On Wings Of Fortune - Richard Pinkham and Steve Darlow

Following his confronting Flightpath To Murder (reviewed below) Steve Darlow is due to publish On Wings Of Fortune written with W/C Richard Pinkham DFC - a pilot of commensurate skill. Here's the blurb from Steve's website:

RAF veteran Wing Commander Richard Pinkham DFC presents the extraordinary and graphic account of his experiences flying 62 World War Two bombing operations. He tells his story with candour and without pulling punches although the occasional humorous anecdote lightens proceedings. The reader joins Richard in the cockpit of his bomber as he dares the bursting flak, dives to avoid penetrating searchlights and wrestles his damaged aircraft home.

Richard served with the RAF through the entire war embarking on his operational career amid the desperate fight for survival that was the Battle of Britain. He went on to take part in some of the largest bombing raids ever carried out against Germany. With odds of 5 to 1 against him, Richard, unlike so many of his fellow airmen, lived to tell his story. He was then posted to North Africa to blast the Axis forces from Tunisia and, finally, spent the last year of the war in the Far East taking up fascinating accident investigation duties.

On Wings of Fortune is an exceptional story by a distinguished and decorated RAF veteran who flew and fought in the World War Two aerial front line. Acclaimed author Steve Darlow provides the general context of the bomber war. Richard Pinkham relives his terrifying, gripping and fascinating story.

As you can see from the above, and the details on the cover, this is flying and service over and on three continents so certainly something of interest for everyone, I reckon. Due for release in April - as Steve said "the books are in some container on some ocean" - this looks like it will be a fascinating read and, at 17.99 GBP, a readily affordable one. A limited, signed edition will also be available. For further details, please visit Steve Darlow's Fighting High - On Wings Of Fortune.

Beaufighters In The Night - Brick Eisel

In the past I’ve reviewed books featuring aircrew who flew American aircraft – aircraft generally loaned from the US under the well-known Lend/Lease scheme. Most recently Gus Officer’s Six O’Clock Diamond featuring Kittyhawks was reviewed and, on the bomber front, Murray Peden’s A Thousand Shall Fall and Charles Page’s Wings Of Destiny featured Fortresses and Bostons respectively. You may recall we even looked at an American in the RAF with Caine’s Spitfire, Thunderbolts And Warm Beer. So, what about British aircraft being used by the USAAF? Fair to say such instances (and books) were a lot less common. Mossies, I suspect, come to mind but if you were to visit the USAF Museum at Dayton, Ohio, you’d see, among the classic American types, a very British aircraft wearing ‘stars and bars’ – a Beaufighter.

Put simply, with no American type proving itself a consummate night fighter and the need to help defend the night skies over Europe, the Americans opted for the Beau which, in its night fighter form, was being steadily replaced by the Mosquito. The 417th Night Fighter Squadron, the subject of this book, arrived in North Africa in the latter half of 1943 and proved an effective counter to the regular Luftwaffe raids on harbour installations. That said, as the war progressed, the squadron often found itself the last to move forward or, in the case of equipment, the last to be ‘updated’. Consequently the 417th perhaps did not see as much action as its sister squadrons and had to ‘make do’ with what it had. Similarly the author has used the same resourcefulness and initiative to put together a book on a squadron that had a relatively quiet war and, as a result, has been largely forgotten in the myriad of USAAF day fighter squadron volumes.

The 417th became part of the nascent US night fighter force when it was formed in early 1943. Night Fighter Schools were already churning out crews in Florida and the Americans found many of their instructors, particularly the radar types, to be British civilians or servicemen – the latter most likely on a ‘rest’ tour from operations. A picture of efficiency, by early May, barely three months since its creation, the 417th was fully manned and shipped off for England.

Crossing the Atlantic quickly on the Queen Elizabeth, the squadron knuckled down to 10 weeks of training with the RAF. After flying the P-70 – the night fighter version of the Boston/Havoc light bomber – with its tricycle undercarriage, the American crews found themselves learning to fly the Beaufighter with its tailwheel, capacity to swing on take-off and, according to an extract from the 414th’s history, “the most difficult of all British aircraft to fly.” The aircrew were not the only ones having to adapt. The ground crew found themselves having to master the Hercules engine and other aspects of the airframe that, from their point of view, were ‘quirky’.

Despite the difficulties the 417th was dispatched to the airfield at Tafaroui, Algeria where the aircraft arrived two weeks before the rest of the squadron. When the rest of the squadron finally caught up they found the aircrew rather frazzled from a fortnight of operations and aircraft servicing. Things soon settle down, however, and squadron life settles into the familiar routine with brief moments of excitement and/or stress. A constant theme throughout the squadron’s use of the Beaufighter is the general ‘tired’ status of the aircraft issued. Interestingly the USAAF was unable to arrange spare parts so enterprising members of the air and ground crews would roam the Mediterranean by B-25 Mitchell in search of whatever spares they could scrounge. In contrast with other USAAF units this situation is quite remarkable but anyone familiar with the air war in the desert will know that, until the latter stages of that campaign, the RAF and Commonwealth air forces suffered similar supply issues due to the dangers to shipping in the Mediterranean and the length alternative routes. So the 417th certainly wasn’t in unique territory. However not having a regular parts or even aircraft supply meant a much higher workload for the ground crews in particular. Given the environment in which they worked it is remarkable the squadron achieved what it did.

Shortly after claiming its first victory in early February, 1944, some of the ground staff of the squadron were detached to Corsica. The 417th was the last US night fighter unit in North Africa and, other than regular two-aircraft detachments to Corsica, remained ‘behind the war’ for some time to come. With these detachments and the subsequent re-unification of the entire squadron, though, the action really picks up. Still living in basic camps the 417th’s night fighters were heavily involved in the Italian campaign. This flying intensified with the invasion of the south of France and the squadron adding a new responsibility – intruder ops. Moving to France in September, 1944, the 417th operated out of an airfield just north-east of Marseilles. As always the environment was not an ally especially when the ‘Mistral’ blew at a sustained 40 knots. A series of engine failures, some fatal, brought the squadron to perhaps its lowest point. The cause of these failures and losses was eventually traced to empty fuel barrels containing water that was not emptied out by Marseilles dock workers before the barrels were filled with 100-octane aviation fuel. As always the 417th soldiered on and overcame this and other obstacles. Even when their sister squadrons were re-equipped with the Black Widow (and, in one case, the Mosquito XXX) and new Black Widow units arrived in the theatre, the 417th kept flying its clapped-out Beaufighters and pulling its weight. In particular the squadron was quite effective at intercepting the low-level Luftwaffe flights to Spain. Intended to transport German gold, foreign currency and treasures out of the rapidly declining Third Reich, these flights were difficult to intercept but the 417th, with skills developed from numerous low-level interceptions over the sea, proved up to the task.

The Black Widows eventually arrived in March, 1945 and the squadron was operational again by early April. Other than losing two aircraft to friendly ground fire, what was left of the war passed uneventfully for the 417th.

BITN is quite a quick read in that the main text ends at page 128. The first four chapters are quite short but flow into each other well. After reading so many Commonwealth-based titles some of the language used by the American crews is a little refreshing and a reminder of how two different English-speaking forces can interpret the same situation. Seven appendices fill the final 50 pages and all add considerable detail to the story of the 417th. I did find Appendix V – the combat action reports – a bit hard to read in its capital letter format. While this might add authenticity to the reports I am sure they would have been much easier to read if they’d been presented in the same text format as the rest of the book.

