108-705: Group Captain Percy Charles "Pick" Pickard , DSO & Two Bars , DFC (16 May 1915 – 18 February 1944) was an officer in the Royal Air Force during the Second World War . He served as a pilot and commander, and was the first officer of the RAF to be awarded the DSO three times during the war. He flew over a hundred sorties and distinguished himself in a variety of operations requiring coolness under fire. In 1941 he
216-624: A Victoria Cross winner, was the first CO of the Valiant squadron, and he was succeeded by future Chief of the Air Staff and Marshal of the RAF Michael Beetham . The Valiant was at first active as a V bomber but was then converted to tankers. Disbanded in 1965 it reformed the following year with the Handley Page Victor tanker and continued until disbanded finally in 1977. The radio op in
324-598: A naval mine field . It took many more hours for them to drift out of the mine field so they could be picked up. In all they spent 14 hours in the bitter cold of the North Sea. While stationed at RAF Newmarket, Pickard lived on base with his wife Dorothy and their dog 'Ming'. Horse racing having been suspended due to the war, Pickard was able to acquire two former race horses inexpensively, which allowed him to ride again. Pickard rode each morning, often with his wife, but always with Ming running alongside. Another activity he enjoyed
432-534: A Hudson short, and together they worked out the operating procedures that enabled this aircraft to operate over occupied France. The Hudson was 11 tons to the Lysander's 4 tons, and took 1,000 yards to land versus the 500 yards needed for the Lyzzie. To accommodate this, the flare path was extended to 450 yards by adding two lamps. Pickard executed the first Hudson operation on the night of 13/14 February, flying five agents into
540-435: A London taxi service. When the number of people needed to be picked up was more than three, 161 Squadron would send two Lysanders in missions they called "a double." The required coordination was difficult to do at night in radio silence, and necessarily placed the second aircraft at increased risk. Consideration was given to making use of a larger aircraft. Sticky Murphy had already done a pick-up using an Anson borrowed from
648-465: A bog into the bargain." The plane's crew and passengers jumped out, and with the reception team they worked for a half hour before getting the aircraft free. Taxiing back toward the A lamp they had travelled no more than a quarter of the distance before becoming stuck again. This time they were in deep and could not get out. After two hours, it looked like they were going to have to burn the airplane and try to get back on foot, when about fifty Frenchmen from
756-422: A commission as acting pilot officer 25 January 1937. The post of pilot officer was confirmed and made permanent 16 November 1937. During this period he began seeing Dorothy Hodgkin. Her family did not approve but they wed anyway. He gave his bride the present of a Old English Sheepdog to keep her company while he was away; they named the large dog 'Ming'. Pickard's skill as a pilot was soon noticed, and in 1938 he
864-460: A few more episodes of ham-fisted flying Pickard lost his patience, shouting how it could possibly be that a man with 2,000 hours flying could handle an aircraft so poorly? "Oh, not pilot," the student replied sheepishly, "I observer." The man had no piloting experience at all. Undeterred, Pickard pressed on, training the man up as a pilot anyway. In training, Pickard made it a point to accompany pilots on their first sortie over enemy territory. Though
972-641: A field by Charolles near the River Loire . The development of the Hudson as a pick-up aircraft gave the squadron the ability to carry in and bring out groups of as many as ten people using a single aircraft. New Year's revelry saw Pickard fracturing his wrist. He had mastered the trick of drinking while being held upside down, with his feet held on the ceiling, he celebrated the New Year. On this night his mates were not firmly fixed and, with their support wavering, he fell to
1080-555: A flight lieutenant, Pickard undertook these leaflet-dropping sorties. He flew alongside Jack Grisman of Great Escape fame. Following the German bombing of Rotterdam the restrictions on Bomber Command were lifted. Pickard participated in fighting over Norway , Germany and France during the Dunkirk evacuation . He gained a reputation for following the Bomber Command dictum to "press on" to
1188-496: A formation of three) collided in mid-air whilst practising for a display. All five personnel on board the two aircraft were killed. At this time, No.214 Squadron itself parented another unit, when 'B' Flight became the nucleus of the re-formed No. 37 Squadron RAF . On 6 October 1938, 214 squadron lost another Harrow, this time to a lightning strike; all six crew parachuted to safety. This was one of three Harrows lost on that date, all on night exercises, all due to lightning strikes,
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#17330862395661296-418: A hard task master and persistent instructor. Language obstacles proved a significant barrier. Due to the high variation in competence, Pickard concentrated his efforts on those pilots with the most experience flying. An interpreter directed him to one man with 2,000 hours flying experience. After a single trip together Pickard felt the pilot strangely inept for a man with so many flying hours under his belt. After
1404-668: A lack of veteran crews caused the mission to be reassigned to the more experienced 51 Squadron under Pickard. The target German radar station was situated on a 400 ft bluff overlooking the French coast. The mission was for 51 Squadron to carry a group of paratroopers to the German radar station, where they would dismantle it and bring it back, along with a couple of technical operators. The drop would be made between 500 and 600 feet. In January Pickard and his squadron began low-level flight training. Their Whitley bombers were modified, with holes cut in
