Manna From Heaven
First in the Indian Skies.
"Pancake, pancake." This was probably the most dreaded word announced in the cockpit of a RAF supply aircraft travelling to drop rations to the Chindits in 1943 and 1944. It was the agreed code word for the sighting of enemy aircraft in the area and marked the likelihood of aborting the mission and returning as speedily as possible to base.
From my own experience when talking to Burma veterans and especially with Chindits, to a man they all acknowledge the incredible part played by the RAF in 1943 and both the RAF and the USAAF in 1944, in regards to the vital role of Air supply. Indeed, many of the Chindits I have spoken to probably owe their very lives to these gentlemen.
For the first Wingate expedition, the role of air supply was handed to 31 Squadron, commanded at that time by Wing Commander William H. Burbury. 31 Squadron, from their base at Agartala in India, flew DC3 aircraft during Operation Longcloth in 1943. They were assisted in this aim by 194 Squadron, a fairly new RAF unit founded at Lahore in October 1942 and commanded by Squadron Leader Alec 'Fatty' Pearson. 194 Squadron flew Lockheed Hudsons during the first Chindit campaign, but also later converted to Dakotas.
Flight Lieutenant Douglas Williams of 194 Squadron remembered:
194 owed a great deal to 31 for the smooth introduction to supply dropping and our later conversion to Dakota aircraft. During the height of the Burma Campaign a healthy rivalry developed between the two squadrons, to the ultimate good of air supply. The only difference between 31 and 194 in my own view was that, whereas 31 seemed to emanate the rigid atmosphere of the old Imperial Airways, 194 enjoyed a more relaxed attitude in its daily life.
I would like to acknowledge now, that most of the information relayed in this narrative in regards the two RAF Squadrons responsible for Chindit air supply, comes from the books: First in the Indian Skies (31 Squadron), by Norman L.R. Franks and 194 Squadron, the Friendly Firm, by Flight Lieutenant Douglas Williams. Both are exceptional books and are well worth reading.
Here are some words from the famous Chindit commander, Brigadier Mike Calvert confirming his gratitude and appreciation of the RAF:
We had been in Burma for around four weeks and were by now 150 miles behind enemy lines. We had reached our main objective, the Mandalay-Myitkhina railway and demolished our given targets. As we moved east towards the Irrawaddy River, we were basically right out of everything. We had made one week's biscuit and raisin ration last for twelve days. We had no explosives left and were short of ammunition, we also needed new signal batteries. We called up our base in Assam for supplies and then waited, as having placed all our trust in the Royal Air Force we carried no reserves.
It was to be a day drop in our jungle clearing. When the RAF Liaison officers with our column picked up the signals from the Lockheed Hudsons overhead, we lit our recognition bonfires and waited anxiously with mouths watering. Then they came, with welcome parachutes glittering down. My eager Gurkhas quickly gathered the containers and filled their ammunition pouches. The Hudsons made four drops each that day, every one bang on target. We moved back into bivouac for a good brew-up and a meal of tinned mutton and stewed fruit. We had put our complete faith in the RAF transport squadrons and from then on and well into the 1944 Chindit operations, 194 Squadron and 31 Squadron never once failed us.
Wingate's first expedition was codenamed Longcloth from a land based point view, however, the RAF had their own individual codename for the operation, that being Vicki, reputedly named after an Officer's Club (The Victoria) the men frequented when on leave in Calcutta. 194 Squadron became involved in supplying the Chindits in February 1943 from their temporary base at Tezpur in the Assam Valley. Under the command of Squadron Leader Tubby Fielden, 194 crews had many a headache trying to locate the elusive Chindit columns in the never ending mass of Burmese jungle below them. Douglas Williams recalled:
The feats of operations carried out by the Chindits against all odds including malaria and the dreaded monsoon will live forever in the memory of 194 members. We were proud to be associated with them and 194 Squadron became famous for our supply dropping capability because of our connection with Wingate and his men. In 1943, 31 and 194 Squadrons operated 178 sorties in supplying the Chindits and dropped over 300 tons of supplies during the weeks of Operation Longcloth. My own total operational flying time in Hudson FK 607 M for the period 11th February to 20th March was 92 hours and 25 minutes on twenty sorties into Burma.
Seen below is a Gallery of images in relation to this story, including a succession of photographs from an actual Chindit supply drop in late April 1943 and some pages from the Operational Records Book for 31 Squadron showing some of their sorties supplying the first Chindit expedition. Please click on any image to bring it forward on the page.
From my own experience when talking to Burma veterans and especially with Chindits, to a man they all acknowledge the incredible part played by the RAF in 1943 and both the RAF and the USAAF in 1944, in regards to the vital role of Air supply. Indeed, many of the Chindits I have spoken to probably owe their very lives to these gentlemen.
