Tag Archives: Commander of the Most Excellent Order of the British Empire

Group Captain Sir Douglas R. S. Bader, C.B.E., D.S.O. and Bar, D.F.C. and Bar (February 21, 1910 – September 5, 1982)

Group Captain Douglas Robert Steuart Bader, D.S.O. and Bar, D.F.C. and Bar. (Paul Laib)

21 February 1910: Group Captain Sir Douglas Robert Steuart Bader, Royal Air Force, C.B.E., D.S.O. and Bar, D.F.C. and Bar, FRAeS, DL, the legendary fighter pilot of the Royal Air Force during World War II, was born at St. John’s Wood, London, England. He was the son of Frederick Roberts Bader, a civil engineer, and Jessie Scott MacKenzie Bader.

Bader attended Temple Grove School, Eastbourne, East Sussex, and St. Edward’s School in Oxford. After graduating in 1928, he joined the Royal Air Force as a cadet at the Royal Air Force College Cranwell in Lincolnshire. Bader was granted a permanent commission as a Pilot Officer, “with effect from and with seniority of 26th July 1930.”

Left to right, Pilot Officer Douglas R.S. Bader, Flight Lieutenant Harry Day and Flying Officer Geoffrey Stephenson, of No. 23 Squadron, during training for the 1931 Hendon Airshow, with a Gloster Gamecock. (RAF Museum)

Bader lost both legs in the crash of a Bristol Bulldog fighter while practicing aerobatics 14 December 1931 and was medically retired, 30 April 1933.

Following his medical retirement, Douglas Bader joined the Asiatic Petroleum Co., a subsidiary of the Koninklijke Nederlandse Petroleum Maatschappij (Royal Dutch Petroleum Company) and the Shell Transport and Trading Company.

Mrs. Douglas R. S. Bader, 1942

On 5 October 1933, Mr. Bader married Miss Olive Thelma Exley Edwards at the registry office of Hampstead Village, London. Miss Edwards was the daughter of Lieutenant Colonel Ivo Arthur Exley Edwards, R.A.F. On their fourth anniversary, 5 October 1937, a formal wedding ceremony took place at St Mary Abbots Church in Kensington, London.

In 1939, feeling that war with Germany was imminent, Bader applied to the Air Ministry for reinstatement. He was turned down, but was told that if there was a war his request might be reconsidered.

The Air Ministry did reconsider Douglas Bader’s request for reinstatement and after a medical evaluation and other tests, and on 26 November 1939, he was sent to refresher flight training at the Central Flying School where he was evaluated as “Exceptional,” a very rare qualification.

A page from Douglas Bader’s pilot log book, showing his “exceptional”evaluation. (Royal Air Force Museum)

Flying Officer Bader was posted to No. 19 Squadron, RAF Duxford, 7 February 1940. The squadron was equipped with the Supermarine Spitfire. In April, he was reassigned as flight leader of A Flight, No. 222 Squadron, also flying Spitfires from Duxford. On 24 June 1940, Bader took command of No. 242 Squadron at RAF Coltishall, Norfolk, in East Anglia. No. 242 operated the Hawker Hurricane.

Squadron Leader Douglas Bader with his Hawker Hurricane Mk. I, LE D, V7467, of No. 242 Squadron, RAF Colitshall, Norfolk, East Anglia, September 1940. (Royal Air Force)

On 24 September 1940, Flying Officer Bader was granted the war substantive rank of Flight Lieutenant.

Distinguished Service Order

On 1 October 1940, George VI, King of the United Kingdom and the British Dominions, appointed Acting Squadron Leader Douglas R. S. Bader a Companion of the Distinguished Service Order. The notice in The London Gazette reads,

“This officer has displayed gallantry and leadership of the highest order. During three recent engagements he has led his squadron with such skill and ability that thirty-three enemy aircraft have been destroyed. In the course of these engagements Squadron Leader Bader has added to his previous successes by destroying six enemy aircraft.”

Acting Squadron Leader Bader, D.S.O., was awarded the Distinguished Flying Cross 7th January, 1941: “Squadron Leader Bader has continued to lead his squadron and wing with the utmost gallantry on all occasions. he has now destroyed a total of ten hostile aircraft and damaged several more.”

