Aircrew: The Story of the Men Who Flew the Bombers (17 page)

Francis had the highest regard for his instructor, Lieutenant Slater. He inspired confidence, was very fair, and told his ‘star’ pupil that he had bet on him getting an ‘above average’ assessment at the end of the course. Then the blow fell. On Monday, 6 July Francis was transferred to another Flight and came under the supervision of a different instructor, Lieutenant Williams. It seemed that for Williams he could do nothing right. What particularly upset him was that his new instructor, from whom he found it impossible to learn anything, blamed his ‘lack of progress’ on his previous tuition.

Friday July 10th. Today I went on a dual X Country. I went straight from lectures to the hangar … as soon as he saw me he started his moaning. Told me to ‘wake up’. Those were not the actual words he used but that was the meaning. I obtained the wind and computed the course and we emplaned. Unfortunately when we were taxiing to the down-wind edge I dropped my pencil in the cockpit and could not find it. This set him off good and proper. He asked me ETAs but as soon as I attempted to work one out he would ask me what particular landmark was this or that. When I had told him, he would ask what the ETA was. I’ d reply, I’m just working it out. Off he went again, ‘Wake up! We haven’t all day,’ and so on. This continued all the way and when we arrived and got out he started on me again about my bad ETAs, (The worst
one was 3 minutes out.) Coming back the same thing happened, only I had to do the piloting as well.

This time I gave him a really bad ETA, 13 minutes out, so I got it good and strong. I felt like saying, ‘Turn this plane upside down and I’ll drop out’. Altogether the whole trip took 2½ hours and he was moaning the whole time. I see I’m going up dual with him on Monday. If he moans all that period I’m going to ask for a change of instructor. I haven’t learned a thing since I started flying with him. All I’ ve had is mental torture.

Monday July 20th. Went up with another instructor this morning, Lieutenant Beattie. He complimented me on my steep turns and half-roll off the top of a loop. Took our final exams in Navigation Theory and Plotting, and Signals Procedure.

Saturday July 25th. Passed my Morse Receiving at 10 words per minute. We then had to read the lamp at 8 words per minute. I never could read the lamp, so I got a colleague to read it for me. … The reading of the lamp is the first exam I have ever manipulated. This was necessary because, although I can read morse quite well, my eyes water when staring at it. I’m afraid that if my eyes are examined again, I shall be taken off aircrew.

Saturday August 1st. Went to the ‘flicks’ this afternoon, consequently hadn’t anywhere to go tonight. Finally went to a dance at the Jewish Guild. I didn’t dance but sat watching. Tea, sandwiches, fruit salad and minerals were issued free. There were about five of us RAF there, and after I left there was the usual fight. Three or four SA Artillerymen beat up one of the RAF lads. The SAAF and the RAF get along well, but the South African Army and the RAF are like poison to each other. Unfortunately we are in the minority and always get beaten. Sometimes it works out 6 to 1. Strangely enough, if there are eight or nine of us together we are left severely alone.

Thursday August 6th. My assessment is Average-Plus and the remarks are as follows – ‘Never say die type. Has worked hard and done well.’ Altogether in our Flight there are 18 pupils. 2 got Above Average assessments, one of them being Mac. 4 of us Average-plus. The other 12 Average.

Thursday August 13th. The Flight Commander told me he had recommended me for Fighters. Ten minutes later he informed me there was a rule that no one over 25 could go on Fighters – so I’m back on bombers again. Have got friendly with the WAAF Sergeant in the CFI’s office and have found out that I have been recommended
for a commission. We have been informed that we are to have 15 days’ leave commencing Sunday.

Leave for Francis seems to have been a pleasant relaxation. He managed a few days hunting in which, among other things, he bagged a 10-foot python. On return to Potchefstroom the pupils did a little more flying and then left to continue their training at SFTS, Waterkloof.

Sunday September 6th. It appears we have a 24-week course here and the station is very strict on discipline. Have to fill in a form giving particulars of where born, what school attended, educational qualifications, etc. We have been told that our educational qualifications will be taken into consideration during recommendation for a commission. I have put down on the form that I was born in London, and went to Columbia Road Elementary School, E2, and have no qualifications. So I’m pretty certain I shall not be recommended here – especially as this is an RAF station [as opposed to a SAAF establishment].