For the first Wingate expedition, the role of air supply was handed to 31 Squadron, commanded at that time by Wing Commander William H. Burbury. 31 Squadron, from their base at Agartala in India, flew DC3 aircraft during Operation Longcloth in 1943. They were assisted in this aim by 194 Squadron, a fairly new RAF unit founded at Lahore in October 1942 and commanded by Squadron Leader Alec 'Fatty' Pearson. 194 Squadron flew Lockheed Hudsons during the first Chindit campaign, but also later converted to Dakotas.
Flight Lieutenant Douglas Williams of 194 Squadron remembered:
194 owed a great deal to 31 for the smooth introduction to supply dropping and our later conversion to Dakota aircraft. During the height of the Burma Campaign a healthy rivalry developed between the two squadrons, to the ultimate good of air supply. The only difference between 31 and 194 in my own view was that, whereas 31 seemed to emanate the rigid atmosphere of the old Imperial Airways, 194 enjoyed a more relaxed attitude in its daily life.
I would like to acknowledge now, that most of the information relayed in this narrative in regards the two RAF Squadrons responsible for Chindit air supply, comes from the books: First in the Indian Skies (31 Squadron), by Norman L.R. Franks and 194 Squadron, the Friendly Firm, by Flight Lieutenant Douglas Williams. Both are exceptional books and are well worth reading.
Here are some words from the famous Chindit commander, Brigadier Mike Calvert confirming his gratitude and appreciation of the RAF:
We had been in Burma for around four weeks and were by now 150 miles behind enemy lines. We had reached our main objective, the Mandalay-Myitkhina railway and demolished our given targets. As we moved east towards the Irrawaddy River, we were basically right out of everything. We had made one week's biscuit and raisin ration last for twelve days. We had no explosives left and were short of ammunition, we also needed new signal batteries. We called up our base in Assam for supplies and then waited, as having placed all our trust in the Royal Air Force we carried no reserves.
It was to be a day drop in our jungle clearing. When the RAF Liaison officers with our column picked up the signals from the Lockheed Hudsons overhead, we lit our recognition bonfires and waited anxiously with mouths watering. Then they came, with welcome parachutes glittering down. My eager Gurkhas quickly gathered the containers and filled their ammunition pouches. The Hudsons made four drops each that day, every one bang on target. We moved back into bivouac for a good brew-up and a meal of tinned mutton and stewed fruit. We had put our complete faith in the RAF transport squadrons and from then on and well into the 1944 Chindit operations, 194 Squadron and 31 Squadron never once failed us.
Wingate's first expedition was codenamed Longcloth from a land based point view, however, the RAF had their own individual codename for the operation, that being Vicki, reputedly named after an Officer's Club (The Victoria) the men frequented when on leave in Calcutta. 194 Squadron became involved in supplying the Chindits in February 1943 from their temporary base at Tezpur in the Assam Valley. Under the command of Squadron Leader Tubby Fielden, 194 crews had many a headache trying to locate the elusive Chindit columns in the never ending mass of Burmese jungle below them. Douglas Williams recalled:
The feats of operations carried out by the Chindits against all odds including malaria and the dreaded monsoon will live forever in the memory of 194 members. We were proud to be associated with them and 194 Squadron became famous for our supply dropping capability because of our connection with Wingate and his men. In 1943, 31 and 194 Squadrons operated 178 sorties in supplying the Chindits and dropped over 300 tons of supplies during the weeks of Operation Longcloth. My own total operational flying time in Hudson FK 607 M for the period 11th February to 20th March was 92 hours and 25 minutes on twenty sorties into Burma.
Seen below is a Gallery of images in relation to this story, including a succession of photographs from an actual Chindit supply drop in late April 1943 and some pages from the Operational Records Book for 31 Squadron showing some of their sorties supplying the first Chindit expedition. Please click on any image to bring it forward on the page.
Sometimes things did not go completely to plan in regards to the delivery of supplies on Operation Longcloth. As described on the third page from the 31 Squadron Operational Records Book (shown above), on the 23rd March 1943, a supply drop was terminated and the Dakotas returned to India without dispensing their cargo. This related to an incident with 77 Brigade at a place called Baw located close to the western banks of the Shweli River. The Chindits had gathered outside Baw in order to receive a large supply drop set to be delivered over two days, but enemy interference at the village meant that the supply drop had to be abandoned halfway through, but not before two new Signallers had been parachuted down to join the Brigade. Sadly, although landing safely on the 23rd March, neither man survived the expedition and both perished on the return journey to India.
