Date                Time   Location         Damage

01/08/1943    20.30  Great              A torn and deflated Barrage Balloon with green

Wakering       canister attached was found at Crouchmans Nursery.

01/08/1943    Found  Canvey         A Naval Barrage Balloon complete with Canister

                                      Island           grounded at the rear of Ozini Café Seaview Road.

01/08/1943    Found  Great            A torn and deflated Naval Kite Balloon (Mk

Wakering     VI.S1.A.55471Y) was found grounded on Rushley Island Great Wakering and collected by the Naval Authorities.

02/08/1943                Billericay        A youth Douglas William Jones age 15 1/2 years

of Brooklands London Road Billericay sustained an injury to his left hand in a field behind his residence whilst interfering with a blank .303 cartridge which he had found in the roadway at Hutton.

03/08/1943    01.12  Hadleigh        1 – Ux.H.E. in Hadleigh Marshes 100 yards S of

Hadleigh Signal Box LMS Railway and 600 yards SW of Hadleigh Castle.  No damage or casualties.

03/08/1943                Hutton            Victor Bloomfield aged 8 1/2 years of Floral

Bungalow Hunters Chase was severely burnt about the head and face and removed to St. Andrew’s Hospital as a result of tampering with 20 rounds of .300 cartridges which he and his 3 brothers age 7 – 15 years had found on the Home Guard Rifle Range at Herongate on the previous day and taken home.  The eldest boy extracted the bullets and emptied the cordite into a tin to which he applied a lighted match.

04/08/1943    Found  Raweth        A camouflet, caused by a Ph.I.B. which fell during

the night of 12/13.7.43 was found in a field 250 yards South of Kiora Garage Wickford Road.  No casualties or damage.

05/08/1943                Warley            Private Marjason of the ITC Warley Barracks was

engaged in practice throwing of live Mills Bombs.  One was thrown from the bay next to where Marjason was lying and instead of going forward towards the next target it was accidentally thrown to the left and fell about 1 foot from Marjason.  It exploded and Marjason was seriously injured and subsequently died.

14/08/1943    Found  Brentwood   1 – Ux. A.A. Shell in a field on Hart’s House Estate

Hartswood Road.  No casualties or damage.  Time and date of falling unknown.

16/08/1943    23.55  Canvey          1 – H.E. exploded in Oxford Road causing 24

Island             casualties of whom 1 was killed, and extensive damage to property including the telephone exchange as a result of which the telephone service was temporarily out of action, also damage to gas mains and overhead electric cables Norman and Oxford Roads (both unclassified) blocked.

16/08/1943    23.55  Canvey          1 – H.E. exploded on open grounds in Newlands

Island             Park, 5 yards from sea wall, No casualties.  No damage to property other than sea wall.

16/08/1943    23.55  Mountnessing          1 – A.A. Shell exploded on up track of L.N.E.

Railway near Cock Wood putting signalling apparatus out of action.  Temporary repairs made to track and trains run at caution.

16/08/1943    23.55  Hutton            1 – A.A. Shell exploded in a field at rear of

“Woodlands” Rayleigh Road.  No casualties or damage.

16/08/1943                South Weald 2 members of the 20th Battalion Essex Home

Guard (Romford) Joseph Wernham aged 32 years of Grosvenor Drive Romford and Harold Holmes aged 43 of 34 Normans Road Romford, were killed and 4 others injured whilst carrying out ’68’ grenade firing practice in Weald Park South Weald as a result of a ’68’ grenade exploding in a rifle cup.

17/08/1943    24.00  Ramsden       1 – H.E. exploded in a field 800 yards S.W. of

Hall                 Ramsden Hall.  No casualties.  Slight damage to property.

21/08/1943    12.45  Hutton            A partially deflated Barrage Balloon fell in trees in

Wash Lane.  Slight damage was caused to chimneys by trailing cables.  Electric current temporally cut off in Billericay owing to trailing wires.

21/08/1943    16.00  Hutton            An Auxiliary Petrol tank fell from a Spitfire on

L.N.E.R. track.  Tank markings Serial No. 283923 D.R.G. No 30065/251.  Type No. 12 S.M.W.R.M.G. 63 Capacity 30 gallons.

23/08/1943    01.12  Benfleet         1 – H.E. exploded in the middle of Benfleet Creek

between Hadleigh Castle and Canvey Bridge.  No damage or casualties.

23/08/1943                Wickford        1 – A.A. Shell exploded in garden of Blythacre

                                                            Swan Lane Wickford.  No damage or casualties.

24/08/1943    01.45  Dunton          1 – A.A. Shell exploded in meadow 1/4 mile S.E. of

                                                            Southfield Farm.  No damage or casualties.

31/08/1943    Unknown  Rayleigh 1 – Ux. A.A. Shell in field 200 yards SE of Litchgate

                                                            Arterial Road.  No damage or casualties.