In March 1941, Acting Squadron Leader Bader was promoted to Acting Wing Commander and assigned as Wing leader of 12 Group’s “Big Wing” at RAF Tangmere, just east of Chichester, in West Sussex. The Big Wings were large formations of three to five fighter squadrons acting together to intercept enemy bomber formations.

Acting Wing Commander Bader was awarded a Bar to his Distinguished Service Order, 15 July 1941: “This officer has led his wing on a series of consistently successful sorties over enemy territory during the past three months. His qualities of leadership and courage have been an inspiration to all. Wing Commander Bade has destroyed 15 hostile aircraft.”

Douglas Bader climbing into the cockpit of his Supermarine Spitfire.

On 9 August 1941, Bader was himself shot down while flying his Supermarine Spitfire Mk Va, serial W3185, marked “DB”, along the coast of France. His prosthetic legs caught in the cockpit and made it difficult for him to escape, but he finally broke free and parachuted to safety.

Transcript of message giving status of Bader and requesting a replacement prosthetic leg. (from Bader’s Last Flight: An In-Depth Investigation of a Great WWII Mystery, by Andy Saunders, Frontline Books, 2007, Appendix L at Page 214)

Bader was captured and held as a prisoner of war. He was initially held at a hospital in occupied France and it was there that he met and became a life long friend of Adolf Galland, also a legendary fighter pilot—but for the other side! After arrangements were made for replacement legs, Bader escaped.

Adolph Galland arranged for a replacement prosthetic leg for Bader to be airdropped at a Luftwaffe airfield at St. Omer, in occupied France.

On 9 September 1941, Acting Wing Commander Bader was awarded a Bar to his Distinguished Flying Cross. “This fearless pilot has recently added a further four enemy aircraft to his previous successes; in addition he has probably destroyed another four and damaged five hostile aircraft. By his fine leadership and high courage Wing Commander Bader has inspired the wing on every occasion.”

Prisoners of War held at Colditz Castle, a maximum security prison during World War II. Wing Commander Douglas Bader is seated, center.

He was recaptured and taken to the notorious Offizierslager IV-C at Schloss Colditz near Leipzing, Germany, where he was held for three years. Units of the United States Army 273rd Infantry Regiment, 69th Infantry Division, and the Combat Command Reserve, 9th Armored Division, liberated the prison 15 April 1945 after a two-day battle.

Schloss Colditz, April 1945. (United States Army)

Douglas Bader was repatriated to England. On 28 August 1945, Squadron Leader D.R.S. Bader, DSO, DFC (Ret) was promoted to Wing Commander (temp), and in September, Wing Commander Bader was assigned as commanding officer of the R.A.F. Fighter Leaders School. On 1 December 1945, Wing Commander (temporary) D.R.S. Bader DSO DFC (Ret.) is granted the rank of Wing Commander (War Substantive).

On 21 July 1946, Wing Commander Bader reverted to the retired list, retaining the rank of Group Captain.

During World War II, Group Captain Bader was officially credited with 22 enemy aircraft destroyed, shared credit for another 4; 6 probably destroyed, shared credit for another probable; and 11 damaged. (26–7–11). Group Captan Bader was appointed a Chevalier de la légion d’honneur by France in 1945, and awarded the Croix d’ Guerre.

Group Captain Bader’s medals at the RAF Museum: Distinguished Service Order and Bar; Distinguished Flying Cross and Bar; 1939-1945 Star with clasp BATTLE OF BRITAIN; Air Crew Europe Star with clasp ATLANTIC; Defence Medal; War Medal 1939-45 with Mention in Despatches; Legion d’Honneur, Chevalier, badge; and Croix de Guerre 1939-1940

Bader received civil aviator’s license 3 July 1946. He returned to work for Shell in a management position which involved considerable travel. He flew the company’s Percival Proctor around Europe, the Middle East and Africa. He remained with Shell until 1969, having risen to managing director of Shell Aircraft International.

Bader with a Percival Proctor which he flew while working for Shell.