1512-541: A million cigarettes (for the Dutch). Through the autumn Pickard continued with shuttle flights for the upper ranks. However, this work was not appealing to him, and he endeavoured to get himself transferred. In November 1941 Pickard was made commanding officer of 51 Squadron stationed at RAF Dishforth . The squadron was flying Whitleys . The older bombers were being used for photographic reconnaissance to evaluate targets and assess bomb damage. In January planning had begun by
1620-673: A month. The weather in late February was very poor, and the mission had to be postponed three times due to excessive wind. Clearance to go was finally given on 27 February, and on a snowy evening the paratroopers boarded for what came to be known as the Bruneval raid . The raid was conducted under the command of Major John Frost . Pickard was confident the flying aspect of the mission would not be difficult, but dropping these men into occupied France with no sure way out seemed to him quite risky. In fact, R. V. Jones had gone home that afternoon wondering to himself how many he would ever see again. Just before
1728-580: A raid to the Ruhr , Pickard’s Wellington was hit by flak over the target and he lost his starboard engine. With the loss of power he began to slowly lose altitude. Pickard nursed the aircraft past the coast but was unable to get across the water and had to ditch in the North Sea . The crew were able to escape the sinking aircraft and all entered a rubber dinghy. After a number of hours they were located by an RAF air-sea rescue launch. Unfortunately, Pickard had set down in
1836-447: A training position, working to train up pilots in the No. 311 (Czechoslovak) Squadron operating out of RAF East Wretham . 311 Squadron was not-fully operational. Pickard was one of a number of RAF veterans there to improve morale, performance and the unit's operational standards. Preferring an informal approach, he arrived wearing his uniform and a pair of riding boots notched for stirrups, which
1944-446: A training unit, but the type was deemed underpowered and inappropriate for pick-ups. The squadron also had available a Lockheed Hudson brought over from the King's Flight. The twin-engined aircraft had a range 200 miles (320 km) greater than the Lysander, and was faster. It allowed use of a navigator, taking the burden of navigation off the shoulders of the pilot. Most importantly, it had
2052-400: A tree. Flying just above stall speed, there was no pulling back on the stick. They had to just keep flying and hope for the best. The left wing whacked through the outstretched branches, but the aircraft stayed aloft. The outer wing tip was damaged, a bit of garland was strewn along the leading edge, and the auto pilot was knocked out of operation. Otherwise, they were in good shape. They cleared
2160-487: A turnip." 487 Squadron had flown the Ventura on the disastrous Operation Ramrod 16 , which resulted in 10 of the 12 aircraft sent being lost, while another was written off afterwards due to damage. The losses reduced the squadron pilots to half strength, and there were no aircraft left for them to fly. Said Flight Lieutenant Charles Patterson "The Ventura must have been quite the worst aircraft ever sent into operation. Not only
2268-504: A very active CO, and continued to fly on operations, usually in the 3 spot in formation and flying under the name of "Wing Commander Smith". He was looking for a senior officer with a great deal of flying experience who had similar ideas on leadership. He found his man in Pickard. On 1 October Embry formed No. 140 Wing , choosing Pickard as the Wing's commanding officer. Embry insisted Pickard complete
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#17330862395662376-464: Is how the Czechs nicknamed him 'cowboy'. Wherever he went he was accompanied by his dog. As an officer, Pickard was mild mannered, approachable and humorous, but on missions he was a very determined pilot. Most of the squadron's flights were coastal patrol missions, but as part of the training process from time to time the crews would join in with the combat squadrons for missions over Germany. Pickard proved
2484-450: Is on the coast, 100 miles south of Tempsford. The move extended the reach of 'A' Flight's Lysanders into Europe. 161 Squadron would deliver SOE agents, wireless operators and wireless equipment to the resistance. Out of France they carried political leaders, resistance leaders and agents whose cover had been blown. They also occasionally gave a lift out to evading Allied airmen. They had the goal of making their pick-up operations as reliable as
2592-489: Is some evidence to suggest he struggled with dyslexia. Nevertheless, he was an enthusiastic classmate, and was active in school sports. He developed into an excellent shot, and captained his house rifle team. His favourite activity was riding. A farm in British East Africa was owned by the family of another student. To encourage their son in coming to Africa they offered to board one of his classmates when he came down to
2700-543: Is used by air forces of many countries that have historical British influence . Group captain is immediately senior to wing commander and immediately below air commodore . It is usually equivalent to the rank of captain in the navy and of the rank of colonel in other services. The equivalent rank in the Women's Auxiliary Air Force , Women's Auxiliary Australian Air Force , Women's Royal Air Force (until 1968) and Princess Mary's Royal Air Force Nursing Service (until 1980)
2808-559: The Army , but was declined on account of his poor school results. He then applied to the Royal Air Force , who were in the midst of a massive expansion, and was accepted. He was granted an RAF short service commission in January 1937, completing his pilot training programme with an "above average" rating. He was posted to 214 Squadron , equipped with the Handley Page H.P.54 Harrow bomber. He received
