Category Archives: Aviation

What would you do ? (11) The Puzzle

I’m sure that you all remember the feature called “What would you do ?”. It used to appear on the cover of a boys’ comic called “Boys’ World”. This was a publication, obviously, aimed at boys and it ran from January 26th 1963 to  October 3rd 1964 when “Eagle”, itself not in the best of financial health, merged with it. The last issue of “Boys’ World” was No 89, and any of its fans left by then would have struggled to find any trace of their favourite comic in Eagle:

I used to buy “Boys’ World”, and this was mainly for the front cover which always featured a kind of puzzle. It was called “What would you do ?” and was based on somebody being in what Ned Flanders would call “A dilly of a pickle”. Let’s take a look:

And here’s the situation, according to the blue box:

“I’m sinking and I can’t get out!”

That is the first terrifying thought in this flier’s mind. He ha escaped from his blazing plane, only to find that the ‘lake’ he has plunged into, is really a swamp. Slowly, he is being sucked deeper and deeper…within minutes, he will be completely covered. What can he do?

Here’s the Blue Box, just to prove that I’m not making all this up:

The blue box sets the scene, and the task is for you to solve the situation. Perhaps you might like to write your idea in the “Comments” section.

So…..it’s one “Dilly of a pickle”.  Sinking into the swamp. Sucked down deeper and deeper.. Only minutes left.

What can  he do??

And don’t cheat by asking an expert!

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Filed under Aviation, Wildlife and Nature

The Supermarine Walrus (3)

The RAF’s provisions for Air Sea Rescue during much of the Second World War were absolutely abysmal. Nowadays there would be Public Inquiries and the newspapers would be explaining to their readers exactly what corporate manslaughter was.

Throughout the first two years of the conflict the RAF had twenty eight ships and no search aircraft. During the Battle of Britain, recent research has revealed that around two hundred pilots died unnecessarily when they ditched in the English Channel:

Indeed, in August 1940, Air Vice Marshal Sir Keith Park, who commanded the fighter group in the south east, actually ordered his flight controllers not to vector pilots over the sea because “too many were getting drowned:

The problem was that most of them perished once they hit the water because they were only visible until their parachute folded up into the waves and both pilot and parachute sank.

There was just no effective means of looking at all those waves from above and finding a downed pilot.

It all came from that lack of decent search aircraft. Making up the deficit in reconnaissance aircraft with Avro Ansons and Westland Lysanders was no use. Their range was not long enough. The Anson was 660 miles, and the Lysander just 600 miles. A limit of 600-700 miles didn’t allow them to carry out patrols of either the required time or the required distance.

Overall therefore, there was very little chance of survival if you ditched into the sea, and only the occasional flier was picked up by a passing destroyer or fishing boat:

On one day in August 1940, fifteen of the eighteen RAF pilots who baled out over the North Sea and the English Channel were lost to the cold, cold, waves. Overall, the statistics showed that if a pilot baled out over land, he had a fifty per cent chance of survival. Over water that fell to twenty per cent. In the words of one writer, “The ditching of a British aeroplane in the Channel or the North Sea usually doomed its crew.”

The men to blame, of course, as always, were the top brass who sat in their offices and decided:

“There are so many ships constantly sailing round British waters that nobody could possibly fail to be picked up, and picked up pretty damn speedily at that, don’t you know, what ? what?”

 

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The Supermarine Walrus (2)

Last time, we were looking at the Supermarine Walrus amphibian which was used by the RAF in the second half of the Second World War:The Germans entered the war completely prepared for air-sea-rescue, of course. They had a dedicated arm of the Luftwaffe called the Seenotdienst and they made extensive use of the Dornier Do24, one of the comparatively few three engined aircraft used in the conflict:

The Dornier Do 24 was initially built for the Royal Netherlands Navy, the Koninklijke Marine, to be used primarily in the Dutch East Indies, today’s Indonesia. The Do24 was very much admired by the Seenotdienst so, in the words of Adolf Hitler, “I invaded the country and I stole all six of them.”