In the years following World War II, he also worked unceasingly to better the lives of other disabled persons. He would tell them,

Don’t listen to anyone who tells you that you can’t do this or that. That’s nonsense. Make up your mind, you’ll never use crutches or a stick, then have a go at everything. Go to school, join in all the games you can. Go anywhere you want to. But never, never let them persuade you that things are too difficult or impossible.

In the New Year’s Honours, 2 January 1956, Douglas Bader was appointed an Ordinary Commander of the Most Excellent Order (C.B.E.), by Her Majesty The Queen, for services to the disabled.

He was the subject of Reach For The Sky, (Collins, London, 1954) a biography written by Paul Brickhill, who also wrote The Great Escape. (Brickhill had been a prisoner of war in Stalag Luft III.) In 1956, a movie of the same name was released, starring Kenneth More as Bader. Bader was the author of Fight For The Sky: The Story of the Spitfire and Hurricane (Sidgwick and Jackson, London, 1973).

Bader and companion in his 1938 MG TA Midget roadster, circa 1945. He was the original owner, but sold it in 1948. This car was recently offered for sale by Bonham’s.(Getty Images)

Thelma Bader died in 1971 at the age of 64 years. The couple had been married for 38 years.

Bader later married Mrs. Joan Eileen Hipkiss Murray. She had three children from a previous marriage, Wendy, Michael and Jane Murray.

4 June 1976: The London Gazette announced that The Queen would confer the Honour of Knighthood on Group Captain Robert Steuart Bader, C.B.E., D.S.O., D.F.C., “For services to disabled people.”

Sir Douglas Bader, Knight Bachelor, and Lady Bader, 1976. (Daily Mail)

Group Captain Sir Douglas Robert Steuart Bader, CBE, DSO and Bar, DFC and Bar, FRAeS, DL, passed away 5 September 1982, at the age of 72 years.

Sir Douglas Robert Steuart Bader, by Godfrey Argent, 12 May 1970. (© National Portrait Gallery, London)
Sir Douglas Robert Steuart Bader, by Godfrey Argent, 12 May 1970. (National Portrait Gallery, London)

© 2018, Bryan R. Swopes

1 January 1932

Reginald Joseph Mitchell, C.B.E., A.M.I.C.E., F.R.Ae.S.

CENTRAL CHANCERY OF THE ORDERS OF KNIGHTHOOD.

St. James’s Palace, S.W. 1,

1st January 1932.

     The KING has been graciously pleased to give orders for the following promotions in, and appointments to, the Most Excellent Order of the British Empire :—

To be Commanders of the Civil Division of the said Most Excellent Order:

Reginald Joseph Mitchell, Esq., A.M.I.C.E., F.R.Ae.S. Director and Chief Designer, Supermarine Aviation Works (Vickers) Limited. For services in connection with the Schneider Trophy Contest.

SUPPLEMENT TO THE LONDON GAZETTE, 1 JANUARY, 1932, Numb. 33785, at Page 8, Column 1

Reginald Joseph Mitchell, C.B.E., F.R.Ae.S. (20 May 1895–11 June 1937)

© 2019, Bryan R. Swopes

14 December 1931

Sir Douglas Robert Stewart Bader, 12 May 1970,by Godfrey Argent, 12 May 1970. (© National Portrait Gallery, London)
Group Captain Sir Douglas Robert Steuart Bader, C.B.E., D.S.O. and Bar, D.F.C. and Bar, F.R.Ae.S., D.L.,  photographed by Godfrey Argent, 12 May 1970. (© National Portrait Gallery, London)

“On 14 December 1931, Douglas Bader flew to Woodley airfield near Reading. After lunch someone said, ‘I bet you won’t roll at nought feet.’ Bader did, and the graceful little Bulldog ended up in a shapeless ball of twisted metal. After hovering at death’s door Bader lost both legs. At Cranwell he remembered the Commandant had admonished him, ‘The RAF needs men, not schoolboys.’ Now he was neither, and the RAF would not need him anymore.”

Duel of Eagles by Group Captain Peter Wooldridge Townsend, CVO, DSO, DFC and Bar, RAF, Castle Books, Edison, New Jersey, 2003. Chapter 6 at Page 82.