Hoddom Castle

Sunday 29 Aug 43

My dearest Maz,

So very many thanks for your letter which I found waiting for me on my return here on Friday – No I’m afraid I saw nothing in the Telegraph about Peggy’s divorce.  I read through the Telegraph practically every day we were at Otterburn so I don’t think it could have been in that edition either – poor old Beth, it must have been an awful blow to her, I do so hope she’s better now.  I’m so pleased Vi has heard from Hugh, he must be very busy these days and it must be very trying for Vi not to hear from him for such long stretches.  I had a card from Eileen on Friday to say that she would be at Queens Road that night so put a call through and had a long chat, she seemed to be in excellent form.  I shall be phoning 2116 this evening when I very much look forward to hearing your voice and Pari’s on phone no 2!

This week has really been a bit of a strain and I’m not at all sorry it’s all over now, it was made more unpleasant by the weather as it has hardly stopped raining at all – we had a Divisional Artillery day on Wednesday and carried on from it on our exercise ‘Gallop’ leaving Otterburn on Wednesday evening.  I was a safety officer for the exercise which didn’t involve any very arduous work but it meant that I had to be on the spot the whole time and was constantly running round in the very wet fields with a compass to see that all the guns were pointing in the right direction.

We arrived back at about 11 ocl on Friday morning and were to have had a half day off but at lunch-time, it was given out that in view of the fact that the 7^th had done so well in camp the CO had decided that Saturday and Sunday were to be whole days off for the Regiment so we worked all Friday afternoon and got everything cleaned off.  Yesterday unfortunately dawned grey and raining, not that I saw the dawn, but at 9 am when I got in it looked as though it had been raining for ever – hence golf, which I had hoped to per with Stan, was out of the question.  I had a very lazy morning reading the papers and having a few games of table tennis and in the afternoon went with all the other Captains in the Regiment to Carlisle.  I did a spot of shopping.  Had an excellent tea, saw a good film ‘White Cayo’ and then made a good steady dinner before getting back here at 11 pm – it was a most enjoyable afternoon and evening, though the shopping was a trifle marred by the steady downpour.

Today is exactly the same as yesterday, grey and dripping wet so golf is again out of the question.  How I wish there were some squash courts handy, I think I may go for a run before dinner tonight if it only clears for a bit – I have several more letters to write, a date at table tennis to fulfil and the Sunday papers to read so shall be kept well occupied!

The leave question cropped up on Friday and Robin gave out to the men that leave would be either from the 1-10 October or from 11-21 Oct.  I do so hope it’s not the latter, that really would be a tragedy.  I don’t think it will be though – it’s a wizard thought that it’s only about 4 weeks to 1^st October, roll on the days til then!

I was very amused to hear of Pari’s party with Joe Shorikki (!).  I wouldn’t mind betting that he was a real and genuine Aunt Kate the whole time!  I forget whether I told you in my last letter that the hockey for which my name went in was for the Army Sports people and not Scottish Command so with any luck I may get a week end down South yet with all travelling etc expenses paid!

I wonder if you would be so good as to do a couple of things for me – (a) could you please send me 2 pairs of my blue and white hockey stockings, 1 pair white shorts and my blue Essex County hockey shirt (b) I should be most grateful if you could find up half a dozen golf balls.  Not too good but not the very elderly type!  I do hope it’s not too much of a nuisance.

Before my next leave I intend to make an excuse to go to Langholm where I will get the tweed for you.  Do you want the length for a coat and skirt or skirt only!  It would probably be best if you let me know the length you want in yards!  Maz dear I must close – please thank  Pari and Elli for their welcome letters and give them my love – much love to you longing for October.

            Yours ever affectionately

                        Peter

In envelope addressed to Mrs Gerald C Benham, 5 Oxford Road Colchester Essex.

Postmarked LOCKERBIE DUMFRIESHIRE dated 30 AU 43.             (9)

Otterburn

Saturday 21 Aug 43

My dearest Maz,

So very many thanks for your long, interesting and most welcome letter which reached me on Thursday via various post offices!  I was so glad to hear that you are really feeling better and have recovered from your nasty attack of flu!  What a great standby your USA trip is, I should have given a lot to have heard your conversation with Yank Tommies and high ranking officers!  I was so sorry to hear about poor old Aunt Beth, she has been having a rotten time recently, incidentally it was she who gave me that cigarette case which is, alas! under new ownership now.

The last few days have gone very quickly owing primarily to the fact that we have been very busy and have been out on the ranges most of the time.  This afternoon and evening were to have been our first ‘lull’ for some time and John Handford and I had worked out a programme comprising lazy time ‘til 4.30, tea ‘til 5, bath and change and then cinema at 6 ocl for which we had booked seats, dinner, phone calls and letter writing and so to bed!!  Everything went initially according to plan and at 6.30 we were just witnessing the start of ‘Arabian Nights’ when a shocking fellow appeared and bellowed out ‘all 16 Bty officers wanted at the Bty Office – to a chorus of much bad language we filed out and found Robin waiting for us with a completely changed detail for tomorrows Regimental exercise involving our going out at 5 am!

