38 – Melton Mowbray & District Spitfire Mk IIb P8522

In my previous blog Melton & District Spitfire Fund I looked at how the people of Melton Mowbray and surrounding villages came together in a fundraising effort in late 1940 to buy a Spitfire fighter plane.

This blog continues with the story of the Melton Mowbray & District Spitfire P8522 and looks at its history from being built in 1941 right through to when it was retired from RAF service in 1945.

Spitfire P8522 was built according to the official Air Ministry list as a F Mk 1A, but during production it was converted to a F Mk IIB.  P8522 was built in April 1941 at the Vickers Armstrong Ltd. factory at Castle Bromwich, and was part of Contract No B981687/39/C.23(C) dated 12th April 1939 which was placed for the first batch of 1000 F MkII’s. 

As requested by the fund organisers, P8522 was adorned with the towns emblem of the Red Lion Rampant upon a white background and wore the title “Melton Mowbray & District” along the side of the fuselage under the windscreen. 

Alex Henshaw

On the 5th May 1941, P8522 took her maiden flight at Castle Bromwich with the Vickers test pilot Alex Henshaw at the controls.

Shortly afterwards on 12th May 1941, P8522 was transferred to No 24 Maintenance Unit at RAF Tern Hill in Shropshire where it went to be fully fitted out for operational duties. 

Following being fitted out for operation duties, P8522 was transferred to No 303 (Polish)  Sqn based at RAF Northolt on the 19th June 1941 and assigned to “B” Flight with the code  RF-W.  In addition to the codes RF-W, the 303 Squadron emblem was also added next to the Melton lion.

Rolling off the production line in 1941 meant that the Melton Mowbray & District Spitfire was too late into service to be involved in the Battle of Britain and it joined No 303 Squadron which claimed the largest number of aircraft shot down during the Battle, even though it joined the Battle two months after it had begun.

303 Squadron Emblem as worn on P8522

No. 303 Squadron RAF was formed in July 1940 in Blackpool, England before deployment to RAF Northolt on 2 August as part of an agreement between the Polish Government in Exile and the United Kingdom. It had a distinguished combat record and was disbanded in December 1946.

Flying Officer Wojciech Kolaczkowski was the first Polish pilot to fly the Melton Spitfire when on the 20th & 21st June he took P8522 up for a series of test flights to check it out before being declared operational on 303 Sqn.   

Wojciech Kołaczkowski shown here wearing Squadron Leader rank badges

The first operational flight came on the 24th June when Sgt Stanislaw Belza took P8522 to Martlesham Heath as part of “B” Flight which had been tasked with fighter escort duties protecting bombers on a raid over occupied Europe. This operation proceeded to plan except for haze over the target area.  

Belza again took P8522 on ‘Escort Duties’ the following day but this time, the Squadron encountered severe flak and were engaged in a number of dog fights with ME.109s. The first sortie of the day was at 06:10 Hrs for an hour, landing back at 07:10. Sgt Belza was again airborne in the Melton Spitfire at 11:40Hrs for another escort sortie, landing back at base at 13:40Hrs.

Sgt Stanislaw Belza

Later in the day, P8522 was again airborne for her 3rd sortie of the day, again escorting bombers. This time Kolaczkowski was at the controls and took off at 15:40Hrs and returned to base at 17:25Hrs.

On the 26th June, B Flight moved to Martlesham Heath at 07:30Hrs. P8522 was piloted again by Kolaczkowski for the 35 minute flight.

They had gone to Martlesham Heath to take part in Circus operations where bomber attacks with fighter escorts took place during day time. The attacks were against short range targets with the intention of occupying enemy fighters and keeping their fighter units in the area concerned. 

Kolaczkowski took off in P8522 at 11:00Hrs escorting 23 Blenheim bombers on a raid to Comines power station. The weather conditions over Commines made bombing impossible due to 10/10 cloud over France so the bombers turned back and the fighters encountered no opposition and returned to base, landing at 12:25Hrs. 

The 27th was a rather hectic day for 303 Sqn, with weather conditions making a morning circus impossible so the Squadron went on a mass Rhubarb operation resulting in various Messerschmitt’s being damaged or destroyed on the ground.

A Rhubarb operation is when sections of fighters or fighter-bombers, taking full advantage of low cloud and poor visibility, would cross the English Channel and then drop below cloud level to search for opportunity targets such as railway locomotives and rolling stock, aircraft on the ground, enemy troops and vehicles on roads.  

P8522 was not involved in the days Rhubarb taskings, but later in the day Kolaczkowski was at the controls of P8522 again for escort duties, initially going to Manston at 1600Hrs. At 20:30Hrs he took off as part of B Flight providing escort duties for 23 Blenheims as part of the Circus 25 operation to bomb the steel works at Lille. Minor skirmishes took place with one enemy aircraft being damaged by F/O Zumbach, but no action for P8522. 

ROYAL AIR FORCE BOMBER COMMAND, 1939-1941. (C 1951) Circus Raid by Bristol Blenheim Mark IVs of No. 18 Squadron RAF, Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205211308

Kolaczkowski was again flying P8522 on the 28th providing escort high cover for 24 Blenheims attacking Comines as part of the Circus 26 Op. Just West of Comines, he was in a dog fight with 5 Messerschmitt Me-109s. In his combat Kolaczkowski  report stated:  

After a prolonged dog-fight with with 5 ME 109’s west of Comines, I had come down low and near Desvres was joined by Sgt Belc. Flying across the aerodrome I fired a short burst at a Me.109 which was mounted on trestles. The aircraft collapsed amid a cloud of smoke. 

Rounds fired:  7 rounds each of 2 cannon, 15 rounds each of 4 M/G” 

On the 30th, P8522 RF-W was again part of the fighter escorts with F/L Jankiewicz at the controls providing escort for another Circus bombing trip for 18 Blenheims atacking the Pont-a-Vendin Power Station in France, but this time there was nothing special to report. 

ROYAL AIR FORCE BOMBER COMMAND, 1939-1941. (C 1926) Vertical aerial photograph taken during a ‘Circus’ operation by No. 2 Group aircraft, showing smoke rising from direct hits on the generating plant of the power station at Pont-a-Vendin, France, during an attack by 18 Bristol Blenheim Mark IVs drawn from Nos. 18 and 139 Squadrons RAF. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205211305

Kolaczkowski was back in control of P8522 on the 1st July when they carried out a couple of evening bomber escorts over France with all aircraft returning safely. 

