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The experiences of an R.A.F. pilot
Flight Lieutenant Reg Everson AE. KZ. AM(P).

Initial training

I joined the Royal Air Force on 10th March 1941. After tests and a medical I was enlisted as Pilot U/T (under training) and put on the Reserve awaiting training, until 5th July 1941 when I reported to Babbacombe. Here I was initiated into the ways of the R.A.F.- lectures, kitting out, kit layout, inoculations and vaccination, marching at 140 paces per minute, and saluting. Seven days later I was posted to Number 2 ITW Cambridge. There was more marching, this time at 160 paces per minute, aircraft recognition lectures, mathematics, navigation, and Morse Code (8 words per minute). Physical training kept everyone here busy, until halfway through the course when we were suddenly promoted to Leading Aircraftmen and posted to Gourock.

Travelling

At Gourock we boarded the Duchess of Athlone. No sooner had we set sail when we returned to harbour, the degaussing equipment (protection against mines) had failed. We went by train to Wilmslow and were sent on leave (our first since joining up). We had hardly arrived home before we received a telegram instructing us to return to Wilmslow. Here I learned that I had been selected for flying training in America. Back to Scotland again, this time to embark on the Stratheden. We set out in convoy, but after 2 days left the convoy and proceeded at full speed to St. John鈥檚 Newfoundland. During the voyage we had a boat drill wearing lifebelts and were somewhat 鈥渕iffed鈥� to see the 鈥淟ong haired boys鈥� (university Air Squadron recruits) wearing their own 鈥淢ae Wests鈥� (life vests). Little did I know at the time that much later I would have one of these as my navigator and best friend.

An unconvincing disguise

From. St John's we went to Toronto. This was a short stay while we were kitted out with grey suits, as we were to travel to America as civilian 鈥淎eronautical Students.鈥� America at that time was a neutral (it was before Pearl Harbour). Some of us took time out to hitch hike to Niagra Falls before the long train journey to Georgia. It was a slow journey of about five days and at each stop we were welcomed with fruit and cookies, and enquires about the 鈥淥ld Country;鈥� so much for our disguise as civilians. We arrived at Darr Aero Tech, Albany Georgia (a civilian flying school taken over by the U.S. Army Air Corps) on 2nd October, some two months before Pearl Harbour. On base we wore khaki shirts and slacks and were treated like 鈥淲est Point鈥� U.S. cadets but on excursions into town we wore our 鈥渃ivilian鈥� clothes.

Food and goggles

Probably our first impression of U.S. Army Air Corps life was the food. We soon learned to appreciate southern fried chicken, french fries, pumpkin pie, peaches and pecans, but the iced tea was not for me! It took a bit of getting used to eating 鈥淪quare Meals鈥�- fork up vertically then horizontally to mouth- and wearing flying goggles around the neck at all times, except when eating grapefruit when they were worn over the eyes. Goggles were no longer worn once we had flown solo.
The flying instructors

Perhaps the first thing we noticed after gazing with awe at the Stearman aircraft on the 鈥淟ine鈥� were the names of the civilian flying instructors: Goethe, Schmidt, Burkhalter, Frize, Haut, and Schellenberger. It was a bit of a shock to meet so many Germanic names, but despite their names they were third and fourth generation Americans. I was lucky enough to be assigned to the most patient and understanding of all instructors, Mr. J. E. Nill.

From bumpy beginnings to flying solo

Nothing will ever surpass the first flight I made on 6th October 1941. Dressed for the first time in overalls, helmet and goggles, I sat in the rear seat and bumped across the grass until the aircraft suddenly stopped bumping and we had left the ground behind. 35 minutes of ecstasy until we touched down. Apart from a feeling of euphoria, I was left with the conviction that I would never master the art of flying this machine- how nearly right I was! I managed to fly solo after about ten hours dual instruction, but I must have driven my instructor to near distraction. I was so 鈥渉am-fisted鈥� that he was forced to put me up for a 鈥淧rogress Check,鈥� a misnomer if there ever was one, since it was for lack of progress. The Flight Commander, G. W. Kimble, decided that maybe I would eventually make it and returned me to Mr. NiII for further instruction. This was obviously a good decision as I passed the Flight Commander 20 hour and 40 hour checks with no further problems, and also the Army 60 hour with Lieutenant Brice.

