RBL Poppy Breaks
As part of their Poppy Breaks programme, the Royal British Legion is kindly sponsoring 7 weeks of activity breaks for Service dependants in July/August 2019. These Poppy Breaks, co-ordinated by RAF Community support on a tri-service basis and delivered by the Youth Hostels’ Association, provide excellent opportunities for young people to participate in a wide range of activities appropriate to their age and abilities.
There are still some places available and the closing date for applications is .
The Squadron Association has secured 10 places for the Cenotaph Parade this year. If you are interested in attending please complete the fields below.
The experience of others was captured last year after the event. You can read more at the link below.
There is an opportunity to apply for a place at the Op Banner Remembrance event this August through the Squadron Association. Please inform the Association Secretary if you would like a place.
British troops were deployed onto the streets of Northern Ireland on the 14 August 1969, in response to growing sectarian unrest. The military campaign was code named OP BANNER and the General Service Medal (Northern Ireland) was awarded to over 300, 000 Service personnel that were deployed into Northern Ireland over the subsequent 38 years.
In total, 1,441 UK Armed Forces personnel died as result of operations in Northern Ireland or paramilitary actions in other countries. All of their names are listed on the Armed Forces Memorial at the National Memorial Arboretum.
The Royal British Legion will host a commemorative event on Wednesday 14 August 2019 to mark the 50th anniversary of the UK Armed Forces’ deployment on operations in Northern Ireland – the longest continuous campaign in British military history. The event will be held at the National Memorial Arboretum.
Please note that Op Banner 50 will be a closed, accredited event, not open to the general public. Please contact the Association Secretary should you wish to reserve a place no later than Friday 5th July.
The images above are from Paul Briggs who administers the 41 Retro Facebook page.
The service to remember the bus crash that killed 6 people and injured many others during a Squadron exchange with 421 Sqn RCAF at Baden-Soellingen, Germany in 1983. Many thanks to 41(TES) Sqn and SOCA and many others for the excellent support they give to this event every year, which is greatly appreciated.
The RAF Museum annual lecture series are delivered by emerging and established researchers, these lectures explore a variety of air power related topics ranging from historical themes to contemporary issues. For further details see the RAF Museum Lecture Programme 2019.
All lectures are free of charge but you will need to pre-book online. Lectures may be subject to change. Visit The RAF Museum website for further details: www.rafmuseum.org
Researchers wishing to contribute a paper to any of these lecture series are invited to email a title and a 300-word abstract of their proposed paper, plus a one-page CV to the RAF Museum’s Historian, Harry Raffal, at: email@example.com
Men and Woman of the Armed Forces have been recognised for their public service in the Armed Forces Operational Honours List, April 2019.
Full list: Link
A cloudy day with continuous rain and good to poor visibility. At 12:20, Flt Lt Norman Ryder, was sent up to investigate an inbound raid off Whitby. Within four minutes of Raid X32 appearing on the board in 13 Group Headquarters’ Operations Room, he was airborne from Catterick, flying Spitfire Ia, N3114.
He was initially sent to Redcar, with an order to sweep the area between the Redcar and Whitby, on his way to the coast. When just north of Guisborough, however, Ryder was advised the aircraft was now bombing shipping three to four miles north of Whitby, and ordered to immediately head to that location. He opened up to 4½ lb. boost and crossed the coast at Staithes at a height of just 400 feet. He could not fly much higher as the poor conditions would not allow him. The cloud cover was 9/10ths to 10/10ths at a base of around 600 feet, and visibility was very poor with fog and driving rain.
When a few miles out to sea, Ryder was given a new vector of 30° to intercept the still unidentified aircraft. He soon spotted it, however, 60° to starboard, approximately three to four miles off the coast, on a course of 080° and at an estimated airspeed of 100 mph. Ryder approached the aircraft, and circled it anti-clockwise whilst he identified it as a Heinkel 111H, recognising it by the “cutaway “V” in rudder and long glass nose and fine shaping of fuselage and tail. Starboard cross [on] fuselage hardly distinguishable, but port cross very clear and looked very white with two figures behind it which could not be distinguished.”
