Library Reference Number: 062
From Bombay to Hastings by Air
Having a strong interest in aircraft and flying, I volunteered for RAF service as a boy-entrant in 1938, at the age of 16 years, 10 months. Even in those early days, I found the RAF's reputation for high standards in training was justified, but even with the best, mistakes can be made as the following incident shows. During my course at RAF Wireless School, Cranwell, war was declared in 1939, and notices were posted up stating personnel aged 17 years 11 months could volunteer for flying duties. Having duly volunteered for aircrew, I was amazed to be turned down due to weak eye-sight. Loud protestations were ignored, as they thought 'the brats' were up to all sorts of tricks.
After many unlogged flying hours spent in Hawker 'Henleys' as a Radio/Target Towing Operator, I tried once more to qualify as aircrew, and this time passed the medical, and also passed a Gunnery Course flying in Fairey 'Battles.' Having been awarded my flying badge at last, I received some startling news from an Instructor at Operational Training Unit. He was an ex-boy pal who had completed an operational tour, and informed me that another ex-boy named 'Owens' had been hospitalised after an air crash, and it transpired that a mistake had been made with our surnames during the Cranwell medical examination. This clerical error had allowed a weak-sighted person to slip through the medical, but although put on temporary 'hold,' my own long flying career had only just begun.
Arriving on the aircrew scene in the very early days of WW2, I was naturally involved with very early types of aircraft, which were swiftly overtaken by more updated versions. Those early types included the 'Bombay' Valencia and 'Fairey Battle.' Even before the 'eye-sight' mistake was rectified, I still have vivid memories of unlogged flying in the Hawker 'Henley' which although used for target-towing, was a low-winged monoplane with retractable undercarriage, and was of all-metal structure. The Henley reminded me of a two-seater Hurricane, it first flew on 10th March 1937, had a Rolls-Royce Merlin Engine, and was capable of flying at 272 mph at 17,000 feet.
Before flying operationally however, I proceeded through further training including Gunnery OTU; and was eventually considered to be now ready for operational flying. Arriving at the well-known RAF Station Scampton, I joined the crew of a Hampden bomber of No.49 Squadron, and we proceeded to carry out night-bombing operations over Europe. Events now took a sudden twist, for after volunteering to take part in ferrying a 'Bombay' to the Middle East, I found myself unable to rejoin my Squadron at Scampton, and to my surprise became a member of 216 Squadron. This to me was indeed a massive change, as I was suddenly transformed from night-ops in Europe, to 'softening up' Rommel's German troops, and flying in support of the Desert Army, prior to their great victory at El Alamein by November 1942. (One item of personal regret being that my flying log book had been left in UK at Scampton).
Some time before El Alamein however, I took part in a variety of other operations involving transporting personnel from one situation to another. During the fall of Crete in May 1941, we brought out troops and VIPs from this battle zone, and also evacuated personnel from other hazardous situations still using our Bombay aircraft. I was also involved in transporting the unfortunate General Percival to Singapore, to take up his position in that British outpost. The outcome of that of course, was that it was he who surrendered to the Japanese, and became a ROW in Feb.'42.
In 2000, the Aircrew Association was approached by a TV Producer wishing to make a documentary about an incident which changed the face of the entire North African campaign. The newly appointed Commander of the 8th Army (General Gott) was killed and replaced by second-choice for the post of Commander-in Chief- General Bernard Montgomery. I had first-hand information of this historic turn of events, as I had thumbed a lift to visit the pilot of the 'Bombay' in military hospital, 19-year old Jimmy James. Jimmy told me that while flying with General Gott on board, he had been 'jumped' by six ME109s who strafed his plane from nose to tail. Riddled with cannon and bullets, the Bombay caught fire. Jimmy told me he had managed to land the plane, but while still moving (no brakes) the 109s swooped down time after time and strafed the aircraft repeatedly, guessing that someone may still be alive. I gave up telling this personal account years ago, as everyone seemed to believe that there were no survivors when this 216 Squadron aircraft was shot down, killing its VIP passengers.
From my early flying days in older aircraft types e.g. Valencia and Bombay, I had moved on to Wellingtons, to take part in the heavy aerial bombardment preceding the Allied victory in North Africa. I then eventually returned to UK, and became Staff Wireless Operator with 30 AFU, then with 80 AFU until the end of WW2. Remaining in regular service after the war ended, I was recalled to flying duties in 1947, and posted to Palestine on Communications Flight. After a spell there, I returned to UK once more and joined Transport Command flying in York and Hasting aircraft. As one can imagine, a dramatic change from my early aircraft types! This change literally took me from the 'Bombay' to 'Hastings' as the title of this account suggests. During this period, I took part in the Berlin Airlift of 1949.
In 1950, I married Cath (a former WAAF Sergeant), and in 1952 I finally left the service of the Royal Air Force. During my 14 years service, I had witnessed and experienced many changes, attained the rank of Master Signaller, and had undertaken over 3,000 flying hours.