An early casualty

Early in the course we had the only fatality during our time at Darr. A student who had recently soloed took off and climbed, colliding with a dual aircraft ahead of him. The instructor and the pupil in the dual aircraft survived without serious injury but the solo student crashed and caught fire. This event cast its shadow over us, and we attended our first Military Funeral, which was held at St. Paul's Church in Albany.

The theory and practice of flight

The flying instruction was first class and all flying was done 鈥渂y flying with the seat of your pants鈥�- in other words without airspeed indicator. Everything was judged by the 鈥渇eel.鈥� Loops, slow rolls, 鈥渇lick鈥� rolls and other aerobatics were used to make us feel at one with the 鈥渟hip,鈥� as the Americans called the aircraft. Ground School instruction alternated with the flying, and Mr A. L. Clark introduced us to the mysteries of the 鈥淭heory of Flight.鈥� His mildly Southern accent was pleasant to the ear and we enjoyed his lectures. They were delivered with touches of humour to enliven what could have been a boring subject.

First hand meteorology lesson

Mr H. D. Goodman, nicknamed Benny, taught Meteorology. He was in his element when a hurricane hit Darr; he knew it was coming and was able to forecast its arrival with great accuracy. Most of us had never experienced such a phenomena before and were somewhat amused by the apparent panic to get the aircraft into the hangers and everything else movable tied down. Watching from the comfort and safety of our barracks we were impressed by the ferocity of the wind, the deluge of rain, and the sudden calm in the middle as the eye of the hurricane passed directly overhead- a most impressive Meteorology lesson.

The Chief Ground Instructor L. R. Johnson, irreverently known to all as 鈥淕randma鈥� due to his age and appearance, introduced us to 鈥渕ultiple choice鈥� type questions. Some of the wrong answers kept us amused for days.

The jitterbug

Thanksgiving Day in November was a new experience, and we enjoyed the turkey and cranberry sauce with all the trimmings. In the evening there was a dance arranged and bus loads of local 鈥淕eorgia Peaches鈥� (Southern beauties) were imported to supplement the ones who worked on the base. I think our dancing was rather staid by American standards, but the girls soon introduced us to jitterbugging and some of the more agile and extrovert cadets performed quite creditably under their tuition.

Playing rugby during Pearl Harbour

Having seen American Football at the stadium, a number of cadets conceived the idea of staging a British Rugby Football match. Two teams of cadets met at the stadium on the 7th December and impressed the locals, who were particularly surprised that the players wore no helmets or protective padding for such a physical game. After the game the public address system brought the news of the Japanese attack on Pearl Harbour. This brought the entry of America into the war, and it brought a change in regime. From now on we wore
R.A.F uniform and security was increased, as was the tempo of our training.

Memories that will not be forgotten

By the 11th December 1941 the 45% of us who had survived the rigorous course, and completed our 60 Hours flying in the Stearman aircraft, left Darr to start the next stage of our training at Cockrane Field Macon. The excitement and anticipation was tinged with regret at leaving the town where we had been introduced to the American way of life. We had received such a warm welcome and experienced Southern hospitality, the memory of which has not faded even after all these years.

A new challenge

Having completed our Primary Training, we moved to Cockrane Field Macon to start our Service Flying Training with U.S. Army instructors on Vultee BT13A aircraft. Having learned how to fly we now had to apply our skill and knowledge to service requirements. The Vultee was a monoplane with fixed undercarriage and two-speed propeller. It also had some flying instruments- airspeed indicator, altimeter, compass, needle and ball indicator, but no artificial horizon. We practised 鈥淏lind Flying鈥� on instruments, aerobatics, formation flying, night flying, and day and night cross-countries. There was some excitement on one solo flight - the elevator bush jammed and I had to control the aircraft for landing on the trimming tab only.

The course was very intensive: reveille at 6am, breakfast at 7am, flying or ground school from 8am, a brief break for lunch and then working until about 6pm. After the evening meal there were often further lectures. We flew up until the 24th December, had Christmas Day off, and restarted flying again on Boxing Day. We got one weekend leave, which we spent in Atlanta.

