by Gill Griffin
For the first few weeks there was no great sense of urgency and things moved at a leisurely pace. Our days were spent partly in flying and studying the Tiger Moth and partly in lessons and lectures. The latter included the theory of flight, aircraft engineering, Morse code signalling using an Aldis lamp or buzzer, navigation, meteorology and Air Force law. We studied engine starting procedure and safety precautions. Most light aircraft were started by swinging the propeller by hand. First the engine was turned over in reverse (blow out), then turned over (suck in) with the magneto switches turned off, to draw fuel into the cylinders. Then, the pilot having shouted ‘contact’, the prop was pulled over sharply and hopefully the engine would start. In the event of a non-start, the pilot would shout ‘switches off’ and raise both arms to indicate that it was safe to proceed with a re-start. I well remember being told to keep a large spanner handy as the magneto contacts sometimes stuck but a sharp tap with the spanner would cause them to part. I passed the course with the rating ‘average’.
B Flight No. 2 Squadron, 3 ITW, September 1940. Signatures on the reverse of the photograph were annotated by Len Thorne during the 1940s as information came to him. There are notations for those who failed the course, those killed in training accidents and some missing or killed in action. Red ovals, ‘halos’, were sometimes used to indicate deaths.
Early in December I was posted to No. 9 SFTS, Hullavington, for advanced training, first on the Miles Master Mk 1, then to Hawker Hurricanes for all solo flying. I successfully completed the flying course, attended the passing out parade in April 1941 and received the coveted Silver Wings on April 13th, the date of my 21st birthday. I was then promoted to the rank of sergeant. My next posting was to No. 57 OTU, Hawarden, near Chester, for intensive training in the art of a fighter pilot, most of the instructors being those men who had survived the Battle of Britain. I experienced my first solo in a Spitfire Mk 1, flying from Speke airfield, now Liverpool airport.
I was posted to Catterick in late May, to become a member of 41 Squadron, flying the more advanced Spitfire Mk 2 and, after a period of flying patrols over the northeast coast, I moved to Tangmere to take part in operations over enemy-held France. Here I saw my first enemy aircraft and experienced my first anti-aircraft fire.
After a period with ‘41’, I was posted to No. 602, City of Glasgow, Royal Auxiliary Airforce Squadron, to complete a full tour of operations lasting until May 1942. I flew under the command of many famous fighter leaders, among them Al Deere, Paddy Finucane, Francis Victor Beamish, Findlay Boyd and several others. In January 1942 I was promoted to Flight Sergeant and became senior NCO pilot in ‘A’ Flight, authorised to act, on occasions, as a flight leader. In the course of this service I was credited with five victories, three confirmed destroyed, two others probably destroyed and three damaged. In 602 we had Spitfire MkVb’s armed with 20mm cannons.
In May 1942 I was posted, on rest, to the AFDU, the Air Fighting Development Unit, which was then at Duxford and after six months I was offered the chance to become an experimental test pilot and remain at AFDU as one of the permanent staff. The following year, in August, I was appointed Flight Commander of the unit. My most notable task at this time was to fly captured enemy aircraft, including the much-feared Focke Wulf FW 190. Apart from normal flights and comparative tests I took the latter machine all over the country giving demonstrations and mock combat to our own pilots. In the spring of 1945 I was briefly acting OC flying during the absence of S/Ldr. T.S. Wade. Also at that time I had a partial rest from flying and performed the duties of range instructing officer at the Selsey bombing and firing ranges.
At the end of the war, in August 1945, I was offered a posting to the Air Ministry in London and for the next three years I was attached to the Ministry of Supply as a liaison officer with the aircraft manufacturing companies. The end of my service career came in September 1948 when I returned to civilian life.
Ex RAFVR Flight Lieutenant No. 121518 (NCO No. 1164397) H.L. (Len.) Thorne.
One-time Flt. Commander of the Air Fighting Development Unit (AFDU) later, as part of CFE, the Air Fighting Development Squadron (AFDS).
