an opportunity. There is no doubt that our routine training cycle will be disturbed during the summer because of the key role being played by RAF Northolt in helping to support the Games. Accommodation and training facilities will be in short supply and local transport links will be busier than usual. For that reason I approached our Regional Brigade Commander for permission to use one of the TA Centres outside of the Olympic games catchment area and I am pleased to say that he has signalled his approval. It will be challenging to move our training but, the temporary arrangement will allow us to ensure that our junior personnel can continue to progress towards achieving their Trade qualifications and progress along the path to operational readiness which is at the heart of the Sqn. That is the challenge of the Games, the opportunity, is for sqn members to be actively involved in the Games. We have already been tasked to provide a small number of specialist personnel to augment the RAF across the UK and I am pleased to say that, so far, all the sqn members who have been approached have been keen to take part; indeed, I have been ‘doorstepped’ by numerous airmen wishing to volunteer to take as active a role as possible. This is very much the 600 Sqn spirit that we seek to foster and I am heartened to see it so clearly demonstrated.

Whilst the Olympic Games are, currently, the centre of attention, we must remember that the Sqn is involved in a whole range of significant events throughout the year. We never forget our duty to recognise the sacrifice of our forbears and again this year Flt Lt Rebbeck will be leading the annual journey to Holland to visit the memorials of the sqn dead and to re-cement our links with the local Dutch population. Remembrance Day will be marked both locally and in the City as we remain the RAF link to the City of London. The Lord Mayor’s Parade will be another highlight, and the Sqn has already begun routine foot drill training to be ready for the event; even junior officers cannot escape the attention of FS Campbell and his instructors. After the very successful Exercise Chiltern Kite last year, it is now an established item on the calendar and Flt Lt Dawson has been instrumental in creating a challenging scenario and inject list which should test and develop all the exercise participants. The Sqn’s military skills will be under scrutiny again this year as a team has been entered into the annual Altcar Challenge, the tri-service Reservist competition.

In the short time that I have been in command it has been incredibly gratifying to witness the high regard in which the Sqn is held right across the Defence community. The Executive Officer, Sqn Ldr Duddy was awarded the immensely prestigious QVRM in the New Years Honours List and is awaiting a call to attend a Royal investiture. At the same time one of the permanent staff, Sgt Jamie Wright was awarded a CinC’s Commendation and has, subsequently, been promoted. Most recently, Sgt Ian Walton has been awarded a Lord Lieutenant’s Certificate for Meritorious Service

which will be presented at the Mansion House in March. We are all tremendously proud of each of the recipients of such awards which act as goals for which the younger members of the Sqn may strive.

I very much look forward to meeting as many of you as possible over the coming months; the Sqn is a very busy place but you are always welcome to visit and can be assured a warm welcome.

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Exercise Chiltern Kite: Reservists Working Together - by Flt Lt Dwayne K Dawson 600(City of London) Sqn The Chiltern Kite (CK) series of exercises originated from 606 Rotary Support Sqn. Last year (CK11) became a central part in the promotion of Reservist capability just ahead of the Governments report on the future of the UK’s Reservist capability.

CK 11 saw 5 Reservist Sqns exercising together on Salisbury Plain. Such was the size of the assembled force that RAF Benson Force HQ and their Merlin’s and Puma’s became an integral part of the Exercise to get much needed “real world” airlift training. The exercise was attended by a wide range of 1 and 2 Stars from Air Command and beyond and also by members of the parliamentary committee who (at the time) were finalising the recommendations or the future development Reserve forces.

The idea behind CK is to provide a realistic scenario within which various Sqns can come together to carry out their own training objectives, but also act as a unified force carrying out collective training to enhance their combat readiness.

CK12 continues the theme and on the 13/14/15 April 2012, 13 Reserve Sqns will come together and deploy a Forward Operating Base that will play out a stabilisation Force sent in under a UN resolution to aid an ailing country. As before this force will be supported by Puma and Merlin Force who will airlift all of the Regiment Field Squadrons into the exercise area. Use of the air assets will continue throughout the exercise and they will carry out MEDEVAC sorties under tasking by the deployed Force HQ

This year the contribution of 600 Sqn increases. The overall scenario and development of exercise battle rhythm will be led by 600 Sqn Ops Spt (INT) flight. Also deploying from 600 are the Ops flight who will integrate with 606 to develop and manage the exercise Flypro. The whole administration for the exercise will fall under the management of the Pers Support Flight and a field based telephone system will be installed and maintained by the ICT flight. In total 600 will deploy over 30 staff out a total expected force of around 400 in the field for 3 days

CK is fast becoming the significant training event of the Reservist calendar and it is pleasing to know that 600 Sqn is at the forefront of developing and delivering field based capability to support the regular RAF.

Merlin and Puma supported by Reserve ground crew deliver Humanitarian Aid

RAF Police and Medics provide assistance to injured civilians

600 Squadron Association News

In the December issue, the 600 (City of London Squadron Association were delighted and proud to announce the launch of a totally new web site. The new site hosts a full and ever growing history of 600, 601 & 604 Squadrons with an impressive gallery of photographs, some of which many people will not have seen. The Association newsletter are posted onto the web site along with back issues. In addition, we have an extensive links page, a guest book, an events diary and a news section & pages dedicated to membership & fundraising.

Remember, this is YOUR Association, so do tell us what you like, what you don’t like and any ideas you have – and, as ever, PLEASE keep your material coming in for both the newsletter and now the web site.

Many many thanks for our hardworking Webmaster Mr John Wheeler. John juggles a young family, his passion for re- enactment, several web sites AND a busy job, so he is a true multi tasker and it is no doubt is passion and enthusiasm that keeps him working hard on our web site.

John is credited with helping create & manage the 601 Squadron (recreated) and the Battle of Britain Historical Society web sites, and has worked really hard to bring us the site as we see it today – and his skill and creative flair will help develop the site even further.

There is much to do still and in some areas are still temporarily “under construction”. John is working as fast and as furiously as possible as I ask him to do things, so bear with us – between us, we intend to build the web site into one to be rightly proud of.

Once again, thank you John.

WWW.600squadronassociation.com

Minutes of the Annual General Meeting of the City of London Squadron Association held at the RAF Club on Saturday 19th March 2011

Meeting opened at 1040 hours

Members present:

Terry Lynn, Sean Ahearn, John Wilding, Angie Luddington, Andy Cameron, Eric Percival, Tony Stotesbury, Tom Snow, Anthony Furze, Tom Melling, John Le Huquet, Kevin O’Shaughnessy

1. The minutes of the 2010 AGM were approved as a true record.

2. Matters Arising

a. Silver – A list of items on loan from Hendon has been verified by the Squadron. A letter now needs to be written to the Museum to confirm that we would like the Silver on loan for a further 10 years. There has been considerable discussion regarding the safe keeping of the silver. Firstly, it has finally been confirmed that the silver is insured by Hendon, even whilst away from Hendon (ie at Northolt). Angie to obtain written proof of this for our records Sqn Ldr Duddy has been in discussion with the Officers Mess where the silver is kept, and they have agreed that we can keep our items in a lockable cabinet, providing we obtain it. The silver can only be used by others if the obtain permission from 600 Sqn.

b. LAC Edwards has itemised and cross checked with Lloyds Registry property held in the Sqn museum. Advice has sought and given by AHB and storage space in the AHB has been offered to store the collection. The Keith Park Memorial Building (the new Station Museum) has also borrowed some items for display. It was suggested that once this building is opened officially a visit to include this and the bunker at Uxbridge can be arranged for the Association.

c. The question over where to lay up the old association standard was discussed. Itis currently at Andy’s house. The decision was put on hold until the Keith Park Memorial Building is finished. Sean will speak with Sqn Ldr Willis with a view to housing in the new museum. d. Stained glass window – on hold indefinitely.

3. Update on recruits from 601/604 Sqn Associations Angie has had 35 replies in total – 6 from 601, some not specified but the majority from 604.

4. Website

It was discussed if it was cost effective to continue with the website set up by Terry. He reports that we receive 350 hits per month but it is not known how many people get through the password page. Care must be given to sensitive information regarding the current activities of the squadron and therefore the site must be password protected. Andy has been in contact with John Wheeler, an author/journalist based in the USA, who has a team of web designers at his disposal. John is very keen and considers it an honour to be asked to take this task over. He is now re-designing the website. Future costs are likely to be in the region of £120-£130, but it is felt that this is the way forward and the cost would not be an issue. Thanks to Andy for striking up the friendship and moving forward with this with John.

5. Fundraising

Andy is conscious of funds in the general account and invited suggestions for fundraising. Any suggestions can be emailed to him at [email protected]. Terry reported that the trust fund is now a registered charity and we therefore get tax breaks for any donations.

6. Election for President and Welfare Officer

There were no nominations received. 7. Election of President

Kevin O’Shaughnessy asked to be considered for President, all in favour.

8, 9, 10, 11. Election of Chairman, Secretary, Treasurer and Auditor

No new nominations received. All current post holders agreed to remain in post and with all in favour.

12. Election of Welfare Officer

Angie had written to the new Sqn Padre to ask is he was interested in taking over the post but at the time of the meeting she had not received a reply. The Chairman and Secretary agreed to share responsibility of this role until a new Welfare Officer was in pot. A reply has now been received and Matthew Buchan is delighted to take on this role.

13. Election of Committee

Sid Myers has stepped down from the Committee due to his re-location to the South West. Tom Snow and Andy agreed to remain on the Committee with all in favour.

14. Accounts.

John presented the accounts and balance sheets. The outgoings outweigh the income and have done for a few years now. The Chairman urges fundraising ideas (see item 5).

15. Report on the Trust Fund Nothing to report. Terry will hand over as Trustee now that he has stepped down as President.

16. The Committee to agree a date/location for the next Committee meeting TBC

17. Any other business a. The Chairman asked for a vote of thanks to Andy for his excellent production of the newsletter. b. Kevin confirmed his interest in organising the trip to Holland in May and asked if for volunteers to join him. c. The Chairman called for a record of condolences to be made to the family of Group Captain Tom Barrett, Station Commander of RAF Northolt who was tragically killed in a road accident. He was a great supporter of the Squadron and the Association and he will be missed by all who knew him.

Meeting closed at 1155 hours.

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600 (City of London) Sqn Association

President: Kevin O’Shaughnessy QVRM AE Chairman: Sean Ahearn AE Hon Secretary: Angie Luddington Hon Treasurer: John Wilding

From the Secretary Email: [email protected] 77 Lincoln Close Tel: 01707 372297 Welwyn Garden City Mobile: 07774 147182 Hertfordshire AL7 2NP 1 December 2014

Dear All,

This letter serves as notification of the Association’s Annual General Meeting and Reunion Lunch, which are to be held on the 21st April 2012 at the RAF Club. The AGM will commence at 1000hrs in the Victoria Bar, followed by lunch in the Presidents Room commencing at 1300hrs.

Nominations for the post of Treasurer are invited this year. If you would like to take up the challenge, please forward your interest to the Secretary. If you have any further items for discussion you should forward them no later than the 22th April 2012. The AGM is a chance to ask questions and make your voice heard. Please remember that the rules state that postal or proxy voting is not allowed, therefore, if you would like your view to count, please ensure you attend the meeting.

Prior to the AGM, all current members of the Committee are to confirm if they are willing to remain in post for a further year. This can be done by phone, text, email or letter to the Secretary.

The Reunion Lunch is our biggest event of the year and is a great opportunity to catch up with old friends or maybe make a few new ones. I really hope that you will be able to join us.

Finally, if you are interested in attending any of the events throughout the year, please return the enclosed pro-forma. This does not commit you to attend, but it gives an idea of numbers and so aids organisation. You will be contacted prior to the event to see if you are still able to go. Replies are to be returned to the Secretary, address as above. Any questions on any of the events should also be directed to the Secretary.

Kind regards,

Angie

Angie Luddington Secretary

The City of London Squadron Association Notice of Annual General Meeting Rule 13

The Annual General Meeting of the elected members of the City of London Squadron Association will be held on Saturday 21st April 2012 at 1000 hours at the Royal Air Force Club, Piccadilly, London.

Agenda

1. Minutes of the 2011 AGM held on 19th March 2011.

2. Matters arising.

3. New location for AGM and Lunch

4. Vote of thanks to John Wilding as he steps down as Treasurer

5. Election of President – Present holder Kevin O’Shaughnessy.

6. Election of Chairman – Present holder Sean Ahearn

7. Election of Secretary – Present holder Angie Luddington

8. Election of Treasurer – Present holder John Wilding . John wishes to step down as President so applicants to the post are invited.

9. Election of Auditor – Present holder Mrs C. Kempton

10. Election of Welfare Officer –Present holder Rev Matthew Buchan

11. Election of Committee – Present members are Tom Snow and Andy Cameron.

12. Accounts and balance sheet for the year ended 30th September 2011.

13. Report on the Trust Fund by Kevin O’Shaughnessy.

14. The Committee to agree time and place for meetings twice within the next year to discuss Committee Matters.

15. Any other business

Note that, in accordance with rule 13 (C), items for discussion at the AGM should be sent to Miss A Luddington, Secretary, at 77 Lincoln Close, Welwyn Garden City, Herts, AL7 2NP.

Nominations for Office which should be affirmed as being with the consent of the Nominee, no later than 7 days prior to the AGM.

Only items on the Agenda will be dealt with.

Angie Luddington, Secretary

Pro-Forma

To Angie Luddington 10th February 2012 77 Lincoln Close Welwyn Garden City Herts AL7 2NP

From ...... Phone Number ......

1. The AGM will be held at the RAF Club on Saturday 21st April 2012 at 1000 hours . Lunch will be served at 1300 hours. Lunch for full members will be subsidised and cost £25 per head. For affiliated members lunch will cost £36.50. Numbers are required by 12th April. Please also notify me of any dietary restrictions. I will be attending the AGM and Reunion Lunch with ...... guest(s) and I enclose a cheque for £...... Please make all cheques payable to ‘The City of London Squadron Association’.

2. The Annual Service of Homage will be held at St Bartholomew the Great on Sunday13th May 2012. This is a very important event commemorating the biggest loss for the squadron during WWII and your attendance would be greatly appreciated. A short service will be held in the Lady Chapel at 1045 hours, followed by Mattins at 1100 hours. I will be attending the service at St Barts with ...... guests. 3. There are a number of other events in the calendar for which full details are not yet available. If you think you may be interested in attending any of these please indicate below and details will be forwarded as they become available. By indicating your interest it does not commit you but reduces the number of people I have to contact prior to the event. a. The OCA Parade will take place on Sunday 10th June. Lunch is served afterwards at the Headquarters of the HAC. Usually this is about £16 but this will be confirmed nearer the date. b. Battle of Britain Service at Westminster Abbey on 16th September. c. 600 Squadron’s Annual Formal Dinner at Butchers Hall has been provisionally booked for 12 October but this will be confirmed at al later date. The cost of the evening last year was £60. This is a fine event involving good food and good company. For further details please contact the Secretary or return this form to register your interest. d. The Lord Mayors Show take place in the City on Saturday 10th November. Veterans are invited to march behind the Association Standard. e. Remembrance Sunday Service at St Paul’s Cathedral on Sunday 11th November. The service starts at 1030 hours, followed by wreath laying and a parade at the Royal Exchange, then lunch at the Mansion House. Due to high demand this event may be restricted to Veterans. That said, there does not appear to be a restriction of people attending St Pauls but it should be remembered that this is a high profile event and ID may be required on the day. Tickets are required for entry to the Mansion House. f. Christmas Lunch - This year it has been suggested we have a get together before Christmas, a spot of lunch and a sherry or two. I think this is a wonderful idea! Parades are great but it’s good just to catch up with no meeting or marching. If you’d like to join us let me know by returning this form.

Please remember, registering your interest does not commit you, it just gives me less people to contact prior the event. Late enquiries are welcome but please remember events where we rely on tickets from other parties (i.e. Battle of Britain and Remembrance Sunday) have quite strict numbers and entrance requirements so it is best to let me know early.

I am interested in attending: The OCA Parade yes/no number of guests...... Lord Mayors Show yes/no number attending...... Battle of Britain Service yes/no number of guests...... Christmas Lunch yes/no number of guests...... Veterans only at the following event (carers excepted) The Butchers Dinner yes/no Remembrance Sunday Service and lunch at the Mansion House yes/no

Blazer Badges

A reminder for those wishing to purchase blazer badges. Our Squadron crests are £19 each plus £1.50 p & p.

As 600 Sqn are unique and have 2 badges to choose from, I suggest you use their wording (shown below with the 2 crests) in order to find on the web site or to order over the phone.

600 Sqn blazer badge 600 Squadron blazer badge 601 Sqn RAF blazer KC badge

601 Sqn blazer QC badge 604 Sqn blazer badge

Please order direct from ......

Robin Finnegan Jeweller and Military Badges, 27 Post House Wynd, Darlington, County Durham DL3 7LP England Tel. +44 (0) 1325 489820

Email [email protected] Website WWW.Militarybadges.co.uk

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Association Diary dates 2012

21 April 2012 - Association AGM, RAF Club, London

13 May 2012 – 600 Sqn Annual Act of Homage Service at St Bartholomew the Great.

10 Jun 2012 – ‘Federation of Old Comrades' Associations Parade of Homage. Form up at Lothbury, London EC2 at 1030.

15 July 2012 - BofB Memorial Day – Capel le Ferne

BofB Annual service, Westminster Abbey, London TBA

09 Nov 2012 - Dutch service of Remembrance, Mill Hill, London

10 Nov 2012 - Lords Mayors Show, London

11 Nov 2012 - Remembrance Day, St Paul’s Cathedral, London

TRIVIA – The very first bomb dropped by the Allies on Berlin during World War II killed the only elephant in the Berlin Zoo.

