WINTER 2020

Latest project update

Page 4

From night fighter to intruder

Page 12

The story of 23 Squadron - Part 1

Page 20

Mosquito and the quest to

break Mach1
Page 39

CLUB
 Welcome to your latest issue of Mossie Bites.

Membership grows It’s fair to say that 2020 has brought unprecedented challenges.
As feared back in April, the 2020 airshow season has been

despite lockdown decimated, denying us a unique opportunity to meet many

of you face to face and answer your questions in person.

Its time to say hello again through Operation Jericho 2020. If you one of our directors or volunteers, the with regional membership events
have any ideas of how we could raise email address is info@peoplesmosquito.

CHAIRMAN’S
to you all and a special additional funds, or would like to organise org.uk. Secondly if you would be interested
to help bring the UK and Europe’s
Mosquito family closer together.
hello and welcome to your own fundraising activity, please in joining our group of wonderful and
contact us at [email protected]. invaluable volunteers, or could offer All that takes time to plan of course,
our new members. It has
certainly been a very
It’s amazing how much money people like
Capt. Sir Tom Moore have raised this year!
help in any other way, please contact us
via [email protected]. UPDATE so we’re greatly indebted to Graham
Charles, one of our most passionate

trying and strange few With the festive season just around the
uk. Finally, if you have any problems with supporters and the driving force behind

B
accessing the Club website or need to have our 2019 Fawley Church Family’s
months for all of us and corner please remember to take a look
We hope our regular communications, to complete both moulds. That’s why

CLU
your password reset, please contact me Day. Graham has kindly stepped
at our online merchandise
I hope that you and your www.peoplesmosquito.org.uk/store/
at [email protected]. project updates and the recent video our fundraising team, ably supported
forward to become our Membership
updates we’ve provided in conjunction by several volunteers, is currently
families are well. In these or maybe you know someone who Remember this is The People’s Mosquito
with Retrotec have been able to fill the exploring a range of funding sources,
Events Coordinator, so as lockdown
would appreciate a club membership. and your Club. Therefore without you, restrictions continue to lift and the
uncertain times one gap somewhat but appreciate it’s not over and above public subscriptions,
If you do wish to buy a membership our loyal band of Club Members, giving future becomes more certain, we aim
thing still remains solid as a gift please do so in plenty of your wonderful support to the project
the same. As the lifeblood of all that to complete this all-important first
to open up access to the project in
The People’s Mosquito stands for, it’s step in RL249’s restoration.
and that is the passion time to enable me to process the we would not be here now. I would
that face to face engagement with
new ways – something we’ve have
membership in time for the big day. like to say thank you to you all and The effort, passion and craftsmanship always been passionate about and
and love for the Mossie. until next time stay safe and well and our membership that often brings out
As before I would like to remind you of being invested by Retrotec is a sight promised to do from the outset.
enjoy what I hope will be a happy and the best conversations and gives the
Membership of the Club is still on the a couple of email addresses which may to behold – more details of which are
peaceful festive season for you all. TPM team the greatest satisfaction. We also have a new membership
increase and upgrades to Life Membership be of interest. Firstly, if you know of any provided in our interview with Guy
website in the offing, which we are
are still happening on a regular basis too, clubs/groups in your area who may be Sandra Pickford, One frustration this summer has Black on page 4. It’s a sight I hope
looking to develop in the coming
which is all really good news. interested in a talk about the project by Membership Secretary been the time needed to supply the many of you will be able to enjoy as
weeks. Watch this space.
As regular airshow fans will know, there has Operation Jericho 2020 pin badges, we look to offer members access to
which has caused some delays to Retrotec’s facilities and the chance While the restoration of RL249 is being
unfortunately been very little happening
this year due to the current situation. Sadly Help us develop our fulfillment. Apologies to anyone who to see the work being funded through rigorously managed by Retrotec under
its CAA A8-21 accreditation, we always
that has meant that we have not been able has had to wait for their support of the your donations at first hand.
to meet you in person, but we still welcome membership offer moulds to be recognised – mailings
We appreciate that just as the higher
want to hear from anyone keen to join
your letters and news, so please keep them are now underway in batches. the team and support our fundraising
We are always open to suggestions as to how we can improve our membership offer. We all level of rewards offered through
coming. Let’s all look forward to next year’s share a love for de Havilland’s Wooden Wonder masterpiece and all wish to see RL249 and marketing activities. If you’d like to
Since launching the campaign on 8 Jericho are beyond many people’s
airshow season when hopefully we will be grace UK skies once again, so it’s not all about the rewards. As we try to promote Operation get involved, or have suggestion as to
Jericho2020 as much as possible, and generate funds for our moulds, it is our regular April, we’ve now raised £148,000. financial means, Retrotec’s location in
back bigger and better than before, and what content you’d like to see on the
members and membership fees that continue to underpin our progress and fund work
we can meet up again and have a chat.
Your incredible support has seen the south of England might preclude
at Retrotec. new member’s website, please do
remarkable progress made on our new some of you from visiting in person.
In light of the airshow cancellations this get in touch via
That’s why we’d like to develop our membership offer further, to help improve the benefits fuselage moulds, despite lockdown However, every contribution is needed,
year and associated loss of revenue, you enjoy and develop opportunities to engage with our restoration and see progress first [email protected]
hand. We’re always open to new suggestions, but we’d be particularly keen to hear from restrictions. While your donations large and small from up and down the
the charity has become reliant on online
any members who might be intersted in joining a small membership team focused on and subscriptions have made all country as well as overseas. We’re In the meantime, I hope you enjoy
merchandise sales as well as new and developing events, growing benefits and supporting a new membership website, currently
this possible, its vital we maintain currently looking at ways in which your latest Mossie insight-laden club
renewed memberships and membership in development. Please contact us via [email protected]
to register interest. momentum this summer as we work we can take the show on the road, journal. Feedback always welcome!
upgrades to add to funds generated

2 3
 Project update

We hope many of you have been able to enjoy our The past few months have undoubtedly
changed the way we live and work.
regular project updates shared via email and social The cancellation of the 2020
media, as well as the roll out of our video restoration airshow season has affected how
Progress on profiling mould A
updates in June and July. Special thanks to Gregory we engage with the public and, like as works get underway on mould B
every charity in the UK, has impacted
Boon and the team at Retrotec for helping to produce
on fundraising this year. However,
these insightful film diaries showing progress on despite unprecedented headwinds,
the fuselage moulds. Apologies for the lack of recent progress necessitated the launch of Retrotec’s Managing Director. “We have
Operation Jericho 2020 back in April. extensive experience of working on
updates on our website – time and resource pressures
And what a response we have had! the drawing systems for the Hurricane
during lockdown – but we aim to share more news on and Spitfire, for example. However,
Thanks to the incredible support of The
the website soon. People’s Mosquito family – whether
each manufacturer, each design team,
has their own unique approach to how
you’re a lifetime member, long-standing
technical drawings are presented and
annual member or one of our many
how the family tree, if you like, branches
new TPM Club members – your support
out. This process has required many
has meant we have been able to make
hours of research to compile the
remarkable progress on the first de
details we need just for the FB.VI mould
Havilland fuselage moulds to be built
design. We’re learning all the time.”
in the UK for more than 70 years. But
that’s not all we’ve been up to… That’s why, as Guy further explains,
work commenced on the rear half of
Completing mould A mould A, which is now complete. “The
Looking through some of the 20,000 separate drawings

Work started in earnest on Mould rear fuselage section is far simpler

A in April, building on the box steel in terms of construction,” says Guy,
frame and the first couple of infills pausing to prop open the office door
developed at the start of the year. with a Browning .303 machine gun.
“All the detailing required for the crew
“There’s a considerable learning
access hatch, the cockpit, bomb bay
process involved, which starts by
fittings and access panels, are specific
getting into the head of the designers
to the front half of the fuselage.
and knowing the way the drawings
were collated, as this is not straight “It’s here that we need to precisely
forward when faced with 20,000 locate all the additional support points
Working on a drawing of the bulkhead
separate drawings.” says Guy Black, needed for the fuselage, which means

4 5
 the mould itself is profiled in such a way are about to start work on the rear
that the key structural points sit proud half of mould B, now mounted on
– by no more than 10 thousandths of its own painted box steel frame.
an inch – from the body of the mould.
“The moulds are obviously pivotal,”
When the fuselage ply is eventually
explains Guy. “However, it’s not the only
applied for bonding, the pressure is
area we’ve been focused on. We’ve
therefore increased at these specific
now started work on the first of our
points to ensure 100% bonding.”
airworthy FB.VI bulkheads – a sandwich
So, while work on the infills has shown of aviation grade ply, spruce, and ply.
visible progress over the past few Again, the challenge here is interpreting
weeks, just as importantly behind the FB.VI general assembly drawings
the scenes has been the work to we have. Some of the individual
locate where local strengthening is components are simply marked as ND
required for the front half of the mould. – Not Drawn. That’s not uncommon
Significant progress has been made, practice and we’re quite used to
paving the way for the completion fabricating bespoke components
of mould A. While that research where no precise drawing was deemed
continues, Retrotec’s woodworkers necessary by the original design team.”

