On 7 November 1941 Adams enlisted in the Royal Australian Air Force. He trained in South Australia and in Canada, where he qualified as a pilot and was made an instructor. Rising to flight sergeant in June 1943, he proceeded to Britain in April 1944 and was commissioned in July. Next month he joined No.3 Squadron, Royal Air Force. Flying Hawker Tempests Mk. V, he shot down two V-1 flying bombs, shared in the destruction of a third and was engaged in much dangerous activity against German ground targets. Late in April 1945 he and Pierre Clostermann were the only survivors of an attack by eight Tempests on the German airfield at Schwerin. According to Clostermann, Adams `was quite imperturbable and feared neither God nor the Devil’. On 30 April he shot down one German aircraft and three days later shared two further victories with Clostermann. Serving with the occupation forces after the war in Europe ended, he was promoted to Flight Lieutenant in July. He returned to Australia in February 1946 and transferred to the Permanent Air Force.

Right: Pilots of No. 3 Squadron after the war. The second from the left is "Bay" Adams, center Pierre Clostermann.

Early in 1948 Adams joined the British Commonwealth Occupation Force in Japan as a flight commander in No.77 Squadron. Initially based at Iwakuni, he was involved in a mid-air collision on 17 March 1949, resulting in a parachute descent from his Mustang into the freezing waters of the Sea of Japan. At Holy Trinity Church of England, Iwakuni, on 13 August that year he married Bonnie Jean Brien, a teacher at the base’s school. In December he obtained the highest individual score at the Far East Air Forces gunnery competition at Yokota. For this achievement he was awarded the Air Force Cross (1951).

From July 1950 No.77 Squadron was engaged in escort, ground-attack, close-support and armed-reconnaissance missions over Korea; by September Adams, flying Mustangs, had completed fifty sorties. He was awarded the American Air Medal (1950) and, for his courage, leadership and devotion to duty, the Distinguished Flying Cross (1951). In October 1950 he returned to Australia.

Sent to Malta in July 1952 as commanding officer of No.76 Squadron, Adams again displayed exceptional weapons skills. In 1955 he attended the RAAF Staff College, Point Cook, Victoria. He held further flying posts in 1958-61 as commanding officer of No.22 and No.75 squadrons. Stationed in the United States of America in 1961-64, he completed the course at the Armed Forces Staff College, Norfolk, Virginia, before serving as an intelligence officer at the Australian Embassy, Washington. In November 1966 he was promoted to group captain and given command of RAAF Base, Townsville, Queensland. From October 1968 he commanded the RAAF Contingent Vung Tau, Republic of Vietnam (South Vietnam). Returning home a year later, he was appointed CBE (1970).

In November 1971 Adams rose to air commodore and became director, joint operations and plans, Canberra. He was again posted overseas as air commander of the Australia-New Zealand-United Kingdom Force in Singapore (1974) and commander of the Integrated Air Defence System at Penang, Malaysia (1975-77). His final appointments were as chief of air force operations, Canberra (1978), and air officer commanding Operational Command, Glenbrook, New South Wales (1978-79). On 7 November 1979 he retired, having served in every rank from aircraftman to air vice-marshal (promoted 31 January 1975).

Six ft 2 ins (188 cm) tall, with azure blue eyes, Adams was a gregarious, larger-than-life character. He earned the respect of all who knew him and was revered by his pilots. Air Chief Marshal Sir Neville McNamara summed him up: `Bay was a natural fighter pilot, completely at home in the world of fighter squadrons and … active operations’. Survived by his wife, their daughter and one of their two sons, Adams died of a cerebrovascular accident on 7 September 1990 at Broadbeach Waters, Queensland, and was buried with full military honours in Southport lawn cemetery.

Adams' victories in Tempest

Tempest Mk. V SN212, in which Bay Adams scored a Fw190 on 30 April 1945.

Text:
Adams, John Irwin (Bay) (1922–1990)
Photo:
Det stora vansinnet by Pierre Clostermann

Flight Lieutenant Murray Adams was born on 15 July 1919 in Hawthorne, Victoria, Australia. He enlisted on 18 September 1940 Mansfield, Victoria.

He flew with 250 Sqn in the North Africa; Gladiators, Hurricanes, Tomahawks, Kittyhawks and into Italy on Spitfires as well.

