Gaining An R.A.F Pilots Brevet In WW II
Danny,
Sorry, I don't know whether they were a crew, or just a group of friends. Dad was operational from mid 1941 & completed his tour in I think April '42. I've a couple of similar pics where they are clearly relaxing on a warm day, so not quite sure when it was taken. I assume the photo came into his possession from someone else; the notes on the reverse aren't my parents' writing, apart from "only survivor" which I think is mum's.
He'd just joined the Swansea police on the outbreak of war, & on a whim, joined the RAF one lunch time. My grandparents were most upset I gather, since he'd left a reserved occupation. Did a tour on Hampdens, Manchesters & Lancs, and walked away from a Hampden crash at Woodhall Spa caused by icing, I think when setting off to mine or bomb the Scharnhorst during the channel dash.
I have his post-war log, but sadly the wartime one was lost in a fire at Iwakuni in Japan when he was serving there just after the war. I applied for his service record, but it's a bit cryptic.
Sorry, I don't know whether they were a crew, or just a group of friends. Dad was operational from mid 1941 & completed his tour in I think April '42. I've a couple of similar pics where they are clearly relaxing on a warm day, so not quite sure when it was taken. I assume the photo came into his possession from someone else; the notes on the reverse aren't my parents' writing, apart from "only survivor" which I think is mum's.
He'd just joined the Swansea police on the outbreak of war, & on a whim, joined the RAF one lunch time. My grandparents were most upset I gather, since he'd left a reserved occupation. Did a tour on Hampdens, Manchesters & Lancs, and walked away from a Hampden crash at Woodhall Spa caused by icing, I think when setting off to mine or bomb the Scharnhorst during the channel dash.
I have his post-war log, but sadly the wartime one was lost in a fire at Iwakuni in Japan when he was serving there just after the war. I applied for his service record, but it's a bit cryptic.
Last edited by Tim00; 13th Jan 2016 at 20:46. Reason: Spelling
Thanks for your encouragement Danny. As one who grew up on a rich diet of post war biographies I have been brainwashed to believe that those who were chopped from pilot training were not considered good enough. However, after long chats with Frank, I suspect that he was moved because he was considered good enough to respond to fast track training as a navigator on two seat aircraft. I should add that this is not necessarily Frank's view. He is typically disparaging about his own skills but, looking at some of his training material (e.g. Post 7919), I am pretty sure that, at that time, they needed the best for that role. As you will see in the next episode, one of his earliest flights was from the UK to Gibraltar and then onto Egypt avoiding enemy or neutral territory. Some test for a 19 year old fresh out of training.
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There are more things in heaven and earth than are dreamt of in your philosophy.
Not wishing to appear importunate, but may I draw attention to my #8094 ?
I cannot account for the moving (carved) figures on the stone frieze (have just checked iplayer again - they're still in motion). I have nothing to do with Twitter et al. Google can't help, so I appeal to PPRuNers:
What is the explanation for this ? Is it a Computer Generated effect ? If so, why? (on a scientific documentary). If not, then.........???
Danny..
...see "Immortal Egypt" [BBC2, 2100, 11th, lasts 59.02 min]. At 07.15 min onward, see if you see what I think I see !..
What is the explanation for this ? Is it a Computer Generated effect ? If so, why? (on a scientific documentary). If not, then.........???
Danny..
Danny, I'm sure that a media luvvie would be able to explain it in a thrice, while simultaneously suggesting that we are uncultured clods for having to ask. No doubt it adds dramatic effect to what would otherwise be the visual version of dead air. Yesterday I was watching a programme about Alan Turing which had him walking around in filmed scenes as a cartoon character, again with no clear reason for doing so. I think you have the nub of it when you mentioned CGI, in other words because it can be done it is done!
As it is from the BBC, I suspect also that they would baulk at the programme being described as a Scientific Documentary. They don't tend to do scientific much unless there is a strong social or political message that can come out of it. So were the really important ancient Egyptians not the ruling class but rather the PBI? Discuss...
As it is from the BBC, I suspect also that they would baulk at the programme being described as a Scientific Documentary. They don't tend to do scientific much unless there is a strong social or political message that can come out of it. So were the really important ancient Egyptians not the ruling class but rather the PBI? Discuss...