“All the detailing required for the crew access

hatch, the cockpit, bomb bay fittings and
access panels, are specific to the front half
of the fuselage.”

6 7
 Flying controls
As many members will have seen, the of this nature, where funds allow. The The same approach was taken some
team recently swooped to acquire an aim is always to save the project months ago to the acquisition of a
original FB.26 fighter bomber control several thousands of pounds by glycol header tank, a key component
column from a private seller in Canada. avoiding the need to remanufacture. It in the Merlin engine’s cooling system.
Having consulted with Retrotec, the also underpins our overall commitment
The donated part was in need of
decision was made to divert a portion to authenticity by ensuring that where
some serious TLC, but has since been
of Operation Jericho 2020 funding to practical and sensible to do so, we use
beautifully refurbished to airworthy
secure the rare acquisition; a purchase as much original de Havilland content
standards by Retrotec. If you’d be
which has since been sponsored by as possible in RL249’s restoration. Cockpit instrument panel reference numbers for the instruments, including AP1086 which lists old
interested in co-sponsoring this work, once we have found a copy of the 5X/referenced numbered panel
one generous anonymous supporter, The control column in question, unlike We’re also on the lookout for original,
then please do contact the team via airframe equipment schedule, AP assemblies, with the manufacturer’s
enabling the funds to be channelled many you see for sale which have un-opened new/old stock boxed
[email protected] 2019E Vol III Part 2, Appendix ‘A’ – so drawing number listed as well. That
back into the mould construction. been cut in half, had been carefully Mosquito-specific instruments. This
The team is now on the hunt for if you know of one do let us know. gave us the specific part numbers
unbolted from the original airframe is to support work on the fabrication
Guided by Guy’s expertise, the Board we needed for the Mosquito FB VI
and so was completely intact. another one (or two) header tank “In the middle of the cockpit we
remains open to ad hoc acquisitions of two brand new instrument panels
examples and enquiries are ongoing. and sure enough, we then found the
– one for flight, the second for have our standard six, blind flying
original drawing for the panel.”
display on TPM’s trade stand. “The panel, for which we have original
Mosquito cockpit was essentially gyroscopic instrumentation ready Guy is also sure he already has a
divided into three main flight panels. to use, still in boxes. We also have significant stock of Air Ministry 5B/
The left-hand side panel, featuring some of the items needed for the referenced Mosquito new-old stock
The aim is always to save the project several engine instrumentation, is made bomb panel, located below. wiring looms – some of which are likely

thousands of pounds by avoiding the need to from a material called Tufnol, which “On the top right-hand side, we have
to meet our requirements for RL249.

remanufacture. It also underpins our overall was widely used in 1940s aircraft a number of engine controls and So, while visual progress has focused
cockpit panels. It’s very expensive,
commitment to authenticity… but we believe we can get a sufficient
Junction Box A. This was causing us on the fabrication of the moulds to
some difficulty as we couldn’t locate date, you can hopefully see there’s
quantity ordered to make two cockpit the drawing in question,” adds Guy. a huge amount of work going on in
panels,” explains Guy; a statement “Then I had a brainwave – all the the background to allow the project
Another recent acquisition: glycol header tank that reflects Retrotec’s commitment to instrumentation in Junction Box A are to benefit from ad hoc acquisitions,
the highest standards of authenticity standard Air Ministry items. Over the maximise Retrotec’s existing stock
in the restoration of RL249. “We will years we’ve accumulated masses and lay the groundwork for the
soon publish a list of the Air Ministry of technical data and publications, next phases of construction.

8 9
 Sitka Spruce
We’ve also been delighted to announce
the first shipment of aircraft-grade Sitka
Spruce. Working with our partners in
the Netherlands, Touchwood B.V, who
supplied wood for the New Zealand
restoration of PZ474, the first pallets
have been harvested from sustainable
forestry in British Columbia, the same
stands of trees used to support the
production Mosquitos in the 1940s.

Torchwood has developed its own

unique laboratory to measure and
record the humidity, weight and density
of every individual piece of wood. This
means they can deliver the required
lumber for the aircraft as a “kit”
ready for construction, together with
the corresponding test pieces and
administered test results essential
for ensuring the CAA can sign off the
materials used in RL249 restoration.

The shipment departed Canada in

late September and will soon be
received by Retrotec for use on
the initial fuselage components.

All this progress is only possible thanks

to your support and love of the Mossie.
We hope you’re proud of the work we’re
achieving as much as we are proud to
be associated with all our supporters
who contnue to have faith in our vision.

As ever, if you have any questions,

or believe you can assist with parts
and/or documentation, or expertise,
please do get in touch via

[email protected]

10 11
 The story of F/Lt George Kelsey, DFC epitomises the
diverse dangers facing Mosquito crews during World
War Two. With grateful thanks to Mick Kelsey who
provided the following article, detailing George’s
incredible exploits with 151 Squadron.

From night fighter to intruder

George grew up in the village of – Turbin Lights – the intention being at Wittering to fly Mosquitos, the
Quarndon, a few miles north of Derby that the Havoc would ‘illuminate’ squadron moving to Colerne in
and attended the village school. He targets for night fighters to attack. April 1943. In August 1943 he
won a scholarship to Herbert Strutt’s Technical problems, and the pace of made his first sortie – a ‘Ranger’
Grammar School in nearby Belper, and development of airborne radar led to operation over Northern France. No
on leaving started work at International this solution being abandoned, and the enemy engagement took place.
Combustion in Derby in 1939, as squadron disbanded in January 1943.
November 1943 saw the first ‘kill’
a Trainee Laboratory Chemist.
for George and Jack. Following a
Night fighting
In 1941, aged 19, he joined the RAF ‘scramble’, they flew a Mosquito F.II
with 151 Squadron
Volunteer Reserve, and after being (HK177 – ‘Y’, equipped with AI –
passed by the medical board, was George and his pilot, Jack Playford, Airborne Interception - radar) and aided
ordered to report to the Air Crew were then posted to 151 Squadron by GCI (Ground Controlled Interception)
Receiving unit in July 1941. From here
he trained at No.6 AONS at Staverton.
His first training flight was in an Avro
Anson in November 1942. He then
went to No.3 Radio School at Prestwick,
then No.51 OCU at Cranfield.

His first operational posting was to

1459 Flight – which later became
538 Squadron - flying in Blenheims
and Havocs as Radio/Navigator/
Observer. The Havoc aircraft were
equipped with powerful searchlights

12 13
 Control then gave them a new vector,
A chase ensued, and with the use of full boost and they identified a FW.190 at 2.5
on the Merlin engines to close the range, two miles range. Using maximum boost

bursts of fire resulted in a violent explosion again, the range was reduced, and
a burst of fire was seen to hit the
on the enemy aircraft between the canopy
enemy aircraft at the back of the
and port engine. cockpit and cause a big explosion.
Another burst of fire missed, the
enemy aircraft then pulled up into a
loop. No further manoeuvres were
observed, but the enemy plane
appeared to be out of control. They
were then vectored back to base as My pilot was ordered to lead the 600 yards and the first few rounds hit fuselage and tail and the rudder
they were near the French coast. attack but as we turned to port to the rear cockpit and appeared to lift assembly then came away from the
investigate, and as they approached, the gunner and his canopy out of the target aircraft, just missing us, this
In March 1944, the squadron moved to
we saw a total of three sections of aircraft. The next burst was at a range debris being followed by the aircraft’s
Predanack in Cornwall, and continued
four aircraft with a further two in of 300 yards closing to 150 yards elevators. This engagement had to be
instep and intruder missions.
the box. On sighting us, the enemy and strikes were seen on the port broken off because another Ju 88 had
Following an instep mission over the aircraft turned for home in an easterly engine, cockpit and wing roots. The got onto our tail and its firing accuracy
Bay of Biscay in April, two aircraft direction but having seen them first, enemy aircraft then fell into the sea was getting too close for comfort.
failed to return. George and Jack were we had a good speed advantage. burning fiercely. We then broke away
I kept this attacking Ju 88 under
sent on an ASR (Air Search & Rescue) to port and fired at a Ju 88 crossing
On closing in on the first enemy observation and when it had closed
in Mosquito NF.XIII, MM438 ‘S’, to from starboard to port. Hits were seen
aircraft, we were hit by return fire from to 400 yards, my skipper carried out
they located an enemy aircraft which attempt to locate the downed aircraft. on the fuselage but the combat was
the rear gunner which damaged our a very severe turn to port just above
they identified as an Me.410. A chase broken off to go to the aid of a Mosquito
ensued, and with the use of full boost
Mosquito NF.XIII vs Ju.88 Mosquito’s nose and my side of the
which appeared to be in trouble with
sea level. The enemy did not follow this
cockpit. This did not impair our combat manoeuvre and after about one and a
on the Merlin engines to close the George Kelsey DFC, as quoted in one engine failing and being fired
capability and I took up a rear facing half orbits, we got onto his tail. A short
range, two bursts of fire resulted in a ‘Bloody Biscay’ by Chris Goss: “We at by an enemy aircraft on its tail.
position to give my pilot a running burst or fire was given but after about
violent explosion on the enemy aircraft reached the vicinity of the search
commentary on the tail end activities. The Ju 88 was given a burst of fire one second, the guns stopped and we
between the canopy and port engine. at 1532 hours and sighted and
at about 250 yards, closing rapidly had no alternative but to set course
The aircraft rolled onto its back and reported to the leader three twin- We opened fire at a range of about
to 100 yards. Hits were seen on the for base. We were later told that the
dived vertically towards a cloud bank engined aircraft which looked like
at 2,000 ft. The aircraft was seen by Ju 88s in the nine o’clock position
W/C Cunningham to hit the water. at a range of about three miles.

