Gliders to War

[Cat.S]

Beginning a new book on what it was actually like to fly in the Glider Pilot Regiment during the Second World War. If anyone has any unpublished accounts from parents/ grandparents (or even yourselves!)on basic flying training, operational training or flying on ops, I'd be very grateful for information. Will also be including a chapter on flying the tugs. Please contact me at e-mail address.

[X-QUORK]

Cat.S

I'm sure you've already thought of it, but just in case try :

<a href="http://www.aaca.org.uk" target="_blank">http://www.aaca.org.uk</a>

Click on GPR for details of the Regimental Association.

Good luck in your hunt - they were a fine body of men.

[Cat.S]

Thanks XQUORK,
I'm actually lucky enough to be an honorary member. Just trying here in case we can trawl up anyone who has slipped through the net. There's a surprising amount of history lying about in peoples' cupboards.

[teeteringhead]

You'll probably find out from the Regimental Association, but you may wish ti know that a number of volunteers are building a replica Horsa at RAF Shawbury in Shropshire. The hulk from Wallop is being used as part of the pattern, but I gather it's already an impressive sight, with aged carpenters and young lads working together, united by a simple love of aviation. I guess the PRO at Strawberry would have more details.

Try also <a href="http://www.assaultgliderproject.org.uk" target="_blank">the project's website</a> or <a href="http://www.shawbury.raf.mod.uk" target="_blank">RAF Shawbury's</a>

[ 29 December 2001: Message edited by: teeteringhead ]

[ 29 December 2001: Message edited by: teeteringhead ]

Multiple editing to get the links to work!

[ 29 December 2001: Message edited by: teeteringhead ]

[ 29 December 2001: Message edited by: teeteringhead ]</p>

[Cat.S]

Thanks Teeteringhead,
My co-author, Steve Wright is involved in the project and keeps nagging me to go down and help (which I've promised to do when I can find the time). If you're involved may see you there.

[RATBOY]

Though not specifically British may want to look up a production for the Discovery channel people in the U.S. done a few years ago on U.S. Army glider infantry regiments in WW II. The gliders were in many cases the same (more Wacos than Horsas as I recall) but the production as broadcast (okay, cablecast) had a number of interviews with glider pilots and infantrymen and archival footage that I had never seen before, including footage of British machines, airfields, and training and combat operations.

Sorry I don't recall more specifics but would be happy to look around if desired, they are local here (Bethesda Maryland)

[Constable Clipcock]

Good call, RATBOY! I saw that very episode a couple of years back.

One of the more striking tidbits brought up in that show was that the only infantry engagement of the war fought entirely by officers was a bridge defense by a platoon-sized element of glider pilots.

Yes, you read that correctly: glider pilots, not gliderborne infantry.

[CamelPilot]

Each glider pilot had a parent regiment. Usually an infantry regiment.

This is true of a very close but now departed friend, who became the original curator of the Middle Wallop museum, Tom Pierce. He was with the Glider Pilot Regiment and flew into Arnhem, and the Rhine landings. His parent regiment was the Shropshire Light infantry. The usual 'idea' was that, when you landed you 'joined' a regiment on the ground to engage in ground fighting.

After the war he trained new officers at Wallop, Hendon and Kenley (661 AOP Squadron). He then joined a unit of the new AAC when the GPR was disbanded.

Unfortunately, he lost his pilot's licence when he was his car was hit from behind on a cross roads near Stockbridge, and was badly injured.

With some help from one Major Somerton Rayner, he setup the museum which now marks, for all to see, what a brilliant part glider pilots played in the war.