The second combat victory for Kolaczkowski and P8522 occurred on the 2nd July 1941 when 303 & several other Fighter Sqn’s were on escort duties again from Martlesham as part of a Circus Op to the Fives/Lille steel and engineering works at Lille. No opposition was met until they were over the target area and a series of dog fights developed. Some fighters stayed with the bombers whilst others became involved with the fighters. 

ROYAL AIR FORCE BOMBER COMMAND, 1939-1941. (C 1944) Annotated vertical aerial photograph taken during a daylight raid on the Fives/Lille steel and engineering works at Lille, France, by Short Stirlings of No. 3 Group. Bombs can be seen exploding on the east side of the works (‘1’), while other bombs fall to the east and south-east (‘2’). For a short period in July 1941, Stirlings, with a heavy fighter escort, were used in ‘Circus’ operations with t… Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205023064

The Fives/Lille steel and engineering works at Lille was to be the target of several attacks carried out by the RAF and USAAF bombers during the war.

The Operations Record Book entry for the 2nd July states “F/Lt Kolaczkowski attacked two Me’s who were attacking the bombers; one was destroyed by the Blenheim and the other by F/Lt Kolaczkowski. F/O Zumbach shot down 1 Me in flames and damaged others. P/O Lipinski attacked and probably destroyed another Me109. Sgt Wojciechowski was wounded in the shoulder but returned to Martlesham suffering from loss of blood. It transpired later that he had shot down one Me109 in a series of dog fights. S/Ldr Lapkowski was missing from this operation and it was thought that he had collided with another Spitfire belonging to Sgt Gorecki. This transpired to be incorrect as Gorecki was picked up three days later after 74 hours in Channel. There has been no further news of S/Ldr Lapkowski.” 

According to the personal combat report that Kolaczkowski submitted, the attack took place in an area from Lille to mid-channel at around 12:45Hrs.

Luftwaffe fighters and 303 Sqn Spitfires engaged in a dogfight over the English Channel. (Photo Gary Eason)

“As soon as we had reached Lille Me.109’s began to engage our Squadron and the other escort Squadrons, and the dog-fights continued until we had reached mid-channel.  During the many engagements which took place between 15,000 and 10,000 ft, I saw two Me.109Es diving towards the bombers and after the first E/A had had a wing shot away by a Blenheim, the second pulled up and I followed him. I was able to fire 3 short bursts from my cannons and M/Gs from astern at 150-200ydsand the Me.109 rolled down emitting black smoke.  The pilot was seen to bale out but the aircraft went down out of sight. I fired 26 rounds from each of 2 cannons and 100 rounds from each of 4 M/Gs.” 

On the 3rd July, the Squadron took part in two sorties over France.  In the second, ten Spitfires took part, 7 from “A” Flight and 3 from “B” Flight of which P8522 piloted by Flt Lt Jankiewicz was one, taking off at 10:30Hrs and returning at 12:55Hrs as part of Circus 30 escorting Blenheim bombers from No 139 Sqn attacking Hazebrouck marshalling yards.

The following day (4th July), was a heavy day for 303 Squadron with uneventful operation trips, convoy patrols, night flying practice and a variety of aircraft tests. P/O Marciniak took P8522 on a Sector Recon sortie in the late morning followed by an operational sortie for bomber escort duties just before midnight with Sgt Belc at the controls. 

It was similar on the 5th when Plt Off Daszewski took P8522 on a training flight (practice formation flying) in the morning with Flt Lt Zak taking P8522 on an uneventful patrol after lunch. 

Zak again took P8522 the following morning when they were tasked with providing top cover for three Stirling bombers attacking Le Trait shipyards.  Several more uneventful bomber escort mission were undertaken by P8522 on the 10th & 11th July. 

Formation of 3 Short Stirling bombers

On the 12th July, the Squadron was once again involved in escort duties over France and was involved in a few minor skirmished with the enemy.  It is thought that Flt Lt Zak flew P8522 in the afternoon of the 12th on bomber escort duties but cannot be confirmed due to the illegibility of the ORB records. 

The 12th of July was the last operation flight of the squadron before leaving Northolt for Speke in Liverpool.  There are no more records of P8522 flying with 303 (Polish) Squadron after the 12th July. 

After five months of operations, No. 303 Sqn was rested on 13th July moving to Speke near Liverpool, in 9 Group, Fighter Command.

No 65 (East India) Sqn Crest

According to the aircraft transfer record card, P8522 Melton Mowbray & District was transferred on the 15th September to No 65(East India) Sqn at RAF Kirton Lindsey.  It is thought that P8522 was allocated to “A” Flight with the code ‘YT-D’ to replace K9907 YT-D which had been shot down a few months previous..  

65 Sqn Spitfire MkIa K9907 YT-D

No 65 Squadron was in the process of re-equipping with the MkIIb Spitfires and as a result, was involved in quite a lot of training flights.  It was on the 18th September when Sgt Grantham took P8522 YT-D on an “Air Firing” sortie.  The ORB entry for the day states “1 section of three aircraft proceeded to North Coates from where a convoy patrol was carried out without incident.  2 sections of 2 aircraft proceeded to Sutton Bridge for air firing (canon testing) on re-equipment of squadron with Spitfires Mark IIb.  There was also 1 dusk patrol of 5 aircraft.  Practice flights were carried out during the day.” 

The 19th was a “nothing of interest to report” day for 65 Sqn and the only aircraft to fly was P8522 YT-D at the hands of P/O Mitchell who took ‘D’ for a training flight calling at Digby, Wittering, Colley Weston  and back to Kirton. 

The next day was another day of training with 2 aircraft from “A” Flight and all aircraft from “B” Flight proceeded to Manby for air firing due to testing of canons on re-equipping to MkIIb Spitfires.  That day, Sgt Chandler was the first to take ‘D’ off to Manby and back on an air firing sortie, leaving Kirton at 11:55Hrs.  Sgt Oldnall did the same in the afternoon departing at 14:30Hrs. 

P/O Mitchell was back in control of P8522 when on the 22nd; the Squadron left Kirton for Detling, about 3 miles NE of Maidstone in Kent to take part in an offensive sweep.  The aircraft returned to Kirton in the afternoon on the account of “unfavourable weather conditions”.  P/O Mitchell and P8522 were one of two aircraft tasked later that day in taking part in an operation sortie from Kirton, the other being F/Lt Grant and P8576. 