To read more about the aborted supply drop at Baw village, please click on the following link: Arthur Birch and Platoon 17
On larger supply drops, aircraft would fly out from rear base in formation. One Pilot Officer from 31 Squadron wrote:
Formation flying was like no other type of flying. The stress and excitement was like nothing else experienced, perhaps only matched by combat with enemy aircraft. Formation flying relied on a mutual trust between pilots, because the flight leader and his wingman flew as one. The wingman depended completely on his leader for navigation, fuel management and dealing with poor weather conditions. The lead plane could fly off his instruments, but the formation always had to reference the lead. Our preferred formation was the four finger, which looked like a hand held straight out with fingers spread. The middle finger was the lead position, the index finger was number two, or dash two, the ring finger was number three, as well as section lead and the pinky was number four. A gap was left between the lead and dash three, this allowed dash two to move from one side to the other if required. (Quotation taken from the book, Project Seven Alpha written by Leland Shanle).
At 11.00 hours on the 28th April 1943 a C47 Dakota aircraft from 31 Squadron landed in a jungle clearing a few miles west of the Irrawaddy township of Bhamo. Eighteen sick and wounded men from 8 Column boarded the plane and flew out to the safety of India. This incident and the associated photographs have become one of the most recognisable and iconic stories to come out of the first Chindit expedition. The Pilot of Dakota FD-781 was Flight Officer Michael Vlasto, who was awarded the Distinguished Flying Cross for his efforts that day.
To read more about this daring rescue and the Pilot who skilfully put down his aircraft on what was nothing more than a meadow, please click on the following links:
Michael Vlasto
The Piccadilly Incident
Seen below is a Gallery of images in relation to the Dakota landing on the 28th April 1943, close to the Burmese village of Sonpu. Please click on any image to bring it forward on the page.
To read more about the aborted supply drop at Baw village, please click on the following link: Arthur Birch and Platoon 17
On larger supply drops, aircraft would fly out from rear base in formation. One Pilot Officer from 31 Squadron wrote:
Formation flying was like no other type of flying. The stress and excitement was like nothing else experienced, perhaps only matched by combat with enemy aircraft. Formation flying relied on a mutual trust between pilots, because the flight leader and his wingman flew as one. The wingman depended completely on his leader for navigation, fuel management and dealing with poor weather conditions. The lead plane could fly off his instruments, but the formation always had to reference the lead. Our preferred formation was the four finger, which looked like a hand held straight out with fingers spread. The middle finger was the lead position, the index finger was number two, or dash two, the ring finger was number three, as well as section lead and the pinky was number four. A gap was left between the lead and dash three, this allowed dash two to move from one side to the other if required. (Quotation taken from the book, Project Seven Alpha written by Leland Shanle).
At 11.00 hours on the 28th April 1943 a C47 Dakota aircraft from 31 Squadron landed in a jungle clearing a few miles west of the Irrawaddy township of Bhamo. Eighteen sick and wounded men from 8 Column boarded the plane and flew out to the safety of India. This incident and the associated photographs have become one of the most recognisable and iconic stories to come out of the first Chindit expedition. The Pilot of Dakota FD-781 was Flight Officer Michael Vlasto, who was awarded the Distinguished Flying Cross for his efforts that day.
To read more about this daring rescue and the Pilot who skilfully put down his aircraft on what was nothing more than a meadow, please click on the following links:
Michael Vlasto
The Piccadilly Incident
Seen below is a Gallery of images in relation to the Dakota landing on the 28th April 1943, close to the Burmese village of Sonpu. Please click on any image to bring it forward on the page.
Here are some interesting links to stories and information about the men who served with the Friendly Firm:
The audio memoir of Douglas Owain Williams, held by the Imperial War Museum: www.iwm.org.uk/collections/item/object/80009823
The audio memoir of Deryck Westley Groocock, also held at the IWM: www.iwm.org.uk/collections/item/object/80012291
The audio memoir of James Derek Thirlwell, again held at the IWM: www.iwm.org.uk/collections/item/object/80016873
A short film depicting 194 Squadron delivering a supply drop to the 25th East African Brigade in Burma on the 22nd August 1944 can be viewed here: www.iwm.org.uk/collections/item/object/1060031799
From the pages of the Burma Star Association website:
Ken Moses: My RAF service with 194 Squadron-burmastarmemorial.org/archive/stories/1405932-my-raf-service-with-194-squadron-ken-moses?q=moses
Deryck Groocock: 194 Squadron and the Chindits-burmastarmemorial.org/archive/stories/1405891-194-squadronchindits-deryck-groocock?q=groocock
For more information about the Legacy organisation for 31 Squadron, please click on the following link: www.31association.co.uk
The images below are from the 31 Squadron Operational Record Book and are a summary for the month of April 1943, including the amount of hours spent dropping supplies to the Chindits under the codename Vicki. Please click on either image to bring it forward on the page.
