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Benn, Hon. Michael Julius Wedgwood, son of Rt Hon. William Wedgwood Benn, 1st Viscount Stansgate, PC DSO DFC, and Margaret, d. of Daniel Turner Holmes MP; b. 5 Sept. 1921; adm. Sept. 1934 (H); left July 1940; RAFVR 1941 (Flt-Lieut.); a fighter pilot, DFC Aug. 1943; d. of wounds received in action June 1944.

Michael Julius Wedgwood Benn was born in Sussex on the 5th of September 1921 the eldest son of Air Commodore the Right Honourable William Wedgwood Benn DSO, DFC MP, 1st Viscount Stansgate, and Vicountess Stansgate, Margaret Eadie (nee Holmes) Benn of 40, Millbank, Westminster and of Stansgate Abbey in Essex. He was educated at Westminster School where he was up Homeboarders from September 1934 to July 1940. He was a member of the 3rd Rowing VIII in 1937 and of the 2nd Rowing VIII in 1939. He was elected as Secretary of the Boat Club in 1940. He enlisted in the Royal Air Force Volunteer Reserve where he trained as a pilot and rose to the rank of Leading Aircraftman before being commissioned as a Pilot Officer on the 16th of August 1941. He was promoted to Flying Officer on the 16th of August 1942 and to Flight Lieutenant on the 16th of August 1943. He was serving with 153 Squadron when he was awarded the Distinguished Flying Cross, which was announced by the Air Ministry on the 20th of August 1943.
Michael Benn and his navigator, Flying Officer William Alec Roe, took off from RAF Thorney Island at 2.10am on the 23rd of June 1944 in Mosquito FB Mk VI NS837 YH-G for a patrol. It was to be his final operation before he was to take up a post as Aide de Camp to the Air Marshal commanding the Far East. Soon after taking off he noticed that the air speed indicator was malfunctioning and he called the base to say that he was returning. When he arrived over the airfield he found that the runway lights had been turned off. With no way of judging his landing he was afraid of landing short of the runway but instead he landed too far down it and struck a nine foot sea wall at the far end of it. The aircraft crashed through the wall, across the beach and into the sea beyond. Michael Benn had broken his back in the crash and William Roe, although injured himself, had to hold Benn’s head above water until the two men were rescued. They were taken to St Richards Hospital, Chichester for treatment. Margaret Benn rushed to the hospital to visit her son and was able to speak to him before he died twenty minutes later at 3.40pm
He had left a letter to his parents, which was to be opened in the event of his death and read as follows: -
“So may I now take my leave of you, Father, from whom I inherited those qualities which I hoped would play their part later in my life and who was always a friend I could trust and who was everything a friend could be. If he knew how true his first words had come. Mother, from whom I inherited the precious gift of religion, time alone would have shown what I intended to do with that. James (Anthony) who would have been a helping friend and who shared so many interests with me. We might have done great things together. The little Prof (David) to whom I am devoted. Take care of him. Last, but by no means least, Nursey, who has contributed to the family more than she can ever realise. To you all I say au revoir. It was my dearest wish to settle down to do what I could to prevent the suffering of another war from descending on the lives of our children. How I longed to see a world when people could be as free and happy as we were in our family. The toast is then, “The Future”. God Bless you all, my family”
His funeral was held at Golders Green Crematorium on the 28th of June 1944, but his father and brother, Anthony, were unable to attend.
He is commemorated on a memorial in St Lawrence’s Church, Steeple in Essex.
He is commemorated at Golders Green Crematorium Panel 1.

Bright, Vernon Maxwell, son of Arthur Sydney Bright, HM Inspector of Schools; b. 9 Apr. 1916; adm. Sept. 1929 (R); left July 1932; RAF 1938-42 (Sqdn Ldr); m. 12 Oct. 1940 Monica, d. of A. P. Richards; killed on active service 24 Sept. 1942.