Ryder also noticed that the port engine was disabled, which was the result of anti-aircraft fire from HM minesweepers 'Lilac' and 'Walnut', accounting for its low airspeed and his ability to circle the bomber without difficulty. When the Heinkel’s crew saw Ryder, they attempted to climb away but were making slow progress owing to the damaged engine. The pilot was unable to take any other evasive action, and could therefore not avoid Ryder’s expected attack. However, they were not going to go down without a fight.
Ryder needed to be quick if he was going to make an attack before the bomber disappeared into the cloud cover, and so came around behind it as fast as he could, lining himself up dead astern for a ‘No. 1 Fighting Area Attack’. As he did so, he saw red flashes emanating from the dorsal gun, but no tracers. It was misty and raining at the time, but he judged his position approximately 400 yards behind the aircraft, and made a wingspan allowance of 80 feet. Aiming his reflector gun sight on the starboard engine, he opened fire with a single six-second burst as he closed to 200 yards, with his closing speed of approximately 70 mph.
Although he had expended around 800 rounds, he observed no effect of his fire on the engine. He felt this may have been the result of rain on his windscreen and the light buffeting he experienced in the bomber’s slipstream. Deciding to try again, he broke away to port to make a full 360° turn and execute a second No. 1 Attack. Just as he broke off, however, he heard two distinct bangs under his engine, though there was no noticeable effect on his aircraft.
As he came around full circle, readying himself to open fire when the He111 was in his sight again, he saw “grey smoke from above and black smoke from below [the] starboard engine, and [a] momentary burst of flame from [the] region of the spinner”. Realising his first attack had indeed hit the target, he did not open fire after all, but rather continued through on an arc to port.
The He111 now reacted to the damage. The starboard engine was only idling and the aircraft started to lose altitude; it was not far down to sea level. Realising the bomber was finished, Ryder discontinued his attack and positioned himself off its starboard side to watch it slowly descend towards the sea, now around 15 miles northeast of Whitby.
Despite the rough sea, the bomber floated for around five minutes on its wings and fuselage, allowing Ryder to circle it a few times, intending to draw nearby ships to the crew’s aid. Before long, the Scarborough drifter Silver Line approached.
Whilst circling, Ryder checked the state of his aircraft in an effort to determine the cause of the two bangs he had heard during his attack. He checked the airframe over, then the instruments, and thereby noticed his oil temperature was steadily rising. He deduced that he had probably been hit by return fire and felt the two bangs were likely the sound of a bullet entering and then exiting his engine.
Realising that there was no way his aircraft would make it back to the coast in this condition, he circled a nearby trawler so they knew he was there and in difficulty. With his oil gauge now reading almost 100° Centigrade, his engine failing, and his cockpit heating up and filling with oil fumes, Ryder radioed Control to inform them of the situation.
Weighing up the possibilities, he realised he would not make it to the coast, and his low altitude also meant a parachute descent was out of the question. As his altitude fell further and time was running out, it became quite clear that his only option was to ditch. When just 40 feet above the surface of the water, with seconds of flight left, he informed Control he was doing just that.
Then he hit the water. He later recalled, “I stalled on the water at 65 m.p.h. with a loud crash. [The] aircraft immediately dug its nose in and came to [a] vertical position, tail up, and sank immediately. I think the whole touch down and sinking was simultaneous.
My next clear recollection was realising that I was below the surface, and that everything appeared green. I undid my harness and commenced to get clear. The A/C was sinking rapidly and when almost clear my parachute caught under the sliding roof. I then got partly back into the cockpit and out again, and finally got clear and commenced to swim to the surface. The tail plane passed just in front of my face. Pressure was very great and green light had changed to dull black.”