Murray Adams was then posted to 80 Squadron to fly Tempests. After the CO went unserviceable on a sweep, he had to led the Tempest wing. He said it was amazing leading 36 Tempests as a Flying Officer!

He flew to London in 2013 and attended the 80 Sqn reunion. Funny story was he said "only young guys were there!"

Murray Adams passed away on 5 October 2015.

Flight Lieutenant Murray Adams on Facebook

Australian World War II fighter pilot Murray Adams recalls tales of survival, bravery and derring-do

Pilot Officer Hughbert Bailey was born in Adelaide, Australia, on 11 january 1924. He was a student in Booborowie, Southern Australia prior to joining the RAAF. On completion of training in the UK he was posted to No. 3 Squadron flying Tempests during summer 1944.

After the unit had moved to Holland to become part of 2nd TAF he was shot down near Rheine in EJ653 on 22 February 1945 by Lt Waldemar Soffing of I/JG26, becoming a PoW.

Bailey's victories in Tempest

Sources:
Aces High Vol. 2 by Christopher Shores
Australian War Memorial

Robert "Bob" Edward Barckley (RAF No. 138650) was first a soldier in the BEF, then joining RAF and flew Hurricane, Typhoon and Tempest with No. 3 Squadron. He was shot down in his Typhoon while on a "Rhubarb" over Belgium on 2 June 1943. He was picked up by the Comet Line and he successfully evaded via south west France, Madrid and Gibraltar - returning to 3 Squadron on 25 August 1943 where he continued flying the Typhoon.

He subsequently went on to fly the Tempest and he was credited with destroying 12½ V1s between 18 June and 29 August 1944.

He was awarded a DFC on 3 November 1944.

Bob Barckley passed away on 28 March 2020, aged 99.

Barckley's victories in Tempest

- Bob Barckley, 3 Squadron, RIP

 - Aviateurs alliés passés par Comète via les Pyrénées

Photo:
Don Butcher
Text:
Philip Butcher
Aces High Vol. 2 by Christopher Shores

P

After completing his training on Spitfires, in September 1940 he joined No 64 Squadron at Leconfield in Yorkshire before the squadron moved to Biggin Hill and then to an airfield in Norfolk. He flew patrols in the final stages of the Battle of Britain. In June 1941 he asked to join a squadron at Biggin Hill in order to see more action. Flying Spitfires with No 92 Squadron, he participated in many sweeps and escort missions over northern France. Returning from one of these sorties he crash-landed in a field in Kent having run out of fuel.

In July Messerschmitt Bf 109s attacked him over the French coast and damaged the radiator of his Spitfire. Shortly afterwards the aircraft’s engine seized and he was forced to bale out. Trapped in the cockpit, he inverted the aircraft and fell clear to land in the sea 18 miles south of Dover. He clambered aboard his dinghy but searching Spitfires failed to find him in the misty conditions. Some time later, by then suffering from hypothermia, he was picked up by an air-sea rescue launch.He was given a week’s leave. On September 24, Bf 109s engaged his formation over France and in the ensuing fight he managed to damage one. He finally came off operations in April 1942 to be an instructor at a fighter school.

He returned to the frontline in December when he was made the flight commander of a new squadron, No 193, which was forming with the Typhoon. The Brazilian branch of the Fellowship of the Bellows, an international group formed during the conflict to collect funds for the purchase of aircraft for the RAF, paid for some of the squadron’s aircraft. Over the following months he attacked shipping, flew standing patrols over the south coast and, later in the year, dive-bombed the V-1 sites under construction in the Pas de Calais. On February 8 1944, during a sweep over Brittany, he engaged a Focke Wulf 190 and shot it down. In May 1944 he was promoted to squadron leader to take command of No 164 Squadron.

Percy Beake's Tempest Mk. V, PH-B (NV961)

After his time with the squadron, Beake joined the staff of the Fighter Leader’s School as an instructor, flying Hawker Tempest Mk. V, and he was released from the RAF in January 1946. He resumed his career in the animal feed manufacturing business with Robinson’s, which later became part of BOCM – British Oil & Cake Mills – and later Unilever. He became the manager of the feed mills at Selby and later in Exeter.

In 2015, 71 years after his service during the liberation of France, the French government appointed him to the Legion d’honneur.

Squadron Leader Percy Beake died on 25 June 2016.