The audio memoir of Douglas Owain Williams, held by the Imperial War Museum: www.iwm.org.uk/collections/item/object/80009823
The audio memoir of Deryck Westley Groocock, also held at the IWM: www.iwm.org.uk/collections/item/object/80012291
The audio memoir of James Derek Thirlwell, again held at the IWM: www.iwm.org.uk/collections/item/object/80016873
A short film depicting 194 Squadron delivering a supply drop to the 25th East African Brigade in Burma on the 22nd August 1944 can be viewed here: www.iwm.org.uk/collections/item/object/1060031799
From the pages of the Burma Star Association website:
Ken Moses: My RAF service with 194 Squadron-burmastarmemorial.org/archive/stories/1405932-my-raf-service-with-194-squadron-ken-moses?q=moses
Deryck Groocock: 194 Squadron and the Chindits-burmastarmemorial.org/archive/stories/1405891-194-squadronchindits-deryck-groocock?q=groocock
For more information about the Legacy organisation for 31 Squadron, please click on the following link: www.31association.co.uk
The images below are from the 31 Squadron Operational Record Book and are a summary for the month of April 1943, including the amount of hours spent dropping supplies to the Chindits under the codename Vicki. Please click on either image to bring it forward on the page.
Notice dated April 1942 from RAF Headquarters Ceylon (Colombo): Volunteers are required for a Special Mission - Officers who have knowledge of Japanese aircraft and Wireless Operators who have a thorough knowledge of Ground to Air Wireless Communications please apply.
As mentioned earlier by Mike Calvert, each Chindit column had within it's ranks, a section from the RAF. All these men had volunteered to perform Air Liaison duties for the newly formed Special Force, which entailed radio communications with Air Supply at Rear Base, ground to air signalling during supply drops in the Burmese jungle and the selection and preparation of all supply drop locations, known as DZ's. Their role on Operation Longcloth proved to be vital and on the whole their performance was excellent. This is what Brigadier Orde Wingate thought about their efforts in 1943:
The most important thing to note is that SD (Supply Drop) was a brilliant and unexpected success in 1943. All kinds of gloomy prophesies had been made by the the experts. None was fulfilled. The RAF officers and men provided were of the highest quality. The course of this particular operation did not afford them nearly enough scope to learn as was first hoped, nevertheless they were of great value to the Columns. It is essential to have RAF personnel with Long Range Penetration columns, as they afford the unit: continual air co-operation with rear base, vital air intelligence and the exploitation for calling in strategic bombing raids etc. on previously unknown enemy positions.
To read more about the men from the Royal Air Force who undertook Air Liaison on the first Chindit expedition, please click on the following links:
RAF Sergeant Maurice Holmes
Squadron Leader Longmore
Flight Lieutenant Denis Sharp
Flight-Lieutenant John Fleming 'Carolina' Gibson
Douglas Mills
Seen below is a Gallery of photographs, showing some of the RAF personnel who performed Air Liaison duties on Operation Longcloth. Please click on any image to bring it forward on the page.
The most important thing to note is that SD (Supply Drop) was a brilliant and unexpected success in 1943. All kinds of gloomy prophesies had been made by the the experts. None was fulfilled. The RAF officers and men provided were of the highest quality. The course of this particular operation did not afford them nearly enough scope to learn as was first hoped, nevertheless they were of great value to the Columns. It is essential to have RAF personnel with Long Range Penetration columns, as they afford the unit: continual air co-operation with rear base, vital air intelligence and the exploitation for calling in strategic bombing raids etc. on previously unknown enemy positions.
To read more about the men from the Royal Air Force who undertook Air Liaison on the first Chindit expedition, please click on the following links:
RAF Sergeant Maurice Holmes
Squadron Leader Longmore
Flight Lieutenant Denis Sharp
Flight-Lieutenant John Fleming 'Carolina' Gibson
Douglas Mills
Seen below is a Gallery of photographs, showing some of the RAF personnel who performed Air Liaison duties on Operation Longcloth. Please click on any image to bring it forward on the page.
Shown in the Gallery below, are basic explanations of some of the Air Liaison Officer's responsibilities during the first Chindit expedition in 1943. These included Column recognition (Thor) signals from the air, rear base communications and inter-column communication normally using the FS-6 radio set.
Communication between Rear Base at Agartala and the columns in the field was achieved using the RAF 1082/88 Wireless set. These sets were the standard wireless set of the Blenheim Bomber during WW2 and they gave the Chindits approximately 500-800 miles in range. For communication between columns whilst in Burma, the FS-6 radio set was used and was ultimately considered a valuable piece of equipment by its operators. However, the type 21 radio sets used locally between platoons, proved to be next to useless. All code/cipher systems on Operation Longcloth were standard RAF one-time pads.