65(East India) Squadron were next involved on operation flying on the 24th, with 2 sections of 2 aircraft undertaking operation patrols but this didn’t include P8522.  However, Sgt Chalmers did get airborne in YT-D when he was tasked with a local practice flight involving formation flying.  Sgt Warden did the same on P8522’s next trip on the 26th September when they were tasked with formation flying again. 

Sgt Chalmers took P8522 up twice on the 1st October and again on the 2nd taking part in Army Co-Operation “Bumper” Exercises at RAF Oulton in Norfolk.  He returned to Kirton on the 3rd

Bumper exercises were undertaken in East Anglia during October and November 1941 to test the ability of British forces to destroy a German Army after invading Great Britain. Two Army Headquarters and four Corps participated. The total number of divisions taking part was twelve; three of these were armoured. Two army tank brigades and corps troops in large numbers were also involved. The force engaged amounted in all to about a quarter of a million men.

65 (East India) Squadron must have done a good job on the Bumper exercise as the post exercise report stated ” Air Support. On the air aspect, the C.-in-C. mentioned the following
points. (A) Don’t use your air support ” in penny packets. (B) The fighter appears to present a serious menace to troops and transport on the move. (C) The Air Support Control should be at Army HQ if this is as far forward as it ought to be. It does not follow, however, that it should not be sent to some lower formation’s HQ if the main weight of air support is being directed to this formation’s area.” To read the full report, click here.

The 4th October saw P/O Hewlett getting airborne first in P8522 on a weather test followed later in the day by P/O Mitchell taking P8522 to North Coates for Shipping patrol duties. 

It wasn’t long before P8522 was re-allocated again, when on the 6th October 41 she went to 616 (South Yorkshire) Sqn due to 65 Sqn converting to the Spitfire MkV. 

No 616 (South Yorkshire) Sqn Crest

616 were currently at RAF Westhampnett, near Chichester in West Sussex and the Squadron ROB states:  “We heard today, with mixed feelings, that we were to move up to Kirton Lindsey on the sixth to replace 65 Squadron.  It will be remembered that at the end of February we came down to Tangmere to take the place of 65 Squadron after a stay of over 5 months at Kirton Lindsey.  The reason why our feelings are mixed is because we shall be sorry to miss all the operational activity, which only No 11 Group Stations can offer, although naturally this decreases as the long nights set in.  Also, when we go to No 12 Group, we find that the squadron has to do many more duties for the Station, making it sometimes difficult to obtain a sufficient number of men to service the aircraft.  On the other hand Kirton is nearer to most of the homes of the airmen and the accommodation is better than down South.” 

The ORB entry for the 6th Oct states “The main party travel up to Kirton.  The pilots could not fly up owing to rain and low clouds.  Four New Zealand Sergeant pilots join the Squadron, i.e. H. A. Chandler, G.L.Davidson, J.H.Davidson and G.H.Lattimer.  They were with 65 Squadron and as they were not trained they were transferred to us.  Sgt Pilot A.H. Gunn (Rhodesia) posted to us from 56 O.T.U Grangemouth. 

The 7th goes on to state “As weather was still bad the pilots came up by train.  Once again we are bitterly disappointed with the dirty conditions of the aircraft, dispersal huts and billets which we took over from 65 Squadron. (see entry of February 26th 1941).  Even the ammunition and canon barrels were rusty.  The engineer officer insisted on the Squadron being made non-operational for at least 10 days in order to overhaul the aircraft (old Spitfire IIBs).  136 Squadron (Spitfire IIB) and 121 Squadron (the second Eagle Squadron) Hurricane IIBs are at Kirton.” 

It would appear that 616 Squadron moved to Kirton Lindsey on or around the 6th October leaving their Spitfire MkVs at Westhampnett and re-equipped with the older  MkIIs  inherited from 65 (East India) Squadron, who moved South to Westhampnett on the 7th and re-equipped with the newer MkV version, possibly those left behind by 616 Squadron.  

No 611 (West Lancashire) Sqn Crest

P8522 was transferred from 616 to 611 (West Lancashire) Squadron who were based at RAF Drem, East Lothian Scotland.  611 Sqn had been based at RAF Hornchurch carrying out offensive sweeps over occupied northern France since January 1941, but had moved North to RAF Drem for ‘rest’ in November 1941 where they stayed until June ‘42.   

The first sorties with 611 Sqn took place on the 5th December 1941 when Flt Sgt Wright took her on a couple of shipping convoy patrols, the first at 08:15Hrs and returned at 09:30Hrs closely followed by another patrol at 10:25Hrs till 11:25Hrs.

On the 8th December, a dull and windy day by all account, two Spitfires from 611 Sqn were sent to Patrol Burnt Island in Fife. Flt Sgt Wright took P8522 and Sgt Johnstone in P7385.

The Squadron was tasked with operating out of Montrose for 3 days from the 12th December and 6 aircraft from B Flight proceed up to Montrose in the early afternoon. The Melton Spitfire however remained at Drem and at 17:00Hrs was on patrol over Eyemouth with Sqn Ldr Watkins in control.

Only 2 aircraft flew on the 15th from Drem, Flt Sgt Wright in P8522 and Sgt Haggas in P8468 were patrolling St Abbs Head. It was a bright day with high winds and bitterly cold. The Squadron was visited by 10 press reporters from various parts of Lancashire. the pilots ‘put on a good show’ and the visitors who were wined and dined by the Sqn left in a contented state of mind.

More patrols were undertaken by Flt Sgt Wright in the Melton Spitfire on the 16th December and then the aircraft didn’t fly again until the 28th when Sqn Ldr Watkins took her on a convoy patrol.

At lunch time on the 14th February, the Melton Mowbray Spitfire was 1 of 4 aircraft involved in a lunch time ‘scramble’ when the alarm bells sounded as an enemy aircraft (later identified as a Heinkel He111) approached the camp, flying at 30,000feet. The Spitfires gave chase but could not get within firing range before the enemy aircraft was lost in cloud.

P8522 flew twice the following day with Sgt Johnson at the controls. The first on a patrol around May Isle then at 11:30Hrs she was scrambled with Sgt Johnson again at the controls along with W3628 piloted by Flt Lt Winskill. Sgt Jones was at the controls when again she was scrambled on the 16th to intercept enemy aircraft approaching.