The Germans also made extensive use of the Heinkel He59 which was unarmed and painted white with big red cross:

These floatplanes would cheerfully rescue both Luftwaffe and RAF aircrew. Nevertheless, there was a suspicion that the Germans might have been using their aircraft for proscribed reconnaissance activities and the RAF was told to shoot them all down in Bulletin 1254, which indicated that “all enemy air-sea rescue aircraft were to be destroyed wherever they were encountered”. In retrospect, perhaps a little disappointing as a decision.

The older He 59 was much more comparable with the Walrus, perhaps, than the Do24. This Heinkel biplane was much slower than the monoplane Dornier (and was therefore much easier to shoot down as part of Bulletin 1254). Both aircraft made extensive use of the invention of Ernst Udet, the yellow-painted “Rettungsbojen” or rescue buoys:

These buoy-type floats were highly visible and they held emergency equipment such as food, water, blankets, dry clothing enough for four men, and an assortment of board games including, of course, “Risk”, for the Germans. Here’s a cut-away of the buoy:

And here is a rare picture of Admiral Donitz about to begin his famous speech announcing that all the lighthouses of the world were now part of the Greater German Reich:

Shot-down airmen from both sides were strongly attracted to these buoys and many a desperate game of Schcrabble or Buckaroo was played to decide who had first dibs with the rescue buoys’ bratwurst or their assortment of smoked cheeses. British airmen and seamen called the Rettungsbojen “Lobster Pots” for their shape:

The rescue buoys also attracted the close attentions of many sailors in both German and British rescue boats. They would come to inspect the buoys from time to time and “friendly” downed airmen were rescued, but enemy aircrew automatically became prisoners of war.

 

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The Supermarine Walrus (1)

In a recent blog post, I wrote about the most famous flying boat of World War Two, the Short Sunderland. I was lucky enough to visit the RAF Museum at Hendon in north London, where the aircraft is positioned in a very large space, unlike the way it was rather cramped way it was displayed when I went to Duxford in 2009:

With the Sunderland, under its starboard wing almost, is a Supermarine Walrus, which is not a flying boat but an amphibian, an aircraft which can go on land as well as on water.

The Walrus is an extremely unattractive flying machine, and it is extremely difficult to imagine that it was designed by RJ Mitchell, the man who designed the world’s most beautiful aircraft ever. This was the fighter that was originally to be called the Supermarine Shrew, until the name was changed to Supermarine Spitfire (“just the sort of bloody silly name they would choose.” (Mitchell)).

The Walrus was intended to be a gunnery spotting aircraft for sea battles between big warships, but this only happened twice, in the Battle of Cape Spartivento and the Battle of Cape Matapan. In actual fact, the Walrus’ main task was to patrol the seas looking for German or Italian submarines and surface warships. By 1941, the Walruses, or perhaps Walri, had air-to-surface radar for this purpose, although by 1943, all catapult-launched aircraft on Royal Navy ships, including the Walrus, were being phased out as the catapult and the hangar took up too much deck space.

The Walrus was then used at sea only on aircraft carriers as its landing speed was very low and neither flaps nor a tail-hook was necessary. The Royal Navy didn’t have that many aircraft carriers, so the main use of the Walrus now became chiefly air-sea rescue from land bases.

Before the Walrus, the British had not had any aircraft specifically designed for air-sea rescue in home waters.

Here’s the Walrus from the front:

And here it is from the back. Notice how the four bladed propeller is so close to the rear gunner that it may give him a short-back-and-sides haircut if he is not careful:

Here are the wheels which the pilot would lower before landing in the normal way on a runway. As I mentioned above, the Walrus had such a low stalling speed that it could land on an aircraft carrier without recourse to an arrester hook or to any safety nets. Presumably this allowed the Walrus to transport very badly wounded casualties to an aircraft carrier for immediate medical treatment, if the wounded man was too badly injured for a long flight to land :

Here are the floats underneath each wing tip. They appear to have about three thousand of Rosie the Riveter’s finest holding them together:

And to finish up, here’s an overall view of a Walrus:

It flies at about 55mph, but finds long climbs rather challenging. No, just joking!