2916-653: The Combined Operations Headquarters under Lord Mountbatten in response to a request by R. V. Jones and the TRE to capture a German radar, an example of which was located on the bluffs overlooking the French coast near Bruneval . German air defences had been improving, and they had developed a new radar, the Würzburg air defence radar, which could read both an aircraft's direction of flight and its altitude. Transmitting this information to circling night fighters made
3024-620: The Handley Page Halifax GR.6 until 18 October 1948. In July 1955 the squadron was scheduled to be formed at RAF Laarbruch in West Germany , as part of Royal Air Force Germany , but before formation could be completed instructions were received that the new forming squadron would be designated No. 80 Squadron RAF . It operated the Vickers Valiant from RAF Marham , from 21 January 1956 until 28 February 1965. Leonard Trent ,
3132-456: The Parham airfield . The Framlingham old boy had become a hero at the school. Each time Pickard was invested with another decoration from the King, the headmaster of the school had let all the boys off for a celebratory holiday. Now, the boy who had been a near washout returned to the college to address the boys there. He spoke for two hours, remarking on his experiences flying, but mostly commenting on
3240-508: The Ruhr dams raid . On 19 December 1943 Cheshire visited Pickard, who took him up for a short test flight in the Mosquito. Impressed, Cheshire was eventually able to obtain four Mosquitos for his squadron, where they were used to good effect. Group Captain Group captain ( Gp Capt or G/C ) is a senior officer rank used by some air forces, with origins from the Royal Air Force . The rank
3348-481: The Vickers Wellington , one of the best bomber aircraft available at the time. He completed his first tour with 99 Squadron. In the early stages of the war prior to the German invasion of France Bomber command was reticent about escalating the war with attacks on German cities. Instead during this Phoney War period they confined their activities to coastal patrols and dropping leaflets over Germany. Serving as
Percy Pickard - Misplaced Pages Continue
3456-633: The 1943 incident was Robert Victor Moorby and the navigator was Eric Smith, who died. Bob Moorby was hospitalised through his injuries and, on returning to the squadron, still unfit to fly, saw F/S Hall and a made-up crew take off on a raid, never to return. Bob Moorby wrote a letter of thanks to the Lifeboat crew from Pevensey Bay . His note is an exhibit in the Brenzett Museum on the Romney Marshes in Kent. He
3564-416: The 8th September 1941 mission with a hand-picked volunteer crew: Sgt Leonard Tyne Chapman (Wireless Operator / Air Gunner), Sqn/Ldr William Davies, Fg/Off William Esplen, (Wireless Operator / Air Gunner), Flt/Lt Keith James Falconer (Observer) and Sgt Arthur Norman Page. 214 Squadron lost only one Wellington - R1874 - with all six of its crew killed in action over Berlin. They were eventually buried together in
3672-475: The French coast as dawn was breaking, and arrived back at Tempsford at 8:00 in the morning, at the end of a 9 + 1 ⁄ 2 -hour trip. At their debriefings pick-up pilots were asked to grade the operator and the field he had selected. Regarding the target field, Pickard wrote: "As far as I know there is nothing wrong with the field they selected, but I should like to hear from the reception committee where I actually landed." For his work at 161 squadron Pickard
3780-510: The German Würzburg radar station had been a complete success, with vital parts of the radar device recovered for examination. Following the raid, the King and Queen visited Dishforth. Pickard led them on a tour of the base. When they arrived at the officer's lounge, the King noted a number of footprints on the ceiling, and inquired how they came to be there. Pickard had a party piece of drinking beer while being held upside down, and confessed
3888-603: The Handley Page factory at Radlett aerodrome to collect new Harrow aircraft, Harrow K6940 clipped an express train travelling at 60mph, ripping the roof off the kitchen car. Fortunately there were no fatalities either on board the Harrow, or the train, but the aircraft crash-landed and was written off. In April 1937, the squadron moved again to RAF Feltwell in Norfolk. In another incident involving their new aircraft, two Harrows (out of
3996-474: The Mosquito and its utility as a marking aircraft and a precision daylight bomber. He was reported to have delivered this talk with "a most interesting and unvarnished account of his experiences, delivered in a notably human and intimate style and of absorbing interest". On 1 December 1943 Pickard was joined at 140 Wing by his navigator, Flight Lieutenant Alan Broadley. Broadley was posted to 21 Squadron, but Pickard made him Wing Navigational Officer in January, and
4104-499: The Pichelsberg War Cemetery, Berlin, their final sacrifice not required by duty but given voluntarily. Prior to his service career, Wing-Commander Grahame Cruickshanks was a noted South African cricketer. Also of note, the mission's Wireless Operator William Esplen was a successful amateur racing driver and son of the founder of the famous Ercol furniture design company. Freda Falconer told their story, with names changed, in
4212-440: The RAF could take the fight as far as Berlin itself. A wave of 197 bombers were launched 7 and 8 September 1941 attempting long-range targets over and around Berlin, including Wellingtons from 214 Squadron. Flt/Lt Keith Falconer had completed his tour of duty and was now due to transfer to Bramscote for a period as an instructor. Unusually the squadron's new CO, Wg Cdr G L Cruickshanks D.F.C. himself flew Vickers Wellington R1784 on
4320-554: The RAF might base many of its officer rank titles on naval officer ranks with differing pre-modifying terms. It was also suggested that RAF colonels might be entitled "bannerets" or "leaders". However, the rank title based on the Navy rank was preferred and as RAF colonels typically commanded groups the rank title group captain was chosen. The rank of group captain was introduced in August 1919 and has been used continuously since then. Although in