On 21st February 1942 P8522 was involved in an accident and was transferred to Scottish Aviation at Prestwick where the Melton Spitfire was ‘Repaired In Works’ on the 26th Feb and on the 7th March it was re-classified as a ‘Repaired Aircraft Awaiting Allocation’.  

On the 13th March 1942, P8522 was transferred to No 37 MU at RAF Burtonwood in Cheshire.  The role of 37MU was to receive brand new aircraft direct from the manufacturers and prepare them for squadron service and to incorporate all the latest modifications and armaments. The aircraft were then put into storage to be issued to the squadron as and when needed. 37 MU also operated an Aircraft Repair depot (ARD) repairing aircraft that had been battled damaged, or had crashed etc. P8522 remained at RAF Burtonwood until 21st April 1942. 

The next unit to operate P8522 was No 1 Coastal Artillery Co-operation Flight (CACF) located at RAF Detling, 3 miles North East of Maidstone in Kent.  On 1st January, 1942, No.1 Coast Artillery Co-operation Flight became No.1 Coast Artillery Co-operation Unit, and transferred from No.70 Group to No.35 Wing Army Co-operation Command. 

Within a couple of weeks of arriving on No 1 CACU, the Melton Spitfire was involved in another incident when Fg Off H L D Tanner made a heavy landing at RAF Weston Zoyland putting the aircraft out of action until the 15th May 42 when she returned to her home base at RAF Detling following repair.
 
Early in 1942 the Unit took part in various exercises with the Army and Royal Navy.  A number of practice shoots were carried out with 540 and 520 Coast Regiments at Dover, but no operational flying was requested during the first four months of this year.  Operational sorties were carried out from May onwards, mainly reconnaissance of shipping and targets for the long range guns.  A number of “Rhubarbs” were successfully carried out during the Autumn of 1942.  

On 16 July, Plt Off P F Sewell 47422 was flying P8522 on a non-operational (local flying) sortie when it was involved in an accident on landing.  Due to the amount of damage sustained, the aircraft was categorized as Flying Accident Category B  (FACB).  A Cat B accident is classed as beyond repair on site by station personnel but personnel from No 88MU were drafted in to carry out the repair which started on the 20th July 1942 and was completed with the aircraft being handed back to No 1 CACU on 7th August. 

The accident record card states: “Pilot made normal landing and starboard tyre (possibly punctured on take-off) deflated during run.  When passing over depression in the ground, the aircraft lurched causing Port u/c to stress at the anchorage and collapse, following which the starboard u/c collapsed. AOC: Pilot not to blame.” 

In August 1942, Sqn Ldr D J Hamilton was bringing the Melton Spitfire into land when he made a ‘wheels up’ landing on the airfield. The aircraft was repaired and a month later on the 29th September Hamilton was again flying the Melton Spitfire on a sortie tasked with spotting form the artillery when it collided with birds. On landing, the aircraft was damaged further when it tipped on its nose. Again it was repaired and declared operational on the 2nd October.

Example of a Spitfire on its nose.

On 23rd November, the training Flight returned to Detling with all aircraft and equipment.  Towards the end of 1942, night flying practice in Spitfires was carried out with 520 and 540 Coast Regiments at Dover in an effort to ascertain if spotting with Spitfires was feasible at night, but this was found to be impracticable. 

P8522 was involved in another accident on the 22nd October when flying over enemy territory France at very low level and collided with birds at 1045hrs. The pilot, Fg Off Robert James Gee managed to get her back home and the damage was classed as Cat AC – repair beyond unit capacity.  Again P8522 was repaired on site and was handed back to No 1 CACU on 17th April 1943. 

The Melton Spitfire remained No 1 CACU 19th June 1943 when it was re-allotted and taken on strength by the Tactical Air Force.  

On the 23rd October 1943 P8522 was transferred to No 61 OTU at RAF Rednal near Shrewsbury to train new pilots for Fighter Command.

ROYAL AIR FORCE FIGHTER COMMAND, 1939-1945. (CH 6448) A newly-qualified pilot is introduced to the Supermarine Spitfire, a Mark IIB, P8315, by his instructor at No. 61 Operational Training Unit, Rednal, Shropshire. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205210218

It stayed until 11th August 1944 when it was transferred yet again to No 45MU at RAF Kinloss in Scotland where it stayed until it was eventually struck off charge on the 26th April 1945 due to it being deteriorated beyond repair. 

The Melton Mowbray & District Spitfire P8522 served the country well being utilised on the front line. As she became superseded by newer advanced versions of the Spitfire, she carried on serving her country in various other roles.

P8522 had been engaged in combat with German bombers and fighters, escorted allied bombers over enemy occupied territory, took part in Rhubarb and Circus Operations, help train the British Army in the Bumper exercises, escorted shipping convoys and carried out patrols to protect the UK from attack, helped train the Coastal Defence units and latterly assisted with training newly qualified fighter command pilots on the Spitfire.

All in a days work for The Melton Mowbray & District Spitfire that was paid for by the generosity of the people of our market town and surrounding villages. We should be proud of our achievement.

22 – Never In The Field of Human Conflict Was So Much Owed By So Many To So Few

Eighty years ago in the Summer of 1940 the fighter pilots of the Royal Air Force were in almost daily combat with the German Luftwaffe in the skies over our country and surrounding waters. Initially the Luftwaffe were set on trying to destroy our airfields in preparation for an invasion, but on the 7th September they changed their plans and swapped from destroying the airfields and the RAF to bombing our cities which subsequently became known as the Blitz.

The Battle has been described as the first major military campaign fought entirely by air forces. The British officially recognise the battle’s duration as being from 10th July until 31st October 1940.

“Never In The Field of Human Conflict Was So Much Owed By So Many To So Few” was to become the famous words mentioned by Prime Minister Winston Churchill in his wartime speech that he delivered to the Nation on the 20th August 1940.  By the time of Churchill’s speech, RAF fighter pilots had been in almost daily combat with the German Luftwaffe and those who flew combat missions during the battle have forever since been referred to as “The Few” and has been immortalised in posters just like the one below.

In this bog, I look at two very different war memorials that can be found in All Saints Church at Hoby near Melton Mowbray. Both memorials commemorate members of the Beresford family, one of which commemorates “One of the Few”.