1
TRAINING
No. 7 E.F.T.S. (Elementary Flying Training School), Desford
No. 9 S.F.T.S. (Service Flying Training School), Hullavington
No. 57 O.T.U. (Operational Training Unit), Hawarden
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
September 30th DH 82 GADXT P/O Hayne Self 1. Air Experience
1a. Familiarity with cockpit layout
2. Effect of controls
4. Straight and level flight
5. Gliding 1-25
Towards the end of September 1940, at the height of the Battle of Britain, I was posted to No. 7 E.F.T.S. (Elementary Flying Training School), Desford, near Leicester, to be taught to fly De Havilland Tiger Moth biplanes.
Explanation of exercises
The sequence of flying lessons is in accordance with the following numbers:
1. Air experience
1a. Familiarity with cockpit layout
2. Effect of controls
3. Taxiing
4. Straight and level flight
5. Gliding
6. Medium turns
7. Taking off into wind
8. Powered approach
9. Gliding approach and landing
10. Spinning left and right
12. Side slipping
13. Precautionary landing
15. Steep turns
16. Climbing turns
17. Forced landing
18. Instrumentment flying
20. & 20a. Night flying
22. Aerobatics
I believe that 11, 14, 18 and 21 are lessons that apply to multi-engined aircraft training.
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
October 1st DH82 N6475 P/O Hayne Self 2,4,5,3 and 6 1–40
2nd DH82 N6475 P/O Hayne Self 3,4,5 and 6 1–15
3rd DH82 N6475 P/O Hayne Self 4,5 and 6 −30
7th DH82 N6475 P/O Hayne Self 4,5,6,7 and 8 1–55
Grand total to date 6–45
N6475 P/O Hayne Self 4,5,6 and 7 0–45
N6475 P/O Hayne Self 6,7,9 and 10 1–10
R5039 F/Lt Hall Self 6,7 and 9 0–20
15th DH 82 R5039 F/Lt Hall Self 6,7 and 9 1–10
16th DH 82 R5039 F/Lt Hall Self 6,7 and 9 40
18th DH 82 R5039 F/Lt Hall Self 6,7 and 9 25
25th DH 82 R5039 F/Lt Hall Self 6,7 and 9 −55
26th DH 82 R5039 F/Lt Hall Self 6,7 and 9 −40
28th DH 82 R5039 F/Lt Hall Self 6,7 and 9 −45
29th DH 82 R5039 F/Lt Hall Self 6,7 and 9 −20
DH 82 T5690 Sgt Males Self Solo test exercises:-
2 Effect of controls
3 Taxying
4 Straight and level flight
5 Gliding, climbing and stalling
6 Medium turns
7 Taxying into wind
8 Powered approach and landing
9 Gliding approach and landing
Spins: 1 right
1 left -40
DH 82 T5690 Self —— FIRST SOLO – −10
DH 82 R5039 F/Lt Hall Self 6, 7 and 9 −30
DH 82 R5039 Self —— 6, 7 and 9 1–05
31st DH 82 G ADXT F/Lt Hall Self 6, 7, 8, 9 and 12 1–05
DH 82 G ADXT Self 6, 7, 8, 9 and 12 1–25
DH 82 N-1077 Self 6, 7, 8, 9 and 12 −45
7 October: In my logbook at this point is a pencilled note, as follows:-
Times at Desford
WEEK ENDING 4/10/40. 4 hours 50 minutes. A red stamp follows that says:
Certified correct, dated 5 Oct 1940 and signed by my instructor F/Lt Wardell, No. 7 EFTS. D
esford.
29 October: Although we started out full of confidence, it still came as a surprise when we achieved our first solo flight. On this day, after weeks of training, I made the first flight of the day with F/Lt Hall, my usual instructor. There was nothing untoward about it so it came as a surprise when, for my next flight, I was taken up by Sgt Males who, although an NCO, was a very experienced instructor and he put me through the complete list of exercises I had learned so far. After landing, we taxied in to the dispersal point and he climbed out, leaving the engine running. To my amazement he was holding the joystick (control column) from the second cockpit. He shook it towards me and shouted, ‘She’s all yours; do one circuit and landing then come in and switch off.’ There is a song that originated in the Navy that starts:
‘They say in the air force a landing’s OK
If the pilot gets out and can still walk away.’
I could and I did – a wonderful feeling!