What is particularly rewarding is that BITN is a lot more than just a dry unit history. The author has gone to great lengths to interview and correspond with surviving members of the squadron. Happily he did not limit this first-hand research to aircrew. The seamless injection of the personal memories is made all the more valuable by the inclusion of comments from all personnel levels within the squadron. On any page the reader can expect to find remarks from a private in the mess to the commanding officer. This wide-ranging material is mirrored by a commitment to cover all aspects of squadron life including the ‘winding-down’ period post-war. Of course there is lots of flying. However before an aircraft takes-off on an operation it has to be serviced; its consumables re-stocked; its crew fed, washed, quartered and paid and the airfield itself has to be maintained. Remarkably this is all covered in the main text of the book.

As mentioned above the decrepit Beaufighters flown by the squadron are a regular theme throughout but the general feeling is that the 417th was certainly overlooked in a number of other areas as well. On top of the struggles to keep the Beaus flying, the food and accommodation always seemed to be of a low standard when compared to other USAAF units. It does sound quite similar to the trials and tribulations of the RAF and Commonwealth units in the same theatre though. The initiative shown and solutions devised are certainly the same however.

As with all Pen & Sword books I’ve encountered to date, BITN is well illustrated with a good section of photos printed on glossy paper. In fact the photo coverage is quite extensive and the length of that section – 24 glossy, double-sided leaves and 132 photos (!) – surely must surpass any comparable book of this size and genre. While I noticed one glaring error (RAF Portreath referred to as RAF Port Reith) the text is easy to read and flows nicely with sufficient detail for the avid ‘airhead’ and perfect explanations for the ‘novice’ reader. I do not think I have read a squadron history that so ably caters for readers of all levels. Hopefully this accessibility will help the 417th’s wartime service be remembered and honoured as it should. BITN, therefore, is the perfect memorial for a very resourceful squadron.

The review copy is a 2007 hardback and is well-presented in a wonderfully illustrated dust-jacket. While not as action-packed as some of Pen & Sword’s recent covers it depicts a hard working ground crew slaving over a Hercules in the mud and standing water. Really a great piece of art with detail down to the blanked-out RAF roundel on the wing and the squadron’s Hurricane hack in the background.

The photos in the book, like the text, cover every aspect of squadron life and some are quite candid. Despite my comments about this being a quick read I probably had a bookmark stuck in BITN for close to a month. This was purely due to my circumstances at the time. It was very easy to get back into though.

BITN is easily available from Pen & Sword - Beaufighters In The Night - and the usual places like Amazon etc.

Review copy published by Pen & Sword Aviation in 2007. ISBN 978-1-84415-483-8.

New email address

Hi everyone

Just a quick post to let you know of my new email - aircrewbooksATiinet.net.au

We've just changed ISPs and although we had a connection on Thursday the modem/router has only just arrived.

Since being offline I've written the Beaufighters In The Night review so that will be posted once I'm on top of everything else that an ISP change entails.

Andy

Flightpath To Murder - Steve Darlow

Murder is something you only really read or think about in passing in books about Commonwealth aircrew. Death is sadly prevalent but, depending on your views of the bombing campaigns conducted by both sides, murder only seems to 'directly' rear its ugly head when books venture into the realm of prisoners and downed airmen. Of course as I write this I am bouncing the idea around in my head trying to think of other circumstances in the genre covered by this site. Anyway, this is how I approached Steve Darlow's latest effort. I had to chuckle, as you may recall from the Seafire review below I read that book to take a break from Australian aircrew, when I found the airman involved was an Australian flying with the RAF. However this was the very last scrap of misguided mirth I was to utter with relation to this book. FTM is not your average 'derring-do' aircrew book and the story within is as disturbing as it is emotionally draining.

If you read books about aircrew with any sort of regularity you develop a 'sixth sense' of knowledge and the ability to read between the lines. You know the basic path a pilot or gunner will take before he flies on operations and you expect the searchlights and/or flak and fighters etc. In reading widely you will no doubt encounter stories of aircrew parachuting from their stricken aircraft only to be set upon - and injured or worse - by angry civilian 'lynch mobs'. In some cases there'll be a footnote, paragraph or appendix detailing those responsible being tried as war criminals. These accounts of 'terrorfliegers' are always confronting but are often lost in the myriad of edge-of-your-seat action and adventure. Imagine an entire book devoted to one such account...

Bill Maloney is one of the many – the many thousands of Commonwealth fighter pilots who will never be household names. However their contributions – and sacrifices – were no less important than those of Bader, Johnson, Caldwell or Kain. Maloney, though, belongs to a select and unfortunate group of young airmen whose death became the subject of a war crimes investigation and, ultimately, led to further loss of life. Other than that there is little that we know of Maloney. His story is supplied from official records, his logbook, family memories and his letters home. Detail and context are added by his squadron mates and contemporaries of the time. Other than that, there’s not much to go on so the author has done an admirable job in turning the Australian pilot into someone the reader can relate to and reflect upon.

Joining 80 Squadron in May 1944, Maloney flew their Spitfire IXs over Normandy on convoy patrols and provided escort to bombers hitting V1 launch sites. The obligatory fighter sweeps took on a whole new meaning when the squadron re-equipped with Tempests in August of that year. A busy month later (indeed, the day before Operation Market Garden) Maloney’s Tempest was hit by flak while attacking a train and he force-landed on the Dutch-German border near the town of Elten. While the majority of the book examines the war crimes tribunal, the lives of the civilians involved and the effect of the war itself on the local population, it is the pages following the account of Maloney’s loss that are by far the most moving. Letters to his family from the squadron and his mates are an indication of the esteem in which he was held. However, it is the letters to his mother – from the mothers of a good mate and acquaintance also killed and even from one of the staff of an officers’ club in London – from women who only knew of Mrs Maloney through her son that really hit home. Sharing an intense loss and voicing what Mrs Maloney would have no doubt felt, these letters – fully transcribed in the text – are most powerful and, sadly, provided the family with the most up to date news on the fate of the Australian. Believe it or not, the Maloney family was not aware of the war crimes investigation and subsequent prosecution until the author made contact.

Having established the mystery from the opening chapter and then showing Maloney in the thick of things while on operational service, the author dives head first into witness accounts of the pilot’s death. He introduces the ‘characters’ and major players in the story with great detail – examining their lives before and during the war. What struck me was the witnesses and civilian ‘participants’ in the crime appear to have been completely normal family men (for the most part). Ordinary men thrown into extraordinary circumstances.

The events following the forced landing are laid out from a variety of viewpoints and, of course, are detailed during the trial of the accused. The author follows the fortunes of those involved in the period leading up to the trial. The local population was, apparently, sickened by what had happened to Maloney and this seems to have had some influence on the suspects eventually handing themselves in although I suspect the belief they were ‘following orders’ was enough to clear their conscience.

I have deliberately not gone into the circumstances of Maloney’s death or the detail of the trial. To do so would require considerable time and, well, you’re better off reading the book. However, at the very heart of the investigation, is the determination of how the pilot died (and the ramifications this has on the accused). Was the beating he received from the soldiers enough to kill him or was it the rifle shot to the head fired by the civilian official (the coup-de-grace to put him out of his misery apparently)? As you can imagine, to examine such interpretations the author would have gone to some pretty dark places and he freely admits this. Similarly, it does not make for easy reading. Readable, yes, but completely confronting and disturbing.