You really would have thought they could have let us have proper orders before, they had all this morning and this afternoon, as it was it has meant that I have been rushing about ever since and it’s now nearly 10 pm and I’ve only recently put down a spot of dinner.  Jack Tabor, for whom I have deputized this last 3 weeks arrived back from his course this evening so I shall now be able to give my undivided attention to my own job.

At tea-time yesterday the Adjutant was asking if anyone played hockey in the Regiment as Scottish Command were asking for a list of players (with qualifications) – I think he thought I was pulling his leg when I gave him my name.  Anyway I’m hoping the outcome may be a good game or two – I must, when we get back to Hoddom, get down to a spot of real training – if I can get a game or two for Scottish Command it will certainly be a welcome break.  My phoning has of course had to be cancelled until tomorrow evening when I very much hope to get through to you.

I came across an old friend of mine here a couple of days ago – a captain by the name of Sheath.  I knew him in Scotland when we were up here before.  He was in the 2^nd Bn Hampshire Regt in our Brigade and was one of the lucky ones when they lost over 500 out of 700 in their epic battle at Tebomba.  He was lucky that he was badly wounded in the face during the battle and was carried away in the last truck to get back before the Bn was surrounded.  He and I got very friendly on our way back and we had a long chat about this and that.  I noticed he was still wearing his Hampshire Regiment flash, no-one he told me would make him remove it.

We leave here on the evening of the 25^th and do an exercise which, odd co-incidence brings us back to that well-known spot Hoddom Castle in the a.m. of Friday 27 Aug 43.  I’m hoping for a quiet game of golf over next week-end.  Well Maz dear, time draws on and I must to bed, do I shan’t feel at me best tomorrow morning when I’m woken up.  Much love to you, Yes I too have thought of that wizard weekend we had together at Dunkeld.  My love to all

Longing to see you again.

            Yours affectionately as ever

                        Peter

In envelope addressed to Mrs Gerald C Benham, 5 Oxford Road Colchester Essex.

Postmarked OTTERBURN NEWCASTLE-ON-TYNE dated 23 AU 43.         (8)

at Otterburn Practice Camp

Otterburn

Newcastle-on-Tyne.

Tuesday 17 Aug 43.

My dearest Maz,

I am so sorry I haven’t written to you before but life since we arrived here has been too hectic for words and the last 2 evenings when I should have been letter writing I’ve slipped off to the films just to preserve my sanity – in the old 17^th we always used to put in a bit of overtime before practice camp but absolutely nothing compared with this Regiment.  On Mon, Tues and Wednesday of last week I arrived back for dinner in the mess at times between 9 – 10 pm and Thursday was a mad rush from 8.30 until 7.15 practically without a stop.  We left Hoddam at 9 am on Saturday morning and after an attractive run in the sunshine right across the border fetched up here at teatime, we were out all day Sunday and yesterday and go out tonight on a night exercise.  Last night Robin, John Handford and I went to see Walt Disney’s cartoon film ‘Bambi’, it really was absolutely sweet, with lovely music and quite a good little story with several morals attached to it – have you seen it, after all this description I’ve got a feeling you have!

I really must apologise for this simply sickening paper but, having run out of my own stuff, I asked my motor cycle orderly to get me a pad on the way over here and this is what he produced – its too sickening for words!  Yesterday I had my first shoot, or I should say shoots, and engaged a couple of targets in such a way that the I.G. and C.O. were unable to criticise, usually they find some small point wrong, but they couldn’t this time which was a good thing.

I’m ashamed to say that it’s now Wednesday.  Having finished line 6 I was hurriedly called away and just  didn’t get another chance to finish this off.  I had a hasty tea at 4.30 and was on parade fully equipped at 5 ocl then out we all went on a nice long march which brought us back here just after midnight when we went into action and at 2 am yours truly crawled into the front of his truck and slept on and off  untill 5.30 when the day’s work commenced  – breakfast in the field and back here at 9.30.  I’ve just knocked off for the day and have ‘made’ a good tea of sandwiches, buns etc.  I honestly think this is my first quiet spell for over a week but we mustn’t complain as we’ve learnt a lot which is after all what one is in uniform for – a spot of hard work, as they say, never did anyone any harm – much!

I managed on Sunday and Monday to get a couple of quick letters off to Elli and Pari, and I hope this reaches you before the week-end.  I notice there is a phone box here so will try and get through to you on Saturday evening.  Saturday is not an official training day and I see from the programme that some sports are taking place in the afternoon – no, I shall not be running in the long distance race!

So far I’ve had no letters forwarded on to me here and shall watch tomorrows post very anxiously for a letter from you.  The Essex County Standard arrived yesterday (Tues) and I saw under the heading Rover Scouts ‘Mr Brian G Benham’s name has been mentioned to take —- place.’  Very grand!  Well done that scout.  Little Maz, I must close and nip a letter off to Eileen.  Much love to you, our next leave is beginning to draw near – great thought.  My love to Pari and Elli, again much love to yourself

            Yours very affectionately

                        Peter

In envelope addressed to Mrs Gerald C Benham, 5 Oxford Road Colchester Essex.