Monday September 7th. Had my first flip in a Hart. [Originally introduced into the RAF in 1930 as a single engine, light day bomber, the Hawker Hart byplane was powered by a 525hp Kestrel engine]. It’s heavy but I think I shall be able to manage it. Lectures have started again (4 hours a day).

Friday September 11th. After two circuits with the instructor he sent me solo. 2.25 hours instruction on these Harts in all, then my solo which consisted of 2 complete circuits and landings. Another pupil and myself share the honours for the least time in which to solo in the Flight.

Friday September 18th. Due to one of the fellows being ‘washed out’, I have been transferred to another squad and now have an English Squadron Leader for my instructor. He does a good deal of moaning and groaning. Incidentally, he was the instructor of the pupil who was ‘washed out’.

Monday September 21st. I honestly felt like turning the course in. There is nothing that disheartens one so much as an instructor who continually grumbles when you are trying. It puts you off far more than the natural or unnatural things you meet in the air. Altogether the X Country flight was a failure. I gained no instruction from it, neither did I fly as I would have done had I been alone.

I feel sure that I shan’t do well under this instructor.

Friday September 25th. One period of 25 minutes dual to convert me on to ‘tail skid’ Harts. Had a different instructor for this test and he says I’m OK to go solo on them. Mac today landed in the ‘bad ground’ at the side of the drome and turned the plane up on its nose. He was unhurt.

Monday September 28th. Did 1.40 hours solo and 20 minutes Instruments with instructor. Even when solo I’m not flying at all well. I’m inclined to think I’m flying on my nerves. Mac has got his punishment for his charge, which is to pay the cost of the damage. £ 35.

Monday October 5th. There were two crashes here yesterday in one of which a pupil was killed.

Monday October 19th. My flying is now going from bad to worse and I’m beginning to think I shall never finish this course and get my Wings. … I’m flying on my nerves. Two planes collided while taking off. They caught fire but all 4 (2 pupils and 2 instructors) got out quite safe. Altogether we have had 7 crashes in 3 days.

Wednesday November 4th. Had an instrument test this morning by my own instructor. Did very badly and he ‘striped’ both in the air and when we came down. I’m not doing at all well and I’m inclined to think I shall be ‘washed out’.

Friday November 6th. If I do not go night solo within the next two periods I think I shall be finished.

Tuesday November 10th. Solo X Country via Loskop to Pieters-burg and back – 350 miles. 5 of us flew at approximately the same time. I never saw any of them on the way, but we all landed at Pietersburg within 10 minutes of each other. Steve was one of the 5. We arranged to fly back in formation, which we did, I leading and doing the navigating. We arrived back on ETA. Altogether a flight which I greatly enjoyed.

Tuesday November 17th … finally did my first night solo after help from my new instructor. I feel sure if I had been with him from the start I would really be able to fly now.

Friday November 20th. The Flight Commander called me into his office and informed me that Lt/Colonel Bosch the Chief Instructor who examined me on my passenger Test, had given me an Above Average assessment. I am now allowed to take passengers. This was a very pleasant surprise to me. There are only 4 out of 42 of us with this assessment. ‘Exceptional’ is the only higher assessment and no one has ever been known to get this.

One of the pupils was killed today when he force-landed.

Tuesday November 24th. Mac has got an Average and Steve an Average Plus. I am the only one on the course who has got anything over average at both EFTS and ITS. Strange as it may seem, those who got average or above average at EFTS have all received average here.

Monday November 30th. Today we wrote the final exams in Navigation Plotting and Signals Procedure. I feel that I should have managed to scrape through both of these. Another of our course has been ‘washed out’. This makes 12 out of 50.

Sunday December 6th. Had first trip in a Hind. [More advanced and powerful supercharged version of the Hart. With a Kestrel 640 HP engine]. Did 1 hour Formation dual and then 1 hour solo general.

Monday December 14th. Our exercise today was Finding Wind Speed and Direction with the aid of the Bomb Sight. Lying down in the ‘Dog Box’, with the ‘Monkey Chain’ on, hot air and oil in your face, is not very pleasant, in fact it is torture.

Tuesday December 15th. The list of ‘Wings’ exam failures was posted up this morning. I was very pleased that my name was not on it. There were 12 pupils’ names and between them they failed 22 subjects. One pupil failed 4 of the 6 papers. There were only 39 pupils altogether who wrote the exam.