Text:
The Telegraph
Images:
The Telegraph
Chris Thomas

Roland "Bee" Beamont was born in Chichester, Sussex, on August 10 1920. In 1927 he experienced his first flight, in an Avro 504, and sowed the seed of a lifetime of aviation interest. Beamont was educated at Eastbourne College. In 1942 Beamont married Shirley Adams, who died in 1945 while he was still a PoW. In 1946 he married Patricia née Raworth, who died in 1999. There was a daughter of his first marriage and two of his second.

His entry into the RAF was delayed because he failed his Schools Certificate exam, but after a sixmonth crammer course he re-sat the exam. He posted his application for a shortservice commision the same day! Beamont was to report for flying training to No 13 Elementary Training School at White Waltham on January 2 1939. After posting at No 13 Advanced Training School at Dream and No 11 Group Fighter Pool Operational Conversion at St Athan, he was posted to 87 Sqn, part of the British Expeditionary Force in France. He joined his squadron on November 16 at Lille, France.

On May 1940, he scored his first kill, a Do17. He had a number of further combats before the fall of France, whereupon 87 Sqn was withdrawn to England on May 20.
After the Battle of Britain had been fought and won, 87 Sqn took on the nightfighter role with Hurricanes. He was attached to Hawkers at Langley in December 1941 as a production and experimental test pilot, where he tested Hurricanes and the new Typhoon. By July 1942 he was back in the frontline with 609 Sqn, flying Typhoons. In November 1942 he was promoted to Squadron Commander of 609 Sqn.

In May 1943 Beamont returned to Hawker for experimental duties on Typhoons and Tempests. His first flight in a Tempest was on the Mk. I prototype, HM599, on June 2 1943. He shared with Bill Humble the final development of the Tempest V. In 1944 Beamont (now Acting Wing Commander) was charged to form the first Tempest Wing, No 150, in time for the D-Day. Two days after D-Day Beamont's Wing encountered Bf109s over the beaches and shot down three of them without loss.

150 Wing were also downing V1s over Kent and by August the unit had accounted 638, of which 32 had fallen to Beamont himself. On October 2 he shot down his ninth and final enemy aircraft, a Focke Wulf Fw190 near Nijmegen.

Right photo: Beamont in the cockpit of his Typhoon PR-G (RR7752) in 1943.

On October 12 1944 he was shot down by Flak 8 miles Southeast of Bocholt whilst attacking a heavily defended troop train (flying Tempest JF-L EJ710). He was captured and imprisoned at Stalag III at Luckenwald near Potsdam. He spent the rest of the war as a prisoner of war (POW) and was eventually released by the Russians in September 1945 who liberated the campin May 1945. Back in the Great Britian he served at the Central Flying Establishment at Tangmere, and then, as a Wing Commander Flying No 2 Wing at Chilbolton flying Tempests. In November he commanded the Air Fighting Development Unit at West Raynham, and in January 1946 he left the RAF.

In 1947 Beamont joined the English Electric Company as Chief Test Pilot. He managed all the prototype tests in the Canberra and the P1/Lightning test programmes, during which he became the first pilot to fly a British aircraft at twice the speed of sound. He was closely associated with, and flew, the ill-fated TSR2 until its political end.

From 1970 to 1979, as Director of Flight Operations, he was in charge of Tornado flight testing for British Aerospace and Panavia. During World War II Roland Beamont was mentioned in despatches (Battle of Britain) and awarded the DSO and Bar, DFC and Bar and the DFC (USA). Post-war, for his test flying he received the OBE and the CBE and was made Honorary Fellow of the American Society of Experimental Test Pilots. He was a Fellow of the Royal Aeronautical Society and a Deputy Lieutenant Lancashire (1977-81).

Roland Beamont died on 19 November 2001.

Belgian Croix de Guerre

During The Flying Legends Air Show at Duxford, on July 12 2003, there was a worldwide reunion of 609 Squadron RAF, including veterans that participating in the Battle of Britain and current RAF Tornado pilots. The reunion was coming together to witness when the Belgian Croix de Guerre presented to the daughters of the late Roland 'Bee' Beamont 60 years after it was awarded to him in 1943.

Beamont's victories in Tempest

Beamont's previous victories

The Beamont Files 

Images from:
Tempest over Europe (Roland Beamont)
Aeroplane Sept 2000
Colour plates:
Graham Berry
Text sources:
Typhoon and Tempest Aces of World War 2 (Chris Thomas)
Tempest over Europe (Roland Beamont)
The Typhoon & Tempest Story (Chris Thomas & Christopher Shores)
Aeroplane Sept 2000

Flying Officer Ron "Benny" Bennett was posted to 501 Sqn in February 1943 from No.61 OTU. In April 1945 he was posted to 165 Sqn until the end of the war.