Left to right, Pilot Officer Douglas R.S. Bader, Flight Lieutenant Harry Day and Flying Officer Geoffrey Stephenson during training for the 1932 Hendon Airshow, with a Bristol Bulldog. (RAF Museum)
Left to right, Pilot Officer Douglas R.S. Bader, Flight Lieutenant Harry Day and Flying Officer Geoffrey Stephenson during training for the 1932 Hendon Airshow, with a Gloster Gamecock. (RAF Museum)

Pilot Officer Douglas Robert Steuart Bader, Royal Air Force, caught the wingtip of his Bristol Bulldog Mk.IIA, K-1676, and crashed at Woodley Aerodrome, approximately four miles east of Reading, Berkshire, England. The airplane was damaged beyond repair.

Bader suffered major injuries requiring amputation of his right leg, followed by amputation of his left leg several days later. He was fitted with prosthetic legs with which he was soon able to walk without assistance. Pilot Officer Bader was medically retired and received a 100% disability pension.

Bristol Bulldog Mk.IIA K-1676. This is the airplane that Douglas Bader was flying when he crashed at Woodley, 14 December 1931. (Royal Air Force)
Bristol Bulldog Mk.IIA K-1675. This is a sister ship of the airplane that Douglas Bader was flying when he crashed at Woodley Aerodrome, 14 December 1931. (Royal Air Force)

In 1939, feeling that war with Germany was imminent, Bader applied to the Air Ministry for reinstatement. He was turned down, but was told that if there was a war his request might be reconsidered.

The Air Ministry did reconsider Douglas Bader’s request for reinstatement and after a medical evaluation and other tests, he was sent to refresher flight training where he was evaluated as “Exceptional,” a very rare qualification.

A page from Douglas bader's pilot log book, showing his "exceptional' evaluation. (Royal Air Force Museum)
A page from Douglas Bader’s pilot log book, showing his “Exceptional” evaluation. (Royal Air Force Museum)

Group Captain Sir Douglas R. S. Bader, Royal Air Force, C.B.E., D.S.O. and Bar, D.F.C. and Bar, F.R.Ae.S., D.L., a legendary fighter pilot of the Royal Air Force during World War II, was born at St. John’s Wood, London, England. He joined the Royal Air Force in 1928 as a cadet at the Royal Air Force College Cranwell and was commissioned as a Pilot Officer in July 1930.

Credited with more than 20 aerial victories while flying Hawker Hurricane and Supermarine Spitfire fighters, Bader was himself shot down while flying his Spitfire Mk Va, serial W3185, marked “D B”. His prosthetic legs caught in the cockpit and made it difficult for him to escape, but he finally broke free and parachuted to safety.

Bader was captured and held as a prisoner of war. He was initially held at a hospital in occupied France and it was there that he met and became a life long friend of Adolf Galland, also a legendary fighter pilot—but for the other side! After arrangements were made for replacement legs, Bader escaped. He was recaptured and taken to the notorious Offizierslager IV-C at Colditz Castle where he was held for three years.

Prisoners of War held at Colditz Castle, a maximum security prison during World War II. Squadron Leader Douglas Bader is seated, center.

Douglas Bader is the subject of Reach For The Sky, a biography by Paul Brickhill, and a movie based on that book which starred Kenneth More.

Sir Douglas was invested Knight Bachelor, 12 June 1976, for his service to the disabled. He died suddenly of a heart attack, 5 September 1982.

Douglas Bader with a Hawker Hurricane of No. 242 Squadron.
Douglas Bader with a Hawker Hurricane of No. 242 Squadron, September 1940. Photograph by F/O S. A. Devon, Royal Air Force. © IWM (CH 1406)

The Bristol Type 105 Bulldog was a single-place, single-engine biplane fighter which served with the Royal Air Force from 1928 to 1938. It was constructed of a riveted framework of rolled steel strips. The forward fuselage was covered with light weight sheet metal, while the wings and aft fuselage were covered with doped fabric. The Bulldog Mk.IIA was 25 feet, 2 inches (7.671 meters) long with a wingspan of 33 feet, 10 inches (10.312 meters) and height of 8 feet, 9 inches (2.667 meters). It had and empty weight of 2,222 pounds (1,008 kilograms) and maximum takeoff weight of 3,660 pounds (1,660 kilograms).