Reunions & requests for information?

Please do let me know of any anything in the way of reunions etc. and lost/found friends that you would like included here.

Donations

Membership fees and donations are the financial lifeblood of our Association and so it is with great thanks the Association acknowledges the very kind donations from:

Mr Fred Grisley (604 Sqn) £25.00 Anonymous £2000.00

Whilst the Association does not at presently operate an “Annual subs” system, we are very dependent on a regular income and would be enormously grateful if anyone was willing or able to set up a regular Monthly or Annual direct debit payment to the Association as a charity donation. It can be for any sum, and all donations go toward the cost of managing and funding the Association facilities such as the web site, Newsletter, AGM costs etc…

Please contact the Association Treasurer via Andy Cameron

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Dear all – an appeal and something for us all to consider…….what happens when our time is up? - By Andy Cameron

A reasonably unsavoury thought, but one that I feel is important to register. This appeal is meant not to offend or upset, but to simply plant a thought in all of our minds.

We all of us will one day, pass over to that great Airfield in the sky, but hopefully not any time soon!

What I would like to ask of you all is a bit like a will – indeed, if you have one that you put something in it. If you don’t have a will, please do consider one, or at the very least, please make sure your family are aware of any of your wishes upon your death.

My appeal then.

Would you please consider leaving your 600, 601 or 604 Squadron memorabilia to the Association? Many people like to keep things as mementos, many do not, but we would really like to have anything of historical value to add to our archive – photographs, log books, uniform items, all are of great value to us. Your items are of great significance to the Association and will be preserved and protected if you give them to us.

Are you a secret £Millionaire? Would you leave some or all of your wealth to the Association please?

Even if you’re not a £Millionaire, these days most people don’t really like or want flowers at their funeral, but prefer donations to a charity. Did you know that the 600 Squadron Association is a registered charity? Any donation made in lieu of flowers, in memory or respect for you could go straight to the Association and help us to continue our work providing support to members like you.

If you would like to do this, PLEASE DO TELL YOUR FAMILY.

It’s a difficult thing to do and often people don’t like to talk about it, but please remember, we will always try and represent the Association or a Squadron at a (your) funeral. Please tell your families about us and give them my contact details – if you would like to think that when it’s your turn, that we were there to see you off – we need to know if anything happens to you – so again, PLEASE DO TELL YOU FAMILY. It is SO sad when we hear of a death long afterwards.

The level of our presence is up to you and your family. When we can be there, we will be discreet – but otherwise, subject to availability, I can attend with the Association Standard. Sometimes, an RAF Bugler can play you out to the last post – and none of this is at any cost to you or your family. This is our courtesy gesture, our thank you, our goodbye.

The key I need to emphasise here is the need to make sure your family knows about us and what you want – and making sure they let us know as soon as possible. Arguably, these issues are the last thing on the minds of loved ones at a time like that, but where we have been involved in the past, and we do quite a lot, the family always expresses how grateful they were that we were there and how our participation was a both a comfort and fitting & appropriate way to mark the passing of an Air Force veteran.

Please don’t think the object is to profit from a death – on the contrary, the idea is to preserve and protect our history – because you are part of it. Any financial donations are purely to enable the Association to continue to function. Your donations help finance things like our meetings, trips (when we have them) newsletters and correspondence etc.

And finally – we always like to publish an obituary – this is often written by families, but often, your family will discover that they may not have known as much about you as they thought! If you had a choice, would you write your own? Again, discuss this with your family. If it’s important to you, try and make sure someone has all the info – and try and include a uniformed picture if you have one.

OK, that’s that then – point made, now let’s focus on living.

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Stargazing by Matthew Buchann - Padre 600 Squadron

It is perhaps appropriate that around the time when the church celebrated Epiphany, remembering the 3 wise men following the star to the infant Jesus in Bethlehem, “Stargazing” seemed to take off.

The BBC 2 program has certainly captured the imagination of many – even inducing the residents of Dulverton to turn all the lights off to get a better view of the stars. Of course it was Murphy’s law that it was a cloudy night!

Chris Holmes, a viewer from Peterborough, who apparently got into astronomy through this program has to his great surprise helped discover a world that appears to be circling a star imaginatively named SPH10066540.

Apparently the planet is similar in size to Neptune. That this planet has always been around and has been missed until now opens up all sorts of possibilities – what else might be out there?

Just as the 3 wise men discovered something surprising – even unexpected - so astronomy keeps widening our vision of the universe.

Hamlet speaking to Horatio said: “There are more things in heaven and earth, Horatio, than are dreamt of in your philosophy”.

Perhaps this discovery is a reminder to humanity of the need for humility. Although our knowledge is growing, we still have a lot to learn. And this is reinforced by our apparent inability to live together peacefully, or run a financial system that doesn’t go into meltdown every 10 years or so!

However much progress we have made, we still have a lot to learn. Like the 3 wise men we need to be always open to new possibilities.

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The Malvinas Affair by Richard Swale

UK price: £6.99 Publisher: Diadem Books: An imprint of Spiderwize Format: Paperback Size : 20.2 x 12.6 x 1.6 cm Pages: 160 ISBN: 978-1907294365 Published: Jan-2010

An aftermath of the Falklands War, the gripping action of this intriguing spy/thriller starts with the sinking of the Argentine battle cruiser General Belgrano in May 1982. Many lives were lost, including, in the story, the son of a wealthy meat packer and shipper with a business in Buenos Aires.

Working in the city as a shipping and MI6 Agent is Harry Bolitho. He gets wind of a plot, run by the businessman and involving young survivors of the sinking, to use one of his container ships to carry an Exocet missile, in a container, to the UK, and release it against one of its nuclear power stations.

By informing the British Foreign Office it is hoped to foil the attack. Bolitho’s information is not believed at first, and a young female MI6 agent is sent out to check whether it is true or not. There are many difficulties on the way, and it is doubtful, until the end, whether the attack will succeed.

About the author

Who better to write this adventure of espionage and intrigue than Richard Swale! His time as an Air Sea Rescue Controller in Algiers is relevant experience. Later he became French Liaison Officer, North Africa, when he was responsible for handing over to the French the Units in Oran, Algiers and Tunis, with the attendant Signals Unit. Also, a fighter pilot in WW2, he has also flown the aircraft mentioned in the novel! Furthermore, for relaxation, he has taken to sailing the waters of South Cornwall, and is therefore familiar with the sea that he describes so well in his novel.

The author writes: “I was born in a village close to the City of York in 1922, educated at Archbishop Holgate's Grammar School and spent my spare time in my youth rowing, sailing and swimming in the river Ouse. It was my intention to go to Loughborough College with the intention of becoming a teacher but Hitler put a stop to that and I joined the RAF instead becoming, in due course, a night fighter pilot involved in the Italian campaign. An account of my war is lodged in the Imperial War Museum. Returning to York after the war I became a Fire Surveyor with the Yorkshire Insurance Company (now defunct)." See www.diadembooks.com/swale.htm for more information.

Available from the following on-line bookstores:

Also by Richard Swale:

Watch the Wall My Darling by Richard Swale UK price: £6.64 Publisher: Diadem Books: an imprint of SPIDERWIZE Format: Paperback Size : 20.2 x 12.6 x 1.6 cm Pages: 184 ISBN: 978-1907294020 Published: Sept-2009

This story is based loosely on the lives of the author's great, great, great, grandfathers, John Andrew and James Law. Both were well known smugglers in the late 18th and early 19th Century, and operated at the same time on the north Yorkshire coast between Scarborough and the Tees estuary.

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504 Squadron are awarded the Kemp Dirk Award

The Kemp Dirk Award is presented annually to the RAuxAF unit which has achieved the best recruiting and retention results during the previous year. This year it is awarded to 504 (County of Nottingham) Squadron Royal Auxiliary Air Force for achieving the largest net gain in personnel.

504 Sqn’s recruiting team had a very successful year generating approximately 200 leads from a series of Recruitment & Engagement events. These included; the Cosford Air Show, visits to Air Training Corps squadrons at Hucknall and Sandy, a race meeting at Santa Pod Raceway, jobs fairs at Peterborough, engagement with the Princes Trust Organisation, supporting Nottingham, Leicester and Peterborough Armed Forces Career Offices at recruiting events throughout the East Midlands, and supporting Armed Forces Day events at Wollaton Park, Nottingham.

The bulk of this activity was achieved at little or no cost in terms of recruiting budget. Furthermore the Sqn was limited in terms of the market it could exploit. Although Jan 11 saw the end of the Force Protection (FP) trade this was widely anticipated and for some months earlier the only trade on offer was Regiment. The Sqn was also faced with the task of 18 FP personnel having to re- muster or leave the squadron. Ten either re-mustered, transferred to other RAuxAF Sqns or the RAF, thus reducing significantly the overall loss to Defence.

All of the above was achieved in the knowledge of the imminent closure of RAF Cottesmore and uncertainty over the Sqn’s long term future. That so much was achieved against that backdrop makes the Sqn’s performance even more noteworthy.

Well done to all involved!

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Training to ‘Wings’ standard by Richard Swale.

In my case, ground school was not in the usual seaside resort or university, but at what was referred to as a Selected Station. This was at the Coastal Command base at Thorney Island in Sussex. These were chosen for their pre-war facilities, such as barrack blocks and lecture rooms. A concession was that we were expected to take part in defence of the airfield and we were dished out with a .303 Lee Enfield rifle, a bayonet and two Mill’s bomb hand grenades. These were still in their boxes and had to be degreased and assembled. This was alright until it came to priming it. To do this you had to put the handle under the plunger, press the handle down and secure it with the pin. If you got it wrong, and it slipped, you had five seconds to make up your mind what to do with it before it went off! It was remarkable how careful we all were.

Mixed in with our lectures we were called out on exercises, sometimes, in the middle of the night. As a consolation, we were treated as ordinary airmen, rather than cadets, and didn’t have to be in until midnight, instead of ten o’clock. This lead to some pretty hilarious goings on. I recall one night, most of us were in bed, when the door burst open and a couple of very drunken cadets staggered in. There were no lights in the building so they made their way down the room being sworn at as they progressed bumping from bed to bed. Eventually all was quiet until a scuffle could be heard followed by a hissing noise. This turned out to be one of the drunks peeing on his chum in the next bed! Hearing the performance a more sober colleague stripped the top two wet blankets off the bed and replaced them with clean dry ones. Once more we all settled down. Then two more latecomers arrived and prepared for bed. Soon all was quiet again and this time we were able to sleep undisturbed until daylight.

Gradually the room came to life with the usual mutterings and groans. Then a voice said: ”Where are the wet blankets I took off Joe’s bed?” The reply came from one of the latecomers who said he had found a couple of blankets on the floor and had used them to press his trousers between under his mattress! He fished them out and found he had a beautiful crease.

The course progressed and it was only later that we found that if Gerry had made an attack, it was intended to blow up the causeway connecting the island to the mainland and we were going to be

left to fight it out! A sobering thought.

We were, of course, on an operational airfield. Bomb damage to the buildings could still be seen and a lone Mk1 Blenheim, minus its turret was standing on the tarmac. It had been neatly removed (together with the head of the gunner) by a 20mm cannon shell from a Me109. Two squadrons were operating from the airfield, one a mine laying Hudson squadron and the other a Beaufort torpedo outfit. The Officer Commanding the airfield was a Group Captain. I was passing HQ one morning when he appeared on the top of the steps. A handsome, grey haired, middle-aged man. I couldn’t help thinking that his future was likely to be better than mine! How wrong I turned out to be.

Shortly after this brief event, a Hudson was taking off on a mine laying expedition when a tyre burst, the under-cart leg passed up into the engine nacelle which contained a petrol tank, the contents of which ran onto the hot exhaust and the aircraft caught fire. Passing at the time were two vehicles one containing the Group Captain and three Squadron Leaders, the other was a lorry carrying 18 soldiers. Both vehicles stopped and the men in them dashed across to see if they could help the crew. Unfortunately, as they approached, the Hudson blew up killing the CO and the S/Ldrs. together with eight of the soldiers. The crew had got out on the blind side and escaped unhurt! We took part in the funeral parade and the RAF personnel were laid to rest in the small cemetery by the sea on the edge of the aerodrome. We slow marched round the perimeter track on the way there and quick marched to the strains of Colonel Bogey on the way back. This always, seemed to me as though you were metaphorically wiping your hands ready for what may follow.

The course duly came to an end and we all went home on leave. On our return the buzz went round that 15 of us had failed the course and because of the unusual conditions would have to take it again under more conventional circumstances. I was very surprised, and relieved, to have passed.

We returned to ACRC (known as Arsie Tarcie) London and awaited posting to EFTS (Elementary Flying Training School). Three weeks later we were paraded and told we were going to Mere – Stoke-on-Trent, to fly Magister low wing monoplane trainers. Great! Then a sergeant appeared and told us the posting was off and to parade again at the same time next week. A week after that it was finally cancelled and we returned to the pool and were hanging about for weeks.

Just before Christmas we were posted to South Africa and sent on embarkation leave over the festive? period. When we returned we were told that our papers had been lost and the posting was off once more.

It was to be April, and after a period in Brighton, before we were finally posted to the USA, on the Arnold Scheme, for flying training.

Crossing the Atlantic

We set off by train for Gourock to join a convoy heading for Halifax, Nova Scotia. It turned out to be a large convoy of 36 ships, including the American battleship New York and their cruisers Quincy and Philadelphia. Our ship was a type of Liberty ship, which had dropped American troops off in Northern Ireland, and, unfortunately, thinking he was returning empty, the skipper had sold most of the remaining food off to the Irish! We were on very short rations, mostly hash and beans, for the fourteen days it took us to cross the pond.

We did have a change of weaponry, however. The skipper was evidently short of crew as well as grub and had no one to man the 4’’ gun on the stern or the two three inchers on the wings. I ended up loading cordite on the four incher! Which, incidentally, had a plate on it saying it was made by Armstrong Whitworth in 1914! The duties did, of course, involve doing gun watch, frequently at night. We were told to keep an eye open for bow waves close in as submarines had taken to surfacing in the middle of convoys, loosing off a couple of torpedoes and sinking out of sight. I was on watch one night when I was sure I could see the white of a bow wave closer than it should be. A Petty Officer turned up but he couldn’t be sure so he went to check. On his return he confirmed the sighting but said it was a merchant ship off station. I was glad I hadn’t got it wrong entirely

Then we ran into the mother and father of all South Westerly storms. The ship heaved and rolled. It wasn’t long before the guns were deserted and we all disappeared down below. It was so bad that U-boat attack was impossible. The convoy was screened by Corvettes which were now a mass of spray and unrecognisable as ships. After a couple of days the weather began to moderate and became quite a bit warmer and the sea changed to a vivid Reckit’s blue. We had obviously moved quite a bit south. We manned the guns once more and recovered our will to live.

After 14 days land hove into view, but not what we expected. On the port side appeared a statue of a lady in a flowing robe! Ahead appeared the skyscrapers of New York. We had arrived , unscathed, at a time when losses to U-boats were at their highest. We did have a ‘stand to’ a day and a half out of New York, our gun was cleared for action and the sound of depth charges could be heard at the other side of the convoy. Eventually all was quiet, and we stood down and went back on watch. It was said a U-boat had been sunk. A novel feature to us was the appearance in the air of blimps. I should imagine they would make ideal spotters as they meandered slowly along.

Coming alongside one of the many wharves in the port we disembarked and prepared to take on America!

America

We were in for a surprise. Bussed out to a camp on the outskirts of the city called Fort Hamilton, we were paraded and addressed by a resident RAF Warrant Officer who told us that we were to be allowed into New York for the next three nights, but we would have to be back by 6 o’clock. As it was now late afternoon there were groans and then he added that if there was any trouble we would have to be back by midnight! Gasps of amazement. So for three nights we were let loose on the city that never sleeps. The bright lights took a bit of getting used to after blacked out England.

Many were the ways the time was spent. We only had £10 each to spend – it was 4 dollars to the pound in those days (1942) – but there was a lot to spend it on. Two lads had a bright idea. They went to the Cococabana night club, spent their tenner on the cover charge, sat at a table and were quickly picked up by a wealthy family who entertained them for the rest of their time in New York! The rest of us wandered the city. We visited bars at 5 o’clock in the morning, including the boxer Len Harvey’s where we were surprised when a chap appeared dressed in RAF officer’s uniform complete with wings and a scarf, and flying boots! He seemed a little alarmed to see us and evidentally felt an explanation was necessary. He said he was showing the flag by playing the part of an RAF ex Battle of Britian fighter pilot. It sounded a bit dodgy to us but there wasn’t anything we felt able to do about it and he soon left the bar. We dropped into the Stage Door Canteen. An interesting set up frequented by stage and screen personalities. A chum and I were approached by the epic film producer Cecil B de Mille together with a B-movie actor whose name I couldn’t remember. My chum and I were given a comprehensive run down on the great man’s epics before they departed having made their contribution to the war effort. Other chaps were luckier in that they visited when glamour girls of the day were there, who were quite prepared to be chatted to. Walking down Broadway I did pass the comedian Eddy Cantor, all blacked up as he was appearing in the revue Banjo Eyes. He was heading for a drink between acts I gathered. Oh - and we spent an evening at Coney Island among the swings and roundabouts. However, all good things come to an end and we were soon entrained on our way down south to Georgia.