[Cat.S]

Thanks guys,
We did consider expanding the scope of the book to include all gliders of the Second World War, but considered it too large to deal with properly and our contacts are mainly with the British GPR veterans. Our last book on Operation Tonga, the British glider operation of the night of the 5th/6th June 44 took 4 years to research and we were only talking about 94 Horsas and 4 Hamilcars! Sadly, many of the men who took part have since died and another project we began on the invasion of Sicily had to be abandoned for the same reason. This book is going to be different in that it concentrates on the flying experiences as opposed to the battlefield experiences that other books have covered. The pilots of the Glider Pilot Regiment were expected to fight on as 'ordinary' (if I can use that expression) airborne infantry once they had landed their gliders and at Arnheim suffered the highest casualty rate of any unit. A former Parachute Regiment general once remarked to me that he reckoned that this was because they were not content to sit there and just be shot at, but went off hunting Germans on their own initiative and were the first to volunteer for anything out of the ordinary. They were certainly a unique fighting force.

[Constable Clipcock]

[quote]...'ordinary' (if I can use that expression) airborne infantry....<hr></blockquote>

LOW-CRAWL! (j/k!)

[teeteringhead]

Camel Pilot
let us not forget that the "parent regiment" of many glider pilots was the RAF. Well over 1000 RAF pilots, officers and SNCOs, were loaned to the GPR, particularly in advance of the Rhine crossing. And the majority (60% +) of GPR casualties in that operation were RAF personnel.
But whoever they were, what courage! Every landing an engine off (dead-stick if you prefer), and then you find yourself not a pilot, but a proper "grunt" behind enemy lines. Awesome - and that's before you start talking about "snatch" take-offs!

[DOC.400]

"Snatch" take-offs?

Shouldn't this be in Jet Blast?

DOC

[CamelPilot]

tee-head.

I apologise. I am afraid I have allowed myself to appear to be reverent only to a friend. I do, of course, accept your point, a most vaild one. The RAF did indeed have a strong involvement.

As a matter of fact, also in 661 AOP, there were two RAF sergeant instructors both of whom were GPR - 'Bim' Ward and 'Robby' Robinson - both super pilots and both Rhine landing vets.

[sandysproule]

Cat.S

For Back-ground reading Lawrence Wright's superb "The Wooden Sword" has to be the definitive account of the British military gliding development. His film "All the Kings Horsas" is also excellent viewing footage of glider launching etc I believe the AAC museum can supply copies of the film, and they hold the goldmine of photographs that this remarkable man accumulated during his time at the GTS.

I offer you the following peach extracted from my late Father's logbook concerning Hotspur towing with Hawker Hector tugs. Dad as a Flying Officer was O.C. A flight instructing at No 1GTS Thame from Feb 1941 to Dec 1941 when he was posted to 2GTS Weston-On-the-Green. S/L Tim Hervey was the O.C. at Thame C.F.I was F/L John Saffery. All including Lawrence Wright were pre-war gliding chums of some experience.

Oh and as far as roots go both Dad and John Saffery were RAF "sourced" from the Fleet Air Arm!

"""
Instructions to Tug Pilots

These instructions refer to the Hector with Dagger 111 engines and are in addition to orders issued for free Hector flying.

A. Before the first takeoff.
1 During the run-up, test the engine in Override Rich. The boost should be at least +3.
2 When on the tow line test the release as follows, Order the ground crew to insert the cable and then to pull hard on it, (at least 2 men). While the cable is still under load pull the release lever
3 If a passenger is carried ensure the he is warned of the unshielded release cable on the port side of the rear cockpit, and that he understands that quite a light touch this cable may release the glider.

B. Before each flight
1 Align the tug so that the glider and tug are into wind. Do not be influenced by the position of the tow cable which may be incorrectly placed by the ground crew.
2 When the ground crew waggle the elevator, move the release lever to the open position. The crew will the insert the cable and when the elevator is waggled again move the release lever to the closed position.
3 Wind the tail actuating gear fully forward and then five quarter turns back. (with a passenger , three turns back).
4. Put the mixture control into override Rich (this applies to towing flights only).
5. Ensure that the aerodrome is clear in front , by yawing the aircraft, and free from approaching aircraft behind. When all clear, take off using full throttle.