On this day I had one more short flight with F/Lt Hall. He then sent me off again; this time he had switched off and stopped the engine, so I had to go right through the starting procedure before taking off for a solo flight of 1 hour and 5 minutes. A wonderful day, I felt like one of the gods.
Depending on possible previous experience (including manual dexterity developed by an activity such as horse riding), most cadets would go solo in 12 to 14 hours, so my 14 hours 35 minutes was fairly average. 16 hours was crunch time; those who had not made it by then were subjected to a CFI (Chief Flying Instructor) Test, and his verdict was final. If he decided that a cadet was not going to make the grade as a pilot, the unlucky chap would be offered a transfer to other aircrew duties, i.e. navigator, observer, air gunner, radio operator and later the new category of Flight Engineer. Refusal to accept usually resulted in a transfer to ground duties. As far as I remember, roughly 10 per cent failed to clear this obstacle.
YEAR 1940 AIRCRAFT Pilot or 1st Pilot 2nd Pilot, Pupil or Pass. DUTY (Including Results and Remarks) Flying Time Passenger
MONTH DATE Type No. Dual Solo
November 1st DH 82 G ADXT F/Lt Hall Self 12, 15 Steep turns and 16 Climbing turns −55
DH 82 G ADXT Self 12, 15 and 16 1–00
DH 82 G ADXT Self 12, 15 and 16 −45
DH 82 G ADXT Self 15 and 16 −20
2nd DH 82 G ADXT F/Lt Hall Self 6, 7, 8 and 9 −10
DH 82 G ADXT Self 6, 7 and 8 −50
DH 82 G ADXT Self 15 and 16 −25
3rd DH 82 G ADXT F/Lt Hall Self 19 Instrument Flying −45
DH 82 R5109 Self 15 and 16 −50
GRAND TOTAL TO DATE 25 HOURS AND 35 MINUTES Signed By F/Lt W.E. Hall
5th DH 82 N9272 F/Lt Hall Self 12, 13, 17 Forced landing −25
DH 82 N4475 Self 15 and 16 −50
DH 82 G AECT Self 15 and 16 −50
7th DH 82 G ADXT F/Lt Hall Self 12 Spins 1 left 1 right
17, 18 (action in the event of fire)
18A Abandoning aircraft
19 Instrument flying
21 Aerobatics −40
DH 82 R5109 Self 10, 15, 16, 17 and 22 −55
DH 82 R5109 Self 10, 15, 16, 17 and 22 −55
8th DH 82 R5109 F/Lt Hall Self Navigation −50
DH 82 R5109 Self 15, 16, 17 and 22 1–20
DH 82 R5109 Self 15, 16 and 22 −45
13th DH 82 R5109 F/Lt Hall Self 13 Precautionary Landing −10
DH 82 R5109 Self 10, 17 and 22 1–00
DH 82 R5109 Self Cross Country Desford to Cosford 1–00
DH 82 R5109 Self Cross Country Return to Desford −35
DH 82 R5109 Self 13, 15 and 22 1–00
14th DH 82 R5109 F/Lt Hall Self 19 Instrument Flying
Turning on to and maintaining courses 1–05
Spins:- 1 left
1 right
14 low flying
DH 82 R4946 F/Lt Hall Self 20 taking off and landing crosswind −40
DH 82 R4946 Self 13, 17 and 22 1–05
DH 82 R5020 Self 13 and 22 −30
15th DH 82 T7036 F/Lt Bamber Self 19 −40
DH 82 T7036 F/Lt Bamber Self 19 −40
DH 82 T7036 Self 10 and 22 −40
DH 82 G-ADOY F/Lt Hall Self 19 and 22 1–15
DH 82 G-ADOY Self 10 55
DH 82 G-ADOY Self 10, 13, 17 and 22 1.00
16th DH 82 R4900 F/Lt Hall 10, 17 and 22 −40
DH 82 R4900 Self −30
DH 82 R4900 Self −50
Instrument flying this month to date 4 Hours 10 minutes
3 November: Through October and November there was no leave and the occasional day, or half day, off was spent locally. There were church parades on Sunday, otherwise just assemblies in the mornings, very relaxed, no ‘bull’. There were infrequent visits to Desford village for a drink at the local pub, but these were not encouraged. Most of us were fairly short of cash or engaged in revision of lectures. There were also one or two evening trips to sample the wartime delights of Leicester. We had, of course, been given further lectures in personal hygiene and the dangers of VD, the ET (early treatment) room and how to use that little tube of ointment with the long, pointed nozzle.