The discussion about what caused Maloney’s death is mirrored, ironically, in the only execution of one of the accused. Hanging, as it turned out, was often not the cause of death for war criminals. They were hanged, yes, but a study ‘post-gallows’ often revealed the existence of a heartbeat in many cases. Death then came by way of a chloroform injection. I marvelled at the irony but it didn’t make it any more pleasant to read (or write this paragraph).

Time to look at the book as a whole as the tone is darkening. At the core of FTM is the death of a young man who was loved by his family and admired for his character. To some under his guns and bombs, he was evil and the source of all of their suffering. Indeed, this is a book of suffering – from the German civilians under constant bombardment to Maloney’s distraught family in Australia. Even the author is not immune. However he injects heart into what otherwise would have been a cold account of a war crimes trial (and that wouldn’t have made it into mainstream publication). The motivations and backgrounds of every single person featured in the trial are revealed to the reader so they are more than just names on a page. A sense of foreboding prevails right from the start and lasts for more than 50 pages. The business of meting out justice then takes over but this is slowly replaced by a growing frustration. Only one of the accused was hanged, the others managed to distance themselves from any violent act and had their lengthy sentences shortened to the extent they were free men by the mid-1950s - how quickly attitudes can change. That is, the accused who could be identified. The soldiers who did the bashing may still be with us enjoying their long lives.

But for the author’s efforts to write this book, Maloney’s family may never have known the complete circumstances of his death and the subsequent investigation. For them a great service has been done. For us, the general reading masses, we are fortunate the life of an otherwise forgotten pilot has been given the attention it deserves. While far more confronting than enjoyable, this book is a challenge and a departure from the standard Steve Darlow fare but that doesn’t make it any less interesting. If you’re a fan of the author or you like to maintain a well-rounded ‘education’ with regard to Commonwealth aircrew, FTM should be in your collection.

The reviewed copy is published by Haynes - Haynes - Flightpath To Murder. Best known for their motor vehicle manuals, Haynes has recently branched out into books of this genre. I believe FTM is one of their earliest publications along these lines and, if their production quality is anything to go by, they’re off to a good start. The photographs are reproduced in one section on ‘glossy’ paper and complement the text exceedingly well – faces to names etc.

I found it best to tackle this book in chapters. I know that sounds obvious but you will need to ‘break away from the darkness’ at times. Maybe that was just me but it’s worth suggesting it.

Reviewed copy published by J H Haynes & Co Ltd in 2009. ISBN 978-1-84425-541-2

They Gave Me A Seafire - 'Mike' Crosley, DSC*, RN

After a swathe of books covering RAAF personnel I thought it was time I read something that was the complete polar opposite. I'd been admiring TGMAS ever since I removed it from its envelope a couple of years ago having bought it from a Naval & Military Press sale for about $10. Happily, the quality of the book itself is reflected by the writing within. 'Delightful' is perhaps the best word to describe it. However, as enjoyable a read as it is, it's very evident that, by war's end, the author, a consummate professional, is weary beyond words and quite critical of 'the establishment' and its inability to adapt quickly. I have read several books by flyers who were active for most, if not all, of the war but only one (Owen Zupp's Down To Earth) can compete with TGMAS for its honesty and candour.

I'm getting ahead of myself but, considering the title, there's a lot of Sea Hurricane flying to devour before you come across a Seafire. The book opens with what is becoming a common ‘hook’ these days – an event that is harrowing and full of adventure. In this case it is the sinking of the aircraft carrier HMS Eagle by four torpedoes from the U-boat U73. The author was a Sea Hurricane pilot with 813F Naval Air Squadron and the reader immediately gets an idea of the style of writing when, after describing the initial shock of the explosion, he says “Anyway, lunch was off for the moment...”.

Crosley’s childhood was one of disruption. His mother left his stage opera father and placed the author and his sister in a variety of separate foster homes. However his paternal grandmother soon comes to the rescue and with his father remarried, running a nursery and now overlooking the river Hamble, Crosley earns a choral scholarship and a quality education. Completing his school years, an initial, somewhat comical, attempt to join the Navy fails so he “joined the Metropolitan Police instead.” Working as a bobby during the London Blitz provides a good window into this profession during what must have been a very dangerous and heart-breaking time. With the war well underway, though, Crosley joins the Fleet Air Arm after being told the RAF has a backlog of six months.

What follows is a simply magical chapter of the attempts of HMS St Vincent in Gosport to bash Crosley and his fellow enlistees into something resembling sailors. In this three months prior to heading to No 24 EFTS at Luton, the author makes light of his training and includes many amusing anecdotes from both his class and the one immediately senior (which was full of New Zealanders). Arriving at Luton he flies Mile Magisters rather than the expected Tiger Moths – a sign, he hopes, that means he’s destined for fighters not Swordfish! Again the experiences learning to fly are well recounted and most enjoyable but the first hint of the war’s realities (from a pilot’s perspective) become evident with a fatal crash involving a fellow pupil and, on the Crosley front, a lucky, if not skilful, forced landing. Moving on to SFTS at RAF Netheravon and flying Harts, Audaxes and Battles to learn the art of navigation, instrument flying and bombing (among others), the author makes it through and is posted to Yeovilton for an introduction to the Hurricane. At the time there were very few ‘hooked’ Sea Hurricanes in the FAA so the new pilots had to get to grips with old RAF aircraft. Here we have perhaps the first indication of the RN’s attitude towards aircraft in general but this is certainly addressed later in the book.

Adjusting to the Hurricane like the proverbial duck to water, Crosley is at last in his element and the writing clearly reflects this. His observations are enlightening and educational and, more often than not, humourous. As I’ve already mentioned his understated style of writing lends itself to little quips and passages that are, to put it simply, very clever and most entertaining. In particular, his description of the use of Wall’s Ice Cream tricycles to train pilots and controllers in the fine art of radar-controlled interceptions is an absolute joy and will not fail to raise a smile and a chuckle – imagine a number of pilots pedalling around the airfield listening to radio signals from the tower. Admittedly, this was in 1941 but it’s a sign the RN had finally begun to take its fighters seriously.

Dummy Deck Landings soon follow, in Fulmars interestingly, before the posting to Eagle right at the end of 1941. The RN carrier force was, at the time, hard hit and suffering from a lack of an effectively utilised fighter force. As if to reinforce that point, Crosley, upon reporting on board Eagle, is told her fighters – 813F NAS – are in Scotland and he should go there. He does and after some hunting finds the squadron at Arbroath – all three pilots and two Sea Hurricanes of it. This was Eagle’s entire fighter defence. Before too long, Eagle is sailing for Gibraltar to pick up Spitfires for delivery to Malta. This is a very interesting insight into these supply convoys and is well-supported by some anecdotes of life on ‘The Rock’.

It is on a maximum effort to supply Malta in June 1942 that Crosley, as Number 2 to his flight commander, is directed onto an Italian recce aircraft. With his leader dropping back due to engine problems Crosley successfully engages the enemy to make his first kill. Exactly the same thing happens the next day with a Ju 88 but they only claim a probable (this becomes confirmed when the crew is rescued). A few more busy and successful days for the fighter force of the convoy sees Crosley in the thick of the action and making further claims. The action continues with further convoys and then, with Operation Pedestal, the loss of Eagle. These chapters provide a great angle on this period in the Med when Malta’s survival, should just one convoy fail, was measured in weeks.