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Odd ?
Chugalug,
This still leaves me intensely curious. I'll take you up on:
We must have IT graphic experts (not necessarily "luvvies") in earshot on this Thread. Come in on this, please - after all, it's not every day you see some graven images on a ancient Egyptian stone block moving about while others remain stationary.
Meanwhile Professor Fletcher continues her lecture, seeming not to notice what is taking place (although the first movement appears on the wall at 07.13, while she is walking out of shot), and movement continues till 0728.
I'm surprised that you seem to be alone (with me) in finding this of interest !
Cheers, Danny.
This still leaves me intensely curious. I'll take you up on:
...I'm sure that a media luvvie would be able to explain it in a trice..
Meanwhile Professor Fletcher continues her lecture, seeming not to notice what is taking place (although the first movement appears on the wall at 07.13, while she is walking out of shot), and movement continues till 0728.
I'm surprised that you seem to be alone (with me) in finding this of interest !
Cheers, Danny.
Danny:-
On reflection I apologise for using such a sweeping and pejorative term. I can only plead the irritation of being dumbed down to as an excuse. On further reflection I suspect that we are heading for a dead-end here, Danny. whatever the answer is to your original question or even to my irritation (or Victor Meldrew syndrome?), it probably lies outwith the scope of this thread, moderate moderation notwithstanding. Having said that, if someone can answer you I'm sure that we would all learn something...
Like others I am intrigued by Beagle's picture of WWII baby navs under instruction in that unique Fokker a/c. Is that a P12 compass sitting on the table between them? I wonder if that had been swung, either on the ground or in the air? The fate of these pre-war galleons of the air in WWII would be an interesting subject on its own. I seem to remember that one of those majestic Handley Page HP42's ended its days at Drem, nr Edinburgh, a victim of strong winds while carrying out a Squadron move during the BoB.
I'll take you up on:
Quote:
...I'm sure that a media luvvie would be able to explain it in a trice..
Quote:
...I'm sure that a media luvvie would be able to explain it in a trice..
Like others I am intrigued by Beagle's picture of WWII baby navs under instruction in that unique Fokker a/c. Is that a P12 compass sitting on the table between them? I wonder if that had been swung, either on the ground or in the air? The fate of these pre-war galleons of the air in WWII would be an interesting subject on its own. I seem to remember that one of those majestic Handley Page HP42's ended its days at Drem, nr Edinburgh, a victim of strong winds while carrying out a Squadron move during the BoB.
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The Good Old Days.
Chugalug,
Ah, the HP 42, the pride and joy of Imperial Airways in the sunny days when I was young and we had an Empire with Empire Air Routes to match ! Flying from Croydon with a wing loading of 9lb/sq.ft, hardly more than a TM's 7lb, it must have been just a big TM, and you could put it down in any cabbage patch if necessary. Wiki notes that it never killed a passenger in the whole of its career, I believe that it never injured one, either - it was a gentle giant.
This Thread seems to have become our private Communication Channel; but I suppose that a generation reared on "Harry Potter" and "Star Wars" sees nothing remarkable in carved Ancient Egyptians capering about among the heiroglyphics.
Cheers, Danny.
Ah, the HP 42, the pride and joy of Imperial Airways in the sunny days when I was young and we had an Empire with Empire Air Routes to match ! Flying from Croydon with a wing loading of 9lb/sq.ft, hardly more than a TM's 7lb, it must have been just a big TM, and you could put it down in any cabbage patch if necessary. Wiki notes that it never killed a passenger in the whole of its career, I believe that it never injured one, either - it was a gentle giant.
This Thread seems to have become our private Communication Channel; but I suppose that a generation reared on "Harry Potter" and "Star Wars" sees nothing remarkable in carved Ancient Egyptians capering about among the heiroglyphics.
Cheers, Danny.
Danny,
Since this is an international forum, many of us cannot view the BBC and are 'out of the loop' for your discussion on moving Egyptian antiquities.
But Dad did get to Egypt in his time, so maybe he knows more about the mysteries of the East? When he recovers from digging in his wingtip, of course
Since this is an international forum, many of us cannot view the BBC and are 'out of the loop' for your discussion on moving Egyptian antiquities.