Vernon Maxwell Bright was born at Kenilworth, Warwickshire on the 9th of April 1916 the younger son of Arthur Sydney Bright, HM Inspector of Schools, and Jessie Elizabeth France (nee Carter) Bright of Graybrook Castle Road, Kenilworth, later of 14, Grove Terrace, St Pancras in London. He was educated at Westminster School where he was up Rigaud’s from September 1929 to July 1932.
He was granted a short service commission as an Acting Pilot Officer in the Royal Air Force on the 29th of October 1938 and was confirmed in his rank on the 29th of August 1939. He was posted to 229 Squadron based at RAF Digby on the 6th of October 1939 where the Squadron was being reformed following the outbreak of war.
Vernon Bright took off in a Hurricane on the 29th May 1940 as Yellow 3 in A Flight for a patrol over the evacuation beaches at Dunkirk. While flying over Dunkirk at 9,000 feet at 5.10pm the Squadron encountered 45 Messerschmitt Bf109s which attacked them. He attacked one of them at a height of 6,000 feet, firing some 200 rounds from a range of 100 yards and claimed the enemy aircraft as having been destroyed. He was attacked by other enemy aircraft and his Hurricane was damaged but he managed to return safely to base. On his return he filed the following combat report: -
“At 1715 hours approx. Enemy attacked one wave of 25 from starboard ahead, second wave of about 20 from starboard astern. At 6,000’ I fired two bursts of short length into one Me109 inside which I was turning and he appeared to fall away. On completing the turn I could only see a dark puddle. One other Me109 dived straight past me into the sea. I was then chased at first by a section of three and later by only one enemy a/c for some considerable time, until I had eluded him. By then I had lost contact and returned to base, with two bullets in the port wing.”
On the 31st of May 1940 Vernon Bright took off in a Hurricane as part of A Flight for a patrol over Dunkirk. At 5.13pm the formation spotted 25 Messerschmitt 110s and a Ju 87 some three miles off Furnes at a height of 4,000 feet. He engaged one of the Me110s and fired a number of long bursts at it from a range of 150 yards which exhausted his ammunition. On his return to base he filed the following combat report: - “Anti aircraft fire located enemy fighters at 1715 hours between Dunkirk and Furnes. A Ju 87 was sighted at 1,000 feet soon after doing low dive attacks on a cargo ship. I chased this one but the ship or our own planes hit him since he burst into flames and hit the sea. I then found two Me110s turning for me as I climbed. The first one turned away and was shot down; the second one and myself circled for a long time until I got a quarter attack from above when he appeared to fall out of control. I did not see him hit the sea. The first one hit the sea near the Ju87. I then made for cloud and home as my ammunition was exhausted.”
He was promoted to Flying officer on the 3rd of September 1940. On the 9th of September 1940 229 Squadron received orders to move from their base at RAF Wittering and to continue operations from RAF Northolt to better protect the London area.
Vernon Bright took off from RAF Northolt at 3.20pm on the 11th of September 1940 in Hurricane Mk I P3710 RE-H as Red 2 with eleven other aircraft from the Squadron for a patrol over Biggin Hill. At 4pm they were flying at 20,000 feet near Reigate when they engaged a formation of 30 Heinkel 111s, 20 Messerschmitt Bf110s and their fighter escort of 40 Messerschmitt Bf109s. During the ensuing dog fight he destroyed a Heinkel 111. Pilot Officer Ravenhill from the Squadron was forced to bail out of his aircraft and Flight Rimmer suffered facial injuries when his windscreen was shattered by machine gun fire. On his return to base at 4.35pm he wrote the following combat report: -
“I was No. 2 Red section when enemy formation of HE111s with ME110’s behind and Me109s above and behind; Section attacked in line astern, making beam attacks on starboard side. I fired a burst of 5 seconds from 300 yds, closing to 100 yds. An Me110 attacked the CO who was leading, and a second Me110 came across my bow, firing from rear gun. I fired at him, turned right and down with a Me110 on my tail and shook him off. I then circled round one of our men who was descending by parachute until he was safe. Then I noticed a Hurricane in a steep dive with a He111 beneath him and I executed a vertical quarter diving attack on the He111 with a 3 second burst. The other Hurricane then made a dead beam attack. After breaking away I returned and carried out No. 1 attack from astern and E/A went down. I broke away and two minutes later saw E/A in flames on the ground just S.E. of Redhill between two railway lines, probably at Outwood. E/A flew straight and level throughout.”
Vernon Bright took off from RAF Northolt at 2pm on the 15th of September 1940 in Hurricane Mk I P3710 RE-H with eleven other aircraft from the Squadron for a base patrol. At 2.35pm he engaged a Heinkel 111 at 20,000 feet over south east London with another aircraft from No. 1 Canadian Squadron. He was credited with a one third share of the victory. On his return to base at 3.10pm he filed the following combat report: -
“After making beam attack on formation of 30 HE111’s at 20,000 ft I dived in an astern attack on a lone HE111 below me. After 5 second burst from 250 yds closing to 30 yds, I saw starboard engine stop. I broke away and finished off my ammunition in a quarter attack by which time about half a dozen Hurricanes and Spitfires had joined the fight. I went on doing dummy attacks and saw his port engine stopped by another fighter, before he crash landed on West Malling Aerodrome. This machine had three vertical pink stripes on the rudder. “
The enemy aircraft was Heinkel IIIH-I (2771) AI+AN of 5/KG53. During its forced landing at West Malling Obergefreiter E. Sailler and Gefreiter H. Lange were killed with Unteroffizier O. Zilling, Feldwebel R. Lichtenhagen and Feldwebel K. Behrendt being taken prisoner.
Vernon Bright took off from RAF Northolt at 2.55pm on the 27th of September 1940 as Red 2 in A Flight in Hurricane Mk I P3710 RE-H with eleven other aircraft from the Squadron for an the interception of an incoming raid on London by enemy bombers. They were accompanied by No. 1 Canadian Squadron. At 3.15pm they encountered an enemy formation flying at 16,000 feet over south east London and during the ensuing engagement he destroyed a Junkers 88 and shared in the destruction of a Heinkel 111 as well as probably destroying a Messerschmitt Bf109. During the engagement, Flight Lieutenant Reginald Frank Rimmer, flying Hurricane Mk I V6782 was shot down and killed while Flight Lieutenant William Alexander Smith was forced to crash land at Lingfield following damage to his aircraft during combat.
On his return to base at 4.05pm he filed the following combat report: -
“I was red 2 in Hurricane REH. We attacked the main enemy formation – 15 He111 bombers near London, and I went for one. He which was about 800 ft below me and a quarter of a mile behind the others. It had glycol coming from starboard engine. I gave him a two to three second burst from 300 yds closing to 50 yds from astern, followed by another two second burst. His port engine burst into flames – one man baled out and the aircraft dived steeply and crashed with an explosion in some trees by a house on the outskirts of London. (Croydon?). I returned to the main formation, and a Spitfire came down followed by a Me109. I turned to his port beam with three second burst from 150-100 yds. He went down on his back with brown and white smoke pouring from the engine about 10 miles south east of the first crash. I caught up with the remains of the bomber formation near the coast, consisting of three bombers, with twelve of our fighters attacking. I picked out a Ju88 which was attacked by one Hurricane and one Spitfire. I made two attacks from 150 – 50 yds from astern – pieces broke off and came past me, also oil from the engine. The Hurricane and Spitfire continued attacking then I made a final attack, and he crashed into the sea about 15 miles out from Bexhill. 2,580 rounds fired.”
The Junkers 88 was A-1 (7112 of 5/KG77. The enemy crew of Hauptman G. Zetsche, Feldwebel W. Mahl, Gefreiter A Burkhardt and Obergefreiter A Kuhn were all killed when the aircraft hit the sea.
Vernon Bright took off from RAF Northolt at 8.10am on the 29th of September 1940 for a weather test. While flying at 16,000 feet near Maidenhead at 8.50am he spotted a Dornier 215 aircraft flying below him at 9,000 feet. He attacked it, setting its port wing on fire and claimed it as probably destroyed. On his return to base at 9.10am he wrote the following combat report: -
“I left Northolt on a weather test at 0810 hours and after climbing to 16,000 ft near Luton when I was vectored north west from base. There was 10/10 cloud at 6,000 ft and I sighted a Do215 at 9,000 ft, when I was at 11,000 ft. I began with a quarter attack out of the sun, giving a 5 second burst from 300 to 200 yds. E/A went down to cloud level, and did S turns into the sun just above cloud. I stalked him just in cloud and opened fire from astern at 250 yds with another 5 second burst. Accurate tracer fire from the rear gunner forced me to take evasive action, but I renewed the attack until all my ammunition had gone. The rear gunner ceased firing – the port engine and wing were in flames and the starboard engine was covered in brownish black smoke. E/A fell into cloud apparently out of control in Maidenhead district. 2,640 rounds fired.”
Vernon Bright took off from RAF Northolt at 9.30am on the 15th of October 1940 as Yellow 3 in Hurricane Mk I P3710 RE-H with four other aircraft from the Squadron for a patrol. At 10am he was flying over Canterbury at 20,000 feet when he engaged a Messerschmitt Bf109 and damaged it. On his return to base at 10.50am he filed the following combat report: -
“I was Yellow 3 in Hurricane REH. After the first contact with the enemy I was behind seven other Hurricanes when two groups of Me109s came by and I made a climbing turn to attack the last one on the port side of second formation. Delivering a stern quarter attack from 250 yds for two seconds I noticed glycol followed by dirty brown smoke pour from the engine, and a piece break off the port wing. The Me109 went into a steep right hand turn and a warning shout over the R/T caused me to break off. 160 rounds of ammunition fired.”
Vernon Bright took off from RAF Northolt at 10.45am on the 12th of December 1940 at White 1 in Hurricane Mk I P3710 RE-H with five other aircraft from his Squadron for a patrol. He was flying at 19,000 feet over the Maidstone area at 11.50am when he attacked and shared in the destruction of a Messerschmitt Bf109. On his return to base he wrote the following combat report: -
“I was White 1, weaving, and saw a Hurricane on the tail of an E/A and bits falling from the E/A as the Hurricane fired. The Hurricane was one of the first two to go into the attack. I followed, and when the Hurricane broke away I fired two short bursts at the E/A from about 250 yards. I then lost the E/A which was climbing into the sun. I picked up another travelling south well below me and dived down on it. I fired a 4 second burst from astern at about 150 yards followed by several further bursts. I saw large pieces of the E/A fall away belonging apparently to the tail unit. The E/A turned over on its back, the hood fell off, and the pilot baled out. 1,440 rounds fired.”
The enemy aircraft was Messerschmitt Bf109E E-4 W.Nr 3708 of 7./JG26 and was flown by Unteroffizier Rufolf Lindemann who was wounded and taken prisoner. His aircraft was destroyed when it crashed at 12.10pm at Abbey Farm near Leeds Castle in Kent.
He was credited with a half share of the victory with Pilot Officer Ron Bary, also of 229 Squadron.
He was married in London on the 12th of October 1940 to Monica Alin Theodosia (nee Richards) of Regent’s Court, London; they had a daughter, Sandra Frances Monica born on the 26th of September 1942.
In March 1941 he was posted to No. 55 Operational Training Unit at RAF Aston Down as an instructor. He was promoted to Flight Lieutenant on the 3rd of September 1941 and was later promoted to Squadron Leader.
On the 24th of September 1942, Vernon Bright and Leading Aircraftman Robert Francis Brown took off from RAF Boscombe Down in Beaufighter Mk VIC EL329 “G” to undertake rocket (8 x 3.5 inch) projectile trials over the Compton Ranges. They were unable to complete the trial and as they flew over Bulford Camp they rocked their wings to indicate to those on the ground that they were returning to Boscombe Down due to low oil pressure. The aircraft was seen to head in the general direction of the airfield but was then seen to roll and dive into the camp parade ground at Bulford where crashed, killing both men.
An inquiry into the accident concluded that: - “Low oil pressure had caused the tests to be aborted but on the flight back to Boscombe Down No.5 cylinder seized causing the aircraft to swing and roll into the ground at low altitude”.
He is commemorated at Southampton Crematorium Panel 1.

