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Twenty
Four
The Magazine of XXIV Squadron
Association
Here are a selection of articles from our Summer 1999 issue:-
It is a welcome luxury to have a good choice of material
for the Newsletter and so to spread the many responses for material
around the magazine, we have another story about Bassingbourn and 24
from Rhys Owen, brother to David Owen, an ex SAMO at Lyneham.
Rhys was not a member of 24 but has affectionate memories from his time
doing National Service in the Met. Office at Bassingbourn between 1948-50.
The OC of Twenty Four was at that time W/C Paddy Lombard, a lager than
life character, very popular with all on the station. He was a great
supporter of the station rugby team and his encouragement, with some
ripe choice of adjectives was much appreciated on a Wednesday afternoons.
The station team often flew to away fixtures such as Manston and Duxford.
W/C Lombard often came on these trips but the pilot was usually F/L
Jimmy James, a team member. They sometimes flew in Dakota KN 624 which
was used by Montgomery as NATO Commander. The standing joke was that
Monty could have use of the aircraft as long as they did not have an
away game.
Ryhs is able to give an insight into the workings of the Met Office
at that time and of the main forecaster W L Wilson, a Senior Experimental
Officer with a high reputation for the accuracy of his predictions,
especially mist and fog clearance. He was also tasked with additional
analysis of the London Airport weather logs with regard to the long
lasting fogs and smogs that drifted from the Capitol before the clean
air act.
These fogs did cause some concern to the aircrew of 24 Squadron as they
often had to position at London overnight for the VIP flights the next
morning. The aircraft were kept in pristine condition normally for all
of these special flights and so it was a shock to see the condition
of the aircraft after doing a few Berlin airlift runs which started
about this time.
Bassingbourn had a very full flying programme with the arrival of Commonwealth
crews for training for the Airlift. Many long hours were put in by the
crews and they understandably suffered from fatigue. The incident mentioned
in Arthur Pearcy's book of a Dakota landing with the wheels up, Rhys
remembered well. He had to draw a red line in the Met Office duty log
book and put it in the safe because of the incident. He thought the
pilot was the aforementioned F/L James who was worn out with extra hours
of crew training duty.
Rhys has also loaned the Association a booklet on Bassingbourn entitled
" Airfield Focus" No2 in a series published by GMS Enterprises, 67 Phyill,
Bretton, PETERBOROUGH PE3 8QQ @ £3.95. Quite a good read and memento
for those who served there.
One last brain teaser, what distinctive geographic
landmark would crews look out for on approaching the airfield?
DUXFORD VISIT STIRS UP INTEREST
During the Duxford day out an ex 24 Squadron York was spotted undergoing
restoration now under the guise of G-ANTK. The call to check if this
shiny beastie was in anybody's log brought a letter and more from Jack
McWicker now resident of Florida. He did indeed captain it during the
Berlin Airlift on three occasions; the details from his log book are
as follows:-
11 Jul 1948 Wunstorf - Gatow 11,460 lb Food
11 Jul 1948 Gatow - Wunstorf Empty. starboard pax entry door blew out
over Russian airfield @ Brandenberg.
1 Aug 1948 Wunstorf - Gatow 16,464 lb Food
1 Aug 1948 Gatow - Wunstorf 1,000 Mail
6 Nov 1948 Wunstorf - Gatow 16,450 lb Food
6 Nov 1948 Gatow - Wunstorf 1,000 Mail
Jack also enclosed a set of Standard cruise control charts for the York
which cover Normal transport operation, Maximum Range Flying, a Fuel
required chart and fuel consumption data. All look pretty by todays
standard an occupy all of four sides of A4 paper, pretty high tech.
SNIPPETS from Bill Smith
A recent letter from Bill Smith of Worcester included some of his recollections
while serving on 24 Squadron which may jog a few more thoughts. He first
joined the Squadron as a second pilot at Topcliffe late in 1952. The
CO was a South African, Major Robb who had a real mixture of Commonwealth
aircrew under him. Bill departed for tour in Changi 7 months later and
did not return until 1956 - 60 back on 24 under five CO's, plus one
which is not mentioned in the history book, Murray Maire. Murray stood
in for a brief period when Sqn Ldr Dick Bolt left the Squadron rather
hurriedly and they had to wait until the next CO Dave Hitchins RAAF
was quickly shuttled in from Aussie to do a Hastings conversion.