4428-504: The RAF. In response to the proposal that the RAF should use its own rank titles, it was suggested that the RAF might use the Royal Navy 's officer ranks, with the word "air" inserted before the naval rank title. For example, the rank that later became group captain would have been "air captain". Although the Admiralty objected to this simple modification of their rank titles, it was agreed that
Percy Pickard - Misplaced Pages Continue
4536-557: The SOE and SIS organizations." In his time there Pickard gathered a talented team of pilots around him, including Hugh Verity , Frank Rymills, Peter Vaughan-Fowler and Jim McCairns . Pickard was keen to fly missions, and took part in many of the 'moonlight operations'. After some months of service together Hugh Verity, the officer commanding 161's 'A' Flight, remarked wryly to his wife: "I am being restrained from personal effort by Pick, who thinks I have been hogging. I like that, coming from him,
4644-472: The Second Tactical Air Force, commanded the light daylight bombing force. He wanted his force to perform precision attacks on the continent, and was pushing hard to get Mosquitos to replace the Ventura and Mitchell bombers a number of his squadrons were equipped with. The Ventura, in particular, was not liked by crews. Said Pickard "It had the flying characteristics of a suitcase, and the elegance of
4752-587: The Würzburg tracking station, who began tracking their movement. The Würzburg radar crew watched the group of bombers approach Fécamp till they got within 5 km, then saw them suddenly turn south and seemingly head directly for them. The crew turned off their set and rushed into their bunkers. In actuality, Pickard's bombers were flying parallel to the coast, trying to pick out landmarks to ensure their position. Flak came up from four flak ships off Yport and two aircraft, including Pickard's, were hit, but no serious damage
4860-646: The aircraft being withdrawn from bombing Germany the squadron transferred to RAF Downham Market in December 1943. In January 1944, the squadron was converted to special operations, joining No. 100 Group RAF for electronic countermeasures in support of the main bombing operations. The squadron used the Boeing Fortress Mk II and Mk III and Stirlings. They used the jamming system codenamed " Airborne Cigar " (ABC) to block German night fighter communications. German speaking radio operators would identify and jam
4968-458: The aircraft they heard overhead might be German, they just waited. Unfortunately the delay put them all in a tight spot as far as fuel was concerned. Pickard decided their best chance was to head to the closest airfield, at Predannack on the southern tip of England. Nearly across the Channel and with the airfield in sight, he heard the engine sputter and then cut out for lack of fuel. Pickard feathered
5076-455: The area to burn off the extra time, and then led out to Selsey Bill where they left the coast, heading across the Channel. Half way across the Channel they ran into heavy cloud, and were forced down below 200 metres. They continued on their heading to Fécamp, 16 kilometres north of Brunavel, climbing to 400 metres. Picked up by the Freya radar station at Bruneval, their presence was radioed down to
5184-473: The basis for the 1948 and 1949 BBC Radio drama "I Shan't Be Home To Dinner", written by BBC Radio actress Freda Falconer, widow of 214 Squadron Observer Flt/Lt Keith Falconer D.F.C. The play also successfully toured the UK in 1949-1950 as a stage production. Like many other RAF wives, the author chose to live by her husband's side throughout his active service, in off-base billets. She drew on her background to spearhead
5292-438: The biggest hog of the lot". In the case of Rymills, the two men met following a near mishap. Rymills had just completed a supply drop mission for their sister squadron 138, and was taxiing his Halifax off the tarmac when he nearly ran Pickard down. Seeing him later in the officer's lounge, the two got on about flying. Pickard challenged, saying "Any clot can fly four engines. Why don't you try to do some real flying with us?" Rymills
5400-544: The bombers again came under fire from the Flak batteries protecting the Freya station. Past these was the lighthouse and the coast. Pickard dropped down to 15 metres and headed home, following the same route that had brought them there. Upon returning to base Pickard debriefed, got a short rest and then drove down to Portsmouth and the command ship HMS Prins Albert to be on hand when the paratroopers made it back from France. The mission upon
5508-443: The capacity to carry ten passengers, instead of the Lysander's three. On the down side the Hudson's greater weight and higher stall speed required a much larger field to land on. The use of the Hudson for pick-up missions was developed by Pickard and Hugh Verity. By trial flights Pickard had learned the Hudson's stall speed was actually some 20 mph slower than what was stated in the plane's manual. Pickard showed Verity how to land
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#17330862395665616-424: The cloud he was eventually able to work his way out over the Channel and back to safety. Night fighters were a concern for the pick-up pilots, but not their chief concern. Their greatest worry was mud. A mud-sodden field meant a one way trip, and no one cared for the idea of being taken prisoner in occupied France. When on operations during the full moon period the 'A' Flight would move forward to RAF Tangmere which
5724-412: The continent, but these had to be scrubbed due to the poor weather. At 2200 they were cleared to go, and Pickard's Whitley led off from RAF Thruxton. The aircraft formed up, twelve aircraft in three groups of four, with 5 minutes between each group. They headed southeast for RAF Tangmere in strict radio silence. Pickard had allowed 30 minutes for unforeseen problems. Arriving over the fighter base he circled