Cherry, John Conrad Hazlehurst, son of Edward Hazlehurst Cherry and Macie Gwladys, d. of Samuel Smiley of Nazeing, Essex; b. 7 Sept. 1914; adm. Sept. 1927 (H); left July 1933; BNC Oxf., matric. 1933, BA 1938; rowed against Cambridge 1936-8, pres. OUBC 1937-8; Leander crew in the Berlin Olympic Games 1936; RNVR 1939-43 (Lieut.), despatches (posth.) June 1943; m. 22 Nov. 1940 Glory, d. of George Rowe; lost in HM Minelayer Welshman (Med.) 1 Feb. 1943.

John Conrad Hazlehurst “Con” Cherry was born at Paddington, London on the 7th of September 1914 the son of Edward Hazlehurst Cherry MBE , Deputy Manager of the Navy, Army and Air Forces Institutes, and Macie Gwladys (nee Smiley) Cherry of 261, Lauderdale Mansions, Maida Vale, later of “Harbourside”, Bruenell Road, Parkstone in Dorset. He was christened at St Stephen’s Church, Rochester Row on the 3rd of January 1915.
He was educated at Westminster School where he was up Homeboarders from September 1927 to July 1933. He was appointed as a member of the Monitorial Council in September 1931 and was appointed as a School Monitor and as Head of Homeboarders in September 1932. He was a member of the Officer Training Corps and was promoted to Lance Sergeant in September 1931. He was a member of the 3rd Rowing VIII in 1929, where he rowed at No. 3 and of the 1st Rowing VIII from 1930 to 1933 where he rowed at No. 7 and later at No. 5.
The Elizabethan wrote the following of his 1930 season: - “A good seven, who is steadily improving as he puts on weight. With a fine natural length, he works smoothly and he can row hard. Apart from some unnecessary movement in his shoulders and head coming forward, he form and effectiveness is excellent. Like all oarsmen, he must go on working for more ease and quickness at the beginning.” They wrote of his 1931 season: - “He was hindered at first by an appearance of a new fault at the beginning of the season, of a hunching and poking action, with the inside arm bent. But towards the end of the season he opened out well, and developed much better length. At 7 he is an excellent timekeeper, but he needs to develop a longer and more powerful leg drive.”
He was appointed as Head of the Water in 1932. The Elizabethan wrote of his 1932 season: - “One of the “grand old men” of the crew, whose rowing is almost without blemish. For this reason he will have to work hard next year to maintain his present very high standard.” At the end of the 1933 season they wrote: - “A tower of strength to the boat; he kept the swing of the crew going, and his puddles showed how he was helping the boat along. Improvement for him lies, first in avoiding bent arms; this will give him the full advantage of his reach; secondly, in coupling up the whole body with his drive straight through from the stretcher to the finish. If he gets this, he will be a great oarsman. He has been an exceptionally able Head of the Water. He has done work and left a standard which will live after him.”
He matriculated for Brasenose College, Oxford in 1933 which he entered on the Heath Harrison Minor Exhibition. He was the President of the Brasenose Junior Common Rom and was a member of the Phoenix Common Room. He rowed for the College VIII from 1934 to 1938 and for the Oxford University VIII from 1936 to 1938. He was President of the Oxford University Boat Club in 1937 and 1938. He rowed for the Great Britain Rowing VIII in the 1936 Berlin Olympic Games in which they finished in fourth place. He served as the Captain of the Leander Club from 1938 to 1943 and was a member of Vincent’s Club.
He was a member of the Entertainments Committee of the Elizabethan Club in 1937.
On the outbreak of war he was an administrative trainee with an aircraft manufacturer. He was married on the 22nd of September 1940 to Iris Glory (nee Rowe) of Deancroft House, Cookham Dean, Berkshire; they had a daughter, Susan, born in 1942.
He was commissioned as a Lieutenant in the Royal Naval Volunteer Reserve on the 10th of November 1940 and served as Torpedo Officer at the Royal Naval shore establishment HMS Spartiate from the 3rd of January to the 31st of March 1941. He served on board the minelayer HMS Manxman (M70) from the 1st of March 1941 to the 29th of December 1942.
He joined the crew of the cruiser- minelayer HMS Welshman (M84) on the 30th of December 1942, which had served in the Mediterranean from May 1942 where she took part in Operation Harpoon, Operation Pedestal and Operation Torch, the Allied landings in North Africa in November 1942.
At 5.45pm on the 1st of February 1943, HMS Welshman, under the command of Captain William Howard Dennis Friedberger DSO RN, was transporting stores and personnel from Malta to Tobruk when she was struck by two torpedoes from of a spread of four which had been fired by the U Boat U-617, under the command of Kapitänleutnant Albrecht Brandt. The main deck area flooded and she capsized and sank two hours later with the loss of 152 of her crew and 13 passengers. Several of the casualties were cause by exploding depth charges as she sank. 118 survivors were picked up after five hours in the water by the destroyers HMS Tetcott and HMS Belvoir and were taken to Alexandria. A further 6 survivors were rescued by small craft which had sailed out from Tobruk.
His wife received the following telegram: - “From Admiralty. Deeply regret to inform you that your husband Lieutenant J.C. Cherry RNVR has been killed on active service.”
He was Mentioned in Despatches “For courage and skill and enterprise”, which was announced by the Admiralty on the 1st of June 1943.
His obituary in the Times newspaper reads; - “..... Here was a No. 7 of unusual merit. The next year he at seven and Sturrock at six were the backbone of the first winning Oxford crew in 14 years, and in 1938, as President, he was the keystone of another winning crew. Cherry rowed at 14 stones. He was one of the best heavyweight oarsmen of all time, but he will be even better remembered for his absolutely faultless style, so rare in a big man. Rowing at No. 7 he could give a crew the quality that usually needs a stylish No. 7 and a thrusting No. 5, and those who saw him row realise what the orthodox style could be at its best. His easy style of rowing, so deceptive of its power, was seen to even greater advantage in a four than an eight, and in 1937 he rowed No. 3 in the fine Leander four that won the Steward’s Cup at Henley.”
The Principal of Brasenose College, Oxford, Dr. W. T. S. Stallybrass, wrote: - “There have been, I believe, more O.WW. at Brasenose than at any other Oxford College (Christ Church always excepted), but none of them can have stood out amongst his contemporaries more than Conrad Cherry. He was far more mature than the normal Freshman. Like so many O.WW. He was possessed of an easy self-confidence and plenty of savoir faire, and he was quite exceptionally business-like. His capacity for business was recognised when he was elected President of the J.C.R. But it is as an oarsman that Cherry's name will always be remembered. As a Freshman his style was so good that some thought that he did little work in the boat. But the same men in the end considered him the best Seven there has ever been. The revival of Oxford rowing was due more to Cherry than to any other one man, alike as oar and as President. His word went. If a knot of men were arguing and asked Con for his opinion, he would give them a decision, not an opinion, and that would settle the matter. When the war came, Con soon took a commission in the R.N.V.R., and there earned golden opinions not only as a man but also for his technical ability. His Commanding Officer wrote: "Con was easy to talk to and make friends with for he was so simple in all his faiths and had such a kindly philosophy. Before he'd been with us three months I would not willingly have exchanged him for any R.N. Officer."Cherry was always a devoted Westminster-we used often to talk of our old School together. Westminster laid the foundations well and truly, but I think he developed whilst he was at Oxford more than most. He became a personality, though he was somewhat aloof in manner and never acquired that hail-fellow-well-met bonhomie which wins an easy and wide popularity. Nor was he easy to know intimately. As was said of Isaac Walton, he "would be seen twice in no man's company he did not like, and liked none but such as he believed to be very honest men." Water was his element. At Westminster, at Oxford, yachting in the holidays and during the war he spent his life on the water, and it is as he would have wished that in the water he should find his last resting-place.
A memorial service was held in his memory on the 20th of December 1946.
He is commemorated on the Chatham naval Memorial 73,3.