Postmarked OTTERBURN NEWCASTLE-ON-TYNE.  19 AU 43.      (7)

August 1943

The U.S, Army Air Force, based in England, carried out a strategic bombing mission against Germany on the 17^th August 1943. 376 Boeing B-17 Flying Fortress heavy bombers attacked separate targets which was to become known as the Schweinfurt -Regensburg mission. The ambitious plan was to cripple the German aircraft industry. However, both targets were well beyond the range of escorting fighters. England was covered in fog and take-off was delayed for a couple of hours. The Regensburg strike force was the first to leave and was led by Bombardment Wing commander Curtis E. LeMay. The task force consisted of 146 B-17 bombers accompanied by 87 Republic P-47 Thunderbolt fighter escorts. The attacking formation of aircraft was not compact enough for their mutual defence and the individual wing groups were extended into a long stream of aircraft. Of the two groups of P-47 fighter escorts only one arrived on time to meet with the leading task force. The second arrived 15 minutes late. Finally, without engaging with any German interceptors, both P47 escort groups were forced to return to base after only 15 minutes of escort duty. Approximately 15 minutes after the Regensburg formation crossed the Dutch coast they encountered the first German fighter interception. The interception continued with growing intensity nearly all the way to the target. After 90 minutes of combat the intercepting fighters broke off the engagement, low on fuel and ammunition. Before retiring the German fighters had shot down or badly damaged 15 bombers. With visibility clear and anti-aircraft flak light, the remaining 131 bombers dropped nearly 300 tons of bombs on the fighter aircraft factories with a great deal of success. The Regensburg force then turned south to cross the Alps to enable them to land in North Africa. Additional losses of bombers were encountered through lack of fuel. After losing a total of 24 bombers, of the remaining 122 who landed in Tunisia 60 had suffered battle damage.

The Schweinfurt strike force consisted of 230 B-17 bombers and was commanded by Brigadier General Robert B. Williams. The strike force followed the same route as the Regensburg force. 96 RAF Spitfire fighters were added to the strike force, owing to the delayed start of the mission, to provide fighter escort. The Spitfires escorted the Schweinfurt strike force as far as Antwerp, where U.S. P-47 fighters took over to escort them to Eupen in Germany. The mission was planned to attack from 25,000/26,000 ft. (7,000/8,000 m). As they crossed the Dutch coast the clouds were at about 17,000 ft. (5,000 m) and the bombers flew below that level. However, they were more susceptible to German fighter attacks. The attacks began almost immediately with over 300 fighters attacking the bombers head-on which continued all the way to the target. The RAF Spitfires engaged the German fighters and claimed eight victories, but were forced to return to their bases early in the engagement to refuel and re-arm. U.S. P-47 escorting fighters, who were meeting the Schweinfurt strike force, arrived five and eight minutes late. The escorting fighters consisted of 88 aircraft from two separate groups. The two groups were forced to break off the contact virtually as soon as they arrived. Before departing there were some individual combats, although nothing of any consequence. After which the bombers continued un-escorted onto their target. At approximately 2.30 pm the force deviated from the Regensburg route at Worm in Germany, which alerted the defenders that the target was Schweinfurt. Of the 57 bombers of the leading group, only 40 dropped their bombs over the target. The remainder of the 300 defending fighters disengaged 15 miles from Schweinfurt in order to refuel and re-arm and commence the attack on the bombers during the return journey. Five miles from their target the bombers faced anti-aircraft guns. During the 24 minute span 183 B-17s dropped their bombs on five factories and 30,000 workers. They dropped nearly 425 tons of bombs which included 125 tons of incendiary bombs. Three bombers were shot down by flak over Schweinfurt. Upon leaving the target each individual task force circled over the town of Meiningen to re-assemble their formation, Once re-assembled they continued west toward Brussels. At approximately 3.30 pm the German fighters renewed their attacks concentrating mainly on the damaged bombers. The returning bombers were met by 93 P-47 and 95 Spitfire fighters who provided withdrawal support. The Allied fighters claimed 21 German fighters were shot down. However, on the return journey eight more bombers were lost before reaching the North Sea. A further three bombers were lost when they crash landed. The Schweinfurt force lost a total of36 bombers that day. Coupled with the 24 bombers lost on the Regensburg raidthe loss of60 bombers was a high price to pay.

The Schweinfurt – Regensburg mission was successful in that 6 main factories were destroyed or damaged at Regensburg. Schweinfurt suffered damage that was less severe but was still extensive. A lot of the buildings and machinery at Schweinfurt were fire damaged from the incendiary bombs. Overall the Germans lost 27 fighters and 203 civilians killed. American losses were 60 bombers, 3 P-47 and 2 Spitfire fighters shot down. They had 585 airmen in total either killed, wounded, missing or taken prisoner of war. In effect the Germans were victorious that day but the mission shocked the Germans air command into realising the war was beginning to turn against them. For the Americans the mission against Schweinfurt would need to be made again, which did occur in October 1943.

