´óÏó´«Ã½

This story was submitted to the People’s War website by Karolina Kopiec on the behalf of Mr Norman Edwards and Mr Campbell, and has been added to the site with their permission. Authors fully understand site's terms and conditions.

Being posted for training from blacked-out and rationed Britain to the land of plenty seemed at first sight to be something much to be desired. In many ways, it was. In other ways, for would-be pilots, it was not.
American flying training and military discipline was a rude shock to many high-spirited RAF u/t pilots, who soon discovered they could be ‘washed out’ for all sorts of offences, not only in the air but also on the ground. Breaches of discipline on the ground were awarded de-merit marks. When enough were collected, you could be grounded and sent back to Canada for the boat home.
Flying itself had to be carried out with absolute precision. A 90 — degree turn meant precisely that. The same applied to climbing speeds and other aspects. Keeping to airspeeds was very difficult in the Stearman elementary trainer. Says Campbell: ‘There was no airspeed indicator!’
He is a bit unsure how he managed to get his pilot wings in America. ‘I had collected so many de-merit marks for things like returning late to the aerodrome that I thought they would scrub me,’ he says.

Grounded!
So many u/t pilots were being ground and returned to Canada that the RAF top brass became worried. After all, every one of those sent to America had been through umpteen aptitude and flying tests before being sent overseas. It was an enormous waste of what was supposed to be the ‘cream’ as well as of money.
As a result, the rejected and dejected RAF American trainees were given another selection board in Canada and, in many cases, given another flying training chance in Canada.
Back in Britain, Campbell went to an Advanced Flying Training Unit at Peterborough, then to Montrose on a flying instructor course, and to 5 AFU at Ternhill, Shropshire, which was equipped with Miles Masters and a few Hurricanes.
On returning from overseas with gleaming wings, a high opinion of their flying skills and bursting to join Squadron, the new pilots found themselves back on training, many right back to Tiger Moths for starters, and then more advanced stuff on the Masters.
There was a good reason for this. These coming back from the sunny skies and easy navigation to be found in the overseas wide — open spaces would take off in Hurricanes and Spitfires into the gloom of British weather — and promptly get lost, with a high possibility of having to bale out or crash —land. It was far cheaper to lose a Tiger Moth!. Campbell: “He took off by raising the wheels, pulled up before reaching the end of the runway into a half-loop with a roll-off the top and, after a few more manoeuvres, finished by flying right along the runway about 10 or 15 feet up — upside down.
‘It was an object lesson. We all, and especially the new boys, realised there was a lot more to be learned about flying!’
The knowledge stood him in good stead during his service with 66,350 and 234 Squadrons.

Tailpiece
Volunteer for the Navy or you’ll be in the PBI. Then never volunteer for anything else!’ Wise words from Campbell’s Infantryman older brother — Campbell joined a long queue to sign on for the Royal Navy. When he got to the front he found that it was for the RAF so he decided to become a flier. In due course, this involved sailing to North America in terrible winter weather and everyone, certainly including Campbell, was terrified. During the return journey nine months later his ship was holed when, during the night, it hit and sank an American destroyer and had to crawl slowly back to Halifax. He says that these maritime experiences were far worse than all the frighteners in the air throughout the war and thanks God for joining the wrong queue at the Hulme Town Hall recruiting centre.

© Copyright of content contributed to this Archive rests with the author. Find out how you can use this.