Without a ship, our hero returns to England, marries and joins 800 NAS and its new Sea Hurricane IIbs and IIcs at Lee-on-Solent. Again the reader is treated to some fine anecdotes before 800 is assigned to the escort carrier HMS Biter – “always an efficient and happy ship.” Biter is soon deployed in support of Operation Torch – the invasion of North Africa – and 800 NAS is quickly into action providing close support to the Albacores attacking the French airfields in Oran. Despite the excellent briefing Crosley still has some trepidation having never seen Albacores before and only having six hours of night flying. However, he is well led and the reader is treated to the first extract from his diary. These diary extracts continue over the next few pages and share the author’s success at shooting down a French fighter and his frustration at having to land on the notorious HMS Dasher, a ship he was only too happy to leave as soon as practicable. Unfortunately, upon returning home and joining 804 NAS, Crosley finds himself on Dasher again escorting a storm-tossed convoy to Iceland. 804 soon finds itself back on dry land though and ultimately enjoying a marvellous spring with their new Senior Pilot – Crosley DSC. However all good things must come to an end and 804 is broken up in mid-1943 and Crosley is back to training on second-hand fighters – Spitfires.

The author does a commendable job at explaining the pros and cons of turning the Spitfire into the Seafire. As usual for the FAA, it is a patch-up job that is made to work despite the problems encountered. However, Crosley cuts his teeth on a variety of early Seafires before, surprisingly, spending some time with the RAF flying Spitfire IXs. This undoubtedly prepared him for what was to come.

D-Day finds Crosley over Normandy in a Seafire LIII spotting for RN battleships shelling German coastal positions. His diary extracts here are fascinating and he goes to great length to explain the processes, and frustrations, and also gives an interesting run down of the early G-suit, the Franks Flying Suit, which used water-filled bladders to restrict blood flow during high-G manoeuvres. I found this the most enlightening part of the book as I had not come across ‘spotter Seafires’ over Normandy before.

By now an exceptionally experienced pilot, the author is given command of 880 NAS and posted to the Orkneys. Embarking aboard HMS Furious, his squadron provides CAP for some of the Tirpitz raids which were largely unsuccessful. Later strikes along the Norwegian coast are flown from the new, but not-quite-right, HMS Implacable. This ‘working-up’ period proves vital as, after some time ashore, the Seafires return to Implacable and set sail for the British Pacific Fleet. Passing Gibraltar in early April 1945, Crosley returns to a now relatively peaceful Mediterranean. The journey into the Indian Ocean and then to Ceylon begins to reveal some of the Seafires' weaknesses flying in the warmer climes. Implacable herself proves to be somewhat cantankerous but when the ships finally arrive in theatre, via Australia and a lot of exercises, innovation and sheer skill eventually overcome some of the problems and the latest additions to the BPF go to war. Crosley’s account of this period is a mixture of pride in his men and, ultimately, frustration at the chain-of-command and its apparently negative attitude towards the Seafire men. While the Seafires, 35% of the BPF’s aircraft, flew 51% of the offensive sorties during the final days of strikes against the Japanese mainland (in other words, the Seafires had been made to ‘work’ by men who knew the aircraft’s limitations), losses for this and previous actions were continuous and often attributed to some design ‘anomaly’ as opposed to pilot error or enemy action. Crosley, as squadron commander, maintained his good humour but it is clear from his writing that he felt some losses unnecessary. While this part of the book reveals a more or less effective BPF air component there is still much to improve on and Crosley is certainly not backwards in stating what the force’s shortcomings are/were. Cleverly, though, he retains most of this discussion for inclusion in the appendices thereby maintaining the lovely flow of his narrative.

At war’s end, the author spends some time flying Seafires in Australia before returning home, now single, and joining the Empire Test Pilots’ School at RAF Cranfield where “life became an adventure again.” Oh how I wish he had elaborated on that period of his life as well.

As you can see, TGMAS is absolutely full of, well, everything. It manages to cram the main narrative into just under 200 pages albeit with quite small text. Crosley has an unparalleled turn of phrase and the ability to describe humourous events without losing their affect. The ‘action’ or ‘at sea’ sequences make for riveting reading and in comparison the time spent ashore at various airfields can seem a little disjointed – perhaps an indication of the author trying to keep his anecdotes in some sort of logical order. These are still great fun to read though. The flying and operations all through the book have been covered before but perhaps not in such personal detail. The strikes on Norway, in particular, make for interesting reading if you’ve read about Coastal Command’s strikes against similar targets.

I would, however, perhaps have a grain of salt ready if you decide to take some of the biographical details as gospel. On page 100 I encountered an Australian pilot I had not heard of before - AJ 'Nat' Gould. He flew Hurricanes in Russia, flew with the RAAF at Milne Bay and joined the FAA at the end of the war which eventually led him to Korea (worthy of a book himself). I've glossed over his career somewhat but my light research revealed "Squadron Leader 'Nat' Gould, DFC, RAAF", as referred to in TGMAS, was not in Russia in March 1943. He had already served there and returned to Australia by March 1942. I have also been unable to confirm the DFC although he certainly did enough to warrant it. No doubt the author served with him in the FAA so, with regard to Gould's earlier career, Crosley's simply remembered it wrong. While you may wonder about some of the other details in the book - no one is infallible - make of it what you will as there are no glaring errors in the text that make you stop and think "What the...".

If you were to step back and look at the big picture after reading this book, what you’d find would be a first-hand account of the development of the FAA during the war. At the start of Crosley’s career it is little more than a sideline. However as our hero develops and progresses, so does the Fleet Air Arm until it becomes an effective – perhaps ever so slightly disorganised – and definitely underappreciated strike force that is perfectly established to make the most of the massive changes in naval aviation that followed the war years.

The main text is supported by 14 (yes, 14!) appendices covering 60 pages. Almost 20 of these pages cover “some of the problems” encountered with the Seafires. Even the RN’s failings during the Falklands War are examined in the context of lessons forgotten from 40 years earlier. While these appendices add valuable information to the book (naturally) the writing is of a different style – much more authoritative and technical and nowhere near as easy to read as the main text. As alluded to above leaving the majority of the technical ‘gumf’ to the appendices is an intelligent thing to do as it does not hamper the beautiful flow and rhythm of the narrative.

If I remember correctly, this is only the second FAA-based book I have read. The first was Charles Lamb’s (like a number of FAA 'legends' he has a cameo in TGMAS) magical War In A Stringbag. On the strength of these two titles I am certainly looking forward to reading more. TGMAS provides a fine mix of action, humour, colourful characters, wonderful flying and the requisite sadness that such adventure ultimately brings. Add to this an ongoing analysis of the wartime trials and tribulations of the Fleet Air Arm and you have a highly recommended must-read for anyone with just a passing interest in naval aviation.

As I mentioned above, I bought my copy of TGMAS from Naval & Military Press during one of their regular sales. A hardback of more than 260 pages its only failing is that the numerous photographs are printed on the same paper stock as the text so their reproduction is not as good as it could have been. It is, however, one of the best-looking books in my collection.

Reviewed copy published by Wrens Park Publishing in 2001. ISBN 0905-778-68-5

The SAAF at war

Just received three books from South Africa:

1. The Aegean Pirates - The History of 15 Squadron SAAF in WW2 by Dr Stefaan Bouwer and Dr Gerald Thompson,

2. The Men Who Went To Warsaw by Lawrence Isemonger and

3. Springbok Fighter Victory - Volume One, East Africa, 1940-1941 by Michael Schoeman.

All three, especially TAP, are well-presented. TAP appears a most comprehensive effort at around 250 pages (A4 format) and is loaded with photos and even colour plates of the various colour schemes worn by the aircraft operated by the squadron (Ju 86, Battle, Blenheim, Bisley and Baltimores ... there's A LOT of Baltimore profiles). Superb stuff. I'll certainly be reviewing this book this year.