——————————————————-

WOMEN OF THE SECOND WORLD WAR

In America the Women Airforce Service Pilots (WASP) was a women’s pilot organisation employed by the United States federal civil service which was formed on the 5th August 1943. The WASPs were attached to the United States Army Air Force but did not have any military status. The female pilots were required to have flying licences and experience before being accepted. In order to obtain their wings and fly military aircraft their training was basically the same as the male aviation cadets but they were not trained for combat, only combat-like conditions. They were taught the manoeuvres necessary to recover from any position. Their role was to fly aircraft from the factories to military bases in order to free male pilots for combat. Over 25,000 women applied but only 1074 of the 1830 who were accepted completed the training. Thirty-eight WASP members had lost their lives when the organisation was disbanded in December 1944. In 1977 the WASPs were granted veteran status for their service during the Second World War. On the 10^th May 2010 the three hundred surviving WASPs travelled to Washington to accept the Congressional Gold Medal which President Barack Obama had awarded them the previous year. The following female pilots are a very small section of American women who made a huge contribution to the Second World War.

……………..

Jacqueline “Jackie” Cochran was named Bessie Lee Pittman and was born on the 11^th May 1906 in Florida. Her family moved to Georgia when she was eight years old. She grew up in poverty with little formal education. She married Robert Cochran when she was fourteen and they had a son in 1925 and the couple divorced in 1927. She had trained as a beautician and pursued her career in Alabama, Florida and in 1931 to New York where she took the name of Jacqueline, but maintained name of Cochran and was known to her friends as ‘Jackie’. In 1932 she took her first flying lesson and obtained her flying licence within three weeks whilst working as a cosmetics saleswoman. Her future husband, Floyd Odium told her that flying would help her to be one step ahead of the competition. In 1935 she started a cosmetic company by the name of Jacqueline Cochran Cosmetics which prospered and she sold it in 1963. Jackie pioneered the field of aviation and was one of the prominent racing pilots of her generation. Before America entered the Second World War, she was part of an organisation that ferried American built aircraft to Britain under the “Wings for Britain” scheme. Jackie had an idea whereby female pilots could ferry military aircraft from factory to air force base, similar to Britain’s Air Transport Auxiliary (ATA) to enable male pilots to fight. She travelled to Britain to see her plan in action, by volunteering for service with the Royal Air Force (RAF) through the ATA which was actively recruiting women. Upon returning to America she refined her plans and eventually Jackie and twenty-five handpicked female pilots embarked for England where they trained and ferried aircraft whilst with the ATA. In America while Jackie was in England the Women’s Auxiliary Ferrying Squadron (WAFS) was formed under the direction of Nancy Harkness Love. Upon hearing of this formation she returned to America. She lobbied Lieutenant General Henry Arnold, Chief of the Air Corps, for expanded flying opportunities for women as her experience in Britain showed her what could be achieved. Arnold sanctioned the creation of the Women’s Flying Training Detachment (WFTD) headed by Jackie. With Nancy Love as head of the ferrying section and Jackie as director the WAFS and WFTD merged in 1943 to create the Women Aircraft Service Pilots (WASP). From August 1943 to December 1944, Jackie supervised the training of hundreds of women pilots. For her wartime service she received the Distinguished Service Medal (DSM) in 1945. At the end of the war she was hired by a magazine to report on global post-war events. She witnessed the Japanese surrender and attended the Nuremburg Trials in Germany.  In September 1948 Jackie joined the U.S. Air Force Reserve as lieutenant colonel and retired in 1970 as a full colonel. Just prior to and during her career in the Air Force Reserve she received three awards for the Distinguished Flying Cross for various achievements from 1947 to 1964. She died in her home in California on the 8^th August 1980 after a lifetime of aviation achievements.  In a typical rags to riches story Jackie Cochran rose from a poverty stricken childhood to become one of history’s most accomplished female aviators.

Betty Gillies (nee Huyler) was born in 1908 at Long Island to a fairly prosperous family. She was a pioneering American aviator and the second female to join the Women’s Auxiliary Ferrying Squadron (WAFS) and the first to qualify to fly military aircraft. In 1928 she had enrolled in a nursing school and had her first flying lesson, and achieved her first solo flight in November 1928. She was issued with a private licence in May 1929 after which she purchased her own aircraft. In 1930 she married Bud Gillies, vice president of the Grumman Aircraft Corporation and continued flying to earn a commercial pilots licence. Women pilots were ready to take an active part as necessary when the United States entered the Second World War. When Betty received a telegram from her friend Nancy Love to join her at WAFS she left immediately. She had been flying for fourteen years with over 1,400 flying hours and was the first female pilot to qualify for the WAFS which was later incorporated into the Women Aircraft Service Pilots (WASP). When Nancy left to start another branch of WAFS Betty was promoted to squadron leader of the 2^nd Ferrying Group based in Delaware. Her role was to organise the ferrying of aircraft to the various air bases for dispatch to Britain and France. Betty and Nancy Love were the first women to qualify and fly the Boeing B-17 Flying Fortress. After the war her family moved to California where they had three children. Betty became a ham radio operator working from her home connecting calls to ships in the Pacific Ocean and maintaining contact with U.S. Navy personnel in the Antarctic. In 1964 she was appointed the first Federal Aviation Administration Women’s Advisory Committee by President Lyndon B.  Johnson. She received a Paul Tissandier Diploma from the Federal Aeronautique Internationale in 1977 and the National Aeronautic Association Elder Statesman of Aviation Award in 1982. Betty Gillies was a pioneer in aviation history and after lifetime of flight she passed away aged 90 in 1998.