Please click on any image to bring it forward on the page.
Communication between Rear Base at Agartala and the columns in the field was achieved using the RAF 1082/88 Wireless set. These sets were the standard wireless set of the Blenheim Bomber during WW2 and they gave the Chindits approximately 500-800 miles in range. For communication between columns whilst in Burma, the FS-6 radio set was used and was ultimately considered a valuable piece of equipment by its operators. However, the type 21 radio sets used locally between platoons, proved to be next to useless. All code/cipher systems on Operation Longcloth were standard RAF one-time pads.
Please click on any image to bring it forward on the page.
I thought it might be interesting to run through the pre-start checks required for starting the engines of a DC3 (Dakota) aircraft, as given in the Pilot's Manual for 1946. Of course, I do not profess to understanding these instructions myself, although they remind me very much of the pre-start checks for my Triumph Dolomite in the 1980's.
Starting the engines (Twin Wasp R1830-90C) and warming up:
Check:
Long-range fuselage tank cocks-making sure these are off.
Port engine fuel selector cock to Left Main.
Starboard engine fuel selector cock to Right Main.
Throttles placed 1" open.
Mixture controls to Idle Cut Off.
Supercharger control to Low Blower.
Propeller controls fully forward.
Carburettor air-intake heat controls to RAM.
Gills open, then set the selectors to Off.
Have each engine turned by hand for at least two revolutions of the propeller in order to overcome the possibility of hydraulic shock damage.
Then for each engine in turn:
(a) Switch on the fuel booster pump and prime the engine giving 2-4 flicks of the primer, keeping it depressed for periods of about one second at a time.
(b) Switch on the ignition. Energise the starter for about 20 seconds. Keep the energising switch on and mesh the starter. When the engine fires and picks up speed release the switches and move the mixture control to Auto Rich: continue priming as required until the engine is running smoothly, but if it shows signs of over richness, stop priming and return the mixture control to Idle Cut Off for a few seconds.
NB. The energising switch must not be held on for more than 30 seconds.
If the engine fails to pick up:
(a) Stop priming and return the mixture control immediately to Idle Cut Off.
(b) Wait until the propeller stops rotating.
(c) Switch off the ignition.
(d) Close the switches to engage the flywheel with the engine, thus ensuring that the flywheel stops, then release the switches.
(e) Have the propeller turned forward through at least half a revolution by hand to disengage the flywheel from the engine. If the engine has been over primed, open the throttle and have the propeller turned by hand through several revolutions.
When both engines are running satisfactorily, disconnect the ground battery and set the Inverter and Battery Master switches to On. Open throttles slowly and warm up at 1000 RPM. If dusty or sandy conditions prevail, set the carburettor air intake heat controls to Filtered. Prepare to taxi to take-off position.
The image below shows the standard instrument panel and controls for the Dakota Mk. IV. Please click on the image to bring it forward on the page. The Key to the diagram is:
Starting the engines (Twin Wasp R1830-90C) and warming up:
Check:
Long-range fuselage tank cocks-making sure these are off.
Port engine fuel selector cock to Left Main.
Starboard engine fuel selector cock to Right Main.
Throttles placed 1" open.
Mixture controls to Idle Cut Off.
Supercharger control to Low Blower.
Propeller controls fully forward.
Carburettor air-intake heat controls to RAM.
Gills open, then set the selectors to Off.
Have each engine turned by hand for at least two revolutions of the propeller in order to overcome the possibility of hydraulic shock damage.
Then for each engine in turn:
(a) Switch on the fuel booster pump and prime the engine giving 2-4 flicks of the primer, keeping it depressed for periods of about one second at a time.
(b) Switch on the ignition. Energise the starter for about 20 seconds. Keep the energising switch on and mesh the starter. When the engine fires and picks up speed release the switches and move the mixture control to Auto Rich: continue priming as required until the engine is running smoothly, but if it shows signs of over richness, stop priming and return the mixture control to Idle Cut Off for a few seconds.
NB. The energising switch must not be held on for more than 30 seconds.
If the engine fails to pick up:
(a) Stop priming and return the mixture control immediately to Idle Cut Off.
(b) Wait until the propeller stops rotating.
(c) Switch off the ignition.
(d) Close the switches to engage the flywheel with the engine, thus ensuring that the flywheel stops, then release the switches.
(e) Have the propeller turned forward through at least half a revolution by hand to disengage the flywheel from the engine. If the engine has been over primed, open the throttle and have the propeller turned by hand through several revolutions.
