Melton Mowbray became home to many rich and famous during the height of the hunting sporting seasons and the surrounding villages were not exempt.
In the village of Thorpe Satchville which lies 5 miles from Melton along the B6047, there is a hunting lodge by the name of “Pinfold” which was purchased during World War One by the Belgian millionaire financier, Captain Alfred Loewenstein who had set up his Belgian Breeding Stock Company at the premises.
The Pinfold
In 1926, Captain Loewenstein, who was said to be the 3rd richest man in the world, and his business and Pinfold were at the centre of a tax claim where £10,000 for both 1924 and 1925 when tax assessments had not been completed. Loewenstein appealed against the decision but his case was dismissed.
In November 1926, the same year as he had transferred his Headquarters from Biarritz in France to Thorpe Satchville, Loewenstein, who was known for his flying, brought across his fleet of aircraft known as “Loewensteins Flying Circus” for the hunting season. The aircraft would operate from Croxton Park where he had set up an aerodrome on the grounds of the old Croxton Park racecourse which he had leased from Belvoir Estates Ltd to train his racehorses.
Captain Alfred Loewenstein of Pinfold, Thorpe Satchville, Melton Mowbray, the Belgian millionaire banker and his young son “Bobby” before going off to a recent meet of the Quorn.
In 1927, Alfred sold off 700 pedigree dairy cattle and sheep from the business due to the inclement weather that had affected Leicestershire farmers recently. His farm at Thorpe Satchville had also been let.
On the 4th July 1928, Alfred was flying from Croydon to Brussels on a business trip in his 3-engined Fokker plane. The aircraft was flown by the pilot, Captain R Drew, assisted by the Engineer/mechanic Mr Robert Little.
Loewnesteins 3 engined Fokker
Also on the aircraft were Mr Arthur Hodgson, his secretary; Mr Baxter, his valet; and his typists Miss Ellen Clarke & Mlle Paule.
Not long after take-off, Alfred left his seat and went to use the lavatory that was in a separate compartment towards the rear of the aircraft.
A short while later, at some point over the channel, his valet, Mr Baxter, noticed that Alfred had not returned to his seat and knowing that Alfred had not been well recently, Mr Baxter went to see of all was OK.
Inside Loewensteins Fokker
To Mr Baxter’s surprise, Alfred Loewenstein was nowhere to be seen and it was assumed that he had used the wrong door either going to or leaving the toilet and had fallen from the aircraft at a height of 4,000ft over the English Channel.
The valet immediately informed the pilot who landed on the beach at Mardyck near Dunkirk where the authorities were informed. His decaying body was found in the sea a few weeks later by a Boulogne fishing boat who brought it ashore at Calais. The body was naked with the exception of pants and socks marked “AL” and a wrist watch with his name on.
The death of Alfred is one of the worlds unsolved mysteries, was it a freak accident, was it suicide, was he murdered? There are lots of theories, but we won’t delve into these now. But feel free to look up on Google and YouTube as there are lots of articles, books and videos about this mystery.
Following his death, The Pinfold was inherited by his son Robert “Bobby” Serge Loewenstein who was familiar with the property from his earlier hunting trips.
Bobby Loewenstein
When World War Two broke out, Bobby was in America on business and immediately returned to Europe via a Clipper and on returning to Belgium, he joined the Belgian Army.
He came to the UK when King Leopold surrendered and joined the Air Transport Auxiliary in the summer of 1940 with a rank of Second Officer. On joining the ATA, he gave his Next of Kin as Mr Jack Misonne, Villa Begonia, Biarritz, France and Mrs Burnaby, Thorpe Satchville.
Following his initial interview, he wrote to Group Captain G. d’Erlanger of the ATA at White Waltham airport at Maidenhead “Dear Sir, I appreciate very much your giving me an interview and a test. At this critical stage it would seem that everyone who can contribute in any way should do so. I am told that I have an opportunity of joining the Fleet Air Arm, but as I have offered my services to you and I have two friends, Leo Partridge and Rupert Belville, in the Air Transport Auxiliary, I would naturally prefer to join your organisation. I understand that the delay in my nomination is due to the Air Ministry. If it would expedite my appointment, I would be willing to give up my salary until such a time as you get their agreement.” His appointment was confirmed on the 6th July 1940.
On the 1st August 1940, he was promoted to First Officer ‘C’ Class then again to First Officer ‘B’ Class on 12th January 1941. His ATA paperwork confirms that he had previously flown the following aircraft types, Moth, Stinson, Beechcraft and Spartan and was the owner of a Stinson. He was also experienced at flying in England, Ireland, France, Belgium and the USA.
On 21st September, Bobby wrote again to Gp Capt d’Erlanger “Dear d’Erlanger, This is to confirm our conversation of the other day. It is my opinion that anyone who is in a position to undertake such war work without remuneration should do so. Therefore I suggest my salary be paid towards the start of a charity fund for the pilots of the Air Transport Auxiliary or for any better cause we mutually agree on.”
As a result of his wealth, Bobby also paid for a presentation Spitfire MkVb W3239 which was named “Bob”. It was built at Eastleigh and entered service with No 609 (West Riding) Squadron as PR-N on 27th May 1941 at RAF Biggin Hill. Unfortunately, ‘Bob’ was lost in action on 8th July 1941 when it was shot down after being attacked by a Messcherschmit Bf109 resulting in its engine cutting out and it force landing on Goodwin Sands. Its pilot, Sergeant John A. Hughes-Rees surviuved but was wounded.
Winston Churchill visiting 609 Sqn with Spitfire W3239 ‘Bob’ in the background
Another shot showing Winston Churchill with Spitfire W3239 ‘Bob’ and Sergeant John A. Hughes-Rees in the background
During his career with the ATA, Bobby flew numerous different types of aircraft including the Anson, Audax, Battle, Blenheim, Courier, Curtiss Hawk, Fairchild, Harvard, Hurricane, Lysander, Magister, Master, Oxford, Puss Moth, Spitfire, and Tomahawk.
Tragically, Bobby never got to see his Spitfire as he was killed on 29th March 1941 flying Blenheim Mk V V6263 on a ferry flight from RAF Speke to RAF Lyneham. During the flight an engine failure occurred and the aircraft crashed near White Waltham. According to his records, the evidence suggests the aircraft stalled during a tun on approaching to land at too low a height to effect recovery possibly caused by sluggish pick-up on one engine. There is probability that the circumstances were aggravated by the fact that the airscrews appear to have been in coarse pitch. This accident as caused by an error of judgment on the part of the pilot.
Following his death, his body was initially taken to Maidenhead mortuary before being brought to St John’s Catholic Church here in Melton Mowbray on Wednesday 31 March 1941 where he laid at rest overnight. The following morning, a requiem Mass was held followed by the funeral service in the afternoon which was conducted by Father A E Berington. After the funeral service, his body was taken to Twyford for internment at St Andrews Church.
St John’s Roman Catholic Church Melton Mowbray
St Andrew’s Church Twyford
If you look at his casualty record on the CWGC website, it shows his body as being buried in the Belgian Airmen’s Field of Honour within the Brussels Town Cemetery. This is due to a Belgium lady campaigning to get all the bodies of Belgium airmen recovered to Belgium and Bobby was amongst those who were repatriated in 1948.
On the morning of 18th September 1944, the men of the 156 Battalion Parachute Regiment left their billets in Melton Mowbray. They boarded trucks and made their way to Saltby airfield where they boarded C-47 and C-53 aircraft of the 314th Troop Carrier Group (TCG) who were going to fly them to Arnhem and drop them over the Drop Zones as Operation MARKET GARDEN had begun.
H.M. The King inspecting the 156 Parachute Battalion. Newport Stables, Melton Mowbray.
The King is shown some of the equipment of the M.M.G. Platoon that is dropped by container.
L-R: Lt-Col. Sir Richard Des Voeux, an MMG Pln soldier, HM The King, Major ‘Teddy’ Ritson, Brig. J.W. Hackett, Lieut. ‘Blanco’ Clegg, Maj. G. Lea (Brigade Major, 4 Para Bde) & Lt-Gen. F.A.M. Browning.
16th March 1944.
The men of 156 Battalion were spilt across several locations in Melton Mowbray. The Battalion HQ and HQ Company were billeted at Staveley Lodge. ‘A’ Company were originally at Scalford Hall until a disagreement with the Owner, Colonel Colman, then they moved into The Spinney to join Support Company. ‘B’ and ‘C’ Companies were billeted at Newport Lodge.
The Spinney
They would be transported in RASC Bedford 3 Ton trucks that would have been parked in a secure parking location on the cattle market car park and driven to the billets in the morning to pick up their passengers. The trucks were marked with a chalk number by the Motor Transport Officer and the men were allocated into ‘sticks’ and assigned to chalk numbers.
Chalk numbers were a simple method of allocating the right group of paras and their equipment to the correct aircraft as the same numbers were also marked on each aircraft fuselage in chalk, hence the name ‘chalk numbers’.
32nd TCS aircraft (this same aircraft crash-landed in a blinding snowstorm at RAF Harlaxton, thinking it was Saltby on 29 Jan 45)
Operation MARKET GARDEN began the day before on the 17th as the 314th TCG flew out paras from No’s 1, 2 & 3 Battalions that were based around the Grantham and Bourne area. Captain Tom Wainwright who was OC Support Company, looked up at the air armada from their barracks at the Spinney and had a premonition that the operation would not go well.
Jean French, a local girl, who after the war married Cpl John Smith of the REME attached to 156, recalls that day “On the morning of the Battle of Arnhem, we didn’t know what was going on, all the paratroopers were confined to barracks. That morning, the sky was suddenly full of aircraft, the noise is something I will never forget.”
One of the ‘sections’ of Support Company was the medium Machine Gun Platoon (MMG) commanded by 2nd Lieutenant Jeffrey Noble aged 19. The 156 Bn MMG was reformed in September 1943 enroute to Bizerta in Tunisia as it made its way for embarkation to Taranto in Italy as part of Operation SLAPSTICK.
Lt Jeffrey Noble
Jeffrey Fraser Noble was born in Ilford, Essex on 15th October 1923 and finished his schooling at Southend High School. On 14th May 1942 Jeffrey joined the Queen’s Royal Regiment where he was put forward for officer training. Following his commission as 2nd Lieutenant he was one of the first cadets to transfer directly into the Parachute Regiment, where he trained first at Hardwick Hall, Derbyshire and then on 8th June he completed the parachute course at Ringway, Manchester. At Ringway, his report described him as very keen and fearless, but a little awkward.
Jeffrey was assigned to the 156 Parachute Battalion and tasked with escorting a draft of 70 men from the UK by ship to join the Battalion based in Sousse, Tunisia. It was here that he met his new CO Lieutenant Colonel Sir Richard des Voeux who took him under his wing, giving him the nickname ‘The Boy’ on account of his youthful looks, and the name stuck.
The MMG Platoon was equipped with four Vickers Machine Guns which were water cooled, tripod mounted weapons with each gun requiring a crew of four to operate effectively but Jeffrey Noble had no experience of the Vicker machine gun.
In order to train all the volunteers that had been drafted from the Battalion, Sergeant John Kinsley-Smith and Sergeant Cliff Brownlow were brought in from other units to assist with forming and training the platoon. Together with ‘The Boy’ they controlled recruitment to the MMG and built a strong unit.
Cliff Brownlow had previously served with the Battalion in its earlier days in India when it was known as 151 Battalion. When the Bn moved from India to Egypt, the number was changed from 151 to 156 as part of a deception plan to confuse the enemy into thinking there were more parachute battalions than there actually was. Brownlow went on to become Jeffrey Noble’s 2i/c.
The Medium Machine Gun Platoon had a strength of 36 men that were sub divided into Sections and Sub-Sections as follows:
Platoon HQ
No. 1 Section
No. 1 Sub Section
No. 2 Sub Section
No. 2 Section
No. 3 Sub Section
No. 4 Sub Section
In addition to their own personal kit, each member of the MMG had to carry 2 – 3 belts of ammunition for the Vicker machine guns.
Jeffrey Noble and the rest of the MMG were aboard aircraft identified as Chalk #618 & #619 . Both these aircraft were operated by the 32nd TCS and 50th TCS respectively.
Chalk #618 & #619 were part of Serial A-31 provided by the 314th TCG as part of the MARKET #2 mission. Their objective being DZ-Y near Arnhem dropping much needed reinforcements for Lt Col John Frost’s men who were holding the North end of the Arnhem highway bridge crossing the Rhine.
The main body of the 11th Bn who were billeted at the militia camp on Welby Lane, and the 156 Bn took off from Saltby between 1100 and 1120hrs aboard the Dakota’s of the 32nd & 50th Troop Carrier Squadron (TCS) from the 314th TCG. The take-off was originally planned for 08:00hrs but was delayed due to fog.
Due to the weather conditions over England, it took longer for the formation to form up, but as the weather cleared, the formation came together.
As Jeffrey Noble’s aircraft (Chalk #618) flew across the English countryside, a parachute on one of the supply containers slung to the underside of the aircraft came loose, most probably as a result of bad packing. Consequently, the pilot, 1st Lt Glenn E Purkey, was finding it difficult to keep the aircraft flying straight, level and in formation.
The crew chief, T/Sgt Harry R W Ray, approached Noble and asked if the container could be jettisoned. This was something that Noble did not want to do as the container was filled with ammunition for the Vicker machine guns.
There was a plan that the Guards Armoured Division would be on the ground at DZ-Y to greet the paras when they landed, but he knew from previous experience in North Africa and Italy that plans rarely went to as expected. However, it was finally agreed that the container was to be jettisoned and consequently, the release lever was pulled.
As the container fell away, the parachute and rigging lines became tangled and caught on part of the aircraft causing the container to remain hung up and banging against the bottom of the tailplane. This could potentially cause several issues such as if the paratroopers were to jump, there was a risk that their parachutes could get caught up on the container. Another issue was that if the aircraft was to land, the container could cause the aircraft to crash on landing.
Consequently, for a while the aircraft fell out of formation and circled as various ideas were discussed between the crew and passengers. There were several ideas put forward on how to release the container and its parachute, some of which were quite bizarre. One idea was to tie a bayonet to the aircraft broom and dangle a ‘volunteer’ out of the aircraft door to try and cut it free.
Unfortunately, it could not be released, so an emergency landing at an American base in East Anglia was authorised. The aircraft mad a safe landing and on stopping, the paras jumped out, cut the container free and then made scarfs out of the parachute after cutting it into strips. In a later letter from Lt Noble, he indicates that the scarves were vivid in colour so could have been either red, green or yellow.
The container had caused damage to the aircraft structure and the pilot declared that the sortie was over and the aircraft was U/S. Additionally, neither the pilot or his co-pilot knew the way to Holland from their current location as the Navigator was in the lead aircraft.
Finally after a few ‘technical adjustments’ with a sledgehammer, the paras persuaded the aircrew to take off and head East until they could see the flak.
The other aircraft that was carrying the remaining half of the MMG was Chalk #619 43-15180 being flown by Captain Leonard A Ottoway and this was the lead aircraft in the 50th TCS formation and as such was equipped with the SCR-717 radar and extra crew members.
Captain Leonard Ottoway
Leonard Ottoway was an American from Oklahoma in Texas but earned his wings whilst serving the the Royal Canadian Air Force prior to transferring tot he United States Army Air Force.
At about 13:45 Hours, just after Chalk #619 had passed the Initial Point (near the village of Vught) whilst approaching the DZ, it was hit by enemy anti aircraft fire. It was one of five aircraft transporting troops of 4th Parachute Brigade hit by flak at around 13:45hrs.
Chalk #619’s LH engine and fuel tank were hit and the underside of the aircraft started to burn including the underslung storage containers. Other aircraft crews from the 314th noticed that #619 moved out of formation at about 14,000ft and the landing gear was lowered. It is believed that this was due to hydraulic failure rather than being manually selected down ready for a landing.
As the aircraft struck the ground, the undercarriage broke off upon impact one of the fuel tanks exploded and the LH wing broke off resulting in the aircraft turning over onto its back and catching fire. The crew and paratroopers had no chance of survival, and no parachutes were observed coming from the stricken aircraft. Tragically, all those onboard were killed in the crash except one paratrooper who was thrown clear of the wreckage.
Pte Tommy Stevens
Locals in a nearby house on the Bonegraafesweg in Ochten were the first on the scene of the crash and found Private Tommy Stevens of No 3 Sub Section lying their badly wounded with a broken back as well as sever wounds. They took him to their house where he died of wounds later that day.
Later, Dr Van Driel arrived with a group of locals from Ochten and Eldik to bury the dead in a mass grave next to the wreckage. The individual soldiers could not be identified and as such were buried as unidentified soldiers.
