96 Squadron at Cranage 1940

96 Squadron at Cranage 1940-1941

By Tony Harratt

© Author and 96 Squadron Association

Introduction

As someone with a passing interest in aviation I suppose it would only be natural for me to gravitate to research the historical aspects of this fascinating subject. My primary aviation interest was modern military fighters but this changed when I read David J Smith’s ‘Action Stations’ book covering RAF stations in north-west England. I was surprised to discover that within a very few miles of my home was such a station, RAF Cranage.

Having discovered the existence of the base I determined to find out more about those who had served at the station, their activities and history. As I progressed I amassed a huge amount of information from a wide range of books and other research. I hoped to gather sufficient information to produce a small book for local publication or, at the very least, a number of articles for the aviation press. Much of what I discovered was interesting but the area that fascinated me most was that of 96 Squadron that formed at Cranage on December 18^th 1940 in the night fighter role.

I gathered more information on the activities of the squadron than any other unit. However, their tenure at Cranage was short, a little over ten months and the bulk of their activities were crammed into the first six months or so of their existence. Even so, it made fascinating reading.

Through one of my many appeals for information Dave Sanderson, editor of the 96 Squadron Association newsletter contacted me. As a member of the squadron in the 1950’s he was interested to learn more about the squadron’s earlier work and some of those who had served King and country during World War Two. He asked me if I would produce something for the Association and I readily agreed, not realising how this project would grow.

From those humble beginnings of what would have been a short article, the project has grown into this booklet…and it covers only those first few fledgling months when the squadron won its wings in the night skies over England . Whether I am able to continue my research into 96’s history I don’t know. I hope so, for later days on Beaufighter and Mosquito’s in the night fighter role are exciting and interesting from what little I have discovered. I can only apologise that my research thus far covers only a tiny amount of 96’s heritage.

I am always keen to know more of the squadron and those of you with memories of the squadron are urged to share them before they are lost once and for all. My primary focus is still Cranage but I promise more for future days.

I have timed the publication of this booklet to coincide with the 60^th anniversary of the formation of the Squadron and hope that it meets with the reader’s approval as a fitting testament and memorial to those early pioneers of 96 Squadron, Royal Air Force.

Acknowledgements

In preparing any historical document, especially when one is a novice in such research as necessary for accuracy of fact, help has to be sought from a variety of sources. Many people have assisted me in my research into RAF Cranage and 96 Squadron. It is only right that I acknowledge that help.

David J Smith was instrumental in getting me started through a variety of his published works. His kindness in allowing me access to his own research and to use photographs from his collection was above and beyond anything I had anticipated. Thank you.

Once I had exhausted his work I discovered a fellow researcher in Martin Smith (no relation!) of Lichfield ; his initial help pointed in directions I would never have thought. Not only that, he allowed me access to his extensive library and made copious notes for me.

Richard Beeson from Washington State , USA , served at Cranage in the 1950’s with the US Air Force. He has provided much in the way of information during Cranage’s later days and carried out extensive searches on my behalf both during that period and earlier.

Mike Lewis, editor of ‘Swift’, the magazine for the north-west England vintage aviation enthusiast, has also been instrumental in obtaining data and encouraging my work by publishing a joint article about Cranage by David Smith, Hugh Budgen and myself. His advice on the early draft of this work is very much appreciated.

Wing Commander Gerry Roberts, Stanley Coates, Stanley Sim and a number of other ex-servicemen who have chosen to remain anonymous have provided reminiscences and photographs. Their help, no matter how small, is much appreciated.

Andy Beckett is a good friend and offered help and encouragement, proof-read early drafts and offered advice, loaned books and provided tea and sympathy when needed.

Ray Miller, another aviation friend from California also undertook proof-reading duties. Thank you both.

Dave Sanderson, newsletter editor of the 96 Squadron Association, commissioned this work. He, too, has proof-read and promised further help from members of the Association. Cheers, Dave!

Lastly and by no means least, my wife Lynn and son Niki who have had to put up with my incessant hogging of our computer and tapping at the keyboard late at night (when inspiration usually occurs!) and for their encouragement, suggestions and all round support.