By the time Ryder broke to the surface, his lungs had almost reached bursting point and he gasped for air. Now rising and falling in a five-to-six-foot swell, he released his parachute and trod water, hoping the trawler he had circled would soon find him. He attempted to remove his flying helmet but each time he stopped paddling to remove it, he sank, so gave up. He then tried to blow more air into his Mae West, but the strain on his lungs from holding his breath, coupled with the physical effort of treading water to keep his head above the surface, made this impossible, too. He felt his sodden clothing getting heavier, but kept himself up with the assistance of his parachute, which he kept hold of throughout, though in time it, too, became waterlogged and began to sink.
As he came to the peak of a roller, Ryder was relieved to see a trawler not too far away, coming in his direction. Moments later, it pulled alongside and a boat-hook was extended towards him. He was heaved on deck and taken into a cabin to reduce his exposure to the elements. He was told he was aboard the Grimsby-crewed trawler, Alaska. The crew helped him to remove his wet clothing as he was physically exhausted and vomiting sea water. They did not have any alcohol or spirit to warm him, but made him as comfortable as possible.
Meanwhile, at Catterick, 41 Squadron were anxious and had difficulty finding out what was going on. It wasn’t until 14:30 that news was finally received, much to everyone’s relief, that Ryder had been picked up alive. He was landed at Hartlepool and hospitalised for three days.
The five-man crew of the Heinkel was brought ashore at Scarborough by the drifter Silver Line and taken into captivity. They were identified as Gruppenkommandeur Obstlt Hans Hefele, who was a passenger on the operation, Lt Rudolf Behnisch, the pilot, Lt Georg Kempe, the Observer, Uffz Albert Weber, the Wireless Operator, and Uffz Alfred Bächle, the Mechanic. Kempe had been wounded in the head and was taken to hospital, but the remaining four men were taken to the police station, where they were fed before being collected by the military. At Burniston Barracks, they revealed they were on an armed reconnaissance flight in He111H-3, 1H+AC, of Lübeck-Blankensee based Stab II/KG26.
As this was the first time a Spitfire had ditched in the sea – and the pilot had survived to tell the tale – both the Air Ministry and Supermarine were interested in the circumstances of Ryder’s escape. He was asked to make recommendations and his detailed report provided invaluable information for training pilots in what to do when ditching; it is understood he spent some time lecturing other pilots on surviving ditching in the sea. Some of these recommendations are included in his Combat Reports, and suggest that a pilot finding himself in such a situation should:
• Tighten straps and inflate “Mae West”,
• Open hood and possibly door.
• Close radiator flaps and pancake at 70 m.p.h.
• Aircraft immediately tucks its nose in (with sea running) and assumes a vertical position, tail up, and sinks.
• Release Sutton harness and parachute and evacuate, push away hard to clear tail plane.
Whilst this was 41 Squadron’s first loss of an aircraft in action during the War, the major newspapers reported it was also the first British home based fighter to be shot down by an enemy aircraft, for fifty German aircraft already shot down by the RAF. Additionally, the 13 Group ORB records that Ryder’s He111 was the 27th enemy aircraft shot down by the Group since September 1939.
Ryder was awarded the Distinguished Flying Cross on 19 April for the ‘coolness and courage’ he showed today, thereby receiving the first decoration to be bestowed upon a 41 Squadron pilot during World War II, and the first DFC awarded the unit since 1919. The citation reads,
“During April this officer was ordered to investigate an enemy raid at sea and took off alone in bad visibility and low cloud. He sighted an enemy aircraft and, observing that its port engine was out of action, he promptly attacked the starboard engine and after disabling it with one burst of fire the aircraft fell into the sea. Afterwards Flight Lieutenant Ryder found that his own aircraft was losing power and he was forced to come down on the sea, whereupon his aircraft immediately dived. When at a considerable depth he managed, with great difficulty, to extricate himself from the cockpit and was then picked up by a nearby trawler. His accurate flying made the interception a success, and his coolness and courage materially contributed to his own rescue and the collection of much valuable information. He set a splendid example of courage and discipline to his squadron.”