War memorials can be found in all sorts of shapes, sizes and designs as mentioned in “Blog 19 – Protecting our War Memorials”.  The memorials in All Saints Church take the form of a wooden Roll of Honour listing the names of 48 men from Hoby who served during World War One, a bronze tablet commemorating eleven men of the Parish who fell during the Great War, a stained-glass window commemorating the members of the extended Beresford family who made the ultimate sacrifice during World War One and a stone tablet commemorating another member of the Beresford family who was “One of the Few” and made the ultimate sacrifice during World War Two.

The memorials themselves are interesting, but they are more than just a name on a window or plaque, it is the stories behind those individuals names that make the memorials even more interesting providing links to not only military history, but also social history.

Flt Lt Hugh Richard Aden Beresford – One of The Few

Flt Lt Hugh Richard Aden Beresford

On the Chancel wall opposite the Stained Glass window, is a plain stone tablet commemorating three members of the Beresford family, the Reverend Hans Aden Beresford, his mother Annie and the Reverends Son, Flight Lieutenant Hugh Richard Aden Beresford who was “One of The Few” and is the only Hoby casualty from World War Two.

Memorial Stone for Flt Lt Hugh Richard Aden Beresford “One of The Few”

Hugh Richard Aden Beresford was born 8th November 1915 and was the son of the Rector of Hoby & Rotherby, Hans Aden Beresford and his wife Dorothy Lydia Royston.

He was known by the family as ‘Tom’ and was educated at Rossell School in Fleetwood Lancashire.  He was a keen sportsman and fine cricketer playing in the first XI team for four seasons and became team captain in his final year at the school.

Hugh joined the RAF on a short service commission in 1935 and after completing his training he was posted as a pilot to No 3 (Fighter) Squadron, arriving at Port Sudan as an Acting Pilot Officer on 23rd March 1936. Port Sudan is the Capital of Sudan and is located on the Red Sea coast. The aircraft operated by the Squadron was the Bristol Bulldog, until it was replaced by the Gloster Gladiator.  Just over a year later, he was posted to the No 1 Anti-Aircraft Co-operation Unit at Biggin Hill on the 12th April 1937.

Bristol Bulldog

On the 4th October 1937 he was appointed Personal Assistant to Air Vice-Marshal Ernest Gossage, Air Officer Commanding No 11 Group at RAF Uxbridge and on the 16th January 1938, Hugh was promoted to Flying Officer.  Whilst at Uxbridge, in December 1939, Hugh married his wife Cherry Kyree ‘Pat’ Kemp, the daughter of a RAF Officer Walter Ernest Kemp.

On the 17th May 1940, No 257 (Burma) Squadron was reformed at RAF Hendon initially being equipped with Spitfires.  Beresford joined the Squadron from HQ No 11 Group as Senior Flight Commander. The CO was Squadron Leader David Bayne who lost a leg in a flying accident whilst serving on No 3 (Fighter) Squadron, back in July 1935 when his Bristol Bulldog crash landed at RAF Duxford.  This was the same Squadron that Hugh joined after leaving school. 

During May and June, the Squadron was involved in training missions including bringing new pilots up to speed on Spitfires, Interception Exercises, formation flying, gunnery practice, night flying, high altitude (25000 feet) flying and dog fights.

On the 10th June, it was announced that the Squadron would be re-equipped with the Hurricane fighter, meaning more re-training for the pilots.  The first eight Hurricanes arrived the next day with a further eight the day after.  Training continued through June with the Hurricanes and on the 30th, the Squadron were informed they would be moving from RAF Hendon to their new base at RAF Northolt on July 4th.

Although the Battle of Britain hadn’t officially began (10th July), after settling in at Northolt on the 4th, the Squadron were put on Standby the following day at ¾ Hour before Dawn on the 5th.  The Squadrons first scramble came on the 9th when Flt Lt Hall, PO Frizell and Sgt Forward were ordered into the air and Sgt Forward engaged a Do17 at 22000 feet.

Hugh had an aristocratic bearing which gave the men of his squadron much needed morale. He was affectionately known by his fellow pilots as “Blue-Blood Beresford” which was a reference to his aristocratic good looks and up-bringing.

Allegedly he was privately very nervous and vomited under the daily intense stress of the Battle of Britain.  With exhaustion taking its toll on him, he was known for obsessively pacing up and down the dispersal hut continually asking “What’s the time?” and “I’m sure there will be a Blitz soon”. On 18th August, Hugh and Sgt Girdwood shared in destroying a He111 from III./KG 53 flown by Uffz Gustav Gropp which came down in the sea with all crew killed and a few days Hugh later claimed a Me110 on the 31st.

On 22nd July, the CO Squadron Leader Bayne was posted to HQ Fighter Command with Squadron Leader H Harkness taking over as Commanding Officer.  Apparently the Squadron had poor leadership and was held together by two well respected Flight Commanders, Flt Lt Hugh Beresford and Fg Off Lance Mitchell. 

Hugh Beresford and A Flight had patrolled Martlesham twice during the morning of the 7th followed by a 3rd patrol around Colchester at 11:15Hrs, landing at 12:20.  At 14:15 the whole Squadron was called to 15 minutes readiness but were not ordered off.

Beresford in Hurricane P3049 along with 11 other Hurricanes of Yellow, Red, Blue and Green Sections of 257 Squadron left Martlesham Heath at 16:53Hrs to patrol Chelmsford area at 15,000 feet.  They were vectored to the Rochester area under the Command of Squadron Leader Harkness when at 17:50Hrs they intercepted a formation of about 50 enemy bombers flying up the Thames estuary.

Painting by Robert Taylor depicting 257 Squadron Hurricanes in combat against Luftwaffe HE111 bombers and ME109 fighters

The large formation of enemy aircraft flying up the Thames were intent on sustaining the continuous bombing of London.  An escort of Luftwaffe fighters above dived towards the squadron as they attacked.

The CO, Yellow 1 (Squadron Leader Harkness) passed the information about the enemy aircraft to “Kiwi 1” and the Squadron climbed up to their level, turning North.  As they were coming from the Colchester area, they didn’t have the advantage of attacking out of the sun and must have been seen by the Me109s which were circling above the bombers at about 18-20,000 feet.

Yellow 1, followed by the Squadron, did a head on attack on the port section of three enemy aircraft.  When Yellow 1 broke away to the right, Yellow 2 (PO Gundry) followed him without firing.  Yellow 3 (Sgt Robinson) when following Yellow 2 in line astern, doing a steep turn to the right was thrown over on his back, losing control of his aircraft and dropped about 8,000 to 10,000 feet as a result of ant aircraft fire all around him.