Born in  Michigan on the 14^th February 1914, Nancy Love (nee Harkness) was a pilot, test pilot, air racer and creator of the Women’s Auxiliary Ferrying Squadron (WAFS). She was the first woman to fly American high performance aircraft. Financed by her doctor father Nancy earned her private pilot’s licence at the age of 16 years. She began working in the aviation industry and finally resigning in late 1935 from the position of pilot for the Bureau of Air Commerce. In January 1936 she married Robert Love, owner of one of the companies she has worked for previously. She competed in two national air races after her honeymoon but focussed on work within the aviation industry. She returned to the Bureau of Air Commerce where she refined her close attention to the details of flying. She devised check lists for her pre-flight schedules. In the autumn of 1938 she was approached by the directors of the newly formed Gwinn Aircar Corporation as a woman to sell its new product, a small aircraft with a tricycle landing gear. Instead of a selling post she was offered the position of test pilot as the tricycle landing gear represented an entirely new technological approach to a tail-wheel landing. At Gwinn, she helped to develop the landing to become function of the aircraft operation, and to learn how to test an aircraft’s performance to its limit. By 1940 she was a member of the Civil Air Patrol where she helped in the ferrying an aircraft from America via Canada to France. She gained valuable experience by ferrying new planes to Canada for dispatch to Britain and France. Her original proposal to form the Air Corps Planes Division was rejected. The proposal was the growing need of qualified male ferry pilots could be replaced by experienced women pilots. After America entered the war, her husband Bob who was a major in the reserves, was assigned as deputy chief of staff at Air Corps Ferrying Command headquarters and Nancy became an operations planner. Facing a shortage of trained pilots to ferry aircraft from the factories the authorities recognised Nancy was the ideal person to organise and lead the Women’s Auxiliary Ferrying Squadron (WAFS) in the summer of 1942. The WAFS merged with Jacqueline Cochran’s WFTD in August 1943 to become the Women Airforce Service Pilots (WASP) with Nancy as commander of the ferrying division and Jacqueline Cochran as director and training schedule. In 1944 the WASPs were disbanded and Nancy continued to work for the Air Transport Command. At the end of the war Nancy and her husband Bob were simultaneously decorated for their efforts during the war. She received the Air Medal and her husband received the Distinguished Services Medal, adding to his previous awards. After the war she had three daughters but continued as an aviator leader. In 1948, after the creation pf the United States Air Force she was given the rank of lieutenant colonel in the U.S. Air Force Reserve. Nancy died of cancer in 1976 at the age of 62 years, and she did not live to see the WASPs being accorded military status in 1979. Nancy was the champion for the recognition as military veterans for the women who had served as WASPs. Nancy Love was commemorated on the Michigan Aviation Hall of Fame in 1989.

Ola Mildred Rexroat was the only Native American woman to serve in WASP. Her father was a white publisher and editor and her mother was an Oglala-Sioux from Pine Ridge Indian Reservation and she was born on the 28^th August 1917 in Argonia, Kansas. Her family moved from town to town and “Millie” spent a lot of time visiting her grandmother on the reservation in South Dakota. She graduated from St. Mary’s Indian High School for Girls in South Dakota in 1932. She drifted from different jobs until studying and finally achieving a Bachelor’s Degree for Art in 1939. When the United States entered the war in December 1941 she and her mother went to Washington DC and Millie found employment at the Army War College. She heard about the WASP but did not have any flying experience and so she learnt to fly at the local flight school. She was sufficiently qualified to apply to the WASP after thirty-five hours of lessons to obtain her flying licence. Accepted into the WASP Millie graduated from training in 1944. She was stationed at Eagle Pass Army Airfield where she took on the dangerous job of towing targets for the male pilots to practise gunnery. After WASP disbanded, she joined the Air Force Reserves and she was recalled into active service during the Korean War. Millie worked as an air traffic controller in San Antonio and Albuquerque then spent approximately twenty years at Santa Fe Municipal Airport. She briefly re-joined Civil Air Patrol in which she was active in the 1950s. She served two terms as President of the North American Indian Women’s Association as she never forgot her Indian heritage. On the 30^th June 2017, aged 99 Millie died in Hot Springs, South Dakota.