But Dad did get to Egypt in his time, so maybe he knows more about the mysteries of the East? When he recovers from digging in his wingtip, of course
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John,
Of course ! BBC2 iplayer only available in UK. Programme in question was a learned treatise ("Chaos") on Ancient Egypt. Carved on a block of stone in a wall was a line of skeletal famine victims. For a period of some 15 seconds some (but not all) of these starting moving on the stone. Lecturer carried on, oblivious to this.
(2226 GMT 15 Jan) They're still at it !
Danny.
Of course ! BBC2 iplayer only available in UK. Programme in question was a learned treatise ("Chaos") on Ancient Egypt. Carved on a block of stone in a wall was a line of skeletal famine victims. For a period of some 15 seconds some (but not all) of these starting moving on the stone. Lecturer carried on, oblivious to this.
(2226 GMT 15 Jan) They're still at it !
Danny.
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Man is Not Lost (much).
Time we were back onto the Thread !
BEagle (#8101),
and Chugalug (#8110),
An old (even older than I) Staff Pilot at ANS on Thorney Island, some half-century ago, told me that, had it not been for the homing instinct of the "old hairies" up front, half the navexs from Thorney would never have got back home at all !
I well remember "A" Flight of 110(H) Sqdn moving up to war on 12 May '43, and entrusting the navigation to a baby nav. But for the Grace of God they would have ended up strewn all over the North East Frontier Province (Bangladesh now). Yours truly, left behind with a snag on the aircraft, was told to "follow the van, and don't dilly-dally on the way". Old Boy-Scout type mapreading led me straight to destination, no trouble at all.
Danny.
BEagle (#8101),
...But had any of them any idea of their actual position?...
...Like others I am intrigued by Beagle's picture of WWII baby navs under instruction in that unique Fokker a/c. Is that a P12 compass sitting on the table between them? I wonder if that had been swung, either on the ground or in the air?...
I well remember "A" Flight of 110(H) Sqdn moving up to war on 12 May '43, and entrusting the navigation to a baby nav. But for the Grace of God they would have ended up strewn all over the North East Frontier Province (Bangladesh now). Yours truly, left behind with a snag on the aircraft, was told to "follow the van, and don't dilly-dally on the way". Old Boy-Scout type mapreading led me straight to destination, no trouble at all.
Danny.
Last edited by Danny42C; 16th Jan 2016 at 02:13. Reason: Cock-up (finger trouble).
Walter, you certainly used up quite a large chunk of your luck when you went gardening with your asymmetrically heavy port wing tip! You didn't cart wheel, you didn't go around, either of which would have seriously impaired your immediate life expectancy, but recovered the situation and safely completed the landing. All the classic makings of an accident that was trying its best to happen but thankfully was frustrated in the attempt.
One wonders what a BoI would have made of it anyway. Had you gone around and then lost control due to loss of reliable indicated airspeed, would it have realised that the port fuel contents had far exceeded the starboard? Would it further have realised that the pitot's earth contents originated from the initial airfield touchdown and not the crash site? More likely it would have been another case of "pilot error", case closed, there is a war on you know, let's just get on with it...
You cheated fate, saved your reputation, and survived to tell the tale. Thank you for doing so, and let's have lots more!
PS The rude male ATA pilot just shows how one's preconceptions can be gravely in error. For a start ATA conjures up the image of female rather than male pilots, though of course the ATA was originally comprised solely of the latter. Then one wonders how a pilot not in HM Forces (did the ATA have protected employment status?) could openly criticise the professionalism of one who was. That the criticism was clearly rubbish adds to the mystery. Perhaps he had some chip on his shoulder. Perhaps he had been rejected by the Services (age, flat feet?). Whatever the explanation, your riposte was very restrained in the circumstances IMHO. The temptation to offer him further professional advice must have been very great indeed...
One wonders what a BoI would have made of it anyway. Had you gone around and then lost control due to loss of reliable indicated airspeed, would it have realised that the port fuel contents had far exceeded the starboard? Would it further have realised that the pitot's earth contents originated from the initial airfield touchdown and not the crash site? More likely it would have been another case of "pilot error", case closed, there is a war on you know, let's just get on with it...