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Kamikaze (6)

According to author Robert C Stern  in his fascinating book “Fire from the Sky”, the very last hit by a kamikaze was in Buckner Bay on August 13th 1945 on the attack transport USS Lagrange (APA 124). Work on building the Lagrange began on September 1st 1944 and the ship was ready by November 11th. The quick workers were the California Shipbuilding Corporation of Wilmington, California and the captain was Frank R. Walker. Here’s Captain Walker:

And here is the Lagrange :

It was a Haskell class ship, and all of them looked very similar one to another. Here’s a clearer photograph of another ship of the same type.

The USS Lagrange (APA 124) was the victim of kamikaze attacks on two separate occasions. On April 2nd, the convoy was attacked by eight Japanese aircraft. Private First Class Max Drucker, Company M, 306th Infantry was on deck near a 20mm anti-aircraft gun when one of the kamikaze planes approached the La Grange in a steep glide. Drucker leaped to the gun, got into action and directed an accurate stream of fire at the enemy aircraft. His was the only gun engaging the enemy. About 200 yards from the ship the Jap veered suddenly and fell into the sea.

On August 13th 1945, the Lagrange was attacked for a second time, in Buckner Bay, now called Nakagusuku Bay, on the southern coast of Okinawa. There were two kamikaze pilots.  One, carrying a 500-pound bomb,  hit the Lagrange’s superstructure :

The second kamikaze aircraft clipped the top of the kingpost and splashed in the sea twenty yards from the ship. The kingpost is the tall shaft that supports a cargo boom. Each one of the aircraft caused considerable damage but more important, 21 men were killed and 88 were wounded. This was the sad reality of kamikaze aircraft. And it wasn’t just one man who died:

So near to the end of the war, with the armistice about to be signed on August 14th 1945, this attack was completely and absolutely pointless. And the Japanese senior ranks would have known that.

The very last ever kamikaze was on August 15th 1945. Vice Admiral Matomé Ugaki had ordered five “Judy”s to be prepared but when he walked out to his plane, there were eleven aircraft on the runway with 22 men inside them.

Here is a “Judy”, or rather a model of one, in this case, the prototype:

Here is Matomé Ugaki, captured on that last day of the war, as he led 22 other men to pointless deaths:

Ugaki got on board one of the aeroplanes, carrying a samurai sword given to him as a present by Admiral Yamamoto. Behind him sat Tatsuo Nakatsuru, whose father would still be praying for him on the anniversary of the August 15th attack as late as 2019.

The planes all took off, formated and flew away. And that was more or less the last that anybody saw of them.

Ugaki’s last radio message said that they had found a ship and were diving onto it:

The next day an American landing craft found a wrecked plane on a beach. It contained three bodies, all very badly mutilated but one carried a samurai sword. On August 15th 1945, not a single American ship was hit by a kamikaze. Indeed,  not a single American ship was even attacked.

Overall, the kamikazes carried out approximately 3,000 attacks and 3,913 Japanese pilots were killed. 2,000 of these 3,000 attacks never got as far as diving on an enemy ship, largely because of mechanical failures and the efficiency of the American fighters. Indeed, when it left its base, there was only a 9.4 % chance of the Kamikaze hitting an Allied ship. Once the kamikaze started its dive, there was a 36% chance it would hit its target,

If it did hit, 40 casualties was a reasonable average expectation of casualties:

Overall, the kamikazes sank 66 Allied ships and damaged a further 250. In terms of personnel, there were around 15,000 Allied casualties. Figures suggested have been 6,190 killed and 8,760 wounded. I originally wrote “men” in that previous sentence, but there must have been casualties among nurses on board hospital ships:

Author Robert Stern’s final opinion is that the kamikazes would never have changed the outcome of the war. That was down to the implied threat of a Soviet invasion and the possibility of the Americans using further atomic bombs. And even if the Japanese mainland had been attacked, despite incredible casualties for the Allies, the result would have been ultimately the same:

And why did they do it? Well, Stern’s conclusion is that:

“The Kamikaze was led on his path of self-destruction primarily by a sense of obligation to parents, and nation as embodied by the Emperor.”