Ron Bennett claimed four V-1s as shot down with 501 Sqn.

Ron died on the 28th November 2014, aged 93 years.

 Ron Bennett is on the right of the trio.

In this classic 501 Squadron photo, taken at Bradwell Bay 1944, Ron Bennett is standing on the tailplane. 

Ron (Ronald Henry) Bennett

(b. 16/02/1921 – d. 28/11/2014)

Funeral Office, South Bristol Crematorium 11/12/2014

Behold, one will fly swiftly like an eagle and spread out his wings against [Moab] the enemy (cf. Jeremiah 48v40).

Many of you probably didn’t know that in recent years, because of an old haemorrhage at the back of his eye, Grandad was functionally blind in his left eye.  He came to see me at Medi-Optics four years ago very concerned that the vision was also going in his right eye, his good eye.  He had developed dense cataracts.  I referred him, and he was subsequently operated on at the Bristol Eye Hospital, and the vision in his right eye was completely restored.  There is nothing remarkable about that – over the years I have referred hundreds of patients for cataract surgery.

But there was something quite unique about this particular case, and Grandad took great pleasure in this story.  During the WWII an eye surgeon called Harold Ridley noticed that when he examined Spitfire and Hurricane pilots who had been shot down and had shards of their cockpit canopies embedded in their eyes, there was no reaction, no inflammation and no infection.  Perspex was found to be one of the most biologically quiet materials ever made.  Without modern antibiotics and anti-inflammatory drugs, removing the Perspex would cause sight-threatening damage.  This gave Harold Ridley the idea to make lens implants out of Perspex, so that when he removed a lens in cataract surgery he could put in an implant to restore the vision.  This technique is now applied worldwide.  So some 70 years after that discovery those Spitfire pilots were in part responsible for the restoration of Grandad’s vision.

At 93 years-old, and having a dynasty of four generations there are endless possibilities for reminiscences, with the chance of missing someone out.  So I thought the best thing to do was to let Grandad do the talking for us.

Soon after his cataract operation he wanted to talk through his flying logbook.  So I audio-recorded several of his stories.  He logged a staggering grand total of 1,065hrs and 45 mins of flying time!

The listed types that he flew include: the Tiger Moth; the Harvard; Miles Master Mks I, II & III; Spitfire Mks I, II, V, IX & XVI; the Hurricane; the Tempest V; the Oxford; the Auster; the Mustang Mk III; a Lancaster – which he took off, flew and landed although he was not allowed to power up engines at the start of the flight!; he mentions that he flew a Mosquito, and later after the War he flew a Meteor.  So that’s experience on 18 different aircraft types – that’s an impressive range of types.

Of all those aircraft his favourite was always the Spitfire, which he described as, ‘Docile, you didn’t have to think about flying it.  You didn’t fly a Spitfire – you wore it.’  The Hurricane was, ‘A nice plane to fly, but not a patch on the Spitfire.’  The Tempest was, ‘Fantastic! Faster than the Spitfire, better visibility and a better gun platform.’  ‘The Mustang,’ he said, ‘was lovely, very sophisticated’, but again not as enjoyable as the iconic Spitfire.

He joined the RAF age 19yrs.  He put himself forward as an air-gunner.  At interview he was asked, ‘Why not a pilot?’  He said that he thought that he didn’t have the qualifications to be a pilot.  The interviewing officer said, ‘Nonsense!’ and stamped his file ‘Pilot’.

After basic training he continued his flight training in Rhodesia.  His first solo flight was on the 16^th January 1942.  On returning to the UK he first flew a Spitfire, a Mk1, 72 years ago this Sunday – 14^th December 1942.

He was particularly skilled at low level and night flying.  He was selected for the so-called ‘rhubarb’ missions where they flew in at sea level to northern France and the Low Countries spotting shipping, attacking bridges, trains and marshalling yards.  It is poignant to think that as we recall the life of one fighter pilot who flew those first ‘rhubarb’ missions, there are RAF pilots today flying similar missions over Iraq.

With over 1,000 hrs of flying time there are so many interesting stories in his logbook, but there just isn’t time here to do justice to them, so I will select just a few.

