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My early war years in the aircraft industry helping to construct Beauforts and to modify Spitfires, with a period in the Home Guard and at manning Ack-Ack anti-aircraft guns have been described separately in Part 1 of my story for People’s War

Aircraft production was very much a reserved occupation in the early years of the war, much to the disgust of the majority of young single men. Although I had a fulfilling four years in Folland’s aircraft factory near Southampton, I was nevertheless keen to join the RAF. There seemed only one way for me to join the forces from a reserved occupation and that was to volunteer as aircrew. I applied for this but was turned down. I tried on two more occasions in the following months to no avail. I was colour-blind. I had become aware of this so tried guessing during the colour perception tests, but it didn’t work. I tried to reason that surely colour blindness could not prevent me at least from being an air-gunner in a bomber but, again, to no avail. Perhaps just as well for we now know that the exciting life of a tail-gunner in a Lancaster bomber in WW2, tragically, was very short. Had I succeeded in my line of reasoning, it is highly unlikely that I would be writing this story now.

By 1942, aircraft production was well in hand. War in the Pacific was calling for more carrier borne aircraft so Britain was to build up the Fleet Air Arm. One day I received my call-up papers: I was to report to Chatham Dockyard in Kent to join the Fleet Air Arm. In this famous dockyard I underwent educational and trade tests and was introduced to the noble art of sleeping in a hammock. There were age-old customs such as ‘taking the liberty boat to go ashore’ this in fact was a parade with inspection before being allowed out into the Medway towns. Another was the daily Rum Ration, issued every working day at noon. When someone had a birthday, he received ‘Sippers’: his ration was supplemented by additional donations from his colleagues, and that rum was strong!

For me the trade test was easy as I was familiar with many engineering skills. We had to cut a square hole in a quarter inch steel plate then cut a cube of steel which would fit exactly into the plate in each direction. Those with the best results were destined to become either airframe or engine fitters, the remainder electricians or armourers. The two weeks at Chatham were followed by five weeks training at HMS Gosling near Warrington, Cheshire. I enjoyed this, as I was able to take my entry of about 30 men on the parade ground at drill as I had done in the Home Guard in Southampton.

The next phase of training was 5 months technical training as an engine fitter at Hednesford, a bleak hilltop on Cannock Chase, Staffordshire. After successfully completing my training, I was sent to a Fleet Air Arm Squadron at Westhampnett near Chichester, Sussex. It was here that I managed to get flights in various aircraft, as a passenger.

Westhampnett airfield occupied part of the Goodwood House Estate, now owned by Lord March, where motor racing now takes place. In lighter moments, a fellow sailor and I used to race Fordson tractors around the perimeter track of the airfield. We were able to achieve quite high speeds by disconnecting the governor to the carburettor - so today’s motor racing at Goodwood was not the first!

The Squadron was eventually moved to West Raynham in Norfolk were I spent another bleak winter with icy winds from the North Sea. Whilst here, I flew in a Mosquito aircraft. The pilot was Captain Kendall, a former Ship's Captain. He had learnt to fly since he was too old to further his nautical career. I had great admiration and respect for this remarkable man, always calm in difficult circumstances.

My war service continued with 607 RNAS Squadron at Royal Naval Air Station, Burscough, near Ormskirk, Lancashire. From here I made a few flights to HMS Wagtail near Ayr, Scotland. The worst aircraft I flew in here was a Fairey Barracuda, a very heavy, underpowered single engine plane that should never have been allowed to fly. The Barracuda was designed and used as a dive-bomber and for launching torpedoes.

The fact that I had a driving licence before the war brought me a few perks. One interesting job was operating a Coles crane, used to lift engines into aircraft and to do many other jobs. I still see one of these old cranes in use today in a garage near Andover, Hants.

My last job of any note before de-mob was to drive a QL Bedford truck towing a radar trailer from Burscough to Lee-on-Solent, Hampshire. On this journey I spent VJ Day at RAF Barford in Warwickshire. This was about halfway down the 250 mile route (no motorway in those days!).

Although of course we were all overjoyed that WW2 had ended, it did mean that that we were never able to put to sea. This was a disappointment for many of us having spent so many months in preparation, probably for the Pacific. From Lee-on-Solent, it was a fairly short trip to Culham, near Oxford to collect that dreadful de-mob suit and trilby hat (never worn!)

The war years were a wonderful experience if you were young and could survive the hardships. It was possible to gain vast experience not possible in peacetime. Fortunately for me, I was at the ideal age. Had I been older with a wife and children at home I would perhaps have thought differently. I was very lucky.

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