When both engines are running satisfactorily, disconnect the ground battery and set the Inverter and Battery Master switches to On. Open throttles slowly and warm up at 1000 RPM. If dusty or sandy conditions prevail, set the carburettor air intake heat controls to Filtered. Prepare to taxi to take-off position.
The image below shows the standard instrument panel and controls for the Dakota Mk. IV. Please click on the image to bring it forward on the page. The Key to the diagram is:
|
1. Flaps position indicator.
2. Altimeter. 3. Flying instruments. 4. Automatic control panel. 5. Windscreen wiper and de-icing flow controls. 6. Forward hydraulic pressure gauge. 7. Rear hydraulic pressure gauge. 8. Unercarriage warning lights. 9. Cabin door warning light. 10. Engine temperature gauges. |
11. Static pressure selector switch.
12. Fuel contents gauge. 13. Starboard engine fuel selector cock. 14. Mixture control levers. 15. Throttle levers. 16. Propeller spedd control levers. 17. Elevator trim tab control. 18. Port engine fuel selector cock. 19. Radio altimeter indicator. 20. Rudder pedal adjustment trigger. |
The strong connection between 194 Squadron and the Chindits continued after the war. There were several combined reunions and many invitations were forwarded to veterans to attend each others annual dinners and other functions. The following transcription of a letter, written in February 1968 by Brigadier Sir Bernard Fergusson exemplifies the relationship of the two associations post war:
Dear Mr. Williams,
Thank you so much for your letter asking me to your reunion. Sadly, I have a prior engagement for March 3rd and so cannot attend. I have more reason than most people to be grateful for the efforts of the Friendly Firm, a nickname that became so familiar to us that we even forgot that you had a Squadron number at all. I can still see Fatty Pearson in my mind's eye. I suppose there may have been occasions when there wasn't a smile on his face, but I cannot remember one. But then I did not serve under him.
I have been back to Burma several times since the war and revisited places such Aberdeen, and White City. If you get the chance during your reunion, will you please tell your people that what they did for our people will never be forgotten as long as we live. I have always been sorry, that you could not hear the bloody great cheers that went up from us on the ground, as you boys saved our bacon and dropped it at one and the same time. A lot of things, good and bad, have happened to all of us since; but we still have those great, historic days in common, of which the memory will always bind us together.
With the best of luck.
Bernard Fergusson.
To further illustrate the bond between ex-Chindits and the RAF personnel that kept them in one piece during the Burma Campaign, shown below is an article first published in the 1986 Winter Issue of the Burma Star Association magazine, Dekho, describing the continuing relationship between the two groups of veterans. The article was written by Horace Welham (31 Squadron) and Douglas Williams (194 Squadron). Please click on any image to bring it forward on page.
Dear Mr. Williams,
Thank you so much for your letter asking me to your reunion. Sadly, I have a prior engagement for March 3rd and so cannot attend. I have more reason than most people to be grateful for the efforts of the Friendly Firm, a nickname that became so familiar to us that we even forgot that you had a Squadron number at all. I can still see Fatty Pearson in my mind's eye. I suppose there may have been occasions when there wasn't a smile on his face, but I cannot remember one. But then I did not serve under him.
I have been back to Burma several times since the war and revisited places such Aberdeen, and White City. If you get the chance during your reunion, will you please tell your people that what they did for our people will never be forgotten as long as we live. I have always been sorry, that you could not hear the bloody great cheers that went up from us on the ground, as you boys saved our bacon and dropped it at one and the same time. A lot of things, good and bad, have happened to all of us since; but we still have those great, historic days in common, of which the memory will always bind us together.
With the best of luck.
Bernard Fergusson.
To further illustrate the bond between ex-Chindits and the RAF personnel that kept them in one piece during the Burma Campaign, shown below is an article first published in the 1986 Winter Issue of the Burma Star Association magazine, Dekho, describing the continuing relationship between the two groups of veterans. The article was written by Horace Welham (31 Squadron) and Douglas Williams (194 Squadron). Please click on any image to bring it forward on page.
With the USAAF fully committed to supplying the Chinese via the 'Hump' in lieu of the defunct Burma Road, it was the Dakotas of 31 Squadron, in conjunction with the Hudsons from 194 Squadron, that kept the Chindits in business. By the end of 1943, two more RAF Squadrons had been allocated to keeping Allied troops in the field in Burma and India. 194 and 62 Squadrons traded in their old Hudson aircraft for the more reliable and adaptable Dakota. Both these units began paratroop and supply drop training out of Chaklala, located in North-West India. The aircrews of 117 Squadron had flown freight and passenger services in the Western Desert using DC2's, before moving to India. By the beginning of 1944, all four squadrons were supporting the multitude of planned counter-attacks against the Japanese in Burma and beyond.