Any errors and omissions are mine.

Tony Harratt

Staffordshire, November 2000

Dedication

This TEXT is dedicated to all officers and men of 96 Squadron, Royal Air Force, particularly those who gave their lives in service of their country either in combat or otherwise, in time of peace or time of war. All will be remembered.

‘Never was so much owed by so many to so few’

Sir Winston Churchill

Squadron Heritage

On October 14th 1940 in the immediate aftermath of the Battle of Britain, No. 422 Flight was formed at RAF Shoreham in Sussex equipped with Hurricanes and under the command of Flight Lieutenant J G Sanders DFC formerly of 615 Squadron. The aircraft establishment was eight Hurricane 1E’s and two Mk. 1R’s. In addition to Flt. Lt. Sanders there were five Flying or Pilot Officers and six Airman Pilots supported by 76 ground crew. Staff started to arrive in dribs and drabs. Pilot Officer Verity arrived on 15^th October together with Sergeants Hampshire and Scott and five Hurricanes – V6863, V6884, V6892, V6886 and V7591. Three more Hurricanes arrived the following day – P8813, P3827 and V6867.

No. 422 Flight saw combat action over the south coast of England commencing standing patrols over the aerodrome on 17^th October. Ten days later Sgt. Scott flying Hurricane V6887 at 8,000 feet sighted a Heinkel He-111. He gave chase firing a three-second burst of gunfire before the raider escaped into clouds. During November more fighter interceptor patrols were undertaken together with 46 hours 25 minutes of night operations. More successes were achieved during this period with a Messerschmitt Me-109 destroyed by FO Rabone flying Hurricane V7621 on 28^th October. He had joined 422 Flight having been previously a pilot with 88 and 145 Squadron’s. PO Ralls (also flying V7621) destroyed a Ju-88, and Verity north of Brighton jointly with 602 Squadron Spitfires who had run out of ammunition during the engagement and were circling the raider until help arrived. Later that day Verity, flying Hurricane V6862 and Ralls damaged a further Ju-88 south of Biggin Hill.

The Squadron is Formed

After the Battle of Britain the Luftwaffe had turned its attention to the bombing of British cities progressing ever northward until Manchester and Liverpool were frequent targets. On December 9^th 422 Flight moved to the north of England for the first time evolving into No. 96 Squadron on December 18^th 1940 under the command of Squadron Leader R G Kellett DSO, DFC, VM (Polish). Personnel moving from Shoreham were Verity, Ralls, Sanders, Scott and Hampshire while new recruits included two from 43 Squadron, Flt. Lt. Raphael, DFC and FO North, FO Morragh-Ryan from 54 Squadron, FO Passy from 605 and FO Sprague from 3 Squadron. Sergeant Robin McNair also joined 96 from 249 Squadron. Becoming part of 9 Group and coded ZJ-, the squadron adopted the motto ‘Nocturni Obambulamus’ – ‘We Stalk by Night’ and was charged with the air defence of Liverpool despite being closer to Manchester than the city port. There was logic in this. The Germans were using a route to northern England , which took them over southern England and Wales flying over the Welsh Mountains before unleashing their deadly load over Liverpool and Birkenhead .

Sdn. Ldr. Kellett was born in Tadcaster, Yorkshire and had joined 600 Squadron, Auxiliary Air Force in 1934. On January 30^th 1939 he joined 616 Squadron as Flight Commander and was called to full time service on August 25^th of that year. He moved to the forming 249 Squadron, also as Flight Commander, at Church Fenton in May1940 and was then posted to Northolt to form and command 303 Squadron.

He saw action during the Battle of Britain claiming four Bf-109 fighters destroyed on August 21^st, September 5^th, 15^th and 26^th. He was awarded the DFC on October 1^st, the DSO on October 25^th and the VM (5^th Class) on December 24^th 1940.

He stayed with 96 Squadron until March 1941 when he left for North Weald where he became wing leader. He concluded operations later in 1941 and was released from the RAF in 1945 as Wing Commander but commanded 615 Squadron RAuxAF from July 1946 until 1949.