5832-443: The continent. Pickard was able to provide Gibson with details of the position of the fixed German flak batteries, along with their tendencies in the positioning of flak ships and flak rail cars. Gibson greatly valued the information, and believed it allowed him to plot a course that avoided the majority of the German flak. Following the completion of his tour with 161 Squadron, Pickard was made station commander at RAF Lissett , taking
5940-563: The conversion course on the Mosquito at RAF Sculthorpe, which he did. During the autumn these squadrons were learning the hard way what 105 Squadron had learned the previous year, namely don't give enemy gunners much of a look, stay low and fast on approach, "hopping" over hedges, houses and other obstructions, and using speed to escape. 487 Squadron gave Pickard a Mosquito, their "F" machine marked "EG F" . They did this in honour of Pickard's Wellington "F for Freddie" in Target for To-Night . Pickard
6048-411: The day's Morse letter response and immediately brought his aircraft down. He was only on the ground for three minutes before he was back up in the air and headed for home. Normally he never questioned his passengers, but he had to ask why it had taken so long for them to arrive at the field. They replied they had been there the whole time, but thought the airplane was supposed to signal them first! Thinking
6156-585: The direction of Germany. It was a long, cold trip for the both of them, but when they made it back several hours later a very cold but wiser Czech pilot had learned something of the value the RAF placed on pressing on, regardless. It was while Pickard was training the Czech pilots that he was approached to participate in a film project to promote the service. Pickard was reluctant to appear, but left 311 Squadron in mid-March, returning in April. The film, Target for To-Night ,
6264-465: The drive to keep morale high on the base with her work organising concert parties and entertainment. The play explored the powerful sense of family and mutual support engendered on the WWII RAF airfields, recording what daily life was like on the ground both for the aircrews and the wives, lovers and families who also served by their very presence and support. Written to pay tribute to the bravery of airmen,
6372-405: The drop zone. These men had been assigned to overcome the beach defences from behind and hold the beach till the team could be taken off. Though they had to figure out where they were and then quick march up the road to get to the beach, they arrived just as the assault was going in. The other ten aircraft delivered their sticks right over the drop zone. Increasing speed and continuing on northward,
6480-407: The early years of the RAF groups were normally commanded by group captains, by the mid-1920s they were usually commanded by an air officer . In the post-World War II period the commander of an RAF flying station or a major ground training station has typically been a group captain. More recently, expeditionary air wings have also been commanded by group captains. The rank insignia is based on
6588-611: The eight months prior to Pickard, 161 Squadron ran 10 successful Lysander operations, delivering 15 agents and taking 10 men out. The tempo at Tempsford increased with Pickard's arrival. In the first three months Pickard's group had managed 11 successful operations, delivering 20 agents and taking out 14. RAF Historian Chris Ward remarked: "Pick knew only how to lead from the front, and he would carry out numerous daring single handed flights in Lysanders to drop and pick up agents in France on behalf of
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#17330862395666696-465: The end of August. This mission total did not include those he flew with the Czechs. At the time, only about 25% of RAF aircrews survived to the end of a 30 sortie tour of combat. Crews who had completed a second tour of twenty were considered to have “done their part”, and were rotated away to non-combat roles. With the end of his second tour Pickard was assigned to 3 Group headquarters , tasked with flying senior command officers between airbases. Broadley
6804-509: The farm; Pickard took the offer. After a couple of years the classmate returned to England, but Pickard stayed on. The vast grasslands provided ample opportunity for riding, and Pickard excelled as a Polo player, earning a 3 handicap . While there Pickard enlisted in the King's African Rifles as a reservist. With war looming in Europe, Pickard and three of his friends chose to return to England. Lacking
6912-452: The first version of the play broadcast as a BBC Radio Wednesday Matinee in 1948. The Radio Times reported an unusually powerful public response, with a wave of letters pouring in to the BBC after the broadcast from listeners moved by its poignant and wholly authentic depiction of a widely shared experience. Subsequently, the story about life on 214 Squadron's RAF Stradishall base was expanded again by
7020-455: The four gold bands of captains in the Royal Navy, comprising four narrow light blue bands over slightly wider black bands. This is worn on both the lower sleeves of the tunic or on the shoulders of the flying suit or the casual uniform. Group captains are the first rank in the RAF hierarchy to wear gold braid on the peak of their cap, informally known as ' scrambled egg '; however, they still wear
7128-427: The funds for a full passage, they drove their car north through Italian Somaliland , British Somaliland , Anglo-Egyptian Sudan and finally to Egypt . Along the way Pickard became ill with malaria and the group of travellers had to stop for some time. Eventually they made it to Alexandria , from where they obtained transport back to England. Upon returning to England Pickard volunteered to serve as an officer with
7236-430: The fuselage to allow men to jump from the aircraft. Each Whitley could carry 10 paratroopers. Using 51 Squadron's twelve Whitleys, that meant the force would be limited to 120 men. They needed the full moon period for visibility on making the jump and landing, correct tides to allow the landing craft to get to the beach, and minimal wind so the paratroopers could drop. The conditions of moon and tide only came together once