TMWWTW, which I keep calling The Men Who Flew To Warsaw, is Volume 12 of the African Aviation Series (SFV is Vol 11 but Vol 1 of, er, a series within a series) and I have yet to see a book that has more pics of RAF-style Libs in it (happy to be proven wrong!). The author was a member of 31 Squadron's ground crew and has written the book as a tribute to the men of the squadron particularly those who gave their lives trying to supply the Warsaw Uprising. The appendices are a joy to behold with details of crew and aircraft.

Finally, SFV (published in 2002) delves into a forgotten part of the air war on the African continent - East Africa. Active over Somalia, Abyssinia etc, the South Africans found their Furies (oh my!), Gauntlets, Gladiators and very early Hurricanes up against the slightly more modern Italian Air Force. Loaded with some amazing photos that most of us certainly won't have seen, this book also includes an appendix giving a brief service bio of each pilot who flew in the campaign. Pen and Sword published Air War In East Africa 1940-1941 (by Canwell and Sutherland) earlier last year and while this would no doubt include some of the detail in SFV it would certainly make a good companion for the South African book. Above all else it is very pleasing to see this much-neglected campaign, and the men involved, receive the attention it, and they, deserve.

If anyone can let me know of other books on the SAAF during the war I would be most grateful. These are the first ones in my collection. The above books were bought from the The Airforce Shop in SA - http://www.saairforce.co.za/shop/index.php

The They Gave Me A Seafire review is coming. Honestly!

The wait is almost over - The RAAF Hudson Story Book 2

A short while ago I received news that David Vincent's second volume of The RAAF Hudson Story will be published in July 2010. Excellent news indeed and certainly waited for in excited anticipation.

The first book is superb. I have yet to do anything but reference it in parts but plan to have it reviewed in the first half of 2010. Mind you, at the rate I'm reading (or not reading) at present, it could be 2100 by the time I get to it!

Hope everyone had a good Christmas and is looking forward to the new year.

All the best

Andy

Holidaying On The Continent - Richard Munro

Launched in October, this is the story of the author's father, Jim Munro, who was bomb aimer with 460 Squadron RAAF. Shot down by a night fighter over Berlin only Jim and two other crew members, all badly injured, survive and end up as POWs in Stalag IVB (will be interesting to compare his experiences to those of Gus Officer below). Published by Australian Military History Publications, you can be sure this is a story that needed to be told.

Holidaying On The Continent

Six O'Clock Diamond - Gus Officer

This review has been a while coming for a variety of reasons including the usual excuse – I was busy (and, as I write this, no internet connection). Well, I was. However, more importantly, I admit I actually struggled to come up with a ‘theme’ for this review. For those of you who have read a number of my reviews either here on ABR or elsewhere you’ll know I try to give each review a theme or goal the respective book tries to meet. Besides not being able to give the review my full attention over the past month or so I couldn’t ‘pin’ anything on Gus Officer’s Six O’Clock Diamond – The Story of a Desert Harasser. Then it hit me. That was it. This book is what it says it is – the story of a flyer with 450 Squadron RAAF (The Desert Harassers). What you see is what you get … and that is the impression you get of Gus – open, honest, refreshing and just a little brash.

The first chapter is, as Gus’ son, John, told me, for the family. It details the extended Officer family heritage and, when you think about it, provides an idea, knowingly or not, of how many people could be affected through the loss of a family member fighting for his country. This opening is not the easiest to read as many names and family connections are mentioned and I have to admit I got lost on several occasions. What has to be remembered, though, is that Gus wrote his manuscript to record what he could of the family history and his wartime experiences. The record as it stands is invaluable.

Gus begins his service with the 4th Light Horse Regiment and very quickly we see his strong work ethic coupled with a rebellious streak that often came to the fore with respect to the privileges of rank. Finally getting his call up to the RAAF, Gus passes through ITS “reasonably well” before being posted to No. 5 EFTS Narromine to “start the flying game” in early 1941. Gus had a remarkable knack for names and he regularly rattles off the other chaps on the course which can lead to some interesting further research especially since he also provides occasional biographical details. Among the fairly standard hi-jinks you’d expect from lads in Tiger Moths, Gus manages to pass out of the course with a mark just short of an ‘above average’ rating. Moving on to Wirraways – clearly progressing down the fighter path – our hero completes numerous navigation exercises over country New South Wales. Many of his routes took him to/near towns I now live close to so being able to relate in that fashion was fascinating. Graduating as a sergeant – and noting some of the new officers in the course were no more qualified than him – Gus is packed off to the Middle East. Arriving in Egypt in October 1941 he is assigned to No. 71 OTU to fly Hurricanes.

Gus is quite critical of some of the ‘classist’ RAF types he meets but this is tempered by a veritable who’s who of the Desert Air Force many of whom he has the utmost respect for. He is also critical of some of the practices of the OTU but, all in all, he learns his craft as a fighter pilot … well, as much as an OTU can teach in clapped-out Hurricane Mk Is. He also manages, with a mate, to steal rations to supplement their meager diet and go absent without leave to visit his uncle in Gaza. Unfortunately, upon return, he realises he has missed a posting to an aircraft delivery unit and someone else has been sent in his place. A posting to the new air firing school at Bilbeis is quickly forthcoming in January ’42, however, and it is here Gus finds himself towing target drogues but still flying old Hurricanes – including a well-used Malta veteran. While he appreciates the accumulation of experience Gus is not a huge fan of target-towing and this is exacerbated after returning from a 48-hour leave (official) to find he’d again missed out on a posting. This time it was to an operational squadron. While life at Bilbeis was certainly eventful – and he made the most of it – Gus was understandably itching to get into the desert war.

A stint in Palestine and a return to Egypt, still flying Hurricanes for the various ‘schools’, eventually leads to a treasured posting to 450 Squadron RAAF and its Kittyhawks but not before attending his Harvard ‘conversion’ flight feeling ever so slightly the worse for wear from the night before – “In fact I was still drunk…”. Finally, in September 1942, after nine months in North Africa, Gus arrives at LG 91 and becomes a Desert Harasser.

Enjoying the ‘Pilots’ Mess’ – no separate sergeants’ and officers’ messes, an idea created by 3 Sqn RAAF that spread across the DAF – Gus settles into squadron life easily and is soon operational. His hours towing targets and his general natural flying ability come to the fore and he clearly fits in well – “My time with the squadron remains one of my life’s fondest memories.” He is heavily involved in bomber and fighter-bomber escort and also flies strafing and bombing sorties with the squadron.

However his time with 450 does not last long as he is shot down in early November – a promising operational career cut short. Wounded, and parachuting into the middle of a group of German soldiers, Gus is delivered to an Italian hospital tent at Mersa Matruh where, upon seeing the condition of his tent-mates, realises how lucky he was. Moving through a variety of lice-infested camps and POW ‘cages’, Gus and his fellow POWs (of who he provides wonderful detail) arrive in Tripoli for a fortnight before a harrowing journey to Naples in the hold of a ship. This is followed by a train ride – in cattle cars – to Bari on the Adriatic coast and ‘Campo Prigioneri di Guerra 75’.

Sadly, despite the privations of camp life, the officers and men are treated differently which justifiably makes Gus angry. While dealing with the terrible conditions and the rank ‘issue’ his injured leg and its regular swelling (resulting in hospital stays) typically rates hardly a mention.