After the war, a service of commemoration was held, a fence was erected around the gravesite and flowers were laid on the graves. In May 1947, the bodied of the paratroopers were exhumed and reburied in the CWGC cemetery at Jonkerbos War Cemetery. As the bodies could not be individually identified, their CWGC headstones bear a special inscription “Buried Enar This Spot”.
As for the US crew members, they were exhumed in 1945 and reburied in the US Ardennes Military Cemetery at Neuville-en-Condroz in Belgium. The body of Capt Herbert Pluemer was repatriated to the US at the request of his family and now lies buried in Hillside Cemetery, Scotch Plains, New Jersey.
Major John Waddy
Major John Waddy, Officer Commanding ‘B’ Company of 156 Battalion described what happened: “I stood by the side of the open door of my aircraft as we travelled towards our drop zone near Arnhem. There were 36 Dakota aircraft in the serial carrying the 156 Battalion. Many of the American pilots and crew of these aircraft were green, as our battalion had found to its cost on a previous exercise when they dropped us miles from our DZ. Bearing this in mind, Brigadier Shan Hackett (4th Parachute Brigade Commander) had suggested that I closely monitor our route, which is why I was looking out of the open door. The flak was becoming more intense as we travelled across the Dutch countryside. When the aircraft to my right was hit on the port wing and caught fire, it began a steep dive of around 45 degrees. When it hit the ground, it exploded in a fireball. I looked at my men who were seated each side of the aircraft and who, in the din, had not noticed what had happened. I said nothing.”
Major Geoffrey Powell
Major Geoffrey Powell, Officer Commanding ‘C’ Company was another witness to Chalk #619 being hit. He recalls in his book Men at Arnhem, “Suddenly the flak was real. As I looked back down the line, the plane just behind seemed to lurch to one side, a bright red spot on its port wing glowing in the sunshine before it spread in a stream of flame towards the fuselage. Then the nose of the plane dipped, and it disappeared from view. No parachutes appeared. I knew that it carried men from the battalion, and I tried to stop speculating who was inside it.”
Unaware of this tragedy Jeffrey Noble’s aircraft flew on, arriving at the drop zone near Ede, eight miles from Arnhem. Jeffrey described the drop zone as shrouded in smoke with no signals visible and, without a navigator on board, they jumped solely on the guesswork of Jeffrey and that of the crew chief. Once on the ground, Jeffrey found out what had happened to the other half of the MMG Platoon and shortly afterwards met up with Cpl Harry Bankhead of ‘C’ Company and informed him that due to the Dakota carrying the other half of the platoon, their strength had been reduced from 36 men and 4 guns to 14 men and 2 guns.
A Vickers Medium Machine Gun crew covering part of the western side of the Oosterbeek Perimeter
DZ-Y was now the scene of a battle in progress and due to the late exit from the aircraft, several men at the end of the stick landed in the German-occupied territory. After a shaky start, accompanied by occasional shots and explosions, Jeffrey arrived at Battalion HQ where he found he had only one machine gun instead of four and just some 10 men instead of his original 36. Several later turned up wounded – including Sergeant Brownlow and Corporal Ball – and more arrived after various adventures. Jeffrey forcibly seized another gun from a 1st Parachute Battalion jeep, and they formed an ad hoc Section.
The crew lists and passenger lists are detailed below for both aircraft:
Chalk #618 A/c 42-9379432nd TCS
Pilot – 1st Lt Glenn E Purkey
Co-Pilot – 2nd Lt George L Johnson
Crew Chief – T/Sgt Harry R W Ray
Radio Operator – Cpl Walter R Rice
Lt J F Noble (Pltn HQ), POW
Pte P McCarthy (Pltn HQ), POW
Sgt C J Brownlow (No 1 Sect Cmdr), POW
L/Cpl H Littlewood (No 1 Sect Cpl), POW
Pte G R Burrow (No 1 Sect Orderly), Escaped
Pte F Eggleton (No 1 Sect), Escaped
Pte W F C Grounsell (No 1 Sub Sect), POW
Pte E A Ball (No 1 Sub Sect), POW
Pte N Robinson (No 1 Sub Sect), POW
Pte W Mills (No 1 Sub Sect), Escaped
Pte G O Taylor (No 1 Sub Sect), Escaped
Pte C Smith (No 1 Sub Sect), POW
Pte F Turner (No 2 Sub Sect), POW
Pte W J Greenwood (No 2 Sub Sect), KIA
Pte R Davidson (No 2 Sub Sect), Escaped
Pte R Hunter (No 2 Sub Sect), POW
Pte T Heath (No 2 Sub Sect), Escaped
Chalk #619 A/c 43-1518050th TCS
Pilot – Capt Leonard A Ottoway, KIA
Co-Pilot – 2nd Lt Henry G Honeysett, KIA
Navigator – Capt Herbert Pluemer Jr. , KIA
Crew Chief – T/Sgt George A Collier, KIA
Radio Operator – Cpl. Xon C. Connet, KIA
Y* – S/Sgt Joseph W Bobo (SCR-717 Radar Operator), KIA
Sgt J C Kinsley-Smith (Pltn HQ), KIA
Pte H Clayton (Pltn HQ), KIA
Cpl O Lilley (No 2 Sect Cmdr), KIA
L/Cpl J F Clayton (No 2 Sect Cpl), KIA
Pte H J Philpotts (No 2 Sect Orderly), KIA
Cpl G T Brownlow (No 3 Sub Sect), KIA
Pte G Tutton (No 3 Sub Sect), KIA
Pte A Butler (No 3 Sub Sect), KIA
Pte D L George (No 3 Sub Sect), KIA
Pte R Killingworth (No 3 Sub Sect), KIA
Pte T Stevens (No 3 Sub Sect), DOW
Pte H Stanyer (No 4 Sub Sect, KIA
Pte J Wilson (No 4 Sub Sect , KIA
Pte E E Johns (No 4 Sub Sect), KIA
Pte P Taylor (No 4 Sub Sect), KIA
Pte G H Gillever (No 4 Sub Sect), KIA
Pte R Fuller (No 4 Sub Sect), KIA
Out of the 34 paratroopers and 10 USAAF aircrew who flew to Arnhem in Chalk #618 & 619, 22 were killed when Chalk #619 crashed and 1 later died of wounds. Another Para was KIA in fighting at Wolfheze. 6 Paras made it back to England after escaping as part of Operations BERLIN & PEGASUS and 10 paras were captured and taken as Prisoners of War.
Jeffrey was always haunted by the great loss of life of men under his command on Dakota Chalk number 619 and the 6 US aircrew when their Dakota aircraft was shot down on its approach to the DZ at Arnhem.
It is worth remembering that 156 had suffered the highest percentage losses of all the battalions who fought in the 1st Airborne Division at Arnhem, including the loss of their much-admired commanding officer Lieutenant Colonel des Voeux. With only 37 men out of 600 returning after the battle (10 of whom were evaders and escaped after the battle).
A memorial honouring those who died in the tragic loss of Chalk #619 has been erected at Bonegraafseweg 61-69, Dodewaard.
Melton Mowbray has a rich and varied history that can be traced back hundreds of years. Archaeological remains from the Bronze Age (c.600BC), Roman (43-409AD), Anglo Saxon (500-650AD), and Viking/Danelaw (800-900AD) periods have all been found in the town and surrounding area.
There is lots of evidence of the Danes in the area as all along the Wreake Valley, the Danish suffix “-by” is common in the viilage names, e.g. in Asfordby, Dalby, Frisby, Hoby, Rearsby and Gaddesby.
However, the first documented evidence of Melton was in the Domesday Book of 1086 where it was listed as “Medeltun”. Medeltun or “Middletown” comes from it being a central township with a mother Church (St Mary’s) surrounded by 5 hamlets: Burton Lazars, Eye Kettleby, Sysonby, Welby & Freeby.
Another version of where Melton comes from is that it ortiginally was known as Milltown due to having a couple of watermills.
Whatever the correct origins of Melton are, I suppose we will never know, but over the years, the name “Medletun” or “Milltown” has morphed into what we know today as Melton.
The Mowbray part of the name comes from the Mowbray family who were granted the land after the Norman Conquest and became Lords of the Manor.
Another major part of the town’s rich history is the Melton Mowbray Town Estate which has been in existance since 1549 as a result of the dispute between King Henry VIII and Rome.
In 1549 in Melton, ther had been for almost two hundred years, a cell of the Priory of Lewes and it maintained a chantry house for the priests next door to St Mary’s Parish Church. This building was known as the Priory, but today we know it as the Anne of Cleves House. For more information about the Anne of Cleves house and one of it’s occupants, William Gonson who was a Vice Admiral in King Henry VIII’s Navy, see my blog Vice Admiral William Gonson.
These priests that stayed at the Priory, served the chantries of the parish church of two local gilds of Our Lady of Mary the Virgin and St. John Divine. They were abolished in the next decade and their properties confiscated by the Crown.
Just how some of the lands owned by these gilds passed into the hands of what we know today as the Town Estate and not the Crown has been lost into the mists of history. But what we do know is that on the 29th September 1549, the land formerly owned by the Gilds passed into the ownership of William Gyles and Michael Purefey, who in turn sold them onto Christopher Draper. Christopher Draper was a Meltonioan who in 1569 became Lord Mayor of London.
Draper subsequently sold the land to the Churchwardens and their accoiunts dated 23rd November 1549 record: “Paid by Nicholas Cowlishaw to Christopher Draper of London this xxi day of November ffor a parsell of land with appertennces lately called the cheippal hosue in Melton bought to the town of Melton use xxi1” (£21.) It is thought that the money for this purchase came from the sale of Church silver.
In turn, Nicholas Cowlishaw and Thomas Postern conveyed these lands by the enfeoffment of 20 townsmen. The trusts deeds state that the income from the lands were “annually and for ever to pay and contribute to the support of a schoolmaster to teach and instruct boys in grammar in Melton Mowbray.” This is the foundation deed of the Melton Mowbray Town Estate and is dated 30th November 1549.
As part of the Melton Mowbray Town Estate 400th Anniversary Celebrations in 1949, during the Whit-week (6th – 11th June 1949), Melton Mowbray put on a huge birthday party known as the Melton Mowbray Whit Week Pageant celebrating the rich history of our wonderful historic market town.
Preparations for the event started months earlier with a public meeting being held in the Corn Exchange on Tuesday 22nd February 1949 at 7:30pm.
Public Meeting
Nearly 200 people attended the meeting, and they not only expressed their interest in a historical pageant to celebrate the Town Estates 400th anniversary, but they also authorised the Town Wardens to spend £1,500 on the event.
Pageanat advert from the Melton Mowbray Times and Vale of Belvoir Gazette adted 11 March 1949.
The pageant celebrations lasted a week as local businesses, townspeople, villages, schools and the whole community from across the Borough marked the occasion.
Thousands of visitors came to Melton to watch the celebrations that made an appearance in the national press who wrote about the anniversary and one of the first outside BBC broadcast crews came to Melton, filming for the Around and About programme. Naturally, this news caused great excitement amongst locals who were keen to make sure that the town looked good.
Leicester Evening Mail 30 May 1949
Rehearsals took place in fields, gardens, village halls and churches across the Borough in preparation for the opening day on 6th June 1949. The pageant involved the whole community and cost £1,500 to put on.
The Melton Mowbray Times and Vale of Belvoir Gazette published on the 27th May 1949 published a small article about the recent Urban District Council meeting “Be Festive!” The chairman at Wednesday’s Urban Council meeting requested townspeople to make Melton look as festive as possible for the 400th anniversary of the Town Estate during Whit week. Most people would have flags left from previous highdays and holidays, and he suggested they were looked out and hung out.
Food rationing
As this was only four years after the end of the second World War, and food rationing was still in existance, Mr Anthony Nutting MP informs the “Melton Times” that he has done his best by persuading Dr. Edith Summerskill, Parliamentary Secretary in the Ministry of Food under Clement Attlee’s Government, to grant an extra allowance of tea, sugar and margarine so that light refreshments may be provided on each night of the Pageant.
Among the activities were agricultural shows, sports events, art shows and exhibitions and special church services. But the main event was a huge pageant telling the history of Melton Mowbray from the Saxon times to the Victorian era.
Owing to previous engagements, the Duke of Edinburgh was unable to accept an invitation to perform one of the opening ceremonies on one of the 6 nights of Whit week. The Duke & Duchess of Rutland accepted as well as the Baroness Ravensdale.
Pageant Programme cover
The pageant took place in Egerton Park where there was a grandstand for 1,500 people along with plenty of standing room. There were 200 seats at 5s, 300 at 4s and 1,000 at 3s. Marquees were also erected providing refreshment facilities.
Played against a tall green black-cloth of trees – trees that could have shaded Danes and Saxons, one thousand years of Melton’s history swept by in glorious pageantry.
The huntsmen and hounds of the Belvoir, Cottesmore and Quorn hunts, which through the century and a half of their existence had made Melton the centre of the hunting world, were seen at Melton’s Whit week pageant taking part in the conclusion of the Midnight Steeplechase scene. A meet of the hounds will include the traditional ceremony of the stirrup cup.
Civic Service
The Town Estate’s 400th anniversary celebrations opened on Whitsunday with a Civic Service in the Parish Church, at which the Bishop of Leicester preached. Prior to the service taking place, the past and present Town Wardens, the Feoffeees, the Executive Committee, the Member of Parliament, the Chairman and Members of the Urban and Rural District Councils, together with their principle Officers were received by the Vicar in the Colles Hall and escorted to the West door of the Church into their seats.
Part of the procession of the Guild of Our Lady in the Pageant
Before the service, a Chain of Office that was presented to the Town Estate by Mr. W. E. Katz, was handed by the Bishop of Leicester to Mr. R. W. Brownlow J.P., who placed it on the Senior Town Warden, Mr. R. Gates. The Chain consisted of a handsome, silver gilt ornament with a circular medallion carrying the town crest, a red lion rampant on a blue ground. It had an inscription around the medallion that read “Melton Mowbray Town Estate 1549-1949”. The medallion was on a guilt chain, supported by St. John of Jerusalem on one side and the Virgin Mary on the other, both of which recalled the two Melton guilds.
The service was conducted by the Rev. C. M. S. Clarke, M.M., M.A., Vicar, and the lesson was read by Mr. R. W. Bronlow, Senior Feoffee of the Town Estate.
Cricket Match and Exhibition
Whit Monday’s activities began in the morning with a cricket match between Egerton Park C.C. and Hawks C.C. (Yorkshire) on the ground adjoining the pageant arena. The match commenced at 11:30am, with a lunch break at 1:30-2:15pm and concluded when the stumps were drawn at 6:30pm.
Egerton Park C.C. V’s Hawks C.C.
The Hawks opened the innings with the President of the Yorkshire League, Mr Herbert Robinson opening with Mr Brian Sellers. Sellers played in 334 first-class matches for Yorkshire County Cricket Club between 1932 and 1948.
Brian Sellers
In the afternoon, Mrs. J. Burns Hartopp officially opened the exhibition of hunting pictures by John Ferneley, Sir Francis Grant and others and the exhibition of local photographs in Egerton Lodge. The original “Melton Hunt Breakfast” by Sir Frances Grant was loaned to the exhibition by the Duke of Rutland.
Among the many photographs and other artifacts on display, several stood out including local tradesman’s account books. Mr. E. Hayes, the fishmonger from the Market Place welcomed more donations from local tradesmen, but stipulated that they had top be at least 100 years old. Other documents included records from the Town Estate that were nearly 400 years old.
This exhibition remained open throughout the week and Mr. Guy Dixon, presided at the formal opening of it.
Before the pageant got underway, there was a display of folk dancing, singing, discus and javelin throwing by the residents of the Melton and Ashby Folville Polish Hostels.
On Monday, the pageant was opened by the Duke and Duchess of Rutland, who were introduced by Mr. Gates.
On Tuesday evening, a demonstration by the Poles again preceded the pageant and was opened by the Bishop of Leicester and introduced by Mr. A. Bramley, J.P.
Toy Soldiers
On the park greens on Wednesday evening there was a bowls drive organised by Melton and District Bowling Association for which novices were encouraged to enter.
In the evening, the pageant was preceded by a display by the Melton Mowbray Toy Soldier’s Band and again by the Poles. The pageant was opened by Lady Newtown Butler, and introduced by Dr. J. M. Manson.
Thursday’s events were again preceded by the Toy Soldier’s and the Poles display, and it was opened by the Earl and Countess of Gainsborough, who were introduced by Mr. A. P. Marsh, O.B.E.
