APSS Sopwith 1 1/2 Strutter update

A few days ago I called in on the Aviation Preservation Society (APSS) workshops down at East Fortune in East Lothian, naturally enough people were a little bit down regarding the death of their Patron Captain Eric (Winkle) Brown, one of our finest ever aviators.

I spoke to APSS members about the Sopwith Strutter project and the news is very encouraging, the work is picking up pace rapidly and they’re waiting the arrival of the special wing tension wires from the Wiremill in Musselburgh. Once these arrive and a suitable work space is found the aircraft will be assembled for inspection. Once it has been passed the aircraft can then be covered with fabric, not the original Irish linen, but a modern more durable alternative.

 

Replica Machine Guns

The apprentices at McTaggart Scott Engineering are currently hard at work manufacturing a Scarfe ring  for the rear cockpit onto which will be mounted the magnificent Lewis Gun replica made by APSS member John Guy, who also made the magnificent Vickers gun which will sit up front in front of the lucky pilot.

The beating heart of the aircraft, the Rotec radial engine, all the way from ‘Down Under’ is ready to be installed and looks very impressive indeed. I filmed a short video with Ken Sharp and Mike Harper who gave me a run down of the progress.

So keep your eyes on the East Lothian sky later this year, you never know what you might see.

 

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The fantastic #APSS Sopwith 1 1/2 Strutter Project at East Fortune, a chat with James Mattocks

I’m delighted that James Mattocks from the Aircraft Preservation Society of Scotland has taken  time out to answer a few of our questions about the exciting Sopwith 1 1/2 Strutter Project.

Q. What is APSS ?
APSS is the Aircraft Preservation Society of Scotland, we are a group of aviation enthusiasts helping preserve the history of aviation and associated skills. Over 30 working members are actively involved in various projects.

We are based at the National Museum of Flight at East Fortune, part of the National Museums Scotland and recently celebrated our 40th Anniversary.

Q. So James, when did the project begin and who’s idea was it?

“It started back in 2001, Evan Pole and I approached Adam Smith, the Museum curator at the time, about building a replica Bleriot. He came back and said he already had an idea to build a Sopwith 1 ½ Strutter, an aircraft which represented an important stage in the development of military aircraft, which saw widespread action in fighter and bomber versions and which was

Q. How many people are involved in the project?

“Initially there were 12 people in the team, this has varied over the years and sadly two have passed away since the inception of the project. Six of the original team are still involved in the build and we now have 14 members working at least one day a week on the Sopwith.”

Can you describe a typical team member, if there is such a thing?

Ted Tootell working on a bracket – Photo APSS

“We have a wide cross section of people with exceptional skills in their field. We have 9 who are, or who have been pilots, Bernard McGinty and Evan Pole who are both retired professional engineers. Tim Rayner of LAA is our inspector, checking every piece of work. I still work on as an ordinary member, mainly due to the growing complexity of the project.

Any welding has to be done by a CAA certificated welder. Fortunately we obtained the services of “Stoorie”Muir who travelled up frequently from Prestwick, and still does when required, to do the necessary work.

The early work was mainly woodwork and proceeded rapidly because the group is graced by members with good woodworking skills.”

Q.  What’s the most difficult job to date?

“The wing rigging wires are very precise indeed, and are a time consuming job. They have to be extremely accurate in length or the wing will warp.

Also we have outgrown our current workshop and accommodation in building 32; we cannot keep putting the Strutter  together then dismantling and putting her back on the bench. When the engine and propeller, fuel and oil pipes and  electrics are fitted the fuselage will have to remain on its undercarriage with the only  items removable being the wings.”

Beautiful craftsmanship, seems almost a shame to hide it under fabric. Photo APSS

Q.  Will the Sopwith have any modern equipment or will it have WW1 style gear?

“As far as is possible the Sopwith will be built using the same techniques and materials as it’s WW1 predecessor, we have used modern aviation glues etc for safety reasons and we are using a brand new engine. This has arrived and it was an exciting day when it was fitted into the airframe.”

Q  The Lewis gun looks very real, is real or a replica?

“It’s a replica, but it looks very real, it a lovely piece of work by Joy Guy.”

Fantastic replica Lewis gun for rear mount – Photo APSS

Q How is the project funded?

“ The original budget estimate was £34,000, in money of the day, but not including the engine. £4000 per annum for the airframe was to be supplied by the Museum of Flight, the rest to be found by APSS.  It was to be powered by an original rotary engine which was to be supplied and paid for separately from the airframe budget, by the Museum of Flight.