(31) Squadron Leader Peter Bray recalled the difficulties encountered when trying to find a drop-zone location:
To find our way to the DZ, we flew at low level in the valleys and used our maps. This also gave us the best chance of avoiding any Jap fighters which had braved the monsoon. Trouble was, operating just above the jungle tops brought our Dakotas into the range of enemy machine guns. But certainly the weather was the biggest hazard, with driving wind and rain and of course cloud. I wouldn't have liked to do it in anything other than a Dakota. (Source, Drop Zone Burma by Roger Annett).
To conclude this narrative, seen below is a final Gallery of images introducing some of the RAF personnel that flew supply missions in 1943 to the eagerly awaiting and hungry Chindits. Please click on any image to bring it forward on the the page.
(31) Squadron Leader Peter Bray recalled the difficulties encountered when trying to find a drop-zone location:
To find our way to the DZ, we flew at low level in the valleys and used our maps. This also gave us the best chance of avoiding any Jap fighters which had braved the monsoon. Trouble was, operating just above the jungle tops brought our Dakotas into the range of enemy machine guns. But certainly the weather was the biggest hazard, with driving wind and rain and of course cloud. I wouldn't have liked to do it in anything other than a Dakota. (Source, Drop Zone Burma by Roger Annett).
To conclude this narrative, seen below is a final Gallery of images introducing some of the RAF personnel that flew supply missions in 1943 to the eagerly awaiting and hungry Chindits. Please click on any image to bring it forward on the the page.
Update 20/05/2019.
I was delighted to receive the following email via my website contact page:
Just to let you know my Dad was a Navigator/Co-pilot with 194 Squadron. His name was Arthur "Jack" Figures. I don't think he joined the Squadron until 1944, having been previously on Hudson's in Coastal Command. His RAF Log book contain many entries recording the operations he undertook. After his time with 194 (The Friendly Firm), he was then moved to 52 Squadron at Dum Dum Airfield in Calcutta. He then became the Navigation Briefing Officer at RAF Ratmalana in Ceylon. Along with Flight Officer Howie, whom he served with during his time with 194 Squadron, my father had applied to do a second tour of operations in Burma, this time flying Mosquitos, but this was not granted.
Regards, Colin Figures.
Colin kindly sent me some photographs of his father's Log Book as well as an image of his father in his RAF uniform. The entries in the Log Book clearly show Jack Figures' involvement in supplying and assisting the 14th Army during operations against the Japanese in 1944 and 1945. Supply drops are recorded for the aftermath of the battles of Imphal and Kohima, dropping to places such as Ukhrul. Later in 1944 and then again in January 1945, Jack's operational sorties would have been in support of the 14th Army, as it continued to drive the Japanese back across the Chindwin and Irrawaddy Rivers and finally out of Burma altogether.
Seen below is a gallery of images in relation to Jack Figures and his wartime service, including Log Book entries for July, August and September 1944. As you will see, Jack served as Navigator on many occasions, sharing the cockpit with his good friend, Flight Officer Howie. Please click on any image to bring it forward on the page. My thanks go to Colin Figures for allowing me to include the images of his father's RAF Log Book on these website pages.
I was delighted to receive the following email via my website contact page:
Just to let you know my Dad was a Navigator/Co-pilot with 194 Squadron. His name was Arthur "Jack" Figures. I don't think he joined the Squadron until 1944, having been previously on Hudson's in Coastal Command. His RAF Log book contain many entries recording the operations he undertook. After his time with 194 (The Friendly Firm), he was then moved to 52 Squadron at Dum Dum Airfield in Calcutta. He then became the Navigation Briefing Officer at RAF Ratmalana in Ceylon. Along with Flight Officer Howie, whom he served with during his time with 194 Squadron, my father had applied to do a second tour of operations in Burma, this time flying Mosquitos, but this was not granted.
Regards, Colin Figures.
Colin kindly sent me some photographs of his father's Log Book as well as an image of his father in his RAF uniform. The entries in the Log Book clearly show Jack Figures' involvement in supplying and assisting the 14th Army during operations against the Japanese in 1944 and 1945. Supply drops are recorded for the aftermath of the battles of Imphal and Kohima, dropping to places such as Ukhrul. Later in 1944 and then again in January 1945, Jack's operational sorties would have been in support of the 14th Army, as it continued to drive the Japanese back across the Chindwin and Irrawaddy Rivers and finally out of Burma altogether.
Seen below is a gallery of images in relation to Jack Figures and his wartime service, including Log Book entries for July, August and September 1944. As you will see, Jack served as Navigator on many occasions, sharing the cockpit with his good friend, Flight Officer Howie. Please click on any image to bring it forward on the page. My thanks go to Colin Figures for allowing me to include the images of his father's RAF Log Book on these website pages.