Bill does remember the crew taking off from Aldergrove for Goose Bay
with a bit of headwind so decided to try to make it at around 18,000
feet on oxygen, hoping to beat the wind. It did not come off and despite
grunting along nearly to Green land, something went wrong and they turned
back. More details of this trip touched on by 'Bluey' Hobbs in the last
issue.
The main door falling off a Hastings was not only confined to putting
the wind up General Templar over Turkey. They had the same problem after
leaving Topcliffe one day, along with the entrance steps.
In 1957, in WD 494, he was sent to Christmas Island with the guts of
the first British H-Bomb. The lift-off from Aldergrove was hairy, to
say the least, as the take-off weight was 3,000 lb over max. He handed
the aircraft over at Goose Bay to the slip crew and that crew shut down
an engine when approaching Edmonton, Alberta. He caught up three days
later with a replacement engine, the engine was changed and after a
dodgy air test, carried on with it to Christmas Island. He eventually
arrived home three months later having seen the second H-Bomb dropped.
Bill left 24 Sqn and Colerne for Britannias, Dart Heralds, VC10s before
joining Gulf Air in 1976. His most vivid memories are still with Twenty
Four.
THE TRAFFORD LEIGH-MALORY INCIDENT
As a rider to Leigh-Mallory tragedy, Jock Hanna may throw some background
to the turn of events from his brother Jack's log book. Both Jock and
Jack were wireless operators on the Squadron at the same time. On the
14th of November 1944, 10 Dakotas were stationed at Lyneham, 5 at least
from 24 Squadron. On one of them was Jack Hanna, who with S/L Harry
Grimshaw flew FZ646 to Capodichino near Rome.
On his return he told Jock that after crossing into France, heavy icing
made the aircraft virtually fall out of the cloud somewhere near Lyons.
Out of the other nine aircraft, only one got over the Massif Central
and it landed at Marigane near Marseilles. One of the pilots, Flt Lt
George Aycock was called to give his experience to the court of enquiry.
On similar lines to the Leigh-Mallory disaster is an incident remembered
by Graeme Donald of Port Elizabeth, SA. A Lt Colonel from the South
African Air Force came to Lyneham to pick up a York for General Smuts.
He only spent two or three days at Lyneham and was in a great hurry
to get back to SA. He was loaned the services of one of the best flight
engineers, Mike Ensor and one or two other crew members and unfortunately
took of prematurely it was felt after insufficient training, never to
be heard of again. To Graeme's knowledge there was no record of finding
the wrecked aircraft, it was just assumed that he flew into the Swiss
Alps.
Still sticking with Graeme, he also recalls on one occasion seeing a
24 Squadron aircraft fitted with armaments. He had brought back a German
general, captured in the desert, to Hendon from one of the trips in
the Malta shuttle. It was around 8 o clock in the morning and the general
was stretching his legs and wondering close to a Wellington parked near
bye. A closer inspection revealed a false turret painted on the tail
and two broom sticks sticking out to make them look like the appropriate
gunnery. He did not think that they were intended to be armed because
the turrets had been removed from the Malta shuttle Hudson.
MORE ON THE LANCASTRIAN
As with any interesting article, it has prompted a couple of letters
that go to adding to our store of knowledge on the Lancastrian. John
Mitchell passed on our last Newsletter to to a pal of his, Air Cdr Pinky
Grocott an ex Navigator of 24 from the Bassingbourn days who remembered
this tale.
On 19th October he was navigator on Lancastrian VM 735 carrying VIP's
to the PICAO conference at Indianapolis. Air Marshal Cochrane AOC-in-C
Transport was carried from Northolt to Lagens and Bermuda and on to
Washington National (transiting then to Bolling). On 22nd October we
added Sir Watson Watt and Air Marshal Goddard and headed Indianapolis.