The Bristol Bulldog Mk.IIA was powered by an air-cooled, supercharged, 1,752.79-cubic-inch-displacement (28.72 liter) Bristol Jupiter VIIF nine-cylinder radial engine which was rated at 440 horsepower up to 12,000 feet (3,658 meters). This was a left-hand tractor engine which drove a wooden two-bladed fixed-pitch propeller through a 2:1 gear reduction.

The airplane had a maximum speed of 174 miles per hour (280 kilometers per hour) at 10,000 feet (3,048 meters) and a service ceiling of 29,300 feet (8,931 meters).

The Bristol Bulldog Mk.IIA was armed with two synchronized Vickers .303-caliber machine guns with 600 rounds of ammunition per gun.

Bristol Bulldog Mk.IIA K-2227, the same type airplane flown by Pilot Officer Bader when he crashed 14 December 1931. K-2227 is in the collection of the Royal Air Force Museum. (Unattributed)
Bristol Bulldog Mk.IIA K-2227, the same type airplane flown by Pilot Officer Bader when he crashed 14 December 1931. K-2227 is in the collection of the Royal Air Force Museum. (Royal Air Force)

© 2018, Bryan R. Swopes

3 December 1945

Lieutenant Eric M. Brown, MBE, DSC, RNVR. © IWM (A 31015)
Lieutenant Eric M. Brown, M.B.E., D.S.C., Royal Navy. © IWM (A 31015)

3 December 1945: The first landing and takeoff aboard an aircraft carrier by a jet-powered aircraft were made by Lieutenant-Commander Eric Melrose Brown, M.B.E., D.S.C., R.N.V.R., Chief Naval Test Pilot at RAE Farnborough, while flying a de Havilland DH.100 Sea Vampire Mk.10, LZ551/G. The ship was the Royal Navy Colossus-class light aircraft carrier, HMS Ocean (R68), under the command of Captain Casper John, R.N.

For his actions in these tests, Lieutenant-Commander Brown was invested an Officer of the Most Excellent Order of the British Empire (O.B.E.), 19 February 1946.

LZ551 was the second of three prototype DH.100 Vampires, which first flew 17 March 1944. The airplane was used for flight testing and then in 1945, was modified for operation for carriers. It was named “Sea Vampire” and reclassified as Mk.10.

The DH.100 was a single-seat, single-engine fighter powered by a turbojet engine. The twin tail boom configuration of the airplane was intended to allow a short exhaust tract for the engine, reducing power loss in the early jet engines available at the time.

LZ551/G was originally powered by a Halford H.1 turbojet which produced 2,300 pounds of thrust (10.231 kilonewtons) at 9,300 r.p.m. This engine was produced by de Havilland and named Goblin.

The Vampire entered service with the Royal Air Force in 1945 and remained a front-line fighter until 1953. 3,268 DH.100s were built. There were two prototype Sea Vampires (including LZ551) followed by 18 production Sea Vampire FB.5 fighter bombers and 73 Sea Vampire T.22 two-place trainers.

LZ551 is in the collection of the Fleet Air Arm Museum, Yeovilton, Somerset.

Captain Eric ("Winkle") Brown, RNAS, aboard HMS Ocean, 3 December 1945. (Daily Mail)
Lieutenant-Commander Eric (“Winkle”) Brown, MBE, DSC, RNVR, with the second prototype de Havilland DH.100, LZ551, aboard HMS Ocean, 3 December 1945. (Daily Mail)

HMS Ocean was built at the Alexander Stephen and Sons yard on the Clyde, Glasgow, Scotland. The ship was launched in 1944 and commissioned 8 August 1945. Classed as a light fleet carrier, HMS Ocean was 630 feet (192 meters) long at the water line, with a beam of 80 feet, 1 inch (24.41 meters) and standard draft of 18 feet, 6 inches (5.64 meters) at 13,190 tons displacement; 23 feet, 3 inches (7.09 meters), at full load displacement (18,000 tons). The aircraft carrier’s  flight deck was 695 feet, 6 inches (212.0 meters) long. Ocean was driven by four Parsons geared steam turbines producing 40,000 shaft horsepower, and had a maximum speed of 25 knots (28.8 miles per hour/46.3 kilometers per hour). HMS Ocean had a crew of 1,050 sailors, and could carry 52 aircraft.