Camp PG 85 becomes home in February 1943. Conditions are slightly improved but Gus and a mate decide to escape and steal an aircraft from a nearby airfield. They are re-captured after several days on the run. After the requisite time in the ‘cooler’ – shared with cheery South Africans – Gus moves onto Campo PG 57 north of Trieste. Here he finds many Australians and New Zealanders and camp life – well described - continues until the Italian surrender. Any hopes of freedom are quickly dashed when the Germans arrive and bundle the prisoners onto a train for a 10-day journey to Stalag IVB. There Gus stays until sometime in April 1945, after 906 days of captivity, the camp is liberated by Cossacks on horseback. His time in the German camp is a fairly standard account of life as a POW but it is full of a lot of detail of his fellow prisoners and their activities which makes for interesting reading.

With the Russians now manning the guard towers Gus and some other prisoners decide to head west. Their travels bear witness to the brutal Russian occupation, the utter destruction of German infrastructure and the complete desperation of the German people. They eventually meet up with some Americans and deftly avoid the transit camps full of ex-POWs before a Dakota flight gets them to France, a Norseman delivers them to the coast and another Dak delivers the former prisoners to England on May 10, 1945 – roughly two years and seven months after Gus was shot down. This is not the end of Gus’ travels though as he spends several months in the UK before returning to Australia. Happily, he settles into civilian life and works for a bank all over country Victoria while studying accountancy. Time away from family proves too much and, after a trying time working in Melbourne, Gus starts work with an accounting firm in Horsham in mid-1949 where his life, love and family blossoms.

I commented above that I struggled with the first chapter of this book. To be honest, and in keeping with the honesty displayed throughout the book, it took me a bit longer to get into. Early on I found myself cringing at some of the grammar. The style of writing also threw me but this was my, perhaps misguided, journalism training coming out in me. As I read deeper into the book I realised what the publishers (Gus’ sons) had done. They had taken the manuscript written by Gus and, as they mention in the book, given it a very occasional tweak. The end result is a book that has maintained the integrity of Gus’ writing and in doing so has provided the perfect record of his life. Gus pulls no punches and writes how he saw it. He is opinionated, at times disagreeable but always refreshingly open and honest. I don’t think I have a read a book that better paints a picture of a man. You come away from the book feeling as though you’ve just sat down to several beers with Gus and he’s done all the talking while you sat there letting your beer go warm.

SOCD is not high literature but, importantly, it doesn’t claim to be and was never intended to be so. It doesn’t need to be. It is out there and, like Gus, it will make an impression on you from the moment you start reading. Again like Gus, the book just gets down to business and tells it like it is/was.

This is a beautifully-presented book and with three sections of photos is well-illustrated. The appendices are very-readable and provide surprising detail about the day Gus was shot down. I have no idea if Woolhouse Press has or will publish further books but they’ve set a very high benchmark with SOCD.

I don’t know how well the book has sold but John Officer indicated in a recent phone call that they were very happy with the result and rightly so. A direct link to SOCD's website is accessible by clicking the cover in the right hand column of this page. Alternatively, just click here - Six O'Clock Diamond

Reviewed copy published by Woolhouse Press in 2008.
ISBN 978-0-646-50250-2

Hyland's Bookshop

Neil and the team at Hyland's were always helpful and friendly when we lived in Melbourne and I had the chance to pop in. I also recently received two nice emails after ordering A.G. Dudgeon's The Luck Of The Devil (to accompany his Hidden Victory and Wings Over North Africa). I have not visited a more extensive collection of military books in Australia and their RAF and Commonwealth aircrew titles are a fine mix of new and older titles.

If you're hunting books that are perhaps hard-to-get or are just after the latest from your favourite military publishers or authors, I recommend keeping Hyland's in mind. You can also search their catalogue online:

Hyland's Bookshop

Bomber Barron - NOV 5: NOW ON SALE!

New Zealand author Richard Stowers, author of Bloody Gallipoli and Waikato Troopers, has just released his new book about Wing Commander Fraser Barron. Barron flew 79 raids over Europe before his death in a collision over Le Mans, France, in May 1944. His stellar wartime career saw him rise from Sergeant to Wing Commander and receive his multiple honours in just three years of service.

Fraser was an outstanding bomber captain whose skill, bravery, determination and complete disregard for his personal safety were paramount. He was one of those young airmen who never showed fear and didn't know when to call it quits.

The book consists of 156 pages in a landscape format with more than 80 photographs and illustrations. Available direct from the author Bomber Barron is NZ$35 plus NZ$4 postage within New Zealand or NZ$15 for airmail to Australia. Please contact Richard via his website for postage charges to other countries - www.richardstowers.co.nz

Under A Bomber's Moon

A new release from Exisle Publishing this book takes the reader to the deadly night skies over Germany as experienced by a Kiwi navigator and a German night fighter pilot. Well worth a look if you're after something new and beyond the norm.

Exisle Publishing - Under A Bomber's Moon

Chasing Shadows - Stephen Lewis with Bob Cowper

There’s something to be said about being different. Do it well and you’re hailed as a visionary. Do it badly and, well, it all falls in a heap and is appreciated by very few for the brave attempt it was. There’s nothing wrong with being different at all but it is a particular risk if you are doing it commercially. Will it work? This was my first impression of Chasing Shadows when it arrived in the mail. At first glance it is immediately different – not the ‘expected’ paperback dimensions at all. However that’s where any fleeting doubts vanish because once you open this book you’ll see it’s not just the dimensions that are different – everything is handled with a fresh approach … and it works.

The subject is at once intriguing. A good-looking Australian night fighter ace who crashes in the desert but goes on to fly Beaufighters and Mosquitos with considerable success while twice being awarded the DFC, marrying his sweetheart and earning the right to be a member of the Late Arrivals and Caterpillar clubs. Such a story deserves to be told and told well. Fortunately, this Lewis/Cowper collaboration does just that.

The young Bob Cowper grows up in semi-rural South Australia and has a fairly typical childhood for the time. He leaves school at 16 but joins the RAAF on his eighteenth birthday. With initial training completed in Western Australia, he sails to Canada where he learns to fly the Harvard before becoming a Pilot Officer at 19 and joining 60 OTU at East Fortune in Scotland. We find him in late 1941 flying Defiants before his first operational posting to Ballyhalbert, Northern Ireland with 153 Squadron. He is perhaps lucky to achieve this ‘quiet’ posting rather than a baptism of fire as he has the chance to hone his flying skills – skills he will very much have to call upon in the years to come. Fortunately the squadron is re-equipped with Beaufighters and one F/S Bill Watson arrives to replace Bob’s Defiant gunner. The chemistry is immediately obvious. Watson, older, agreeable in nature but with sharp opinions in debate becomes the source of much hilarity throughout the book and the strength of his character is conveyed very well.

The other major relationship Bob develops during his time in Northern Ireland is with his future wife Kay. Seeing her ‘Australia’ shoulder flash in the Ballyhalbert Ops room, he introduces himself with a “Hello Australia” … and draws a shy response. He persists and romance blossoms. He does, however, have a hard time meeting her friends as Watson would regularly ‘brief’ him on his various conquests of said girls!