The return journey was made with Air Marshals Cochrane and Goddard via
Clinton, Washington, Langley, Nassau, Greenville, Washington, Mitchell
Field, Dorval, Gander, Lyneham and Blackbushe, before transiting back
to Bassingbourn.
In the period 18-22 October 1948, he was navigator on Lancastrian VL
976 when they carried out 44 BABS approaches at Hullavington with CFS
"experts" on board (some of whom had never previously done a BABS approach),
trying the Information, Instruction, Reciprocal Track and Oval Orbit
techniques - and reaching the blindingly obvious conclusion that the
then long established Information method was the best. So much for the
experts at CFS.
Pinky found the Lancastrian story of interest and was a fan of the aircraft
with its superb manually operated Bendix MN26 radio compass, the most
accurate that he had ever come across. He notched up flights in the
following airframe numbers while on 24, VL 976, 980, VM 702, 725, 726,
727, VM 735 and 736.
Jock Hanna Remembers
Jock recalls a rapid introduction to the Lancastrian as a wireless operator
in early 1946. It came after a couple of long haul flights to the States
in a lend-lease Skymaster to Washington and Norfolk before ending up
at Bassingbourn to join an all Kiwi crew. The flight was authorised
to take Air Chief Marshal Sir William Dickson on a tour of the Far and
Middle East plus India.
After an air testing VM726 at Bassingbourn, they positioned at Northolt
to take off on the 3rd May at 00:10 hrs for Shaibah in the Gulf. This
leg took 14.5 hours cruising over the Med, followed by a one hour refuel
stop before taking off again for Negambo in Ceylon. It was shortly after
take off from Negambo when things started to happen. Shortly after 'wheels
up', a strong smell of high octane fuel drifted around the flight deck.
As they were well above the safe all up landing weight, they continued
to climb to cruise height, leaving off all radio gear and other electrical
equipment.
To allow some of the crew to breathe fresh air, the side windows were
opened wide and they bumped along surrounded by CuNb and the odd flash
of lighting. The plan was to use up the fuel in the wing tanks and allow
the overload tank in the bomb bay to empty first, it being prime suspect.
The draw back was that this involved the Flight Engineer in hand pumping
fuel out of the overload, into the wing tanks. It was nearly 3 hours
before hand transfer and ventilation was complete and the radios could
be switched on again.
When they made contact once more, it was no surprise that every HF/DF
station around the various oceans had been calling and trying to make
contact during the shut down period. They continued the flight to Ceylon,
a total of 12 hours 20 minutes, making a grand total of 27 hours.
Oddly, this airborne drama was not as scary for Jock as waking up after
18 hours sleep in the Mess to find a four foot snake coiled around the
top of his mosquito net. The reason for the fuel leak was the overload
tank cap sealing ring being left off in Shaibah, aggravated by the turbulence
on the climb out.
On the 5th May, VM726 was airborne again across the remainder off the
Indian Ocean on route to Changi. The trip with the Air Chief Marshall
continued until they arrived back at Northolt on the 24th. during this
period, they visited Mingalong (Burma), Delhi, Mauripur, Habbaniya,
Lydda, including a unique two day stay in Jerusalem in the King David
Hotel, which was to be bomb blasted 2 weeks later.
The Jock and the Co-pilot, Eric King made it back in time to take in
the VJ parade in London and slept on the floor of New Zealand House
in order to be outside Buck House to have a good view. That Far East
trip of over 79 hours marked the end of Jocks wartime service before
being demobbed and joining British European Airways.
DIARY OF A NAVIGATOR Pt 2
John Mitchell's account of his VIP flying with the Prime
Minister, Winston Churchill in 1943 is continued as part of the maiden
flight chapter.
