by Gill Griffin
5 June: There was one small blister hangar at Hockley Heath in which I parked the Tiger Moth overnight, properly picketed and tied down safely. As the Tiger had to be started by hand, I had to teach one of the temporary staff to swing the propeller. On the occasions when I stayed overnight, I had to do my own DI (Daily Inspection) and sign the form 700. It was all totally against procedure and regulations but, surprisingly, I was never caught or questioned. In arranging for Estelle and the baby to move on to Poletrees, I made myself most unpopular with her mother and sister; they obviously thought she would stay home for some time or possibly permanently. It was Estelle’s own wish to move back to Chain Cottage as soon as possible but until she was fully recovered, to stay at Poletrees.
10 June: One of the disadvantages of the Spitfire and Hurricane was that, with the ordinary carburettor, if positive G was applied by pushing the control column forward, the engine stopped. Various modifications helped but it was not until the Bendix-Stromberg carburettor was introduced that the problem was solved.
16 June: I cannot remember what VP attacks were; perhaps VP was an earlier name. The Hurricane was possibly the first to try out the RPs. These flights were my first experience of what came to be known as Rocket Projectiles, or RPs. To carry and fire the RPs, the aircraft had four parallel rails under each wing and these were the forerunners of most modern systems.
The night flight was short and sweet; although I had so little experience of night flying, I quite enjoyed it.
17 June: This flight marked my first duty as a test pilot in a complete programme for the testing of an aircraft. It was to go through the detailed trials of the Mustang III, powered by the British Rolls-Royce Merlin 60 Series engine. It was the full production version with .5mm Colt machine-gun armament instead of 20mm cannons. In addition, it had a sliding canopy after the style of Spitfires and Hurricanes.
19 June: I cannot remember the reason for the ‘local flying’, unless it was to see if the searchlight boys were awake and on the ball. At this time of the year, this would have been a 1 or 2 o’clock in the morning stunt in order to find real darkness.
20 June: The first flight was presumably to pay a quick visit to my brother Leslie’s wife and family. Their house was on the boundary of Lichfield airfield, a ‘Wimpie’ OTU. I then went on to Castle Bromwich, where the majority of Spitfires were produced, and landed at the factory airstrip. It was a difficult landing right alongside one of the main factory buildings but was the nearest place for an overnight visit to Redditch. The visit was to make final arrangements for Estelle’s return to Easton on the Hill after she and baby Gill had recuperated at Gwen’s farm.
22 June: As I said before, the Tiffie built up speed very quickly, in a steep dive often reaching a speed of 550 mph or more. Great care was needed in the recovery, in order to avoid a high speed stall which, if near the ground, could prove fatal.
25 June: It has to be remembered that most cine camera gun exercises involved two aircraft; we took it in turns to act as target.
27 June: At last I have recorded a registration number for the Phoenix; strange that it was not recorded earlier.
Summary for :- June 1943 1. Spitfire XII 2–40
Unit :- AFDU Duxford 2. Spitfire IX 2–40
Date :- 8/7/43 3. Spitfire Vb NF −50
Signature :- H.L.Thorne Spitfire Vb 5–00
4. Typhoon 5–30
5. Mustang III 1–30
6. Hurricane IV 2–30
7. Tiger Moth 3–05
8. Heston Phoenix 3–35
TOTAL FOR THE MONTH 27 hours 20 minutes
J.L. Hallowes S/Ldr
O/C Flying AFDU
I was now given ten days’ leave to travel to Poletrees Farm to collect Estelle and baby Gill. My sister, Gwen, whose only child was a boy, John, would have loved to keep the little girl. Her love for Gill showed throughout her life. Gill, and later our younger daughter Penny, spent many happy school holidays at Poletrees, revelling in farm life.