After the pageant on Friday, which was opened by the Baroness Ravensdale who was introduced by Mr. R. W. Brownlow, J.P., there was a pageant costume dance in the Corn Exchange.
On the final day, there was another cricket match on the adjoining ground, this time between Egerton Park and Oakham. Following the display by the Poles, the pageant was opened by Mis Burns Hartopp, County Officer of St John Ambulance Brigade whow as introduced by Mr. Frank Easom.
Polish Handicrafts
From Monday to Friday, in the Girl’s Modern School on Wilton Road, there was an exhibition of Polish handicrafts in embroidery, wood and leather.
There was nearly 500 actors in the pageant, some of whom took part in more than one episode.
Spokesman in the prologue and epilogue, the figure of Time, was portrayed by the Vicar, Rev. C. M. S. Clarke, M.M.
The Episodes
Leading characters in the episodes were:-
Episode I
Saxons: Mr. L. Carter, David Downing, Derek Green, Brian McNeil, Miss Marjorie Craig, Mr. T. A. Bodycote, Mr. Stanley Jones, Rosemary Burditt, Miss Joan Jenkins, Dick Whittington.
Danes: Don Moss, Jocelyn Dry, Peter Dunckley, Gordon Hart.
Episode I depicted the Saxon settlement at Melton. As the largers buried their chieftain, Cealwin, the Danes swept down and overcame the Settlement.
Saxons with shields and womenfolk walk onto the arena with the body of Caelwin for burial
The centuries go hand in hand in Meltons Pageant. These Victorian ladies and gentlemen were photographed at a rehearsal and were watching the arrival of the Danes.
Episode II
Scene I: Mr. J. Mead, Mr. G Seagel, Mr. A. Healey, Mr. T. W. Pacey, Mr. E. Heawood, Mr. A. C. Shepherd, Mr. E. White, Mr. C. Poage, Mr. J. Smith, Mr. C. Broxholme
The scene, in the year 1160, shows Roger Mowbray, played by Mr. J. Mead, recently returned from the Crusades, making a grant of land to the Knights Templars in Melton for a hospital for the town, and land at Burton for a lepers hospital.
Sir Roger de Mowbray granting land to Knights Templar, watched by Lords and Ladies
Scene II: Mr. M. J. Knights, Mr. M. Marsh, Mr. T. Gildove, Mr. G. Seagel, Mr. A. Stapleford, Mr. W. Hopkins, Mr. T . W. Pacey, Mr. A. Healey, Mr. C. Page.
In the courtyard of Melton Castle in 1194 A.D. Prince John’s partisans took William Mowbray as their prisoner (Mowbray is played by Mr. Maxwell Knights). Richard Coeur de Lion arrived on horseback (the part was played by Mr. Michael Marsh) and rescued the Lord of the Manor of Melton.
Crusaders
16th Century Grammar School Boys
Episode III
Mr. A. Bennett, Mr. J. R. Holton, Mr. A. Goddard, Mr. C. Foyster, Mr. M. Sweeney, Mr. A. Nudds, Mr. A. McDonnell, Mr. Plummer, Miss D. Buckley, Miss J. Toon, Mr. J. Griffin, Mr. R. Brown, Mr. P. Bolger.
A group of 16th century Melton Grammar School boys were on the scene when the King’s Commissioners stopped processions of the Melton Guilds, led by priests and lay members carrying banners. The guilds were suppressed and it was suggested that their lands were to be purchased on behalf of the town with the income being used to support the school and be administered by a town estate.
“Lord Mayor” in Coach
Episode IV
Mr. Brander-Rimmer, Mr. Barksby, Mr. L. Routh, Mr. Clarke, Mr. C. A. Plumb, Mr. P. Cox, Mr. P. Maher, Mr. R. Sutton, Mr. D. Lark, Mr. A. Bewley.
A colourful Elizabethan faire scene that included the arrival of a Meltonian, Alderman Sir Christopher Draper, Lord Mayor of London, in his coach. The part was played by Mr. Brander-Rimmer.
Christopher Draper Coat of Arms
Sir Christopher Draper was the son John Draper & Agnes Gunston being born in Melton Mowbray circa 1511. He was a member of the Worshipful Company of Ironmongers and became their Master, being elected for the last time in Apr 1581. He was also the Sheriff of London in 1561 and the Mayor of London in 1566.
Taking part in the Elizabethan Faire must have been the youngest performer, two-and-a-half-year-old Christine Lowesby who skipped around happily with her mother, although she was wheeled home in her pushchair after the event.
Girls with their recorders accompanying country dancing at the Elizabethan Fair
Thirteen-year-old William Pycroft, son of Mr. and Mrs. J. R. Pycroft of 7 Brookfield Street was to have taken part in the Elizabethan Faire as a “tumbler”, but disappointingly for him, before the event started, he fell from a tree in Egerton Park which prevented him from taking part as he was taken to Melton’s War Memorial hospital suffering from concussion as was admitted with a suspected fracture to the base of his skull.
Episode V
Mr. J. L. Smith, Capt. W. Richey, M.B.E., Private J. Rogers, Capt. W. Harris, Sgt D.H. Smith, Sgt G. R. Bennett, Capt. D. E. Harris, Sgt R. Smith, Pte F. H. A. Pocock and members of the Boy’s Brigade.
FHA Pocock, one of the many characters on horseback in the Melton Pageant
Two short scenes featuring Roundheads and Cavaliers took place culminated in a battle that took place at the top of Ankle Hill in 1645 and resulted in heavy casualties. The R.A.V.C. horses were seen in great advantage during the action.
Pie for Queen Victoria
Episode VI
Was mainly crowd scenes showing the cheese market. Queen Victoria was played by Mrs. Mayo, and the R.A.V.C. were responsible for the Midnight Steeplechase, after which Queen Victoria was presented with a Melton Pork Pie.
The steeplechase was held in honour of Lady Augusta Fane’s birthday and was won by Major Burnaby, with Count Zbrowski coming secoind after being thrown at the last fence. The riders from the R.A.V.C. would wear white nightshirts over their red coats.
Mr. H. L. Barnes, A.R.C.O. composed the music for the pageant and the Pageant Master, Mr. George Irving, wrote the words of the pageant song.
The Melton Town Band under direction of their bandmaster Cyril Walker took part and the choir, conducted by Mr. Barnes consisted of members of St Mary’s Parish Church Choir, Melton Choral Society, Melton Singers, Sage Cross Methodist Choir, Sherrard Street Methodist Choir, Baptists Chapel Choir, Asfordby and Hinckley Choral Societies and the Townswomen’s Guild.
In addition to the choir, there were over 450 costumed performers in the pageant including boys from the Grammar School, as well as tradesmen, solicitors, clerks, typists, accountants, farmers and a tax inspector. Horses and riders were provided by the R.A.V.C. and hounds from the Belvoir, Cottesmore & Quorn hunts.
It was reported that the number of visitors far exceeded expectations with holiday makers from Leicester, Nottingham and other towns flocked into Melton. A total of 13,301 visitors attended the pageant with 9,856 watching the agricultural show; 5,000 supporting the Polish exhibitions and 2,209 visiting the art exhibition.
But what did people remember of the celebrations?
Would it have been the enthusiastic Saxons building their pea stick fires, burying their chieftain and the battle with the helmeted Danes?
How about the minstrel’s song and King Richard’s visit or the messenger’s swift leap from his horse?
Could it have been the unspectacular but yet pleasant procession of the Melton Guilds?
Or what about the Elizabethan Faire which was most colourful of all the scenes played out with its small, agile tumblers, maypole dancing and playing boys?
Was it the youthful verve and vigour of the battle between the red-coated white collared Roundheads and romantic Cavaliers?
Or maybe the 19th Century scene with its cheese fair, Queen Victoria’s visit and the acrobatics of nightgowned Midnight steeplechase riders, or the huntsman’s horn as the hounds nosed around the crowds while riders in red coats were handed a stirrup cup?
A reporter who “sampled” the comments of the audience found fairly general agreement that the Elizabethan fair, the mounted battle and the hounds with riders in hunting red were the most outstanding events of the pageant.
One woman said that when she saw the two opposing forces of horsemen beginning to gallop towards each other, she shut her eyes, afraid of the consequences – a tribute to the realism of the affray. One of the R.A.V.C. Roundhead riders in the Civil War scene was thrown from his horse as the two sides charged. He was not hurt but his horse received a ‘slight’ sprain to one of its legs.
Melton Mowbray Times and Vale of Belvoir Gazette 17 June 1949
Following the appeal from the Urban District Council meeting for the town folk to be festive, townspeople and tradesmen hung out flags and bunting from their homes and businesses.
Shop keepers took part putting displays in their shop windows ranging from fish to old records and most shops dressed their windows with backgrounds of coloured crepe paper, bunting or flags.
A butcher’s shop had a fish tank in which tropical fish swam alongside aquatic plants. A plumber’s shop also adopted the idea of an aquarium for the central feature of its unusual display.
A firm of bootmakers displayed boots and shoes in different stages of manufacture as well as miniatures of shoes and hunting boots on display next to a 200-year-old leather bottle. On a 100-year-old shoemaker’s bench was perched a foot high model of a shoemaker wearing a blue apron and nodding as he hammered nails into the sole.
The display in a chemist’s shop included old professional books, one of which was printed in 1776. They also displayed samples of medicines made from foxgloves and a metal pestle and mortar that was 100 years old which together weighed more than a hundredweight.
One office window displayed a deed from 1668 that related to a property in Sherrard Street from the reign of King Charles II. In the window of a ladies’ wear shop was a gracefully gowned figure of a lady gowned in rose pink crepe paper trimmed with half d’oyleys for lace.
A B.B.C. reporter that went to the Monday pageant, after absorbing the background of the celebrations, saw the performance of the pageant at night. The result was an 800 word broadcast after the 6 O’clock Midland Regional News on Wednesday. It was a compact, mellifluous word picture of the pageant that was interesting to listen to and smooth with praise for those involved with the creation of the show.
The Horsa glider was a troop carrying glider developed and manufactured by Airspeed Limited along with several subcontractors. It was named after the legendary 5th century conquerer of Southern Britan – Horsa.
Airspeed Horsa at Christchurch in 1948
It was designed to a load of 30 seated fully equipped troops; it also had the flexibility to carry a Jeep or an Ordnance QF 6-pounder anti-tank gun.
The Mark I (AS51) version had a wingspan of 88 feet (27 m) and a length of 67 feet (20 m), and when fully loaded weighed 15,250 lb (6,920 kg).
The later AS 58 Horsa II was capable of carrying an increased fully loaded weight of 15,750 lb (7,140 kg) along with a hinged nose section, reinforced floor and double nose wheels to support the extra weight of vehicles.
The Horsa was built largely of wood being described by aviation author H. A. Taylor as “the most wooden aircraft ever built. Even the controls in the cockpit were masterpieces of the woodworker’s skill”.
The design used a high-wing configuration, being equipped with wooden wings and a wooden semi-monocoque fuselage. The fuselage was built in three sections bolted together with the front section holding the pilot’s compartment and main freight loading door. The middle section was accommodation for troops or freight and the rear section supported the tail unit.
The majority of subcontractors did not have airfields from which to deliver the gliders so they sent the sub-assemblies to RAF Maintenance Units (MUs), who would perform final assembly. This process was responsible for the production of between 3,655 and 3,799 Horsas had been completed by the time production ended.
Due to the dispersed manufacturing of the subcomponents before final assembly at various RAF Maintenance Units around the UK, it is difficult to confirm a total production number but some estimates vary from 3,799 to 4,000 aircraft.
Despite this, only one complete original example survives today, although several replicas and cockpit/fuselage sections are also on public display in Britain, France and the Netherlands.
One of the sub-contractors was Boulton and Paul who were responsible for producing the nose section of the Horsa glider at their Riverside factory in Norwich.
On 9th July 1940, German Luftwaffe planes bombed the city of Norwich leaving devastation in their wake. One of the places ruined by the bombing was the Riverside factory of Boulton and Paul who manufactured the wooden fuselage of the Airspeed Oxford trainer and the Nose section/control cabin of the Airspeed Horsa glider.
In the attack on the 9th July, ten employees were killed and a further 68 injured. The factory was again attacked a few weeks later on the 1st August where another 9 were killed and 20 injured.
Boulton & Pauls Norwich Riverside Works after a bombing raid.
As a result of these bombings, from the 19th August 1940, the production was moved away from Norwich and the responsibility of producing the Horsa nose section was transferred to the Midland Woodworking factory in Melton Mowbray.
The Horsa was first deployed operationally on the night of 19th/20th November 1942 in the unsuccessful attack on the German Heavy Water Plant at Rjukan in Norway as part of Operation Freshman.
On 10th July 1943, 27 Horsas were used during Operation Husky, the Allied invasion of Sicily, which was the type’s first large-scale operation.
Over 250 Horsa gliders were during Battle of Normandy; specifically in the British Operation Tonga and the American airborne landings in Normandy as part of the D-Day invasion.
During the opening phase of the operation, 320 Horsas were used to perform the first lift of the 6th Airborne Division, while a further 296 Horsas participated in the second lift.
The Horsa was a major component during several major offensives that followed the successful Normandy landings, such as Operation Dragoon and Operation Market Garden, both in 1944, followed by Operation Varsity during March 1945. The latter was the final operation for the Horsa and had involved a force of 440 gliders carrying soldiers of the 6th Airborne Division across the Rhine.
Noreen Ife was born in Melton in 1921 in King Street and on the BBC WW2 People’s War, she recalls that she was 19 years old when war broke out and had to decide whether to go into the forces or do a man’s job in civilian life.
She decided on the latter and was for a time a projectionist at the cinemas. She later went to work for Boulton and Paul helping to make the Horsa gliders which were used in the Arnhem Campaign. She was responsible for fitting compasses into the Horsas nose section.
Keith Doubleday was one of those Melton lads that worked at the Midland Woodworking factory. He recalls “We made the cockpits. The control column (steering wheel) was definitely manufactured there. It was made of laminated wood (spruce). The interior of the nose section was sprayed light green and the outside Matt black. As an apprentice I went through the different departments and during my time in the spray dept got dope poisoning for my efforts. The fuselage and the wings were made at other factories around the country. I worked in the Inspection Department. Our manager was Mr Simpson and the Forman was Horace Broom. Although it was wartime it was a happy factory. We worked long hours.”
The woodyard viewed from the Kings Road/ Limes Avenue entrance
Keith goes on to say “If you entered the works from the Kings Road/ Limes Avenue entrance the fitting shop was just ahead and bearing to the right was the Inspection Dept. Deeper inside, the nose sections were assembled and the spray shop was in the same vicinity. Gun turrets for the Airspeed Oxford were also made close to the Horsa line. Most of the laminations and other parts were made of spruce. The Horsa in the group photo above was towed/flown in by aircraft tug. It was then released over Melton airfield where it landed. How it got airborne afterwards I have no idea. We walked from the factory to the airfield for the display.”
The woodyard viewed from the Kings Road/ Limes Avenue entrance
The Woodyard also produced components for other aircrafdt types as well during WW2 such as the Airspeed Oxford and the Boulton & Paul Defiant.
The 6th Airlanding Brigade before taking off on June 5. That night of D-Day they landed in the Dropzone W to the West of the Caen Canal
Probably the Horsa’s most famous sortie was codenamed Operation Deadstick when six Horsa’s delivered an advance force of 80 paratroopers, on the evening of 5th June 1944, the night before the D-Day landings. These men, from D Company of the 2nd Oxfordshire & Buckingham Light Infantry, were transported by the Glider Pilot Regiment into the countryside, just four miles from the Normandy coast. Under cover of darkness and after an almost silent approach, they were responsible for successfully securing the strategically important bridge (now known as Pegasus Bridge) at Bénouville, over the Caen Canal in Normandy.
Horsa gliders at Pegasus Bridge
The Horsa was a major factor in a number of operations that followed the successful Normandy assault. These included Operation Dragoon and Operation Market Garden, which involved 1,205 gliders in 1944. A year later Horsas were involved in Operation Varsity (March 1945) when 440 aircraft carried soldiers of the 6th Airborne Division across the Rhine, in the type’s final operation of the war.
Sadly, after various company take-overs, the latest owners of the woodyard, Jeld-Wen, decided to close the Melton factory in 2022 as part of a drive ‘to maximise efficiencies in their operations and focus on areas that will help ensure long-term profitable growth’.
Plans to build 313 homes and 376 parking spaces on the woodyard site were initially submitted for planning proposals but amended proposals have been drawn up with 15 fewer properties and 129 more places to park, including 30 for visitors.
The design of one of the key features – The Community Square space – has been reconfigured to provide ‘a softer, greener gateway into Melton Country Park’.