[Text: Excerpts from Steve Brew's book "Blood, Sweat and Courage" (Fonthill, 2014; Images: 1. A portrait of Flt Lt E. Norman Ryder DFC, drawn by Captain Cuthbert Orde on 4 January 1941. Crown copyright expired, 2. Flt Lt Norman Ryder DFC, late Nov 1940, snip from IWM Image CH 001871, 3. Ryder was flying Spitfire Ia, N3114, EB-J, when he claimed a Heinkel He111 on 3 April 1940, but was shot down by return fire and ditched in the North Sea. This profile commissioned specifically for "Blood, Sweat and Courage" © Gaëtan Marie]
Telegraph Article: Link
Pilot who was awarded the DFC for his part in leading attacks on enemy shipping in the Adriatic
AIR COMMODORE JOHN “DUSTY” MILLER, who has died aged 97, led attacks against enemy shipping in the Adriatic in the Second World War, for which he was awarded the DFC.
In autumn 1944 he joined 255 Squadron at Foggia in Italy. He flew the Beaufighter on air defence and escort sorties but became frustrated at the lack of action as the Luftwaffe virtually disappeared from Italian skies. He transferred to 272 Squadron to fly anti-shipping strikes.
As the German forces retreated north, elements of his squadron deployed to Falconera, just south of the front line known as the Gothic Line. Air strikes had decimated enemy shipping in the Northern Adriatic and the enemy had resorted to using schooners, barges and small coasters to carry reinforcements and supplies.
During the advance up the east coast of Italy by the 1st Canadian Corps, Miller attacked barges carrying supplies along the Candiano Canal, which connected the German forces at Ravenna with the Adriatic.
He led attacks in the Adriatic using rockets and cannon to sink a great number of small ships. During November the squadron destroyed 14 barges, three schooners, one 1,400-ton ship and a large merchant ship. The pace was maintained into the New Year and, as the enemy tried to make greater use of darkness, Miller and his fellow pilots attacked them at night. Port installations around the Gulf of Trieste and on the Istrian Peninsula were also attacked.
Miller flew 43 operations, many in the face of heavy anti-aircraft fire. He was awarded the DFC, the citation concluding that he had “displayed excellent leadership, a fine fighting spirit and great devotion to duty”.
John Miller was born in Doncaster on December 3 1921 and educated at Wath Grammar School. He interrupted his studies to be a chartered accountant to join the RAF in July 1941.
He trained as a pilot in the US. Assessed as above average, he was one of a small number to be selected to remain in the US as a flying instructor. Eventually appointed to an operational squadron, he converted to the Beaufighter and left for Italy.
He was released from the RAF in June 1946 to resume his studies, and seven months later obtained his articles as a chartered accountant. He then rejoined the RAF on a permanent commission.
He flew fighters and in 1951 was given command of 41 Squadron, flying Meteor jets from Biggin Hill. On April 17 1952 his aircraft caught fire over Essex and he became one of the first men to bale out using an ejector seat. He specialised in fighter operations for the next 10 years, having been awarded the AFC in 1953.
By 1960 officers identified with the potential to reach higher rank were posted away from their specialisation in order to gain wider experience. Miller left for the V-Force and was given command of a Valiant nuclear bomber squadron. He was promoted to be the station commander of RAF Finningley near Doncaster, which was the home of a Valiant squadron and the Vulcan operational conversion unit.
He spent three years in the plans division at HQ Bomber Command, where he had responsibility for the Blue Steel air-launched, rocket-propelled nuclear armed stand-off missile entering service with the RAF’s V-Force. He was appointed CBE.
Miller left the RAF in 1969. He became managing director of Mercian Builders in Cheltenham. The company was taken over by UBM (United Builders Merchants); he joined the main board and became the managing director of the lead division. He retired in 1981 but maintained some business interests through a number of non-executive appointments.
A strong leader with catholic tastes and a wide circle of friends, he involved himself in local community affairs in south Gloucestershire, played golf and, according to his wife, played bridge like poker, a game at which he was particularly good.
John Miller married Joan Ablitt in 1947; she died in an accident in 1986. He later married Philippa Tailyour, who survives him with a son and two daughters from his first marriage.
John Miller, born December 3 1921, died January 4 2019
Updates and news direct from the Committee