7344-496: The ground controllers broadcasts and also pose as ground controllers themselves with the intention of steering the night fighters away from the bomber streams . At least some of 214 Squadron's B-17s were equipped with 'Piperack' which countered the Germans' Lichtenstein SN-2 aerial intercept radar. After the war ended, the squadron reformed at RAF Aldergrove on 1 March 1948 and operated
7452-419: The ground, fracturing his wrist. The mishap had little impact on his operational readiness, as he continued to fly pick-up missions with his wrist in a plaster cast. Pickard was a very tenacious pilot. Once committed to an operation he was doggedly determined to complete it. On 13 January 1943 he flew a Lysander pick-up mission, made difficult by poor weather and visibility. After two and a half hours of fighting
7560-411: The job of locating a bomber in the dark of night much easier. Jones and his group were keen to examine one, so they might devise methods to disrupt it. A raid making use of elements of the newly formed British 1st Airborne Division was planned. Air transport for the mission was to be provided by 38 Wing , a unit just brought together, but problems with this unit due to insufficient transport aircraft and
7668-480: The larger Short Stirling . Later, the Squadron moved to RAF Chedburgh . The memoirs of a Royal Canadian Air Force pilot recount his first operation with the Squadron, with Stirlings taxiing "ponderously" along a: "...perimeter track [which] ran within a hundred yards of Chedburgh's pub, before which the locals . . . had assembled for their nightly show." The target was Hanover. At a time when Stirling losses led to
7776-524: The missions himself. In late 1943 Pickard was made the commander of a new unit, 140 Wing , a ground attack formation whose three squadrons had converted to the Mosquito . On 18 February 1944 Pickard led a group of Mosquitos on the Amiens prison raid to destroy the walls of a Gestapo prison and free the prisoners inside. He was killed in this operation. Pickard was one of the RAF's most highly regarded bomber pilots of
7884-505: The morale of the people of Britain and encourage young men and women to join the service. The film was a box office hit and won an Academy Award in 1942. With the release of the film Pickard became a public figure. Widely known as the pilot of the bomber “F-Freddie”, he was the living symbol of Bomber Command's night war against Germany. During his time with 311 Squadron Pickard received his first Distinguished Service Order (DSO) in March 1941. He
7992-637: The new number on 9 December 1917. With the creation of the RAF from the Royal Flying Corps and the RNAS on 1 April 1918 it received the number 214. It was later given the fuller title No 214 (Federated Malay States) Squadron . No. 214 Squadron started with the Handley Page Type O /100 bomber but soon got the more powerful O/400 in the middle of 1918 with which it continued to fly against German strategic targets. From 29 June to 23 October 1918, 214 Squadron
8100-408: The other two aircraft coming from 215 squadron . At the outbreak of the Second World War 214 squadron was designated as a training unit. The squadron immediately re-positioned to Feltwell's satellite airfield, RAF Methwold , whilst in the process of re-equipping with the Vickers Wellington . In February 1940 they moved from Methwold to RAF Stradishall . The Wellingtons were replaced in 1942 with
8208-477: The paratroopers boarded Pickard pulled Frost aside and told him "I feel like a bloody murderer." Whatever reservations Pickard may have had, he did not let it show to the men. In fact, a number of officers reported after the fact that the sight of him standing by his aircraft, calmly puffing away on his pipe, and the sight of his crews all waiting patiently in their relaxed way, was reassuring. Pickard's flight of Whitleys were to be masked by Bomber Command missions to
8316-462: The play is very likely unique as war play written by a woman which for the first time also shone a light on the ground support of the "wives who waited" throughout the war, also one of the only dramas written by a woman to be produced in the flagship prime-time BBC Radio Saturday Night Theatre slot. Once Russia entered the war, No 214 Squadron would play its part in Churchill's urgent drive to prove that
8424-518: The post in July 1943. The base was home to 158 Squadron , equipped with the Halifax. While there Pickard did his first familiarisation flight in a de Havilland Mosquito on 1 August. Administrative duties were not to his liking, and he was soon searching for a post with operations. By late 1943 the RAF was making preparations for a return of Allied forces to the continent. Basil Embry , the commanding officer of
8532-472: The post-raid party had led to some hi-jinks and the footprints were his. In May 1942 Pickard was awarded a second DSO for his part in the Bruneval raid, represented by a bar to the first DSO. On 1 October 1942 Pickard was posted as CO of the No. 161 Squadron , a clandestine special duties squadron involved in supporting the resistance movement in occupied Europe . Pickard took over from Edward Fielden who
8640-400: The propeller and hoped for the best. With no chance to do a circuit, he brought the aircraft straight in and executed a perfect dead stick landing. Unfamiliar with air travel, his passengers were completely unaware of the danger, and thought a landing performed with the engine killed and propeller feathered was their normal operation! Pick-up pilots had to have individual initiative. As Pickard
8748-448: The risks of being shot down on such flights were the same, the sortie flights Pickard flew with the Czechs were off the books and did not add to his sortie totals. One such first trip flight was to Berlin. The young pilot had the misfortune of ejecting his side screen window shortly after taking off. With the cold night air filling the cockpit, he went to turn back to base when he was met with the unwavering gaze of Pickard, who pointed him in