Overall, Robert C Stern’s “Fire from the Sky” is a fascinating book with a good number of splendid photographs and some excellent accounts of individual events. It has 384 pages and I’m certainly pleased that I bought mine.

The author’s final chapter is about the modern kamikazes, the Islamist suicide bombers who have created such appalling carnage in various places in the world. My very last two posts about kamikazes will show you some of Stern’s fascinating ideas.

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Filed under Aviation, History, Pacific Theatre, the Japanese

Kamikaze (5)

By the end of the war, the Japanese were using any aircraft that they could find to use as kamikazes. As author Robert Stern points out in his fascinating book “Fire from the Sky”, this was the moment when the Japanese accidentally invented the stealth aircraft. They were forced to go right to the back of the disused hangar and dig out some of the oldest and most infrequently used training aircraft to use as kamikazes. These included the “Spruce” and “Willow” trainers, which were biplanes apparently made from bits of wood, canvas, knotted string and bits of old wallpaper. For this reason they did not show up on radar very much at all, something which puzzled the Americans enormously and which the Japanese never found out about.

Here is a “Willow” aka a Yokosuka K5Y :

And here is a “Spruce” aka a Tachikawa Ki 9 :

The Japanese used a variety of aircraft for kamikaze attacks. The single engined ones were mainly the naval “Zeke” or the army’s “Oscar”, the two often being misidentified. Here’s the “Zeke” aka the Mitsubishi A6M Zero:

And here is the “Oscar” aka the Nakajima Ki 43 :

Use was also made of the “Tony”, the “Frank” and the twin engined “Dinah”.

Here’s the “Tony” aka the Kawasaki Ki-61 Hien (Swallow). When it first came into service, Allied pilots thought they were Messerschmitt Bf 109s, perhaps built under licence.:

And here is a “Frank” aka the Nakajima Ki 84 Hayate. This photograph is by yours truly, taken at Hendon. Can you see the Mosquito, about to shoot it down?:

And this is my even more splendid photograph of a backlit “Dinah” aka Mitsubishi Ki-46 :

There was a welter of single engined torpedo bombers used by the Japanese as kamikaze planes. They included the “Jill” aka the Nakajima B6N Tenzan. “Tenzan” means “Heavenly Mountain”, and is under no circumstances ever to be used as a term of endearment for the woman in your life. Perhaps worth trying with the man, though:

The “Kate” was aka the Nakajima B5N. It seems to have been painted on occasion in the most vomit provoking luminous green ever used:

The “Judy” was aka the Yokosuka D4Y Suisei (Comet):

Perhaps the most frequent mount for the would-be suicide jockey was the Aichi “Val” or the Aichi D3A. This photograph is the one most frequently used:

I first saw it in the “Hippo Book of Aircraft of the Second World War” when I was nine or ten :

The list goes on. Twin engined bombers were mainly the “Betty” and the “Sally”. Here’s a “Betty” which the Japanese called the Mitsubishi G4M1 :

And this is a “Sally” or a Mitsubishi Ki 21. It was actually possible to cultivate a decent crop of tomato plants in the long greenhouse behind the cockpit :

That’s enough photographs for now. Other aircraft types to be used, but much less frequently, are listed below:

“Claude”, Mitsubishi A5M, carrier based fighter

“Frances”, Yokosuka P1Y, navy land-based bomber

“Hamp”, Mitsubishi A6M3, navy carrier fighter

“Irving”, Nakajima J1N, navy land reconnaissance aircraft

“Jake”, Aichi E13A, navy reconnaissance seaplane

“Myrt”, Nakajima C6, navy carrier reconnaissance aircraft

“Nate”, Nakajima Ki-27, army fighter

“Nick”, Kawasaki Ki-45, army two-seat fighter

“Pete”, Mitsubishi F1M, navy observation seaplane

“Sonia”, Mitsubishi Ki-51, army light/dive bomber

Here’s a “Pete”, but its very easy to find the rest on “Google Images” :

Next time…..the Last Kamikaze.