It was after one of these trips to Leicester that three of us missed the last bus back to base. We had no alternative but to start walking the 10 miles back to Desford. When about halfway, foot sore and weary, a kindly motorist offered us a lift. It was only after our arrival at our quarters that we realised to our horror, that our benefactor was none other than the CFI (Chief Flying Instructor) F/Lt Wardell. He pretended not to notice that we were cadets and said nothing but ‘Good night’. We should, of course, have been back in camp by 2200 hours and it was then nearly midnight.
5 November: By this time the RAF’s losses of fighter pilots in the battles over France, in the Dunquerque evacuation (operation Dynamo) and in the Battle of Britain, had become grave. Over 1,000 pilots were killed and many others were out of operation with wounds, burns, injuries from crashes and sheer fatigue. Most of these were pre-war trained, very experienced pilots. Replacements were a matter of great urgency and our flying training was stepped up to as many as six flights a day. (See 15 November.)
7 November: The flying lesson on this day was an exciting step forward. After running through various emergency procedures, I was given my first introduction to the joys of aerobatics. Incredibly, after just that one lesson, I was let loose to perform aerobatics on almost every following solo flight. As I remember, these in the Tiger Moth were limited to slow rolls right and left and straightforward loops. The rolls would have been really slow, around a level axis. I do not remember performing barrel rolls until much later and then probably by accident. In the perfect slow roll, when inverted, you would leave the seat and your weight would be taken by the shoulder straps or harness. It was therefore most important to ensure that the latter were properly tightened.
8 November: The next step forward was the navigation exercise on that day. Although only 50 minutes flying time it was the culmination of the many hours spent in the classroom. A destination having been selected, we had to complete a flight plan by laying out a line of flight on a map, allowing for wind speed and direction. We then calculated the compass direction, the IAS (indicated air speed) as shown on the ASI (air speed indicator), and the speed over the ground TAS (true air speed). Finally, we had to decide on the height at which we would fly and set the altimeter for air pressure at ground level.
13 November: Just five days after my dual navigation lesson came the high spot so far: I was trusted to fly solo to Cosford, land and check in to the duty officer in the control tower to record my safe arrival. Then refuel, take off again and return to Desford. Although it was only a distance of 30/35 miles, it felt wonderful to know that I could really fly alone, out of sight of the airfield.
There must have been quite a high head wind to account for the longer time on the outward flight. It should be borne in mind that the Tiger Moth cruised at only 75/80mph so a head wind would have made that much
difference. I was filled with confidence that I could go anywhere I chose. Of course I had to give way to the urge to show off my prowess to my nearest family member, so two days later I set a course of 290 degrees on the compass and flew the 20 or so miles, just over 20 minutes, to Streethay near Lichfield. I quickly located my elder brother’s house and performed 10 minutes of aerobatics, slow rolls, a loop and a spin, and waved to my sister-in-law, Ivy, and my nephews, Terence and Robin. Leslie himself was, of course, in the RAF in India. Very pleased with myself, I returned to Desford. The trip was my secret but I always suspected that F/Lt Hall knew perfectly well where I had been.
16 November: Poor weather at the end of November curtailed our activities and terminated our flying at Desford. During the remainder of our time there, a matter of about a week, we took our examination in the ground subjects, with particular emphasis on navigation and instrument flying. Those cadets who failed or had failed their flying were ‘washed out’ and transferred to other duties. The lucky ones were transferred to further training in other aircrew categories.
17–25 November:
TOTAL HOURS
FLYING SOLO DUAL
25–05 22–10
Instrument flying 4–10
Proficiency as Pilot Average
To be assessed Exceptional
Above average
Ab initio as:- Average
Below average
Any special faults in flying which must be watched:-nil
Signed by J.W.A. Wardell S/Ldr.