Yearning for something worthwhile to do to assist the war effort – “Nothing’s bloody well happened again” – the Beaufighter crew volunteer for a Malta posting which they are subsequently offered. The January 1943 flight is uneventful until leaving Gibraltar supplied with incorrect headings and drift calculations. Unable to work out their actual drift due to heavy cloud, the boys become hopelessly lost before force-landing in the Sahara. Forced to burn everything they can't carry they begin to walk to friendly territory. On the way they ‘collect’ a couple of ‘Arabs’ (dubbed “new friend with gun” and “new friend with bloody big sword”) who at first follow them and then engage them with rifle fire before finding the boys’ discarded cigarettes and realising they are “Englessi”. Here, despite the desperate situation they find themselves in, Watson is at his humourous best and the intelligence and good-nature of the two airmen win the desert people over.

When they finally arrive in Malta, it doesn’t take the Bob and Watson long to open their account in the night skies over the island. Island life and its hardships are well described. Barely six months after his desert escapade Bob, flying with another observer due to Watson being sick, shoots down a Ju88 which explodes and takes the Beau with it. The observer, P/O AW Farquharson DFM, is killed and Bob, at 21 years old, barely makes it out of the doomed aircraft. Picked up by a hospital ship the next day, he returns to active flying six nights later but suffers recurring problems from his rapid exit from the disintegrating Beaufighter.

The pair return to the UK in August of 1943 having well and truly earned their rest tour. Bob’s input to the text of the book is valuable and the detail he provides combines well with Stephen’s ability to blend everything together to form a seamless timeline. Case-in-point – training new pilots on Merlin-powered Beaufighter Mk IIs. There is barely any rest during this posting and it reads as well as the ‘action’ sequences with Stephen working together flying, marriage, parties and hi-jinks to create perhaps the best account of a rest tour I have come across.

This is all foundation though because Cowper and Watson are reunited with a posting to 456 Squadron RAAF in May 1944. The experienced crew must have been a godsend as the squadron re-equipped with Mosquitos and worked up for the Normandy invasion. This was to be an interesting time for the squadron. D-Day onwards was a stellar period for 456 – particularly for the Cowper crew – despite being commanded by an Australian Wing Commander who, while successful in his leadershp, was a bit too ‘gung-ho’ for everyone’s liking. Immense detail is provided of Cowper and Watson’s successes with combat reports and logbook extracts being provided (more on the illustrations later).

At 22, Bob becomes a father in November 1944 soon after returning from a terrible night’s flying over Arnhem – a flight that shook the experienced crew to the core. Bob is tired from a long war but his little family brings him joy even on the coldest days when the bitter cold in their tiny house freezes the pipes and turns the clothes on the line to ice. He continues flying intruder trips over Germany but the war’s end brings frustration at not being able to return to Australia and, when finally being able to travel, having to do so separately to his girls.

As in war, peace brings success for Bob and Kay. The grow their family and prove handy cattle breeders and racehorse owners. Happily, Bill Watson is not forgotten and his tumultuous post-war years are well-documented and match the long years of peace the Cowpers experience.

Chasing Shadows uses a very effective literary device in its first chapter – the detailing of an exciting/harrowing experience in Bob’s flying career. This really draws the reader in. Tim Vigors uses it well in his book Life’s Too Short To Cry when he opens his story by baling out of his burning Buffalo – the end of his operational flying career. Stephen begins CS with the Sahara forced-landing and, through the beautiful use of language, captures exactly what I imagine it must have been like to be lost over a dark sea and with fuel rapidly diminishing - the self-doubting begins, smooth running engines suddenly sound a bit rough, pinpricks of light are beacons of hope and the fuel gauge seems to drop like a stone. Admittedly, Stephen had Bob handy to recount this episode in detail but to put it down on paper effectively and generate trepidation in the reader is truly something else. Fortunately, the writing continues at this level throughout and is well-supported.

Well-supported? Indeed. The use of illustrations in CS extends beyond the ‘simple’ use of relevant photos of aircraft, the Cowpers, Watson and related subjects. The effort has been made to include black-and-white maps and photos of memorabilia like forage caps, medals, documents, period advertisements, newspaper clippings, badges and even telegrams. The collection included within the pages of CS is superb. There is not a two-page spread throughout the book that is not illustrated in some way. Further detail is provided by separate paragraphs or pages which provide context or an interesting biography of a person featured in the text. These ‘sidebars’ do not interrupt the flow of the main body of text but they certainly add to the overall story. I found myself unable to pass them up until the end of each chapter so my reading of the main text had regular ‘interruptions’. A more disciplined reader will find the text flows nicely!

Stephen Lewis runs a publishing company in Adelaide and has made a fine effort at writing and presenting the story of Bob Cowper. We can be grateful he took the time to produce this outstanding piece of work and we can be grateful Bob saw fit to tell his story. So many of his colleagues never did.

This book was sent to me as a review copy signed by Stephen and Bob. It is a thick 160+ pages long and is finished most attractively. The only thing I will mention with regard to its production is that the inside-front and inside-back covers are brown and face white pages. I have found, possibly due to our recent move, that the brown has transferred/rubbed onto the white pages in places so I strongly recommend you place a piece of paper between the two to prevent this happening. It takes nothing away from the book itself but if you like to look after your books like me…

CS is available from Stephen’s printing business. See the ad in the right margin of ABR or click on the following – Chasing Shadows.

Reviewed copy published by Digital Print Australia in 2007.
ISBN 1-921207-15-9

Jack Davenport, Beaufighter Leader - Kristen Alexander

If you ever get into collecting sooner or later you’ll end up with favourite works or examples of a genre. My book collection, while not layered with rare first editions, extends beyond aviation. Naturally I have my favourite fiction authors and avidly await their next instalments. Looking over my shelves as I type this I can see numerous books by Clive Cussler, Tom Clancy, Jack Du Brul, Alexander Fullerton, Patrick O’Brian, Douglas Reeman, Patrick Robinson etc etc. My wife, a much faster reader than me, is building her numbers of Kathy Reichs, Di Morrissey and Jodi Picoult, among others. The same applies to our non-fiction titles, namely the aviation ones. Over the years, I’ve developed small piles of Brian Cull, Steve Darlow, Lex McAulay and Mark Lax to name a few and am always excited to hear of new titles being published. To this list of favourite authors I can now add Kristen Alexander. With the release of her second book, Jack Davenport, Beaufighter Leader, Kristen has firmly established herself as a quality writer shedding new light on the exploits of Australian wartime airmen.

Jack Davenport had a childhood in country and metropolitan New South Wales that is largely familiar to the men who fought in the Second World War. Living through the Depression, the Davenport family was perhaps more unfortunate financially than the norm with bailiffs making their entrance on more than one occasion and numerous changes of address before things began to settle down in the second half of the 1930s. A natural athlete and a good student through sheer determination, Jack’s leadership ability begins to appear when he is made class prefect. His ambition and application sees steady progress within the ranks of the Commonwealth Bank and he readily accepts additional responsibility while in the militia. Joining the RAAF, he is initially mustered as an observer but is told if he does well he will be reassigned for pilot training. The Davenport determination steps in once again and Jack graduates first in his course … and then goes flying.

Now, you’d assume any young bloke learning to fly would want to progress to fighters right? Perhaps, but not Jack. Modestly claiming he ‘scraped’ through Tiger Moths with a first-in-class pass of 88 per cent, Jack is chasing a challenge and succeeds in being assigned to multi-engined training. Being responsible for other people beyond himself appeals to Jack and this theme, which first appeared at school, continues throughout the book. There is a reason why ‘Leader’ is mentioned in the title!