14 15
 I know it was St. Jean D’Angely because
we were flying so bloody low, I could read
the station name!

Ju 88 which had been attacked and An increase in sorties carried out by the will be employed in an offensive touched the ground, they would give them didn’t come back. It was bitter in central France. Locating a target
we had seen to be partly disintegrated allies led to an increase in casualties. role including bomber support. a sideways blast and mow down fighting this was. You had got to be at Chateau-Renault, they went in
had crashed into the sea.” (National Archives: AIR 27/1022) personnel. Vicious blooming things.” experienced really to get around it. I for an attack, but the guns failed.
George Kelsey: “We started to lose
knew where a lot of flak positions were, There had been no anti-aircraft fire.
crews of course. We lost one on 10 After identifying the target, the
A change of skipper A switch to Intruder ops and I could get my pilot underneath. George sorted out the problem and
June. Our losses got very heavy. But Mosquitoes went into the attack.
George’s courage and bravery led to The following day – 19 July 1944 You would fly under power cables and they came in for a second attack.
the morale on the squadron was Barry and George went in with cannon
him being awarded a DFC on 19 May – George and Barry were sent on crazy things like that, look out of your
absolutely superb. When you were fire and released the anti-personnel This time their aircraft was hit, the
1944. Earlier in the month he had been a Ranger mission to search for window and see the tops of trees.”
losing one out of two, you knew your bombs among the troops around the starboard engine being set on fire by
granted a commission as a Pilot Officer. time was going to come sooner or and intercept a train carrying a train. They ran the gauntlet of intense A few days later on 22 July 1944 a direct hit from a large-calibre shell.
Jack Playford was awarded the DFM. later – ‘Is it my bloody turn today?’ German panzer division. They flew medium and light anti-aircraft fire. George and Barry would once again The starboard wing was also struck,
in Mosquito FB.VI PZ197 ‘X’. have an unpleasant encounter. They and twelve square feet of wing surface
Jack was sent off on rest, eventually “Before we went off on these trips George Kelsey: “We went in as number
being posted to India where he George Kelsey: “We were at super were detailed, along with another just disappeared. The electric compass
down at Predanack, we had an air one and Barry was firing the guns and
was killed in a fatal crash when low level. Tree-top height all the way Mosquito, to attack railway targets was hit, and so were the instrument
crew restaurant where they fed us I let the bombs go. We were hit all over
flight testing a Mosquito. a good meal before we went off. there. It was that sort of operation. the place. We had shells through the
And the padre always used to come You were flaked up when you went main spar, both sides of the engine.
George was now crewed with F/O Barry
and sit with us and we used to call over every gun that was on the run. We had one of the external wing
Kneath. On 29 May, they were sent out
it the Last Supper. It was the Last That’s why our losses were so heavy tanks shot out. The starboard engine
on a patrol mission and encountered
Supper for some of us. You just on these kinds of ops. You were just was hit and the cooling system. We
a German He111 10 miles south of
waited for the end and that was it.” like a pheasant being shot at with a daren’t go back and have another look
We had shells through the main spar, both
Falmouth. A chase ensued and the
He111 was destroyed by fire from
shoot on. It was just like a firing squad at it!” George recalled his feelings sides of the engine. We had one of the external
On 18 July, a message was
their Mosquito (MM752 ‘R’ NF XIII). sent to 151 Squadron, from
really. There’s no evasive action. If about attacking the ground troops. wing tanks shot out.
you’re hit, you’re bloody well hit.”
On 5 June, George and Barry flew to the HQ, No.10 Group ops: George Kelsey: “You are just doing your
The panzer division was eventually job and you might get killed. There’s no
Colerne together with another crew Operational Role of No. 151 Squadron:
located in the railway station of hate in it at all. When you’re hardened
to join a number of aircraft from other With effect from today, July 18
St. Jean D’Angely. George Kelsey: to it that’s how you were. Young crews
squadrons. In the early hours of 6 1944, the night fighter defensive
“We had eight 20lb anti-personnel would come to the squadron and you
June, they flew defensive patrols over role of No. 151 Squadron is to
bombs and our number two had got would see them sit down writing their
the Normandy beaches in support of cease until further notice. No. 151
some 250lb heavies. These anti- letters before their first trip. It used
the allied D-Day landings, however, no Squadron, which will be equipped
personnel bombs, as soon as they to make me shudder. And a lot of
enemy aircraft were encountered. with Mosquito VI fighter bombers

16 17
 98
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anti-aircraft fire on the The fire petered out, the Mosquito just on his own. I felt that if I stayed in the A break from combat He was also chairman of the East
19th, just a few days trailing smoke. An attempt was made aircraft there was at least a fifty percent Midlands branch of the Institute of Fuel.
In September 1944 George went on
previously, this second to feather the starboard propeller, chance of survival for both of us.
He remained friends with Barry (who
rest having survived a tour of two years
exposure to such severe but it remained free-turning. The
“We arrived over base after a journey three months on operations. He went remained in the RAF), until his tragic
conditions was of some drag caused by the airscrew and the
of 390 miles with our plane in this to No.62 and No.54 OTU to train others death in 1952 when two Gloster
loss of part of a wing, was placing
concern.” considerable strain on Barry.
condition. Hydraulics had been shot- in the use of the AI equipment as he Meteors collided and crashed into the
up, but operation of the hand pump was familiar with it. After six months, he sea off Flamborough Head in Yorkshire.
To assist, George took his knife, cut enabled me to get the undercarriage was posted to 29 Squadron, and was George retired in 1985. To keep himself
off the tapes from his Mae West life down. We could only assume it was crewed with Barry Kneath again. He occupied, he researched and wrote
jacket, and tied them to the rudder safely locked down. We could not only flew two further Intruder sorties, a diary history of 151 Squadron. He
panel and the magnetic compass. pedals to relieve some of the strain get the flaps down, so it was a high both long range, before the war ended. couldn’t find anyone to publish it, but
George Kelsey: “After we had been set of flying the badly damaged aircraft. speed landing. We ran off the end
In September 1945, George and it can now be found on the internet
on fire and being at such a low level of the runway into soft ground which
Setting course on what they thought to Barry were in one of the many at: http://www.151squadron.org.uk.
with part of the wing missing, and with stopped us quickly, and after switching
be a northerly direction, they planned aircraft that took part in the Battle
the aircraft not being under proper off and getting out of the aircraft, the In 2013, George died from bladder
to attempt an emergency landing at the of Britain flypast over London.
control, the next few seconds were starboard engine kept rotating for a cancer. Two weeks before he died,
beachhead. However, they passed over
a nightmare. To realise that disaster long time on its own bearings. On a The final entry in George’s logbook he asked for a flypast for his funeral.
St. Malo, and received an unpleasant
had been averted, and that we were lighter side, the event was covered is on 20 June, 1946. It simply Two Eurofighter Typhoons from
welcome from friendly fire. Reaching
still alive is an experience difficult to in the national press and brought says, “Pancaked and clear, 29 Squadron performed the task
2,000 feet they decided to head across
describe. When we had climbed to in some interesting fan mail!” switching off-off” (this was the faultlessly, a fitting tribute to a hero.
the sea for home, crossing the English
about 1,000 ft, Barry said, ‘Get your radio call given after a successful
coast in the vicinity of St. Austell. On 21 August 1944, George returned George had requested that his ashes
chute on, we may have to jump for it.’ landing, and engine shutdown!)
home to Derby to marry Doreen – a should be scattered off Flamborough
I clipped on my parachute, but after George Kelsey, as quoted in ‘Victory
switchboard operator at International George returned to Derby and worked Head to join Barry. Someone was
assessing the situation, I knew that Fighters’ by Steve Darlow: “Barry again
Combustion. They had met at a at International Combustion as a found who would fly a model helicopter
if I jumped, Barry could not possibly pleaded with me to ‘jump for it’. Again,
works cricket match where George chemist, taking a degree at Nottingham and deposit the ashes. Unfortunately,
get out because of the drag from the I declined, since it was obvious that he
must have ‘Bowled a Maiden over!’ University. He held various positions the helicopter lost power over the
dead engine and damaged wing.” could not possibly get the plane down
with International Combustion, cliffs, and plunged into the sea. I
eventually becoming Chief Engineer. think George got the last laugh!