Red 1 (Flt Lt Beresford) “A” Flight Commander followed Yellow Section into the attack and slightly to the right, is believed to have been unable to attack the bombing fleet head-on as his line of fire was obstructed by the leading Hurricanes.  He climbed to about 500 feet in a clockwise circle above the bombers and turning to attack them from astern.  At this point, Red 2 (Sgt Fraser) noticed at least four Me109 fighters with yellow noses swooping down on the section from astern. 

Hugh Beresford tried to warn the other pilots of the danger over the radio by issuing a frantic warning “ALERT squadron – four snappers coming down now!” to the squadron about the attacking fighters, stating that he could not attack as another Hurricane was in his line of fire.  (ALERT was the radio call sign for 257 Squadron). Then there was silence.  In his final few moments of life he had used his last breath to save others.

None of the squadron saw what had happened to him, but a River Board worker inspecting the water ditches which criss-crossed the flat Isle of Sheppey, was watching the dog-fight developing above in a crescendo of engine noise and rattling of machine guns. He saw a lone Hurricane break away and dive vertically into the soft estuary ground alongside a ditch at Elmley Spitend Point, Sheppey.

There was no fire or explosion, just a small crater with a black stain and slashes either side where the wings had cut through the grass.  No time could be spent during the weeks of the Battle of Britain to mount salvage operations and as the aircraft was deeply buried it was eventually forgotten.

From the combat action in the 7th, three pilots failed to return, Hugh Beresford, the other Flight Commander Lance Mitchell and Sgt Hulbert.  Later, the Squadron received news that Hulbert was OK and had crash landed near Sittingbourne.  None of the other pilots could provide any info on what had happened to the two Flight Commanders and enquiries were made with other RAF airfields, Police HQs and Royal Observer Corps observation posts but nobody saw what happened.

Hugh’s wife, Pat, rang the Squadron in tears on the evening when he failed to return. The Squadron Adjutant spoke to her and telling her that he might have been picked up by boats in the sea and not to give up hope.  It was as if she new his fate as she asked if she could pick up his clothes.

Hugh Beresford was classified as missing in action and an Air Ministry telegram was sent to Pat telling here that he had failed to return from an operational flight and they would contact her again as soon as possible when they received further news.  No news came forward, and one year after he went missing, he was officially presumed dead.

 Shortly after his Hurricane had plunged into the marshy ground, RAF personnel from nearby RAF Eastchurch came to the crash site and as little could be done, they reported it to No 49 Maintenance Unit who covered the South East of England

Ten days after Hugh’s disappearance, Air Vice-Marshal Ernest Gossage wrote to Reverend Hans Beresford, explaining that Hugh had once been his personal assistant and that he had become very fond of him.  His letter also said that he wanted to make sure that no possibility of him being alive before he wrote with his sincere and heartfelt sympathy.

For decades no one knew the exact spot where he laid buried.  39 years later, in August 1979, there was renewed interest by aviation enthusiasts in locating and excavating the wrecks of wartime planes. Hugh Beresford’s Hurricane was discovered and on 29th September 1979 the entire wreckage was recovered with Hugh’s body being found still in his aircraft.  Hugh Beresford and his tattered identity card were recovered.

Forty years to the day he was shot down, on the 7th September 1980, BBC2 Television documentary series Inside Story screened a programme “Missing” all about Hugh Beresford and the remarkable story of him being reported as missing in 1940 and the discovery of his Hurricane fighter with his remains still in the cockpit.

He was laid to rest with full military honours in Brookwood Military Cemetery, Surrey, with the Band of the RAF and the Queen’s Colour Squadron providing the honours.  Hugh’s sister, Pamela who lived in Hoby village attended his funeral along with a few other residents from the village.

His headstone bears the inscription “NO ONE SO MUCH AS YOU LOVES THIS MY CLAY, OR WOULD LAMENT AS YOU ITS DYING DAY” which is the opening verse from the poem “No One So Much As You” by World War One poet Edward Thomas (1878 – 1917).

No one so much as you
Loves this my clay,
Or would lament as you
Its dying day.

You know me through and through
Though I have not told,
And though with what you know
You are not bold.

None ever was so fair
As I thought you:
Not a word can I bear
Spoken against you.

All that I ever did
For you seemed coarse
Compared with what I hid
Nor put in force.

Scarce my eyes dare meet you
Lest they should prove
I but respond to you
And do not love.

We look and understand,
We cannot speak
Except in trifles and
Words the most weak.

I at the most accept
Your love, regretting
That is all: I have kept
Only a fretting

That I could not return
All that you gave
And could not ever burn
With the love you have,

Till sometimes it did seem
Better it were
Never to see you more
Than linger here

With only gratitude
Instead of love-
A pine in solitude
Cradling a dove.

For more details about his burial at Brookwood Military Cemetery, see his CWGC Casualty Record.

Additionally, the CWGC E-Files archives holds a series of black and white images showing CWGC staff erecting his headstone, levelling it off, applying soil to the border, cleaning it and finally with the plants in place around it.  To view the images, visit the CWGC archive site and enter Beresford in the search box.

South Chancel Window (Beresfod Memorial Window)

Opposite the Memorial to Hugh, his father and grandmother, you will see the stained-glass window, appropriately named the South Chancel Memorial Window, and as its name suggests can be found in the South Chancel and was installed in the early 1920s.  It was gifted to the Church by Hugh’s grandparents, Rev Edward Aden Beresford and his wife Annie Mary Beresford and their initials appear at the very top of the window. 

South Chancel Window (Beresfod Memorial Window)

The Beresford family have been Rectors for Hoby cum Rotherby for many years since Reverend Gilbert Beresford became Rector in 1838. He married Anne Browne, the only daughter of Rev Henry Browne of Hoby, in 1805. The last Beresford to hold the post was Hugh’s father the Reverend Hans Aden Beresford.

The bottom panels of the window lists the members of the extended Beresford family who were killed whilst serving their country during the First World War and as such, it is classified as a war memorial by the War Memorials Trust and the Imperial War Museum.

Window Lower RH Light Panel
Window Lower Central Light Panel with family crest
Window Lower LH Light Panel with names

The Beresford’s commemorated on the window are all descendants of, or married to descendants of, Rev Gilbert & Anne Beresford.