The rolling stock was pretty ancient and we proceeded at a steady 30 mph or so, arriving at Albany, Geo. three days later. We were then transported to Darr Aero Tech where we were to spend the next month acclimatising to the American way of life, the food and the climate. Flying started on the 3 May 1942 on Stinson PT17 aircraft. Larger than the Tiger Moth and a good deal sturdier, they did not have an airspeed indicator in the student’s cockpit. Flying was by attitude, depending on good visibility, as an ordinary turn depended on putting the wing flying wires on the horizon with the wing struts to the fuselage being used in a steep turn. If the engine revs increased you were in a dive and if they reduced you were climbing. In other words you were flying by the seat of your pants! Suprisingly,casualties were few. The Stinson did have brakes and a tail wheel unlike the Tiger’s skid. One lad was washed out for too harsh application of the brakes which stood the biplane on its nose! A friend of mine was sent back to Canada because he came out in boils, due to the rich food, I expect.

The cockpit I found rather large, a not unusual problem for me, which meant I had to watch it on landing as they tended to swing a bit. What you could do which you couldn’t on Tigers was flick rolls. This was a rather violent manoeuvre achieved by ramming on full rudder and pulling the stick back hard in the opposite direction. The aircraft would rear up like a startled horse and then flick over, arriving the right way up as soon as the stick and rudder were centred. Good fun.

We did have one disaster, a pupil doing practice aerobatics over the Okefenokee Swamp got it wrong and went in vertically. Most of the impact was taken by the wings as they hit the trees and he was left hanging in his lap strap – useless things – unconscious and with two broken hips. It took a rescue team 12 hours to get to him – no helicopters in those days – and they killed about a dozen snakes on the way. What happened to him I don’t know. We didn’t see him again.

Cochran Field

After Primary we moved on to Cochran Field near Mac, Geo. where we flew BT13 low wing monoplanes, which I liked. Very stable, with wind down flaps and fixed undercarriage, they were so stable that if you did more than two and a half turns in a spin you couldn’t stop it and had to bail out! Not that I ever heard of it happening. I had a particularly lively instructor – a bit like Danny Kay - called Lt. Szold who hated the job and wanted to fly P51s. I heard he got his wish later when he and a like - minded friend dived through a formation of Stearmans. As punishment they were posted to a fighter conversion unit! I wonder where he ended up?

He had a girlfriend living not fat away, and we could always tell when we were flying good formation as we got lower and lower until we buzzed her house at nought feet! On one occasion we landed in formation and he headed for the flight line with tail up and doing a good clip. As far as we were concerned we were still in formation so we did the same On arrival he looked around and was very surprised to find e were still with him! He wasn’t the only one as it happened, a senior officer saw it too and the Lieutenant got a severe ticking off! After two months this part of the course came to an end and we moved on to Napier Field, Dothan, Alabama, where we were to convert to AT6 Harvards.

Napier Field

Apart from the usual exercises associated with a more sophisticated aircraft there was a section on gunnery. The aircraft was fitted with a machine gun mounted on the deck in front of the pilot and firing through the propeller arc via an interrupter gear. I happened to be on the flight line one morning when an aircraft taxied in and the pilot switched off. As the prop stopped rotating I noticed a series of holes which I pointed out to a mechanic standing by. He was rather dismissive until he understood what I meant. It turned out there were two holes in one blade and three in the other. Another two or three and the prop would have been shot off!

We moved to Elgin field on the Gulf of Mexico for this part of the course and the day after we arrived I noticed some American airmen scratching about with their boots and a patch of disturbed earth near the entrance to the camp. I asked one of them what they were looking for and he replied that a few days ago the Chief Flying Instructor had taken the MO for a trip and had decided to show him a low level slow roll in full view of the camp. Unfortunately he got it wrong and went in. The airmen, macabre lot, were looking for bits of remains and one had already found teeth. I left them to it.

Air to ground gunnery was a problem due to turbulence. It was very hot. A competition was held, with a gold cigarette box as the prize for the best shot. It was won by the pilot who flew last - when the turbulence had ceased! Most unfair we thought.

Returning to Napier to finish the course I began to become unstuck. I was pretty exhausted by the heat and stress, which wasn’t helped by a routine medical which showed I had an enlarged heart. I was assured it was no problem now but might disease in mid-life. Feeling as I did I wasn’t so sure. So they put me in dock for a week. I went straight back to flying and I was supposed to do two hours night circuits and bumps. I took off but was told the exercise was off due to a cross country being called off and they wanted them back on the ground. So I was left circling for two hours

before I was called in. I thought that was it, but I was sent up again on two hours night formation.

I was already pretty tired but I took off with an English instructor leading and another pupil making up the VIC formation. For two hours we weaved and zoomed around the area and I did some of the best flying I have ever done that night. At the end of the two hour stint we broke up and came into land. And that was when it all came apart. Since we took off about 6’ of ground mist had formed and I tried to land on that instead of the runway. I levelled off and prepared to touchdown. The next thing I knew my starboard wing dropped and I made a perfect three point landing – only one of the points was a wing tip! I did manage to kick it straight and finished the landing run OK. In the light I could see my starboard wing was seriously bent and I was in serious trouble. As I walked into the Flight Office the instructor congratulated me on my formation flying and was very upset to hear I had bent my aircraft. There was, of course, an enquiry and I was paraded before the Commandant and given a considerable rocket, which included the question; ‘Did I want to carry on with the course?’ As the course was nearly finished I assured him that I did. Standing beside him, looking rather anxious, was the flight instructor who had been sitting in an aircraft at the end of the runway. This was a practice which I thought was questionable anyway as the idea was they would give instructions over the radio telling the pupil to ease his aircraft down if he was approaching too high or gun it if it was too low. As I was the first to come in and nothing else was going on I suspect he was asleep which rather proves my point that it wasn’t a good idea. I expect he thought I would use the fact that he didn’t respond as an excuse and must have been rather surprised when I didn’t. Anyway I was let off after being duly chastised. What it did do was give my confidence a severe setback, which was unfortunate. A little later on we were all paraded in the camp cinema, Brits on the left, Americans on the right. The idea was to call cadets who had made some mistake or other onto the stage and try and make them look foolish. We were all supposed to laugh. The Yanks played the game and all duly laughed. We sat stony faced. After a time the Yanks joined us and it was the turn of the interrogators to look silly! This didn’t last long before we Brits were asked to leave the cinema. We hung around outside until the Yanks came out. We asked them what had had happened in our absence. Apparently they had been given a thorough going over which included the humiliating words ‘ the Brits can fly rings round you ‘! Which has reminded me of an incident which happened a few courses before ours that was potentially very serious. American discipline could be extremely childish and was known as ‘hazing’. It included such things as the cadet who sat at the head of the table at meal times was put in charge, and if he didn’t like a fellow cadet’s table manners he would bawl; ‘Square eat mister!’ This would mean the offending cadet sitting on the front of the bench seat and raising his laden fork vertically before putting the food in his mouth. This and similar silliness was taken exception to by a group of British cadets who next time they went on rifle drill refused to hand their rifles back at the end of the exercise! There was a considerable stand-off, and it was only when the Americans agreed to look into the matter that a truce was called. Eventually it was agreed that hazing would be discontinued on courses which included British cadets. American cadets made efforts, when the news got around, to join such courses!

Anyway, the course ended and we were duly given the American sterling silver wings. I and seven others were told we were to be commissioned provided we would stay in America as instructors. The last thing I wanted to do was stay in America, so I returned as a sergeant pilot. Life being what it is, it was decided they only needed one instructor so the rest came back with commissions! It took me another three years to achieve that exalted position. At least I felt I had earned it.

Return to Blighty……

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Beside A German Waterfall

Beside a German waterfall On a very bright summer day Beside a shattered airplane a navigator lay. His pilot hung from a coconut tree He was not yet quite dead So listen to the very last words the navigator said.

We're going to a better land Where everything's all right Where whiskey flows from telephone poles Play poker every night We'll never have to work again Just sit around and listen We'll have beaucoup wild women Oh death where is thy sting.

- Anonymous

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(A Beaufighter in 600 Sqn Markings - Copyright C M B Barrass 2001- 2008)

An email from Richard Swale

Many thanks for the Christmas newsletter. Well up to you usual high standard I see!

On a quick scan through I noticed an article on Paddy Green, which differs a bit from the one you published from me which I think, came under Friendly Fire. The chap who shot him up is the same chap who lost his tail wheel mentioned in the same edition. His name was Gordy Sproule, a Canadian on detachment from 255 Sqn. Later that year he was made OC of 1578 Fight, a unit I joined a little later the same year. It was a Calibration Flight calibrating radar along the North African coast and up into Sicily and Italy. We had no priority for aircraft and flew Blenheim 5's and the odd Beaufighter (usually very odd!) off the scrap heap at Setif where there was a maintenance unit. Setif, by the way, was where 600 had been based when Paddy was shot down. Gordy incidentally was quite a character and would fly anything anywhere. On a visit to Setif I found a couple of Bombay troop carriers which had been left there because of various faults. One had an engine which would cut out at half throttle and then pick up again. I told Gordy about them when I got back. A few days later I was put on aerodrome control which involved making sure aircraft were clear to land etc. Later in the morning a strange aircraft hove into view - it was one of the Bombay's from Setif! It lumbered round the circuit and approached to land. After the third bounce a piece of cowling fell off, but he'd made it. I saw him later and he asked me what I thought about his landing, I told him it was fine until the cowling fell off. He seemed quite hurt by the implied criticism.

The article on the Airacobra is interesting. Once the Yanks have found an aircraft isn't up to scratch they off load it to some unsuspecting nation, or far flung conflict. This one had a basic design fault, it used to whip stall at slow speeds, particularly in the circuit, and invariably killed the pilot. I was on the same airfield as a squadron of them and columns of black smoke from crashed aircraft were not infrequent. They were being flown by the French. As I believe I wrote about, my instructor was

killed flying one on a fighter conversion course. It wasn't considered a good idea to belly land one as the prop shaft passed under the pilot's seat and if it broke the loose ends did terrible damage to the pilot's private parts! On the other hand a really competent pilot managed OK, as I reported in the article where the French Commandant flew two up with a friend of mine. Quite the hairiest thing I've seen in cold blood. They were replaced by the Kingcobra which I assume was an improvement.

On a visit to the South Pacific a few years ago I saw an Airacobra mounted on a plinth, so the Yanks must have used them there.

R. Swale. 2011

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A Letter from J.S. Jarvis, Chairman No.1 MHU OCA.

I refer to the article by Cpl Gary Edgerton in the December 2011 edition of ‘The Right of the Line’ and in particular to his comments regarding the Butchers Company.

I was pleased to note that 600 (City of London) Squadron has maintained the link with the livery company and recently hosted a visit by its members to Northolt. Cpl Edgerton is correct when he says the relationship commenced prior to the reformation of 600 Squadron and the following may be of interest to readers.

It was in the 1960s that the late Flt Lt Gordon Craddock, an officer serving with No.1 Maritime Headquarters Unit and himself a member of the livery company, initiated the adoption of that unit by the Butchers Company; thus perpetuating the City’s traditional patronage of the reserve forces of the crown. When Flt Lt Craddock left No1 MHU, he became a Wing Commander in the RAF VRT Cadets.

Whilst serving with No1 MHU, I attended formal dinners at the Butchers Hall and we were called upon to undertake formal duties at other functions held there.

In February 1978, the Rt. Hon. Air Commodore Sir Peter Vanneck referred to the link with No1 MHU in a speech at the Butchers Hall during his year as Lord Mayor of London. At the time he was also the Honorary Air Commodore of No1 MHU and the Honorary Inspector General of the Royal Auxiliary Air Force and relished the link between the City and ‘his’ unit.

Long may the tradition remain.

J S Jarvis Chairman No1 MHU Old Comrades Association (With thanks to a former CO for his archival notes)

For more information regarding the Worshipful Company of Butchers, see: http://www.butchershall.com/index.php

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Blank Cards for Birthdays, Christmas etc?

The Blenheim Society, by kind permission of Artist Tim O’Brian have produced some blank cards of the above painting "Final Destination Waalhaven". The original painting was presented to 600 Sqn by Sqn Ldr Kevin O'Shaughnessy QVRM AE on his retirement in 2003. The central Blenheim, BQ- O, was flown by Norman Hayes and was the only aircraft to return.

The cards are sold in packs of 5 (with envelopes) at £5 +p&p (p&p will be 60p for one pack, 90p for two packs). The insides are plain – there is no Christmas message printed therein, so they can be used not just as Christmas cards but also as Birthday cards, thank you cards etc etc

To order, please contact Ron Scott on 01992 442608 or my email [email protected]

All profits go to the Blenheim Society.

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In the last edition, I produced the following article, test printed OK and then went to the main print run, only to find afterwards that on some newsletters, the picture hadn’t loaded properly. Sincere aplogies, please find the article again in its entirety, this time WITH the photograph. Sincere apologies to Paul Clucas!

This is a wonderful letter I received along with the picture shown here of a piece of artwork. It was sent by Paul Clucas, the Son of the late Leonard Clucas. Thank you Paul!

Ok Andy, strap yourself in for an occasionally bumpy ride, culminating in an exciting landing!

I have pulled together some loose threads and knitted them into a possible scenario for the cartoon. Try and keep up. The dates at the top correlate with the number of candles on each of the cakes; 46 and 20, so perhaps a double birthday celebration, maybe even father and son, the ages could be right? The youngster has the various stages of his 20 years listed down the sleeve, discovering all sorts of new things along the way, as do we all! (Dad’s signature is at 19, across the gun, appropriate for an armourer)

Not sure of the relevance (perhaps the connection is the number 20 itself) of the book ‘FROM LOG CABIN TO WHITE HOUSE’, although it is actually a real book by William Thayer, telling the story of James Garfield, who was the 20th President of the US of A. Perhaps a favourite book of one of the birthday boys, or an inspirational tome to show what can be achieved from humble beginnings. Also not sure of the relevance of the book at the bottom ‘DO AS I SAY NOT AS I DO’, (which is also a real book but not published until 2005, so it must rather be the phrase that has some meaning) unless it is a bit tongue-in-cheek and lends further weight to the father-son relationship, or it could just be that the figure at the bottom holds officer rank as denoted by the shoulder pips? (incidentally, zoom in and look closely at the beer-engine handles in the saloon bar picture in the centre of the cartoon – is it my furtive imagination or is there a bit of schoolboy graffiti going on there?)

The poem alongside is of course a paraphrase or pastiche, I’m not sure which term might be appropriate, based on lines from different verses of ‘The Charge of the Light Brigade’ by Alfred, Lord Tennyson, and I suspect shows that it has always struck a chord with those in The RAAF 600. I am surprised that ‘grape fruits’ are mentioned in the verse, as I would have thought they would not have been common in England at that time? Perhaps there is some other connotation, maybe relevant to the pub.

One of the signatures above is Clark, presumably the ‘Nobby’ mentioned in the verse? No idea who Doris might be, perhaps the barmaid in the pub, or another lass smitten with the aforementioned Nobby. On the subject of the signatures, when I asked Mum to think of some names from that time, so I could see if they were on the cartoon, she thought she remembered the surname Walters as being someone that Dad had spoken of as being in 600, but as there are both a D Walter and a B Walter signature, perhaps it was the plural that she was thinking of – the Walters, brothers maybe. Some of the signatures are difficult to decipher, but she did not recognise any of those that I managed to read out to her.

I had a punt round the interweb looking for a Jolly Farmer near to Finsbury Barracks, as I thought it might be the local to where 600 used to parade, but there were no hits. Another line of thought was that one of Dad’s fellow 600 erks was George Farmer, with whom he kept in contact for many years, so I thought this might be a connection, him being The Jolly Farmer.

I re-read a letter of Dad’s about his experiences whilst with the BEF, as I seemed to remember that he went round about May 1940, so this birthday celebration would have been only a few weeks before he shipped (actually flew) out with a few others from 600. I found references in his pencil drafts to Northolt, so I looked for The Jolly Farmer in that area, again with no hits. In his letter, he says about one incident in France when his convoy was strafed, and losing several people as a result, but does not say if they were 600 personnel. Perhaps you have access to info on that?

Also in the draft was mention of twice-weekly parades at Finsbury Barracks. Mum had mentioned that Dad had been, as she put it, ‘called up for 2 weeks in 1938’ and had afterwards arrived back home with George Farmer, and a Norman Childs. Mum also remembers another pal’s name, Chas Waterman.

It would seem these three were regular pals. I don’t know how things worked in the RAAF, but when I was in the ATC (as it was then), we paraded once or twice a week, and worked towards our necessary tickets so we could attend summer camp, in my case at RAF Lyndholme, in a section of the airfield next to what was then a V-bomber base, and watched them doing circuits and bumps, as well as getting the chance to be a pilot for a few minutes – only a Chipmunk, but hey, it still counts.

The wheels started whirring and I remembered Dad mentioning that he had spent some time at RAF Manston during the war, and I thought that perhaps that was also where he had been for his ‘call-up’ in ’38, and possibly for his armourer training.

Then I had a brain-wave - STAND BY YOUR BEDS!

I had a further punt on the interweb and y’know what, there is a Jolly Farmer pub in the High Street in Manston. On its website it says that it has been there since the C17th, and more recently was popular with WW2 pilots. It would seem that it was also popular with the groundcrew. RESULT!

Obviously the mystery is not totally solved as to the occasion and the people who were there, but at least it would seem that we now know where ‘there’ is.