———————-

Hoddom Castle

Monday 9 Aug 43

My dearest Maz,

I decided after all to wait until today before I wrote to you especially as you said you had sent a letter off to me on Saturday – it duly arrived this morning – so very many thanks for same, it was read with great interest and the kind words contained therein were very much appreciated.  After a few days of fairly acute depression I realised what an awful mutt I was being – it does no good to worry and one must just wait and see and hope for the best, difficult sometimes as it is.  It was simply grand last night to have heard your voice.  They certainly let us have a good natter before finally say ‘time up’ – you will I know be pleased to hear that the tooth trouble which I mentioned, has turned out to be nothing of the sort, in fact the dentist told me this morning that he had rarely seen such healthy gums!  Was I relieved, or was I!  He told me however that the hard biscuits had whipped a few bits of stopping away and I’m going along tomorrow p.m. to have them done.  Our exercise was, as Eileen would say, a terrific ‘bind’ and I felt the full effects of loss of sleep etc today and am shortly preparing for bed.  I was chief umpire for the Regt and had to trail round with the C.O. most of the time and send constant reports in to the senior R.A. Umpire.  In all I managed 11 hours sleep in the 3 nights but didn’t feel tired yesterday evening.  The C.O. was too pathetic for words, having no grip at all on what was happening – his prize effort being a conversation over the wireless with a B.C. in which he got very shirty with the B.C. because he couldn’t get any reply – after a few minutes someone tactfully reminded him to talk into the correct side of the microphone!!

Honestly, I ask you.  Many of the very elementary errors which he made were duly very tactfully noted in my report.  We go to practice camp at Redesdale on Friday or Saturday for a fortnight and already the preliminary terrific training up for same has begun.

Today my programme was work from 9 til 1 and 2 – 4.30 then min range at 5.30 – 6.30 and gun drill solidly from 6.30 – 9 – it will be the same ‘til we eventually go to Camp – Jack Talbot, the Troop Commander of D Troop, is away so I’m having to do my own job and his – hard work but there’s nothing else to do.

A most regrettable thing happened last Saturday week, namely that my lovely cigarette case was stolen – it’s sickening, isn’t it?  The facts briefly were that on the night in question I was in the Ante Room awaiting my call through to you with my matches and case on the arm of my chair – after talking to you I went upstairs to finish off a letter to Eileen and, remembering my case was down stairs, went down for it to find the ante room deserted and only my matches where I had been sitting – I have made very exhaustive enquiries but so far there is no trace of it – tell Elli that I will be writing to report the loss when a  few days have elapsed and the last hopes of its recovery have gone.

Maz, all this rigmarole about myself and no enquiries after your health – I was so sorry to hear you had not been so fit and do hope you are feeling better now – I hope, too, to hear that you are going to have a holiday, it will do you so much good.  I was delighted to hear about Eileen’s successful board and know how much some real training will mean to her – she will, I feel certain, enjoy it more with a goal to aim at.

Well, little Maz, time draws on and I must begin to finish (that sounds a bit Irish!) – Yes, the news during the last week really has been excellent and gives one renewed hope that it won’t be long now before we are back to normal again.  I do so hope you are feeling yourself again.  Many thanks again for your letter and kind words, my love to Pari and Elli and to yourself – much love

            Yours ever affectionately,

                        Peter

In envelope addressed to Mrs Gerald C Benham, 5 Oxford Road Colchester Essex.

Postmarked LOCKERBIE DUMFRIESHIRE 10 Au 43.             (6)