“Melton Officer Dies in a Nazi Camp” was the headline of the news article published in the Leicester Evening Mail on 11th January 1943. The officer in question was Peter Anthony Lovegrove.
Leicester Evening Mail 11 January 1943
Peter was born in Melton Mowbray on the 3rd March 1920 as the middle child of 3. His parents were the late Edward Tyler Lovegrove and his wife Hilda, of Thorpe Arnold. Peter’s elder brother Vernon was born Sept 1917 and his younger sister Joyce in Dec 1921.
Within a few years of the children being born, their father Edward, died on 16th May 1922 at their home in Thorpe Arnold. His death was put down to War Related Sickness”…a victim of consumption [pulmonary tuberculosis], primarily contracted through War service.”
Edward had served with the Royal Army Service Corps during the First World War. He was given a commission in the ASC in 1915 as a Lieutenant when he proceeded to France in the December 1915. He was promoted to Captain whilst serving with the 55th Division until the summer of 1918 when he was invalided out of the service with a Silver War Badge suffering from the effects of being gassed and having 2 attacks of pleurisy.
Peter, aged 8 was sent for schooling at the Oakham School from 1929 starting off in the Junior House, followed by the School House which he left in 1936. Whilst at school he had the following achievements
Relay Race (under 13): won with team B – Spring 1930.
Form 1 Arithmetic Prize: Summer 1930.
Scouts: in the Fox patrol – Summer 1932.
Cricket under 14: awarded Colours – Summer 1933.
Form 4 Trustees’ Prize: Winter 1933.
Drama: played Blanch of Spain in the Form 5 production of King John – Spring 1936.
Fives: Captain – Winter 1936.
O.T.C.: Certificate ‘A’ – Winter 1936.
After leaving school, he trained as a chartered surveyor and on the 24th May 1939, the Nottingham Journal published a list of ‘local candidates’ who had passed their professional examinations of the Chartered Surveyors Institute. Peter was one of those listed that had passed Intermediate Examination Part One.
Fg Off Peter Anthony Lovegrove RAF (VR) (Photo: The Oflag 64 Record website )
Peter volunteered for the Royal Air Force (Volunteer Reserve) in November 1939 and was enlisted in 1940 as a Leading Aircraftman and allocated service number 1164992. According to the London Gazette, he was granted a commission for the duration of hostilities as a Pilot Officer on probation wef 9th March 1941 and allocated service number 62324.
After being commissioned, he trained as a pilot and earnt his wings. He spent some time at RAF Cottesmore and whilst there he visited his old school in Oakham on several occasions.
At some point in his military career, Peter was posted onto No 83 Sqn based at RAF Scampton.
83 Sqn Crest
On the 8th April 1942, No 83 Sqn had been tasked with a bombing raid on Hamburg with their target being the Blohm & Voss shipyard. Five aircraft from No 83 sqn were involved from the total of 272 aircraft made up of 177 Wellingtons, 41 Hampdens, 22 Stirlings, 13 Manchesters (of which 5 were from 83 Sqn), 12 Halifaxes and 7 Lancasters.
The 83 Sqn Manchesters involved in the raid were: L7484, L7385; R5833; R5838 and L7427 and all equipped with a bomb load of 6 x 1,000lb general purpose bombs.
According to the Bomber Command War Diaries, the raid on Hamburg was not a success. Icing and electrical storms were encountered and out of the 272 aircraft involved in the raid, only 188 reported bombing in the area.
Later records from Hamburg reported that the equivalent of 14 aircraft loads fell on the city causing 8 fires of which 3 were large. There was no particular reference to property damage and 17 people were killed and a further 199 injured.
Bremen reported a load of incendiaries were dropped very accurately on the Vulkan shipyard which caused damaged to 4 U-boats under construction plus several surrounding buildings.
In addition to the Hamburg raid, Bomber Command were also carrying out smaller minor operations involving 13 Wellingtons to Le Havre, 3 Blenheims intruding over Holland, 24 aircraft minelaying near Heligoland and 16 aircraft on leaflet flights to Belgium and France.
It was these leaflet raids that 83 Sqn provided 2 Manchesters R5837 and R5873 to carry out a nickel raid on Paris.
From a total if 328 aircraft involved in the two Ops that night, 6 aircraft were lost, 5 from the Hamburg raid and 1 from the leaflet drops.
Bomber Command Report on Night Operations 8th April 1942 Pg 1
Bomber Command Report on Night Operations 8th April 1942 Pg 2
R5837 that took part in the leaflet raid on Paris, took off from Scampton at 21:01Hrs and the crew were: Plt Off Proule; Plt Off Renvoize; Sgt Fitchett; Fg Off Goodman; Plt Off Dickinson; Sgt Neary and Sgt Porter. In addition, the Sqn Intelligence Officer Plt Off R J Dyer had accompanied the crew to gain an insight into operational flying.
On the outbound leg of the sortie, the aircraft was hit by flak in the Starboard engine. Unable to maintain height, they ditched their leaflets near Calais and started an early run home. The aircraft ditched in the sea off Manston and only the pilot (Plt Off Proule ) managed to make it to the dingy. The W/Op followed correct procedure and gave a fix which enabled the pilot to be found by the Search and Rescue unit after 14½ hours. Sadly, the rest of the crew didn’t make it and within a couple of days, the bodies of Plt Off Renvoize and Sgt Fitchett were washed ashore and taken for burial at Thundersley St Peter Churchyard in Essex and Vlieland General Cemetery in the Dutch Friesian Islands respectively. The rest of the crew have no known grave and are commemorated on the Runnymede memorial.
Manchester L7427 OL-Q 83 Sqn
Peter Lovegrove was the 2nd pilot on Manchester L7427 OL-Q for Queenie tasked with the raid on Hamburg. His crew mates were:
67046 Pilot Officer Jack Heathcote Morphett RAFVR – 1st Pilot
NZ/402188 Flight Sergeant Geoffrey Douglas Hutchinson RNZAF – Navigator
647009 Flt Sgt Albert Henry Salter RAF – Wireless Operator/Air Gunner
923926 Sergeant Reginald Stanley Williams RAFVR – Wireless Operator/Air Gunner
R.66159 Sgt George Charles Fisk RCAF – Air Gunner
R.69897 Sgt Charles Dewitt Gellatly RCAF – Air Gunner
According to the 83 Sqn Operational Record Book, they left Scampton at 22:15Hrs and were reported ‘missing without trace’. Further information has since come to light that L7427 was last heard on wireless transmission at 00.10 hours, at which time it was believed to be in the Lastrup area of Germany.
It was later reported to have crashed in the small town Ermke near Lastrup-Cloppenburg. It was claimed to have been shot down by Fw Gerhard Goerke 1/NJG3 – West of Lastrup South East of Cloppenburg at 00:49Hrs and also claimed by Flak of 1/schw Res Flak Abt 603 (unknown type) near Lastrup, Cloppenburg at 00:45Hrs.
Sadly, all the crew died in this incident, apart from Peter Lovegrove who as mentioned previously was the 2nd Pilot.
The crew who died on the 9th April were originally interred at the Russian Vechta Cemetery but later they were exhumed and re-buried on the 12th June 47 at the Sage War Cemetery. Most of the 816 casualties buried in the Sage cemetery were airmen lost in bombing raids over northern Europe whose graves were brought in from cemeteries in the Frisian Islands and other parts of north-west Germany.
There is an interesting story on the ‘Short Stirling & RAF Bomber Command Forum’ website posted by a user relating to this aircraft and the sortie on the 8th April.
“I am doing some research into the earliest use of the radar system H2S first used officially by Bomber Command in January 1943. The reason is my wife’s uncle was 21 year old commanding Pilot Officer Jack Heathcote Morphett who died on the 9th April 1942 in a raid over Germany. The story in the family goes that Jack had completed 30 successful missions and was on leave in Wales, R&R when he got a call from his commanding officer at Scrampton. Two Avo Manchesters were to take part in a raid over Hamburg and the nominated Pilot Officer was regarded as not being sufficiently experienced, and the mission was an important one. This plane was fitted with some experimental equipment- he told his sister but could not say more, -and it was essential an experienced pilot ensured that if the plane was in difficulty and had to crash, that the equipment did not fall into the hands of the Germans.The plane left RAF Scrampton at 22.15h. The last signal was received at 1am over the Lastrup area of Germany, and the plane crashed NE of Cloppenburg. My mother in law was told by the RAF that Jack managed to get his co-pilot free who bailed out but the plane lost control and he had to ensure that the secret equipment was totally destroyed. The reference was L7427-01-Q. Sadly Pilot Officer Lovegrove who bailed out was captured and died in November 1942 in Pozen Old Garrison Prison, Poland. Does anyone know if this plane might have been fitted with a test rig of H2S? the first operation use was 30th January 1943, and on the 2/3 February a Sterling Pathfinder crashed without destroying the H2S equipment and Telefunken developed within 6 months a detector of the equipment from the crashed plane. Surely, before the system went into full operation there must have been some trials? Any thoughts or advice on where to research this would be much appreciated. Stephenph.
There is no mention in the record books that Jack Morphett was recalled from leave nor any mention of any special equipment being fitted to L7427. However, the chat forum goes on to say;
“Two RAF officers came and consoled Barbara Morphett his sister,(later Lady Barbara Lawrence, wife of the Senior Master and Queen’s Remberencer) whom he had taught to fly. They gave her the impression that he may have been forced to crash the plane to destroy certain vital secret equipment.”
Another member of the forum called Volker takes the discussion further:
“I know the crash site exactly. I have located the crash site and explored with a metal detector. I have found many small parts of this Manchester. For me, a long time it was not clear which aircraft crashed on this pasture. The records in the village chronicles were totally wrong. A difficult case. In the last year I have a found a witness. He is 86 years old and in good health. We talked a long time and he said to me he remembered a name. The name was Palagref. This crew member was injured taken at night by his family. After a short time I knew that it was the co. pilot P.A. Lovegrove. Now I am in very good contact with the nephew of Peter Anthony Lovegrove. His name is Peter Lovegrove. Peter comes to Germany on 23.April with his family and visit the crash site. We have full support of the community and authoritis. Near the crash site we built a memorial (rockstone with a plaque and a wooden cross) in Memoriam for the crew. The story is very interesting and I hope other members of the crew see this report. Maybe additional contacts incur. For any further assistance, I am very grateful. There are many pictures of this aircraft. Unfortunately, there seems to be no pictures of the crew. To date I have only a picture of P. A. Lovegrove.”
As confirmed in the eyewitness account above, Peter was injured and taken in by a German family. The Leicester Evening Mail on the 10th June 1942 states he had slight injuries to his forearm. At some point he must have either been captured or handed over to the German authorities as he became a prisoner of war (POW No 778).
He was initially held in Dulag Luft (Lazarett Hohe Mark), from 9th April 1942 until he was transferred to Stalag Luft III (Sagan) on 28th May 1942, then again transferred to Oflag XX1-B (Schubin) on 17th September 1942.
The Leicester Evening Mail and Leicester Chronicle reported in their newspapers on the 10th & 13th June 42 that Pilot Officer Lovegrove, son of the late Captain E T Lovegrove has been promoted to Flying Officer.
It was whilst he was at Oflag XX1-B that he died. According to a telegram that his mother received from the Geneva Red Cross, dated 23rd November 1942, stating that, according to official German information, he had died in the camp hospital on 12th November 1942 from injuries received as a result of falling accidentally from a high window.
Telegram from the International Red Cross notifying Peter’s mother of his death
He was alone, and it was believed he had been surveying the surrounding countryside with a view to escaping, but lost his balance and was killed instantly when he fell on his head at 2.45pm onto the pavement at the hospital entrance, fracturing his skull.
Oflug Stalag XXI B
This story is recalled in the book “Moonless Night: The Second World War Escape Epic” by B A Jimmy James. “Another tragedy struck soon after. A young flying officer called Lovegrove fell off the top of the big white house, used as a hospital, to crash to his death three stories below on the concrete path at the entrance. He was a member of the mapping intelligence department, and a desire to get a good view for his survey had toppled him to his death.”
The last photograph of Peter, taken in the camp just 24 hours before his tragic death.
Group portrait of prisoners of war (POWs) at Oflag XXIb in Poland, a German POW internment camp for officers.
Left to right: back row: Bromiley, Leetham, John Dicker, unidentified serviceman and Organ.
Front row: Lovegrove, Svenson and an unidentified serviceman
(Photo Australian War Memorial)
His funeral service and burial at the Szubin Cemetery was described by the Red Cross in a letter to his Mother, on 23rd March 1943, as having taken place with full military honours at 10.30 on 14th November 1942.
Peters funeral
A Chaplain of the Forces conducted the Service where 30 Officers were in attendance, the ‘Last Post’ and ‘Reveille’ were sounded by a British soldier, and 3 volleys fired by a German firing party. Six wreaths were sent, 4 from his comrades, 1 from the RAF PoWs at Stalag Luft III, and 1 from the German Kommandatur (Military Government Headquarters).
Army bugler
The Oflag 64 Record website recalls a letter from Senior British Officer Wing Commander Harry Day (dated 20th November 1942) which describes in detail all the tragic circumstances of Peter’s death:
“I am a Senior British Officer at this camp and I am writing to tell you how very distressed we all are over the terrible and unexpected accident which overtook your good looking and brave son. I have known him since his first arrival at Stalag Luft 3 and since hence I have a very high opinion of him. I have called a strict investigation to be undertaken by S/L Tench, who knew your son in England and it appears that your son climbed out of the top of 3rd storey window in the hospital building at 2:45 in the afternoon he either became giddy of slipped and fell onto the pavement at the entrance of the hospital. The two British Medical Officers were actually on the scene and attended to your son, but your son must have been killed instantly as he fell on his head. The reason your son climbed out onto the window ledge is not absolutely clear but as there was no one with him, but it can be put down to his keenness to escape. The window being good vantage point to see the countryside. As you probably know your son made one unsuccessful attempt to escape with a man of his spirit I am certain he was planning another”.
Leicester Evening Mail 18 December 1942
The Leicester Evening Mail 18th December 1942 “PRISONER’S FATE A letter the Red Cross has been received by Mrs E T. Lovegrove of Thorpe Arnold stating that her son Pilot Officer Peter Lovegrove RAF a prisoner of war has died through an accident. No cause of death is given. The letter that states that confirmation from the Air Ministry will follow. This has not come through and enquiries are being made. A few days ago Mrs Lovegrove received a letter from her son stating that he was well set up for the winter in a new camp. and had met old school friends.”
On the 8th October 1948, his body was exhumed from the Szubin cemetery and re-buried in the CWGC Poznan British Military Cemetery (now Poznan Old Garrison Cemetery), Plot 5, Row J, Grave 14.
Following the loss of Manchester L7427 OL-Q for Queenie, the next aircraft on 83 Squadron to be allocated the code ‘Q for Queenie ‘ was Avro Lancaster R5868 OL-Q which was delivered to No 83 Sqn on 29th June 1942.
Lancaster R4868 OL-Q in May 43 whilst with 83 Sqn (Photo Ton-Up Lancs)
Lancaster R5868 is probably the most famous Lancaster as the one credited with the highest number of ‘ops’ to survive to the present day, completing 137 known operations whilst serving with 83 Sqn, 467 RAAF Sqn, 207 (Leicesters Own) Sqn and back to 467 RAAF Sqn.
The aircraft is now on display in the RAF Museum at Hendon wearing the codes PO-S for Sugar that she wore whilst serving with No 467 RAAF Sqn.
Peter is commemorated on his parents grave at Thorpe Arnold.
In my previous blog Melton & District Spitfire FundI 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.
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.
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.
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.
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.
The donation of specially marked weapons of war to the actual combatants has been carried out for centuries, and in the First World War (FWW) the tank and the aeroplane joined the list of presentation weapons. The government urged the public to “do their bit” and donate to funds which would “buy” a tank, ambulance, field gun or aeroplane.
This idea was resurrected in the Second World War (SWW), and a “price list” was made out: £5,000 for a single-engined fighter (usually a Spitfire but sometimes a Hurricane or other type), £20,000 for a twin-engined aircraft and £40,000 for a four-engined aircraft. A Spitfire was a snip at £5,000, this being just half the cost for a torpedo at that time.
During the FWW, His Serene Highness, the Nizam of Hyderabad donated a squadron of D.H.9As, and had received a letter from the Air Ministry thanking him for his generous gift, saying that his name would be forever linked with a squadron of the RAF.
No 110 (Hyderabad) Squadron Crest
In recognition of this, each aircraft was marked with a suitable inscription and were operated by No 110 Squadron from that time on, the unit was officially titled No.110 (Hyderabad) Squadron, and eventually the Nizams’ crest depicting a demi-tiger was used as the basis of the squadron badge.