Update 12/08/2019.
From the excellent book, Drop Zone Burma, by Roger Annett, comes the following information about 31 Squadron's involvement with supply dropping from its bases at Agartala and Tetspor during the early months of 1943. Taken from the memories and recollections of Navigator/Observer Colin Lynch, who was born and educated in India before the war and who joined 31 Squadron in May 1943, just as Operation Longcloth was coming to a close:
We flew practically continuous supply dropping sorties from our detachment airfield at Agartala and sometimes from another at Tetspor. The main hazard in the air was the weather - the monsoon was well under way by May and the storms were exceptionally dangerous. The crewing system on RAF Dakotas was first pilot who was the aircraft captain, a second pilot usually as navigator and two wireless operators. When I arrived on strength at Agatarla, I acted primarily as a navigator. We were billeted in bashas, which had mud banked up at the sides in an attempt to keep the floods out and the cows too. They didn't always work and we'd often get back from a trip to find that the sacred beasts had left their calling cards on the floor.
We flew on most days. When we had a really early take-off, I'd sleep in my clothes, ready to go. We had khaki flying suits, designed to give us some kind of jungle camouflage. We'd get an early call from one of the duty airmen with a hurricane lamp as there was no electricity in the camp and grab an early breakfast. I'd slap on my jungle hat, and strap on my standard issue sidearm, which at first was an Enfield .38 revolver, but later we got the much more useable Smith and Wesson. In my belt I'd have a kukri knife, a dagger and a folding machete and of course I'd make sure my ammo pouch was full. Totally loaded down, we were. The only thing we didn't carry at that time was personal parachutes, but we got them later. I'd squeeze myself into my seat and off we'd go, navigating around the mountains and jungle towards the day's drop zone.
From the excellent book, Drop Zone Burma, by Roger Annett, comes the following information about 31 Squadron's involvement with supply dropping from its bases at Agartala and Tetspor during the early months of 1943. Taken from the memories and recollections of Navigator/Observer Colin Lynch, who was born and educated in India before the war and who joined 31 Squadron in May 1943, just as Operation Longcloth was coming to a close:
We flew practically continuous supply dropping sorties from our detachment airfield at Agartala and sometimes from another at Tetspor. The main hazard in the air was the weather - the monsoon was well under way by May and the storms were exceptionally dangerous. The crewing system on RAF Dakotas was first pilot who was the aircraft captain, a second pilot usually as navigator and two wireless operators. When I arrived on strength at Agatarla, I acted primarily as a navigator. We were billeted in bashas, which had mud banked up at the sides in an attempt to keep the floods out and the cows too. They didn't always work and we'd often get back from a trip to find that the sacred beasts had left their calling cards on the floor.
We flew on most days. When we had a really early take-off, I'd sleep in my clothes, ready to go. We had khaki flying suits, designed to give us some kind of jungle camouflage. We'd get an early call from one of the duty airmen with a hurricane lamp as there was no electricity in the camp and grab an early breakfast. I'd slap on my jungle hat, and strap on my standard issue sidearm, which at first was an Enfield .38 revolver, but later we got the much more useable Smith and Wesson. In my belt I'd have a kukri knife, a dagger and a folding machete and of course I'd make sure my ammo pouch was full. Totally loaded down, we were. The only thing we didn't carry at that time was personal parachutes, but we got them later. I'd squeeze myself into my seat and off we'd go, navigating around the mountains and jungle towards the day's drop zone.
Dakota-Air Supply Drops Kohima
Update 03/03/2023.
A new DVD has been released describing the great contribution of the RAF supply Dakotas during the battles for Imphal & Kohima. This DVD has been produced in strong association with the 31 Squadron Association and some of the proceeds will go the Kohima Education Trust, which looks to assist Naga students with their education in India.
The DVD has been brought to my welcome attention by Terence O'Halloran, the Curator of the 31 Squadron Association.
Please see the link below for more information:
Dakota – Air Supply Drop – Kohima | Life Publications Limited
Update 03/03/2023.
A new DVD has been released describing the great contribution of the RAF supply Dakotas during the battles for Imphal & Kohima. This DVD has been produced in strong association with the 31 Squadron Association and some of the proceeds will go the Kohima Education Trust, which looks to assist Naga students with their education in India.
The DVD has been brought to my welcome attention by Terence O'Halloran, the Curator of the 31 Squadron Association.
Please see the link below for more information:
Dakota – Air Supply Drop – Kohima | Life Publications Limited
Page Copyright © Steve Fogden, May 2017.