You cheated fate, saved your reputation, and survived to tell the tale. Thank you for doing so, and let's have lots more!
PS The rude male ATA pilot just shows how one's preconceptions can be gravely in error. For a start ATA conjures up the image of female rather than male pilots, though of course the ATA was originally comprised solely of the latter. Then one wonders how a pilot not in HM Forces (did the ATA have protected employment status?) could openly criticise the professionalism of one who was. That the criticism was clearly rubbish adds to the mystery. Perhaps he had some chip on his shoulder. Perhaps he had been rejected by the Services (age, flat feet?). Whatever the explanation, your riposte was very restrained in the circumstances IMHO. The temptation to offer him further professional advice must have been very great indeed...
Last edited by Chugalug2; 16th Jan 2016 at 09:51.
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Chugalug and Walter,
Walter, you should have practised the "picking up the handkerchief" trick before trying to plough up the airfield ! Seriously all would not necessarily have been lost if you had got back airborne without an ASI. You would instinctively have flown the thing round the circuit with all the right attitudes, and using the normal power settings at each stage, the airspeed would have been in the right ballpark.
I flew my first 60 hours in that way, and in Peter Smith's "Vengeance", "Red" McInnis (my Canadian predecessor on 1340 Flight) relates how he once got airborne in a VV on a sortie, only to find that some fat beetle or other had taken up residence in the pitot head and the ASI was u/s. He joined the formation, had no difficulty in flying the sortie (including the dive, of course) and the circuit and landing (what happened to the beetle is not recorded).
I would have thought that the Beau would have had fuel gauges to show where the fuel was at any one time - reminds me of the Vampire, where you had five gauges to watch - and in any violent manoeuvre the fuel re-distributed itself among the five, so you had to tot-up again every time to see your fuel state. Perhaps it was the same with you.
Pilots, Military or Civil (and some not so civil !), as a body, contain the same proportion of idiots as in the population in general:
"Go forth and multiply ?"
Cheers, Danny.
Walter, you should have practised the "picking up the handkerchief" trick before trying to plough up the airfield ! Seriously all would not necessarily have been lost if you had got back airborne without an ASI. You would instinctively have flown the thing round the circuit with all the right attitudes, and using the normal power settings at each stage, the airspeed would have been in the right ballpark.
I flew my first 60 hours in that way, and in Peter Smith's "Vengeance", "Red" McInnis (my Canadian predecessor on 1340 Flight) relates how he once got airborne in a VV on a sortie, only to find that some fat beetle or other had taken up residence in the pitot head and the ASI was u/s. He joined the formation, had no difficulty in flying the sortie (including the dive, of course) and the circuit and landing (what happened to the beetle is not recorded).
I would have thought that the Beau would have had fuel gauges to show where the fuel was at any one time - reminds me of the Vampire, where you had five gauges to watch - and in any violent manoeuvre the fuel re-distributed itself among the five, so you had to tot-up again every time to see your fuel state. Perhaps it was the same with you.
Pilots, Military or Civil (and some not so civil !), as a body, contain the same proportion of idiots as in the population in general:
...The temptation to offer him further professional advice must have been very great indeed...
Cheers, Danny.
Last edited by Danny42C; 16th Jan 2016 at 23:01. Reason: Get the Quote Right !
Just to note that today would have been yet another birthday for our thread founder Cliffnemo. I will certainly be raising a glass to the man that set this "hare" running. Many a mickle makes a muckle seems appropriate, we have certainly covered some ground !! Cheers Cliff.
Smudge
Smudge
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Autre pays autre moeurs...
Smudge,
Your picture shows Cliffnemo at 6 BFTS, Ponca City, Oklahoma, with his 'buddy', Hardie Albrecht, an Army Air Corps Aviation Cadet on the Course.
Some background information may be of interest:
1. The BFTS had to take 20% Air Corps Cadets (clearly to compare the results of the RAF training with that of the US Army Air Corps schools) in each intake, which is why Hardie was there. I never could get to know what their conclusions were. On our part, when we got back to UK, no difference was ever noticed between the two at OTU stage or later.