I have attached a good resolution image of the cartoon which I am sure you will agree is if nothing else a fantastic piece of freehand draughtsmanship. There is just so much going on. Hopefully there might still be a few of Dad’s contemporaries around, or maybe their children, who can shed some light, maybe recognising signatures, so please by all means include it in the Newsletter if you wish, along with any of the ramblings that you may feel would be pertinent.

The original is drawn directly onto a 12” x 10” piece of card, which I assume used to be white but has yellowed over the years.

It is now safe to undo your harness.

Paul Clucas

......

…………………………………

(Copyright C M B Barrass 2001- 2008)

Aircraft of the London Auxiliaries - No.3 Hawker Demon by Ian White

History

(via 604 Squadron Archive) Early series Hawker Demon ‘A’ of 604 Squadron in the post-Munich camouflage scheme and carrying the squadron code ‘QW’. This aircraft also carries light bomb racks under its wings.

The origins of the Hawker Demon, two-seat fighter, are synonymous with the development of the Hart day-bomber that was built between the two World Wars in greater numbers than any other aircraft in peace time. Designed in response to Air Ministry Specification 12/26, which called for a single-engined day-bomber with a maximum speed of 160 mph (257 km/hr), the Hart and its descendants represented the pinnacle of military aircraft achievement in the early 1930s. With the active participation of the Roll-Royce (R-R) Company, the Hart design was drafted around the 450- hp R-R Falcon F.I liquid-cooled, supercharged, in-line engine, that was matched to Hawker’s steel tube primary structure, single bay wings and a pneumatically shock absorbed, split-axle, undercarriage. Hawker’s tender was duly accepted by the Air Ministry and work on a mock-up began during the early months of 1927.

In his design, Sydney Camm (later Sir Sydney Camm, CBE, FRAeS), H.G.Hawker Engineering’s Chief Designer, produced a wing of light construction based around a spar with top and bottom rolled steel booms interconnected by light gauge steel webs. This form of construction, which was new for its time, produced a spar of maximum strength at a minimum weight, to provide a wing structure that was operating near its permissible stress when fully loaded. Each of the biplane’s fabric-covered wings were connected by ‘N’ struts that were both lighter and stronger than conventional I-section struts and the undercarriage was changed to one of cross-axle form and equipped with Vicker’s oleo-pneumatic shock absorbers. The original gravity fed fuel system was exchanged for one that was pump driven to provide a steady flow to the R-R F.XIB in-line engine (better known later as the ‘Kestrel’). This Kestrel differed considerably from the World War One vintage Falcon by having its cylinder block cast as a single unit, as opposed to one where the cylinders were cast individually, which saved some 60-lbs (27 kg) in weight and reduced the engine’s complexity.

The first flight of the Hart prototype, J9052, took place at Brooklands during June 1928 in the capable hands of ‘George’ Bulman (later Group Captain P.W.S.Bulman, CBE, MC, AFC, FRAeS), Hawkers Chief Test Pilot. Bulman’s first flight and the six months of trials that followed, confirmed the high performance that was expected from the type. Detailed service trials of the Hart and its competitors in the 12/26 evaluation (the Avro Antelope and Fairey Fox Mk.II) that were undertaken at the Aeroplane & Armament Experimental Establishment (A&AEE), Martlesham Heath, Suffolk, between November 1928 and May 1929, showed the Hart to be superior in terms of its performance, handling and maintenance to its competitors. This resulted in a re-drafted

requirement, Specification 9/29, around which a contract was placed for a batch of fifteen pre- production Mk.I aircraft powered by the 485-hp Kestrel IB or IS engine (J9933 - J9947).

(the late Mike Keep) Hawker Hart K2986 of ‘A’ Flight, No.600 Squadron, Hendon, in the all-over aluminium dope finish, with the Squadron’s red and white triangle markings.

Much anticipated by the RAF, the first of twelve Hart Mk.I light-bombers was delivered to No.33 Squadron at Eastchurch, Hants, during January 1930. Commanded by Squadron Leader J.J.Breen, the Squadron quickly became familiar with their new machines and within three months were sufficiently accomplished on them to come second in the RAF’s annual inter-unit bombing competition. Whilst No.33 Squadron was working-up, the Air Ministry placed further orders for a second batch of thirty-two aircraft during 1930 (K1416 - K1447) which were used to equip Nos.12 & 18 Squadrons. Production of the Hart at Hawker’s Kingston and Brookland’s works was later extended to Vicker’s, Weybridge, and Armstrong Whitworth Aircraft, Coventry, to cope with the demand for airframes in the UK and abroad. Sub-variants of the Hart were later adapted for use in the Army Co-operation role in India and in the Middle East.

(the late Mike Keep) Hawker Hart K2971 of ‘A’ Flight, No.601 Squadron, Hendon, in the standard overall aluminium finish with the Squadron’s red and blue triangular markings.

In service the Hart was armed with a 0.303-inch (7.69mm) forward firing Vickers machine-gun operated by the pilot and synchronised to fire through the propeller arc, with a 0.303-inch Lewis-gun being provided for the observer/gunner. A bomb load of up to 500-lbs (227 kg) could be carried on wing-mounted racks.

In service the high performance of the Hart presented some problems in the training field, such that in February 1932 Hawker’s received a copy of Specification 8/32 that called for a Hart bomber to be equipped for the training role. With all armament deleted and full dual controls provided in the former observer/gunner’s cockpit, along with a small windscreen, the prototype Hart Trainer, K1996 (in reality the second production Hawker Audax), made its first flight on 20th April 1932 with Hawker test pilot Gerry Sayer at the controls. The design at first appeared to fly very similarly to the Hart bomber, however, when two further airframes, K2474 and K2475, were converted they demonstrated that the tailplane incident range was inadequate to deal with the movement of the centre of gravity (CG) brought about by the removal of the bombing equipment and the gun-ring in the rear cockpit. It should be noted that both for these aircraft were former Harts built to the same standard as the third production batch of bombers. The problem was overcome by reducing the

sweep-back of the top wings of the trainer version to 2½ degrees, compared to 5 degrees on the bomber.

A contract for the production of thirteen Hart Trainers (K3146 - K3158) powered by Kestrel IB engines was raised in 1933, followed closely by a second for twenty-one aircraft (K3743 - K3763) fitted with 584-hp Kestrel V DRs. These orders were followed by others for the re-equipment of the Elementary & Reserve Flying Training Schools (E&RFTS) and the RAF College, Cranwell. The Hart bomber and trainer versions were issued to the Auxiliary Air Force (AAF) and Special Reserve (SR) squadrons from 1934, with the following being thus equipped: Nos.500 (Manston), 501 (Filton), 503 (Waddington), 600 (Hendon), 601 (Hendon), 602 (Abbotsinch), 603 (Turnhouse), 604 (Hendon), 605 (Castle Bromwich), 609 (Yeadon), 610 (Hooton Park) & 611 (Speke).

When the Hart entered service during January 1930, it proved to be significantly faster than the RAF’s current generation of fighters (the Bristol Bulldog IIA and Siskin IIIA), with the exception of the Fury, which was itself a Hart derivative. This situation encouraged the Air Ministry to institute the development of a two-seat fighter version under the name ‘Hart Fighter’, around which Specification 15/30 was written. This was based on the performance that had been measured on the first production Hart, J9933, which had been fitted with a fully supercharged Kestrel IIS engine, twin forward-firing Vickers machine-guns, a lowered rear cockpit combing to provide the observer/gunner with a better field of fire and the deletion of bombing equipment. Similar modifications were also applied to Hart J9937, which accompanied J9933 to Martlesham Heath for trials and evaluation. The Martlesham trials showed the Hart Fighter to have approximately the same performance as the standard Hart bomber.

Representing something of a throwback to the Bristol F.2B Fighter concept of the First World War, the Air Ministry nevertheless ordered a small batch of Hart Fighters at the end of March 1931 to equip a single flight of No.23 Squadron at Kenley. During the air defence exercises of July 1931, the Hart Fighters easily outperformed the Squadron’s Bulldogs and successfully intercepted Hart bomber formations.

Whilst the relatively high performance of the Hart Fighter was welcomed by the RAF and the pilots of 23 Squadron, the gunners in the rear cockpit were not so enthusiastic. The icy slipstream generated over their cockpit and the consequent difficulty they had in sighting the Lewis-gun under those conditions, rendered their task very difficult. A number of modifications, including the introduction of inter-cockpit flaps, a rudimentary hood that covered the pilot and partly covered his gunner, were tried, but these proved either ineffective or restricted his view. Nevertheless, based on 23 Squadron’s operations with the Hart Fighter, the Air Ministry ordered a batch of seventeen fighters under the name ‘Demon’ (K2842 - K2858) early in 1932, in compliance with Specification 6/32. The first production Demon, K2842, was flown by test pilots P.G.Lucas and George Bulman on the 10th February 1933, with the remainder of the batch being delivered during the following April. Power for these aircraft was provided by the 485-hp Kestrel IIS.

During April 1933, the remaining Bulldogs on 23 Squadron’s establishment were exchanged for Demons, with further orders for sixty-two Demons powered by Kestrel IIS engines (K2904 - K2908, K3764 - K3807 & K3974 - K3985) being placed with Hawkers to re-equip a number of regular RAF and AAF squadrons. During July 1934, No.41 Squadron at Catterick exchanged its Bulldogs for Demons, followed later that year by No.64 Squadron at Heliopolis, Egypt. Both squadrons had aircraft powered by the 600-hp Kestrel V engine. The re-equipment of the Auxiliaries with 584-hp Kestrel V DR-powered Demons began in June 1935 with 604 (County of Middlesex) Squadron, followed by 600 (City of London) Squadron in February 1937 and 601 (County of London) Squadron in August. In addition to the Hendon Wing, No.607 Squadron (County of Durham) at Usworth and 608 (North Riding) Squadron at Thornaby, were issued with Demons in September 1936 and January 1937 respectively.

(the late Mike Keep) Hawker Demon K4500 of No.604 Squadron in the pre-Munich overall aluminium dope finish with the Squadron’s red and yellow triangular markings. This aircraft also served with No.601 Squadron at Hendon.

Whilst the Hawker’s Kingston factory was busy building Demons, the Company continued to tackle the problem of the over-ventilated gunner’s cockpit. By the end of 1934 Hart J9933 had been fitted with the prototype of a hydraulically operated turret, built by the Frazer-Nash Company, which was fitted with a segmented folding shield that was not dissimilar to the rear end of a lobster’s back. Whilst the weight of the turret moved the aircraft’s CG close to its aft limit, it did not appear to effect the Demon’s overall stability. Trials at Martlesham Heath and at Brooklands cleared the Turret Demon for spinning and service use, such that by mid-1936 all Demons built by Boulton-Paul Ltd at Norwich and Wolverhampton (K5683 - K5741, K5898 - K5907 & K8181 - K8217) were fitted with the turret, whilst others were retrospectively modified.

Frazer-Nash Turret fitted to late model Hawker Demons.

No.65 Squadron at Hornchurch received Demons during August 1934, as did No.29 at North Weald during March 1935 and No.74 Squadron in September. Referred to initially as the ‘Demon Flights’ when No.74 was reformed at Hornchurch on the 1st September 1935, the Squadron was despatched to Malta later that month to provide air cover for the island during the Abyssinian Crisis, when the potential existed for war with Italy. In a similar vein No.41 Squadron was sent to Aden during October 1935, to defend the Protectorate from intrusions by Italian aircraft based in the Horn of Africa. The final unit to re-equip with Demons, No.25 Squadron at Hawkinge, surrendered its Hawker Fury IIs during October 1937 and operated with a mixture of Demons and Gloster Gladiators.

Back home the Munich Crisis of September 1938, brought the possibility of war in Europe a step closer. The home-based fighters of what was by now Fighter Command were mobilised and camouflaged and the AAF embodied into the regular RAF. Fortunately, the crisis passed and the air crews were stood down. By then (1938) the Demon was approaching obsolescence (it was formally declared obsolete in September 1939) and the regular squadrons began their transition to more modern equipment. The first to go was No.65 who replaced their Demons with Gloster Gauntlets during July 1936 and thus became a single-seat fighter squadron, followed by No.74 in April 1937 (Gauntlet II), No.41 in October 1937 (Fury II), No.25 in June 1938 (Gladiator) and No.23 in December 1938 (Blenheim If).

The Auxiliaries, however, continued to remain operational on the Demon until 1939, when obsolescence finally overcame them. The Hendon Wing’s 601 Squadron was the first to hand-in its Demons during December 1938, when they were replaced with single-seat Gauntlet IIs, only to have them replaced a year later by Blenheim If fighters. Nos.600 and 604 Squadrons exchanged their Demons for Blenheims during January 1939, closely followed by 608 in March. The honour of being the last Demon unit fell to 607 Squadron, who relinquished their aircraft at Usworth during August 1939, before converting to Gladiators.

It is known that the following Harts and Demons served with the London Auxiliaries:

Hart Demon 600 Squadron: K2984, K2985 & K2987. K4503, K5700, K5701 & K5703. 601 Squadron: K2974, K2976 & K2989. K3799, K4496, K4500, K4504, K4513, K4522, K5699, K5713, K5720 & K8191. 604 Squadron: Not known* K3985, K3789, K4498, K4503, K4523, K4523, K4534, K5715, K5721, K5727 & K8192.

* The record shows that 604 operated Harts between September 1934 and June 1935.

DESCRIPTION & TECHNICAL DETAILS

The Hawker Demon was a two-seat interceptor day-fighter, of all-metal construction with fabric covering and wire bracing and powered by a 485-hp R-R Kestrel IIS, 600-hp Kestrel V or 584-hp Kestrel V DR in-line engine driving a 10 feet 9-inch ( 3.28 metre) diameter, two-bladed Watts propeller. The crew of two comprised a pilot and observer/gunner in the rear cockpit, with the former having a 0.303-inch (7.69mm) Vickers machine-gun firing through the propeller arc by means of synchronised interrupter gear and the latter a 0.303-inch (7.69mm) Lewis machine-gun mounted on a Scarf Ring, or in a Frazer Nash hydraulically powered turret with ‘lobster-back’ shield.

The Demon had the following dimensions, weights and performance:

Length: 29 ft 7-ins (9.02 metres) Empty Weight (early): 3,067-lbs (1,391 kg) Height: 10 ft 5-ins (3.17 metres) (turret): 4,460-lbs (2,023 kg) Wing Span: 37 ft 2-ins (11.33 metres) Loaded Weight (early): 3,336-lbs (1,513 kg) Wing Area: 347 sq ft (32.24 sq m) (turret): 4,668-lbs (2117 kg)

Kestrel IIS Kestrel V DR Max Speed at 16,000 ft (4,877 metres): 182 mph - at 13,000 ft (3,962 metres): - 182 mph Initial rate of climb: Not known Not known Time to 10,000 ft (4,572 m): 7 mins 25 secs 7 mins 55 secs Service Ceiling: 24,500 ft 27,800 ft (7,468 metres) (8,473 metres) Endurance: 2½ hours 2½ hours

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Hawker Demon K8203 64 Sqn

Trivia - Why Is A Ship Toilet Called The Head?

The reason that a ship's lavatory is called a head is because in olden days when a member of a sailing crew needed to relieve themselves they would go to the front of the boat or ship.

The nautical name for the front of the ship is the bow.

At the bow was traditionally placed a figurehead which would bring luck to the crew. A common figurehead was beautiful women. It is thought that the term head or heads came from this.

The Captain of the ship would be above such common practice and had his own private toilet beside his cabin.

This was usually below the poop deck which was the name for the raised section at the stern of old ships.

......

‘SNAP’– Flg.Off. F.G.Grisley

A jovial bear of a man was Flt. Lt. Pavel Shnapker. He spelt it differently, about twice as long, with C’s and Z’s and W’s, but that’s how it sounded to us. We called him ‘Snap’. Many rows of ribbons starting with the German invasion of Poland in 1939 had driven his wings so far North that they were barely visible beneath his left lapel.

Sometimes, behind his smiling eyes, you could fleetingly glimpse the pain of one who had fought long and hard for his country’s liberty, only to remain an exile when it was so cruelly snatched away.

None of us could hold him in a tail-chase. Whenever he wished, he would depart by pushing more negative ‘G’ than anyone else I’ve known.

We would have followed him to hell and back. He already knew the way!

Seated next to him one dining-in night I broached the subject of his war-wound: he walked with a slight limp.

“I’m not sure it is old chap” he said. His colloquialisms were as endearing as his fractured English, which I won’t attempt. He saw my puzzled expression.

“It was VE-Day you see dear boy. We were having the wildest party you ever saw. I was drinking Champagne out of the fire-bucket when I fell off the mantelpiece. Then the Group Captain ran over me”.

“Couldn’t have just stepped over you?” I asked.

“Not really old man. You see, he was riding his Motor-bike!”

604 (County of Middlesex) Squadron

Royal Auxiliary Air Force

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Trivia - No females have been awarded the Victoria Cross medal. Over 1355 medals have been awarded, but only to men.

Trading fit goes to for Heroes.

A Handsome Young Airman

Oh, a handsome young airman lay dying Surrounded by wreckage he lay And the mechanics who stood all around him Swear these are the words he did say, did say.

Take the cylinders out of my kidneys Connecting rods out of my brain From the small of my back take the crankshaft Assemble Pratt Whitney again, again

Now whenever you're flying the" Big B's" Or airplanes of similar ilk, Never forget the old ripcord And always resort to the silk, the silk.

Oh the Big "B's" a mighty fine airplane Constructed of rivets and tin It has a top speed of 150 The ship with the headwind built in, built in.