18 19
 Memories of Blida, Algeria
with 624 Squadron
Operating out of North Africa, Malta and eventually I was three when my father came home
from the war in 1946. He had only seen
Italy, 624 Squadron’s work was vital in supporting me briefly in those three years, having
resistance and SOE operations across the spent quite a while in the Middle East,
the Chief Engineering Officer in charge steam. From squadron records and
Mediterranean theatre in 1944-45. Here, John Bell North Africa and Malta. He entered the
of getting the aircraft serviceable. talking to some of the 624 veterans I
RAF in 1933, aged just 16 years-old,
shares memories of his father’s service with the have met at reunions a few years ago
as one of Trenchard’s Halton ‘Brats’. Challenging conditions the squadron had a hard time, losing
squadron, including one close scrape in a Mosquito. He left as an Acting Squadron Leader
The squadron commenced operations a number of aircraft and crews. The
having been mentioned in dispatches.
on the Handley Page Halifax, with problem was poor weather around the
He served with 17 Squadron, working several detachments posted to mountainous areas where they were
on Gloster Gauntlets and Gladiators, as Malta, Tunisia and Libya to conduct trying to drop to and where the waiting
well as Hawker Harts and Hurricanes their secretive operations all over the Maquis were waiting. Sometimes
before moving on to 78 Squadron and southern Mediterranean theatre. It was aircraft suffered engine problems on
then 1655 Mosquito Conversion Unit, not uncommon to average 14 ops per the way over the Mediterranean or
Bomber Command, before joining 17 night, sometimes up to 19 sorties. A were found by German night fighters.
Operational Training Unit on Blenheims. combination of heavy workload, some
A short posting to headquarters RAF aircraft being in poor condition and
A chance to escape
Middle East in April 1943 followed the need to fly low-level operations I have seen W/C Stanbury’s logbook
before he was selected for a special often in mountainous terrain, certainly with reference to ‘crew F/O Bell and
ops squadron, originally formed at took its toll. The announcement that Self’ testing on one engine on several
RAF Tempsford, Bedfordshire from the squadron was to convert to Short occasions! They were often testing
1575 Flight. This was to become Stirling Mk.IVs in June 1944 must various aircraft that crews had said
624 (Special Duties) Squadron, have come as welcome news. were faulty. Stanbury regularly flew –
which was deployed to Blida on 7 all ops were at night by the way – and
During this time, my father became
September 1943. The French airfield dropped agents and supplies as usual
good friends with his CO, Wing
was just a short hop (just over 20 from a Halifax. It appears my father
Commander Clive S.G Stanbury DSO,
miles) to the south west of Algiers. ‘Dinger’ went with him on one occasion
DFC. When they could they jumped
They were tasked with dropping although this wasn’t officially recorded!
into one of the Mosquitoes they had
agents into Southern France, Italy, on the squadron, which were used No wonder then that a short ‘jolly’
Czechoslovakia and Yugoslavia as well for a combination of recce flights and in Algiers was well deserved. I
as dropping much needed supplies squadron hacks whenever needed. can hear you thinking what has
to resistance groups including The It was not uncommon to pop down to all this to do with Mosquitoes?
Maquis. My father, ‘Dinger’ Bell was Algiers for a day or two to let off a little

20 21
 Well, they had a number Mosquitoes on injured, but not seriously. However, the
squadron strength, including DZ549, a incident certainly affected my father.
Mosquito B. Mk.IV converted to PR.IV
standard sometime in 1943. There An interesting place
are entries in W/C Stanbury’s logbook While at Bilda, ‘Dinger’ was also on
on several Mosquitoes – largely for 162 and 156 Maintenance Units,
local air test flights including trips taking in hundreds of aircraft from all
up to Algiers, with many including over the Middle East. Aircraft were all
my father in the navigator’s seat. stored at Bilda until flown on to new

The local airfield at Algiers was known destinations and he makes references

at that time as Maison Blanche – to Spitfires, Kittyhawks, Mustangs,

the White House. Unfortunately, on Argus, Wellingtons, Warwicks,

20 April 1944, on a short trip to Bostons, Ansons, Beaufighters,

Maison Blanche in DZ549 the port Ventures, Hudsons etc! These

undercarriage collapsed on landing were in addition to 624 Squadron’s

rendering the aircraft a total loss. Both own Stirlings and Halifaxes.

my father and W/C Stanbury were

One squadron photo also shows airworthy aircraft were buried on-site
Boeing B-17s in the background. at Bilda, just before the squadron
My limited research shows the moved to Malta and Italy. Undoubtedly,
Americans arrived in 1944 and much of this material was dug up and
used Blida as base for operations recovered for scrap once the RAF left.
in the Italian theatre. As a result,
When he left the RAF in 1946,
it was not uncommon to see a
my father went on to become an
unique panoply of aircraft types
automobile consulting engineer, but
at this single runway airfield at
he died a relatively short time after
the foot of the Atlas Mountains.
the end of the war. I still have all
At the end of 1944, 624 squadron his Halton workbooks which have
moved to Malta and finally Italy, been critically marked by the Brats’
eventually disbanding on 30 instructors. My mother later told me
November 1945. In talking to some that the crash in DZ549 stayed with
of the 624 veterans, they said that my father for the rest of his life.
a number of unused stores and non-

22 23
 being Pilot Officer G.E. Morris and A.I 30mph faster than the Blenheim 1f, that had more than its fair share! The
Operator Sergeant R.H. Leyland. and having achieved some kills at night red-headed ‘Sammy’ Hoare was the

23 Squadron,
over France – a Heinkel He 111 over proud possessor of one of the most
Strangely, 23 Squadron’s next two
Le Bourget on the 3/4 May 1941, and magnificent handlebar moustaches
changes of equipment also involved
another He111, on the night of 13/14 in the RAF – ‘six inches from wingtip
twin-engined types which had originally

Semper Aggressus,
September 1941 over Beauvais, for to wingtip’; he hardly recognised a
been designed as bombers, the next
example – the squadron was still not moustache unless the ends could be
being the Douglas Havoc – derived
equipped with the optimal aircraft clearly seen from behind the head of
from the Boston - which arrived in

‘Always on the attack’

for its role. That would come next. the wearer! He had damaged an eye
March 1941 at their RAF Ford base.
in an accident in a Fairey Battle, but
By this stage of the war, 23 Squadron
A charismatic CO this didn’t prevent him from being a
was firmly specialised on intruder
In mid-1942, the CO of 23 Squadron strong leader and a valiant fighter pilot
operations, which the Boston/Havoc
was the redoubtable Squadron who would finish the war on nine kills.
– with its crew of three and a small
internal bomb load – was suitable for. A Leader Bertie Rex O’Bryen ‘Sammy’ On 7 June 1942, the squadron
small run of 38 of these aircraft – given Hoare, without a doubt one of the received a single Mosquito T.III for
In the first in a series of Mosquito squadron profiles, the rather odd name of Moonfighters RAF’s real characters in a Service

Ross Sharp takes a detailed look at 23 Squadron, with for a time – were armed with 4 x

which RL249 flew prior to her tragic loss in 1949. .303” Brownings in the nose and a
Vickers ‘K’ gun of the same calibre
The squadron was one of the most active Mosquito on a dorsal mounting. Despite being
squadrons of World War Two, so this feature in
presented in two parts.

23 Squadron had one of the most Given the Blenheim’s marginal version of the A.I. Mk III radar complete
distinguished histories in the Royal performance as a fighter in the late with the distinctive ‘bow and arrow’
Air Force, having been formed as 1930s (a maximum speed of c.260 aerials in the nose, made the world’s
part of the RFC in September 1915, mph), this was purely a stop-gap first successful night interception and
and fought for the most part on the measure at the outbreak of WW2. combat when it shot down a Luftwaffe
Western Front. Post WW1, the squadron Despite its pedestrian ways, a Blenheim Dornier Do17Z on the night of 22/23
found itself specialised on two-seat
fighters like the Hawker Demon by
1f of the Fighter Interception Unit from
RAF Ford, which was fitted with the early
July 1940. The Blenheim was flown by
Flying Officer G. Ashfield, his Observer
Did you
the late 1930s. Indeed, its switch
to twin-engined, multi-crew fighters
know…
began in December 1938 when it was 23 Squadron
stationed at RAF Wittering and re- claimed the world’s
equipped with the Bristol Blenheim 1f. first radar-led night
The Blenheim bomber was converted
interception on
to a fighter by the simple addition 22/23 July 1940?
of a gun pack containing 4 x .303” The target that
Brownings under the belly, thereby night was a Do17Z
raising its forward firing armament from 2 Staffel,
to a total of five Brownings. Kampgeschwader 3.