28th May 1943. Our first flight with The Owner was to Algiers (Maison
Blanche), a two and a half hour trip with a fighter escort. To our discomfort,
the US P38 Lightning Interceptors from their base at Oran cavorted about
altogether too close for safety. The RAF Spitfires from Gibraltar had
kept a more discreet and useful distance and height from us, from where
they could in fact defend us. These Lightnings were in no position to
do this and only wanted to get near enough for the pilots to see the Prime
Minister giving them the 'V' sign from his state room window. As we had
taken off from Gibraltar after lunch, we did no more than provide a running,
or rather flying, tea-buffet for the passengers. It was not reported that
the PM, our passengers included General Marshall (USA) Eden, the CIGS,
Tedder, General Ismay, Commander Thompson (ADC) and Inspector Thompson
(Scotland Yard) and of course Sawyers, the valet. Whilst Commander Thompson
was our principal go-between on the road, or rather in flight, with the
PM himself, Sawyers was an invaluable interpreter and gauge of the temperature
at the VIP end of the aircraft. We found later he was such an old fuss-pot
that he would give a confused reading, especially after he had served
drinks with lunch - and had a sip each time he returned to the galley.
We landed at Maison Blanche late afternoon and the crew moved in to the
centre of Algiers, staying at the Aletti Hotel. Group Captain Jeffs (of
Transport Command HQ, as I have mentioned) had the initiative to throw
a certain to throw a certain amount of the PM's vicarious weight about
in order to secure rooms in this hotel reserved for Brigadiers and above.
1st June 1943 After three very pleasant days and nights at the
Aletti, we took off at 09:30 for the one hour's flight to a USAF B17 base
at Chateaudun du Rumel, near Bone. There the Prime Minister witnessed
the take-off of a wing of Flying Fortresses about to bomb Pantelleria.
The passenger list was now augmented by General Alexander. After inspecting
the tented Operations Headquarters, the Prime Minister and party continued
on to Tunis (El Aouina). Lunch was served on board for the first time,
and Corporal Shepherd (an ex-RAF Hendon batman) did his best with mainly
cold rations loaded in Algiers. We were yet to discover the secret of
victualling the aircraft from local resources but on this occasion we
made sure that at least the beverages were adequate.
2nd June 1943 The following day we were ordered to position the
aircraft at an airstrip at Grombalia, south east of Tunis, which was more
convenient for our passengers. We had expected to fly as far south as
Enfidaville and on to inspect the Mareth Line, perhaps proceeding towards
Tripoli; but we had yet to learn the vagaries of the Owner's travel requirements.
No sooner had we circled the Kasserine Pass (where an American armoured
force had come up against a German Panzer Division rather disastrously)
than the PM decided he wanted to return directly to Algiers. The whole
flight took only two and a half hours.
The PM came forward on the return journey and enjoyed sitting in the sunshine
in the co-pilot's seat. He announced that he would like to try the controls.
He did so, and when Collins attempted to smooth out some of the resulting
attitudes of the aircraft with discrete use of the tail trimmer, the Owner
admonished him. He soon conceded that he would share the controls: Collins
to work the rudder and he, the PM would try climbing and diving. He clearly
enjoyed himself, much to the consternation of the passengers (including
Tedder) who were thrown about in the back and to the astonishment of the
USAF fighter escort of P38 Lightnings which were then keeping a more sensible
distance from us. CIGS commented in his diary: 'The PM gave us somewhat
of a swaying passage for a bit'. On landing at Maison Blanche, Dad Collins
explained to our escort commander who was doing the driving.
It is of interest that Mr Churchill is said to have flown with 24 Squadron
as a pilot under training at Hendon in 1928, at the same time as Lord
Londonderry. He was not successful in his flying lessons, though the noble
Lord did qualify. The Prince of Wales (later Edward VIII) and his brother,
later George VI, also went through a form of flying training with 24 in
the 1920's.
WHAT HAPPENS AT RAF BASSINGBOURN
We have been sent a selection of recollections from local archives on
what 24 Squadron were up to while stationed at RAF Bassingbourn between
Feb 1946 and Jun 1949, the slant being more towards the Station than Squadron.