In the days before D-Day he flew several reconnaissance missions over the English Channel taking pictures and on convoy patrol.  D-Day saw him flying three separate missions in a Spitfire Mk V during which he encountered heavy flak and saw some artillery action.  On the subsequent days and into July 1944 he was providing low-level beach cover.

The 26^th July 1944 sounded like a real ‘boy’s own day’ because the entry records, ‘Spitfire Mk V – good bombing.  Landed Normandy.  Stayed for lunch and tea.’

At the end of July 1944 he transferred to the Tempests, which were tasked with hunting down the V1 ‘doodle-bugs or Buzz Bombs’ – 501 Squadron had to attack the V1s which made it through the first line of defence, the Mosquitos.  He shot down his first V1 on the 27^th August 1944.  On the Hawker Tempest V website there is an account written by Grandad about his first V1 success – it is well worth reading.

On the 16^th October 1944 a news-reel crew visited Bradwell Bay to take some PR shots of the Tempest crews low level flying.  I asked Grandad how low he could fly.  ‘Almost down to zero feet!’ came the reply.  That news-reel film is at the Imperial War Museum.  I have a copy.  In the foreground there is a Wellington Bomber.  One can judge the height of the various Tempests flying by relative to the tail plane of the Wellington.  The Tempests go lower and lower.  Then the last one, ‘SD-G’ flies at high speed below the height of the top of the Wellington’s tail plane!  The logbook shows that on that day ‘SD-G’ was flown by Ron Bennett!

On Saturday 16^th September 1944 Grandad borrowed a Tempest V and flew home to Bristol for the weekend, returning to Bradwell Bay the following day.  I doubt if today’s fighter pilots would be allowed to borrow a Tornado for the weekend!

A few weeks later, on Thursday 6^th October, he borrowed a Tiger Moth for another overnight trip to Bristol.  Unfortunately on the return trip the next day he ran out of fuel 5 miles short of Bradwell Bay and made a forced landing, clipping a hedge on his way down.  The red note added to his logbook by the Officer Commanding North Weald Sector on the 23^rd November says, ‘Lack of fuel – gross carelessness!’  He got away with it because between the forced landing and the dressing down he shot down another two Buzz Bombs, taking his total to four.

The entry for 25^th September 1945 states, ‘Here endeth my flying career’ having logged a total of 952hrs 35mins.  However, in February 1946 he is flying again, getting his hands on a Spitfire Mk XVI.  The log records that he was withdrawn from Air Crew Duties after 982hrs 10mins in April 1946.  In July of the same year he is logged flying a Tiger Moth out of Filton, where his last flight appears to have been on the 25^th June 1949.  However, there is a certificate from the Central Flying School dated 21^st December 1951 when he graduates as a Qualified Flying Instructor.  This was the world’s premier flying school, way ahead of the American equivalent ‘Top Gun’.  There are no records in the logbook for flights taken whilst at the Central Flying School, although he did mention that he converted to jets and flew a Meteor.  His Central Flying School Instrument Pilot Rating ‘Green’ Card was last renewed on the 20^th  October 1953.

I once asked him whether he was affected by his wartime experiences or suffered from what would now be called post-traumatic stress disorder.  He said, ‘No’ but if he could not sleep he would delve into his memories and select a mission from his logbook and fly it again.  He preferred to relive the missions.

Great Grandad Harry Bennett survived the WWI, Grandad survived WWII: try and work out the survival stats – one unlucky incident, one wrong move during any of those conflicts and the blood line would have been cut, and none of us from the 2^nd, 3^rd or 4^th generations would be here to commemorate those 93 years.  Now that’s a miracle well worth celebrating!!!

We all know that flying was his life, and all matters aviation his interest.  The last time I saw him at the BRI he talked about being ready for his ‘last flight’, with the hope of a safe landing on the airstrip on the ‘other side’.  In the words of the in paradisum, ‘May the angels carry you into paradise; at your coming may the martyrs receive you and bring you into the holy city Jerusalem.  May the choirs of angels receive you, and with Lazarus, once a poor man, may you have eternal rest.’

At the end of the audio recording there is a priceless interjection that told us we had been going on for far too long.  Grandma can be heard in the background, ‘Ron, the tray’s ready.  Would you like to bring it in?’ … I’m sure I heard him mutter, ‘And how do you think she would like me to land it?!!’