2. BFTS students were kitted out with US summer uniforms (and kept their RAF caps and white "flashes"). Later (post Pearl Harbor) they seem to have got RAF blues as well. In the "Arnold" Schools we had to leave our blues behind for storage in Canada while we were in the States, travelled down and back in our grey "civvie" suits, and were issued with "flight suits" (nothing more than mechanic's overalls) which we wore at all times (and in which we paraded for our Wings).
3. Hardie is wearing an officer's cap. He is an Aviation Cadet, not an 'enlisted man'. If he is unsuccessful, or doesn't like it, he can walk out. US NCOs would address him as "Mister" (what the RAF Ncos called him, I don't know). On successful completion of the Course, he would (I presume) be commissioned as a Second Lieutenant in the Army Air Corps. (Cliff says he ended up ferrying B-17s all over the world). But while he was training with the RAF, I suppose he was lumped-in with our LACs.
4. In an "Arnold" schools we were luckier in some respects. They treated us as they would have treated their own Aviation Cadets (although we remained LACs). Our accommodations were far superior to anything we'd had in the RAF; we had silver service and waiters in the Mess Hall; US NCOs called us "Mister"; and they couldn't get their heads round the idea of a Sergeant- Pilot at all.
Strange world,
Danny.
Your picture shows Cliffnemo at 6 BFTS, Ponca City, Oklahoma, with his 'buddy', Hardie Albrecht, an Army Air Corps Aviation Cadet on the Course.
Some background information may be of interest:
1. The BFTS had to take 20% Air Corps Cadets (clearly to compare the results of the RAF training with that of the US Army Air Corps schools) in each intake, which is why Hardie was there. I never could get to know what their conclusions were. On our part, when we got back to UK, no difference was ever noticed between the two at OTU stage or later.
2. BFTS students were kitted out with US summer uniforms (and kept their RAF caps and white "flashes"). Later (post Pearl Harbor) they seem to have got RAF blues as well. In the "Arnold" Schools we had to leave our blues behind for storage in Canada while we were in the States, travelled down and back in our grey "civvie" suits, and were issued with "flight suits" (nothing more than mechanic's overalls) which we wore at all times (and in which we paraded for our Wings).
3. Hardie is wearing an officer's cap. He is an Aviation Cadet, not an 'enlisted man'. If he is unsuccessful, or doesn't like it, he can walk out. US NCOs would address him as "Mister" (what the RAF Ncos called him, I don't know). On successful completion of the Course, he would (I presume) be commissioned as a Second Lieutenant in the Army Air Corps. (Cliff says he ended up ferrying B-17s all over the world). But while he was training with the RAF, I suppose he was lumped-in with our LACs.
4. In an "Arnold" schools we were luckier in some respects. They treated us as they would have treated their own Aviation Cadets (although we remained LACs). Our accommodations were far superior to anything we'd had in the RAF; we had silver service and waiters in the Mess Hall; US NCOs called us "Mister"; and they couldn't get their heads round the idea of a Sergeant- Pilot at all.
Strange world,
Danny.
Danny:-
Neither it seems can we these days, Danny. As you say, a strange world, given that NCO pilots prevailed in WWII, with officer aircrew often serving under them as aircraft captain. I know this is a buoy that this forum has gone around many times, but it I still don't understand the RAF's insistence on commissioned pilots (but OK with non-commissioned/WO aircrew). I'm told that it is to ensure a sufficient source of pilot SO/VSO's in the command chain, which in turn raises the question of why should they be pilots in the main?
and they couldn't get their heads round the idea of a Sergeant- Pilot at all.
Before I continue Frank’s story I have to make an apology. When I said that he put me to shame with his active life style I thought that he was 93. In fact he will be 98 this Summer and my shame knows no bounds.
When Frank arrived at Chivenor to join 272 Sqdn they were in the process of exchanging their Blenheim IVF aircraft for Beaufighters before flying out to Egypt. His friend George was selected to be the crew of the Squadron Leader and Frank was picked by one of the Flight commanders, Flt Lt Robin Campbell. He thinks that this was because they were the top two students from their course. One of his early flights with his new pilot was in a Blenheim when they were sent up to Bristol to pick up spares. They were entertained to lunch in the Directors’ dining room at the Bristol Aircraft Company, an interesting experience for a young man from the North East.