Sadly after the initial funding the Museum withdrew from the project and we as APSS have continued with the project since then. Total spending so far is around £34,000 and we estimate the project will cost around £43,500 when it’s completed.

We have funded this by selling valuable assets such as the Brantley helicopter, the Taylorcraft Auster AOP5, and the Miles M17 Monarch, and the De Haviland Chipmunk.

The engine purchase was looked after by our Chairman, a retired business man of much experience, it was obtained at a good price but nevertheless was a major item of expenditure.”

Q When do you anticipate the aircraft being ready?

“In the light of my one time prediction of completion by 2006, I have to be careful here.  The airframe is largely complete but there is much work to be done still in making and fitting tanks, piping, instruments, flying wires and then covering and painting.

Instinct tells me that this will be complete in two years time but since my instinct has in the past proved to be somewhat optimistic, I am going to double that and say June 2017.”

Q Can the public see the Sopwith at the Museum at all?

The Sopwith has been on public display in the Concorde Hangar, it’s been an enormously popular exhibit and we have had people come back time and time again to get updates on our work. We estimate we have had over 2000 people visit the Sopwith this year and thank everyone for their interest and support.

Taking shape – The 1 1/2 Strutter in the Concorde hangar Photo Alex Duncan

Q Will the 1 1/2 Strutter be used at air displays or based at East Fortune?

As to where it will fly, there are no fixed plans at present, but fly it will.  Over the years, various ideas have been suggested, such as a local Lothian syndicate, a Perth Airport syndicate, or Shuttleworth. In the meantime we press on to ensure that our late production Sopwith 1 ½ Strutter takes to the skies.”

Q Will the aircraft take part in WW1 commemorative events?

It would be lovely if it was to be involved, a lot is dependent on the timescale for completion. Sopwith 1 1/2 Strutters were based at East Fortune, which was a Royal Naval Air Service Station during WW1 and involved in the protection of shipping in the Firth of Forth.

Q  What’s your overall impression about the project?

“One thing comes to mind here and it is that throughout all these years, although this has been a absorbing and at times technically demanding project,the great friendship and companionship and cohesion of the team has never faltered.

The skills and dedication of the team have increased and refined over the period of build. We have all been involved in an important educational exercise designed to show to new generations the skill and dedication of our early aircraft designers and manufacturers, and we have thoroughly enjoyed it. “

A replica Strutter in it’s element.

Looking fantastic the Sopwith begins to evolve – Photo Alex Duncan

Thanks James, I for one am looking forward to the day the Sopwith takes to the air again. It’s a fantastic project and I take my hat off to those involved. It’s fantastic to see craftsmanship like this still exists.

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First blood to the Auxies, Air raid on the Firth of Forth16th October,1939

First blood to the RAF.

Monday 16th October, 1939 2.30pm it’s a quiet Autumn afternoon over the Lothians, the Second World War was in it’s infancy, Scotland was still untouched by the carnage that had already seen Poland fall to Nazi Germany.

This was about to change, a flight of 9 German Junkers 88 bombers flew out from their base at Sylt on the northern most tip of German and headed over the North Sea and towards their target, the Royal Navy on the Firth of Forth.

The bombers somehow managed to evade detection, and they were only spotted as they flew up the river. An anti-aircraft battery was drilling with practice rounds and hastily reloaded with live ammunition. Their firing alerted other units and ships along the estuary.

The Luftwaffe were to sink HMS Hood if she was at anchor in the river. As it turns out she was not, several ships were in dock but the bombers were under strict instructions not to bomb them at anchor in dock to avoid civilian casualties.

Jock Kerr from Dalkeith

Instead they turned their attention to the ships lying at anchor including the Cruiser HMS Southampton and the Tribal class destroyer HMS Mohawk, who’s crew included Dalkeith man ,Able Seamen Jock Kerr.  I had the pleasure of meeting Jock in the late 70’s when we worked at Rowntree’s in Edinburgh.

They were totally unprepared and the first warning of attack came as lookouts sounded the ‘Action Stations’ alarm. All hands scrambled to their positions, Jock made his way to B gun deck, the upper deck and to his horror saw a Ju88 bearing down on the ship, bomb doors open, ready to attack.

The German aircraft dropped two bombs, Jock recalled in later life that he could still see them “clear as day” , big and black,falling through the air and striking the water either side of the ship.  Although they did not hit the ship they showered her with huge chunks of shrapnel and caused terrible casualties, 16 men were killed and 44 wounded. Jock looked down from his position and described is as “horrible, there was blood and guts everywhere.” He remained very critical of the lack of warning about the attack to his dying day and felt they could have fought off the attack with adequate warning.