 

 

 

 

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In the Footsteps of the Valiant (Volume Three)

There must have been many people out there who thought that we were not going to publish any more volumes about the Old Nottinghamians of all ages who sacrificed their lives in the cause of freedom between 1939-1948.

But, while Covid-19 seized the world in its deadly grip, our work continued, albeit at a slower pace. And all those efforts have now ended with the publication of the third volume, detailing 24 of the High School’s casualties in World War II. Don’t think, incidentally, that we were running out of steam and had nothing to say. All five volumes have been deliberately constructed to contain the same amount of material as all of the others. And that material is all of the same quality.

This volume, therefore, portrays the families of these valiant young men, their houses, their years at school with Masters very different from those of today, their boyhood hobbies, their sporting triumphs and where they worked as young adults and the jobs they had. And all this is spiced with countless tales of the living Nottingham of yesteryear, a city so different from that of today. And as I have said before, “No tale is left untold. No anecdote is ignored.” Here are the teachers that many of them knew;

And as well, of course, you will find all the details of the conflicts in which they fought and how they met their deaths, the details of which were for the most part completely unknown until I carried out my groundbreaking research.

These were men who died on the Lancastria in the biggest naval disaster in British history or in the Channel Dash or in the Battle of the East coast when the Esk, the Express and the Ivanhoe all struck mines. Some died flying in Handley Page Hampdens, or Fairy Barracudas, or Hawker Hurricanes, or Avro Lancasters or Grumman Wildcats or even a North American O-47B. One casualty was murdered by a German agent who sabotaged the single engine of his army observation aircraft. One was shot by the occupant of a Japanese staff car who was attempting to run the gauntlet of “A” Company’s roadblock. One was the only son of the owner of a huge business that supported a small local town, employing thousands. When the owner retired, the factory had to close. He had no son to replace him. His son lay in a cemetery in Hanover after his aircraft was shot down. Thousands of jobs were lost. And all because of a few cannon shells from a German nightfighter. The work of a few split seconds.

They died in the Bay of Biscay, the Channel, the North Sea, Ceylon, Eire, Germany, Ijsselstein, Kuching, Normandy, Singapore, Tennessee. None of them knew that they were going to die for our freedoms. And certainly none of them knew where or when.

But they gave their lives without hesitation. And they do not deserve to be forgotten. That is why this book exists, and so does Volume One, and Volume Two and in due course, so will Volumes Four and Five.

We should never forget this little boy (right), playing the part of Madame Rémy, and killed in Normandy not long after D-Day:

We should not forget this rugby player, either, killed in a collision with a Vickers Wellington bomber.

We should not forget this young member of the Officers Training Corps (front row, on the left). A mid-upper gunner, he was killed in his Lancaster as he bombed Kassel, the home of at least one satellite camp of Dachau concentration camp:

We should not forget this young miscreant, either, mentioned in the Prefects’ Book for “Saturday, October 20th 1934. “Fletcher was beaten – well beaten.” By June 23rd 1944, though, he was dead, killed with twelve others when two Lancasters collided above their Lincolnshire base. He wanted to have a chicken farm after the war. Not a lot to ask for, but he didn’t get it:

We should not forget the Captain of the School, killed when HMS Express hit a German mine:

We should not forget the son of the US Consul in Nottingham, the highest ranked Old Nottinghamian killed in the war:

And we should not forget any of the others, wherever they may turn up. Killed by the Japanese in Singapore :

Killed in a road block firefight in Burma:

And this little boy, still years from being shot down on his 66th operational flight  by Helmut Rose, in his Bf109, German ace and holder of the Iron Cross First Class. And yes, that is the little boy’s Hawker Hurricane:

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The First XV player, proud of his fancy jacket:

A young man tricked into having to dress up as a young woman in “Twelfth Night”:

Two years later, getting a part  as “Jean, a veritable Hercules….a convincing rural chauffeur”, in “Dr Knock”. Except that all of your friends think that you have got the part of the village idiot:

And a very frightened village idiot at that.