8856-404: The signal path. At the end of his landing run the aircraft became stuck in mud. In his rough French Pickard called out to the crowd: "Qui est le chef de cette bande de sauvages?!" (Fr: Who is in charge of this band of savages?!) One operator raised his hand, to whom Pickard added: "Well you've got nothing to be proud about. Not only have you landed me in the back of a brick yard, but in the center of
8964-495: The standard RAF officer's cap badge. The command pennant for a group captain is similar to the one for a wing commander except that there is one broad red band in the centre. Only the wing commander and group captain command pennants are triangular in shape. No. 214 Squadron RAF No. 214 Squadron is a former unit of the Royal Air Force . No 214 Squadron was formed from No. 14 Squadron Royal Naval Air Service (RNAS), itself formerly No. 7A Squadron RNAS only taking on
9072-401: The target, regardless of the difficulties you might be faced with. It was during this period that Pickard met fellow Yorkshireman navigator Alan Broadley, who was to become his regular navigator and good friend to the end. Aircraft service crews grew accustomed to Pickard and Broadley returning in an aircraft that had been peppered with flak and night fighter damage. On one such mission while on
9180-480: The two flew together for the duration. About this time Leonard Cheshire was looking for a smaller aircraft to use for low-level marking, and came over to ask Pickard about the feasibility of using the de Havilland Mosquito. Cheshire had just taken command of 617 Squadron . Known as the Dambusters, the squadron was struggling after the departure of Guy Gibson and a number of losses suffered following their success on
9288-577: The unit moved to RAF Andover , taking part in exercises at RAF Aldergrove , Belfast, in September 1936. On returning from Northern Ireland, the squadron flew directly to a new base, RAF Scampton , Lincs, but in October 1936 seven of their Virginia aircraft were damaged on the ground due to 70mph winds. Shortly afterwards, in January 1937, the squadron began re-equipping with the Handley Page H.P.54 Harrow . On 25 March 1937, whilst ferrying 214 squadron pilots to
9396-409: The village showed up with a horse. With the horse pulling and the aircraft at full throttle, they were just able to get the aircraft free. Their troubles were not over though, as the wet and muddy field made it difficult for the Hudson to get up enough speed to get airborne. Running down the field at full throttle, Pickard just barely got the aircraft airborne, when from out of the fog and darkness loomed
9504-507: The war, ranking among the likes of Guy Gibson and Leonard Cheshire . Pickard was born in Handsworth , Sheffield , in the West Riding of Yorkshire , England . He was the youngest of five children, with an older brother and three older sisters. His father was Percy Charles Pickard, a Yorkshireman who moved to London and started a catering company. Having the same name as his father and being
9612-408: The weather he arrived over the target field, but he did not receive the recognition signal from the ground. Not wanting to return empty handed, he began circling. He continued to do so for the next two hours, till he was getting very near the limit of his fuel for the return flight, all while he searched in vain for the signal. Finally the operator flashed him the recognition signal. Pickard flashed back
9720-430: The youngest of five in the family, he was affectionately referred to as 'Boy', and the family nickname persisted, even as he grew to be 6' 4". His older brother, Walter, joined the RAF and became an officer. His oldest sister, Helena Pickard , became an actress; she married the actor Cedric Hardwicke . Pickard was sent to Framlingham College . Though bright and engaging, Pickard struggled with reading and writing. There
9828-669: Was "group officer". The rank was used in the Royal Canadian Air Force until the 1968 unification of the Canadian Forces , when army-type rank titles were adopted. Canadian group captains then became colonels . In official Canadian French usage, the rank title was colonel d'aviation . On 1 April 1918, the newly created RAF adopted its officer rank titles from the British Army , with Royal Naval Air Service captains and Royal Flying Corps colonels becoming colonels in
9936-425: Was a highly confident pilot, and took to Pickard straight away. That evening he packed up his gear and moved over to 161. Two months in, on the night of November 22/23, while returning from an agent drop off Pickard was intercepted by three German night fighters. Taking advantage of the Lysander's low stall speed he was able to slip the initial attacks, then dived to get into cloud. Playing a cat and mouse game through
10044-462: Was again at RAF Predannack in the south of England, this time some 370 miles away. He arrived there just as his fuel ran out. With no fuel for a circuit, he was given clearance to come straight in and land. The power station was badly damaged by the raid and all 12 aircraft returned safely, though Pickard's aircraft was out of operations for a couple of weeks for repairs. On the afternoon of 19 November 1943, Pickard returned to Framlingham, arriving on
10152-515: Was also awarded the Czech Cross . His 'rest period' completed, on 14 May 1941 Pickard was assigned to 9 Squadron based at RAF Honington . Here he was flying the Vickers Wellington again. He was soon joined by Broadley, who by now had become a commissioned officer. In the summer of 1941 over the night skies of Germany, Pickard flew another 33 sorties with Broadley, bringing his total to 64 by
10260-456: Was appointed ADC to Air Vice Marshall John Baldwin , the air officer, commanding the training programme at RAF Cranwell . On 30 October 1939 Pickard was posted to 7 Squadron flying Hampden bombers at RAF Upper Heyford . He was then returned to 214 Squadron until this squadron was disbanded to form an operational training unit. Pickard briefly returned to 7 Squadron before being posted to 99 Squadron at Newmarket Heath , where he flew