Their job done and now under heavy fire the Germans turned for home but got separated, 602 City of Glasgow Squadron was already in the air, and 603 City of Edinburgh Squadron were scrambled to intercept them. Both Squadrons were Auxiliaries (Reservists) and equipped with brand new Spitfires, they were desperate to engage the enemy and put them to the test.

Pilot Officer Pat Gifford 603 Squadron

Barely in the air 603’s Spitfires bounced three Ju88s at 4000 feet scattering them in all directions, the Spitfires latched on to one of the aircraft and chased it inland, reports from the Dalkeith Advertiser of the time describe how they arrived over Bonnyrigg without warning, (no sirens had sounded) the peace was shattered by the roar of engines and a blast of machine gun fire from the pursuing Spitfires sending spent cartridges down on to Bonnyrigg High Street.

The Ju88 weaved and turned it’s way back towards the coastline in an attempt to shake off the Spitfires, but to no avail. Taking it in turns to attack they poured hundreds of .303 rounds into her unit Pilot Officer Pat Gifford administered the ‘coup de grace’. The German bomber plunged towards the sea about 4 miles from Port Seton, a local fishing boat saw it go in and picked up the survivors. Pat Gifford is officially credited with shooting down the first enemy aircraft in WW2 in UK airspace but it was a close run thing.

602 City of Glasgow Squadron engaged the Germans at much the same time and attacked them over Fife. Flt Lt George Pinkerton and Archie McKellar pounced on the Ju88 piloted by Hauptmann Helmut Pohle, he was at a grave disadvantage, during his diving attack on the ships at anchor, he had lost his canopy, leaving the crew exposed to the elements.

Attack after attack came in until Pohle lost control, crashing into the sea off Crail, almost hitting a small ship. Pohle was the only survivor, the other three crew were killed.

602 Squadron (City of Glasgow)

To this day 602 and 603 Squadrons maintain a healthy rivalry as to who shot down the first German. Pat Gifford was shot down and killed during the Battle of France in 1940.

The surviving Germans were taken to Edinburgh Castle until they recovered from their wounds, then sent to a POW camp. Their crewmates were buried with full military honours in Joppa Cemetery, Edinburgh, they were re-interned post war in the German Military Cemetery at Cannock Chase, England.

Luftwaffe crew members funeral at Joppa

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The last flight of Lancaster LM311, 467 Squadron RAAF, L-Liz’beth 13th July 1943

On the night of 12th July, Lancaster LM311, better known as L Lizbeth, lumbered into the air from Bottesford airfield in England. She had apparently acquired her name from the fiancée of one the crew, she served as a WAAF on the base, another version of the story is that she was named after the mum of the youngest crew member,Sgt Patrick Donlevy, a 19-year-old Wireless Operator from the small village of Pathhead near Dalkeith in Midlothian.

The aircraft although ‘Australian’  was mainly crewed by Scotsmen, the pilot Sgt Cedric Chapman was the only Aussie onboard, the others were Sgt Norman Smith, Bomb Aimer (21) from Edinburgh, Sgt Jack Greenwood, Flt Engineer (25) from Yorkshire, Sgt William Buchanan, Gunner (20) from Glasgow, Sgt Albert Edwards, Navigator (20) from Glasgow, Sgt William Bruce, Gunner (22) from Renfrewshire and Pat Donlevy.

Lancaster Liz’beth and crew (Pat Donlevy front & left)

The target for tonight was a distant one, the Italian city of Turin it was their 14th sortie with the Squadron and their first to Italy, the rest had been against heavily defended German cities such as Dusseldorf, Cologne, Dortmund and Essen.

The flight to Turin was fairly uneventful, however on the bombing run itself ‘Liz’beth’ took a direct hit from an anti-aircraft gun which caused damage to the tail section. After checks were made, the pilot decided that he could fly the damaged plane back to England. Back at Bottesford the aircraft appeared back at base one by one, X-Ray, Able and Yorker flew back in rapid succession until all  were back bar L-Liz’beth.

Just as dawn was breaking, a voice was heard over the intercom in the Ops Room at Bottesford, it was Cedric Chapman, “Liz’beth to Bedrock, over.” The operator responded “Liz,beth aerodrome 1,000 over”  – “Liz’beth to aerodrome, 1,000, I have no elevator control, am flying on trimmer, over”

This was a serious problem, it meant the pilot had very little control of his height. Chapman gave his crew the option to bail out, but they had already decided to stay together as a crew, it was the RAF way.