 

Please note:

All three of the titles published in this series so far are on sale with both Amazon and Lulu.  All royalties will be given to two British forces charities, and if this is important to you, you will prefer to buy from Lulu. This will generate a lot more revenue.

For example,

If Volume 3 is bought through Amazon at full price, the charities will get £1.23 from each sale.
If Volume 3 is bought through Lulu, that rises to £9.48.

Incidentally, if you see the price of the book quoted in dollars, don’t worry. The people at Lulu periodically correct it to pounds sterling, but it then seems to revert to dollars after a few days, although nobody seems to know why.

 

 

 

 

 

 

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Filed under Aviation, Bomber Command, cricket, Football, History, military, Nottingham, The High School, the Japanese, Writing

Len Dorricott (3)

Last time, I was talking to you about Len Dorricott, who had flown a large number of missions as the navigator in one of the most famous Avro Lancasters of World War Two,  AR-G, G for George, of 460 Squadron of the RAAF. The vast majority of what you read, though, was written not by myself, but by Len’s wife, Rosemary. And meeting her future husband, apparently, was not Rosemary’s first encounter with the Avro Lancaster and the men who flew them.

She had actually had a much earlier connection with Lancaster aircrew. Here she recalls her childhood, and in particular the wonderful sights and sounds which were there at the end of her garden:

“Rosemary Dorricott : Childhood Memories Aged Nine

We stood in the garden in silence—and waited as dusk grew near—then the heavy throbbing of engines broke into the tranquillity of a summer’s night:

It was wartime—a time of austerity and uncertainty but the beautiful summer’s air belied the horrors of what war could bring!

Those heavy engines roared over our heads.

It was hard to believe those beautiful, graceful machines could be the bearers of destruction—but that was war and the means of our salvation!!

We thought of those young men going into the unknown whose mission it was to successfully accomplish the task they so bravely took on ! We counted each majestic machine, heavy with their bomb load and said a prayer for each one—and then the summer’s night returned to its tranquil peacefulness, as if there had been no disruption !!

It was dawn before we heard the first sounds of aircraft returning.

The sounds had changed—some with spluttering engines as they limped home.

Large gaps appearing in the order of their flight—and we knew, as we counted them back—that some would not return !!!

Dedicated to the Lancaster bomber

Bomber Command

World War Two 1939-1945

* * *

Over seventy years later, I stood on the tarmac at Coningsby with my veteran air crew husband. Bomber Command Memorial Occasions have taken a great part of his life recently, and he is now receiving great recognition for what he and his fellow RAF bomber crews did during the war, much deserved, and, not because of all this, I love and cherish him for the man he is — My Len ! !

Rosemary

                                                        August 2014”

One final detail that I feel I should pass on is that G for George is probably the most widely recognised Lancaster among ordinary people and certainly among little boys over the age of fifty.

G for George was, of course, the first Lancaster that you could make a plastic model of, when Airfix  brought out their 1-72 scale kit. It was originally, I seem to remember, in a box , or perhaps with a fold-over card top that kept all the little bits of the kit safe in their plastic bag. I think it was a Series 5 kit, price 7/6, or 37½ pence.

Here is is the fold-over card top which had a transparent plastic bag full of parts stapled to it:

And then came the artwork of Roy Cross, when the kits were sold in large, sturdy cardboard boxes:

I’ve always thought that Cross’s work should have been turned into prints on good quality paper, suitable for framing.