Dr David A. Woolf.

Tempest V Reminiscences by Flying Officer Ron Bennett, 501 Squadron

Images and text:
David A. Woolf
No.501 Squadron 1939-1945

S/L Joseph Berry
Born: 28 February 1920
Killed in Action: 2 October 1944

Career Details
Little is known of Joseph Berry's early service. On completion of training as a Fighter Pilot he was posted to 256 Squadron at Squires Gate Nr Blackpool, this was a Night Fighter Squadron flying Defiants, on one occasion having to bail out of his stricken aircraft (letter code JT). He was commissioned in March 1942 at Squires Gate, this Squadron was then transferred to Woodvale, South Port flying Beaufighters.
Joseph was initially posted to Lyneham in Kent where he and fellow pilot Bryan Wild caught a train to Filton, Bristol to collect their brand new Beaufighters, later flying them to Setif, in the Atlas Mountains.

This area in North Africa was a pilot pool, where air crew from the U.K. awaited posting to their various squadrons in the region; Casablanca to Tunisia costal area, after 3 weeks they were called to join 153 Squadron at Maison-Blanche Algiers. 153 Squadron was formed at Ballyhalbert on the 14th October 1941, from "A" flight on 256 Squadron with Boulton Paul Defiants 1's. It had previously been disbanded following the first world war. It became operational in December 1941 as a night fighter squadron, but it wasn't until January 1942 that they converted to Beaufighter Mk 1's. Throughout the summer of 1942 the squadron carried out night patrols, and in September their role extended to convoy patrols, in December 1942, 153 Squadron moved to Algiers; to become operational on Christmas Day. It retained its role through to July 1943 with the night defence of the Algiers and Bone areas. Gradually, throughout this period, the squadron's role extended to convoy escort work. As the Sicilian campaign got under way, 153 Squadron remained in North Africa carrying out convoy escort work. (letter code TB). The main duty of this Night-fighter unit was to repel German aircraft from attacking convoys in the Mediterranean, on the Gibraltar to Suez route. By Jan 1943 he and his observer, a Newcastle man called Ian Watson, were flying Beaufighters as a night fighter pilot with 255 Squadron in the Mediterranean.

Squires Gate Nr Blackpool 1941. 256 Squadron.
Joseph Berry 3rd from right.

Woodvale Offices Mess 256 Squadron. Joseph Berry 7th from left.

This area in North Africa was a pilot pool, where air crew from the U.K. awaited posting to their various squadrons in the region; Casablanca to Tunisia costal area, after 3 weeks they were called to join 153 Squadron at Maison-Blanche Algiers. 153 Squadron was formed at Ballyhalbert on the 14th October 1941, from “A” flight on 256 Squadron with Boulton Paul Defiants 1's. It had previously been disbanded following the first world war. It became operational in December 1941 as a night fighter squadron, but it wasn't until January 1942 that they converted to Beaufighter Mk 1's. Throughout the summer of 1942 the squadron carried out night patrols, and in September their role extended to convoy patrols, in December 1942, 153 Squadron moved to Algiers; to become operational on Christmas Day. It retained its role through to July 1943 with the night defence of the Algiers and Bone areas. Gradually, throughout this period, the squadron's role extended to convoy escort work. As the Sicilian campaign got under way, 153 Squadron remained in North Africa carrying out convoy escort work. (letter code TB). The main duty of this Night-fighter unit was to repel German aircraft from attacking convoys in the Mediterranean, on the Gibraltar to Suez route. By Jan 1943 he and his observer, a Newcastle man called Ian Watson, were flying Beaufighters as a night fighter pilot with 255 Squadron in the Mediterranean.

255 Squadron, B Flight Sicily September 1943. Joe middle row 2nd from right.

On the 15th of November the aircraft were flown to Maison Blanche in Algeria. Detachments flew from Bone, Setif, Souk el Arba, Souk el Khemis, and Tingley. August brought a move to Western Sicily, where sorties were flown over the Salerno invasion fleet and beachhead in September. This is where Joseph opened his account; shooting down three enemy aircraft, on the 9th September a Messerschmitt Me 210, the 10th September another Me 210 over the Salerno area, and on 24th October a Junkers Ju 88 over the Naples area, and the second occasion in which he had to bail out of his aircraft (letter code YD).