YEAR 1943 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
July 9th Spitfire VIII JF664 Self Air test −35
11th Spitfire Vb AF6 Self Local flying −20
Spitfire Vb AF8 Self More local flying −30
Spitfire VIII JF664 Self Formation climb with ‘Susie’ to 35,000ft −40
12th Spitfire VIII JF664 Self To North Weald −30
Spitfire VIII JF664 Self Comparative trials 1–00
13th Spitfire VIII JF664 Self Climbs to 35,000ft −50
14th Spitfire Vb AF8 Self To North Weald −30
Spitfire IX AHT Self Comparative trials at 40,000ft 1–00
Spitfire VIII JF664 Self To base −30
15th Spitfire VIII JF664 Self Speed runs −50
Spitfire VIII JF664 Self Rate of roll −30
16th Mosquito 666 F/Lt Fender To Pershore −30
Spitfire Vb AF6 Self To base −45
17th Spitfire VIII JF664 Self To Northcotes −30
Hurricane 581 Self Bombing −40
Spitfire VIII JF664 Self To base −20
Lockheed Hudson 635 F/Lt Sewell Self Bombing −45
18th Spitfire VIII JF664 Self Escort Focke Wulf FW 190 −20
Spitfire XII EN222 Self Handling at low level −35
20th Spitfire XII AB191 Self Weather test −10
21st Mustang AM107 Self Local flying −20
22nd Typhoon EK290 Self To Langley −45
Mosquito 666 F/Lt Sewell Self To base −45
23rd Spitfire IX BS552 Self Air test −10
Grumman Martlet ? Self Air experience −45
Spitfire IX BS552 Self Air test −15
Spitfire XII EN222 Self Escort FW 190 −30
25th Spitfire Vb AB191 Self Aileron test −10
Spitfire IX BS552 Self Rate of roll tests −20
26th Spitfire VIII JF664 Self To Boscombe Down −40
Spitfire VIII JF664 Self To base −45
Spitfire VIII JF664 Self Comparative trials v. Spitfire XIV −45
Spitfire XIV JF317 Self Comparative trials v. Spitfire Mk VIII −20
Spitfire XIV JF317 Self Comparative trials v. Spitfire VIII −20
Spitfire XIV JF317 Self Climb to 40,000ft 1–05
28th Spitfire XIV JF317 Self To 30,000ft 1–05
Spitfire VIII JF664 Self To 30,000ft −50
29th Oxford BG549 Self To Ford 1–35
Oxford BG549 S/Ldr Dyson Self To base 1–10
30th Spitfire XIV JF317 Self To Boscombe Down −45
Mosquito HJ666 F/Lt Sewell Self Crashed at White Waltham. Write-off −15
Percival Q6 ? Self Lt Kendal To base −50
Phoenix ? Self F/Lt Joce To Fowlmere and return 1–15
Oxford BG549 Self Air test −15
31st Spitfire VIII JF664 Self To Boscombe Down −50
Spitfire VIII JF664 Self Boscombe to White Waltham −15
Spitfire VIII JF664 Self White Waltham via Langley −10
Spitfire VIII JF664 Self To base −35
GRAND TOTAL TO DATE 826 hours 35 minutes 3–30 9–15
60–00 753–50 15–00
9 July: This was one of the first Mk VIIIs to come off the production line and was a complete redesign of the Mk V, powered by the Merlin 61 engine and with a modified canopy. Like the Mk VII, VI, IX and XVI, it had a four-blade airscrew. It was similar to the Mk IX in its flying characteristics and just as pleasant to handle.
11 July: The comparative flights on the 11th and 12th were against a Spitfire Mk IX flown by Susie, and at North Weald by pilots of the Squadrons. In due course they would probably receive Mk VIIIs and wanted to see how they compared with their Mk IXs.
13 July: Timed climbs to various heights and handling at high altitude.
14 July: I am puzzled by the flight to North Weald as I flew there in a Spitfire Vb but returned to Wittering in a Mk VIII. It is possible that Susie
and I flew down in formation in the two different types and changed aircraft for the return journey. Otherwise fairies or gremlins must have been at work! It was a privilege to fly with the Squadron boys who were flying operations over France and Belgium almost every day. They had also been scrambled several times to intercept the Luftwaffe’s high-flying PRU aircraft. My flight on the 14th to 40,000 feet was my highest so far.
15 July: The roll tests on the 15th would have been timed to ascertain the rate of roll; this was most important when compared with the Focke Wulf FW 190.
16 July: Pershore was the nearest airfield to the RRE (Radar Research Establishment), based in the pre-war girls’ school at Malvern. Aircraft being used for experimental work and needing a special radio or radar fitting were flown there for modification.