The inscription on the light windows reads:

THOMAS BERESFORD OF FENNY BENTLEY, DIED MARCH 20TH 1473 IN PROUD AND LOVING MEMORY OF THE DESCENDENTS OF THOMAS BERESFORD WHO DIED IN THE GREAT WAR  LT COL PERCY WILLIAM BERESFORD D.S.O ASSISTANT PRIEST OF WESTERHAM DIED IN FRANCE OCTOBER 25 1917 – ALSO OF MAJOR BERESFORD A.J. HAVELOCK OF THE NORTH STAFFS REGT KILLED IN ACTION SEP 14 1918 AT BAKU, CASPIAN SEA. ALSO OF MAJOR WILLIAM C. BERESFORD DIED OF WOUNDS IN WEYMOUTH HOSPITAL AND OF HAY FREDK DONALDSON, K.C.B./ DROWNED IN H.M.S. HAMPSHIRE JUNE 5TH 1916 THIS WINDOW IS DEDICATED BY EDWARD ADEN BERESFORD RECTOR FROM 1855 AND HANS ADEN BERESFORD BORN 1884

Who were these members of the extended Beresford family that made the ultimate sacrifice during World War One?

Lt. Col. Percy William Beresford D.S.O

Lt Col Percy William Beresford DSO

Percy was born in 1875 and was the son of Frank Gilbert and Jessie Ogilvie Beresford. He was baptised 2nd Dec 1875 at St Phillip and St James Church at Whitton near Richmond upon Thames.  He was educated at Rossel School and Magdalen College, Oxford. 

After graduating from Magdalen College he had hoped to enter the Church, but the ill health of his father, a Wharfinger on the Thames, meant he had to join the family business.

In 1900, he was promoted from Second Lieutenant to Lieutenant whilst he was serving with the 4th Volunteer Battalion, the Hampshire Regiment,

In 1902 he moved to Westerham in Kent where he set up the first parish cadet corps in the country – the Westerham and Chipstead Cadet Corps, which was attached to the 1st Volunteer Battalion Royal West Kent Regiment. He apparently felt that military training acted as a sort of national university.

On the 10th October 1903, The London Gazette announced that Captain R. Galloway resigns his Commission with the 3rd Volunteer Battalion, the Royal Fusiliers (City of London Regiment) and Lieutenant P. W. Beresford to be Captain.

In 1905 he went to Kings College London where he studied Theology, after which his earlier wish was fulfilled, and he was ordained as a Deacon.  The following year he was ordained as a Priest by the Bishop of Rochester and was fortunate enough to be appointed as curate to the Rev. Sydney Le Mesurier, vicar of St. Mary’s, Westerham, where he was working when war was declared.

On 1st April 1908 it was announced that Captain Percy William Beresford of the 3rd Volunteer Battalion, The Royal Fusiliers (City of London Regiment) is appointed to the 3rd Battalion, City of London (Royal Fusiliers) Regiment; with rank and precedence as in the Volunteer Force.

In the London Gazette, his promotion from Captain to Major in the 3rd (City of London) Battalion, The London Regiment (Royal Fusiliers) was published on 16th August 1910.

Following the outbreak of World War One, he was initially sent to Malta after which he saw a lot of action across the Channel in France and Flanders.  He was wounded in April 1915 and was gassed at Loos in September the same year and allegedly it was reported that, within a week of him being gassed, he was back with his battalion where he officiated at a celebration of Holy Communion, though hardly able to speak.

He saw action at Neuve Chapelle, Hohenzollern Redoubt. Bullecourt, Ypres & Givenchy, the Duck’s Bill, and Poelcapelle and on the 23rd May 1916 was appointed as an acting Lt. Col of 2nd/3rd Royal Fusiliers.

It was at Bullecourt in March, 1917 where he won his DSO: For conspicuous gallantry and ability in command of his battalion during heavy enemy counter-attacks. The skill with which he handled his reserves was of the utmost assistance to the division on his right, and his determination enabled us to hold on to an almost impossible position. He repulsed three counter-attacks and lost heavily in doing so. 

He was killed in action during the 3rd Battle of Ypres on 26th October 1917 whilst commanding the 2nd / 3rd Battalions when a shell burst close beside him and he only lived a few minutes after being hit. He was known to his men in the Royal Fusiliers as “Little Napoleon”.

The Adjutant of his battalion was present when Beresford was mortally wounded gives a graphic picture of the last scene; and so, does Dr. Maude, who was in the same regiment with him. After being hit, he turned to the Adjutant saying, “I’m finished carry on”. A painful pause; then, to the field-doctor who went to see what could be done for him, “I’m finished; don’t bother about me, attend to the others”. A smile lit up his pale, handsome, and still boyish face. “Look after my sister. ..” A longer pause, and, “This is a fine death for a Beresford”, and he was gone. 

He is buried in Gwalia Cemetery, Belgium (Near Poperinghe) where upon his gravestone is inscribed the following inscription “HE BRINGETH THEM UNTO THE HAVEN WHERE THEY WOULD BE”. See his CWGC Casualty Record for more information.

Major Beresford Arthur Jardine-Havelock

Major Beresford Havelock

He was born on the 10th October 1889 in Bankura, India and was the son of George Broadfoot Havelock, late Bengal Police, and Annie Helen Beresford. He married Kathleen Margaret Smith on the 6th March 1916 and they had two children Patricia Margaret Helen and Beresford Aileen.

He joined Elizabeth College on the island of Guernsey in 1903, becoming a member of their Dramatic Society in 1904 and a prefect in 1906.  He left in Dec.1906 when he went to the military college at Sandhurst, leaving in 1907.

He was commissioned as a 2nd Lieutenant in the 2nd Battalion (Prince of Wales) 98th. North Staffordshire Regiment on 6th February 1909.  Just over a year later he was promoted to Lieutenant on the 1st April 1910, (Army List), followed by Captain in 1915 then Major in 1917.

He was serving with the 7th (Service) Battalion North Staffordshire Regiment in Mesopotamia from 1914 – 1918. After Mesopotamia, he was sent to Baku, Azerbaijan on the Caspian Sea, most probably as part of the Dunsterforce “Hush Hush Army” to help support the City of Baku. Dunsterforce was named after General Lionel Dunsterville and consisted of about 1000 men and undertook a 220 miles journey in a convoy of Ford vans and cars from Hamadan near Quajar in Iran to Baku in Azerbaijan.

The Dunsterforce fought in the Battle of Baku from 26th August to 14th September 1918 between the Ottoman–Azerbaijani coalition forces led by Nuri Pasha and Bolshevik–Dashnak Baku Soviet forces, later succeeded by the British–Armenian–White Russian forces.