On the 3rd of October 1943 while serving with 255 Squadron in the Mediterranean, Joe was involved in the “Great E-Boat Raid” at Cos (Greece). 60 aircraft were involved; several Beaufighter and 1 Beafort Squadron attacked the German Invasion Force North of the Allied occupied Island. The German invasion force consisted of several large vessels used as Troop Ships, Destroyers, E-Boats and Landing Barges. The attack had mixed results, due to heavy enemy fire and bad weather with head winds on the return journey; the Squadrons took overall losses of 27%. The Beaufighter had a range of 370 miles, and due to heavy fuel consumption 25 got back, most of the others ditched or were shot down.

Feb 1943 Pilot Pool at Setif, Algeria. Joseph Berry 2nd from right.

This area in North Africa was a pilot pool, where air crew from the U.K. awaited posting to their various squadrons in the region; Casablanca to Tunisia costal area, after 3 weeks they were called to join 153 Squadron at Maison-Blanche Algiers. 153 Squadron was formed at Ballyhalbert on the 14th October 1941, from “A” flight on 256 Squadron with Boulton Paul Defiants 1's. It had previously been disbanded following the first world war. It became operational in December 1941 as a night fighter squadron, but it wasn't until January 1942 that they converted to Beaufighter Mk 1's.

Throughout the summer of 1942 the squadron carried out night patrols, and in September their role extended to convoy patrols, in December 1942, 153 Squadron moved to Algiers; to become operational on Christmas Day. It retained its role through to July 1943 with the night defence of the Algiers and Bone areas. Gradually, throughout this period, the squadron's role extended to convoy escort work. As the Sicilian campaign got under way, 153 Squadron remained in North Africa carrying out convoy escort work. (letter code TB). The main duty of this Night-fighter unit was to repel German aircraft from attacking convoys in the Mediterranean, on the Gibraltar to Suez route. By Jan 1943 he and his observer, a Newcastle man called Ian Watson, were flying Beaufighters as a night fighter pilot with 255 Squadron in the Mediterranean.

He was awarded a DFC in March 1944. In June of that year, promoted Flt.Lt., he was posted to the FIU and flying Mosquito's. FIU formed a special flight of Tempests to intercept the V1's which had begun falling on south-east England, this flight operating mainly by night. Over the next two months Joseph was to establish himself as the top-scorer against these robots in Tempest, shooting down 52 and one shared by early August. On 23 July he set the record, claiming seven in one night. Four nights later he pursed one at low level over West Malling airfield, closing to 100 feet in order to ensure he destroyed it before it fell on the base. His own aircraft was damaged in the resultant explosion. To his obvious chagrin on this occasion it was decided that he had to share this success with the crew of a Mosquito who had opened fire from 1,000 yards, and in the opinion of FIU had 'missed hopelessly'. On 16 August 1944 the Tempest flight moved to Manston to reform 501 Squadron, of which Berry became commanding officer. The unit continued to hunt V1's, and he personally accounted for seven more, receiving a Bar to his DFC during September. During the night of 27/28 September, with the V1 threat mainly negated by the Allied advance in France, he led two Tempests on a 'Ranger' sortie over Holland, strafing trains.

Killed in Action
From Bradwell Bay before dawn at 05-35 on 2nd October flying his Tempest SD-F he led a Ranger sortie with F/Lt E.L. “Willy” Williams in SD-L and F/Lt C.A. “Horry” Hansen in SD-H to attack ground targets of opportunity between Bad Zwischenhan in Northern Germany, a He111 airfield; and a nearby rail yard where trains transporting V1's to these airfields and launch sites could be found, and any other He111 airfields or enemy targets of opportunity from there to the Rhine.

But while flying fast and low to their target; bursts of small arms fire from a German soldier, stationed at the German Radar Site "Gazzelle" just East of Veendam unluckily struck Joseph's Tempest rupturing his glycol tank, struggling to control his stricken aircraft, “eye witness reports say; that he increasing his height to 500ft presumably in an attempt to bail out, leaving a glycol vapour trail in his wake”; he radioed to his fellow pilots "I've had it chaps; you go on". Just over 2 miles to the East of “Gazelle” Joseph's plane crashed in flames in Kibbelgaarn, a small hamlet 4 ½ miles South of Sheemda. The two other pilots circled the crash site a couple of times to see if their commanding officer had survived the impact, and then carried on their mission. Two inhabitants of Kibblegarrn; Mr A.Jager who was the head teacher of the village junior school that Joseph's airplane had just narrowly missed, and Mr S. de Lange were the first to reach the crash site, they pulled the dead pilot from the blazing wreckage, desperately trying to extinguish the flames from his uniform, the name of the pilot at that time was unknown as his identity tags were destroyed in the blaze. The only clue to his identity was a small metal medicine box and a cigarette case with the initials JB engraved on it. Two hours later the Germans arrived.