24 25
 conversion training, and its first were patrolling near Chartres when the crew also given the freedom to of Malta, via the now liberated
NF.II in July, DD670, coded YP-S. At an enemy aircraft was seen with its attack MT, rail and other military targets airfield of Maison Blanche, on the
this stage, the Mosquito NF.II was navigation lights on. This was stalked in the assigned area. In December outskirts of Algiers on the 27th. This The very first Mosquito to land on the
desperately needed to upgrade and dispatched with three bursts of 1942, great changes were afoot. was significant, in that it was the
fortress island of Malta had been W4055,
the Home Defence units of Fighter 20mm cannon fire. The blazing Dornier ‘Sammy’ Hoare had left to take over first movement of an RAF Mosquito
Command. When fitted with extra fuel 217 crashed near Montdidier. what was to become the RAF’s prime squadron to an overseas base.
one of the very early production PR.1
tanks, The NF.II gave 23 Squadron the ‘Intruder finishing school’, No 51 OTU, aircraft built at Hatfield, following a photo
The unit built up its establishment of The timing could not have been more
opportunity to go on the offensive.
NF.II (Special) slowly, and began to
RAF Cranfield, and the new CO, Wing
perfect. The Mediterranean theatre
sortie over Italy on 4 November 1941.
It didn’t take ‘Sammy’ Hoare, and his wreak havoc over France, Belgium
Commander Peter Wykeham-Barnes,
of operations was starting to heat Assigned to No 1 PRU, Benson, sadly,
navigator, Pilot Officer Cornes long and Holland, including Night Ranger
was a Desert Air Force ace. Suddenly,
up, with the ‘Run for Tunis’ being well W4055 was to go missing during a
a signal arrived ordering the squadron
before they opened the squadron’s sorties, which meant planned attacks
to prepare for a move to Malta!
underway and the invasion of Sicily and PR mission to Trondheim less than a
score on the Mossie, on 6/7 July. They on specific Luftwaffe bases, but with the mainland of Europe, in terms of
month later.
Italy, being planned. On 28 December
1942, the first aircraft to touch down
on Malta was DZ230, YP-A, finished in
the by-then standard ‘Intruder scheme’
of Dark Green/Ocean Grey uppersides
Challenging operational been able to bring with them from

and smooth night undersurfaces, with

conditions the UK were quickly run through.

a type C.1 fuselage roundel; squadron The squadron’s engineering staff Accidents were not uncommon. For
code letters and the aircraft serial were worked wonders to make all aircraft example, DZ230, ‘YP-A’, was a total
in roundel red, the colour scheme which available for operations as soon as loss on 22 June 1943, when it overshot
had been applied before the move possible after their arrival. All air the main runway at Luqa (Hal Far and
at RAF Bradwell Bay. Smooth night operations on Malta were primitive in Ta Kali were too rough for satisfactory
had replaced the rough RDM2 night the extreme, and stories about blast Mosquito operation at this time,
finish on Mosquito nightfighters and pens for aircraft being constructed apparently). Surprisingly, winter rains
intruders, because an overall coat of from rubble from German and Italian could turn Malta’s dispersal areas
A modified version of the NF.II was employed on RDM2 was found to reduce top speed bombing raids, and aircrew receiving into quagmires of ankle-deep mud in

Intruder duties. This involved the removal of the by no less than 23 mph! The final five a nutritional boost by consuming parts, with even Wellington II’s getting
bogged down. At the end of a long
highly classified Airborne Interception (AI) radar, of 23 Squadron’s Mosquitoes touched a ration of grated carrot soaked in
down at Luqa on 29 December. cod liver oil are legion. Worse still, and sometimes tenuous supply chain,
which was deemed too sensitive to risk over the supplies that 23 Squadron had Mosquito serviceability suffered.
occupied Europe.

A move to Fortress Malta there by the 23rd; two crews had been
unhappy with their fuel state during
The squadron’s ground personnel left
the latter stages of the flight, however,
for Glasgow on the 10th December and
and had made an unauthorised
embarked on the Royal Navy’s aircraft
diversion ‘over the Iberian Peninsula’.
carrier, HMS Argus, for Gibraltar, arriving
on the 20th. Between the 21-23, 18 Christmas was spent in Gibraltar,
aircraft left for RAF Portreath, Cornwall. and it wasn’t until the 26th that
Seventeen Mosquitoes departed for the ground party left for Malta in a
Gibraltar, led by Wing Commander number of Liberators and Hudsons,
Wykeham-Barnes, and all had landed with the first six Mosquitoes being
flown out to the George Cross Island

26 27
 Despite these difficulties, 23 Squadron hit by both ‘A’ and ‘B’ Flights during During one sortie, Flying Officer G L the UK aboard a Dakota, with a well-
began to amass an enviable record. dusk and nighttime operations. It was ‘Gus’ Shemilt, RCAF and his navigator, deserved DSO. More bad news followed
Prior to their arrival, when RAF aircraft clear the Allies had turned the tide Pilot Officer E G Pullen went off swiftly, with the announcement that the
could be spared to make ‘intruder’ in North Africa. For example, on the to Trapani, where they successful squadron was being transfered from
sorties over Sicily, they had been 15/16 January 1943, no less than 11 dispatched a Ju 88; they also saw a RAF Fighter Command to RAF Malta
limited to either ‘Hurribombers’ Mosquitoes were detailed to attack MT mass of enemy shipping. This was Command, thereby crushing any hopes
carrying 2 x 250lb bombs, or the slow on the Tripoli-Sfax road. By the 19th, reported and a highly effective shipping the unit had that 23 Squadron would
and vulnerable Bristol Blenheims, reports were coming in that ‘Rommel strike laid on. The next day, Air Vice be subject to a swift recall to the UK.
which spent most of their time was on the run’, and a call was made Marshal Keith Park arrived on the
23 squadron acquired a nickname
interdicting Axis shipping trying to for ‘all available aircraft to attack the squadron and, in front of cameras,
in the Mediterranean theatre – ‘’The
supply Rommel’s Afrika Korps. retreating columns to the west of congratulated the two officers.
Independent Air Force’’. This came
Tripoli’. Wing Commander Wykeham-
With no radar, and carrying extra fuel, about because Command allowed
Barnes led 12 Mosquitoes to attack The Independent Air Force
the NF.II (Special) aircraft quickly began it to plan, ‘self-brief’ and undertake
these slow-moving road convoys, with The squadron lost two of its Polish
to pile up victories, the first coming their own strikes, when Command
great success. Masses of transport officers in March, when Flight
on 7 January 1943, a very one-sided had no specific task for them!
were found between Ben Gardene and Lieutenant Jerzy Orzechhowski and
affair over Castle Vetrano, between
Ras Agedir, and strafed. The road was These actions were the subject of a
Squadron Leader ‘Jackie’ Starr in Flying Officer Szponarwicz were posted
left ‘jammed with burning vehicles, short film, taken in the field, which
NF.II (Special), DD687, YP-E, and an back to the UK. Jerzy Orzechowski was
the fires being visible for forty miles’. became part of one of the RAF’s
unlucky Junkers Ju53/3m, which simply recalled to take command of a Polish
An unfortunate incident occurred on ‘The Gen’ series of cinema shorts.
blew up under the Mosquito’s heavy Mosquito NF.II unit, 307 Dywizjon
the night of the 25/26, when Sqn Ldr The squadron made successful
armament. Sqn Ldr Starr went on to Myśliwski Nocny „Lwowskich Puchaczy”.
Starr, on return from patrol, taxied attacks on everything from factories
become one of the squadron’s ‘aces’. In April came news that the squadron
into a parked Beaufighter at Luqa, to hutted camps, from MT to rolling
was to lose its CO, Wing Commander
stock. Occasionally, however, a juicier
Prowling the region causing damage to both aircraft. Wykeham-Barnes, the bad news being
Sadly, tragedy struck on 10 February, target revealed itself, as when Flight
further compounded when a Wellington
The unit’s actions were not limited to Lieutenant W E Tym, attacked and
when Leading Aircraftsman Penfold swung on take-off, and came to rest on
Sicily. Intruder patrols were flown across left an E-Boat ablaze, although he
was killed by a taxiiing Spitfire, as he top of the CO’s car, writing it off! Wing
Italy, Tunisia and southern France ‘received marked attention from some
marshalled one of the squadron’s Commander Wykeham-Barnes left for
with targets on opportunity frequently nineteen other similar vessels’.
Mosquitoes from its dispersal pan.