I never should have joined the Air Corps Mother, dear Mother knew best For now I lay here in the wreckage Pratt Whitney all over my chest, my chest.

- Anonymous

Norman Hayes Bristol Blenheim MK1

As Flak Goes By

You must remember this That flak don't always miss And one of you may die. The fundamental thing applies As flak goes by---

And When the fighters come You hope you're not the one To tumble from the sky The odds are always too damned high As flak goes by---

110's and 210's knocking at your gate Come on you jokers, come on kill that rate And should a bomb hang, salvo don't wait The targets passing by---

It's still the same old story A tale that's too damned gory Some brave men have to die The odds are always high As flak goes by.

- Anonymous

Profile - F/O A. G. Burdekin 600 Squadron

Full Name Alan George Burdekin DOB 26th June 1917

Year Postings Rank

1939 Joined RAFVR on 29th March Airman U/T 1939 Posted to 266 Squadron on 31st October - 1939 Posted to 9 AOS on 28th November Air Gunner 1940 Posted to 266 Squadron on 9th January - 1940 Joined 264 Squadron on 1st February Sergeant 1940 Posted to 5 OTU on 13th June - 1940 Joined 600 Squadron on 7th July - 1940 Posted to 10 Signals on 21st September - 1941 Re-joined 600 Squadron on 31st March - 1941 Joined newly-formed 25 Squadron on 16th July - 1941 Posted to 278 (ASR) Squadron on 13th October - 1944 Posted to 577 Squadron on 18th March - 1945 Released from RAF on 29th December Flying Officer

F/Lt. Burdekin joined the RAFVR at Derby on 29th March 1939 as an Airman u/t Wop/AG (746828). He was called up on 1st September and posted to 266 Squadron at Sutton Bridge on 31st October. The squadron was then equipped with Fairey Battles.

Alan was posted to 9 Air Observers' School, Penrhos on 28th November, and after qualifying as an LAC Air Gunner, he rejoined 266 on 9th January 1940.

Alan moved to 264 Squadron at Martlesham Heath on February 1 and spent eight weeks in an Experimental Flight in April and May. He was promoted to Sergeant on 6th June, and then posted from 264 on 13th to 5 OTU (Aston Down), to convert to Blenheims.

On 7th July 1940, Alan joined 600 Squadron at Manston.

He was posted to 10 Signals School (Blackpool) for a wireless course on 21st September.

He completed this at 2 Electrical and Wireless School at Yatesbury from 4th January to 31st March 1941, qualifying as a wireless operator. Alan then rejoined 600 Squadron and remained with it until 16th July, when he joined the newly-reformed 125 Squadron at Coleme, with Defiants.

On 13th October 1941, Alan was posted to 278 (ASR) Squadron.

He was commissioned in January 1943 and remained with the squadron until 18th March 1944. He then went to 577 Squadron on anti-aircraft co-operation duties.

Alan was released from the RAF on 29th December 1945 as a Flying Officer. He emigrated to New Zealand with his family in October 1947.

Related Information

Alan Burdekin was in the RNZAF Active Reserve from 1953 to 1958, and then served in the 1st Battalion, Nelson, Marlborough, West Coast Regiment, as a Captain, from April 1958 to October 1962.

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Hello to everyone from Caron & Ian Wilson.

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Our intention is to offer Aviation Enthusiasts and Collectors around the World the most varied and interesting items we can find. When we say "find" we mean that quite literally, we won't be sitting around waiting for a Type D Oxygen Mask to drop on our laps! Caron and I have given up our full-time jobs, bought a motorhome and plan to visit ALL of the major UK & European Militaria Fairs, Antique & Collector Fairs, Private Auctions, Flea Markets etc.

We will scour every nook and cranny to find you the collector, the type of Aviation items you tell us you are after. Send us your 'wish-list' and we'll do our best on your behalf. From Flying Helmets to Cockpit Clocks, Fug Boots to Scramble Bells - Whatever we find, you will find on the Bombphoons website at some stage.

1914-1945, Axis or Allied, Issued or Private Purchase, Mint or Relic, we will find it.

Bombphoons will also offer a Money Back Guarantee if you are not totally satisfied with your purchase.

One last thing; I am a Collector too. I am always willing to buy or trade for any Hawker Typhoon/Tempest and 2nd Tactical Air Force items for my own display, and we're also interested in buying any items for the website too.

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www.bombphoons.com +44 (0)7969 051 573 [email protected] 30 Pikesyde Dipton Stanley Co. Durham DH9 9EQ United Kingdom

Hymn for the RAF by Patience Strong

Lord, hold them in thy mighty hand Above the ocean and the land Like wings of eagles mounting high Along the pathways of the sky

Immortal is the name they bear And high honour that they share Until a thousand years have rolled Their deed of valour shall be told

In dark night and light of day God speed and bless them on their way And homeward safely guide each one With glory gained and duty done

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RAF Hornchurch

From Wikipedia, the free encyclopedia

Royal Air Force Hornchurch

Station Crest

3 October 1915 – 31 December 1919, Active (As Sutton's Farm), 1 April 1928 – 1 July 1962, (As RAF Hornchurch)

Defence of London & South East Role England, Fighter Offensive, Heavy Bomber Escort Duty, Support,

Aircrew Selection, RAF(VR) Flying Training

Part of No. 11 Group RAF

Garrison/HQ Hornchurch, Essex, England

RAF Hornchurch was an airfield in the south of Hornchurch in what is now the London Borough of Havering. Known as Sutton's Farm during the First World War, it occupied 90 acres (360,000 m2) of the farm of the same name and was situated 14 miles (22.5 km) east north-east of Charing Cross. Although the airfield closed shortly after the end of World War I, the land was requisitioned in 1923 due to the expansion of the Royal Air Force and it re-opened as a much larger fighter station in 1928. The airfield was ideally located in bomb alley to cover both London and the Thames corridor from German air attacks. It was a key air force installation between both wars and in to the jet age, closing in 1962.

History

A Royal Aircraft Factory BE2c similar to those that flew from Sutton's Farm in 1915 and 1916

Lt. William Leefe Robinson (left) and Lt. Wulstan Tempest, both of whom shot down enemy airships.

In 1915 the London Air Defence Area (LADA) was established and a number of airfields were constructed around London with the specific aim of defending the capital from the growing threat from enemy airships. Sutton's Farm, along with its neighbour Hainault Farm, 8 miles (12.9 km) to the north-east, were selected due to their location covering the eastern approaches to London. They were designated Landing Grounds Nos. II and III respectively and joined the existing airfields of North Weald, Rochford and Joyce Green. Suttons Farm airfield became operational on 3 October 1915, initially with two BE2c aircraft. As the number of aircraft increased at the airfields around London, it was decided to organise them into 39 Home Defence Squadron, which was formed in April 1916, under the command of Major (later Brigadier-General) Thomas Higgins. As the enemy threat moved from airships to aircraft, so better aircraft were introduced to counter them. The BE12, Sopwith 1½ Strutter, Sopwith Pup, FE2, Bristol Fighter, SE5a and Sopwith Camel all operated from Sutton's Farm at some stage, some with more success than others. 39 Squadron moved to North Weald in September 1917 and was replaced by 78 Squadron, under the command of Major Cuthbert Rowden, a 20 year old veteran of the air war in France and subsequent winner of the

Military Cross. 78 Squadron was later joined by 189 Night Fighter Training Squadron with Sopwith Pups and Camels.

The first recorded interception of an enemy airship over Britain was made by Lt. (later Marshal of the Royal Air Force) John Slessor on the very day he arrived at Sutton's Farm, 13 October 1915. The attack had to be aborted, however, as the airship disappeared into cloud and he had to break off the engagement. The first victory in Britain was not recorded until nearly a year later, on 2 September 1916, and was attributed to a pilot from Sutton's Farm, Lt. William Leefe Robinson. Robinson shot down a Schütte-Lanz SL11, one of a 16-strong raiding force over London, using the recently developed Brock and Pomeroy mixed incendiary ammunition, which had been adapted specifically for this task. For this action Leefe Robinson was awarded the Victoria Cross and became a National hero. Two other Sutton's Farm pilots from the First World War, Lt. Frederick Sowrey and Lt. Wulstan Tempest, were awarded the DSO for their roles in the destruction of Zeppelins. Tempest's actions were particularly notable; even though his fuel pump was broken and he was having to pump fuel manually whilst flying the aircraft with his other hand, he still managed to engage and destroy an enemy airship and then find his way home in thick fog. These pilots, together with many others, are commemorated by street names in South Hornchurch.

Inter War Years

Soon after the war ended it was decided that Suttons Farm was surplus to requirements and the airfield was decommissioned, although it was retained on “List C” (stations temporarily retained for Service purposes) until 27 February 1920. The land was returned, most of the buildings demolished and farming resumed once more.

Following the decision in the early 1920s to expand the Royal Air Force, former World War I airfields were inspected to ascertain their suitability for use. Although small, Suttons Farm was ideally located to be able to defend the north-eastern approaches to London. After protracted negotiations, the original land was re-purchased, together with some further land to the south of the original airfield.

The new airfield took four years to build and opened, as RAF Sutton’s Farm, in April 1928. Two months later the name was changed to RAF Hornchurch and the first unit to take up residency was No. 111 Squadron, led by Squadron Leader Keith Park, who also became the first station commander.

World War II

During World War II the station was a Sector Airfield of RAF Fighter Command's 11 Group, covering London and the south east of England during the Battle of Britain in 1940. By this time, its command centre was in Romford, and a satellite station (an advanced attack outpost; RAF Rochford) was unpopular with the Hornchurch crews sent there from time to time because of the canvas accommodation. Following the war, Hornchurch was home to Flying Training Command's Aircrew Selection Centre for 10 years before it moved to RAF Biggin Hill and the RAF station at Hornchurch closed in July 1962.

The Airfield Today

Astra House, the former Officers Mess

Astra Court East, the former Officers Quarters

Following a period of gravel extraction and infilling with rubbish in the 1970s, the airfield was extensively landscaped to create Hornchurch Country Park, with work commencing in 1980. Most of the former administrative and technical areas, including the two Type A and one Type C hangars, were levelled in the 1960s and the area is now a housing estate. The names of the streets of the estate commemorate the airfield and its pilots (such as Bouchier Walk, Kirton Close, Tempest Way, Robinson Close, Tuck Road, Bader Way and Malan Square). The former Officers' Mess is now a medical centre in Astra Close. The Officers' Mess (Astra House), Officers' Quarters (Astra Court East, West & North) and WO Quarters (89-99 (odd numbers) Wood Lane) are included in the RAF Hornchurch Conservation Area.

A local school, The R. J. Mitchell School, was named after the man who designed the Spitfire, and a large monument to this effect, with wreaths placed on Remembrance Day, is within the school railings. Another local school (Suttons School) was re-named Sanders Draper School in 1973, after an American pilot, Flying Officer Raimund (Smudge) Sanders Draper, flying with the Royal Air Force at the time, had an engine failure on take-off and stayed at his controls to ensure his aircraft didn't crash on the building, which was full of children at the time.

A number of pillboxes, command bunkers and gun positions, together with the largest number of surviving Tett Turrets in England, still exist within the boundaries of the former airfield and can be seen on the Eastern edge of the country park. RAF Hornchurch artefacts and memorabilia are housed in the Purfleet Heritage & Military Centre.

RAF Hornchurch was the subject of one of the programmes in the BBC TV series Two Men in a Trench. In the programme, several of the defences were examined. One of the Tett Turrets was excavated, the backfill of which contained a pair of 1940 RAF pilot's goggles along with material from the hospital.[9] The fire trench, a partially buried pillbox and an E pen were excavated, while the gun emplacement on the northern end of the site was cleared of vegetation.

The Good Intent pub, formerly with a large concrete, planetarium-like dome next door (used for training airgunners), still exists on the Hornchurch Road, was popular with the aircrews, and has an interesting collection of photos of the Station.

A DVD about RAF Hornchurch was produced by Mike Jones for Streets Ahead Productions.

The airfield is said to be haunted and was the subject of a paranormal investigation in 2004.

Controversy

Contemporary postcard illustrating the destruction of Schütte-Lanz SL11

William Leefe Robinson

Although Robinson was awarded the Victoria Cross for shooting down Schütte-Lanz SL11 in 1916, it wasn't celebrated in all quarters, particularly by serving pilots in France. Home Defence was viewed as a relatively easy role and Robinson had trouble earning the respect of his fellow pilots when he was subsequently posted to France. These views were compounded when Robinson was shot down by aircraft led by Manfred von Richthofen shortly after arriving in France. The awarding of the VC was, undoubtedly, partly politically motivated, although it must be remembered that any form of flying was inherently dangerous in 1916, particularly at night and at these tremendous heights without oxygen. Robinson also managed to single-handedly lift the spirit of a nation that had suffered the new terror of aerial bombardment from the apparently invincible airships.

Use of Incendiary Ammunition

Although effective in destroying enemy airships, the use of incendiary ammunition was banned under the terms of the Hague Convention of 1899 and pilots using it had to have signed orders from their commanding officer. This type of ammunition was issued only to squadrons in Home Defence roles and never to squadrons serving overseas. On his return to Sutton's Farm, William Leefe Robinson's CO ordered him to keep quiet about it as it was thought the propaganda value for the enemy would be invaluable should it leak out, even though the Germans had already broken the terms of the convention by using gas in 1915. Later in the war the use of incendiary ammunition became officially recognised.

The Battle of Barking Creek

Main article: Battle of Barking Creek

The first aircraft to be shot down by the British in the Second World War was a Hurricane of 56 Squadron. On 6 September 1939, three days after the declaration of war, a searchlight battery on Mersea Island incorrectly identified a friendly aircraft crossing the Essex coast. A message was relayed to HQ 11 Group, which ordered Hurricanes from North Weald to investigate. They were subsequently misidentified as hostile aircraft themselves by the Chain Home Radar at Canewdon. Further aircraft from North Weald were scrambled to intercept their comrades, but they too were

misidentified through a combination of miscommunication, inexperience and over-enthusiasm. A tragic, but inevitable mistake was now just minutes away; Spitfires from 74 Squadron, led by “Sailor” Malan, took off from Hornchurch and quickly engaged two Hurricanes, shooting them both down.

Pilot Officer Montague Hulton-Harrop was killed whilst the other pilot, Pilot Officer Tommy Rose, baled out and landed safely. The two pilots responsible for the attack, Pilot Officer John Freeborn and Flying Officer Paddy Byrne were placed under arrest upon their return to Hornchurch. Freeborn had been the squadron adjutant and had distributed orders that single engined aircraft should not be engaged as it was assumed that enemy fighters would not have the fuel to be able to fly a return sortie from Germany and, therefore, any single engined aircraft would be friendly.

A court-martial was held on 7 October 1939, at which, Freeborn later claimed, that Malan said he never gave the order to attack. All three were acquitted, with the judge claiming that the case should never have been brought to trial. The proceedings have never been made public.

Notable Station Commanders

Rank Name From To Died Later Career as CO Air Chief Marshal Sqn 01/04/28 16/03/29 05/02/75 AOC No 11 Gp, C in C, Air Sir Keith Park Ldr Command South East Asia[19] Air Marshal Sir Sqn 25/10/29 01/04/30 14/04/61 AOC Coastal Command[19] Leonard Slatter Ldr Air Vice-Marshal Wng 02/04/37 27/07/38 28/0574 AOC Training HQ SAAF[19] Sir Matthew Frew Cdr Air Vice Marshall Wng 20/12/39 21/12/40 15/06/79 AOC British Sir Cecil Cdr Commonwealth Air Forces Bouchier of Occupation Japan[20] Air Chief Marshal Wng 20/12/40 12/05/42 29/08/95 AOC Bomber Command, Sir Harry Cdr Managing Director A V Broadhurst Roe & Co[20]

Squadrons

During its relatively short life, RAF Hornchurch became home to many RAF squadrons:

Commanding Squadron Identification Equipment From To Officer No. 39 Royal 15/04/16 09/17 North Maj Thomas

Squadron Aircraft Weald Higgins Factory

B.E.2c No. 78 Sopwith 09/17 31/12/19 Disbanded Maj Cuthbert

Squadron Camel Rowden No. 189 Sopwith 4/18 01/03/19 Disbanded Maj H S

Squadron Camel Powell No. 111 Armstrong 01/04/28 Sqn Ldr Keith

Squadron Whitworth Park

Siskin IIIA Bristol 01/31 12/07/34 Northolt

Bulldog IIA No. 54 Bristol Sqn Ldr W E 15/01/30

Squadron Bulldog IIA G Bryant

Gloster Sqn Ldr Cecil 09/36

Gauntlet Bouchier Gloster Sqn Ldr H M 05/37

Gladiator Pearson Sqn Ldr Supermarine 03/03/39 03/09/40 Catterick James

Spitfire Mk I Leathart Supermarine Sqn Ldr Spitfire Mk 23/02/41 T.P.R.