The 鈥淩at Race鈥�

We completed Basic Training on the 12th February 1942 and moved to Napier Field, Dothan Alabama, where we flew AT6A Harvard aircraft- a much more advanced aircraft with retractable undercarriage, variable speed propeller, full set of blind flying instruments, and capable of flying much faster. Two days after dual flying with Lieutenant Gray, I went solo. Formation flying took place at night as well as during the day. On one daytime formation flight the engine 鈥渃ut鈥� and I had to use the hand pump to keep the aircraft flying. Tactical formation flying consisted of a 鈥淩at Race鈥�- chasing the instructor and trying to keep on his 鈥渢ail.鈥�

Back to the 鈥淥ld Country鈥�

On the 17th April we graduated, received our American Wings and became 'honorary' 2nd Lieutenants in the U.S. Army Air corps. Most of us declined an R.A.F. Commission, as it meant staying in America and instructing future R.A.F. Cadets. By May 1942 we were back in England and sent to Bournemouth. During our brief stay here a 鈥淗it and Run鈥� raid demolished a hotel near where we were staying. We found ourselves as 鈥淣avvies,鈥� removing rubble and trying to find survivors.

After 5 days leave we discovered that due to the excellent training we had received in the U.S.A, and because we had declined commissions in America, we were to become Sergeants and pass on our knowledge by instructing others to fly. A month long conversion course on to twin engine Oxford aircraft followed. I went to Pilot Advanced Flying Unit at Little Rissington, Gloucestershire, on 17th June 1942, and then to No. 2 Flying Instructors School at Dalcross, Inverness, Scotland. Here I flew Oxford Aircraft and Avro Tutor single engine bi-planes. Next port of call was a No. 2 Flying Instructors Course at Perth flying DH Tiger Moths.

Instructing others

In September 1942 I was posted as an Instructor at the No. 9 Elementary Flying Training School, engaged mainly in assessing recruits for flying training and then elementary flying training. For this we flew in de Havilland Tiger Moth aircraft. I did not like this- flying in an open cockpit aircraft from September 1942 to April 1943; it was a cold winter and spring in England!

In April 1943 I managed a posting to No. 15 Pilot Advanced Training Unit at Greenham Common, Berkshire as an Instructor on Oxford Aircraft. This was much more comfortable and more to my liking. Here I taught advanced flying, night flying, instrument flying, radio and Dead Reckoning Navigation, and Beam Approach Systems. I was assessed as an 鈥榓bove average pilot鈥� on Multi-Engine Airplanes. Between May and October 1944 I instructed on advanced Beam Approach Systems in Lincolnshire. By this time I had progressed from Sergeant through Flight Sergeant to Warrant Officer.

Combat practice and another casualty

At last in October 1944 I was posted to No. 2 Group Support Unit at Swanton, Morley, Norfolkshire for a conversion course onto Mosquito aircraft. I flew Mosquito Mark 3 and Mosquito Mark 6 Fighter Bombers. I was 鈥渃rewed-up鈥� with a navigator, Sergeant Tony Rudd (ex University Air Squadron), and as we could 鈥済et along鈥� with each other on the ground and in the air we agreed to fly together for our operational tour. On the course we concentrated on low level flying at day and night, air-to-ground and air-to-air gunnery, bombing, and 鈥淕ee Navigation鈥� - a form of radar.

On the 10th December Exercise Peashooter, an army co-operation exercise against army tanks, was held. We were detailed to fly No. 2 to Squadron Leader Tennant. The exercise involved attacking tanks at low level with .303 machine guns. Unfortunately Squadron Leader Tennant flew so low that his aircraft hit a tank, burst into flames and he and his navigator were killed instantly. Observing this made us realise that flying too low can be a dangerous business! We reported the accident on the radio and the exercise was then cancelled. We had to give evidence at the enquiry and were offered the opportunity of taking a rest from flying; this we declined.

Into battle, France 1945

We were posted to 305 (Polish) Squadron at Epinoy, France on 7th January 1945. The airfield was snow bound and we spent the first two weeks clearing the runways. Our first flight was an air test on 23rd January.