The pilot decided that despite the damage he could land the Lancaster at Bottlesford, it was really his only option anyway, as he was down to the last 15 minutes of fuel.

The tension in the control tower could be cut with a knife, Chapman asked for permission to ‘pancake’ or land.  He received the reply “Bedrock to Liz’beth , you may pancake, over” Chapman responded “Liz’beth to Bedrock, Roger thanks. Out”

It would be the last words he would utter, as the Lanc lined up on the runway Chapman went through all his pre landing drill, everything seemed fine, Wheels-check, Gyro – check, Mixture – Check, Flaps – Check. Just as the flaps lowered a shudder went through the aircraft and to their horror, they felt the tail of the plane break off, sending it into a vertical dive from a few hundred feet, a parachute was seen to come out the tail just as she struck the ground, it was too late.

L-Liz’beth struck the ground and exploded in a massive fireball. The crash alarm screamed out across the base and fire engines descended on the burning plane, sadly it was obvious no one could have survived the impact or the fire.

After the fire was doused the bodies of the men were recovered and sent home for burial.

One of those men, Patrick Donlevy, was my mum’s cousin, an only child his parents never got over his death.

Patrick was buried with full military honours in Dalkeith Cemetery where he lies at rest.

His story is typical of so many young Bomber Command airmen, who risked their lives night after night over occupied Europe, and died before their life had barely begun.

Patrick and the rest of his crew are remembered at Bottesford where this picture of them hangs in in the Council Chambers.

Pat Donlevy and his crew mates

Back row left to right:- Sgt. Norman C. Smith  Sgt. Jack Greenwood, Sgt. William S. Buchanan

Front row left to right:- Sgt. Patrick Donlevy,  Sgt. Albert E. Micheals, Sgt. Cedric A. Chapman, Sgt. William Bruce.

Between January 1942 and April 1945, 467 Squadron flew 3,833 sorties in Avro Lancaster heavy bombers and suffered heavy losses – 760 personnel were killed, of whom 284 were Australian, and 118 aircraft were lost.

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FOI request #Newtongrange War Memorial the answers and my thoughts on them

If you follow my blog on a regular basis you will be aware of the ongoing campaign to have men added to Newtongrange War memorial. A few weeks ago I sent in a request under the Freedom of Information Act, which you may have already read.

I received answers to the questions I posed today and here is what was said,along with my views on the answers given.

First off the Council have confined the answer to WW2 apparently which is not what I asked, my questions were regarding the war memorial not merely WW2.

1. Does the Council actually own the memorial or is it the Royal British Legion?

Midlothian Council         The Memorial to those who fell during the Second World War is sited on land owned by the Council.  Whether ownership transferred is not known but more than likely the local authority will have adopted it and this Council continues in that role, undertaking maintenance (as with all similar Memorials of its type in Midlothian) in terms of the Local Government (Scotland ) Act 1992. By extension, that includes consideration of any alterations to the Memorial.

John Duncan There is no separate memorial to WW2, there is a memorial erected by the British Legion and two stone tablets, one for WW1 and one for WW2 and other relevant conflicts.  I don’t dispute the ownership of the land, clearly that it owned by the council. However it seems vague whether it was previously adopted.

2. Who is responsible for repairs to the memorial?

Midlothian Council    Midlothian Council.

John Duncan   Good to know some of the lettering starting to fade a bit.

3. What criteria do the Council use for deciding who’s names appear on the memorial?

Midlothian Council     Whether the individual was killed in action or died of wounds in a theatre of war and the connection with the village eg place of domicile / residence where native, at the time of death

John Duncan    This is an interesting answer. Have the Council purposely referred to WW2 in the answer and applied these criteria to this war only, and not to WW1. If so it’s very strange and contradictory as the lists for both tablets were drawn up at the same time around 1999 / 2000.

There are men on the WW1 tablet who do not fit the above criteria, ie one that died of an accident and a number of men who died of illness on active service. Just to clarify I have always stated that these men should be on the memorial, I do not feel however that there should be a different set of rules for WW2. Why would you want to do this?

4. Who is responsible for the nomination / decision process?

Midlothian Council   Nominations are received from interested parties who may be the family of the individual or
others.  The decision process involves endeavouring to ascertain / corroborate the factors at 3 above.

John Duncan    Okay, so who is responsible for making the decision?  This does not answer the question. Is it Midlothian Council or is it the Community Council?