All 18 of the squadrons’ aircraft were inscribed on both sides of the nose ‘Presented by his Highness the Nizam of Hyderabad, Hyderabad No ……….’ They were individually numbered from 1 – 18 and F1010 on display at the RAF Museum at Hendon was the 13th aircraft but became No12a rather than 13 for superstition reasons and was coded ‘C’.
DH-9A F1010 at RAF Museum Hendon
However, with the end of the FWW hostilities the government of the day began cost cutting, and the RAF suffered drastically. No 110 (Hyderabad) Squadron was disbanded on 27th August 1919. The squadron reformed on 18th May 1937 with Hawker Hinds at RAF Waddington and on the outbreak of the SWW, the Nizam enquired what “his” squadron would be doing.
This created some embarrassment at the Air Ministry as the name “Hyderabad” had long been forgotten, but they extricated themselves from the situation by explaining that his original donation covered the cost of perhaps two modern fighters. The Nizam promptly stumped up more cash, thus setting a precedent. He also had small badges made for the pilots, and even sent them £60 with which to have a party, though the pilots thought he could have been a little more generous.
No. 152 Squadron reformed on 1st October 1939 equipped with Gloster Gladiator biplanes. Two months later it began to receive Spitfires funded by the Nizam of Hyderabad on 21 December 1939 and went operational on 6th January 1940, flying coastal and convoy patrols. Just like like it’s predecessor 110., the squadron became known as No.152 (Hyderabad) Squadron.
No 152 (Hyderabad) Squadron crest featuring the official head-dress of the Nizam of Hyderabad.
Meanwhile, the idea caught on, and “Buy a Spitfire” funds sprang up overnight, being further encouraged in 1940 by Lord Beaverbrook when he was appointed by Winston Churchill to run the newly-formed Ministry of Aircraft Production.
Max Aitken (Lord Beaverbrook and Winston Churchill (Photo: The Churchill Project)
The actual cost of a Spitfire was reported to be £8897.6s.6d, about £255,608 in todays money. Beaverbrook recognised that it would be difficult for cash strapped organisations to raise such large sums so he decided to make the public an offer that they couldn’t refuse. He dropped the nominal price of a Spitfire to just £5000, equivalent to £143,600 today. If communities or organisations could raise £5000 Lord Beaverbrook would build a Spitfire, stick their name on it and give it to the RAF.
Very soon the streets of every village, town and city resounded with the rattle of collecting tins, as well as assorted donations from overseas. From Accrington to Zanzibar, from Scunthorpe to New Zealand, from Iceland, America, Brazil, South Africa and India the money poured in.
Example of a Spitfire Fund poster for the Leicester Lord Mayors Spitfire Appeal
Leicester City & County Spitfire Fund
On the 6th September 1940, the Grantham Journal reported that Melton is to have a Spitfire Fund and that a Committee had already been formed to manage the scheme.
The committee was made up of the following individuals: Mr Oliver Brotherhood, J.P., Chairman of Melton U.D.C; The Duchess of Rutland, Lady Daresbury; The Vicar of Melton the Rev H.R. Bates; The Rev T Lee; Mrs Cantrell-Hubbersty, J.P.; Mrs A E Burnaby; Mr & Mrs C J Clarke; Mrs E Crawford; Mr R W Brownlowe, chairman Melton Justices; Mrs Freckingham; Mrs A Leate; Mr James F Montagu, chairman of Melton and Belvoir R.D.C.; Alderman T Sarson; Mrs G Barrow; Councillor T R Stockdale; Messrs G W Whitlock, J.P.; A Bramley; Fred A Brown; J K Burton; F W Davies; W F Easom; L C Leader; A P Marsh and E P Sedntance; Mr J Green, manager of the Melton Branch of the Midland Bank is the hon. Treasurer, and Miss M J Gibson, also of the Midland Bank, hon. Secretary.
The fund was officially launched on Wednesday 11th September 1940 at a meeting held at the Plaza Theatre, arranged by the Rotary Club. The highlight of the evening was a talk given by Mr William Courtenay MM.
When he was seventeen, William Courtenay joined his local Territorial Army (TA) unit, the 4th Battalion, Cheshire Regiment which was a large group of part-time reservists. When the FWW commenced a year later, the TA was mobilised and Courtenay, along with his pals in the 4th Cheshire was sent to the Middle East. Thus Courtenay came to be at Gallipoli and Gaza, where he was awarded the Military Medal (MM) for his part in the capture of the Turkish Headquarters staff in 1915.
Courtenay was recommended for a commission which he elected to take in the Royal Flying Corps. After the FWW, he became an aviation journalist focusing on the early development of British civil aviation, which led him to meet many of the well-known early aviators such as Amy Johnson and Jim Mollison whom he managed during their record breaking flights.
William Courtenay as a correspondent in Australia 1942 (Photo: The Churchill Project)
Shortly after Churchill became prime minister in May 1940, one of his main objectives was to work as closely with the Americans as possible. As part of that policy, in July 1941, the British government sent Courtenay to the United States, to undertake a six-month coast-to-coast lecture tour, telling American audiences about the Battle of Britain.
At the Spitfire Fund launch event on the 11th, Courtenay gave an inspiring talk dealing with many aspects of the war and told the audience he was glad to receive an invitation from the Melton Rotary Club. His talk was about the work of the RAF and about the momentous task to which it had committed itself in the historic battles which were taking place in the air.
These battles, he said, were perhaps the most momentous in the history of this country, because on the outcome depended not only the security of people in this country, but the whole future peace of Europe, and, indeed, all the things which man had built up in his upward struggle from the most primeval times of history. The issue was very clear cut and simple. They had got to seize this foul bestial thing which had arisen in Europe by the throat and thrash it until the last breath from its foul body was extinguished, adding; “We must give all that we haver in this time for freedom to crush this foul thing beneath our heel.” [Grantham Journal 13th September 1940].
Even before the launch event had taken place, donations were starting to come in and when the launch was held, the fund was already sitting at £600. Mr Joseph Wakerley J.P. got the ball rolling when he handed in a cheque to the Midland Bank. The Toy Soldiers band had started a series of whist drives on behalf of the fund. Every little helps as a profit of £2 11s 1d was raised from their first drive.
Both young and old were getting involved in the fundraising. The children of Asfordby Road Primary School started fundraising by holding a ‘white elephant stall’ and collected £5 for the Melton Spitfire Fund. Over in Twyford, two small children, Patricia Thody and Edna Johnson held a jumble sale and raised 10s.
Nottingham Evening Post 28 August 1940
The Nottingham Evening Post reported on the 19th September that the Junkers JU-88 German bomber that was currently on display at the Messrs Shipsides premises on Parliament Street in the city will be moving to Melton to raise funds for the Melton Spitfire Fund which had passed the £1,000 mark in a week.
Grantham Journal 27 September 1940
Grantham Journal 04 October 1940
The Leicester Evening Mail reported on the 11th October 1940 that the Melton Spitfire Fund had now reached £3,300 and approximately £300 of this was from contributions from the Ju88 bomber exhibit which over 10,000 people visited the bomber.
Fundraising efforts were being undertaken throughout the district. Local firms continue to assist the fund with Messrs T Denman & Sons employees donating £6 11s; Melton UDC Highways Depot employees £1 15s 3d; Melton Ladies Bowls Club £8 8s. A variety of concerts raised £64 and entertainment by Mr & Mrs Edgar Heawood of Thorpe Satchville raised £5 8s.
Throughout the villages as well as in town, fundraising events were being organised. Lady Daresbury, The Duchess of Rutland organised a Whist Drive in Waltham and raised £113 10s which included 16 guineas raised from the auction of a sheep by the Duchess.
The Duchess also organised another fundraising event at Croxton Kerrial in the form of a whit drive and the proceeds from which along with donations raised another £33 towards the fund.
Another example of a Spitfire Fund Poster
The villagers of Ragdale responded generously by raising £26 3s. in response to an appeal by Mrs W P Cantrell-Hubbersty of Ragdale Hall.
At Frisby-On-The-Wreake, the village Childrens Effort raised £14 from a jumble sale.
Mrs O Pilkington organised a garden fete at her hunting home in Little Belvoir near Abb Kettleby. She was ably assisted by an enthusiastic band of helpers from the villages of Abb Kettleby, Holwell and Wartnaby. The opening ceremony was performed by Lady Daresbury and the Melton Toy Soldiers Carnival Band gave a display. The proceeds from the day raised nearly £100 towards the fund.
Spitfire Fund shop sign in London
In Sproxton, Mr W H Birch organised a collection and raised £17 2s 9d.
The Leicester Evening Mail reported on the 25th October 1940 that Mr John Green, the funds treasurer, announced in a recent meeting that the fund is within £900 of reaching its objective. Mr Frank Brewitt, brother of Mr F H Brewitt of Eye Kettleby Hall sent in £50 from Ireland and Mrs A E Burnaby of Thorpe Satchville raised £20 from a whist drive she organised. Mr Green went on to say “An intensive effort is to be made to raise the required sum and it is hoped to do so by November 23rd.
Mrs Burnaby also raised a further £7 2s. 3d. from collections in the village for the same fund.
On the 30th October, the village of Hose held one of its most successful social events. The event comprised games, competitions and dancing was organised by Mr & Mrs H Brooks in aid of the Melton Spitfire Fund. The winners of the ankle competitions were Mrs H Brooks and Miss Joan Hourd; the spot waltz Mr & Mrs Job Baxter; the statue dance the Misses Jean Hunt and Norah Barnes; book competition Miss Mavis Hunt. Mrs A Pearson was at the piano for the games and competitions and Mr E Burnett and Mr H Brooks were the MCs with Mr B Mantle in attendance with his radiogram for the dance music. The effort realised £4 11s 8d.
Just a few days later, Hose held another fundraising event in the schoolroom where gifts were sold including garden produce and groceries. Messrs H Brooks, C Hunt and E Burnett were in charge of the sale with the assistance of several lady helpers! The event raised another £18 for the Spitfire Fund.
At another event in Hose, the village children’s effort raised £4 2s from a ‘Mile of Pennies’.
Over in Eaton, Messrs G Warr and F Williams of the Home Guard organised a whist drive for the benefit of the Spitfire Fund. The winners were Miss Bagshaw, Mrs M Darby, Mrs C Johnson, and Messrs Pearson, WH Shipman and W Gould. The winners of the knock-out whist were Mrs Johnson and Mr Pearson. The MC was Mr F Williams. Mr O’Leary won a competition arranged by Mr G Warr and the proceeds amounted to upwards of £3.
Messrs G Warr and F Williams of Eaton collected a further £30 10s which was sent to the fund in December.
In the Grantham Journal on the 1st November 1940, Mr Green gave an interesting breakdown of the funds received up to the meeting mentioned above: Individual Donations £543, street collections £314, business houses £169, schools (excluding grammar school) £127, members of clubs including the Rotary and Masonic Clubs £196, from club funds £105, employees of firms £86; special efforts including Melton Bomber exhibition and Midland Woodworking Co.’s competition £783.
Mrs R E Strawbridge, a former well known hunting personality in the Melton District and now residing the United States collected sums amounting to $45, equivalent to £11 1s 1d. In a letter to the secretary of the fund, she wrote “Everyone in my country is working hard for Great Britain, and doing all in their power to help them in this their hour of need. Please remember me to all my Melton friends: they are always in my thoughts.”
Colonel F G D Colman gave a second donation of £5, and amongst village contributions received during the last few days are : Croxton Kerrial £33, Muston £10 4s 6d; Stathern second installment £6 7s 3d. The sum of £10 was also given by Snow Hill shoes Ltd.
£4,141 For Melton Spitfire was the headline in the Leicester Evening Mail published on 21st November 1940. Melton Spitfire Fund has reached a total of £4,141 19s. 5d. Included in the donations is £14 8s. 11d. from a sale of miniature Spitfires organised by Mr C Goldspink, headmaster of the Boys’ Modern School.
Spitfire Fund pin badges
Across in Buckminster, villagers Mrs Black and Mrs T Simpkin collected £11 for the Melton and District Spitfire Fund.
Throughout Melton and the surrounding villages, the people of the district pulled together in a fantastic fundraising effort and when the decision to close the Melton Spitfire Fund was announced in the Grantham Journal on the 6th December 1940, to total raised stood at just over £4,240.
By the time the fund actually closed in February 1941, the patriotic action that awakened the people of Melton Mowbray and surrounding villages into forming the Melton District Spitfire Fund and, thanks to the Melton Times newspaper’s efforts, the ultimate goal of raising £5,091 14s. 4d. was reached by 12th February 194.
A cheque for £5,083 12s 10d was sent to Lord Beaverbrook, the Minister of Aircraft Production.
Spitfire P8522 was just one of 18 presentation Spitfires produced with funds raised by the City of Leicester and towns across the County.
According to the official Air Ministry list, P8522 was built as a F Mk 1A, but was converted to a F Mk IIB during production. she 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 wore the title “Melton Mowbray & District” along with the towns emblem of the Red Lion Rampant upon a white background.
Spitfire P8522 Melton Mowbray and District with the towns lion emblem and wearing the codes RF-W of No 303 Squadron
No doubt you’ve all heard of the phrase “The balloon’s going up!”, but did you know it was an expression for an impending battle?
The phrase is derived from the fact that an observation balloon’s ascent likely signalled the beginning of an artillery barrage, guided by information provided by the observer in the balloon.
Balloons were used by the military for aerial observation and provided their operators with a great view of the battlefield and the first military use of observation balloons was by the French Aerostatic Corps during the French Revolutionary Wars and the first recorded use was during the Battle of Fleurus in 1794. They were also used by both sides during the American Civil War of 1861–65 and continued in use during the Franco-Prussian War of 1870–71. The British Army also used them during the Boer Wars in South Africa in the 1880s/90s.
The First World War was the high point for the military use of observation balloons. Despite it’s experience in operating balloons in South Africa, the British Army were behind in developments and were still using spherical shaped balloons.
A school in the sky over London town – how officers are trained in the Royal Flying Corps. Balloons flying over the capital, training RFC officers in observation and navigation skills in preparation for their role as pilots and navigators. The balloons were often mistaken to be for defence purposes but were used purely for training. Date: 1917
These were quickly replaced by more advanced types, known as kite balloons, which were more aerodynamically shaped to be stable and could operate in more extreme weather conditions. Kite balloons were used for observation over their sector of the Western front, gathering intelligence and artillery spotting.
The First World War kite balloons were fabric envelopes filled with hydrogen gas. Kite balloons, were controlled by a cable attached to the ground, were often known as ‘sausages’ and first used on the Western Front on 8 May 1915 in the Aubers Ridge area.
Each balloon was maintained and tethered by a team of 48 highly-trained men, carried two passengers, known light-heartedly as ‘balloonatics’ – a commander and an observer, who, via a telegraph wire down to the ground would send back information on troop formations and artillery locations.
Two observer officers in the basket of a kite balloon. Note the telephones, map rest, parachute and parachute harness. Photograph taken in Gosnay, 2 May 1918
Each basket was equipped with telecommunication equipment, binoculars, a long range camera, maps, sandbags, pressure gauge, code book, a barometer, an air speed indicator and, more ominously, two sheath knives, two life savers and two parachutes.
Kite balloon observer testing his telephone before ascending, Sep 1916.
Due to the flammability of the gas it unfortunately led to the destruction of hundreds of balloons on both sides with the loss of the ‘Balloonatics’ commanders, observers and also the pilots of the attacking aircraft.
The ‘Balloonatics’ who manned these observation balloons frequently had to use a parachute to escape when their balloons were attacked by enemy aircraft whose pilots earned themselves the name of ‘Balloon Busters’.
German Balloon Buster by Larry Selman
The parachutes were nicknamed ‘Acorns’ and were fitted to the outside of the basket. The idea was to grab the end of a static line as you leapt over the edge of the basket if the balloon came under attack, hoping very much it would open and you would manage to jump free of any potential entanglement.
One of these ‘Balloonatics’ was a young Canadian Officer named Elfric Ashby Twidale. Elfric was the grandson of the late Reverend Joseph Twidale, the long standing rector of over 50 years at the Melton Mowbray Congregational Baptist Church.
Elfrics father, Ashby Pearson Twidale was born in Melton Mowbray as the 5th child of the Rev Joseph and his wife Catherine and was a timber merchant by trade. In the late 1880s, Ashby emigrated to Canada where on the 3rd June 1891 he married a Canadian lady named Clara Wilhelmena Heinrichs whose father, Peter was a native of Germany.
For the last 6 years, since his 18th birthday, Elfric had been part of the 44th Lincoln and Welland Regiment in the Militia.