Let me tell you something of the type of operation (mission) that we were engaged on. 305 Squadron was part of 2nd Tactical Airforce and our main task was to bomb and disrupt enemy transports. Apart from one daylight operation all the other flights were at night. In the late afternoon or early evening we would be briefed by Wing Commander Grodzicki- giving details of patrol areas and enemy activity to be expected, bomb load carried and take off times. The Meteorological Officer would give details of the weather and possible diversions if the weather was bad on the return to base. The Intelligence Officer gave details of enemy troop and transport movements and the 鈥渂omb line.鈥� This was the line between the enemy and the allied troops. No bombs were to be dropped or any attacks made on our side of the bomb line. Routes to the patrol areas were suggested to avoid major 鈥渇lak鈥� areas. After briefing Tony and I would plan our route and study a topographical map noting any high ground or major obstructions, and any known flak areas.

The dangers of flying low

We would take off singly and fly at 4,000ft to an area behind enemy lines. Here we would patrol for about an hour when another Mosquito would take our place. During the patrol we would search out signs of any movements on the ground. Once we spotted something we would go down lower and investigate. If the movement proved to be a train, lorries, tanks or barges we would then attack from low level with 500lb bombs, .303 machine guns or cannons. This could sometimes be a bit 鈥渟cary鈥� as there was always a danger of going too low. Most of our losses were due to hitting the ground or obstructions such as trees or power lines, and sometimes the object being attacked. If my navigator thought we were too low he would shout "Up!" I never argued, but immediately pulled back the stick to gain height as quickly as possible.

Some details of our operations

9-10th January 1945: cloud-bombed a railway at Puderbach.

3rd February: flew a Mosquito NS 844; patrolled Puderbach, Siegburg, Betzdorf, and Hagar. Bombed an enemy transport

10th February: cloud-bombed a railway junction at Daun. 10/10ths cloud at base at 200ft above ground. We were offered a diversion, but declined as the Gee (radar system) was now not working. We made a 鈥渄odgy鈥� approach and landing (all in one piece) while everyone held their breath.

22nd February: flew a Mosquito HR202 in a daylight operation called Clarion. We flew a formation of 18 Mosquitoes (I was Number 18, the most vulnerable). As we crossed the enemy lines at 4000ft, we were fired on from the ground. We broke formation and re-formed again as soon as possible. We patrolled Stadt, the River Elba, and the River Weger. We bombed railway trucks and encountered some flak, but avoided any damage to our aircraft. We left the area flying formation on W/O Smith, who flew over a German gun emplacement and was hit, crashing to the ground in flames. We decided that it might be safer to fly at about 4,000ft, which proved to be true although we did run into heavy anti-aircraft fire over Bremerhaven. We managed to avoid getting hit, and returned safely back to base in France.

Shot down

One particularly memorable operation took place on the 8th April 1945. My aircraft was unserviceable so I flew a Mosquito Letter V 鈥渂orrowed鈥� from Flight Sergeant Earle who was on leave (he never ceases to remind me that I lost his brand new aircraft).

After briefing we took off to patrol Leipzig, Berlin, Magdeburg, and the Braunsweig area. Due to the distance from base and the length of time for the flight we had to carry wing tanks with extra fuel. On patrolling the Berlin-Magdeburg road we saw some movement. We circled round and dropped flares on what was an enemy transport. We attacked them with machine gun and cannon fire. The transport stopped and appeared damaged, but the flares went out before we could assess the full extent of the damage. Returning at economical cruising to save fuel and flying at 4,000ft at about 2.00am, we were attacked by a night fighter. It fired a long burst of cannon fire and I immediately took violent evasion action, however the port engine caught fire.

Tony operated the fire extinguisher and I 鈥渇eathered鈥� the propeller. A further bust of gunfire and the starboard engine caught fire. I throttled back and operated the fire extinguisher but as the fire did not go out I ordered Tony to bale out. He clipped on his parachute, jettisoned the door and successfully abandoned the aircraft. During this manoeuvre the aircraft was losing height rapidly. I struggled out of my seat, having some trouble getting my left leg passed the control column and pulling the seat pack of my parachute clear of the bucket seat, at the same time trying to keep the aircraft on an even keel. With some difficulty I reached the doorway and dived through the opening. I pulled the ripcord as soon as I was clear of the aircraft, the parachute opened and I hit the ground almost simultaneously.