Joseph was buried in a quiet plot in nearby Scheemda, on the simple wooden cross were written the words, “Unknown RAF Pilot”. The remaining two pilots returned home safely at 09-25 reporting attacks on four trains, leaving them smocking and steaming. Three trains were reported attacked between the River Gruis and Dummer Lake, and the fourth train attacked 12miles East of Zwolle. His total of V1's has been put at 60, but recorded claims appear to indicate 59 ½. He was awarded a second Bar to his DFC on the 20th January 1946, back dated to October 1944.

Awards

Distinguished Flying-Cross.

Flying Officer Joseph BERRY, R.A.F.V.R., No. 255 Squadron.

This officer is an exceptionally capable pilot who has destroyed three enemy aircraft in the course of a long and strenuous tour of duty. During operations at Salerno in September, 1943, he shot a Junkers 88 down in flames, and on the following night destroyed a Messerschmitt 210 over the Italian coast. His third victory took place over Naples in October 1943 when he shot down another Junkers 88. Flying Officer Berry has been forced to abandon his aircraft on two occasions and has operated with coolness and courage in the face of heavy enemy action.

Bar to Distinguished Flying-Cross.

Flight Lieutenant Joseph BERRY,D.F.C. (118435),R.A.F.V.R.

Flight Lieutenant Berry is a highly skilled and resolute pilot. He has completed a very large number of sorties and throughout his keenness and devotion to duty have been exceptionally. This officer has, within a short period, destroyed numerous flying bombs.

Second Bar to Distinguished Flying-Cross.

Acting Squadron Leader Joseph BERRY,D.F.C., (118435)R.A.F.V.R. No, 501 Squadron. with effect from 1st October, 1944(since deceased) .

Since the award of the Distinguished Flying Cross, this officer has flown on many operational sorties and has destroyed a further 41 flying bombs bringing his total to 58 bombs destroyed at night. On several occasions his aircraft has been damaged by the explosion of the bombs. As Squadron Commander, Squadron Leader Berry has displayed courage and devotion to duty of a high order and under his inspiring leadership the squadron has attained many successes.

Berry's victories in Tempest

Berry's previous victories

The Berrys' visit to Holland

He routed the Doodlebugs - A story about Squadron Leader Joseph Berry

Joe Berry; the forgotten Ace by Graham Berry

Websites: 

Joseph Berry DFC & 2 BARS 

Images from:
Graham Berry
Andy Noonan
Bryan Wild
Chris Thomas
The Nottingham Evening Post (via Mrs Joyce Manser)
Mrs Joyce Manser via Mr Neil Berry
Colour plate:
Graham Berry
Text sources:
Graham Berry
Aces High by Christopher Shores
RAF Manston Kent
The 501 Squadron History Book by David Watkins

Gordon "Snowy" Loversidge Bonham served with 243 Squadron in Singapore during the initial Japanese assault on the area. On 18 January 1942 during an engagement with Japanese aircraft one of his knees was shattered by a bullet. But he managed to land his badley damaged Brewster Buffalo at Kallang airfield and was evacuated to New Zealand. On 28 April 1944 he was awarded a DFC for his Far Eastern service.

On recovery he was posted to the UK to serve with Fighter Interception Unit (FIU) during the summer of 1944 flying Tempests. During July 1944 when 501 Squadron was reformed with FIU Tempest pilots he was one of those joining the unit. On 27 August he brought down four V-1s, three of them by tipping off balance with the wingtip of his Tempest after ammunition had been expended.

Late on 25 September 1944 Bonham scrambled in SD-L (EJ590) from Manston in bad weather, later radioed that he had a compass fault and was returning to base. Sadly he crashed in Essex and was killed.

Bonham's victories in Tempest

Bonham's previous victories

Sources:
Aces High Vol 2 by Christopher Shores
The Typhoon and Tempest Story by Chris Thomas & Christopher Shores
V1 Flying Bomb Aces by Andrew Thomas