C During Take-off and Flight.
1. When the tug is at 20 feet, return the mixture control to Normal, taking care not to move the control into Weak.
2. At about 200 feet, throttle back to +1/2 boost and continue climbing at 85-90 m.p.h., taking care not to change the attitude of the aeroplane suddenly.
3. When towing Hotspur on local practice flights, the tug should be flown so that the glider can release at about 3,000 feet or just below cloud base, whichever is the lowest. The tug pilot should not wave away the glider except in cases of emergency or by pre-arrangement. Note the glider should be upwind of the aerodrome for release.
4. After making certain that the glider is released, by looking round, throttle back and return to the the aerodrome or cable field. During the decent the cylinder head temperature should be prevented from falling below 110°C. by occasional use of the engine, while the airspeed should not exceed 110m.p.h. until the cable is dropped.

D. Dropping the cable.
1 The cable should be released so that it will fall in front of and slightly to one side of the take-off point. Approach the aerodrome or cable field into wind at a height of not less than 300 feet.
2 To judge the correct position longitudinally the tug pilot must look out both sides of the cockpit during the approach into wind. When in the correct position, pull the release handle smartly.
3 If any doubt exists about the release point, cables must be dropped well forward of the normal position
4 After releasing, complete a normal circuit at about 800 feet , and confirm that the cable has gone by looking round and yawing the tug . If the cable is still attached it will be plainly visible and another attempt should be made to drop it.
5 If the cable will not release from the tug, fly to a large aerodrome (Weston-on-the-Green and Benson are the nearest), cross the boundary at not less than 150 feet and land well up the aerodrome holding the release lever in the open position. Do not approach over obstacles anything that could entangle the cable.
6 The tug pilot is responsible for releaseing the cable so that it will fall well clear of all obstructions. No signal from anyone on the ground absolves the pilot from this responsibility.

I have read and fully understand these instructions

Signed.........................................

"""

All totally commonsense gliding stuff and just as relevant today!

Good luck with your research.

Sandy S <img src="smile.gif" border="0">

[Vfrpilotpb]

Might seem a silly question to some, but did these troop carrying gliders actually glide after release, or did they merely glide down to the ground in a controllable fashion, after being towed to the point where they were needed?

[Cat.S]

A fully laden Horsa descended at a minimum of 1500 fpm and as the release height on the night of 5th/6th June was only 1200' on average, there wasn't much time to pick a landing site. This was complicated by the fact that many of the tugs had made navigational errors due to faulty GEE equipment and very poor visibility with severe turbulence. Of the 27 fatal caualties (out of 98 gliders) on Operation Tonga, only 12 were due to enemy fire. A further complication to the landing was caused by the wind being 180 degrees out from briefing and the holophane 'T' lights placed on the LZs were placed on the planned orientation, not the actual wind orientation. This meant that those gliders which landed as briefed had a ground speed of approx 105 mph. This in total dark, on obstructed LZs, with ineffectual brakes and the only barrier between the pilots and terrain being a piece of plywood the thickness of a thin slice of bread. The miracle is that there weren't more fatalities!

[Cornish Jack]

CP
Just a long shot, but your mention of 'Bim' Ward stirred a memory or two. Would you happen to know if that was the same 'Bim' Ward who flew single 'Pins' in Aden '54/55 ish? If so, he gave me my one and only ride in the machine, demonstrating the 'Oirish runway' take-off....you know, the one with a terribly short but ENORMOUSLY wide runway... yes, take-off was ACROSS the strip !! Fascinating aerodynamics and , according to the man himself, it had the 'stick' forces of a Lanc'.
Cracking idea for a sight - well done.

PS - A gentleman whom I had the pleasure of operating with at 'D' Sqn Boscombe Down was (then) Col. Ken Mead and he was ex-Glider Regt. A recent documentary on 'the box' featured him as advisor (unfortunately only saw the last minute or so). I'm resonably sure that he was an Arnhem 'player'.