BeuteII, Robert Gerard, son of Alfred William Beutell MIEE, of Streatham, and Ida Augusta, d. of Augustus Combe Locke; b. 1 Mar. 1918; adm. Sept. 1931 (A); left July 1934; a lighting engi­neer; RAFVR 1943 (Flt Lieut.), met. branch; lost on air operations (N. Atlantic) 21 Jan. 1945.

Robert Gerard Beuttell was born in London on the 1st of March 1918 the younger son of Alfred William Beuttell MIEE, an electrical engineer and inventor, and Ida Augusta (nee Locke) Beuttell of 42, Prince of Wales Mansions, Battersea Park in London and of Malmesbury in Wiltshire. He was christened at St Paul’s Church, Chiswick on the 11th of May 1918.
He was educated at Westminster School where he was up Ashburnham from September 1931 to July 1934. He won the Junior Toplady Prize for Scripture in 1932.
On leaving school he attended the Royal College of Science where he gained a degree in 1937 after which he went to work as a lighting engineer.
He enlisted in the Royal Air Force Volunteer Reserve and by September 1941 he was serving as a Corporal based at the Meteorological Office at RAF Dishforth.
He wrote the following in a letter to his father on a flight he had taken in a Whitley aircraft: - "Had a wonderful flip the other day in the front turret of a Whitley, you get a wonderful view from there. Across the Pennines to the Isle of Man, up to Prestwick in Scotland and home, a 3.5 hour trip. I don't envy the AG his job, sitting in one position for hours on end, and next time I shall put on two pairs of undies, it was a bit draughty. It was a wonderful trip all the same, the high spot being when we "shot up" the beach at Prestwick. Of course it's strictly forbidden, but having experienced the thrill and irresistible amusement of it, I'd really have to forgive any culprit. Of course you are connected to all the crew the whole time by the intercommunication system, by which everybody speaks to everybody else. For the fun of coming along the shore at about 1000 ft, stuck right in the nose of the machine, then swooping to about 150 ft off the sands, then soaring up again, with the wit and cross-chat of the crew thrown in, a switch-back just doesn't compare. Then round again, "We might as well be hung for a sheep as a lamb. - Just one more", nose down, the sands streaking up to meet you, people gaping, scattering, ducking, - scooting along at about 50 ft, then pressed into your seat with the climb, almost aching with laughter, it was grand. Then the rather chilly trip home, though mostly in bright sunshine."
He transferred to the High Altitude Flight at Boscombe Down later the same year and collaborated with A.W. Brewer in inventing the integrating nephelometer.
He was accepted as a Metrological Observer and was commissioned with the rank of Flying Officer in the Royal Air Force Volunteer Reserve on the 6th of March 1943, which was followed by two months of training. He was appointed as Meteorological Air Observer Leader and served briefly with 517 Squadron before being attached to the 25th Bomb Group at RAF Watton. He then joined 518 Squadron, based at RAF Tiree in Scotland and was promoted to Flight Lieutenant on the 20th of January 1944.
Robert Beutell and his crew took off from RAF Tiree at 11.53pm on the 20th of January 1945 in Halifax Mk V LL123 517/C for a long range “Bismuth” meteorological mission. Wing Commander Norman Morris, the Squadron commanding officer, was to fly as 2nd pilot and had personally selected the crew for the mission. The aircraft was to fly a triangular route to the north of RAF Tiree in order to find the depth of a deep depression. Having taken off, the aircraft flew at a height of 1,800 feet until it reached a position some 250 nautical miles to the west of Tiree where it took its first meteorological observation at 3.28am and reported its findings at 4.44am. Having flown another 350 nautical miles further out to sea, the aircraft climbed to 18,000 feet and turned to the northeast.
Due to poor reception, nothing further was received until 7.12am when the next transmission reported that the aircraft was flying at 10,500 feet and that there was a problem with the starboard engine. At 8.08am a SOS message came in from the aircraft followed by another at 8.18am, which ended suddenly after which nothing further was heard. The aircraft crashed into the sea with the loss of the entire crew.
The crew was: -
Wing Commander Norman Foster Morris (2nd Pilot)
Flight Lieutenant Arthur John Bacon (Pilot)
Flight Lieutenant Robert Gerard Beuttell (Meteorological Observer)
Flight Sergeant William Douglas Stone (Wireless Operator/Air Gunner)
Flight Sergeant Robert Kiddle (Wireless Operator/Air Gunner)
Flight Sergeant Rennie Arthur Loader (Wireless Operator/Air Gunner)
Flight Sergeant Albert Howard Andrews (Flight Engineer)
Warrant Officer Anton David Anderson RAAF (Navigator/Air Bomber)