IIa Dunworth DL (KL)[22] Supermarine Sqn Ldr R F Spitfire Mk 05/41 Boyd Va Supermarine Sqn Ldr N Spitfire Mk 07/41 17/11/41 Castletown Orton Vb Hawker 12/07/34

Demon Gloster 09/36

No. 65 Gauntlet

Squadron Gloster FZ 04/37

Gladiator

[22] Supermarine Sqn Ldr A L FZ (YT) 21/03/39 27/08/40 Turnhouse

Spitfire Mk I Holland Sqn Ldr Hawker 21/09/36 Donald

Demon Brookes Sqn Ldr No. 74 Gloster 04/37 Donald

Squadron Gauntlet Brookes Sqn Ldr [22] Supermarine JH (ZP) 13/02/39 14/08/40 Wittering Donald

Spitfire Mk I Brookes Supermarine Sqn Ldr John 30/08/40 11/11/40 Coltishall

Spitfire Mk I Hamar Hill Supermarine Sqn Ldr E J F No. 222 Spitfire Mk 29/04/43 30/12/43 Woodvale ZD Harrington Squadron IX Supermarine Spitfire Mk 10/03/44 04/04/44 Selsey

No. 41 [22] Supermarine Sqn Ldr PN (EB) 26/07/40 23/02/41 Catterick

Squadron Spitfire Mk I Donald Finlay No. 266 Supermarine Sqn Ldr R L UO 14/08/40 21/08/40 Wittering

Squadron Spitfire Mk I Wilkinson

No. 600 BQ Bristol 22/08/40 15/09/40 Redhill Sqn Ldr David

Squadron Blenheim Clark Bristol 01/09/40

Beaufighter [23] Mk 1F No. 264 Boulton Paul PS 22/08/40 28/08/40

Squadron Defiant No. 41 Supermarine EB 03/09/40

Squadron Spitfire Mk

No. 603 Supermarine XT 27/08/40

Squadron Spitfire Mk Supermarine

Spitfire Mk 11/11/40 16/05/41 Turnhouse

No. 64 [22] IIa XQ (SH) Squadron Supermarine

Spitfire Mk 16/11/41 28/03/43 Turnhouse

Vb Supermarine Spitfire Mk 01/04/42

No. 122 [22] Vc WM (MT) Squadron Supermarine

Spitfire Mk 03/10/42 18/05/43 Eastchurch

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Personal Details updates.

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Personal Details Update Request

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Amendments:

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601 Squadron Association News

A Hawker Hurricane Mk 1 in 601 Squadron markings Motto:No Motto Badge:A winged sword

No.601 Squadron was formed at Northolt on 14 October 1925 as a light bomber unit of the Auxiliary Air Force. A nucleus of permanent staff was posted to the squadron and on 4 December the first Auxiliary personnel were enlisted. Flying did not begin until May 1926 and it was the following year before the Avro 504Ks were supplemented by D.H.9A light bombers. In January 1927 the squadron moved to Hendon, which was its base up to the outbreak of war, apart from a few days during the Munich crisis in September 1938. In November 1929 Waptis began to arrive and a year later had replaced all the D.H.9As. These were in turn replaced by Harts by June 1933 and on 1 July 1934 the squadron was redesignated a fighter unit. The Harts were retained until replaced by Demons in August 1937. In November 1938, No.601 converted to Guantlet single-seat fighters, but in January 1939 began to receive Blenheims. It was with these that fighter patrols began when World War Two broke out in September 1939 but in March 1940 the squadron had converted to Hurricanes. During the German invasion of France, a detachment operated from French soil for a week, followed by defensive duties during the Battle of Britain while based in southern England.

In February 1941, the squadron began taking part in offensive sweeps over northern France which continued until August, when re-equipment with Airacobras began. These proved useless and were discarded in favour of Spitfires in March 1942, but after only a few minor operations. In April the squadron sailed for the Middle East and re-assembled in Egypt on 25 June. Fighter sweeps over the Western Desert started a few days later and after the rout of the Afrika Corps at El Alamein, the squadron moved westwards to Tunisia, where it was present at the end of the North African campaign in May 1943. Next month it flew to Malta to cover the Allied landings in Sicily moving into captured airfields in mid-July. In October No.601 moved to Italy, where it spent the rest of the war flying ground attack missions in support of the Allied armies. On 14 August 1945, the squadron was disbanded.

On 10 May 1946 the Auxiliary Air Force was reformed and No.601 began to recruit personnel at Hendon in June. In October it commenced flying Spitfires, but moved to North Weald in March 1949 where it converted to Vampires in December. These it flew until re-equipped with Meteors in August 1952. On 10 March 1957, the Royal Auxiliary Air Force was disbanded and No.601 ceased to exist. www.601squadron.com

William Henry Rhodes-Moorhouse by Scott Rall & John Wheeler

Last year on one edition of the BBC’s ‘Dig 1940’ program there was a bit of film that caused no small amount of excitement in the community of those who study the Battle of Britain. In particular to those who belong to the ‘family’ of individuals fascinated with what was both a typical Auxiliary squadron of the RAF but also one that had more than its share of very unique and interesting individual pilots – 601 (County of London) Squadron, sometimes referred to as the ‘Millionaire’s squadron’ but which those in the know prefer to call more appropriately the ‘Legionnaires’. None is more well-known or respected in 601 circles than William Henry Rhodes-Moorhouse, whose father W.B. Rhodes-Moorhouse famously won the first Air VC in the Great War.

As the film begins, rather than the usual black and white footage that is the mainstay of documentaries on the Second World War, the viewer is greeted by a group of pilots in full, living colour as they sit about with the somewhat awkward realization that they are being filmed. And it goes on to provide an extremely moving and surprisingly intimate glimpse into the world of Willie Rhodes-Moorhouse in a way that print cannot achieve. One sees smiling, laughing pilots, the stunning beauty of William’s wife Amalia, and her youthful and handsome brother Dick Demetriadi, a fellow pilot in 601. And in a painful and immensely private moment, the viewer is almost embarrassingly given a look at the young couple’s great moment of grief when they are told that Dick is missing and presumed dead. It is a rare and valuable piece of film that provides but a small, stark glimpse of a man who would soon lose his own life in the skies over southern England.

William Henry Rhodes-Moorhouse was born in London on the 4th of March, 1914 to William Bernard and Linda Rhodes-Moorhouse. He arrived a bit early, requiring his father to help in the delivery. Of course that fateful year saw the beginning of the First World War which was to take the lives of so many of Britain’s sons. Willie’s father enlisted in the Royal Flying Corps having already been an experienced civil aviator. While serving with 2 Squadron in France in April of 1915 William Bernard Rhodes-Moorhouse was killed after conducting a very dangerous and heroic bombing raid on the railway junction at Courtrai. He completed a very accurate bombing run, which took him low over enemy lines. He was severely wounded but managed to make it back Merville before succumbing to his wounds. He was posthumously awarded the first Air VC.

Fortunately for William his mother was a strong woman and surrounded by family she raised the young man at Parnham House in Dorset. William Bernard Rhodes-Moorhouse was buried in a private cemetery on property there.

William was educated at Eton and spent part of his winters vacationing and skiing with his mother in Switzerland. It was here that he met Gordon ‘Mouse’ Cleaver who would later serve in 601 Squadron with William. Cleaver’s mother owned a Percival Gull and gave good encouragement to William’s growing interest in flying. At Eton he took flying lessons at Heston aerodrome and was to receive his flying license at the young age of seventeen.

The year 1936 would be an eventful one for young William. After travel in the USA and Africa he returned home to marry Amalia Demetriadi, daughter of Sir Stephen Demetriadi and sister of Richard ‘Dick’ Demetriadi, who was also to later join William in 601 Squadron. William was a passionate skier and was selected as a member of the 1936 British Olympic Ski team. Unfortunately an accident during practice injured his shoulder and kept him out of the games.

In 1937 William joined 601 (County of London) Squadron – an Auxiliary squadron of the Royal Air Force. The squadron had a reputation for being well-heeled and were sometimes referred to as the ‘Millionaire’s Squadron’ because of this, and because the founder Lord Edward ‘Ned’ Grosvenor

recruited new members from the exclusive White’s Club in London. With war eminent, William and other members of 601 were called to full-time service on 26 August, 1939.

William Prangs his Hawker Demon in 1938 (Photo Courtesy of Georgina Thynne & 601 Squadron (Re-created)/601 OCA)

Initially William had been trained to fly the Bristol Blenheim, a twin engine aircraft with a crew of two – pilot and radio/defensive machine gun operator. On 28th November 601 Squadron was ordered to send six Blenheims to join up with six from 25 Squadron for a raid on the German seaplane base at Borkum. William was chosen to pilot one of these aircraft, all of which returned safely to England after the raid. Five seaplanes were damaged and several machine gun posts put out of action.

Realizing that the Blenheim was already an obsolete aircraft (and undoubtedly foreseeing the need for squadrons equipped with modern fighters) 601 was re-equipped with Hurricanes in March, 1940. Two months later the Germans began their attack on France and the Low Countries, and in response to this threat ‘A’ Flight of 601 Squadron – of which William was a part – was dispatched to France. William would find himself at the airfield at Merville, the same one his father had departed from on his last, fateful mission. The squadron was soon in action, and on the 18th of May William claimed a He111 shot down east of Brussels. He force-landed his Hurricane the following day after receiving a round in the fuel tank in combat with Me110’s over Douai. On the 22nd he claimed a Me109.

With the situation in France becoming rather hopeless, the squadron was withdrawn to Tangmere on the 17th of June. July would see the beginning of the period known as the Battle of Britain, 601 Squadron would be in the thick of it. As the Luftwaffe began attacking mainland Britain, the squadron found itself embroiled in fierce dogfights in the skies over the Kent countryside. William shared in destruction of a Do17 on the 7th of July, and again shared a Do17 on the 11th. During the month he shot down a Ju88 and shared in another. For his efforts he was awarded the DFC (gazette 30th July 1940).

William Pictured on the back veranda at The Ship – an Inn at Bosham near Tangmere that was to become the 601’s home away from home. Photos were taken by squadron-mate Jack Riddle. (Taken by permission from Battle of Britain London Monument Website)

August saw Willie back in the thick of the action with 601. The 11th of that month would prove to be both successful and tragic. He claimed two Me109’s destroyed, but in the action of the day his brother-in-law and fellow squadron-mate Dick Demetriadi was shot down and killed off Portland. Willie would claim another Me109 on the 18th, shared in the destruction of an He111 on the 30th, and two Me109’s as probable on the 31st. His final victory would be a Do17 destroyed on September 4th.

On 6 September, Willie took off with the squadron to engage battle with 109’s above Tunbridge Wells. His aircraft was hit by enemy fire and dived vertically into the ground near High Brooms railway viaduct. An attempt was made to recover his Hurricane, but without luck as it had buried itself so deep. Willie’s father-in-law paid a civil contractor to recover the body and Willie was interned alongside his father at the cemetery at Parnham House.

By all accounts of those who served with him in 601, Willie was a really remarkable person, and very much the heart of 601 Squadron. His death was seen as almost unbearable, and almost a farewell to all the old pre-war squadron stalwarts. There are examples that provide a glimpse into

the type of person William indeed was in life. After shooting down two Ju88’s off the Isle of Wight on 16 July, William directed a search and rescue boat to the dinghy of a surviving crew member by flying back and forth between the rescue craft and dinghy. A lesser man might have left the enemy to his fate. There is a touching letter to the wife of one of 601’s Flying Officers – F/O Michael Duke Doulton after this pilot was reported missing and presumed killed. In the letter it states that of course Doulton’s great flight commander Willie Rhodes-Moorhouse was immediately there with a bottle of champagne to consol the loss of her husband and his friend. Finally, it is often the best indication when the praise comes from the aircraftsmen who serviced the aircraft of these pilots, and they were so often provided keen judgments of character. Sgt. Gilbert Henry Harnden frequently strapped William into his cockpit and serviced his aircraft. Here is his diary entry from the day William was lost:

“6th Sept. the most tragic day for us, as the flight took off to intercept at 08:50 hours and from this flight, my flt. cmdr. F/LT Rhodes-Moorhouse (Willy to us all) failed to return, it is impossible for me to try to explain the effect this had on the flight, it seems so absolutely impossible that his smiling, undaunted person was gone forever, I just could not believe it, and all day we just prayed for news of him. It was some time before the wreckage of “G” was located but it was finally found on a sewage farm at Highbroom, Tunbridge Wells, in Kent, an absolute wreck as it apparently dived straight in, so how he die[d] we shall never know, but his example will always live with 601. The times I remember most vividly were waking him for early morning readiness at somewhere about 3 o’clock, always “Alright Flight, call me again in five minutes”; and then taking off, how he would be doing up the strap of his helmet whilst opening the throttle & taking off; he was a born leader and a marvelous personality.

In his memory there has never been another Hurricane “G” in the squadron.”

It should be added that Sgt. Harnden was one of only seven from 601 Squadron allowed to attend William’s funeral on 18 September. It says volumes about both men.

Much of this information was used by the kind permission of the Battle of Britain London Monument Website (many thanks to Ted McManus): http ://www.bbm.org.uk/

Quote from the diary of Gilbert Henry Harnden used by permission of his grandson: http://601diary.wordpress.com/diary-1940/

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Without a Motto - By James Ivers 601 OCA

Number 601 Squadron was gazetted on October 14th 1925 and commanded by Lord Edward Grosvenor, the father of the Auxiliary Air Force. One of Grosvenor’s first tasks was to design a badge incorporating the squadrons link to the County of London. Being a tolerable artist, he drew on the back of a large envelope the large scarlet Sword of London sprouting wings at the hilt. This was sent to the Royal College of Heralds with the request to arrange his device in a way which was formally acceptable to their standards along with a fee of five guineas.

In 1936 the 601 Squadron crest was to come against criticism from the College of Heralds due to an oversight by Grosvenor, he had forgotten to think of a Squadron motto. The college had decided that the squadron crest was not conformant with the crests of all other RAF squadrons as it was missing the usual scroll with a Latin phrase.

Brian Thynne was now in command of 601 Squadron and was requested to come with a motto. Thynne was at a loss. He wrote to several school masters for suggestions and studied works on helaldry, but could not unearth something that was appropriate. 600 Squadron had heard of these difficulties and, as conscious as everyone was of the possible phallic symbolism of the Flying Sword made several suggestions. This inspired Roger Bushell to suggest Praeter Sescentos*. The Romans he explained, were not good at counting, and this meant not only “a hell of a lot” but “a little bit better than Six Hundred”. There was no motto that 601 would rather have had than a permanent official insult to their sister squadron.

The Royal College of Heralds would not entertain the Squadrons proposal for a motto, so Thynne wrote back to state that since an exhaustive enquiry had failed to produce anything better, the Squadron would be happy to continue without a motto. The college replied that this was unthinkable; a plain ribbon under the crest would look ridiculous, while if there was no ribbon at all the entire balance of the crest would be upset. “Very well” wrote Thynne, “Please place a strip of red tape to fit under the Flying Sword, Symbolizing without words the frustration of an Auxiliary squadron.” He enclosed a copy of Grosvenor’s original design. The college’s reply ignored Thynne’s idea, but pointed out with transparent satisfaction: first, that the design submitted was itself heraldically wrong in thirteen different respects; and second if it was to put this right it the fee for approving the designs was ten guineas. This stumped the squadron for a while, but one foggy, unflyable day, Thynne was rummaging through old files in his office when he came across a copy of Grosvenor’s letter to the college specifically referring to the design he had submitted and the college had approved. Pinned to it was a receipt for the fee of five guineas.

In a very courteous letter Thynne stated that he had always assumed that the evolution of heraldic principles to be leisurely, and the attitude to change conservative. He was therefore astonished to learn that in the ten years since Lord Grosvenor had submitted his design to the Royal College of Heralds to be perfect it had become heraldically wrong in thirteen ways.

The college’s answer was contrite and friendly. The Flying Sword design was, indeed, one of the best they had ever seen and, of course, nobody would expect the squadron to pay twice for its services. The 601 Squadron badge would remain as the only RAF squadron badge both ribbonless and without a motto.

Source – The Flying Sword by Tom Moulson.

The original Collage of Arms approved 601 Squadron Crest. Donated by Dickie Shaw and currently on display at the RAF club, London.

* The motto Praeter Sescentos was first coined by Roger Bushell of 601 Squadron in 1936. 600 Squadron is the only squadron to have to squadron crests. The first is the “dust cart” shield and the second crest has the Sword of the City of London with a crescent moon denoting its night fighter role which was created around1942/43 and has Praeter Sescentos as its motto . Did 600 steal their own motto as an insult to 601 from 601’s original proposed insult to 600?

A Clearer Eye on June 1st 1940 - By James Ivers 601 Squadron OCA

In the 601 Squadron Line Book is pasted a two page letter written by a pre-war and Battle of Britain 601 Squadron pilot “Mouse” Cleaver comparing his memory to an extract that he found in a book called “Assignment to Catastrophe” Volume II “The Fall of France.” by Major-General Sir Edward Spears.

PARIS, Saturday, June 1st 1940 – Major-General Spears Account

On the aerodrome I saw a picture and received an impression of beauty unequalled in my life. The nine fighter planes were drawn up in a wide semicircle round the Prime Minister’s Flamingo. Very slight they seemed on their undercarriages, high and slender as mosquitoes. Churchill walked towards the machines, grinning, waving his stick, saying a word or two to each pilot as he went from one to the other, and, as I watched their faces light up and smile in answer to his, I thought they looked like the angels of my childhood. As far back as I can remember I have been enthralled by the pictures of angels; Michael Angelo’s, Giotto’s, Botticelli’s attempts to depict these divine beings have given me great pleasure, though if the truth be told none of these great artists ever evoked the awe and love conjured up by the wide-winged angles of the prints in my nursery, to whom we children lent such serene and protective powers. Here they were, as they had been so long ago, beautiful and smiling. It was wonderful to see. These young men may have been naturally handsome, but that morning they were far more than that, creatures of an essence that was of our world: their expressions of happy confidence as they got ready to ascend into their element, the sky, left me inspired, awed and earthbound.

The same morning as seen by one of the escort pilots.