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Kamikaze (4)

According to author, Robert C Stern, in his superbly interesting book, “Fire from the Sky”, over the weeks and months, the tactics of the kamikaze gradually improved. This doesn’t mean, of course, that anybody ever came back to report on what went well on the day and what didn’t, but there had always been extra Japanese planes present, observing each kamikaze as he went into action. Ostensibly this was to give the family news of their son’s glorious death but in actual fact, it was to watch how events unfolded in an effort to refine tactics for the future.

What a photograph………

Training for the kamikaze lasted seven days. Four days were spent mastering take-off, assembly above the airfield before departure, and flying in formation. Then three days were dedicated to approaching and attacking the target vessel.

In the beginning, kamikazes attacked in small groups, but this soon changed to between 10-20 aircraft attacking simultaneously from different directions and at different heights. In this way, the Allied radar was swamped, and, as author Robert Stern points out, the Allied radar of the time couldn’t read heights particularly well anyway. For this reason, some groups of kamikazes got through entirely unopposed. And if any of these groups were flying particularly low, at wave top level, all the ships would be firing at them and there was a very real risk of serious damage from friendly fire. Indeed, US Navy sailors on neighbouring ships were frequently killed by friendly fire in these circumstances. Here’s wave top level and friendly fire:

Sometimes the kamikaze came in low but things didn’t work out quite as they should have. This was an Aichi “Val” which left a distinct impression on the sailors who witnessed the incident:

In general, it was thought best initially for the kamikaze to start his dive around 20,000-23,000 feet up, higher in the case of the lighter fighters such as “Zekes”, “Franks” and “Tony”s, in order to escape the Allied fighters with the speed they had built up as they dived. The Allied fighters in actual fact tended to patrol at around 16,000 feet. The hope was that by the time the kamikazes got down to 16,000 feet , they would be travelling far too quickly to be caught. As soon as they sighted the target, the kamikazes would begin to glide at an angle of 20°.

The biggest problem for the Japanese was that in a 20° glide, the nose of the aircraft would often mask the target. Experienced pilots would weave from side to side in order to keep the ship in vision, but many younger pilots could not do this. Between 3,500-6,500 feet, the experienced pilots would flip over onto their backs to keep the ship in view during the last section of the dive. We have already seen this in a diagram of how a Stuka pilot hits tanks or small groups of refugees:

Overall, kamikaze was a fairly simple way to carry out an attack. The biggest disadvantage was that it was difficult to control aircraft of that period at high speed. Many near misses were thought to be down to the pilot’s being unable to keep his eyes open until the very last second before impact. The pilots were exhorted to do this because:

“After all, a kamikaze gets no practice in his chosen profession and he must be perfect on his first and last attempt”.

The next stage in the kamikaze attacks was a skimming approach at 30-50 feet which was undetectable with Allied radar having such a short range at low altitude and the permanent presence of so much electronic clutter. Japanese aircraft also released “window” or “chaff”. As they approached the ship, the aircraft would pop up to 1300-1650 feet and then dive steeply to hit the target. With this method, the aircraft’s controls were not stiff:

The kamikaze were aiming to hit the target from astern. There were fewer guns there and the ship was a much more static target that was not moving from, say, left to right. A hit of this type, from the side, or “from abeam” required far more precision from a probably very inexperienced pilot.

Despite all of this, the kamikazes began to become less and less successful towards the end of 1944 as the number of potential pilots and their ability and their skills, inevitably diminished:

And good news for everybody…..

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Len Dorricott (2)

As I pointed out in my previous blog post about Len Dorricott, although Bomber Command’ casualties continued at an absolutely dreadful level, many men, thank God, lived to tell the tale. Indeed, Len Dorricott, the navigator of the famous “G for George” of 460 Squadron, was to live to the ripe old age of 91.

His wife, Rosemary, described him thus:

“Len, my husband

A quiet man, a gifted man who performed courageous acts during the Second World War. Hardly more than a child, he trained and volunteered for the RAF and so started his adventures through life. Bomber Command took men of great bravery for the mammoth tasks they undertook and Len was one of them, gaining a DFM for his courage.