Although the wireless operator had been transmitting for ten minutes before the aircraft crashed, he did not report its position. A fix was obtained on the position where the aircraft was likely to have ditched as being approximately 59N 11-13 W. Aircraft were dispatched by 281 Squadron who searched the area for the next three days in the hope of finding survivors but, with the weather conditions being very poor, the search was abandoned at 11.14am on the 24th of January.
Robert Beuttell had written a letter to his father shortly before he was killed in which he said that he did not expect to survive the war.
A friend wrote of him: - “Gerard was an extremely gifted scientist whose important work on instruments of visual range was posthumously recognised and published. His death was a serious blow to his father, who never quite recovered his formidable drive and energy afterwards”.
He is commemorated on the war memorial at Malmesbury.
He is commemorated on the Runnymede Memorial Panel 265.

Burke, Edmund Seymour, son of Edmund Burke, of Kingston Hill, Surrey; b. 11 Aug. 1916; adm. Sept. 22, 1931 (R); left July 1935; Pembroke Coll. Oxon., matric. Michaelmas 1935; Sub-Lieut. (A) R.N.V.R.; killed in action 30 Jul. 1941.

Edmund Seymour Burke was born at Rathdown, Ireland on the 11th of August 1916 the elder son of Edmund “Edo” Burke, a company director, and Sylvia Jayne (nee Hardy) Burke of the Glenridge Hotel, Virginia Water in Surrey and of the Granby Court Hotel, 88/89, Queen’s Gate, Brompton in London. He was educated at Westminster School where he was up Rigaud’s from September 1931 to July 1935. He played the part of Jane West in the Rigaud’s House Play of “The Fourth Wall” in 1934. He matriculated for Pembroke College, Oxford on the 15th of October 1935.
On leaving university he worked as an assistant tea buyer. He appeared as an extra in “A Yank at Oxford”, released on the 18th of February 1938 and was credited for his role as the First Officer in the play “The Infinite Shoeblack”, which was released in 1939.
He was enlisted in the Royal Naval Volunteer Reserve where he trained as a pilot and was later commissioned as a Sub Lieutenant (A). He was posted to 800 Naval Air Squadron based on board the aircraft carrier HMS Furious.
On the 30th of July 1941, the Royal Navy launched Operation EF, an attack on enemy merchant shipping in the Norwegian port of Kirkenes and on the Finnish port of Liinakhamari in Petsamo. The aircraft on board the aircraft carrier HMS Victorious would attack the Norwegian port while those on board HMS Furious would attack the port at Petsamo. The operation was intended to catch the enemy by surprise but the fleet was spotted by a German aircraft and their presence was relayed back to the two ports. When the formation arrived over Petsamo little shipping was present in the port. Instead the aircraft attacked the harbour installations, hitting jetties, a warehouse and an oil tank, which was set on fire. They met enemy fighter opposition and heavy anti aircraft fire in the target area.
Edmund Burke and his Observer, Leading Airman Arthur James Beardsley, took off from HMS Furious in Fulmar Mk II N4029 one of six aircraft from the Squadron which were to form the fighter escort for the operation on Petsamo. On its way to the target the aircraft was flying over the Barents Sea when it suffered an engine failure and was forced to crash land on to the sea. The two men were seen to swim clear of the aircraft and pull themselves into their life raft. HMS Furious was unable to pick the two men up due to the presence of enemy aircraft and submarines in the area.
Theirs was one of sixteen aircraft which were lost during the two operations.
His father received the following telegram: - “From Admiralty. Deeply regret to inform you that your son Sub Lieutenant (A) E.S. Burke is reported missing on active service.”
In 2017 a Russian journalist contacted the British Consulate in Moscow to say the he had found two graves marked “two unknown English airmen” on the Rybachy Peninsular in Northern Russia. It was discovered that the two bodies had been found in their dingy by nomadic travellers who had buried them on the beach. It is believed that they had died from hypothermia. Their bodies were exhumed, identified and reburied at their present resting place in July 2017 with an honour guard made up of British and Russian servicemen.
His brother, Pilot Officer Ian Campbell Burke OW, 142 Squadron, Royal Air Force, was killed in action on the 20th of September 1941.
He is buried at Vaida Bay Military Cemetery Grave 5.

Buttar, Charles Philip, son of Charles Buttar (q.v.); b. Jan. 26, 1902; adm. April 29, 1915 (G); left Dec. 1918; Midshipman R. N. Jan. 8, 1922; Sub-Lieut. Dec. 15, 1923; Lieut. (E) Feb. 15, 1926; Eng.-Lieut.-Cdr. Feb. 15, 1934; Commander June 30, 1938; m. July 17, 1930, Margaret Elaine, daughter of Major William Stanford; lost in the sinking of H. M. S. Dorsetshire by Japanese aircraft in the Bay of Bengal, April 5, 1942.