Before they were dispatched to the Middle East Frank was given his first real test as a navigator when the Squadron flew up to Sumburgh to escort a flight of Swordfish aircraft preparing to attack the Bismark which was rumoured to be sailing from Norway. It was here that Frank experienced more of what he saw as class distinction when he invited some of the Swordfish gunners, who were all Naval ratings, into the Sergeant’s Mess for drinks on the eve of the planned Bismark attack. When he argued against the objections of the resident WO’s that “these guys would probably all be dead by this time tomorrow”, they were allowed in. In the event, as history shows, this attack was cancelled when it was realised that Bismark had already left the area.
It is an interesting twist that, about 50 years later, Frank’s daughter married the son of a pilot who took part in the final Swordfish attack on the Bismark off Brest, when the steering was seriously damaged.
In April 41, after a trip to Bristol to pick up new Beaufighters, 272 Sqdn flew down to St Eval and then on to to Abu Sueir in Egypt, routing via Gibraltar and Malta. They had better luck than 252 Sqdn who had one of their aircraft force land in Portugal to be interned as well as one which returned to St Eval.
Once in Egypt, they were based mainly at Ekbu from where Frank took part in ground attack raids in North Africa as part of Operation Crusader. Occasionally he was detached back to Malta for raids on Cartegena Airfield in Sicily. On one trip to Cyprus he had Air Chief Marshall Sir Arthur Tedder on board as a passenger. He spent the trip teaching him how to carry out drift sightings. At this time, there were reports of a German U Boat in the Red Sea and Frank’s aircraft was sent to Hurghada to look for it, in vain as it turned out. At that time, Hurghada was like an American oil town and for the first time in his life he enjoyed their hospitality. The first time he had ever seen tinned beer. After this he was given a few days off and was flown to Cairo in an old Vikers Vimy. (NB. Looking at the records it was more likely to have been a Vickers Valentia, a development of the Vimy and operated as a transport by the RAF in the Middle East at that time)
During the first three days of Crusader, 272 destroyed nearly 30 aircraft, mostly on the ground but a few in the air. On July 24 1941 Frank’s aircraft shot down 2 Ju87s*. During one trip to Malta several Italian gunboats attacked Valetta harbour. One boat managed to escape and Frank’s aircraft was sent to catch it. This “soft” target was no match for the Beaufighter’s devastating fire power and it was completely destroyed. This left Frank “feeling a bit like a murderer” and with a growing perception of the total brutality of the war in which he was engaged. It is one of several experiences which have led to his reluctance to talk about his wartime experiences.
On November 26th 1941 on another Crusader attack on Jedabia airfield near Benghazi, Frank’s pilot Flt Lt Cambell was ill so Frank was standing in for Sgt Hobbs who had been slightly injured on the previous raid. Over the target their aircraft took a hit in one engine which burst into flames. His pilot managed to put it down on the same airfield and Frank was able to escape unhurt. Unfortunately his pilot, Sgt Price, had trouble releasing his harness and received severe burns to his hands and arms. He was eventually repatriated. Frank was carted off to a makeshift POW camp where most of his fellow guests were from the 8th Army. For him “ze war was over” except that, as the next episode will show, it carried on but in a very different manner.
• Some of these details were taken from the book “Beaufighter” by Chaz Bowyer, ISBN 0-7183-0647-3
When Frank arrived at Chivenor to join 272 Sqdn they were in the process of exchanging their Blenheim IVF aircraft for Beaufighters before flying out to Egypt. His friend George was selected to be the crew of the Squadron Leader and Frank was picked by one of the Flight commanders, Flt Lt Robin Campbell. He thinks that this was because they were the top two students from their course. One of his early flights with his new pilot was in a Blenheim when they were sent up to Bristol to pick up spares. They were entertained to lunch in the Directors’ dining room at the Bristol Aircraft Company, an interesting experience for a young man from the North East.
Before they were dispatched to the Middle East Frank was given his first real test as a navigator when the Squadron flew up to Sumburgh to escort a flight of Swordfish aircraft preparing to attack the Bismark which was rumoured to be sailing from Norway. It was here that Frank experienced more of what he saw as class distinction when he invited some of the Swordfish gunners, who were all Naval ratings, into the Sergeant’s Mess for drinks on the eve of the planned Bismark attack. When he argued against the objections of the resident WO’s that “these guys would probably all be dead by this time tomorrow”, they were allowed in. In the event, as history shows, this attack was cancelled when it was realised that Bismark had already left the area.