We were on ordinary readiness at Tangmere, and got a signal to go to Warmwell and pick up an escort job, which duly appeared, and we found ourselves a while later in Paris, when we discovered that it was Churchill. We were later told he was staying the night and we could go into town, take off next day 8 o’c. Archie (Hope) managed to borrow quite a lot of money from a pal in the Embassy, and we set out for “Lust and Laughter.” The Next day there assembled at Villacoublay just about as hungover a crew of dirty, smelly, unshaven, unwashed fighter pilots as I doubt have ever been seen. Willie (Rhodes Moorhouse) if I remember right was being sick behind his aeroplane, when the Great Man arrived, and expressed a desire to meet the escort. We must have appeared vaguely human at least, as he seemed to accept our appearance without comment, and we took off for England. These are the facts as I saw them, and to the best of my knowledge are accurate. However General Spears is also no doubt an observant man, so perhaps after all his report is the more accurate, he almost certainly had a clearer eye that morning.

Perhaps the Squadron might like to be known as “St, Michael’s Own” or some such in future. Yours, Mouse (Cleaver).

Churchill was in Paris with Clement Attlee and Generals Dill and Ismay meeting with the French Supreme War Council to discuss the deteriorating military situation. The Dunkirk evacuations were the main topic with the French complaining that out of 200,000 British troops, 150,000 had been evacuated whereas out of 220,000 French troops only 15,000 had been evacuated. Italy entering into the war seemed imminent and Churchill proposed the RAF bombing northern Italy from the south of France, however the French seemed hesitant out of fear of Italian retaliation. Churchill was trying to gauge if the French would stick it out and fight. He was passionate that both England and France to fight on or "they would be reduced to the status of slaves forever." The French officials were more interested in talking about the possibility of a separate surrender. Churchill declared that Britain would continue to fight what ever happened. If France surrendered this

would provoke a blockade of France by Britain and bombardment of all French ports in German hands.

The nine 601 Squadron pilots who escorted Churchill that morning back to England were: F/O Robinson, F/O Rowley, F/Lt Hope, F/O Clyde, P/O McGrath, F/O C. Riddle, F/O Cleaver, F/O Hubbard and F/O Moorhouse.

Gordon “Mouse” Cleaver before the war was an Olympic Skier for Britain and is the only British Skier to ever win the Hahnenkammrennen Race (in 2006 the organizers of this event named a cup the Cleaver-Cup in his honor for the highest placed Britain in the race). Mouse joined 601 in 1937 and on August 15th 1940 he was shot down over Winchester. The Perspex canopy of his Hurricane was shattered and the fragments went into his face and both eyes and he bailed out. Mouse was completely blinded in his right eye and his vision was seriously reduced in his left which ended his flying career with seven confirmed victories. After his accident Mouse went to Moorfields Eye Hospital where he was operated on by Sir Harold Ridley. Mouse had 18 operations to his eyes and face and during his treatment Ridley noticed that the Perspex itself caused no inflammation in the eye. Ridley did research and it resulted in the development of the intraocular lens transplant surgery for cataract patients. Later in life Mouse suffered from cataracts in his remaining good eye and he had the cataract removed and received an artificial implant. His sight was restored with an implant based on the Perspex which had caused his blindness. I once asked one of the 601 Squadron pilots who flew with Clever how he got the nickname “Mouse.” He though it was because he had a scrunched up face which made him look like a mouse. He also said that Mouse was a good friend both before and after the war, and that he never knew his first name really Gordon.

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604 Squadron Association News

(A Bristol Blenheim Mk 1F in 604 Squadron markings)

Motto:Si vis pacem, para bellum - 'If you want peace, prepare for war' Badge: A seax.

No 604, being the County of Middlesex squadron, took part of the armorial bearings of the county, a seax, to commemorate that associaton.

No 604 Squadron was formed on 17 March 1930 at Hendon as a day bomber unit of the Auxiliary Air Force. On 2 April it received its first DH9As and flew these till the arrival of Wapitis in September 1930. On 23 July 1934, it was redesignated a fighter squadron and received Harts as an interim type, pending the delivery of Demon two-seat fighters which arrived in June 1935. Shortly before the outbreak of war, it converted to Blenheims with which it flew defensive patrols and undertook early experiments with airborne radar.

When Germany invaded the Low Countries in May 1940, No 604 flew sweeps over the battle areas, but reverted to night patrols in July and became a full-time night fighter squadron, with Beaufighters beginning to arrive in September and by January 1941 the squadron was completely equipped wit the type. Early in 1943 the decrease in enemy night raids allowed some Beaufighters to be diverted to intruder operations over enemy airfields in northern France. Conversion to Mosquitoes began in February 1944 and joined Second TAF to help provide cover for the invasion forces during the Normandy landings. In August 1944 it moved to airfields in Normandy, but returned to the UK in September for three months. From January 1945 until it disbanded on 18 April 1945, the squadron was based near Lille to provide night defence for Allied bases in the Low Countries and northern France.

On 10 May 1946, No.604 reformed at Hendon as part of the newly reconstituted Auxiliary Air Force and began recruiting in November. As a fighter squadron, it was initially equipped with Spitfires, the first of which arrived in October 1946. It converted to jet fighters with the arrival of Vampires in November 1949. These were replaced in August 1952 by Meteors which were flown until the Royal Auxiliary Air Force was disbanded on 10 March 1957.

NEWS LETTER No.1 - October 1978

Now that the Summer holidays are over, Dave and myself have met and discussed the possibilities of ex 604 Squadron members getting together once more, especially after the successful evening on the 17th June 1978 at the R.A.F. Museum, Hendon, with members of 600 and 601 Squadron Associations.

It was certainly a very happy evening meeting so many old friends after such a long period of time, as I believe it is approx 18 years since we had our last meeting together.

Everyone was agreed that we should do something to make active once more our Association, irrespective of whether we join with 600 and 601 Squadron Associations for an Annual re-union.

Dave has been looking into likely meeting places in Town, but these costs money and funds are extinct, and he has come up with the suggestion that we meet up again at the R.A.F. Museum, Hendon, where we can have a room without charge, also there are no car parking problems.

It is essential we have a discussion, with an exchange of views to enable us to organise ourselves for the future.

We have decided that the meeting should take place on Saturday 10th March 1979 at the R.A.F. Museum, Hendon at 14.30 hours. The Museum does not close until 18.00 hours so we will have a good three hours for discussion.

If anyone has suggestions or views please let me know, as I can incorporate them in a further News Letter, which will also contain Agenda for the meeting, and I will circulate this by late January or early February 1979.

Dave will be pleased to hear from anyone in the London region, and if any member has photographs of interest if they are prepared to loan these to Dave, he will have them mounted for display on the 10th March 1779, on the understanding that the photographs will be handled with extreme and utmost care and safely returned.

Any item of interest which members may have and wish to bring along will be appreciated. The Museum will be open also the Cafeteria, so why not bring the family! Have just heard that Watty. (J.L.Watkinson) fell from a ladder and has injured his leg: We all wish him a speedy recovery.

A sad note to end: Dave had a letter from Paul Fermor son of Alf Fermor to say that his father died four and a half years ago at the age of' 59.

A list of names and addresses of' members who were at the Museum on the 17th June 1978 is enclosed, and it hoped that some members will be able to let me have up-to-date addresses of others who could not or were not contacted, so that I can put them on a new list, as I am afraid my old register is sadly out of date.

A little early perhaps, but from Dave and myself, have a good Christmas, and book the date of the 10th March 1979.

……………

News Letter No.3 - March 1979

Despite a dull wet wintry day there was an encouraging gathering at the R.A.F. Museum on the 10th, March 1979. 38 met and it was pleasing to see some members whom we had not seen for many years. A special welcome was extended to our C.O. in 1939 Mike Anderson.

The meeting proved very useful and the determination of everyone to keep in touch was most encouraging.

A copy of the minutes recording the proceedings is enclosed. I am pleased to report that Dave has contacted John Cunningham, who has agreed to accept the Presidency of the Association.

Pip Piper who was with the post war Squadron, was also present and has furnished a list of names and addresses of those who served with No.604 Squadron at that time, and it is hoped to bring the two groups together.

Dave has booked the Cinema at the Museum for Saturday the 29th, September 1979 at 14.30 hours. (The cost to the Association will be £10.00). I will let everyone know the title of the films in the next News Letter.

Meeting twice a year gives the opportunity of 'keeping in touch' with one another, especially those who live a long way out of London who perhaps are able to make one visit during the year. We decided to keep clear of the Winter months, as it is not conducive for members who have long journeys.

The Dinner which has been proposed, to commemorate the 50th Anniversary of No.604 Squadron, will be held in either April or May 1980. Details later.

Dave has sent to me a copy of a letter he has sent to the Hampstead and Highgate Times with reference to our prewar town headquarters' Heathbrow ! ( what happy memories we have of those days) and as the letter gives a great deal of information as to how the building was acquired by the Air Ministry, I feel that everyone would like to read it, so I have appended a copy.

Thanks for the letters which have been sent to Dave and me, and for the additional names and addresses: we now have 70 on the register. It is hoped that members who were unable to make Hendon, will forward their subscription to me made payable to No.604 Squadron Association, as having to start from scratch for funds, it will be appreciated that apart from the donation to the R.A.F. Museum, stationery and postage are expensive items. It is considered that a News Letter is one of the best means of letting everyone know what is going on.

Referring to 'Heathbrow' the post war Squadron's Headquarters’ was at Pembridge Villas, Nottinghill Gate, where for a short period, due to the kind permission of the C.O. S/Ldr.Turnbull, we were able to meet for social evenings and dances, but with the disbandment of the Auxiliary Squadrons we went into the wilderness.

Visiting London? Lewins of Jermyn Street (off Piccadilly) now have Squadron ties in stock at £3.75 not £3.50 as mentioned in a previous News Letter. The Guild of Aviation Artists have their Annual Exhibition in the premises of QUANTAS Air Lines in Piccadilly from the 11th, June to 7th, July -1979. It is free and always worth visiting.

Have included some additional names and addresses.

Make a note of the next meeting Saturday 29th, September 1979 at the R.A.F. Museum, Hendon, 14.30 hours.

Have an enjoyable Summer, and until the next time, from Dave and myself. J. Annals.

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ATTACHMENT TO NEWS LETTER NO 3

The following is a letter Dave has written to the Editor of the Hampstead and Highgate Express, regarding the pre-war town headquarters of No.604 Squadron. ‘Heathbrow’.

A barracks on the Heath? The R.A.F. at Heathbrow

To the Editor of the Express

Sir, Headed thus, the first of a number of controversial letters appeared in your newspaper on May 28th 1932, it went onto say “Many Hampstead residents and all lovers of the Heath are appalled at the information that the property 'Heathbrow', dominating the Heath at the Whitestone Pond, has been acquired by the Air Ministry for the purpose of conversion into a R.A.F. barracks. Apart from the threat to the amenities of the Heath, this is a distinct breach of faith with local property owners, such as would certainly not be permitted to any private buyer. " May we beg the publicity of your columns to protest against this iniquitous proposal, and to make known what is taking place to the majority of Hampstead residents who are not yet aware of the threat? I feel certain that if people of Hampstead rea1ise the significance of this, the storm of protest will prevent the fulfilment of the scheme. A few of us who know have already written to the Air Ministry and we look to all who value the rights of the Heath, to do everything in their power in this serious matter". Yours, Horace Shipp.

Then on June 4th, 1932 a long letter of protest from Sir Andrew Taylor suggesting a residents' petition etc. and seeking London County Council support; also on the 4th.

Sir, will you please find space for a few words about this plan to erect a R.A.F. barracks close to Jack Straws Castle, such an influx of men and planes (my italics) would entirely spoil the Heath. After all the difficulties that have been surmounted to secure this semi¬-rural open space, not only for us local residents, but for all Londoners, such a frustration of its purpose for repose for adults and recreation for children is hardly to be borne. I earnestly hope you will help to avert the danger of barracks in or near the Heath. (A.Singer).

July 2nd 1932. _ Strong objections were voiced at a meeting of Hampstead Borough Council, there was, however, some support and approval. "The Air Squadron for which 'Heathbrow' was to be a meeting place and club, was composed of the best type of men, and would be an asset to the Borough 'Let us be patriotic' and not keep these men from meeting in Hampstead". . Councillor (Mrs) Fisher said “It is perfectly absurd thing for Hampstead to object to the delightful idea of an Officers' Club on top of the Heath. I admire these young men, risking their lives in the air for our sakes. You can call the lecture room a studio and cover it all over with roses".

Alderman Higginson thought it would vulgarise the place. C. Hutchens J.P. failed to understand why there should be an' objection to the house being occupied by patriotic young men for the purpose of studying flying to protect London in case of war. How could the spot be spoilt when there already existed a convalescent home, a licensed house and an open meeting place for communist speakers?

Mr. Hall Caine, author, purchased 'Heathbrow' in 1913 for £6.500 from Sir Richard Temple Bart., the outgoing tenant was Mr. Harold Cox the publisher - amongst Hall Caine's books were The Christians and The Eternal City written in 1901 of which a million copies were sold.

'Heathbrow' was formerly called Camelford Cottage. In 1921 Sir Thomas Hall Caine moved t

Well, 'Heathbrow' did eventually become the T.H.Q. of No.604 Squadron Royal Auxiliary Air Force. It was "opened" for us by Lord Trenchard, Marshal of the R.A.F. and it is known of course that we did NOT take our "planes" with us and fly them from the top of the Heath ¬neither, it is hoped, did we in any other way offend the residents in the vicinity of that lovely house. We learned to fly and maintain technically the Squadron based at Hendon Aerodrome sharing it with the County of London and the City of London Squadrons.

No. 604 Squadron was mobilised in 1938 as were all the Auxiliary and Territorial Units and demobilised some weeks later as the threat of war receded but then as the European situation worsened we were again called up in 1939 when in September we were told by Mr. Chamberlain that we were at war with Germany.

During the war we sadly suffered our losses – we also had our successes, but with the casualties and the inevitable "postings" of Auxiliaries the close contact we once had became tenuous and in some cases was lost altogether.

After the war things were different and the Auxiliary Squadrons were finally disbanded. 'Heathrow' had been demolished together with several other neighbouring houses by a parachute mine on the 19th March '41. Hendon aerodrome with its long history of aviation pioneering has disappeared beneath a housing estate leaving only Graham white's house and the old Squadron's three hangars. One was later destroyed by fire; the remaining two were incorporated within the newly built R.A.F. Museum. So often planners fail when they have had opportunities to create and preserve. This time though the concept of the new museum was a total success, its exterior is contemporary but somehow appropriate. Inside the Museum the hangars themselves have been altered so little, they appear exactly as we knew them through the ‘30s and one has the strange feeling of being at home again after the absence of a lifetime.

Our ties with Hampstead, with ‘Heath brow’ are as strong as our memories of those happy pre-war days – we, those 70 plus ex-members of the Squadron still in touch with each other have begun to meet us other again, gravitating naturally to ‘our hangar’ at Hendon. It is hoped that even more of us will, through the medium of your columns swell the present number.

Next year on 17th, March the Squadron would have been 50 years old and it may well be that some of us and I hope a few ghosts too will assemble where once upon a time a controversy waxed long and eloquently in your newspaper over a

house which we came to cherish and who knows perhaps contributed in some small way to the winning of a 6 year long war.

Yours faithfully,

John Davies.

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604 SQUADRON ASSOCIATION ARCHIVE

Amongst the artefacts retained in the Archive is a series of bound volumes containing copies of the 604 Squadron Operations Record Book (ORB) and of the News Letters produced by the Association.

The ‘Operations Record Book’ together with a ‘Brief History of 604 Squadron’, the ‘Roll of Honour’ and an ‘extract from Alan Dore’s (604 Squadron’s first Commanding Officer) Diary relating to the Formation of 604 Squadron’ is bound in handsome maroon covers embossed with the words ‘ 604 SQUADRON DIARY’ in gold lettering.

The ‘extract from Alan Dore’s Diary relating to the Formation of 604 Squadron’ and two of the early News Letters produced when the 604 Squadron Association was formed are reproduced below.

The programme for the ‘Consecration and Presentation of the Squadron Standard’ which took place on the 28th May, 1960 some years after 604 Squadron had been disbanded has also been reproduced. The entire history of the Squadron is, as it were, enclosed between Alan Dore’s Diary and this document.

M. Allen February, 2012

604 SQUADRON STANDARD PRESENTATION

The 604 Squadron Association archive retains the Programme for the Standard Consecration and Presentation held on 28 May 1960 which has been copied below. The Standard Bearer was Flight Lieutant J. N. G. Buckley, a serving RAF Officer, formerly of 604 Squadron.

Extract from the memoirs of Alan Sidney Whitehorn Dore relating to NO. 604 (County of Middlesex) Squadron, Royal Auxiliary Air Force

“………I often speculate on those chance events, which trivial in themselves divert the current of our lives into other channels. Such a one occurred to me midway between two world wars.

In the oak panelled hall of the Bakers Company, a survival of the old city guilds, there came to lunch with me two men, who asked me to raise and command a Middlesex squadron of the Auxiliary Air Force; I hesitated. Ten years ago I had laid aside the trappings of war. Although I always chose to fly on my missions to Europe, for ten years I had never flown as a pilot. Was it fair to my family? I should have to give up much of my leisure, my holidays, my golf and tennis at weekends. A dozen voices shouted No! But a voice louder than them all, the call of the air, shouted Yes!