Charles Philip Buttar was born at Bayswater, London on the 26th of January 1902 the son of Dr Charles Buttar MD OW and Georgianna Isabel (nee Syrett) Buttar of 10, Kensington Square Gardens in London. He was christened at Bayswater on the 7th of April 1902. He was educated at Westminster School where he was up Grant’s from the 29th of April 1915 to December 1918.
He entered the Royal Navy on a Special Entry Cadetship on the 8th of September 1920 and was appointed as a Midshipman on the 8th of January 1922. He joined the battleship HMS Valiant for engineering training on the 15th of January 1922 and went on to the Royal Naval Engineering College, Keyham for further engineering training on the 4th of May 1922. He was commissioned as a Sub Lieutenant on the 15th of December 1923. He was promoted to Acting Lieutenant (E) on the 15th of February 1926 and to Engineer Lieutenant Commander on the 15th of February 1934.
He was married at St Philip’s Church, Kensington on the 17th of July 1930 to Margaret Elaine (Goodfellow, nee Stanford) and they lived at 131, Banbury Road, Oxford. They had a daughter, Susannah, born on the 15th of August 1933. He was serving on board HMS Coventry at the time and was later posted to the heavy cruiser HMS Dorsetshire (40). He was promoted to Commander (E) on the 30th of June 1938.
At the beginning of April 1942, HMS Dorsetshire, under the command of Captain Augustus Willington Shelton Agar VC, DSO RN, was undergoing a refit at Colombo, Ceylon, in order to increase her anti aircraft armament, when she was ordered to put to sea as British Intelligence had warned her that a Japanese battle fleet was approaching Ceylon from the east.
At 10pm on the evening of the 4th of April 1942, HMS Dorsetshire, and the heavy cruiser HMS Cornwall (56) set sail from Colombo and headed towards the Maldives where they were to rendezvous with other ships at 4pm the following day. At dawn on the 5th of April 1942 they were sailing in waters some 300 miles to the south west of Ceylon when action stations were sounded.
At 1pm a Japanese reconnaissance aircraft was spotted which was followed a short time later by 53 Japanese “Val” dive bombers which had been launched from enemy aircraft carriers and began to attack the ship from out of the sun at 1.40pm. In spite of fierce resistance from the crew, HMS Dorsetshire was struck ten times by 250lbs and 500lbs bombs and had several near missies. Her magazine was struck during the attack and she sank in just eight minutes. HMS Cornwall was also sunk. Captain Agar survived the sinking but Charles Buttar was one of two hundred and twenty-seven of his crew who did not. The survivors of both ships were in the water for some thirty hours before being picked up by the cruiser HMS Enterprise and the destroyers HMS Paladin and HMS Panther.
He is commemorated on the Plymouth Naval Memorial Panel 63, Column 1.

Casper, Alexander Carl Peter, son of Lieut.-Col. Emil Hans Casper and Una Margaret, d. of Sir Edward Parrott MP LLD, of Edinburgh; b. 23 Aug. 1923; adm. Jan. 1937 (A); left Apr. 1941; RM 1942-5 (Lieut.), 45th Commandos BLA; killed in action at the crossing of the Weser 6 Apr. 1945. Castellain, Geoffrey Charles, son of E. L. F. and Anne Castellain of Chelsea; b. 19 Feb. 1920; adm. Sept. 1933 (KS); left July 1938; Ch. Ch. Oxf., matric. 1938; 2nd Lieut. 16th/5th Lancers 1941, transf. SASR Apr. 1944; killed in action (W. Europe) Oct. 1944.

Alexander Carl Peter Casper was born on the 23rd of August 1923 the son of Lieutenant Colonel Emil Hans “Bill” Casper, Royal Artillery, and Una Margaret (nee Parrott) Casper of 11, Acacia Grove, Dulwich, London SE21. He was educated at Westminster School where he was up Ashburnham from January 1937 to April 1941.
On leaving school he was commissioned in the Royal Marines and was posted to No. 45 Royal Marine Commando.
At 4.30am on the morning of the 6th of April 1945, No. 45 Commando assembled at Stolzenau where they were briefed for an assault crossing of the River Weser where they were to pass through a weakly held bridgehead on the far side of the river and were to push on to capture the village of Leese, one and half miles inland. Once they were across the river a bridge was to be constructed across it to allow more British forces to cross the river. At 1.15pm, nine assault landing craft began crossing the river supported by artillery and machine gun fire. Although the landing craft were under continuous enemy fire during the crossing they suffered no casualties. Once they had landed on the far side the Commandos advanced south along the river bank under the cover of its steep banks. The German positions, which were held by the 12th SS Training Battalion, were set back some one hundred yards from the river bank across open ground which made it impossible to make a direct attack on them. After hand to hand fighting the men of D Troop gained a foothold in the enemy trenches nearest to the river after which A Troop passed through them and pressed on against “fanatical” opposition. At the same time, B Troop, with a Section of E Troop, made their way towards the cover of a nearby railway embankment but, by 4pm, the bulk of the Commandos were still pinned down and forward progress was painfully slow. It was decided to recall the men of B and E Troops from their forward position and to consolidate the positions on the river bank to await reinforcements. They came under heavy fire through the evening and into the night when they were told that there would be no fresh troops coming forward to support them. After midnight they received orders to fall back to the bridgehead area but while they were doing this they came under an attack from the SS at 3am which they drove off with heavy casualties among the enemy. They held the bridgehead for the remainder of the 7th of April.
Captain John Day of No. 45 Commando later wrote: - "At one of our brief pauses as we moved along the river bank I found myself crouching beside a young subaltern, Peter Casper, whose men were endeavouring to provide us with some covering fire. During a lull in the firing we heard shouting from the German positions. Peter said "They want to surrender", leapt to his feet, took off his beret, and waved it at the enemy. Two or three bullets cracked at us and Peter Casper fell dead at my feet."
He is buried at Hanover War Cemetery Plot 7, Row K Grave 7.

Bonas, Peter David, son of Lionel and Sheila Bonas of Maida Vale; b. 22 Nov. 1914; adm. Sept. 1928 (R); left July 1931; worked in the film industry; RN 1940-2 (AB), discharged for ill-health May 1942; d. 1 Sept. 1945 of disabilities contracted on active service.

Peter David Bonas was born at Paddington, London on the 22nd of November 1914 the only son of Lionel Maurice Bonas, a film representative, and Sheila (nee Spero) Bonas of 16, Lauderdale Mansions, Maida Vale in London. He was educated at Westminster School where he was up Rigaud’s from September 1928 to July 1931. He was a member of the 2nd Football XI in 1930 and of 1st Football XI in 1930 and 1931 where he played at left back. The Elizabethan wrote the following on his 1930/1931 season: - “He has played so often for the Eleven that he deserves a mention. His main fault lies in his slowness of foot, but he is young and should be much faster next year. He has a good tackle when he is in time with it, and kicks well.” On leaving school he went to work in the film industry for the United Arts Film Corporation. He was married at Plymouth in 1941 to Hilda May Hope (nee Dunstone) of North Wembley.
He enlisted in the Royal Navy in 1940 but was invalided out of the service in May 1942 due to ill health from an illness which he had contracted while on active service.
He is commemorated at Golders Green Crematorium Panel 1.

Doulton, Michael Duke, brother of Peter Duke Doulton (qv); b. 19 Dec. 1908; adm. Sept. 1922 (A); left Apr. 1926; AMIMechE; Directorate of Aeronautical Production, Air Ministry; AAF RO (FO) 1936, recalled for service Aug. 1939; 601 Hurricane Sqdn June 1940; m. 3 Mar. 1939 Carol, d. of Paul Theodore Christie of St George's Sch. Newport, RI, USA; killed in action 31 Aug. 1940.