The Dunsterforce received orders to leave Baku as the Ottoman forces were bombarding the port and shipping with artillery fire. Two ships had been readied in the port for the evacuation of the force.  Major Havelock and his unit, the 7th (Service) Battalion North Staffordshire Regiment, were providing rear-guard cover during the night of the 14th/15th September allowing the main force to retreat to the port when he was killed on the 14th September 1918 aged 28. He was mentioned in dispatches and is commemorated on the Baku Memorial.

Major Cecil William Beresford

Cecil was born in 1875 and was the son of a Barrister of Law, Cecil Hugh Wriothesley Beresford and his wife Caroline Felicie Octavia. He was baptised on 24th June 1875 at the Holy Innocents Church, Kingsbury in Middlesex.

On the 10th December 1892, the South Wales Daily News announced his Commission as a 2nd Lieutenant in the Volunteer Rifles the 1st (Pembrokeshire) Volunteer Battalion of the Welsh Regiment.

He was educated at Trinity Hall Cambridge University entering the college in 1895.

The London Gazette published on 14th October 1910 announced the promotion of 2nd Lieutenant Cecil Beresford to Lieutenant with the 10th (County of London) Battalion, The London Regiment (London Irish Rifles).

His promotion from Lieutenant to Captain was announced on the 26th July 1912 in the London Gazette, along with his transfer from the 10th Bn to the 18th (County of London) Battalion, The London Regiment (Paddington Rifles).

He was subsequently promoted from Captain to Major remaining with the 18th (County of London) Battalion, The London Regiment (Paddington Rifles) which was announced in the London Gazette on the 6th April 1915. A few months later the Gazette announced his promotion to Temporary Lieutenant-Colonel on the 19th July 1915.

On the 10th April 1916, the London Gazette announced that he relinquished his rank as Temporary Lieutenant-Colonel due to an alteration in posting.  It is not clear what happened next in his military career, but when he died, he was serving with the Royal Defence Corps (RDC).

The RDC was formed in March 1916 by converting the Home Service Garrison Battalions which were made up of soldiers that were either too old or medically unfit for front line service.  The role of the RDC was to provide troops for security and guard duties inside the UK, guarding important locations such as ports or bridges and prisoner of war camps.

Burdon Military Hospital (now Prince Regent Hotel)

He died of wounds on 9th October 1917 at Burdon Military Hospital Weymouth and is buried at Weston Super Mare.

See his CWGC Casualty Record for more information.

Brigadier General Sir Hay Frederick Donaldson KCB

Brigadier-General Sir Hay Frederick Donaldson KCB

Hay Frederick Donaldson was born on 7th July 1856 in Sydney Australia and was the son of Sir Stuart Alexander Donaldson, the first Premier of New South Wales, and his wife Amelia Cowper.

Although he was born in Australia, he studied mechanical engineering at Eton College, Trinity College, Cambridge, University of Edinburgh and Zurich University.

After leaving University, he was initially employed at the locomotive works at Crewe in Cheshire working for the London and North Western Railway locomotive works. 

He married Selina Beresford on 15 July 1884 in Kensington shortly before moving to Goa in India working on railway and harbour construction until 1887.  Whilst in India, the couple had 3 children: Amy Elizabeth, Stuart Hay Marcus and Ethel Adeline.

After India, he returned to England working on the Manchester Ship Canal from 1887 to 1891 followed by becoming the Chief Engineer at London’s East India Docks from 1892 to 1897.

At the same time as working on the Manchester Ship Canal and the East India Docks, he was also the Chief Mechanical Engineer at the Royal Ordnance Factories at Woolwich from 1889 to 1903.  Whilst at Woolwich, he served as the Deputy Director-General from 1989-99. In 1903 he was appointed Director-General, a role in which he continued until 1915.

In 1909, he was awarded a CB, Companion to The Most Honourable Order of the Bath, followed by the KCB (Knight Commander) in 1911.

In September 1915, he resigned from the position of Director-General to take up the role of Chief Technical Advisor to the Ministry of Munitions

In June 1916, he was selected as one of the advisers to accompany the Secretary of State for War Lord Kitchener on his mission to Russia.  HMS Hampshire had been ordered to take Lord Kitchener from Scapa Flow on his diplomatic mission to Russia via the port of Arkhangelsk.

HMS Hampshire

The Hampshire set sail from Scapa Flow at 16:45Hrs on the 5th June 1916 and due to gale force winds, it was decided that she would sail through the Pentland Firth, then turn North along the western coast of the Orkneys.  Approximately an hour after setting sail, she rendezvoused with her escorts, two Acasta class destroyers, the Unity and Victor.


As the convoy turned North west, the gales increased and shifted direction resulting in the ships facing it head on, causing the escorts to fall behind the Hampshire.  The Commanding Officer of the Hampshire, Captain Savill, believed it was unlikely that enemy submarines would be active in the area due t the weather conditions, so he ordered Unity and Victor to return to Scapa Flow.

About 1.5 miles off Orkney, between the Brough of Birsay and Marwick Head, the Hampshire was sailing alone in rough seas when at 19:40Hrs she struck a mine laid by a German minelaying submarine.  The mine was one of several laid by U-75 just before the Battle of Jutland on the 28th/29th May.

The Hampshire had been holed between the bow and the bridge, causing her to heel to starboard.  Approximately 15 minutes after the explosion, the Hampshire began to sink bow first.  Out of the crews compliment of 735 crew members and 14 passengers aboard, only 12 crew members survived.  A total of 737 lives were lost including Lord Kitchener and all the members of his missionary party. He is commemorated on the CWGC Hollybrook Memorial at Southampton.

The ships crew are also commemorated on the Hampshire, Isle of Wight and Winchester War Memorial outside Winchester Cathedral.

Hampshire, Isle of Wight and Winchester Memorial
HMS Hampshire Inscription

In 2010, the War Memorials Trust gave a grant of £150 for conservation works to the memorial window and its ferramenta. On the Beresford window at Hoby, the ferramenta had rusted and this was causing problems to the stonework of the church on the window which the ferramenta is fixed to and if left untreated could cause damage and cracking to stonework. To see more information about this grant, see the grant showcase.

They shall grow not old, as we that are left grow old: 
Age shall not weary them, nor the years condemn.
At the going down of the sun and in the morning
We will remember them.