Just as the First World War was erupting around the globe, Elfrics German grandfather Peter died on the 15th July 1914. I wonder if the events around the globe caused any unrest in the family due to the German patronage?
On the 6th August 1914, Elfric was a Sergeant with the 44th when they were placed on active service for local protection duties as part of the Welland Canal Force. The Welland Canal is a ship canal in Ontario, Canada, connecting Lake Ontario and Lake Erie that enables ships to ascend and descend the Niagara Escarpment and bypass Niagara Falls.
Elfric enlisted into the Canadian Overseas Expeditionary Force on the 8th April 1915 aged 24 years. He was allocated service number 651 when he joined the Canadian Machine Gun Brigade, serving with the No 2 Eaton Motor Machine Gun Battery.
The Eatons were formed in January 1915 under the Command of Major W J Morrison. They were named after Sir John Eaton who had given $100,000 for the purchase of “quick-firing machine guns mounted on armoured trucks” This paid for fifteen guns and the government supplied twenty-five.
An example of an Eaton armoured truck
Prior to joining the Army, Elfrics trade according to his attestation papers was a chemical engineer and whilst he was at Toronto University, he was a member of their Track Team who were the Inter-Collegiate Champions in 1913.
UNIVERSITY OF TORONTO TRACK TEAM, INTER-COLLEGIATE CHAMPIONS, 1912.
The Eatons unit recruited mainly from Toronto and appealed to motor mechanics, drivers and athletes so it could be this that attracted him to join this unit.
On the 4th June 1915, Elfric along with 263 other ranks and 24 officers embarked for England on the RMS Metagama. The ship was operated as part of the Canadian Pacific North Atlantic Service and remained in Canadian Pacific service throughout the FWW. She however, carried Canadian troops in her third-class accommodation on East bound crossings.
RMS Metagama
It seems that not only was the Metagama a new and capable ship, she was a lucky ship as only a month before, the Lusitania was sunk by a German U-Boat U-20 off the coast of Ireland with the loss of 571 lives. Throughout the war the Metagama continued to transport troops across the North Atlantic without incident.
The Eatons arrived at Devonport in Plymouth on the 13th June 1915. From Devonport, the Brigade proceeded to the Shorncliffe Military Base known as “Caesers Camp” near to Folkstone, Kent. Shorncliffe had been set up in April 1915 as a Canadian Training Division for the Second Canadian Contingent to overcome difficulties such as excessive rain, mud and exposure experienced by the First Contingent troops at the initial Canadian camp located on the Salisbury Plain. Shorncliffe was also used as a staging post for troops destined for the Western Front due to its location. As the crow flies, it is only 90 miles from Ypres in Belgium.
Whilst at Shorncliffe, Elfric was promoted and became a Signalling Sergeant and at some point later he became a Sergenat Major with he unit. Whilst in England, he applied to his Commanding Officer Captain E.L. Knight for a commission in the New Army, Imperial Forces – that is the British Army.
This request was granted and he was Struck Off Strength from the Eatons on the 19th November 1915 due to being granted a Commission with the Royal Field Artillery in the New Army.
Elfrics promotion to 2nd Lieutenant (2nd Lt) with the Royal Field artillery was ‘gazetted’ on the 25th November 1915 “The undermentioned to be Second Lieutenants (on probation) Dated 20th November 1915 Elfric Ashby Twidale”.
He was appointed as a 2nd Lt with ‘C’ Battery 64th Brigade and went to France in April 1916 serving on the Western Front from Wailly to Hohenzollern Redoubt and at the Somme in the Montauban-Longueval and Auchonvillers-Ovillers areas
The London Gazette published on the 25th November 1916 recorded his promotion to Acting Captain “Whilst commanding a Trench Mortar Battalion.” He held this rank until 26th January 1917 when he relinquished the rank of Captain and reverted back to 2nd Lt due to no longer commanding a Trench Mortar Battalion.
It would have been after this that he was attached to the Royal Flying Corps taking on the role of an Observer becoming one of the ‘Balloonatics’ with No 16 Kite Balloon Section based in the area around the town Arras at map reference 51c.K.18.a supporting the VII Corps.
Kite balloon view of the trench lines around Arras, Nov 1917.
From the 9th April to 16th May 1917, the British were involved in a major offensive on the Western Front in what was known as the Battle of Arras, or the 2nd Battle of Arras. The Battle of Arras was the British Empire’s part of a larger offensive planned by the French. Arras would both divert German attention from the French attack, to be launched further south along the Aisne, and allow the British to test newly developed offensive tactics.
Battle of Arras 1917
Aircraft of the Royal Flying Corps (RFC), along with their observation balloons were used in conjunction with rifle fire and trench mortars from infantry and artillery units to attack the German trenches, supply lines and observation posts.
Although the RFC entered the battle with inferior aircraft to the ‘Luftstreitkräfte’, this did not deter their commander, General Trenchard, from adopting an offensive posture. Dominance of the air over Arras was essential for reconnaissance and the British carried out many aerial patrols.
The RFC carried out artillery spotting and photography of trench systems using both fixed wing aircraft and balloons. The aircraft were also involved in bombing enemy positions as well as patrolling their own front lines.
Aerial observation was hazardous work. For best results, aircraft had to fly at slow speeds and low altitude over the German defences whilst kite balloons were essentially sitting ducks. It became even more dangerous with the arrival of the Red Baron, Manfred von Richthofen in March 1917 and the presence of ‘Jasta 11’.
It was during the Arras campaign that 2nd Lt Elfric Twidale lost his life. From 16th April, it was apparent that the French part of the Nivelle Offensive further South on the Aisne had not achieved a breakthrough. Field Marshall Haig continued to attack at Arras, to continue to divert troops from the French on the Aisne.
On the 22nd April, the day before the Second Battle of the Scarpe which took place on the 23rd & 24th, Elfric was performing his duties as a ‘Balloonatic’. He would have been observing and recording enemy positions from his balloon basket, most probably observing actions on the front-line and behind it, spotting enemy troop movements or unusual activity of any sort, and to call down artillery fire onto any worthwhile targets.
Due to their importance, kite balloons were usually given heavy defences in the form of machine gun positions on the ground, anti-aircraft artillery, and standing fighter patrols stationed overhead. Other defences included surrounding the main balloon with barrage balloons; stringing cables in the air in the vicinity of the balloons; equipping observers with machine guns; and flying balloons booby-trapped with explosives that could be remotely detonated from the ground. These measures made balloons very dangerous targets to approach.
In the early days of the war, balloons were occasionally shot down by small-arms fire but generally it was difficult to shoot down a balloon with solid bullets, particularly at the distances and altitude involved. Ordinary bullets would pass relatively harmlessly through the hydrogen gas bag, merely holing the fabric. Hits on the wicker car could however kill the observer. It was not until special Pomeroy incendiary bullets and Buckingham flat-nosed incendiary bullets became available on the Western Front in 1917 that any consistent degree of success was achieved,
A British Caquot kite balloon falling down in flames after having been attacked by an enemy aircraft. Boyelles, France, 3 February 1918.
Unfortunately for Elfric, his kite balloon came under attack from a German ‘balloon buster’ aircraft and in an attempt to save his own life, he leapt over the side of the balloon basket. Tragically, his parachute didn’t open properly and he plummeted to his death.
Bucquoy Road Cemetery
His body was recovered and buried in the Bucquoy Road Cemetery at Ficheux approx. 9km from Arras. In November 1916, the village of Ficheux was behind the German front line, but by April 1917, the German withdrawal had taken the line considerably east of the village and in April and May, the VII Corps Main Dressing Station was posted there, near for the Battles of Arras.
For British soldiers the average daily loss rate at Arras was the highest of the war at 4,076. Total casualties amounted to 158,000, with the Germans losing around the same number.
The increased losses of RFC personnel providing British air support during the Battle of Arras in April 1917 resulted in it becoming known as ‘Bloody April’ for the RFC.
During April 1917, the British lost 245 aircraft, 211 aircrew killed or missing and 108 as prisoners of war. The German Air Services recorded the loss of 66 aircraft during the same period. As a comparison, in the five months of the Battle of the Somme of 1916 the RFC had suffered 576 casualties. Under Richthofen’s leadership, ‘Jasta 11’ scored 89 victories during April, over a third of the British losses.
However, the figure of 211 only relets to aircrew. The CWGC Casualty database actually records 258 casualties serving with the RFC who died during April 1917 across all theatres of war, not just on the Western Front.
Samuel Summerfield was born in Osmaston in South Derbyshire in 1894. Records show by his sixth birthday his parents Samuel and Alice Summerfield had arrived and were living in the small community of Sysonby near Melton, they set up as graziers and produced meat for the local market.
Samuel junior was one of eight children and their second son. Ten years on the family were established in their own butchers shop and young Samuel seemed already obsessed with the idea of flight‘. When not working as a clerk at the Gas works in town, the majority of his spare time and money was directed towards his hobby.
As a young teenager Samuel is recorded as supplying aviation materials by mail order from an address in Sherrard Street. Surrounded by the materials he needed to construct a rudimentary flying machine, it was not long before he was able, at the age of 15 – from eyewitness accounts given by local inhabitants, to glide aboard home-made machines at around the time of Bleriot‘s great achievement.
The Flight magazine published 4th March 1911 published the following:
“Catalogue: Model and Full size aeroplanes, Engines and Accessories. S Summerfield, Sherrard Street, Melton Mowbray. Price 3d.”
In September 1912, Sams enthusiasm and focus shown as a youth, together with a series of flying lessons as a teenager had paid off. Samuel Summerfield was awarded a prestigious Aviators Certificate; No. 292 from the Royal Aero Club of the United Kingdom having passed the necessary test on a Bristol biplane.
Royal Aero Club Aviators’ Certificates
Royal Aero Club Aviators’ Certificate No 292
The Melton Mowbray Mercury and Oakham and Uppingham News reported on the 31 July 1913 “A large company assembled on the Nottingham Road ground on Saturday to witness an exhibition by Mr Sam Summerfield, of Melton Mowbray, on his Bleriot monoplane. Considerable delay was occasioned by a mishap to the machine, and when eventually the local airman attempted a flight, he was caught by a gust of wind directly after leaving the ground and ran with considerable force into a hedge. The machine was partially wrecked but Mr Summerfield escaped with slight injuries. In the evening, Mr F Manley made a very successful parachute descent.
Sam Summerfield and Bleriot at Melton Mowbray
Sam sorted out each problem as it arrived and he was known to use two or three different fields, all reasonably close the edge of the town, with possibly ‘his first choice being the Polo ground which lies just south of the railway line that passes the village of Brentingby. Long used as a sports venue, it was an unobstructed and level area of grassland that would have suited his needs adequately.
His second choice was likely to have been the large field that stretched between Nottingham Road, at the junction next to Sysonby Lodge Farm and the rear of the Wymondham Grammar School Farm on Scalford Road. This was a venue which was later to be used by the Government during the period of the Great War by the fledgling members of the new Royal Flying Corps.
Much later, during the 1920‘s, Sam would use the new landing field which was then situated at what is now Norfolk Drive, which runs between Sandy Lane and the Burton Road, but this was at a time when the phenomenon of flying an aeroplane had lost some of its pioneering zeal and a club had been started in Melton for the many new recruits and enthusiasts.
The Flight magazine of 20th December 1913 contained the following article: Mr. Summerfield at Melton Mowbray. In anything but ideal weather Mr. S. Summerfield made a fine flight on his Bleriot machine at Melton Mowbray last Saturday. For most of the time he kept about 1,000 feet up and came down by a splendid spiral vol plane’. There was one apprehensive moment when the machine side-slipped, but the pilot skilfully corrected that in good time.
Shortly afterwards, on the 26th June, the magazine reported ―Mr. Summerfield, of Melton Mowbray, who has recently been flying the Watson rocking wing machine at Buc, had a narrow escape whilst flying his Bleriot monoplane recently. He was coming down in a steep spiral, and, when trying to flatten out at a height of about 50 ft., found that one of his rudder control wires had come adrift, thus rendering the rudder useless. Taking his feet off the rudder bar and placing them on the tank he awaited the smash. The machine struck the ground with great force and was totally wrecked, but Mr. Summerfield escaped practically unhurt. He is of the opinion that had he kept his feet on the rudder bar he would have broken his legs.
Samuel Summerfield Certified Aviator – No 292 – On the Watson Rocking Wing Aeroplane at Buc aerodrome, France.
In 1914 as the world was engaged in the Great War, the Summerfield family were affected, just like many others across the country. On the Melton Mowbray war memorial, there is a S Summerfield listed and it is often thought to be Sam.
Sam was the Chief Flying Instructor at the Bournemouth Flying School which had been established by the Bournemouth Aviation Company on farmland at Talbot Village. It was used to train prospective Royal Flying Corps (RFC) pilots and, although it was wartime, flights were also available to the public at a cost of £3.
The school was equipped initially with three Caudron type Biplanes of 35,45 & 60 Horsepower and , under the instruction of the chief instructor ,Mr S Summerfield,the pupils built another similar machine.By August 1916 there were 4 aircraft and an additional instructor – Mr E Brynildsen.
Bournemouth Flying School 1916
There was avid public interest in flying and at weekends numerous spectators gathered to watch the aircraft. A (weekly) report from Flight (May 25 1916) stated…..
” Bournemouth School. Pupils rolling alone last week: Messrs. Kennedy, Barlow, Brandon, Pritt, Scaramanga, Daniel, GreenTurner, Hammersley, and Minchliff. Straights alone: Messrs. Morley, J. Wilson, O. Wilson, Morris, A damson, Smith, Gordinne, and Barlow. Figures of eight and circuits alone : Messrs. Frank Simpson and Morley. Instructors: Messrs. S. Summerfield and Brynildten. 35-45 and 60 h.p. Caudrons in use. Certificate was taken by Mr. Frank Simpson, who attained a height of 1,300 feet, vol plane’d down, landing right on the mark. His flying was exceedingly good. On Wednesday Mr. Summerfield gave various exhibition flights before a fair-sized crowd, his steep dives being a feature. The usual number of visitors were again present on Saturday, and witnessed some fine steep banks and spirals by the same pilot. On one flight he attained a height of 3,000 feet, indulging in all sorts of evolutions with engine off. Towards the evening, two passengers were taken up, one of whom was Mr. C. Hudson, of Birmingham, who had the pleasure of enjoying several stunts performed by Mr. Summerfield at an altitude of 2,000 feet; afterwards, he spiralled down to earth.”
The school moved to nearby Ensbury Park in 1917 and the site reverted to farming.
Ensbury Park, then on the northern outskirts of Bournemouth, took over from Talbot Woods at the beginning of 1917. Although still a civilian flying school, the Bournemouth Aviation Company continued to train pilots for both the RFC and Royal Naval Air Service, as well as Belgians and Canadians. It claimed to be the best -equipped flying school outside London. Aircraft used included Caudron, Curtiss JN-3s and Avro 504s. On 1 April 1918 the Royal Air Force was formed and the site became RAF Winton.
Sam served in the RFC/RAF during the First World War and survived. However, the name of the casualty on the memorial is actually that of his younger brother Sidney who was serving with the 8th Battalion Leicestershire Regiment.