It is an interesting twist that, about 50 years later, Frank’s daughter married the son of a pilot who took part in the final Swordfish attack on the Bismark off Brest, when the steering was seriously damaged.
In April 41, after a trip to Bristol to pick up new Beaufighters, 272 Sqdn flew down to St Eval and then on to to Abu Sueir in Egypt, routing via Gibraltar and Malta. They had better luck than 252 Sqdn who had one of their aircraft force land in Portugal to be interned as well as one which returned to St Eval.
Once in Egypt, they were based mainly at Ekbu from where Frank took part in ground attack raids in North Africa as part of Operation Crusader. Occasionally he was detached back to Malta for raids on Cartegena Airfield in Sicily. On one trip to Cyprus he had Air Chief Marshall Sir Arthur Tedder on board as a passenger. He spent the trip teaching him how to carry out drift sightings. At this time, there were reports of a German U Boat in the Red Sea and Frank’s aircraft was sent to Hurghada to look for it, in vain as it turned out. At that time, Hurghada was like an American oil town and for the first time in his life he enjoyed their hospitality. The first time he had ever seen tinned beer. After this he was given a few days off and was flown to Cairo in an old Vikers Vimy. (NB. Looking at the records it was more likely to have been a Vickers Valentia, a development of the Vimy and operated as a transport by the RAF in the Middle East at that time)
During the first three days of Crusader, 272 destroyed nearly 30 aircraft, mostly on the ground but a few in the air. On July 24 1941 Frank’s aircraft shot down 2 Ju87s*. During one trip to Malta several Italian gunboats attacked Valetta harbour. One boat managed to escape and Frank’s aircraft was sent to catch it. This “soft” target was no match for the Beaufighter’s devastating fire power and it was completely destroyed. This left Frank “feeling a bit like a murderer” and with a growing perception of the total brutality of the war in which he was engaged. It is one of several experiences which have led to his reluctance to talk about his wartime experiences.
On November 26th 1941 on another Crusader attack on Jedabia airfield near Benghazi, Frank’s pilot Flt Lt Cambell was ill so Frank was standing in for Sgt Hobbs who had been slightly injured on the previous raid. Over the target their aircraft took a hit in one engine which burst into flames. His pilot managed to put it down on the same airfield and Frank was able to escape unhurt. Unfortunately his pilot, Sgt Price, had trouble releasing his harness and received severe burns to his hands and arms. He was eventually repatriated. Frank was carted off to a makeshift POW camp where most of his fellow guests were from the 8th Army. For him “ze war was over” except that, as the next episode will show, it carried on but in a very different manner.
• Some of these details were taken from the book “Beaufighter” by Chaz Bowyer, ISBN 0-7183-0647-3
Hardie Albrecht, an Army Air Corps Aviation Cadet on the Course - Danny
A wee shoogle with Goggle informs us, amongst other things, that the
Desert Sun 29 December 1944 ? California Digital Newspaper Collection confirms his subsequent promotion to First Lieutenant in December 1944
http://spartahistory.org/newspaper_s...ge%2012%20.pdf tells us about his wedding in late 1945, complete with a photo of his bride,
Hardie M. Albrecht (1916 - 1991) - Find A Grave Memorial confirms the dates of his birth and death, and where he is buried,
whilst http://media1.razorplanet.com/share/...ouncements.pdf asks for him to be remembered on Memorial Day 2014
A wee shoogle with Goggle informs us, amongst other things, that the
Desert Sun 29 December 1944 ? California Digital Newspaper Collection confirms his subsequent promotion to First Lieutenant in December 1944
http://spartahistory.org/newspaper_s...ge%2012%20.pdf tells us about his wedding in late 1945, complete with a photo of his bride,
Hardie M. Albrecht (1916 - 1991) - Find A Grave Memorial confirms the dates of his birth and death, and where he is buried,
whilst http://media1.razorplanet.com/share/...ouncements.pdf asks for him to be remembered on Memorial Day 2014