28 29
 All change! enemy defences during the upcoming an assortment of illnesses with at they had to be ‘reacquired’! A ‘half-
squadron activities. On the night least one case of ‘infantile paralysis’ serviceable fuel bowser’ was borrowed
The start of May 1943 saw a new during the building of the prototype. (awarded by the King on 15 April
of the invasion, a full programme – now known as Poliomyelitis. At one from a Royal Air Force Martin Baltimore
Commanding Officer, Wing Commander 1942) in that official visits to Malta
By dividing the long gun bay underneath of intruder sorties, covering known point, as many as six crews at a time unit, 55 Squadron, during this period
J B Selby, DSO, DFC take over; Wing were made by both HM King George
the aircraft into two sections, room was Axis airfields was flown, but there were afflicted by the prevalent Malta of flux. One thing that the squadron
Commander Selby had, prior to his VI and the Secretary of State for Air,
made for a pair of 500lb GP bombs, was little reaction from the enemy. summer disease, sandfly fever. did acquire permanently at Sigonella
appointment, been the CO of No 73 Sir Archibald Sinclair. Sir Archibald
with a pair of 250lb bombs under was an Army Liaison Officer, Captain
made sure to commend the work Wing Commander Selby flew no less a
(Hurricane) Sqn in the Western Desert. the wings. This was later increased On the move C. R. Hefford of the Beds. & Herts.
However, the new CO began, according of the squadron personally. There person than Major General Frederick
to 2 x 500lb underwing, when more Regiment, the first to be appointed.
was even time for a little light relief. ‘Boy’ Browning, regarded by many as 23 squadron had been notified that
to the Operations Record Book, ‘….with powerful Merlins and a strengthened
During one patrol by the CO, who had the ‘Father’ of British Airborne troops, it was to consider itself as ‘mobile’ Unfortunately, the unit began to suffer
a sadly depleted state of crews and wing were introduced in the FB.VI,
Flight Lieutenant Paul W Rabone as to observe the landing grounds chosen at this time, even though HQ Flight a spate of engine failures, and on 15
aircraft. In place of the original 18 Series 2. The FB.VI therefore, made
navigator, the crew serenaded the by the Allies from the air. The 10th was to remain on Malta. Operation August a Mosquito had to make a
crews, only 9 are available’. Many of a far more capable intruder.
Luftwaffe’s Y Service (their radio brought a grievous loss to the squadron Husky had allowed the squadron to forced landing at Palermo. Squadron
the original crews had become tour-
Indeed, the squadron records its new intercept arm) with some very rude when Flight Lieutenant A J Hodgkinson move onto the island of Sicily, initially Leader Paul Rabone borrowed a
expired. Indeed, on 16 May, Squadron
FB.VI as ‘fitted with bomb racks, so the songs while over the Etna area! and his navigator Sergeant V Crapper, sending a detachment to an airfield Spitfire Vc to fly some spares out to the
Leader N J Starr, Flying Officer G O
squadron’s activities can be extended’. failed to return from a sortie to Rome. at Sigonella (Gerbini Satellite No grounded Mossie, and on the return
Lace, Flying Officer G C Cave and
The NF.II had been superseded on the Operation Husky, 1943 It had been their 49th operation. The 3), from 3 September to 5 October flight, he shot down a Ju 88 which was
Flying Officer J H Striebel (an American
De Havilland production lines by more loss was made even sharper when a 1943, where the unit became on a recce mission over Trapani! This
serving in the RCAF) all left for the UK. The successful invasion of Sicily,
modern nightfighter Mosquitoes, but signal announcing the award of the used to living under tents, although gave rise to the following comment,
Operation Husky, was launched on
There was some relief in sight, however, the original version soldiered on with 23 tentage was in very short supply.
10 July 1943, but immediately prior DSO to Flight Lieutenant Hodgkinson ‘This breach of good manners adds a
as the 29 May 1943, the unit had Squadron until August 1943, the very
to the landings, Sqn Ldr Kendrick arrived the following morning. Everything from chairs to a simple new aircraft to the usual operational
begun to receive the more versatile last NF.II sortie being made by DZ238,
Salusbury-Hughes flew to Tripoli and table had to be ‘acquired’. Often their types flown by this squadron’. It should
FB.VI version of the Mosquito, a variant As well as aircrew and ground
coded YP-H, on 17 August of that year. be said that another Ju 88 would figure
returned with a selection of captured personnel losses due to enemy action original owners would indignantly claim
which had actually been unofficially
June, 1943 was an important month enemy flare pistols and assorted them back, which in some cases meant in Paul Rabone’s immediate future,
known as ‘The Intruder’ and accidents, the squadron suffered
for the George Cross Island cartridges, in order to confuse the

30 31
 of the squadron from 7 December 15,000 x 20 mm cannon shells and
1943, but on arrival the airfield was 20,000 x .303” machine gun rounds
found to be in a flooded state, and being expended on operations.
operations for that night had to be
The squadron was visited at Alghero on
cancelled. Once again, a campaign of
30 December by Air Vice Marshal H P
scrounging and extreme ‘borrowing’
Lloyd, AOC North African Allied Coastal
had to be undertaken to acquire
Air Forces, who was duly entertained
even the most basic of equipment.
in the Officers’ Mess. Fortunately for
From these airfields, the squadron all concerned, New Year’s Eve dawned
continued to create havoc among wet and with high winds. The night’s
road and rail transport all over the programme was cancelled and the
peninsula of Italy and beyond, from New Year duly celebrated. 1944 was
the Bay of Biscay in the west, to to bring fresh challenges for crews.
as far north as the Po Valley, while
To be continued…
attacking Axis aircraft whenever
In part two, to be featured in the
it could. Depending on the sorties
next issue of Mossie Bites, 23
planned, aircraft were fitted either
Squadron returns to the UK where
with underwing tanks or bomb racks.
the unit’s exploits as part of 100
In a typical busy month, with the
(Bomber Support) Group were to play
advantage of good overnight weather,
a key role in inducing Moskito Panik
the squadron could accumulate around
among Luftwaffe nachtjäger crews.
230/250 flying hours, with up to

as he shot down one of the same type Italy surrenders but landing area. A liaison visit to TAF HQ at Sigonella ‘became a sea of mud’, and
over Grossetto Airfield on 8 September the fight continues Cassibile, in an attempt to more closely 23 had to make a move. Fortunately,
1943 to claim his all-important fifth integrate the squadron’s activities with the USAAF in the shape of the 12th
The news of the Italian capitulation,
kill. He was flying his regular mount, actions on the ground did not appear to Air Force stepped in, and offered the
on 8 September, came just one
FB.VI, HJ675, YP-V, at the time. bear much fruit, so the unit continued use of the concrete runway at Gerbini
day before the Salerno landings –
with developing its own plan of action. Main (Paterno, Sicily), where 23 Sqn
To improve serviceability, Flying Operation Avalanche. 23 Sqn put
However, the next day the squadron would have 12th Bombardment Group
Officer R A Adams flew Mosquito YP-X up nine crews that night, mostly to
found itself more or less homeless (this B-25 equipped unit was shortly
out to No. 156 M.U. at Blida, Algeria interdict the enemy airfields around
once again when 23’s co-located to move out) and 60th Troop Carrier
(see separate article on p20). This Rome and Foggia. Excellent results
‘host unit’, No 232 Wing, was ordered Group (C-47) as its near neighbours. It
Major Inspection was said to be, ensued, with a Ju 88, one He III and
to move immediately. This meant the moved in on the 1 November 1943.
‘the first undertaken on a Mosquito an unidentified enemy aircraft shot
outside the UK’. A milestone event down, and another He III damaged.
borrowed tents – and the loaned
The squadron then occupied two sites
With thanks…
‘3-tonner’, the unit’s only MT – were
took place on 30 August, when the
There was a significant change on literally driven away! An urgent flight to
from the period 1 November 1943 to I would like to acknowledge the inspirational
1,000th squadron sortie from Malta
the 11th, when Wing Commander R R Malta by a Wellington was arranged,
8th May, 1944, one at Pomigliano, 23 Sqn blog of Pierre Lagacé, and the work of
was flown by Warrant Officer R B near Naples – a ground detachment
Burton-Gyles, DSO, DFC and Bar took in order to scrounge more tentage.
the late Robert Peel of Denmark, former TPM
Madge. It was, of course, marked and six aircraft of ‘A’ Flight arriving
command; the new CO continued with affiliate, in helping compile this article.
by a significant squadron ‘thrash’. Increasingly bad weather often meant on 1 November – and the other
the squadron’s efforts to suppress
that the nightly programme of sorties at Alghero on the Italian island of
Luftwaffe activity over the Salerno
had to be scrubbed. The strip at Sardinia. Alghero was occupied by part

32 33
 Sergeant Richard Sidney Tamplin, nicknamed Timmy
or Tiny Tim due to his diminutive stature, touched
down at RAF Luqa, Malta on 31 December 1942, among
the last of 23 Squadron’s aircraft to successfully
complete the transit.