On Friday October 13th 1916 The Melton Mowbray Times & Vale of Belvoir Gazette published the following article under the heading. “MELTON AND THE WAR.” – MELTON SOLDIER’S KILLED. During the past week news has reached Melton Mowbray of the death of several more local soldiers. On Sunday morning Mr. S. Summerfield, butcher, Nottingham-street, received the following letter:- “3rd October, 1916. Dear Mr. Summerfield, – It is our painful duty to write and let you know that poor Sid was instantly killed by a shell on the night of the 24th September. Unfortunately neither of us was near him at the time, so his officer took his papers, and was afterwards wounded. We, being great friends of Sid, can sympathise deeply with you in your great loss. If there is anything further you would like to know, we shall be only too pleased to do anything in our power on hearing from you. Yours sincerely, W. G. Butteriss, E. Simpkins.” The following letter was received by Mr. Summerfield on Tuesday:- “B.E.F., October 5th. Dear Mr. Summerfield, – I write to you with much regret of the sad news of your son Sidney in the recent action that took place on the 24th September, this being my first opportunity of writing. I hardly know how to write such sad news. Though I was not actually with him at the time, I learn from those who were by his side at the time that a wiz-bang shell bursted against him and caused instant death. having been a great chum of Sidney’s for many years, we always made it understood that whatever happened to either of us, one should break the news if possible, and believe me, I am awfully upset to have to write such heart broken news, yet one never knows out here when your turn may come. I saw Sidney only a few hours before he went into the line, and he was the same as he always has been – very cheerful up to the time I left him. I am sure it is very hard for me to write such sad news, but I think it my duty to tell you the truth. It’s lucky for myself that I am able to do so. Sidney being much liked amongst platoon, and always having a good heart, is very much missed by us, and those who have once more returned along with myself, wish me to send you and family their deepest sympathy. I now close my letter, this being our wish made between us to write home who ever got through safely. I remain, yours truly, Pte. H. Warner. Pte. Sid Summerfield was the third son of Mr. S. Summerfield, and was 20 years of age. He was educated at Melton Mowbray Grammar School, where he took a foremost place in sports and athletics, and won a number of prizes. Afterwards he played for Egerton Park C.C., and in several matches made big scores, always batting in splendid style and seldom failing to punish home balls. Deceased also became a member of Melton Rugby Football Club, for whom he played half-back, and was also a member of the Young Men’s Institute. At the outbreak of the war he was employed at the Great Northern Railway Station, and at once enlisted in the Leicester’s with his friends, Butteriss, Dixon and Simpkins. It will be remembered that some years ago Pte. Sid Summerfield and his brother Alfred nearly lost their lives on the river at Sysonby, at the time their parents resided at Sysonby House, now known as the Riverside Colony. After a frost they were sliding on the river, when the ice broke, and let them in. Mrs. Summerfield and her two daughters bravely rescued them at the risk of their own lives by forming a human chain, and were afterwards awarded life saving certificates. One of the deceased’s brothers is serving with the forces at Salonika, while another is chief flying instructor at the Bournemouth School. It will be noted from the first letter that Sergt. Simpkins, who was last week stated to have been killed, is still safe.
Sids body was never found and he is commemorated by the Commonwealth War Graves Commission on the Thiepval Memorialon the Somme in France.
In addition to the Thiepval Memorial, Sid is also commemorated locally on the King Edward VII Grammar School War memorial at Sage Cross church, the WW1 tryptych at St Marys Church, the WW1 tablet at the RBL Keswick House and the Egerton Lodge War Memorial.
Melton Mowbray King Edward VII Grammar School War Memorial
After serving in the RFC/Royal Air Force during the Great War, Sam earnt a living ‘barnstorming’ and providing leisure flights with a travelling air circus. He also served in the Reserve of Air Force Officers (RAFO) where his promotion to Pilot Officer was ‘Gazetted’ on 23rd March 1926. He held this rank until he relinquished his commission in the RAFO on the 23rd March 1931.
London Gazette 1926
In the summer of 1926, Sam was a pilot working for the Northern Aviation Company taking passengers on pleasure flights. On one occasion, he was the pilot of one such trip with Pearson Hardcastle of Colne Bridge near Huddersfield and Margaret Mercer of Heysham in Lancashire were passengers on a pleasure trip around the Morecambe area.
Shortly after takeoff, Sam noticed an unusual draft around the back of his neck. Almost at the same time as the other passenger touch him on the shoulder, he turned around and saw Pearson Hardcastle in the 2nd seat behind the pilot standing up with his hands above his head. In a flash, the man had disappeared over the side of the plane falling to his death. The inquest into the incident concluded that the man had suffered a sudden heart failure resulting in him falling from the aircraft and no blame was attributed to Sam as the pilot.
Sam, aged 40, made a life-changing commitment when he left England on the 2nd November 1934 aboard the P&O Electric Ship Strathnaver, The first of five Strath Sisters was specifically designed for the UK-Suez-Bombay-Australia run.
A painting of Strathnaver on the Suez Canal Egypt by artist Roger H. Middlebrook
He travelled to Brisbane in Australia with another pilot, 28 year old Maurice Brunton whom he lived with at 13 Lewin Road Lambeth, London SW16. The two pilots travelled 3rd/Tourist class.
Sam had had been flying planes in England and western Europe since before World War One. He had been barnstorming around Queensland and the Northern Territory when he flew into the new Tennant Creek goldfield, being the first plane to ever arrive at the new settlement.
His plane was blown away by a dust storm, and damaged beyond repair. So he stayed on at Tennant Creek as a prospector, owning the Mary Lane lease for 30 years.
The trip ‘down under’ was only intended to be a six months return trip working to earn a few shillings in the ‘off’ season. However, it became a one-way migration when, after a very short period of flying his plans were shattered. He was diagnosed with a hearing defect which had been traced back to his exposure to an explosion in the early days of hostilities of the First World War. The Australian authorities deemed this sufficient enough to prevent him from obtaining a commercial pilot’s licence in Australia which meant that he was never to fly again.
Sam Summerfield
He stopped prospecting in 1966 after falling and breaking a hip, then died the following year on the 2nd April aged 73. He is buried in the small mining town of Tennant Creek.
On the 13th August 1944, a Wellington bomber took off at 15:45Hrs from RAF Market Harborough for what was thought to be just another trip, a routine cross country training flight followed by a bombing detail at Grimsthorpe Bombing Range.
The aircraft in question was a Wellington Mk X, serial number LN281 operated by No 14 Operational Training Unit (OTU).
The primary role of the OTU was to train aircrew to fly ‘medium’ twin engined bombers to an acceptable standard before joining an operational squadron.
No 14 OTU was originally formed at RAF Cottesmore in Rutland on 8th April 1940 when No 185 Sqn merged with the Station Headquarters flight. Its role was to train night bomber crews equipped with Hampdens and Herefords.
No 14 OTU Crest
In recognition of the units’ achievements in training aircrew, an official badge for No 14 OTU was approved by King George VI. The badge depicted a hounds head with a hunting horn and riding whip. The badge design was based on the units location and role.
Originally being formed at Cottesmore in Rutland followed by a move to Market Harborough in Leicestershire, both counties are known to be some of the best hunting grounds in the country.
The role of the unit was the training of airmen whose duties are to hunt and destroy the enemy. The Motto ‘Keep With The Pack’ was selected because ‘concentration had long been a principle in Bomber Command and the airmen hunt in packs not only for securing greater defence but to obtain increased effect in bombing.
In the autumn of 1942, No. 14 OTU converted from the Hampden bomber onto Wellingtons and remained at Cottesmore until August 1943 when it was moved to Market Harborough.
Wellington Bomber
The OTU courses lasted five months and involved 80 Flying Hours. Bomber Harris, C in C Bomber Command explains in his book ‘Bomber Offensive’ that training at OTUs only comes right at the end of a long period of flying training for each individual. The education of a member of a Bomber Crew was the most expensive in the world, costing some £10,000 for each airman, enough to send 10 men to Oxford or Cambridge University for 3 years.
Official records show that the total number of trained personnel output from No. 14 OTU whilst at Market Harborough was 516 Pilots, 484 Navigators, 480 Bomb Aimers, 497 Wireless Operator/Air Gunners and 931 Air Gunners. In order to achieve this output, flying took place on 510 days and 372 nights, during which a total of 45,835 Flying Hours were achieved. In the course of these training exercises, a total of 61 aircrew were to make the ultimate sacrifice due to being killed in training accidents, with dozens more wounded.
As mentioned above, the Wellington on this ‘ordinary trip’ was built to contract B124362/40 by Vickers Armstrong’s Ltd at Chester and delivered to MU store in October 1942 with the Serial Number LN281. Following delivery, it was issued to No 429 Squadron at RAF East Moor just north of York in early June 1943 and given the code AL-V for Victor.
Not long after being delivered to 429 Sqn, LN281 ‘V for Victor’ was taking part in her first operational sortie and was tasked with bombing Wuppertal, Germany.
This attack was aimed at the Elberfield half of Wuppertal as the other half had been attached at the end of May. This particular raid involved 630 aircraft from Bomber Command consisting of 251 Lancasters, 171 Halifaxes, 101 Wellingtons, 98 Stirlings and 9 Mosquitoes. A total of 34 aircraft were lost on the raid, 10 Halifaxes, 10 Stirlings, 8 Lancasters and 6 Wellingtons.
Post war analysis show that 94% of the Elberfield part of Wuppertal was destroyed that night with 171 industrial premises and 3,000 houses being destroyed, and a further 53 industrial premises and 2,500 houses being severely damaged. The loss of life is thought to be approximately 1,800 killed and 2,400 injured.
Canadian, P/O Keith McLean Johnston was the pilot in charge of ‘V for Victor’ and her multi-national crew when they took off from East Moor at 23.08hrs on 24th June 1943.
The crew consisted of:
Pilot – P/O Keith McLean Johnston RCAF (J/16067), of North Vancouver, British Columbia, Canada.
Navigator – Sgt Howard William Clarke RCAF, of Talbot, Alberta, Canada.
Bomb Aimer – Sgt F W R Frost RAF (1320228).
Wireless Operator/Air Gunner – Sgt Joseph Arthur Marcel Lortie RCAF, of St Agathe des Monte, Quebec, Canada.
Rear Gunner – Lt J C Elliott USAAF.
At 03.54hrs the LN281 was landing on return from the mission when a tyre burst, followed by the undercarriage collapsing resulting in both propellers, the starboard wing, starboard engine and the bomb doors becoming damaged.
It is unclear as to whether or not this was due to damage received by enemy night fighters or flak defences. As a result of damage sustained, the aircraft was taken out of active service to undergo repairs.
The aircraft was repaired in works and on completion of the repair it was issued to No 14 OTU at RAF Market Harborough in late-1943.
On the 13th August 1944, LN281 was tasked with a routine cross country training flight followed by a bombing detail at Grimsthorpe Bombing Range – Just Another Trip!
The normal crew of a Wellington would consist of the Pilot, Navigator, Wireless Operator, Air Gunners (x2) and Bomb Aimer. At times Staff Pilots and Navigators would be additional crew members as their role was to train the inexperienced crew and ‘check them out’ ensuring that the trainees were achieving the correct standard. Staff Pilots and Navigators were deemed to have enough experience due to recently completing a tour of ops at a front line Squadron, normally consisting of 30 sorties over enemy territory.
On this trip, the crew for LN281s training mission was no exception as the crew consisted of the usual six trainees plus a staff Pilot and Navigator.The crew of LN281 on the 13th August was:
Staff Pilot: Fg Off N Owen DFC 162950
Staff Nav: Plt Off S J Guiver 174686
Pilot: Sgt E M Roberts 1624053
Nav: Sgt W M Thomas 1652484
W/Op: Sgt R McCudden 1822819
Bomb Aimer: Sgt L Wilson 1684528
Air Gunner: Sgt P R Stafford 1881894
Air Gunner: Sgt G H Raby 3006707
At some point during the sortie, the aircraft started to experience trouble with the starboard engine and overflew RAF Melton Mowbray airfield at a height of 1000ft.
At this height, the aircraft was too low for the crew to safely bale out so the only option was to try and make a safe landing.
Whilst trying to execute a large circuit on one engine and make an emergency landing at Melton airfield, the aircraft lost flying speed, stalled and crashed four miles from the airfield between Saxby Road and Thorpe Road in the Copley South field and burst into flames.
The entry in the No 14 OTU ORB for 13th August states:- “Wellington LN281 crashed 4 miles north Melton Mowbray airfield. Staff Pilot – F/O Owen. Pupil Pilot – Sgt. Roberts. Attempted forced landing in field and blew up on impact, finally being destroyed by fire. 7 killed and 1 dangerously injured.”
The accident record card for LN281 goes on to state “The aircraft crashed and caught fire. Court of Inquiry: the aircraft started to execute a large circuit on one engine, lost flying speed, stalled and crashed and burnt out” ” Pilot lost safe S.E. flying speed and turned with the good engine and stalled”.
The official records state that LN281 crashed in a field known as Copley South which is approximately 4 miles north of RAF Melton Mowbray airfield and quoted the following Cassini map grid reference WF 225405 Sheet 630 and this equates to an Ordnance Survey map reference of SK783 197.
Crash site grid references
However, according to eye witness accounts, and the actual location of Copley South field, the crash site is at grid reference SK768 195, several hundred yards further West than the Cassini reference.
Wellington crash site in Copley South Field
As one can imagine with this type of incident taking place in a well-populated town, there would have been numerous witnesses that saw the incident or are relatives of those who were involved in it some way or another.
The following paragraphs detail a few of those accounts of local people that witnessed the event or became involved in the rescue.
The Melton Times from Thursday October 4th 2012 reported the following: It was around 19:30Hrs when Melton man Walter Griffin spotted the aircraft pass overhead with 1 propeller feathered just clearing the houses in Saxby Road whilst he was playing cricket at the All England Ground on Saxby Road. At the time Walter was an air cadet and went to the rescue with two other fellow cadets.
Walter said: “I thought it might crash because it only had one engine going. When I got to the crash site the Wellington was broken in half and it had caught fire straight away.”
“There were three airmen on the ground. One was very badly burnt, another was alive and the other one I didn’t know.”
Walter pulled two of the men clear of the wreckage while the rear gunner was shouting from the twisted-up tail of the aircraft.
He said: “I couldn’t get to him because of the rear turret. I got a hold of his arm but I couldn’t free him. The fire came along the aircraft and he burned to death while I was trying to get him out.”
It wasn’t long before more people soon arrived at the scene to help in trying to rescue the crew.
Walter, whose arms were badly burned as a result of his brave rescue bid, was commended for his efforts after trying to save the lives of young airmen after the Wellington bomber crashed.
Walter Griffin commendation letter
“Sir, I am commanded by the Air Council to inform you that their attention has been drawn to the assistance you gave when a Royal Air Force aircraft crashed and caught fire at Melton Mowbray on 13th August 1944.
The Air Council wish me to convey to you their warm appreciation of your services and to thank you for your help.
I, am Sir,
Your Obedient Servant
Permanent Under Secretary of State”
The following statement is an extract from The Melton Times dated Friday October 6th 1944.
Gallant Action of Melton Air Cadets.
The Officer Commanding Melton Air Training Corps has received the following letter from Air Marshall Sir Leslie Gossage, Chief of the Air Training Corps.
Flt/Sgt R.S. Baber, Cpl Moore and Cdt W. Griffin.
“The Commandant for the Midland Command Air Training Corps has drawn my attention to the gallant action performed by three members of No 1279 (Melton Mowbray) Sqn cited above, who, on the 13th August 1944 with complete disregard of the danger involved, joined in an attempt to rescue the rear gunner of a Wellington aircraft which had crashed and caught fire. The ammunition was exploding during the time that the rescue attempt was being made and eventually the intense heat and flames drove them back but not before they had made every effort to release the Sgt Air Gunner who was trapped in the burning wreckage. I consider that the action of these cadets which is in accordance with the high tradition of the Royal Air Force and the Air Training Corps, reflects the credit both on themselves and No 1279 Sqn to which they belong. As Chief Commandant I shall be glad if you will convey to them my sincere appreciation of their gallant conduct.”
Another ATC Cadet, Keith Doubleday, who was an apprentice working at Boulton & Pauls on Horsa gliders, also remembers the incident very well.
Keith says “I was an ATC cadet. A cricket match was being played at the time. The aircraft came almost directly over the All England Ground. As I recollect one of its engines had stopped. It banked and side slipped into the ground, bursting into flames. I have a feeling this was in the early evening but, due to Double British Summer Time, it was quite light. The sports facility was always well patronised with ATC cadets. Many of us raced to the scene of the crash and attempted rescue of the crew but it was a hopeless task. Being a Wellington and fabric covered the heat was intense. What we didn’t realised at time was the ‘hissing’ noise passing us was live ammunition exploding. Amazingly, none of the cadets were injured due to this. As the “Swans Nest” swimming club was very close by, many service personnel also came to the rescue. The Rear Gunner was the most prominent of the crew and many brave attempts to rescue him were made. As the Wellington is of geodetic construction and being metal it was red hot. It was impossible to reach the gunner from inside the fuselage. It is a memory those of the remaining cadets will always have imprinted on our minds. I was 17 at the time as was most of the other cadets.”
Jack Williamson was an airman stationed at RAF Melton Mowbray and was known as ‘Snowy’ while at Melton as his hair was jet black. Jack remembers being asked to work late one night by his Chief as a Sqn of Fleet Air Arm Swordfishes came into Melton for an overnight stay. Jack was a witness to the Wellington that crashed between Thorpe Arnold and Saxby Road on August 13th 1944. Jack remembers thinking ‘What’s he doing flying away from the airfield with one prop feathered?’ when it hit a haystack and burst into flames. Jack was one of the first people to arrive at the incident and managed to drag one of the crew members out of the flames. As the RAF Ambulance and medics arrived at the scene, Jack said to one of them ‘look after this chap a minute’ and crept away from the scene as he didn’t want any publicity for his actions. After the accident, everybody was asking who was this brave airman was but nobody knew. A couple of days later back at camp, all the airmen were getting inspected as it was the CO’s parade and Jack was picked up as his uniform was all burnt from rescuing the crewman. From this they deduced that Jack must have been that airman whom they were searching for and he was subsequently awarded a citation for his heroism.