Michael Duke Doulton was born at Wandsworth Common, South London on the 19th of December 1908 the younger son of Orrok Mills Doulton, a pottery manufacturer, and Catherine May (nee Duke) Doulton of 37, Devere Gardens, London W8 and of Windmill House, Clapham Common in London. He was educated at Boxgrove School near Guildford and at Westminster School where he was up Ashburnham from the 22nd of September 1922 to the 30th of March 1926. He was a member of the 1st Football XI in 1925 and 1926, where he played at centre half and was awarded his School Colours in the latter year. The Elizabethan wrote the following on his 1925/26 season: - “A player with a beautiful style: knows the game and, moreover, executes his movements and passes with accuracy and correctness, but all this is done much too slowly, almost in a slovenly, laissez faire, manner. Moreover, he is painfully slow in getting back in the wake of the opposing centre forward. As a stylist the best footballer on the side – he must develop pace, energy and greater alertness. Even so has played some splendid games for the school.”
He entered an apprenticeship with the Institution of Mechanical Engineers and worked for the Sentinel Service Depot from the 5th of May 1925 to the 14th of April 1927 and at the Machine and Erecting Shops, the blacksmiths and in the office for Dewrance and Co of London from the 2nd of May 1927 to the 28th of March 1929. This was followed by a period of six months further training with Messrs. Alfred Herbert Ltd of Coventry. He was elected as an Associate Member of the Institution of Mechanical Engineers on the 21st of November 1930 but his membership lapsed on the 30th of December 1938.
He was commissioned as a Pilot officer in 604 (County of Middlesex) Squadron, Auxiliary Air Force on the 29th of September 1931 and was promoted to Flying Officer on the 29th of March 1933. He was reputed to have been the tallest pilot in the Royal Air Force. He resigned his commission on completion of his service on the 29th of September 1936 and passed into the Reserve.
Due to his engineering experience he joined the Air Ministry in 1938 where he worked for the Directorate of Aeronautical Productions in preparing car factories for conversion to aero engine production in the event of a war.
He was married at Shrewsbury on the 3rd of March 1939 to Carol (nee Christie, later Gilbart) of Yockleton, Shrewsbury, who he had met while skiing in Switzerland; they had a son, Paul, born in April 1941. During the Battle of Britain they lived in a cottage at Fontwell, West Sussex.
He was mobilised for war service on the 24th of August 1939 and was posted to 601 (County of London) Squadron based at RAF Tangmere on the 11th of June 1940.
Michael Doulton took off from RAF Tangmere at 6.05pm on the 20th of July 1940 in Hurricane Mk I P3884 as Green 1 in B Flight with five other aircraft from the Squadron to provide an escort to a convoy. During the mission they attacked and damaged a Dornier 17. While 25 miles to the south of Selsey Bill they spotted a Heinkel 59 seaplane at 7.20pm which was attacked by Michael Doulton who fired a five second burst at it from 300 yards before closing to between 100 and 150 yards where he fired another five second burst by which time the enemy aircraft was 100 feet above the sea. The enemy aircraft eventually crashed into the sea.
On his return to base at 7.40pm he wrote the following combat report: -
“B Flight took off at 18.05 to escort convoy and about 19.20 E/A was sighted – Green Section formed line astern. The E/A, a twin float – twin engined seaplane He59 was painted white all over, with large black civil type markings D-AKAR on the top of top plane and sides of fuselage and fin and Red Cross on to main plane., fuselage and fin and a small swastika on top of fin. During second stern attack flames burst from centre of fuselage, E/A appeared to stall and 4 crew jumped from nose and neck of fuselage. None of their parachutes opened and Green 3 was unable to see the crew swimming. It may be assumed that they were all killed on impact with the sea”.
On the 11th of August 1940, Michael Doulton took off from RAF Tangmere as Green 1 with B Flight. At 10.30am they encountered enemy aircraft – “too many to estimate correctly” flying at between 15,000 and 25,000 feet, some 20 to 25 miles to the south of Swanage. During the ensuing engagement he attacked and damaged two Messerschmitt Bf110 aircraft. He had fired four bursts of three to five seconds during the engagement at ranges of between 300 and 150 yards and had expended a total of 2,400 rounds of ammunition.
On his return to base at 11.15am he filed the following handwritten combat report: -
“As Green 1 I led the R.H. section of the Sqdn – At approx 10.30 hrs the Sqdn sighted a mass of aircraft stepped up and about 10 miles south of 601. (Vis – 30-40 miles practically no cloud out to sea). Interception was assisted by streaks of white exhaust cloud indicating top of E/A formation at approx 25,000’. As the centre layers of the enemy formation appeared to be hotly engaged Green section climbed from 21,000’ to 25,000’ and engaged one of the two top formations of Me110 (6-9 in each section) which had already formed into defensive circles. I saw several isolated E/A about 1,000’ above and ½ mile to the outside of those under. I opened fire on the tail of 1 Me110 at close range and saw trails of white smoke from the starboard engine. As the Me110 broke formation and dived I ceased fire and opened fire at a second Me110 with no apparent result. While circling, this Me110 lost considerable height and I found myself inside another circle of Me110’s. I opened fire at close range on one Me110 and saw white smoke coming from the port engine. This Me110 also broke away from the central and circling aircraft. I opened fire at a fourth Me110, having lost more height, but did not see any effect and while firing ran out of ammunition. During the combat I saw at least six wrecks in the sea either burning or just emerald green patches. I also saw several Hurricanes on the tails of E/A but was unable to identify either Green 2 or Green 3. Both the Tangmere ground station and I called for Green 2 and 3 but neither replied. Landed Tangmere 11.15 hours. Starboard petrol tank of my Hurricane pierced by one bullet and although entry and exit holes are large and jagged the self sealing compound prevented any appreciable loss of petrol.”
On the 13th of August 1940, Michael Doulton took off from RAF Tangmere at 6.30am in Hurricane Mk I P3884 as Green 1 in B Flight with four other aircraft from the Squadron. At 6.45am they sighted two formations of enemy aircraft, one of 21 twin engined aircraft and another made up of 18 Junkers 88 aircraft flying at heights of between 10,000 and 15,000 feet, some 5 to 10 miles to the north of Midhurst, Sussex. During the fighting which followed he fired 3 bursts of 5 seconds at between 400 and 200 yards resulting in he and Flight Lieutenant Hope sharing in the probable destruction of a Junkers 88. His aircraft was damaged during the combat. He landed back at base at 7.05am and filed the following combat report: - “As Green 1 I led the section line astern of the Squadron. At approx 6.40 while flying north 2 large formations of E/A was seen approx 5 miles away at 2 o’clock. As Red leader headed for the compact E/A formation, the second formation peeled off in front of me with diving brakes down (JU88). I turned left and followed one Ju88 in a steep dive but had no difficulty in overtaking it. My first burst from dead astern made the Ju88 pull out of his dive and my windscreen was covered with black oil. The Ju88 then levelled out and slowed to 150 mph enabling me to close in and get two long and steady bursts from direct astern, answering fire from the rear gunner ceased during my long burst and the Ju88 dived gently into the clouds and I lost it. We took off at 06.30 and landed 07.05 at Tangmere. Action took place above 10/10 cloud. When my ammunition was finished I watched a Ju88 hit and set on fire by a Hurricane, three of the crew jumped and their parachutes opened above cloud, 5 miles north of Goodwood the ju88 ½ rolled and dived almost vertically in flames.”