5. In the event of a dispute regarding a decision made regarding a nominee, what right of appeal is there?

Midlothian Council   There is no record of a dispute ever having arisen but, ultimately, it would be for the local authority to decide.

John Duncan   If the Council are making the initial decision then, clearly, it is undemocratic and unfair that they them make an appeal decision on their own decision.

Are they going to say on the one hand – “No this man can’t go on a memorial” and then on appeal say – “You know what we were wrong” and change their mind.

No chance, there should be an independent body, or the Community Council should make the initial decision and any dispute is resolved by Midlothian Council.

6. What procedures are in place for potential victims of current / future conflicts.

Midlothian Council   Currently, there is no provision for this locally, although it is known that in some instances, one or two names of those who fell during conflicts since the Second World War have been added to Memorials in other towns and villages.

The National Memorial Arboretum, Staffordshire records (a) those who have given their lives in the service of their country, (b) all who have served and those who have suffered as a result of conflict, and (c) others who for specific or appropriate reasons are commemorated on the site.

John Duncan  I will reserve judgement on this one, I would like to think that anyone that dies, through what ever means, in a conflict is remembered on our war memorial.

7. Does the council accept Commonwealth War Graves Commission data as evidence of eligibility?

Midlothian Council The question has never arisen but any information will be considered

John Duncan  Interesting, because it has arisen twice at least in the case of George Noble, once in 1999 and again this year by myself. You may recall the answer from Midlothian Council.

“As regards Pte Noble, I have a  record that states that he appears to have  died as the result of an accident aged 21 years on Salisbury Plains (parachute  failed to open) post the Palestine conflict. In the circumstances, a previous  request to have his name added to the Memorial was declined; and that  regrettably is the conclusion that must be reached on this occasion. I have  raised the question here about  additions in respect of post 1939 – 1945  war but have yet to obtain an outcome. Theoretically at least, the names of  those who were killed / died of wounds after WW2 in other conflicts are recorded  at the National Memorial / Arboretum.”

The Council also provided a potted history of the war memorial which I am a little bit confused by.

“In January 1934, the Memorial was unveiled in the Welfare Park – a rough silver granite pillar, to their memory – provided by the Women’s Section of the British Legion.” (This is correct)

“(In most cases, the decisions to erect or provide World War 1 memorials in public spaces were taken by the Council’s predecessor authorities; and the cost was met through public subscription; and adapted after World War 2. Unusually, in this case, the Memorial in respect of  World War 1 was in the Church and the complete rationale for the erection of the World War 2 Memorial in a public space is not currently available but it is thought likely that there would have been some form of public subscription albeit one organised by the British Legion.)”

The public war memorial was not held in the church. The memorial referred to bears the names of members of the United Free Church, including my Great Uncle Charles Gibson. This memorial was originally housed in the church at the foot of the village which is now the Masonic Hall. When the Church ceased to function as a church, the plaque was given to the Church of Scotland in the Main Street, Newtongrange for safe keeping, it remains there to this day.

When the memorial in the park was erected  in 1934, in the Welfare Park, it was intended as a place of Remembrance for all the village, not just the member of the United Free Church.

Given it was erected in 1934 it was clearly not intended as a WW2 memorial ,unless our forefathers predicted a second global conflict. The dates 1939 to 1946 were added at a later date post WW2, the memorial was designed pure and simple as a WW1 memorial which has been adapted twice as the years go by.

The tablets were added in 2000 as it was annoying most people that the inscription on the memorial read;

“To the memory of the lads from this Parish who fell in the Great War 1914 – 1918 & World War II 1939. Their name liveth for evermore.”

Finally lest it be thought I am being over critical, I think their gardeners do a magnificent job year in, year out making our memorial a fitting place to remember ‘our lads’.

Anyway we shall see what the Community Council make of this.

Newtongrange War Memorial

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The death of LAC William Currie, Newtongrange in Sunderland W4032

William Currie was born in 1913 in Cockpen, a very small village, near to Newtongrange. In 1939 he married and settled in Newtongrange, living with his wife at 41 Eighth Street. When war was declared William was called up and joined the RAF, following his training he was promoted to Leading Aircraftman and sent to 228 Squadron, Coastal Command which flew Short Sunderland flying boats on Convoy protection. In 1942 the Squadron moved to Oban on the west coast of Scotland to patrol the North West approaches.