On the 14th of February 1946, 24 Squadron and 1359 VIP Flight moved to
the base as 102 Squadron moved to Upwood for disbanding. When 24 Squadron
and 1359 VIP Flight arrived there, a more settled period ensured at the
airfield. In March the VIP Flight provided two Lancastrians which broke
the record to New Zealand. A little later a marriage was arranged and
took place on 3rd June - the two units were amalgamated as 24 (Commonwealth)
Squadron with a combined establishment of five Lancastrian C2s (the transport
version of the Lancaster), five York C1s (Lancaster wing and tail with
redesigned enlarged body) and twelve Dakota C3 and C4s. The VIP Flight
was at one time flying Skymasters and had four but found them unsatisfactory
and eventually returned them to the USA. The functions were also amalgamated;
VIP flights anywhere in the world continued alongside the long distance
flights to India and the Far East. Because of the VIP flights a number
of well known political and military figures passed through Bassingbourn,
although for the most part VIPs were carried to and from Northolt and
the aeroplanes used Bassingbourn for base facilities.
During March and April 1947 there were frequent movements between Bassingbourn
and Moscow; this was for the important Moscow Conference of Foreign Ministers,
attended by George Marshall of the USA, Mr Vishinsky and Mr Molotov from
the USSR, Ms Bidault of France and Ernest Bevin from the UK. For this,
twenty Russian aircrew were attached to Bassingbourn having the task of
flying the Berlin-Moscow leg of the journey. The erection of the Western
Alliances, conferences in Europe, the independence of India, all meant
work for the VIP Flight.
If however, the ferrying of VIPs appeared to be a glamorous activity,
there was less spectacular though important work to be done. Despite (
or because of) the Moscow Conference, relations between the USSR and the
Western Allies deteriorated until in June 1948 the Russians cut the land
communications between the Western Zones or Berlin and Western Germany.
For almost a year until May 1949 all commodities consumed in West Berlin
were flown in; British aircraft flew up to 75,000 tons in the peak month.
24 Squadron's Yorks, Lancastrians and Dakotas flew direct from Bassingbourn
on this complex operation, maintaining a continuous flow of flights with
vital goods.
After a period of routine work, 24 Squadron moved over to Waterbeach in
June 1949 and Bassingbourn received York Squadrons No's 40, 51 and 59.
Perhaps aircraft became a bit of a novelty for some, if that was the case,
Bassingbourn in 1946 offered those leaving service life the opportunity
to re train in agriculture. Maybe you know or remember someone who attended
this 22 day crash course into the modern method of farming and horticulture
run on site. Chances are that you ate something from the 66 acres managed
by the school, do let us know.
The "Herts and Cambs Reported and Royston Crow" newspaper ran a feature
on 24 Squadron in its August 15th 1947 edition. In an article entitled
Round the World with the V.I.P.'s it goes on to say:-
Twenty Four (Commonwealth) Squadron can hold its head high in the history
of flying annals of the Royal Air Force. Dating back to the birth of the
RFC it began as one of the pioneering fighter squadrons, and since then
its hangars have housed all the latest types of aircraft, fighters and
bombers. Today in the peacetime air force, it is known as the crack squadron
of Transport Command.
The job of 24 Squadron is to carry VIP's, both service and civilian. This
point alone will prove the high standard of efficiency of the squadron
personnel; each air crew member has to be Category A, which means he has
to gain a 90 per cent pass in all subjects. To ensure that they maintain
this standard, they are examined once every six months.
At a Press Day on the station recently, Squadron commander C W K Nicholls,
DSO, a war time fighter pilot from New Zealand, described briefly the
life of the squadron. A large map on his office wall dotted with marking
pins, told its own story of the round-the-world crews. One pin marked
the position of one of the aircraft as Belgrade, where it had flown a
mission to Yugoslavia; nearer home another aircraft was plotted in Paris.
Another little pin brought out the names of Los Angeles, Karachi and Cairo.
Some time ago, reported the OC, we had a couple of aircraft in China carrying
a trade mission. They were out there for some weeks and our ground crew
and spares travelled with them. Also a shuttle service operated while
Mr Bevin was in Moscow. Each day, while the mission was out there, aircraft
landed at Bassingbourn from Russia, while another was on the outward flight
to Moscow. One peculiar point about these trips was that the crews had
to pick up, in Germany, a Russian navigator and wireless operator for
the remainder of the flight across the Soviet.