10368-545: Was asked to participate in the making of the Crown film Target for To-night . Attention from the film made him a public figure in England. Later that year he led the squadron of Whitley bombers that carried paratroopers to their drop for the Bruneval raid . Through most of 1943 he commanded 161 Squadron , the secretive unit that flew SOE agents in and out of occupied France. He was a very active commanding officer, and flew many of
10476-513: Was assigned to 138 Squadron . While on a leave from 3 Group HQ Pickard managed to talk his way into the right-hand seat of a 138 Squadron Whitley for an 8-hour flight and a low-level drop for the French resistance at Châteauroux . He then managed to get aboard one of the squadron's Wellingtons in a flight over the Netherlands to help deliver its cargo of six 250 lb bombs (for the Germans) and half
10584-478: Was based at RAF Saint Inglevert . Post war the squadron was moved to Egypt but it was disbanded on 1 February 1920 with its crew and aircraft merged into No. 216 Squadron RAF . On 16 September 1935 the personnel and equipment of 'B' Flight of No. 9 Squadron RAF were used to create a new No. 214 (B) Squadron at RAF Boscombe Down , Wiltshire, flying the Vickers Virginia Mk. X bomber. . In October 1935
10692-400: Was done. They travelled off the shore for 5 kilometres, then turned to port, climbed to 500 metres and crossed the coast. Another turn to port and they were heading north for the drop zone. As they approached they dropped down to 100 metres and slowed to 160 kilometres per hour. The first two aircraft, Pickard's and another, got slightly off course and dropped their sticks 2 kilometres south of
10800-499: Was fond to say, "There's always bloody something!" On the night of 23/24 February 1943 Pickard took a Hudson to a field in the Tournais/Cuisery region of central France. Flying in very poor weather, the target field was covered in low cloud and fog. Pickard circled overhead searching, and made no less than twenty attempts to get down through the weather. After some two hours of trying he was finally successful, but landed hard and off
10908-549: Was honoured with his third DSO, awarded as a second bar to his first DSO. The description in the citation was rather vague due to the nature of the operations of 161 Squadron. The award made him the first officer of the RAF to be awarded a third DSO in course of the Second World War. During the early planning for Operation Chastise , Guy Gibson sought Pickard's help to plan the route for the mission. 617 Squadron 's commander valued Pickard's experience in low level flights over
11016-806: Was it extremely limited from an operational standpoint, but it was also an absolute devil to fly, being heavy, cumbersome and unmanoeuverable." Other light bomber squadrons equipped with the Ventura were 21 Squadron RAF and the Australian 464 Squadron RAAF . Patterson continues "Due to the dynamic drive and determination of Basil Embry, all three Ventura squadrons were re-equipped with the Mosquito FB VI fighter-bomber. A conversion flight formed at RAF Sculthorpe under Sq Ldr George Parry. We converted all three squadrons to Mosquitos in about six weeks. 464 and 487 got their Mosquitos in August, and 21 Squadron got theirs in September." Embry had his Mosquito Wing. He had been
11124-403: Was just flying. He had enough seniority to be allowed use of the station de Havilland Tiger Moth . The two-seat biplane trainer has benign handling characteristics in basic flying, but when pushed hard in aerobatics the demand on the skill of the pilot is quite high. It is an airplane that is "easy to fly, but difficult to fly well". After a hard period of missions a favourite activity of Pickard's
11232-450: Was later transferred to the specially-formed 100 Group for electronic jamming operations against German nightfighters. Bob Moorby's uniform, medals, remaining kit (flying helmet, caps, etc.), ops books, service record and medals were donated to the RAF museum in Norwich where the squadron's records are centred. 214 Squadron's real-life WWII bomber operations and crews at RAF Stradishall formed
11340-415: Was moved to station commander of the airfield they were operating out of, RAF Tempsford . In taking over 161 Squadron Pickard had a significant load of administrative duties. These he directed his aide to handle, giving his aide responsibility for all his official correspondence and reports. Despite his laid back appearance, Pickard was a very active commanding officer, who wanted his men flying missions. In
11448-463: Was released that summer, in July 1941. The plot concerned a Wellington bomber, F 'Freddie', taking part in a raid over Germany. Pickard appeared as Squadron Leader Dickson, the pilot, whose aircraft delivers its bombs but is damaged by flak over the target and struggles to make it back to England. The film was produced by the Crown Film Unit and directed by Harry Watt . The film was created to boost
11556-409: Was soon back at the sharp end. On 3 October, he flew with 487 Squadron in a raid against the power station at Pont Chateau . On Pickard's approach to the target he took a hard hit to his starboard engine, which seized up solid. He was unable to feather the blades. Nevertheless he continued his run in and delivered his bombs on the target. Then he set about trying to get back to England. The nearest field
11664-531: Was to take up the Tiger Moth and lose himself in flying. Pickard was awarded the Distinguished Flying Cross in July 1940 for services rendered over Norway. By the end of November 1940, after a year with 99 Squadron, Pickard and Broadley had completed 31 sorties and were rotated to non-operational duties. With the completion of his first tour Pickard was promoted to squadron leader and transferred to
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