Sunderland Flying boat in wartime camoflague

In August, 1942 a mysterious and tragic accident occurred when a Sunderland on a classified mission to Iceland crashed into a mountain in the extreme north of Scotland killing all onboard, bar the rear gunner who was thrown clear on impact inside the tail unit. Amongst the dead was the Duke of Kent, the first member of the Royal Family to die on active service for nearly 500 years.

The reason the aircraft was on it’s way to Iceland has never been revealed and many alternative theories exist including that Rudolf Hess was on board and the aircraft going to Sweden. What ever the reason there was great interest in the accident.

Two weeks later on, the 5th of September, 1942 Sunderland W4032 took off from Oban on a convoy protection mission, onboard were were 10 crew and a journalist Fred NanCarrow from the Glasgow Herald, much has been made of NanCarrow’s presence and some say he was investigating the death of the Duke of Kent. NanCarrow was mad keen on aircraft and had only recently written a book celebrating the work of 602 City of Glasgow Squadron, his family stated he wanted to join the RAF but was rejected as unsuitable.

After several hours at sea the giant flying boat turned around for home, but it became apparent that there was insufficient fuel to make it back to Oban. The Pilot Flying Officer F J Fife of the Royal Canadian Air Force decided there was no other option than to put down in the water, on the face of it not a major problem for a flying boat, and take on more fuel. At 8.40pm the Sunderland set down in Vane Bay but hit a rock which ripped the bottom out of the aircraft causing it to start sinking.

An SOS signal was sent out and in response the Tobermory lifeboat set out to assist the airmen, however on reaching the last known position of the Sunderland, all that was found was clothing floating on the surface.

A full scale search was launched and an RAF Hudson spotted a dinghy with one man in it off the north coast of Coll. The lifeboat was directed in, however when it got there the only people still alive were Flying Officer M E Russell, the co-pilot and Flight Sgt R B H Scroggs. The Pilot Mr Fife, William Henderson and William Currie were recovered from the water having drowned, the bodies of Charles Castle (Gunner), Victor Ames (Flt Sgt), Kenneth Page (Gunner), Edward Cowan (Radio operator) were recovered later on having died of exposure.

The massive cockpit of a Sunderland designed for cross Continent flying

The bodies of Pilot Officer Robert Hicks and Fred NanCarrow were never recovered.

The men are buried the length and breadth of the United Kingdom.

 

 

William Currie was buried with full military honours in Newbattle Cemetery.

Although he is remembered on Bonnyrigg war memorial, he is not recorded on Newtongrange War memorial despite  living in the village and being married to a woman from Newtongrange. He is another man unfortunately missed out  in putting the names on the memorial some 50 odd years after his death.

I feel he is entitled to a place on the memorial.

The crew of Sunderland W4032

1

FRAME, ROBERT HICKS Rank:Pilot OfficerService No:J/10326Date of Death:05/09/1942Age:27Regiment/Service:Royal Canadian Air Force 228 Sqdn. Panel ReferencePanel 100.MemorialRUNNYMEDE MEMORIAL Additional Information:

Son of David and Evelyn Frame, of Victoria, British Columbia, Canada.

2

CASTLE, CHARLES FREDERICK Rank:SergeantTrade:Air Gnr.Service No:1386747Date of Death:05/09/1942Age:27Regiment/Service:Royal Air Force Volunteer Reserve 228 Sqdn. Grave ReferencePlot N. Row G. Class B. Grave 22.CemeteryTWICKENHAM CEMETERY Additional Information:

Son of William John and Maud Castle, of Hounslow.

Ham and eggs in the galley of a Sunderland.

3

HENDERSON, WILLIAM HENRY Rank:Flight SergeantTrade:Air Gnr.Service No:638920Date of Death:05/09/1942Age:20Regiment/Service:Royal Air Force Volunteer Reserve 228 Sqdn. Grave ReferencePlot D. Grave 38C.CemeteryCHEPSTOW CEMETERY Additional Information:

Son of Robert William Henderson and Ada Mary Henderson, of Chepstow

4

CURRIE, WILLIAM Rank:Leading AircraftmanService No:990932Date of Death:05/09/1942Age:28Regiment/Service:Royal Air Force Volunteer Reserve 228 Sqdn. Grave ReferenceSec. H. Grave 316.CemeteryNEWBATTLE CEMETERY Additional Information:

Son of William and Nellie Greenfield Currie; husband of Mary Currie, of Newtongrange.