Victor Bosanquet Strachan Verity could be described as one of the more senior officers in the new squadron and had already seen considerable action. Born on November 5^th 1919 in Timara , New Zealand , he worked on his father’s farm until accepted by the RAF for a short service commission in January 1938. It was over twelve months before he set sail for England , joining 229 Squadron in November 1939. Attached to 615 Squadron in France on May 14^th 1940 he claimed two Ju-88’s damaged on May 20^th before being shot down by escorting Bf-110’s, crash-landing without serious injury.

Returning to England , Verity rejoined 229 and was operating over Dunkirk when he exacted his revenge downing a Bf-110. His joy was short lived however, because another Bf-110 shot him down forcing him to bale out. He was rescued from the English Channel by a paddle steamer.

He rejoined 229 on June 5^th claiming three kills (one He-111 and two Ju-88’s) and three damaged enemy aircraft during September, October and November 1940 before volunteering for night fighter duties. After service with 422 Flight and 96 Squadron, Vic Verity was posted to the Middle East flying Beaufort’s. Further transfers saw him join 108 Squadron in Malta . He subsequently became a controller of night intruders at HQ Fighter Command. After a brief spell with 1622 Flight he became commander of 650 Squadron until its disbanding moving to 62 OTU as Squadron Leader. He returned home in November 1945 where he again farmed until 1959 when he went back to England to form a roofing business. After ten years in England he returned again to New Zealand where he died in February 1979.

The squadron’s first home was RAF Cranage nestling almost in the heart of rural Cheshire and to the south-west of Manchester . Cranage was a small airfield with grass runways and had been originally built as an aircraft storage facility but it began its operational life in August 1940 as a Relief Landing Ground for No. 5 Flying Training School based at Sealand near Chester . Things quickly changed for in October that year the School of Air Navigation began its exodus from RAF St. Athan for Canada leaving a small unit behind, to become No. 2 School of Air Navigation, based at Cranage using Avro Anson’s and officially forming on 11^th November 1940. The base was, at the time, one of the most westerly in southern north-west England .

The squadron was not the first fighter squadron to find a home at Cranage with a number of squadron’s having flights based in Cheshire for night fighter duties. These include 29, 307 and 312 Squadron’s.

Life at Cranage during those first winter months was Spartan. Sgt. (later Wing Commander) Gerry Roberts had qualified for his wings at RAF Cranwell but attended a navigator’s course. He recalls that first November as cold, snowy and frosty, the accommodation uncompleted and no work being undertaken because of the frosty conditions. The Sergeant’s quarters were cramped and there was no hot water. A number of tureens about four feet high and of similar diameter were meant to provide hot water if a fire could be lit under them but no one seemed willing to bother. Sgt. Roberts believes the fires were never lit. The lighting mains were put in jeopardy as airmen connected heaters to the light sockets! Other airmen at the base at that time recall having to sleep in nearby Byley church.

Within three days of its formation the squadron’s ‘A’ Flight was despatched to Squires Gate airfield south of Blackpool while ‘B’ Flight remained at Cranage. However, the stay appears to have been short lived because 307 Squadron were posted to Squires Gate on December 27^th releasing 96’s Hurricanes to return to Cranage. It was at Blackpool that the squadron suffered its first fatality, that of PO L M Sharp who died as a result of a ‘flying accident’ on December 28^th when his Hurricane (P3899) crashed into the sea shortly after take-off from Squires Gate. Despite official records stating that 96 Squadron had been released from its Squires Gate posting, operations appear to have continued into 1941.

This is borne out by the fact that the Blackpool contingent appears to have been the first to encounter enemy aircraft. FO Rabone was on patrol at 14,000 feet over Formby, north of Blackpool flying Hurricane V6887 when he encountered…

‘…an unidentified enemy aircraft some 50 yards ahead, 25 ft above and opened fire into the belly of the aircraft, which nosed down in front of him, and as the enemy aircraft passed he followed it in his sights and managed two more bursts. As he flew above the enemy aircraft through its track, he passed through a stream of oily smoke. The enemy aircraft was first sighted because of his exhausts.’

FO Rabone claimed this aircraft as a probable kill but this was unconfirmed.

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