I consented, and never regretted this decision, for the next five years were perhaps the happiest of my life. Little was known in those days of the Auxiliary Air Force - the Territorials of the Air - and too little known today, but they were destined earn their spurs in the Battle of Britain and the night blitz that followed.

Apart from the Adjutant, Stores Officer, and a handful of regular RAF tradesmen, we were all volunteers. No.604 (County of Middlesex) Bomber Squadron started life most appropriately on March 17th 1930, St. Patrick’s Day - for I had an Irish adjutant, Joe Fogarty - in a corner of a hangar filched from the two older Auxiliary squadrons: No.600 City of London and No.601 County of London, both commanded by Right Honourables, - 'Freddy' Guest and Philip Sassoon. The County squadron were known as 'the Berkeley Boys' and it has been said, perhaps unfairly, that unless you wore the black and light blue old school tie of Eton, you would seek in vain a vacancy amongst this select company. The rivalry between these two London squadrons was long and bitter. There were 'incidents' in the mess, some bloody; but let it be said that these never impaired the efficiency of the Squadrons or their co-operation in the air - probably it enhanced the desire to go better than their neighbour.

My squadron formed the neutral ground between these warring interests.

Joe and I set to work cautiously to choose those who would form the hard core of the squadron in future years. We were a selection committee of two. We made our own rules. I chose or eliminated on the principles I had unconsciously learned in a war that was only '1066 and all that' to the boys who came in dozens to be interviewed, lured by the adventure of flight and animated by the will to do something for their nation. Unknown to them, and often to Joe, I gave each applicant marks for his school record in scholarship and athletics; and if he could ride a horse or drive a car or motor cycle or sail a boat or ski, or play the piano I gave him more marks. Finally, when the would-be flyer had gone I would ask Joe if it was thumbs up or down. We seldom disagreed.

In this way we interviewed about 150 candidates for aircrew and selected in the first year about 15. Only a very bad judge of character would have chosen his team badly. Subsequent events showed that we had the pick of the youth then available. They came from all sorts of occupations and professions, but to each and to all I made it clear that he would have to give up the golden delights of the weekend, to attend one or more drills a week, and to spend his fortnight's summer holiday in Camp with the squadron.

Every prospective officer understood that he was on probation for three months, and if he failed to make the grade, out he went. Some failed to live up to their first good intentions; others, through no fault of their own, seemed unlikely to make good air pilots, but only three or four had to be jettisoned. At a time when the nation was weary of war, in love with disarmament, and would have rent in twain any Prime Minister who appealed for two shillings and sixpence on the Income Tax to rebuild our Army, Navy and Air Force, it says much for the young men of a lazy minded era that they were willing to volunteer, at some risk to their lives, for the Auxiliary Air Force.

The airmen came forward with almost equal zest to learn a trade from the regular N.C.O.s and aircraft hands who maintained our aeroplanes on the station. We started at Hendon with two Lynx Avros and two DH.9A bombers, both museum pieces of the First World War. After a break of ten

years, I took over the controls of an Avro from Joe with some trepidation, would my hand and eye have lost their cunning? The medical authorities has endorsed my papers "Fit to command a squadron" which was just what I might prove not to be. But stored in the innermost recesses of my mind were those lessons I had learned in the testing times of 1914 - 1918, and after dual instruction during which I showed some lack of judgement in the glide in to land, I felt fit to fly alone.

Step by step the Squadron built itself up until it could fly by itself. Except for the "first of the few" - Kit Gabriel and Dick Smallman-Tew - all were taught to fly ab initio by Joe Fogarty or the Assistant Adjutant "Dicky" Legge. There was great competition to join. One aspirant, told there was no vacancy, used literally to sit on the door step of my office at Hendon every week-end, until to be rid of this importunity; I agreed to give him a trial. He proved to be an acquisition, and a few years later was killed in action over England, when leading a Polish spitfire squadron.

The public schools - Malvern in particular, for at one time I had seven Old Malvernians - Oxford and Cambridge, the legal profession, the stock exchange, and the City all contributed a quota. Up to now I had felt subconsciously that the youth of England was soft, preferring the dalliance of "lovelies” to the hard rigour of preparedness for war. Happily these ardent youths dispelled my gloomy forebodings.

We chose for our squadron motto "Si vis pacem" to which we added later "para bellum". If you want peace prepare for war. We were given Wapitis with the Bristol Jupiter engine, an aircraft with a poor performance after ten years peaceful thinking; but it enabled us to put an observer, chosen from amongst the auxiliary airmen, in the back seat, and to practice with dummy bombs.

Within a year we could put a squadron in the air, and great was my reward and pride when we flew in the Royal Air Force Display with the other two Auxiliary squadrons, little more than fourteen months after Joe and I had started in that corner of the hangar in which we now housed more than a round dozen of serviceable aircraft. We were now a team, able to look the older squadrons in the eye, and we knew that, except for mischance, we could keep the same team together for another three or four year. In this we had one great advantage over the Regulars, for on the average they only stayed in one unit for six to nine months.

Next year came an even greater triumph: No 604 won the Esher Trophy as the best Auxiliary Squadron of the year. We were sitting in the Mess when Air Commodore McNeece Foster, commanding the Auxiliary Group - who by his keenness, and personal knowledge of almost every Auxiliary officer, led us on to greater effort - telephoned the good news and his congratulations. There was a whoop of joy from the boys. I ordered half dozen Veuve Clicquot and when I left, discreetly, the celebrations had reached the stage of nose diving over the sofas and chairs.

The Prince of Wales formally presented the trophy in our hangar, which was gaily decorated with flags and bunting, and our Honorary Air Commodore, Sir Samuel Hoare (Lord Templewood) said some nice things about us. Subsequently, this Squadron was to win the trophy three times running and thus outright.

In 1933 the Prince of Wales, who had always taken the liveliest interest in the Auxiliary Air Force gave a dinner to the Commanding Officers to which the Honorary Air Commodores were also invited. Twenty sat down to dinner at the Malborough club, and as the senior Auxiliary present I sat on the left to the heir to the throne. By this act of courtesy and hospitality we felt that we were now taken seriously and recognised as of some use.

Both the London Squadrons had town headquarters where they could drill, lecture to the men and hold parties. Colonel Anwyl Passingham and I tramped London in search of suitable quarters, and at last after nearly two years we came upon the ideal place on the summit of Hampstead Heath near the Whitestone Pond and next to Jack Straws Castle. During our long search for a Town Headquarters Colonel Anwyl Passingham, the secretary of the Middlesex Territorial Army and Air Force Association, who administered the County Squadron complained that he had worn out a pair of boots. To mark his journeys end, I had made for him a pair of miniature boots in silver, inscribed “solvitur ambulando".

Heath Brow was well named. From the west windows the rough and tumble of the Heath flowed downhill to the Vale which stretched level and wooded to the hump that is "The Hill" to generations of Harrow boys and to the Welsh Harp, silver in the setting sun, which guided home many an airman at eventide. From our mess room you could step on to the roof of the drill hall, which we built and sank into the earth, to avoid an eyesore to the ramblers on the Heath. In the summer when twilight came, the twinkling lights beyond, and the muffled music of the band formed a perfect setting to the low voices of the gay and lovely girls that came on occasion to dance or to sit on the terrace with their laughing cavaliers.

Our descent on Hampstead caused turmoil amongst the landed gentry of this delectable borough. That the licentious soldiers should disturb their respectable tranquillity was unthinkable. They went and shouted in our ears, forgetting that "AppyAmpstead" was the scene of much light hearted debauchery on bank holidays. One old lady thought we should be flying our noisy aeroplanes from the roof of the drill hall. Thus England in 1934, only the few heeded the rumble of war preparations across the Channel. In the event, our coming to Hampstead was tolerated. We proved less drunken and besotted than expected, and, so far as I know, girls were never seduced. Lord Trenchard opened our town headquarters, and for the first, and I suspect for the last time, I had a speaking part in a newsreel.

Heath Brow is no more. The Luftwaffe, ranging aimlessly over London dropped a bomb at random which utterly destroyed the building. But they could not obliterate the happy memories of those golden years of preparation.

I had long held the opinion that the role of Bomber was not suited to an Auxiliary squadron. The two seater bomber was fast being ousted by the Heavies carrying a crew of four or five, which we should find difficult to keep together as a team. Moreover, it would be more appropriate for us to defend our homeland as Fighters, since the terms of our service at that time did not permit us to serve outside the United Kingdom in time of war. I put in a paper for the Air Council praying that we might be converted to a Fighter Squadron, which was agreed in principle; but it was many months before the Hawker Hart day bomber with the Rolls Royce Kestrel engine with which we were equipped, was superseded by the Hawker Demon fighter.

Eventually No 604 flew twin engined Blenheims and thus gained the experience which led up to their almost unequalled reputation as a Night Fighter squadron during the war on Beaufighters and Mosquitos.

Joe Fogarty, my Adjutant, and the heart and soul of the squadron had now left on promotion and handed over to Frank Long of the Schneider Trophy team, but not before he had been in the head lines of the daily press for landing a Wapiti on the roof of a house in Hampstead. Someone had force landed on an open space nearby, and Joe volunteered to fly the Wapiti out lightly loaded. Just failing to clear the houses with his usual skill as a crazy flying pilot, Joe put the Wapiti down on a doctor’s roof, and climbed into the nearest bedroom. Malicious tongues said that a pretty daughter was surprised out of her sleep by the crash and still more so by the sudden intrusion of the debonair Joe through the window. It made a good story, but is, I think, untrue.

Although we flew on the average as many hours during the year as the regular R.A.F. squadrons No 604 Squadron had few crashes and no fatal casualties during my five years in command. Two events, however, in other Squadrons were to cast a shadow over those sunny days of high endeavour. The first was the death of Anthony Knebworth and his observer during a practice formation flight by the three Hendon Squadrons for a display which we were to give before the Territorial Associations of the City of London, the County of London, and the County of Middlesex. Joe and I were on the tarmac to see the three squadrons wheel into position for a shallow dive in formation, No 601 leading. To our astonishment and dismay, the leader of the County of London squadron, who was not an Auxiliary, brought his squadron skimming over the hangars. Lower and lower they came. We held our breath. Surely he would now pull out of the dive. Then to our horror the aircraft on the left of the leader, hit the ground, searing a long lane on the green grass, and burst into flames. In a matter of seconds, rather than minutes we had boarded the fire tender and the foam extinguishers were playing on the blazing wreck. Our efforts were in vain, for both must have been killed on impact. Drogs Montague, on the right of the leader, bumped his wheels on the grass and thus narrowly escaped the same fate.

Tony Knebworth was a great loss not only to the Auxiliary Air Force, but to the nation. With reason, many predicted a great political career for this high minded and brilliant young man. In "Anthony” by his father, the Earl of Lytton, you may have read his letters to his parents and friends, and deplore the passing of a life of much promise, but by his efforts and example he had already contributed not a little, in a careless England, to that voluntary preparedness, which perhaps saved us from defeat.

The other direful event was the death of my friend, Bill Collett who commanded the City of London squadron whilst taking part in the Hendon Display, and was universally respected by all Auxiliaries. His father, then Lord Mayor of London, arranged for a service in St. Paul's Cathedral, and a funeral procession through the streets of London in which I took part. Collett deserved this high tribute to a life lost in the service of others.

Five years after Joe and I had "cranked up" the squadron in a corner of a Hendon hangar, I handed over command to "Kit" Gabriel. The squadron gave me a farewell dinner at Heath Brow and a silver salver engraved with the signatures of my officers and outline of many types of aircraft we had flown. The Territorial Association presented my portrait by Frank Beresford to the Mess.

The Air Council sent me a letter of thanks. A chapter in my life, of which I am inordinately proud, had closed, but not for 604 Squadron. During the war, as a night fighter squadron first on Blenheims, then on Beaufighters and lastly Mosquitos, after a shaky beginning they went from strength to strength. At one time 604 held the record for the number of enemy aircraft brought down by night. In all they shot down 132 German aircraft, gained five or six D.S.Os and innumerable D.F.Cs. John Cunningham popularly known as "Cats Eyes" gained three D.S.Os and two D.F.Cs and with his observer, Rawnsley, who also earned the D.S.O. shot down almost a record number of the enemy by night, thus the policy of building up the Auxiliary Air Force with some of the finest youth in the land, during the years between, and using them in the war to defend the Englishman's home, was abundantly justified.

604 SQUADRON ASSOCIATION TIES

A limited number of 604 Squadron Association ties are available for purchase by former 604 Squadron Association members. The ties are the remainder of stock produced some years ago by C.H. Munday Ltd and may be purchased at a price of £10.00 per tie including postage & packing.

Former members wishing to obtain a tie should send a cheque made out to ‘604 Squadron Association’ to: M. Allen 44 Campden Hill Court Campden Hill Road London W8 7HU

Ties will be despatched on a ‘first come, first served’ basis, i.e. when they’re gone, they’re gone!

Fun & Stuff

HMS Illustrious and the USS Abraham Lincoln, both aircraft carriers of their respective navies were on patrol in the Straights of Homuz. At 0600 the Abraham Lincoln sent a message to the Illustrious, "Good morning Illustrious, how is the second largest navy in the world today". The Captain of Illustrious being incensed by this message replied, "Good morning Abraham Lincoln, how is the second best navy in the world today.

The radio's went silent after this.

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A man in Germany felt he needed to confess so he went to his priest, "forgive me father I have sinned. I hid a Jew in my attic during WW2"

"Well that’s not a sin" answered the priest

"But I made him agree to pay me 50 Reichsmarks a week."

"I admit that was not good but you did it for a good cause."

"thank you father that eases my mind but I still have one more question"

"What?"

"Do I have to tell him the war is over?"

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A plane with German paratroopers above Greece.

The instructor guides every single parachutist to the door and pushes him out.

"Come on, come on , come on !" "We don’t have time to mess around !"

"Out with you cowards!" "Come on ! The next one ! go go go!"

But one of them resists to jump by all means. He kicks punches and screams, tries to stem his legs against the doorframe.

"Out with you !" "We have no time for cowards !"

At last, the instructor gives him a kick and he flies out of the door...

The remaining parachutists start to laugh..

"You think that was funny or what ?"

"Funny ? , yes indeed sir.....that was the pilot"

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A British fighter pilot got downed over German occupied airspace and was captured by the Nazis on the ground. He was beaten up pretty bad in the dogfight and parachute landing, and they had to amputate his leg, so he begged them "Please, if you have to take my leg, can you drop it over my country next time you send a bombing mission?"

The Nazis figured there was no harm in it and the leg was dropped in the next raid.

A week later, his other leg succumbed to his injuries and had to be amputated, and again, he asked his captors to drop in over England on the next raid, and again they obliged.

The next week his arm succumbed to injuries and it was amputated. Again, he asked the German guards to have it dropped over England on the next raid. The German barked at him "Nein!"

The POW was shocked, "Why not? You've done it before!"

"Because," they guard said, "We think you're trying to escape..."

(Oxymoron?)

OOOooops!

Prisoner of War Camps in Germany Wordsearch

SERVICEMEN CONVENTION BARBEDWIRE PRISONERS LUFTWAFFE OFFICERS BUNKBEDS BARRACKS REDCROSS ROLLCALL BOREDOM GERMAN STALAG MARLAG GENEVA HUNGER OFLAG DULAG TRAIN

STOVE

 www.historyonthenet.com

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A new role the Ark Royal?

Aircraft Recognition……

Here’s an alternative form of recognition……name the Officer?

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And, what’s this War time tool for?

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Footnote

A reminder. This is YOUR newsletter, and I hope you will both enjoy reading it, and find the content interesting. I would of course welcome your feedback.

The newsletter depends largely on YOUR contributions. Please forward any & all contributions to me (no matter how small). Photographs, articles, memories, funny stories etc. – all welcome and appreciated, especially from our older members who may like to share memories, thoughts records, pictures etc that they may wish to share with our younger members of perhaps your War time experiences?

I will endeavour to use all material provided albeit I reserve the right to edit as required. Please also note that I may not use you material in the current newsletter period, but may hold it back for a later issue.

If anyone ever spots an innocent faux-pas or technical inaccuracy, please do let me know so I can correct it.

Please send me all your material at [email protected] if you do not have e mail, post your articles to Andy Cameron, 53 Telford Crescent, Woodley, Reading, Berkshire, RG5 4QT. If you require any originals returned, copies and will be taken and sent back, although please ensure you provide your name & address. If you wish to kindly donate any material to the archive, please do specify this and it will of course be very gratefully received!

If at all possible, electronic copies are preferred either by email or disc. Please where possible save your file to word format as it makes it quicker and easier for me to simply format and insert.

Hand written or typed are fine too!

And one final reminder – can I please ask that those of you who have e-mail drop me a quick contact message with your name so that I can keep our records up to date.

I have been asked several times if I could e-mail you the newsletter so that you could get it faster and save the Association money in printing, paper, envelopes and postage. Having done it all now several times, I now find that emailing is none too easy due to the file size (average of 55mb) – It’s all the lovely photos that are to blame, so for now, I will continue to mail you the hard copy. It should be

noted that presently, I have a private sponsor who is providing all materials and postage costs for the newsletter by way of a donation.

And finally, if anyone has any photos or records specific to the Blenheim, I would be very grateful for a copy. The records would be primarily for the archive, but also for my own personal interest.

Cut-off date’s for Newsletter submissions to Newsletter 2012

31 May 2012

31 August 2012

30 November 2012

Andy

Newsletter contact;

Andy Cameron 53 Telford Crescent Woodley Reading Berkshire RG5 4QT Email; [email protected] Tel; 0118 962 8118