Anyway, training on Ansons in Canada follows where Jack is again recognised for his leadership abilities and also begins his passion for helping the community. Arriving in England and making the most of the requisite stay in Bournemouth, Jack is posted to 14 OTU for conversion to Hampdens. A woefully inadequate aircraft for bombing mainland Europe, the Hampden was filling the gaps in Bomber Command while the squadrons waited for large numbers of the new heavies – Stirlings, Halifaxes and Lancasters. Inadequate as she may have been, there wasn’t time to wait for something better. Besides, Jack was one of many fine men who flew her and was able to get the best out of the Hampden. With less than 19 hours on type – and an almost fatal spin in which Jack ordered the crew to bale out but stayed with the aircraft when he realised his navigator had not heard the message – Jack and his crew are assigned to 455 Squadron RAAF.

Jack’s beginnings with Bomber Command are not the greatest but the ‘sprog’ pilot with the ‘sprog’ crew soon gains in confidence and experience and his skill as a pilot is evident. After several ‘shaky dos’ they are perhaps lucky when 455 Squadron is transferred to Coastal Command – lucky in terms of the enforced rest and removal from the Ruhr’s defences as opposed to a lucky transfer. What lies ahead for Jack and his colleagues is torpedo training and the risky operations any torpedo crew will of course face. 455 doesn’t have long to perfect its new-found abilities before it, in conjunction with 144 Squadron RAF, is ordered to Russia to help defend the Arctic convoys. Now a senior pilot with the squadron, Jack’s experiences traveling to, and serving in, Russia are eye-opening and a very valuable record. While not much was achieved militarily, these flights to Russia will forever be remembered.

Returning from Russia in January 1943, Jack meets his future wife which adds another ‘angle’ to the unfolding story. Flying continues with Jack leading detachments and commanding the squadron as needed (getting a taste for command while the current CO is hospitalised). In a very short time, he had come a long way. With the loss of close friends and because of his senior position, Jack struggles to write letters to the next-of-kin. He feels the loss of his friends and colleagues keenly and, through happy (for want of a better word) circumstance, is able to commemorate those lost with a moving ceremony at the Dundee War Memorial – a ceremony that is still fondly remembered. This is a most moving part of the book and the culmination of a chapter that analyses Jack’s growth as a leader.

Tour-expired, Jack instructs at 1 Torpedo Training Unit where he has an instrumental effect on lowering the accident rate – another example of him taking an innate interest in the men under his command. Now Acting Squadron Leader Jack Davenport DFC, and with more time on his hands, his romantic life comes to the fore and his relationship with one Sheila McDavid grows ever stronger. A proposal is accepted and arrangements made. A posting to command 455 Squadron arrives and the Beaufighter makes its entrance en force.

You get the feeling Jack’s first tour is almost ‘marking time’. It is the foundation for which everything is built on and pales in comparison to what is accomplished during Jack’s second tour – even with the trip to Russia. Rated as exceptional by 1TTU and at just 23 taking command of 455, Jack, like his beloved squadron, comes of age. Re-equipping with Beaufighters, the squadron is a mix of experienced anti-shipping types (particularly the two excellent flight commanders Lloyd Wiggins and Colin Milson) and new boys but Jack and his flight commanders work hard to instill discipline and professionalism into the crews and, in the end, this pays off with the Leuchars Strike Wing (455 with 489 Sqn RNZAF) earning an enviable reputation among the labyrinthine Norwegian fjords. Never one to rest on his laurels, Jack, while bedding in the ‘new’ 455, marries Sheila. This is where the author’s writing shines. She gives the wedding ceremony and anecdotes from the honeymoon (low-flying mice on nuisance raids) as much importance as Jack’s military achievements. This firmly rounds out the understanding of the man, his life and character.

With 455 operational again, the Beaufighter crews waste no time getting among the enemy shipping. The attacks are well documented and largely successful although not without some controversy which is well-handled by the author (friendly fire). Importantly, Jack’s role in the development of rocket attack tactics against surface vessels is well-documented. Really, a better pilot could not have been chosen – the consummate professional always keen to improve his already considerable abilities. As always during this frenetic time (before and after the invasion of Europe), Jack is close to his crews and well respected in return. The inevitable losses are moving and Jack’s efforts to rescue a colleague and subsequently earn the George Medal are told with typical detail and just a hint of modesty – a reflection of the man himself.

The ace ship-buster’s success and influence on anti-shipping tactics led to a role as operations planner for the Group, a role he took on with typical dedication and care for those he was sending into the cauldron. War’s end sees his eventual return to Australia where the now young family settled and Jack began his work in industry. Applying the same drive and ability as he had shown in the service, Jack became one of Australia’s most respected business leaders – his achievements in industry perhaps only equaled by his commitment to his family and the greater community. His passing left a void that could never really be filled. He was mourned by several generations of Australians many of whom had the privilege of knowing a truly great man.

I mentioned in the review for Kristen’s first book, Clive Caldwell, Air Ace, that the author had developed a style capable of providing immense detail in a very readable way. I also commented how well I thought this style could be applied to a lesser-known personality. Happily, my guess was correct. This book is so easy to read - devour - and yet, as you can see from the ‘summary’ above, there is so much going on and so much to get across that it could easily have come off the rails. That it didn’t is testament to Kristen’s ability to keep a tight rein on everything – operations, Jack’s character, romance, the context of the conflict. Despite one technical detail hiccup, the writing is precise and Kristen has certainly found a style that not only conveys her research (again, great endnotes and variety of sources) but also makes it easy for a wider audience to be drawn into the world of Jack Davenport.

This book will appeal to aviation historians and enthusiasts keen to learn about 455 Squadron, its members and the Davenport family (Jack had two brothers who also flew … there’s a story in itself) as much as it will attract a more general audience of readers looking for a bit of realistic adventure. With an excellent cover typical of A&U (how often do you see a Hampden on the cover?) and three sections of brilliant photos this is a well-presented book and the perfect way to honour one of our great leaders.

I noted with some surprise a quote from Sir Arvi Parbo - patriarch of the Australia's modern mining industry - on the back cover. I met Sir Arvi in the late '80s when he was Chairman (or equivalent) of Western Mining Corporation of which my Dad was a senior geologist. At the time, of course, being 11 or 12 years old, I was only just getting into the aviation of the war and it would be years before I heard of Jack Davenport. The fact that I met and admired someone who knew him has, as I hint at above, only just come to my attention and I can't help but wonder what Sir Arvi might have thought if he knew the little kid in front of him was into aeroplanes from, then, forty years ago.

I was sent this book as a review copy but due to the move etc, have only just been able to sit down to write this review. JDBL can be purchased direct from the author at Alexander Fax Books or is easily available online from a variety of sources. Do yourself a favour and invest in a copy. You will not be disappointed.

Reviewed copy published by Allen & Unwin in 2009.
ISBN 978--775-776-7

Back to it...

Well, after a bit of a delay with settling into our house here in West Wyalong, we're almost fully unpacked. Once I find my notes for Kristen Alexander's wonderful latest work, Jack Davenport Beaufighter Leader, I'll write the review. Steve Lewis' Chasing Shadows is also ready to write so I'll be able to hit the ground running and get the blog active again with a couple of quick posts.

If you are looking for a new book to sink your teeth into, I strongly recommend both of the above. Some correlation given both pilots are Australian and flew Beaufighters but that's where the similarity ends - anti-shipping strikes and night interceptions respectively. Both books are intelligently and descriptively written - different styles - and comprehensively illustrated (CS in particular goes well beyond the norm when it comes to illustrations).

Two beautiful books about two remarkable men (and there's a good love story in each!).