August 1943

In the Solomon Islands on the 2^nd August 1943 the U.S. Patrol torpedo boat PT-109 was rammed and sunk by a Japanese destroyer. The torpedo boat PT-109 was commanded by Lieutenant John F. Kennedy, the future American president. Kennedy had been transferred from the U.S. to the Solomon Islands in January 1943. Having qualified for command Kennedy was assigned commander of PT-109 in April 1943 after her original commander had been killed. By the end of July 1943 intelligence reports informed the PT base on Rendova Island that four Japanese destroyers were heading their way carrying provisions. The provisions were for the Japanese troops garrisoned on Kolombangara Island and the destroyers were known as the “Tokyo Express”. On the 1^st August 1943 fifteen PT boats left their Rendova base to intercept the destroyers including Kennedy on board PT-109. The fifteen PT boats were divided into four groups, of which PT-109 was part of “B” Division. On the 2^nd August 1943 “B” Division consisted of four PT boats led by PT-159 with PTs 109, 157 and 162. Spotting radar blips indicating the Japanese destroyers were in the vicinity, PT-159 fired her four torpedoes from a range of one mile. Unfortunately all torpedoes missed their target as did the two fired from PT-157. After releasing their torpedoes both PT-159 and PT-157 zigzagged away to avoid detection. Whilst advancing toward the destroyers PT-159 did not radio Kennedy on PT-109 to follow, thereby leaving PT-109 behind in darkness. In the meantime PT-109, accompanied by PT-157 and PT-162 had been ordered to patrol the area. PT-109 was idling along on one engine when at 2.00 am fog developed from the cloudy moonless night. Returning Japanese destroyer Amagiri, after offloading stores and Japanese soldiers, was heading directly for PT-109. Unable to evade the oncoming destroyer, PT-109 was rammed on her starboard side cutting her in two. With PT-109 cut in two, the rear section of the hull had an explosion of fuel causing the sea around the ship to be set alight. The watertight compartments of the forward section kept it afloat but was surrounded by the blazing sea. From another group, PT-169 was closest to PT-109, and launched two torpedoes at Amagiri which missed their target. When PT-162 attempted to launch her torpedoes they failed to fire. Both PT-169 and PT-162 returned to base without checking for survivors. Seamen Andrew Kirksay and Harold Marney were killed instantly the collision occurred. Patrick McMahon was the only man in the engine room where he was badly wounded and severely burnt. In the meantime, the blazing sea had died down sufficiently for Kennedy to rescue McMahon and brought him to the floating bow section. As a previous member of the Harvard University swim team, Kennedy was a strong swimmer. He also rescued two non-swimmers. Kennedy instructed all the remaining eleven survivors to regroup by clinging onto the floating bow section. For approximately twelve hours the bow section was drifting south and taking in water. The crew decided to swim for land, the nearest being Plum Pudding Island 3.5 miles (5.6 km) away. Nine of the crew members began kicking together to propel one of the bow section timbers, whilst clinging on. Kennedy swam with McMahon’s lifebelt strap clenched between his teeth. They reached the island approximately four hours later without encountering any sharks or crocodiles. The exhausted crew dragged themselves up the beach to the tree-lined area so as not to be visible to any passing Japanese vessels. The island had no natural food or water and was only about 100 yards (91 m) in diameter. Kennedy swam for a further two miles in an attempt to attract the attention of a passing PT boat, but was unsuccessful. On the 4^th August 1943 Ensign Leonard Thom and Kennedy once again assisted the swimming of the crew as before to Olasana Island, a distance of 3.75 miles (6 km). Again Kennedy towed McMahon by his lifejacket against a very strong current. The island provided them with ripe coconuts but no fresh water. On the 5^th August 1943 Kennedy and George Ross swam the half mile (0.8 km) to Naru Island. They discovered an abandoned Japanese canoe containing a fifty-gallon drum of drinkable water. The two men paddled the canoe back to Olasana Island to the awaiting crew. When Kennedy first spoke to local coast-watchers Biuku Gasa and Eroni Kumanu they feared the castaways were Japanese. Once they realised they were American they vowed to help. On the 6^th August 1943 Gasa and Kumanu left Olasana Island by canoe the 12 miles (19 km) to Wanu Wanu Island. They linked up with Senior Scout Benjamin Kevu and informed him they had found the crew of PT-109. Gasa and Kumanu gave to Kevu a pencilled note from Thom and a scratched coconut from Kennedy requesting instructions for rescue. Without giving co-ordinates or their location in the messages, both Kennedy and Thom trusted the coast-watchers with their lives. Kevu provided a better canoe for Gasa and Kumanu, accompanied by scout John Kari, and they paddled to within three miles (4.8 km) of the PT base on Rendova Island. The journey took 15 hours to complete the 38 miles (61 km) overnight on the 6^th/7^th August 1943 through rough seas and hostile waters patrolled by the Japanese. The two coast-watchers travelled in a Kevu pre-arranged boat to the PT base, with Gasa clutching the scratched coconut. Australian Sub-Lieutenant Reg Evans was a coast-watcher on the Japanese held Kolombangara Island. From his secret observation site, he had witnessed the explosion and fireball of PT-109. Kevu sent a scout to inform Evans of the discovery. When he was convinced Kennedy and his crew had been found Evans sent a canoe with fresh food to the crew. Kennedy was ordered immediately to return to Kolombangara’s Gomu Island. On the return journey he was instructed to lie underneath palm fronds in the canoe. By doing so he was not spotted by Japanese planes flying in the vicinity. On the morning of the 7^th August 1943 Evans was able to radio Rendova to confirm that Kennedy and his crew were found. When Gasa and Kumanu arrived at Rendova PT Commander Warfield doubted the authenticity of the native coast-watchers. When Warfield received Evans’ radio message he dispatched two PT Torpedo boats to pick-up the survivors. On the morning of the 8^th August 1943 they had rescued the crew of PT-109 and returned them to Rendova PT base and medical care. The Navy and Marine Corps Medal was awarded to Thom, Ross and Kennedy for saving the crew in the water. The Purple Heart was also awarded to Kennedy for the injuries he sustained in the collision. McMahon survived his injuries but further details are unknown. Undoubtedly Kennedy was a national hero and his influential father made him out to be the key player by totally ignoring the contributions of Thom, Ross and the coast-watchers. After the war Kennedy became a politician and was to become the future President of the USA.