Captured by the Germans

I landed at the bottom of a valley and saw my plane crash a short distance away. I was very close to a road and could hear vehicles moving along it. I kept low and attempted to crawl away but before I had moved more than a few feet I heard voices calling, "Commen Sie heir". I ignored this and continued to crawl away. With much shouting and shining of torches, six or seven German soldiers circled my position and started firing revolvers at me. Realising that I could not escape I stood up and raised my hands. I was searched and cigarettes, matches, penknife and comb were taken away from me. A German officer placed me under guard and we marched until daybreak. I was then put in a barn under armed guard. Later that morning a German Officer arrived on a motorbike and tried to question me. Finding me uncooperative he rode off. Later that afternoon one of the guards said, "Your comrade kaput." Suspecting this was a trick to get me to talk, I ignored this remark.

Prisoner of war

At about 5.00pm I was taken to Gestapo Headquarters in Gummerbach where I was interrogated. Again the officer who spoke perfect English gave up and told me he had lived in Purley, England, and worked as an Insurance Agent. He chatted for a while, presumably hoping in vain for an unguarded comment from me. I was then taken to a Prisoner of War Camp, Stalag 6G, where they returned my comb- with escape compass in it! I was put in a wooden hut with a number of American airmen who had also been shot down.

After a few days we were roused one morning at 2.00am, given a mug of Ersatz coffee and marched away under armed guard. During the day we were in column along roads when we attracted the attention of American Lightning fighters, which attacked us from time to time obviously thinking that we were German troops on the move. Each time we were strafed we took cover in ditches beside the road. After each attack the German guards tried to check that no prisoners were missing. A few did disappear into the woods on scavenging expeditions, rejoining us later to the confusion of the guards. Eventually they gave up trying to count us and we arrived at a P.O.W. camp near Enbach. Here chaos reigned. The guards were inefficient and we did not help as we moved about while they tried to take a roll call. Food at this time was: Breakfast- Ersatz coffee; lunch- soup (water that vegetables had been cooked in, but no vegetables); supper- black bread and 鈥渕argarine.鈥�

Liberation

As it became increasingly clear that the advancing American troops were getting near the camp, administration of the camp was gradually taken over by the prisoners. By the time the 78th Division American Infantry arrived at 14.00 hours on the 12th April, the German guards had already handed over their rifles and revolvers and we were in complete control. Fresh food arrived shortly afterwards; fried chicken and real coffee were much appreciated.

The next few days were spent in Medical Checks, delousing, and checking identities. When this was completed we were taken to Giesen by truck and then to Paris by Dakota aircraft. In Paris we were looked after by the American authorities who supplied us with clean clothes, cigarettes and an advance of pay. We were allowed to roam free in Paris when we were not being interrogated and 鈥減rocessed.鈥� For a few days I managed to get 鈥渓ost鈥� among the Americans until the R.A.F. discovered my presence and I had to report back to my unit at Epinoy.

Becoming an Officer in France

I reported back to Squadron on 19th April 1945. They were surprised to see me. Not many 鈥渕issing crews鈥� survived and returned. I had to report to Air Vice Marshall Sir Basil Embry and tell of my experiences. He then informed me that I had been Commissioned as Pilot Officer from the 7th April (the day before we were shot down). I had resisted taking a Commission up to now, preferring the less formal life in the Senior N.C.O.'s Mess, but pay and the extra comfort of the Officer's Mess persuaded me that the time was now right to accept the Commission.

Finding out who had actually shot us down

When Tony arrived back he was able to provide some interesting details of our last flight. He was able to pinpoint the location and time of our being shot down. A US P51 (Black Widow) night fighter put in a combat report claiming to have shot down a JU88 at precisely the position and time of the incident. British Intelligence proved that there were no enemy aircraft in the vicinity at that time. Air Vice Marshall Sir Basil Embry was not happy that one of his aircraft had been shot down by 鈥渇riendly fire.鈥�

Rewarded for loyal service

Tony and I went on leave and when we both got back we started flying together again. On 8th July 1945, together with all the other English Crews from 305 Squadron, Tony and I went to 107 Squadron. We moved up to Gutterloh, Germany, as part of the Occupation Forces, and continued flying together until our last flight on 21st September 1945. It was discovered that I had 鈥渄ouble vision,鈥� and I was then engaged on ground duties, as Technical Adjutant, until discharged on 14th June 1946. I remained in the R.A.F. Volunteer Reserve until 1962 and was awarded the Air Efficiency Award to go with the Polish Gold Cross of Merit (First Class) and the Polish Air Medal.

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