5

AMES, VICTOR ETHELBERT Rank:Flight SergeantService No:905470Date of Death:05/09/1942Age:26Regiment/Service:Royal Air Force Volunteer Reserve 228 Sqdn. Grave ReferencePlot X.M. Grave 143.CemeteryCANTERBURY CEMETERY, KENT Additional Information:

Son of Llewellyn Herbert Spencer Ames and Esther Ames; husband of Dorothy May Ames, of Canterbury.

6

BARBER, KENNETH PAGE Rank:Flight SergeantTrade:Air Gnr.Service No:572527Date of Death:05/09/1942Age:20Regiment/Service:Royal Air Force 228 Sqdn. Grave ReferenceCon. Sec. Grave 3915.CemeteryWESTON-SUPER-MARE CEMETERY Additional Information:

Son of Hugh Alister Barber and Nell Page Barber, of Weston-super-Mare.

7

COWAN, EDWARD Rank:SergeantTrade:W.Op./Air Gnr.Service No:1255347Date of Death:05/09/1942Age:21Regiment/Service:Royal Air Force Volunteer Reserve 228 Sqdn. Grave ReferenceSec. I. Grave 16.CemeteryOBAN (PENNYFUIR) CEMETERY Additional Information:

Son of Braham and Eva May Allcroft Cowan, of Aldershot, Hampshire.

8

FIFE, FREDERICK JAMES Rank:Flying OfficerTrade:PilotService No:J/4747Date of Death:05/09/1942Age:27Regiment/Service:Royal Canadian Air Force 228 (R.A.F.) Sqdn Grave ReferenceSec. I. Grave 17.CemeteryOBAN (PENNYFUIR) CEMETERY Additional Information:

Son of Frederick James Fife and Eleanor Anderson Fife, of Young’s Point, Ontario, Canada. B.A. Clerk in Holy Orders.

9

NANCARROW, FRED GEORGE Rank:ReporterDate of Death:05/09/1942Age:29Regiment/Service:War Correspondent The Glasgow Herald Panel ReferencePanel 292.MemorialRUNNYMEDE MEMORIAL Additional Information:

Son of Fred J. Nancarrow and Marie Nancarrow; husband of Frances Craig Nancarrow, of Goftfoot, Glasgow. Author of “Glasgow’s Fighter Squadron”.

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PO Pat Gifford makes first kill in UK airspace, #Ju88 downed at Prestonpans

Pilot Officer Pat Gifford 603 Squadron

On 16th October, 1939 the air raid sirens sounded over Dalkeith and Newtongrange, this was no practice the unmistakable roar of Royal Royce Merlin engines could be heard and the offbeat throbbing of a German bomber’s engine.

An attack by Junkers 88s on the Royal Navy at Rosyth had gone badly wrong for the Germans, faced by an alley of fire from the static anti aircraft, the ships guns and then Spitfires from Drem (602 Squadron)  the attack had split up.

One of the JU88 was chased inland at high speed towards Dalkeith where it was bounced by Spitfires from 603 Squadron based at RAF Turnhouse, (Edinburgh Airport). The Squadron had just taken delivery of brand new Spitfires and were keen as mustard to try them out against the Luftwaffe.

They did not disappoint, one of the Pilots a Flt Lt Patrick Gifford from Castle Douglas, latched onto the JU88 and let rip with 8 .303 Browning machine guns, the noise was deafening and could be heard for miles around. Twisting and turning the JU88 headed back towards the sea and was shot down into the sea at Prestonpans followed by two more bombers.

Mr Gifford scored  the first enemy aircraft to be shot down over Great Britain since 1918, and the first RAF victory in the Second World War.

Last moments of a Ju88 caught in Spitfire’s gun camera.

Patrick Gifford was awarded the Distinguished Flying Cross and promoted to Squadron Leader, sadly for him his war was to end the following year leading his Hurricane Squadron in the Battle of France when he was shot in combat over Belgian airspace, his body was never found.

A nice story about Pat is that, for a sizeable bet, he drove a car from Castle Douglas to RAF Turnhouse, a distance of 95 miles (on country roads) and flew back to appear over the town in less than 2 hours. Pat must have been a hell of a driver as he made it with minutes to spare.

603 Squadron  Royal Auxilliary Air Force went on to have an outstanding war, Brian Cadbury DFC was one the top aces of the Battle of Britain. In 1943 the Squadron converted to Beaufighters and became the scourge of enemy ships in the Aegean and Med

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Joe McCluskie, the first British civilian casualty of the war,in #Edinburgh air raid October1939

Picture this , it’s the 16th of October,1939, it’s a decent Autumn day.