Another eyewitness to the crash was a gentleman called Ken Digby. Ken was just 12 at the time and was one of the first on the scene. In an article published in The Melton Times on 25th October 2012, he said “I can remember it vividly to this day and will never forget what he saw.”
Ken recalls: “I lived at Thorpe End and was walking near the Swan’s Nest with a friend and saw the plane flying low. We ran across the road and could see smoke pouring out as it crashed near to Copley’s South field. As we entered the field a gentleman called Jack Gibbs came up to us and told us to keep away. There was ammunition on board and bullets were going off in all directions. We saw one of the airmen trying to get out of the cockpit but all of a sudden it just went up in flames.”
Ken went on to say that Trevor Woods, the fireman in charge, gave him some money to go and get some beer for his crew and he went to the White Hart in Melton to fetch it.
He said: “My dad got some Toddy’s Ale and I carried it back down to the gate to give it to the firemen.
Another witness to the crash was a Mrs Orridge of Melton who recalls the crash in a Melton Times article on the 4th Jan 2013:
“My friends and I stood on a bridge spanning the railway line and we watched a Wellington bomber circling above.
It came so low we could clearly see the men in the plane and we started waving to them.
Suddenly, to our horror, the plane was alongside the bridge, almost touching, the noise was horrendous. It vanished from sight. Then a loud explosion and smoke told us the plane had crashed.
That day remains with me still and the sadness we felt.”
Ron Barrow was swimming with his friend Derek Woodman in the River Eye at the Swans Nest or Chippy Dixons Lido as it was also known. Ron remembers the Wellington circling round, maybe upto 3 times before it crashed in the ‘100 acre’ field.
Ron and Derek rushed over to the site but as they were only in their swimming trunks there was not a lot they could do as the aircraft was already engulfed in flames. They returned to the Swanns nest with sore feet from all the thistles in Copley South field.
Rons main recollection of the crash was the smell of burnt flesh that stayed with him for several days after the crash. When asked about the position of the aircraft, he recalls that the fuselage was broken in two with the tail part angled up in the air.
Back in the early 70’s, a young Melton man named Joe Perduno had been discussing the crash with another witness called George Charity. As a result of being told the rough area where the crash occurred, Joe went metal detecting and found an aircraft fuel gauge which he remembers the words “Rear Tank 160 Gallons”.
Back in the early 70’s, a young Melton man named Joe Perduno had been discussing the crash with another witness called George Charity.
As a result of being told the rough area where the crash occurred, Joe went metal detecting and found an aircraft fuel gauge which he remembers the words “Rear Tank 160 Gallons”.
In an interview on 30th October 2013, Roy Beeken was 20 at the time of the crash recalls the incident vividly.
Roy explained to me his version of events. Roy worked part time for the Melton Fire Service and was at home on the Kings Road ‘extension’ when the Wellington flew overhead in a North West – South Easterly direction flying low over the houses on Thorpe Road with one engine smoking and getting lower and lower all the time. He didn’t see it crash, but saw the smoke rising up from the scene.
Roy kept his fireman’s uniform at home and instead of reporting to the fire station, he put on his fireman’s tunic and got on his bicycle and went to the site of the crash. As he was cycling down Saxby Road (B676) he was passed the Melton fire tenders.
Roy recalls running away from the burning aircraft as the oxygen cylinders were exploding and also remembers the same as Ron Barrow in that the tail part of the aircraft was angled slightly up from the ground.
Staff Pilot: Flying Officer Norman Owen DFC 162950
Norman Owen DFC
Norman Owen was born in 1918 and was the son of Richard and Diana Owen, of Colwyn Bay, Wales. He grew up on Pendared Farm, Llysfaen, with his sister and five brothers and was educated at the local primary school, probably in Llysfaen and then from 1929 – 1932 at Colwyn Bay Central School.
Prior to joining the RAF, Norman served as a constable with London Metropolitan Police from 1937 – 1941, serving at Hammersmith throughout the Blitz.
Following the outbreak of war he joined the Royal Air Force Volunteer Reserve on the 14th May 1941 as an Aircraftman 2nd Class Aircrafthand/Pilot and allocated service number 1390425. He trained as a pilot at Turner Field, Georgia, USA and completed his training in Britain. He was promoted to temporary Sergeant on 13th December 1942 after which he was commissioned on 23rd November 1943. During his flying training he sometimes took a detour to fly over Pendared Farm, where his mother would wave a sheet which led to some local complaints about low flying!
Following completion of training Norman was posted to No 207 Squadron at RAF Spilsby, Lincolnshire where he completed a full operational tour of 30 operational sorties as a Lancaster pilot. It was normal procedures that after completing an operational tour, the crew would then be posted to training units for a rest tour and sometimes this required the crew to be split up. Norman was transferred to No 14 OTU at RAF Market Harborough, Leicestershire to become an instructor. Approximately a month after leaving 207 Sqn at Spilsby
Norman completed 36 operational tours over enemy territory with No 207 Sqn, Norman was awarded the Distinguished Flying Cross and this was announced in the Supplement to the London Gazette dated 13th October 1944 page 4693. However, as DFCs cannot be awarded posthumously, the Gazette stated that the award will take place with effect 12th August 1944.
Norman Owen DFC
Norman’s first operational trip over enemy territory was a “2nd Dickie” trip with an experienced crew before taking his own crew on 35 ops. Some were to French targets, which until late May 1944 were deemed to count as only a third of an op. Norman is amongst several pilots recorded in 207’s ORB as complaining about this. After the losses on the Mailly raid in May 1944 the powers-that-be relented and French trips were then re-counted as a whole op. However, by the time Norman was nearing the end of his tour the number of required ops had been raised to 35 and this continued until near the end of the war when the number of 1st tour ops were changed down and up several times, presumably as a surplus of aircrew arose due to the training programme output, and the reducing losses then being seen.
At the time of the crash, Norman had amassed a total of 506 Flying Hours, of which 68 were in Wellingtons. He was aged 26 when he died and left behind his wife Mary Owen, of Dolwen.
Norman and Mary wedding photo
Many thanks to Normans nephew, Raymond Glynne-Owen who has provided valuable information and photographs regarding Norman.
Flying Officer Norman Owen DFC is buried in Grave 34 of the C of E Section at Old Colwyn Church Cemetery.
Norman Owen grave
Staff Navigator: Plt Off Sydney Jack Guiver 174686
Sydney Guiver
Sydney Guiver was born in 1921 in the Rochford region of Essex and was the 3rd child of Frederick George and Maud Emily Guiver, of Southend-on-Sea. Prior to joining the RAF Volunteer Reserve in September 1941 as trainee aircrew, Sydney was a bank clerk.
Following his aircrew training, he was posted as a Sgt Navigator onto Lancaster bombers.
Sydney and crew mates in front of Lancaster bomber
According to the Supplement to the London Gazette dated 30 May 1944, Sydney’s promotion from NCO aircrew to Commissioned Officer was announced. The entry stated that he was appointed to Commission within the General Duties branch and was awarded the rank of Pilot Officer on probation (emergency) wef 31st Mar 44.
Sydney Guiver back row 3rd from Right
Sydney married Dora Isabel Gunning in 1944 in Holywell Flintshire in Wales. Dora served in The Land Army and they lived with Frederick and Maud at 641 Southchurch Road, Southend-On-Sea. Although they lived in Southend, Sydneys death certificate recorded his address as Bryn Awel, Leeswood, Mold, Flintshire.
Two telegrams sent to Mrs GF Guiver informing her of the death of her son and when the coffin will be dispatched from RAF Market Harborough.
Death notice telegram
The first telegram reads:
“Mrs F G Guiver, 641 South Church Road Southend on Sea, Essex. Deeply regret to inform you that your son 174686 P/O Sydney Jack Guiver lost his life as a result of a flying accident on 13/Aug/44. Please accept my profound sympathy further telegrams follows OC RAF Market Harborough.”
The 2nd telegram advises the family about the coffin and reads: “16 Aug Coffin late P/O S J Guiver will leave Mkt-Harboro Station 7.49PM today and will arrive Southend Station 6/44AM repeat 6/44AM Thursday 17th August – RAF Market Harborough.”
This letter was sent to Sydneys father on the 20th Aug and reads:
“Dear Mr Guiver, I write with the deepest regret to convey to you the feelings of this unit in the very sad loss of your son, Pilot Officer Sydney Jack Guiver, as the result of a flying accident.
Your son was the Navigator of an aircraft which crashed near Melton Mowbray at approximately 7.30pmon the 13th August 1944. Death was instantaneous.
During the short time your son was at this Unit he made himself very popular with everyone. The loss to the service is great as the Royal Air Force can ill afford to lose such a keen and cheerful member of aircrew.
I have today written to your sons wife, giving full particulars of her husband’s death.
Letters from RAF Market Harborough
Again on the 17th & 20th Aug, RAF Market Harborough wrote to the father. The letter on the 17th reads:
“Dear Sir,
Pilot Officer S J Guiver (deceased)
It would be appreciated if the flag forwarded with the coffin could be returned to this Unit please. An official paid label and wrapper are enclosed for your convenience.
It would be appreciated if the flag forwarded with the coffin could be returned to this Unit please. An official paid label and wrapper are enclosed for your convenience.
Date of burial
Place of burial
Name of cemetery
Grave number
Yours faithfully
Group Captain Commanding
RAF Market Harborough”
The 2nd letter from the 20th reads:
“Dear Mr Guiver, I am enclosing herewith three photographs of your son which we happen to have on the Station as I am sure you would like to retain them.
I would be pleased if you would be good enough to give one of the photographs to Mrs D I Guiver.
Yours Sincerely
Group Captain Commanding
RAF Market Harborough”
Grave of Sydney Jack Guiver
Pilot Officer Sydney Jack Guiver is buried in Plot C Grave 722 in the Sutton Road Cemetery Southend-On-Sea.
Pilot: Sgt Edward Mansel Roberts 1624053
Edward Mansel Roberts
Edward Mansel Roberts joined RAF (Volunteer Reserve). He was the son of Wilfrid and Martha Roberts of Buckley, Wales
Edward Mansel Roberts completed 140 Flying Hours of which 23 were on Wellingtons. He was aged 20 when he died.
Mansel Roberts KIA
Family grave with Edward Mansel Roberts
Sgt Edward Mansel Roberts is buried in the Non-Conformist Cemetery at Buckley.
Navigator: Sgt William Marshall Thomas 1652484
Sgt William Thomas
Sgt Thomas was the son of Haydn & Jane Thomas of 28 Byron Street Cwmam Aberdare Glamorganshire and was born in 1923 in Aberdare (Merthyr Tydfil).
William Marshal Thomas front row 2nd from left
He was educated at the Aberdare Boys’ Grammer School where he is commemorated by name on the schools’ Memorial Plaque, dedicated to those who fell in the Second World War.
Aberdare Boys Grammar School Memorial
The wording on the memorial plaque states:
“This memorial was erected to honour and perpetuate the memory of those past students of the Aberdare Boys Intermediate School who fell in the World War 1939-1945.”
“Thomas, Wm Marshall Sgt Navigator RAF”
Sgt William Marshall Thomas is buried in an unconsecrated Grave X/4120 at Aberdare Cemetery Glamorganshire.
Air Gunner: Sgt Peter Robert Stafford 1881894
Sgt. Peter Stafford
Sgt Peter Stafford was born on 29th Aug 1923 in Croydn, Surrey to John Francis and Dorothy Mary Stafford, of Addiscombe. He was educated at Asburton School and was a keen cyclist and a member of the Addiscombe Cycling Club. Prior to joining the RAF he was an electrician serving with the Borough Valuer’s Dept in Croydon.
Sgt Peter Stafford AG Wing badge
A letter from his RAF Station said that after being posted there on the 28th June 1944, he had made himself most popular with everyone there and carried out his duties with keenness and efficiency, an example to all of them who knew him. The family were obviously devastated at the time, and his mother always maintained that this event largely contributed to her husband’s death from cancer in 1948.
Sgt Peter Stafford grave Oxford (Botley)
Sgt Peter Robert Stafford is buried in Plot H/3. Grave 124 of the Oxford (Botley) Cemetery. Botley is a RAF regional cemetery used during the Second World War by RAF stations in Berkshire and neighbouring counties.
Bomb Aimer: Sgt Leonard Wilson 1684528
Son of Elsie Wilson, and stepson of Hedley Whittlestone, of Lupset, Wakefield.
Sgt Leonard Wilson gravestone
Sgt Leonard Wilson is buried in Grave 374 Section. T of the Alverthorpe (St Paul) Churchyard.
W/Op: Sgt Robert McCudden 1822819
Sgt Robert McCudden
Robert McCudden was born in 1925 and was the son of Alexander and Christina McCudden, of Kilncroft, Selkirk.
He joined No 427 Squadron Air Training Corps in December 1941 and according to a newspaper report he was very quiet and self effacing. He applied himself most diligently to his instruction and overcame his handicap of leaving school early.
Prior to joining the RAF, he was employed at Ettrick Mills where he was very popular among his fellow workers.
Robert joined the RAF in May 1943, training first of all as a Wireless Operator/Air Gunner and later as a Sergeant (Signals).
Death notification telegram
Undertakers bill
Robert McCudden gravestone
Sgt Robert McCudden was buried in Section. H. Grave 2108 at the Selkirk Cemetery on the 18th August 1944 and his old ATC Squadron, No 427 Sqn, provided the Escort Party under the Command of P/O Beattie with Cadets aalso acting as pall-bearers.
Air Gunner: Sgt George Henry Raby 3006707
Sgt. George Henry Raby was the sole survivor from the crash. It is thought that George was the Fwd gunner but at the time of the incident was sitting in or near to the Wireless Operator position. During the flight he said he either did not plug in his intercom as he never heard the pilot say anything about a problem, he did not have his harness on and just went to sleep and woke up in hospital.
George was badly burnt as a result of the crash and subsequent fire. Initially, George was taken to the Leicester Royal Infirmary but eventually ended up at the notorious Queen Victoria Hospital at East Grinstead under the care of Sir Archibald McIndoe.
George Raby (centre)
George, who naturally underwent numerous operations for many years afterwards. On a recent trip to hospital for a cataract op, George bumbed into a nurse who remembered him from 30 odd years ago when he had some more surgery at the old Norwich Community Hospital. Although he has never spoken about the incident, he reeled off some details to the nurse about the crash. Apparently, after he was in East Grinstead Hospital, an RAF investigation team came every day to speak to him but was sent packing by Sir Archibald McIndoe and they never came back.
George passed away in Norwich on 29th August 2015 aged 90.
Melton Mowbray Wellington Bomber Memorial Unveiling & Dedication Service
During 2013 and 2014, I had the pleasure of leading the Wellington Bomber Memorial fundraising project with the aim of raising a target amount of £2,500 to erect a memorial to recognise both the sacrifice of the bomber crew, but also those local individuals who bravely attempted the rescue effort.
By the start of August 2014, a sum of £3, 399 had been raised.
Mowbray Fireplaces provided the granite for the plaque which the company have very generously donated free of charge. Richard Barnes Funeral Directors and Co-Operative Memorials offered to engrave the plaque but again to do it free of charge, and finally the memorial was built by Rutland Building Supplies. On the rear of the memorial is a display board printed by B&H Midland Ltd and housed in a wooden frame built by Bob Cox, sadly no longer with us.
The unveiling and dedication service took place on Sunday 17th August 2014 at 14:00 Hours.
Cadets from No 1279 (Melton Mowbray) Sqn and No 2248 (Oakham) Sqn along with the Deputy Lord Lieutenant of Leicestershire, Mayor of Melton Mowbray, Defence Animal Centre RAF Police and Leicestershire Constabulary.
Standard Bearers from the Melton Mowbray, Leicester & Oakham Royal Air Forces Association Branches and the Melton Mowbray Royal British Legion and Royal British Legion Womens Section were also in attendance.
Following the welcome speech and history of the tragedy, Air Marshall Sir ‘Dusty’ Miller gave a small speech on the history of No 14 OTU and Bomber Command. A Cadet SNCO from No 1279 Sqn gave a small talk on the involvement of the Melton Mowbray 1279 Sqn Air Cadets and the crash and subsequent rescue attempts.
After the speeches, the Dedication Service delivered by the Padre / Vicar was followed by a Wreath Laying ceremony, the Last Post, and the National Anthem.
After the event, refreshments were served at the RAF Association Club on Asfordby Road.