Wednesday December 23rd. Four days’ Christmas leave. Toc H fixed us up to spend our holiday with a family at Roodepoort. Had a marvellous time, house parties, picnics, swimming and boating.

Sunday January 3rd. (1943) So far I am pretty well certain that I have passed all the tests that I have taken. There is a real purge on at the moment in the ‘washing out’ line. No one feels safe. We now have only 32 of the original 50 who came here. I am sure we shall have some more ‘washouts’ yet.

Monday January 11th. Had my final assessment today. Did not put up a very good show. Cloud was too low for aerobatics. The examiner gave me Average, but said he was under the impression that it was an ‘off day’, and if he had time he would fly with me again, if not the Average assessment would have to stand. The examiner was an RAF Squadron Leader. I suppose I must be satisfied that I passed.

Thursday January 21st. Today we had an interview with the Commission Board which consisted of the CO and CFI and a Group
Commander. I’ ve an idea that I rubbed the CO the wrong way. After one of the fellows went before the board he was immediately put up for a ‘washout’ test.

Thursday February 4th. Those getting commissions have been told today. I am not among the eleven. Mac and Steve have been fortunate enough to get commissioned so we shall now split up.

Friday February 5th. Today we summarized our Log Books, in which our 1499c has been inserted. I see that I have two Above Averages in Distinctive Qualities. They are Persistency and Self Control. All my others are Average. I have been recommended to fly Army Co-operation single-engine planes [i.e. Hurricanes or Mustangs]. The remarks on the sheets are as follows:

‘Has tried very hard. Struggles against the natural disabilities of age, inclined to be slow-thinking. Acted very cool and collected in a recent emergency.’

Had the opportunity to see some of those 1499s of the fellows who are being commissioned. Only in about two cases have any of them anything above Average. In at least one case there is a Below Average. Under these circumstances it is very difficult to see how the selection for commissions is made.

We have written in our Log Books – ‘Qualified to wear the RAF Flying Badge’. No more flying now until I go on the Conversion Course.

Friday February 19th. [The Great Day]. Up at 6.30 am. Breakfast, wash and shave, then dress in our ‘Best Blues’. On Parade at 8 am. where we have an inspection. By 8.30 am. the band arrives and at 8.50 we commence the march.

On the parade ground, the band playing, guests seated in wicker chairs each side of the saluting base. Stand at ease until the Inspecting Officer arrives, when we give a General Salute. He then inspects us when we again march past the base. We, the course passing out, then march off the ground and discard our Webbing, Bayonet and Rifle. Forming up again we march back on the parade ground halting between the Guard of Honour and the base, facing the base. The names of the cadets are then called out with their Wings. The first six are in order of merit after which it is in alphabetical order.

The Wings are presented by Major-General Pool, successor to ‘Dan Pienaar’. He murmurs to each cadet, pins on the Wings and wishes him luck.

After the last man has received his wings, Major-General Pool gives a short speech at the end of which we pilots march past,
salute him, march past the Guard of Honour and salute them, and off the parade ground.

While this is going on 3 aircraft are flying in formation and they salute by diving. I am no longer a pupil pilot, but a pilot. Tomorrow I shall be a Sergeant Pilot. So this ends the Diary of a U/T Pilot, 19 months from entering the service.

As far as is known Francis Kelsey wrote no further diaries during his time in the RAF. But it is a simple matter to follow the rest of his flying career from the neat entries in his Log Book. After another two months in South Africa he boarded the
Stratheden
and was back in England just over three weeks later.

Following a stay of a few days at 7 PRC Harrogate, he was posted to 11 AFU, Shawbury, where he remained for two months converting to twin-engine Oxfords. In mid-August, 1943, he joined a bomber crew at 28 OTU, Wymeswold, and progressed to Wellingtons.

Posted to Kelstern on 10 April, 1944, he was fortunate to miss the Battle of Berlin and the disastrous Nuremburg raid by a matter of weeks. He and his crew joined 625 Squadron, and flew on 20 April to Cologne, then to Karlsruhe, Essen and Friedrichshafen on their first four raids. With the exception of four further raids over Germany during their tour, the remaining 22 operations were all to France. After not far short of three years in training, his combat duties were completed in just over three months.