Edinburgh is going about it’s business oblivious to the war sweeping continental Europe.  Suddenly this all changes, aircraft are heard roaring overhead, strangely the air raid sirens have not sounded.

To their horror and amazement, the good folks of Auld Reekie see Spitfires of 603 Squadron pursuing a Luftwaffe Ju88 at low level over the city with guns blazing. To add to the noise and confusion, Army AAA guns were firing at the aircraft as well. Explosion after explosion rung out and a number of people had their windows broken by the concussion wave of the shells, nose caps were found littering the area later.

Intent on their kill the Spitfires poured lead into the Junkers which in return was firing back with it’s machine guns. As the aircraft passed over Abercorn Terrace, Joe McLuskie a painter and decorator was up his ladder working away on a job, in seconds the aircraft had passed, Joseph lay at the foot of his ladder.

His mate Frank Flynn, found that he had been hit by a bullet in the stomach, and that he was still alive. Mr McLuskie was rushed to Leith Hospital and was reported to have passed away from his wounds, so there you have it, poor Frank McCluskie from Guthrie Street, Edinburgh was the first British civilian to die in the war.or was he? In fact despite reports of his death in the papers, he did not and was the recipient of compensation for his wounds, he is however thought to be the first UK casualty.

Officially it was stated that the bomber had struck the blow, but in reality, it could just as easy been one of the Spitfires.

As for the Ju88, it made it as far as the sea where it was seen streaming smoke and disappeared into cloud. Whilst not claimed it’s highly unlikely that he would have made it back over the North Sea to his base.

Mr McCluskie was not the only civilian hurt, a council workman on Ferry Road was hit by a MG bullet, but made a recovery,a number of women were slightly injured by falling shell fragments from the AAA shells.

Another record was set the same day when both 603 (City of Edinburgh) and 602 (City of Glasgow) both brought German aircraft down into the Firth of Forth, the first German aircraft shot down in UK airspace.

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The Navy’s fly boys Part 1 – The Fleet Air Arm, naval aviators 1930-1945

Earlier this week I put out a series of tweets about the Fleet Air Arm, it’s men and  it’s aircraft. Some missed them so I have put them all together here, with a few bonus shots. What surprised me when putting this article together was that RAF Leuchars near St Andrews in Fife was Number One Flying School before WW2 and was the main training base for the Fleet Airm, before it was moved down south. Ironically RAF Leuchars is clsoing as an airbase and will become an Army base.

A long and varied career but will always be RAF Leuchars to me. Anyway I digress on with photos starting off with training shots at Leuchars during the late 1930s and the men who did the instructing.

This shot shows a Sgt Instructor addressing his group of Navy pilots and ground crew, inter service rivalry appears to have been set aside between the Senior and Junior service (The Navy has traditions, the Army has customs, the RAF has habits) and they are sharing a joke by the look of it. The RAF also teach the Army parachute training.

Although based on land the training had to recreate onboard conditions, ratings wore Navy uniforms, navy slang and terms were used and simulated carrier landing strips and ships catapults (see photo) were set up to give an air of nautical operations.

Here a Rating checks the parachute of a Petty Officer prior to him climbing into the workhorse of the fleet, the Vicker Supermarine Walrus, this aircraft is an amphibian rather than a flying boat. Note the extremely big bellbottoms the sailor has on, perfect for tangling with aircraft parts.

The Firth of Forth was a popular training area for the RAF and the Navy, this next shot shows an attack with a dummy torpedo at wave tope level by a Hawker Horsley. Biplanes very much still ruled the roost in the 1930s particularly in naval aviation, which seemed to lag behind on terms of equipment.

Bristol Baffin 1938

Aircraft such as the Bristol Baffin were still flying at the outbreak of war despite  being ridiculously outclassed.

There were many other biplanes such as the Fairley Albacore and the Blackburn Swordfish which saw action in WW2, most famously against the Battleship Bismark, in truth they could only operate when they out of range of land fighters which would decimate them or at night such as the famous attack on Taranto Harbour which was the blueprint for the Pearl Habor attack.

The writing was on the wall for these biplanes although they were still there, like this Fairey Seafox ready for launch on HMS Neptune in the sunny Med. This last picture in this post is the Fairey Firely which looks like an overgrown Spitfire, introduced as the war went on it was a potent figher bomber with it’s 4 cannon. The end of the war brought about the last of the high performance propellor planes and the jet era.

I will cover them in a later post.

Hawker Horsley dropping torpedo in Forth1929

Fairey Albacore

Fairey Seafox

Blackburn Skua

Blackburn Roc

Fairey Firefly

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