Intruder ops from Malta

– a personal story

Sergeant Tamplin’s 11-day transit from several road convoys hit and four
RAF Bradwell in Essex had carried trains successfully attacked on 26
him and his pilot, Sergeant Tibble, via January near Soverato, Calabria.
RAF Portreath in Cornwall to Gibraltar
Despite poor weather, which made
(where he had spent Christmas and
operations in February and March
the squadron had stocked up on
difficult, Sergeant Tamplin flew 15
cigarettes), to Maison Blanche, Algeria
intruder ops, this time flying with F/O
before the final leg of their journey.
Striebel, a talented artist and son of
Having touched down in their Mosquito a well known American illustrator and
FB.VI DD793 at 12.55 local time, comic strip artist. Crews were given a
it must have come as a surprise to lift with news that bars and the local
immediately be invited to the base’s cinema in Valetta were to re-open on
New Year festivities, which by early 8 February. Regular patrols were flown
afternoon were in full swing. to western Sicily as well as southern
Italy. On occasion, the Striebel/Tamplin
The squadron was already operational
crew spotted enemy aircraft but each
at this stage, despite challenging
time they were unable to engage. Road
conditions. Severe weather had
convoys and trains however were hit
disrupted operational preparations,
regularly, with one locomotive strike
with high winds ripping the roof off the
on 20 March causing Striebel and
squadron orderly room on 3 January.
Tamplin to return on one engine.
Just two days later, Sergeants Tibble
and Tamplin were in action, flying two As preparations for the invasion of
intruder sorties to airfields on Sicily in Scilly continued, Sergeant Tamplin
the early hours of 5 January. Reflecting flew a further nine sorties in April,
the frenetic pace of operations, Timmy including an engine failure on 9 April
flew 11 intruder ops in January over and an anti-shipping strike on the
the next 25 days, covering Sicily and 13th off the coast of the small island
the heel of Italy. His logbook shows of Lavanzo, which resulted in an MTB-

34 35
 style vessel exploding. In total, the by flak, their port engine caught fire,
squadron lost six crews in April 1943. which they were fortunately able to
extinguish before limping back to Luqa.
A further seven sorties were flown in
May, including an attack on the Taranto Tour complete, Sergeant Tamplin was
seaplane base and railway marshalling posted back to the UK on 24 May,
yards on 14 May while flying with F/L posted to 60 OTU at High Ercall having
J.S Barkel. The same Barkel/Tamplin completed 43 intruder ops from
pairing were then instrumental in Malta and thus playing a vital role in
supporting Beaufighters in downing a the softening up of Sicily prior to the
Ju 88 on 16 May over Catania. On 18th successful Allied landings on 10 July.
May, Barkel/Tamplin were fortunate to
With grateful thanks to the family
return from an attack on three factories
of Sergeant Richard Tamplin, DFM
at Pachino and Portopalo, on the
for sharing logbook details and
south eastern tip of Sicily. Damaged
photos from the family archive.

Sergeant Tamplin is seen here 2nd from right,

next to F/O Striebel (far right).

36 37
 We were saddened to learn recently of the passing of
two of our Honorary Life Members, and would like to
express our condolences to their family and friends.

In memoriam...
Honorary Life Member Francis (Frank) Mosquito by BBC Radio Solent. The The post-war quest
for transonic flight
Damerell was a navigator with 410 entire interview was done in one “take”
(RCAF) Squadron during WW2, flying and can be heard here: https://www.
the Mosquito NF.XXX. Frank was bbc.co.uk/programmes/p06807lt
born in New York to English parents. (registration may be required). He
He was desperate to volunteer to was also a subject for local artist Nel
The de Havilland Wing Commander D.A.C (Dougie) evacuation, Dougie was again tasked
fight in WW2 but was turned away Brooks (https://www.nelbrooksartist. Hunt’s involvement in highly secretive to patrol inland from the beaches on
as he was too young. Unperturbed, co.uk/francisdamerell.php). Mosquito’s involvement post-war speed of sound flight testing 2 June 1940. Shortly after claiming a
he caught a train to Canada on his
I had the pleasure of meeting Frank in secret post-war was the culmination of an incredible Ju 88, his Spitfire was hit, forcing him
18th birthday and joined the RCAF.
and presenting him with his Honorary transonic research wartime career. His RAF service is to bail out six miles east of Dunkirk.
undoubtedly a story worthy of further
After the war he remained in the UK Life Membership (photo) at the
must be one of the least With the help of two young men
and lived near Southampton before his Friends of the New Forest Airfields’ analysis and celebration. Here, we
from Jersey, Dougie was able to get
death. In 2018, Frank was interviewed “Mosquito Day” in May 2018. known aspects of this focus on one aspect of Dougie’s
to French GHQ, then on to British
about his wartime memories of the remarkable aircraft’s career; his post-war involvement with
GHQ just as it was being evacuated.
the Mosquito, specifically the Mosquito
illustrious career. Thanks He, and another downed pilot Sgt
B Mk.XVI in Operation Neptune.
to family records kindly Robertson, met General Alexander,
We also learned recently that Dougie learnt to fly in 1937 as part who arranged to get them both onto
Honorary Life Member Brian Wright
Club member Norman Luff has
shared by Martin Hunt, of the pre-war volunteer reserve. An Admiral Sir Wake-Walker’s barge,
served as groundcrew with 81
passed away. Norman was one Mossie Bites is able to accomplished pilot from day one, he which subsequently transferred its
Squadron in Burma in the early 1950s.
I had the pleasure of meeting Brian
of our first members, joining the present his father’s soloed after 8.5 hours instruction, passengers to a destroyer at 3am.
Club in May 2016. He wrote to and in fact flew before he could drive a Dougie was back home in Dover
on a couple of occasions in 2018 and
us several times with stories
previously unpublished car. He Joined 66 Sqn in 1939, flying later that morning after a miraculous
hearing some of his experiences. He
of his time as an instrument account of supersonic from RAF Duxford as a Sgt Pilot, flying escape. This event was recorded at
took great pride in the fact that “his”
plane featured in the film “The Purple
repairer with 1655 MTU (where flight testing at the Royal the Spitfire Mk1. With more than 100 the time in his logbook, and published
at one point he may well have hours flying experience, he was among in 1942 in Ten Fighter Boys.
Plain”, and that he had met Gregory Aircraft Establishment in the first to see action following the
encountered my uncle John), and He did not have long to recover before
Peck during the making of the film.
his letters were of great interest 1947. end of the Phoney War in early 1940.
he was in the thick of the action
The photo shows Brian receiving to us. Our condolences to his After several patrols protecting convoys during the Battle of Britain, operating
his Honorary Life Membership daughter Marilyn, son-in-law in the Channel and attempting to hold from several airfields as the Royal Air
in December 2018. John and the rest of his family. the Luftwaffe at bay during the Dunkirk Force fought for the survival of the
Alan Pickford

38 39
 Flight Trials of the RAE – Vickers him in problems of aerodynamic The research vehicle developed into
Rocket model: Operation Neptune instrument design and icing problems. a complex model aircraft. It had an
(and related notes on Miles M52) autopilot, a liquid fuel rocket motor
While at the Ministry of Supply he had
and radio telemetering equipment.
The end of WW2 saw the development to deal with pressure from Barnes
The autopilot was based on that
of the gas turbine engine, promising Wallis to take up the latter’s scheme
employed by the Germans for their
greatly increased thrust for a relatively for a swing-wing supersonic airliner.
V1, but needed further development
small frontal area. Already, with This swing wing, or variable geometry,
to operate efficiently at the 30,000
On October 14 1947, US Air Force Capt. Chuck Yeager flew his Bell X-1 experimental the power then available, existing concept lost favour when Sir Ben
feet plus height proposed for the Barnes Wallis’ Swallow concept was to
plane at Mach 1, becoming the first man to break the sound barrier. aeroplanes were displaying marked moved to DSIR and no finance from morph into the F-111.
model’s release. There was, at that
trim changes, longitudinally, at high government was forthcoming. It is worth
country. He was eventually credited Martin Hunt. “On one rare occasion, time, relatively little experience of
subsonic speeds. This effect, called remarking that this Wallis concept
with two enemy aircraft destroyed when he shared a little of his service, rocket motors in the UK. A German on a 45° angle in the bomb aimer’s
‘compressibility’ is when the aircraft eventually saw the light of day in the
and at least three shared. By 1941, he told me that he was slated to demo Walter rocket motor was used as the window and a further camera alongside
catches up with the pressure wave American General Dynamics F-111.
Dougie’s experience was being put the Messerschmitt Me 163 to the basis for the model’s power plant. that in the camera bay to catch the
created by its own forward motion. This
to use as a flight instructor, training ‘Brass and Boffins’ at Farnborough. early flight and acceleration of the
results in a shock wave, changing the Budget constraints curtail It was a bi-fuel unit running on a
the next generation of combat Perhaps luckily for him, the ground crew model after leaving the parent aircraft.
control characteristics and resulting in Britain’s ambitions combination of hydrogen peroxide and
pilots between 1941 and 1946. could not start the rocket engine.” methyl alcohol with hydrazine hydrate.
potential loss of control of the aircraft. The model, which had a weight [loaded]
As with the Barnes Wallis ‘Swallow’
However, it was not long before These chemicals were contained of just over 900lbs, a span of 8 feet
Pushing the envelope To pursue these trim problems in scheme, the Miles M52 project also
Squadron Leader Hunt’s (as he was under high pressure in spherical and a length of 11 feet, was suspended
the transonic region of speed, the failed to obtain Government backing.
“My father was selected for Empire then) vast flying experience led to his chambers in the model’s fuselage. below the Mosquito’s belly by a double-
RAE embarked on a programme Money was not freely available in the
Test Pilots School in 1946. Dougie involvement in Operation Neptune, unit release system, one above the
reconstruction process immediately The scientific data which was beamed
successfully completed the demanding of research using air-launched
Britain’s highly secretive research down to the ground from the rocket other. Each unit had an electrical and
propelled models. This was in 1945 following the war. Some folk thought
course, passing out with exceptional into transonic flight. Here, we pick up mechanical means of release, (i.e. four
Sir Ben was unnecessarily timid model comprised the following.
scores before moving to RAE and it was considered to assess and
the story in Dougie’s own words: alternatives). The suspension lug on
solve these trim problems before in turning away from transonic A] Tailplane angle
Farnborough,” says Dougie’s son, the model was designed to fail at 4.5g.
designing a manned supersonic research by a manned vehicle. He
B] Combustion chamber pressure
aircraft, which could fly satisfactorily. was not unaware of the number of To control and record the behaviour
test pilots who had died by pressing C] Static pressure of both the parent aircraft and the
At about the same time, the Miles
into unknown and uncharted skies. released model an elaborate radar/
Aircraft company was proposing D] Pitot pressure
Other folk suspected the dampener communications cell was set up
a manned transonic/supersonic E] Longitudinal acceleration
was applied by politicians who had at Newford, on St. Mary’s, Isles of
aircraft design – the Miles M52,
other priorities in matters of human It was decided to use a Mosquito Scilly. Its equipment consisted of:
whilst the Americans were energising
welfare. Thus, it was that the Swallow XV1B for the task of air launching. Its
the Bell Aircraft Company to build A] GCI radar
and the M52 were not taken up. ventral bulge and special bomb doors
a relatively small manned research B] SCR584 radar
However, the RAE used the engineering were reverted to a standard bomb
aircraft to achieve a similar end.
and design skills of Vickers to set in door layout. It had an all-up weight C] Telemetering receivers
The then head of the Department of of 20,000lbs and was fitted with an
motion the creation of an unmanned D] VHF transmitter/receiver
Scientific & Industrial Research (DSIR) automatic observer and battery of
vehicle to pass through the so-called
was Sir Ben Lockspeiser. His career cameras. The latter included one at In addition, it had a plotting table, a
Sound Barrier. It was decided that this
had taken him from duty at the RAF to the rear of the port engine nacelle switchboard, and a high quality GPO line
vehicle should be carried under the
successive war appointments in the (to watch model release), another in back to the RAE at Farnborough. There
belly of a parent aircraft and a trial zone
Air Ministry and the Ministry of Aircraft the camera bay at the rear end of the was also a line back to St Eval airfield in
Mosquito no.604, with Commander DAC Hunt and ‘boffin Mr G.B.Lockee-Bayne for the experiment was designated
in the foreground. Production. His RAE role involved fuselage, two cine-cameras mounted Cornwall from which the final operations
west of St Mary’s in the Isles of Scilly.