At 11.50am on the same day, he took off from RAF Tangmere in Hurricane Mk I P3884 as Green 1 in B Flight with five other aircraft from the Squadron. Shortly after taking off they intercepted a formation of more than 30 Messerschmitt Bf110s and Bf109s flying at between 20,000 and 25,000 feet to the west of Swanage at 12.05pm. During the dog fight which followed he claimed to have damaged a MeBf110 with a 2 second burst of fire at a range of 100 yards. He landed back at base at 1.05pm and filed the following handwritten combat report: - “As Green 1 I led the astern section of the Squadron. At 12.05 a large mass of A/C seen 5 miles to the S.W. of us. Ordered section line astern, climbed into the sun and engaged Me110s at 22,000’ which had formed defensive half circles. On getting inside circle I had no difficulty in turning inside the Me110 and had good position but turn was so tight that firing was very difficult. Me110s dived on me but more often ended up beneath. After nearly 10 minutes managed to get on 1 Me110’s tail. This aircraft immediately rolled on its back and as he fell out of the roll I gave him a burst at about 100 yds range. Smoke and slight flame seen in cockpit of this Me110. Turning away to re-engage I lost sight of the remainder of E/A. Landed Tangmere 13.05.
On the 15th of August 1940, Michael Doulton took off from RAF Tangmere at 5.05pm in Hurricane Mk I P3884 as Green 1 in B Flight with five other aircraft from the Squadron. During their patrol they spotted 12 Junkers 88 aircraft at 17,000 feet over Bishops’ Waltham at 5.40pm. During the ensuing fight he claimed a half share in the destruction of a Junkers 88. He landed back at base at 6.15pm and filed the following handwritten combat report: - “As Green 1 I led the section astern of the Sqdn. Practically no cloud but mist up to 10,000’. At 17.30 hrs Sqdn of E/A bombers seen passing over Spithead. We were at 20,000’ and what appeared to be a large number of E/A were seen out to sea and apparently already engaged. Green section followed Red section closely into a quarter attack on the E/A bomber Sqdn. No E/A fighters appeared to follow their bombers inland. The E/A were in a tight and level V with one straggler 1,000’ below and ½ mile astern. Although we were slightly above the formation it was necessary to use full throttle to gain slowly on them. The formation wheeled right during my first attack and my sighting was upset by slip stream effects. The group of right hand bombers jettisoned their bombs. After some time four Ju88s broke formation and dived. I got onto the tail of the last of these. He dived very steeply but I got in a steady burst dead astern. We both pulled out near Southampton balloons. He then started evasions which were merely steep dives and climbing turns. My next bursts were slight deflections on both sides of the fuselage; oil poured from the engines and covered my windscreen. During the next burst at 100 yds range streams of dense white smoke poured from the wing tips. I imagined this was done purposely to make the fighter think the aircraft was burning. On my final burst he dived steeply and landed in a stubble field on a hill south of Winchester. Just before landing he jettisoned incendiary bombs. Four of the crew were seen walking around the crashed A/C. I circled low and fired several white Verey cartridges to call the attention of people on the ground. F/O Clyde assisted in shooting down this E/A and he witnessed the landing. I landed Tangmere 18.20hrs”
The enemy aircraft was Junkers 88 L1+BM of 4/LG1 which was on a mission to bomb Tangmere and Westhampnett airfields. The enemy aircraft crashed at Twyford where the crew of Unteroffizier E. Poggensee, Unteroffizier E. Kusche, Unteroffizier H. Burkhardt and Unteroffizier R. Muller were captured.
On the 16th of August 1940, Michael Doulton took off from RAF Tangmere at 12.25pm in Hurricane Mk I P3884 as Green 1 in B Flight with five other aircraft from the Squadron for a patrol. Once airborne they encountered 30 to 40 Junkers 87 “Stukas” between Tangmere and Selsey Bill. During the ensuing combat he was engaged at heights from between 13,000 and 1,000 feet during which he claimed to have destroyed one Junkers 87 and to have damaged two more. On landing back at base at 1.10pm he filed the following handwritten combat report: -
“As Green 1 I led the section astern of the Squadron. We took off at 12.25 hrs. Horizontal visibility 8 miles. While patrolling Selsey Bill at 20,000’ a stepped up formation of approx 40 Ju87s were seen just preparing to attack Tangmere from 12/13,000’. Following several down I got on ones’ tail and gave him a 5 sec burst from dead astern. Black smoke formed from the wing roots and he gradually caught fire and dived down and away 4 miles S.W. of Tangmere. I did not see this Ju87 crash. I then was amongst about 8 Ju87 who were all employing evasive tactics. I gave another a burst from close range dead astern and saw my bullets above and below both wing roots of which rounds entered the wings and fuselage and he jettisoned a large bomb near a bungalow at Selsey. Another Hurricane attacked this Ju87. I attacked another Ju87 about 1,000’ over the sea but ran out of ammunition. I continued to dive on this Ju87 but was unable to force it into the sea. While I was doing this I saw another Hurricane also very low down chasing another Ju87. This Ju87 eventually dived into the sea and I saw two Nazis floating by the wreckage about 2 miles south of the Selsey Wreck. I landed Tangmere 13.20 hours.”
On the 31st of August 1940 Michael Doulton took off from RAF Debden at 12.25pm in Hurricane Mk I R4215 with five other aircraft from the Squadron for an interception. At 1.15pm they were heavily engaged with enemy aircraft during which three of the Squadron’s aircraft were shot down in flames with all three pilots escaping by parachute with only one having suffered injuries. They claimed to have destroyed four enemy aircraft during the engagement, probably destroyed three more and to have damaged another two. Michael Doulton’s aircraft was last seen over the Thames estuary at 1.30pm. He is thought to have been shot down by a Messerschmitt Bf109.
His mother received the following telegram dated the 2nd of September 1940: -“Regret to inform you that your son Flying Officer Michael Duke Doulton is reported as missing as the result of air operations on August 31st 1940. Any further information will be immediately communicated to you. Should news of him reach you from any source please inform this department. His wife is being informed.”
In a letter dated the 2nd of September 1940, Carol Doulton wrote: - “Although I shall wait another 24 hours before telling his family and leaving here, I am sure that he is dead. I pray that he came down into the sea and that he will just vanish. I have no desire for the horror of bodies and funerals to come between me and my last happy memories of Michael young and strong and confident. Don't waste grief on me. Remember that I have a child to look forward to and that I've had eighteen months of wonderful happiness. And I am too proud of Michael to be unhappy in a petty way."
On the 27th of April 1984, an aircraft was excavated to the south of Wennington Church, near Romford, Essex. It proved to be Hurricane Mk I R4215 and Michael Doulton's remains were still in the cockpit. He was cremated in a private ceremony at Hastings in June 1984 and his ashes were interred at Salehurst churchyard.
He is buried at Salehurst Cemetery Grave 133B.