17 July: I did it again: flew in to Northcotes in a Spit VIII, changed to a Hurricane for bomb dropping, then back to the Spit VIII for the return to Wittering.
The Hudson was a twin-engine American machine, originally a pre-war civilian airliner known as the Ventura and adapted for use as a wartime light bomber. It was also used for maritime reconnaissance. In this instance Susie was trying his hand at orthodox bombing while I acted as his observer.
18 July: Susie and I, each in a Spitfire, met up with the Focke Wulf FW190 that was being flown from Farnborough to AFDU for comparative tests against various Allied fighters. It was the first 190 to fall into our hands, the pilot having got confused after a bombing attack on Portland Bill; he had flown north instead of south. Instead of crossing the English Channel, he flew over the Bristol Channel and landed at Pembrey in South Wales. After brief tests at Wittering the aircraft was returned to Farnborough for technical evaluation.
Handling at low level was a favourite occupation, usually over the East Anglian fenlands or ‘drains’, an authorised low flying area. In a Spitfire XII, at speeds well over 500 mph and at heights below 50 feet, the sensation of speed was fantastic. It didn’t half frighten the cows and sheep (and some of the natives) but they all got used to it. All such flights were supposed to be authorised but we all cheated when no one was looking.
22 July: Langley, Bucks, was two miles from Slough, and very convenient for a quick visit to sister Doris and family. I flew the Typhoon for modification and adjustment to the fuel system. Langley, with its adjoining airfield, was the site of the Hawker Aircraft factory where the Typhoons were produced. Susie, flying the Mosquito, followed me in and I made the return to Wittering flying as his navigator.
23 July: My first flight in an aircraft of the Fleet Air Arm, the Grumman Martlet, American-made radial-engine FAA fighter. It was widely used by the American navy and the British Fleet Air Arm. The first of a family that included the Hellcat, it took quite a beating from the Japanese Zeros and was rapidly replaced by better machines. I flew it with permission from our sister unit, NAFDU.
About this time the RAF had the good fortune to have two 190s drop into their hands. The first that I mentioned previously, after its tests at Farnborough, went to 1426 Enemy Aircraft Flight at Colley Weston and the other, PM679, came to AFDU. I will have more to say about this machine at the beginning of August.
26 July: This was our first experience with the Spitfire Mk XIV, the high-flying version with the Griffon engine. The main differences were the bigger and more powerful engine with 2035 HP and a 5-blade airscrew. Particular care had to be taken to control torque on take-off and landing, bearing in mind that the Griffon engine revolved anti-clockwise. These trials were for general handling, climbing performance, diving, turning circles, rate of roll etc.
The fourth flight of the day was my first flight in the Spit. Mk XIV, after landing and changing aircraft. There was a noticeable difference in power and handling techniques. The next two were timed climbs to pre-arranged heights, up to what was found to be the operational ceiling of that particular aircraft. On one such climb I actually topped 45,000 feet; this, of course would have been the absolute, not the operational ceiling. We had no cockpit heating then and it was extremely cold. Spitfires, except for the MkVI and VII, had no pressure cabins; consequently it was very tiring at the higher altitudes, so we did not stay up there very many minutes.
30 July: Squadron Leader Dyson took over from Squadron Leader Smith. He was ex-Indian Air Force. After Ted Smith, I found S/L Dyson difficult to get on with; he tended to treat us like members of the Colonial Service in the Raj had treated their Indian servants. It was a relief that he did not stay very long with us.
Susie and I flew many exercises together and, on this occasion, he had flown from Wittering to pick me up from Boscombe Down, intending to carry on with fuel consumption runs. I acted as observer, recording the Kent Flowmeter readings. At 5,000 feet, over the Thames valley, the port engine failed and we were cleared for an emergency landing at the nearest airfield. This was White Waltham, a smallish airfield near Maidenhead. We made a precautionary approach in a shallow descent, using a fair amount of power from the good engine. As we crossed the boundary hedge our final approach was baulked by three airmen on bicycles. Susie automatically opened up the starboard engine to full power, to go round again but that engine, too, cut out. The Mossie stalled at about 200 feet and we crashed badly, more or less in the centre of the landing area. As we careered across the grass we shed first both engines, then the rear fuselage and finally both wings. We were very lucky that the cockpit and nose section remained intact.