40 41
 were mounted. The high-quality lines take off some twenty minutes after the
enabled the technicians at RAE to Mosquito to rendezvous at operational
record there, the same data which height over the Lands’ End area. The
was being recorded at the Scilly Isles. Scillies ground station would then pick
up the aircraft and guide the Mosquito
In addition to the experiments
into its westward ‘bombing run’.
connected with the Vickers Rocket
Model, there was another programme Much preparation was necessary,
using ‘Dropped Bodies’ with with checks on communications,
various wing configurations to seek telemetering tests and the development
aerodynamic information on high speed of the Scillies ground control chaps,
flutter. These heavy and long pencil led by Cliff Kell and Peter Wyke. On
The original full scale, but ill-fated Miles M.52 project failed to secure funding. shaped bodies were also dropped the air side of the programme, this
from the second Mosquito, using the was carried out by two test pilots, the
same range and ground equipment. Flight Commander (myself) and my no.2
Keith Butler. Flying detail was shared
The senior boffin at RAE responsible
1946, No.4 course ETPS, from which Sqd Ldr Hunt was to graduate as a to ensure interchangeability but on ‘the
for running these tests was Jock Swan test pilot.
day’ the senior pilot would be in the
who had a very dedicated and talented
hands of Fred Irving. Last but by no To ensure some photographic coverage Mosquito with no.2 flying the Meteor.
team dealing with the various aspects
of the work. Cliff Kell and his team means least, there was Gerald Lockee- of the developing stages of the Testing encounters turbulence
prepared, ran, and managed the ground Bayne who was the flight test observer model’s flight, as it pulled away from
Following test of control surface
station set up at St. Mary’s. CHE in the Mosquito and responsible for a the Mosquito after release, a Meteor
freedom and auto-pilot functioning
Warren from the RAE aerodynamics lot of preparatory work on the aircraft jet was added to the team and fitted
after a cold chamber immersion
side superintended that aspect of itself, together with general liaison with nose cameras (5 x 9mm units).
clearance, a live air test was initiated.
the programme. John Collingbourne between various skills and sections
For an operational flight of the Vickers During this test with No.2 pilot (Keith
looked after dropped body tests, Ernie involved. All these chaps’ endeavours
Model the Mosquito would position Butler) flying the Mosquito, the aircraft
Simpson dealt manfully with rocket were of course well backed up by
at St Eval where the model would descended into cumulonimbus cloud
motor matters and liaison with Westcott specialist departments within the RAE
go through the tricky and dangerous of an unexpected storm. It was
concerning motor testing. Telemetering and by the aircraft ground crews.
fuelling process. The Meteor would tossed about and in some difficulty,
matters and calibration were in the

42 43
 A successful drop in October 1948 saw the Vickers model reach Mach 1.38, the
successful culmination of Operation Neptune.

which nearly resulted in an aircraft The setback delayed progress and its nose while repairs were effected. seen to do so by the Meteor chase reaching speeds of M=1.38 having developments spelt the abandonment
abandonment. When eventually the involved more high altitude testing over aircraft. An explosion was heard at been released at 35,500 feet. The of the programme. Firstly, on 14
It was airborne on 8 October 1947,
aircraft was brought under control and and around the Scillies. Eventually, the Scillies at about 20 seconds only defect was a failure of the dive October 1947, Chuck Yaeger of the
and dropped the Vickers Model over
flown back to base, the model was by October 1947 things were in the and the ground station spotter saw actuator mechanism intended to ensure US Air Force had dropped from a B29
8/8 cloud at just before 13:30. The
missing, believed lost over the Bristol final stages of preparation for the a splash in the sea but salvage that the model hit the sea within the bomber in his Bell XS1 supersonic
model dropped its starboard wing,
Channel. The 4.5g suspension lug had first live drop. During the preparation attempts proved unsuccessful. prescribed Danger Area. This failure aircraft and took the machine through
rolled over and entered cloud after
failed, giving at least some indication of on the Vickers model, a PVC bursting resulted in the radar plotting the model the magic Mach1 barrier. Secondly,
some 12 seconds. At 15 seconds the A year was to pass, almost to the day,
the degree of turbulence encountered. diaphragm failed and at the last to the limit of its cover, when it was RAE’s boffins found they could get
motor was due to start but it wasn’t following much work on the rocket
minute, the model had to be tipped on still heading westwards at height and the aerodynamic information they
motor starting sequence and several
speed. The motor running time was only wanted by firing winged rockets from
dummy model drops, before a full
about 100 seconds. No further trace Salisbury Plain – at much less cost!
scale second attempt was made.
of the model has ever been found.
As a final precaution a firework was After the wind down of the research
rigged up to fizz back into the rocket The Meteor was not used on this project, Dougie was to spend two
motor combustion chamber just second live drop to get over difficulties years in Egypt leading up to the Suez
before ignition, thereby reducing the the radar operators were having in Crisis. A subsequent post back to
risk of iced up fuel entry valves. differentiating between it, the Mosquito the UK to command a Whitehall desk
and the Vickers model – although followed, where, in his own words,
On 9 October 1948, the number 2
there was a transponder in the latter. he found ‘Flying a Desk’ was not for
pilot, Keith Butler, made a successful
him. He eventually retired with the
live drop. The model performed as Although the final outcome of Operation
rank of Wing Commander in 1958.
planned and sped out over the Atlantic Neptune was a success, by then two

With grateful thanks…

to the Hunt family for sharing this remarkable insight into Britain’s wartime aeronautical
research and the quest to break the sound barrier.

44 45
Stunning new
merchandise
now available
While we’ve been reaching several As many of you know, RL249 was a
popular Intruder black and silver
recent exciting milestones in the 23 Squadron aircraft at the time of
colour scheme. Featuring the eye-
restoration of RL249, the TPM her loss and the intention is to restore
catching Intruder logo on left breast,
commercial team has been beavering the aircraft to her former squadron
The People’s Mosquito mission
away in the background wrestling markings when she returns to the air.
patch on right shoulder and our new
with a COVID-affected supply chain So, we’re naturally delighted to also
RL249 logo on opposite arm, this
to maintain our online store and add an Oxford model of a 23 Sqn NFII
stunning product should be a part
develop new product ideas. to our range. These popular models
of all Mossie fans’ wardrobes.
have been flying off the shelves since
We’re delighted to be able to announce
For those looking to get cosy, we’ve we teased them in our newsletter
several new lines for our online
also added a premium zippy hoodie, at the beginning of September.
store, ideal for the coming cooler
in titanium grey, featuring TPM
evenings/nights and perfect as All our new merchandise is now
mission patch on left breast and the
potential Christmas present ideas. available online via:
RL249 logo on right sleeve. Or why
www.peoplesmosquito.org.uk/store/
First, we have a brand new premium not prep for winter with our new cool,
soft-shell jacket, launched in our but warm Intruder beanie hat?