This determination remained with him throughout his life. In later years, he gained a degree in Engineering (M.T.Mch.E) and was principal engineer specialising in the performance of gas turbines.

He had enormous artistic gifts in photography, particularly the Bromoil branch of this. He lectured and judged. He demonstrated his favourite Bromoils as well as other forms of photography and exhibited profusely. Many an accolade he received for these feats.”

Some of his Bromoils are on the Internet. Here is “Grayfriars in winter” :

“The Glory Hole” :

“Encounter” :

and “The Stepping Stones”

“Len did not stay that adventurous teenager he was in Bomber Command !! Like all of us, old age has seen him take a more peaceful and restful existence with cryptic crosswords and his love of books. His weekly visits to the camera club and Friday lunchtime visits to the Dambusters Public House in Scampton with his great pal, Richard.”

When the time came, his wife has described Len’s funeral.

“Len’s funeral was a celebration of his life, the crematorium filled to over flowing with a lovely service by the vicar and a reading of the Australian prayer dedicated to all 460 Squadron personnel who had passed away. Len was attached to this squadron and the plane he flew many ops in is now housed in the Canberra War Museum in Australia gifted to them by our government after the war.”

“It was a very moving service and afterwards we made our way to the Dambusters Inn and RAF Museum where those who could make it were treated to a hot buffet and an exhibition of Len’s prints. This public house is in Scampton, home of the famous Dambuster squadron and today’s Red Arrows. At 4.15 pm the landlord of this inn arranged for two of the Red Arrows team to do a flypast (they were practicing anyway) and they finished with the pass for fallen heroes—a fitting end to the wonderful life of my husband Len.”

“The family flowers only were in the form of the 460 badge “Strike and return” and donations made to the IBBC Trust (IBBC is the International Bomber Command Centre).”

“The funeral ended to the strains of Nimrod as he went on his way, we thought a fitting finale to his life

until the Red Arrows !!

It was a day to commemorate those airmen who flew on their missions during the war.

Coningsby is the home of today’s Royal Air Force and also the base for Bomber Command’s Memorial Flight, the City of Lincoln Lancaster together with the Hurricane and Spitfire.”

These were joined by the only other flying Lancaster that had come all the way over from Canada to tour this country and the day was made more special as the two Lancs sat side by side on the tarmac:

We were gathered there together with many fellow veteran airmen, to receive their well deserved clasps in recognition of their service by bomber command.

The summer weather had been lovely and we hoped that this would continue for the special day — but the British summer lived up to its reputation — and the heavens opened — so the planned flight of the two veteran aircraft was unable to take place —they still sat side by side on the tarmac !!

Seated in front of them were the veteran airmen one by one they were called to receive their clasps, a short synopsis was made of the war exploits of each one – then they were photographed in front of the planes ­ those who could stood —others in wheel chairs !!!

We were able to talk to and meet the crews of the two Lancs — a very great honour — and it was so moving to see the light in the eyes of those old airmen, some infirm — but that sparkle of adventure was still there !!

It was a privilege and an honour to share this day with them. A day that I will treasure and remember for the rest of my days !!

Rosemary CW Dorricott

                                                                          wife of Flight Lieutenant Leonard William Dorricott DFM

August 8th 2014

This may be the prayer that Rosemary mentioned.

Almighty and all-present Power,

Short is the prayer I make to Thee.

I do not ask in battle hour

For any shield to cover me.

The vast unalterable way

From which the stars do not depart,

May not be turned aside to stay

The bullet flying to my heart.

I ask no help to strike my foe,

I seek no petty victory here.

The enemy I hate, I know

To Thee is also dear

But this I pray:

Be at my side

when death is drawing through the sky,

Almighty God, Who also died,

Teach me the way that I should die.

Entitled, “An Airman’s Prayer ”, it was written by Hugh Brodie who was posted missing on June 3rd 1942 after the Wellington bomber in which he was the observer failed to return from a raid on Essen.

 

 

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