To the surprise of the crash wagon crew, we stepped out of the wreck with only a few bumps and bruises, very minor injuries to show for our experience. It was normal procedure following a crash, if possible, to fly again as soon as possible. Susie, however, suffered severely from shock and refused the offer to fly back to Wittering at the controls of the Percival Q6 that had come to collect us. I accepted the offer and flew it back. This was a new type to me and I was closely watched by Lieutenant Hugh Kendal of NAFDU, who had offered to collect us. I suffered no ill effects from the crash. A few days later, much to my sorrow, Susie was taken off flying and posted away for a rest.
This was an eventful day; while I made only five flights, they were all in different types of aircraft. First a Spitfire Mk XIV, then the Mosquito, badly damaged in our crash and a write-off, followed by a return to base in the Percival Q6, another type to add to my logbook; finally the little Phoenix and the Airspeed Oxford. Another record? I wonder!
31 July: In the course of my duties, I made several flights to Boscombe Down. Boscombe, on Salisbury Plain, was the base for another of our sister units, the A and AEE. Their function was the initial flying of all new or modified aircraft and the preparation and production of ‘Pilot’s Notes’. These booklets were always available to pilots when flying a new type of machine.
Summary for :- July 1943 1 Spitfire V 2–25
Unit:- AFDU Duxford 2 Spitfire VIII 11–55
Date:- 2/8/43 3 Spitfire IX 1–45
Signature:- H.L.Thorne 4 Spitfire XII 1–05
5 Spitfire XIV 3–35
6 Hurricane −40
7 Mustang III −20
8 Typhoon −45
9 Oxford 3–00
10 Heston Phoenix 1–15
11 Martlet −45
12 Percival Q6 −50
13 Mosquito 1–30
14 Lockheed Hudson −45
Total for the month 28 hours 20 minutes
Signed N.C.H. Dyson S/Ldr
O/C Flying AFDU
7
ENTER THE FOCKE WULF 190
Flight Lieutenant H.S. Sewell, Susie, had been made responsible for the comparative testing of the Focke Wulf FW190 against various Allied fighters, mainly the latest Spitfires and the P51 Mustang. When these were complete the Air Ministry ordered the 190 to be flown to the most important RAF fighter stations, followed by fighter OTUs, PRU stations and some light bomber bases. It was essential to give our pilots confidence when they went into combat against the radial-engined, much- feared German machine. Although the AFDU Wing Commander and th
e squadron Leader O/C Flying made one or two flights Susie did, or was intended to do, most of the work.
The account of how this aircraft, reregistered PM679, fell into our hands is intriguing. Because the Germans had no suitable heavy bombers, the only way they could strike at England was to use the ME109 and the FW190 as fighter bombers. These were used for hit and run attacks in the Baedeker raids. On 23rd May three 190s made a night attack in northwest London but got lost when they turned for France. They crossed the Thames estuary at its widest point and thought they had crossed the Channel. Seeing an airfield (it turned out to be Manston, Kent) with the landing lights on and a twin-engine aircraft landing, they followed it into the circuit. They wrongly identified the machine as a JU88 when, in fact, it was a Mosquito, for which the airfield lights had been switched on. The first Focke Wulf landed safely and taxied in to the control tower. The pilot got out and started to order his machine to be refuelled before realising his mistake. Meanwhile the second 190 had landed but as he came to a stop, realised his mistake and attempted to take off downwind. He was prevented from doing so by being shot up by the crew of a Beaverette armoured car, the pilot being wounded and the aircraft badly damaged. The third German fighter was on his final approach when the airfield controller realised that something peculiar was happening and turned off the landing lights. As a result the 190 crashed short of the runway and I believe the pilot died.
As a result of our Mosquito crash and Susie’s rest from flying I, being the next senior, was delegated to take over the 190 programme. I was promoted to Flight Lieutenant and appointed Flight Commander of AFDU. Even more important, my pay was increased to 22/6d per day (£1.12½p).
YEAR 1943 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