The aircraft used by the squadron are Yorks, Lancastrians and Dakotas
and a tribute to the serving staff is the fact that they average over
100,000 miles each month. The crews have no scheduled routes; they just
go where they are wanted. Normally the squadron is given one or two days
notice of a flight, but at times twenty minutes has been sufficient.
Two of the special aircraft which were on the ground were the Cabinets
York and Monty's Dakota. The York was a well equipped plane with panelled
corridors and cabins. Each cabin was fitted up with fold-up beds for night
travel, and at the rear of the cabins was a modern galley complete with
hot plates and refrigerator.
Sounded like a pretty good story in 1947 as well as now.
CHRISTMAS ISLAND DETACHMENT - 1956
A well preserved piece of memorabilia is in the form of a copy of the
Hickham Surf Writer newsletter, circa 1956 loaned by Dennis Hobbs. The
Squadron had a detachment of two crews operating between Honolulu and
Christmas Island during that period to re-supply the Sappers based there.
Dennis was one of the two Navigators flying TG582 to the aptly named London
base camp service by a crushed coral runway. The rest of the crew list
for the detachment was :-
Flt Lt King, Flt Lt Hampson, Captains; PO Wellington, Co-pilot; FO Flavell,
Navigator; M Sig Stevens, F Sgt Morton, Signallers; Sgt Hagon, Sgt Crewe,
Engineers; Sgt Hayes, AQM.
AF BAND TUNE PILOTS VISIT CHRISTMAS ISLAND
Christmas Island provided a never to be forgotten experience for 18 members
of the AF BAND of the PACIFIC, namely the TUNE PILOTS, TV Orchestra for
Hickham AFB under the direction of CWO Adan B Shaffer Jr.
It was a typical Hawaiian morning that heralded the boys on their way
aboard Hastings transport aircraft of the 24th Commonwealth Squadron,
Royal Air Force. Aboard the aircraft were five British sailors and the
crew of the Hastings. Flt Lt Arthur Stroud, commander of the Hickham based
detachment, accompanied the flight to assist in co-ordinating the schedule.
Suggestion Made
Plans and the idea for the trip were suggested by Sgt Derek
Thomas, sergeant in charge of the RAF detachment at Hickham. Final approval,
of course, was arranged for by Lieutenant Stroud. Many comments have been
made about the peculiar looking C-47 with four engines that was parked
on Hickham's ramp. M/Sgt Smith, who wrote the original article, went on
record to say the flight was the most pleasant and smoothest that he ever
made. Service aboard was provided by Sgt Patty Hayes the AQM, comparable
to their own flight attendants and nothing was lacking in the way of service.
The distance of the trip on the first leg was around 1,200 miles and the
ETA was made with about 10 seconds to spare and speaks for the on the
nose efficiency of the Hastings crew.
Greeted by Commander
Immediately after landing they were greeted by the Island
Commander, Col. John Woodllett, Royal Engineers and the RAF Wing Commander,
D Bower. After unloading details had cleared the aircraft of equipment
they were whisked away for the hottest cup of British tea that a suffering
throat could bare.
Hospitality began to take effect straight away with the special opening
of the Top Three Club. After being shown the luxury of the tented accommodation
and well fed, the band assembled in area set aside for the first of two
evening shows. The band had never seen a more receptive and enthusiastic
audience, and never lost any of them despite a tropical storm during the
last few minutes of the show.
While these two concerts were being performed, Flying Officer Roger Wellington
and Sergeant Patsie Hagon were making a recording of the show. In fact
FO Wellington made the 2,400 mile round trip just to record the show.
The band experienced another couple of soakings during a football match
at Christmas Island before returning to Hickham. To quote CWO Shaffer
and the Tune Pilots, " We would depart tomorrow morning for Christmas,
rain or no rain. They were the grandest audience we have ever played to
and WHAT TREATMENT." really a Royal trip and one that will crown the memories
of every man who went South for Christmas.
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