HMS Ocean served for twelve years before being placed in reserve. Five years later, she was scrapped at Faslane, Scotland.

Winkle Brown and the DH.100 Sea Vampire fly past HMS Ocean.
Winkle Brown and the DH.100 Sea Vampire fly past HMS Ocean.
A landing signal officer guides Brown to land aboard HMS Ocean.
De Havilland Sea Vampire Mk.10 catches the arresting wire aboard HMS Ocean, 3 December 1945.
De Havilland Sea Vampire Mk.10 LZ551/G catches the arresting wire aboard HMS Ocean, 3 December 1945.
De Havilland Sea Vampire Mk.10 lands aboard HMS Ocean, 3 December 1945. (BAE Systems)
De Havilland Sea Vampire Mk.10 takes off from HMS Ocean, 3 December 1945. (BAE Systems)

Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., KCVSA, Ph.D., Hon. F.R.Ae.S., R.N., is one of aviation’s greatest test pilots. He was born at Leith, Scotland, 21 January 1918, the son of Robert John Brown and Euphemia Melrose Brown. His father, a Royal Air Force officer, took him for his first flight at the age of 8. He was educated at the Royal High School, Edinburgh, Scotland; Fettes College; and at the University of Edinburgh. He received a Master of Arts degree from the university in 1947.

This unidentified Royal Navy Fleet Air Arm petty officer appears to be Eric Brown.

Eric Brown volunteered for the Royal Navy Fleet Air Arm, 4 December 1939. Having previously learned to fly at the University Air Squadron, Brown was sent to a Flying Refresher Course at RNAS Sydenham, Belfast, Northern Ireland.

Sub-Lieutenant Eric Melrose Brown, Royal Navy Volunteer Reserve, circa 1939.

Brown received a commission as a temporary Sub-Lieutenant, Royal Navy Volunteer Reserve, 26 November 1940. He briefly served with No. 801 Squadron before being transferred to No. 802 Squadron. He flew the Grumman G-36A Martlet Mk.I (the export version of the U.S. Navy F4F-3 Wildcat fighter) from the escort carrier HMS Audacity (D10) on Gibraltar convoys.

Having shot down several enemy aircraft, including two Focke-Wulf Fw 200 Condor four-engine patrol bombers, Brown was awarded the Distinguished Service Cross. HMS Audacity was sunk by enemy submarines in the Atlantic, 21 December 1941. Brown was one of only 24 to escape from the sinking ship, but only he and one other survived long enough in the frigid water to be rescued.

Ensign Eric M.Brown with a Grumman Martlet Mk.I
Sub-Lieutenant Eric M.Brown, R.N.V.R., Fleet Air Arm, with a Grumman Martlet Mk.I, circa 1941. (Unattributed)

Sub-Lieutenant Brown met Miss Evelyn Jean Margaret Macrory on 7 April 1940. They married in 1942 and would have one son.

Brown was promoted to lieutenant, 1 April 1943. After a number of operational assignments, Lieutenant Brown was assigned to the Naval Test Squadron at the Aeroplane and Armament Experimental Establishment, Boscombe Down, in December 1943. The following month Brown was named Chief Naval Test Pilot at the Royal Aircraft Establishment, Farnborough. He held that post until 1949.

In July 1945, Eric Brown was promoted to the rank of lieutenant-commander (temporary), and then, following the war, he was transferred from the Royal Navy Volunteer Reserve to the Royal Navy, and appointed a lieutenant with date of rank to 1 April 1943.

Lieutenant Brown was awarded the King’s Commendation for Valuable Service in the Air in the New Year’s Honours List, 1949. Brown returned to No. 802 Squadron during the Korean War, flying from the aircraft  carriers HMS Vengeance (R71) and HMS Indomitable (92). He was promoted to lieutenant-commander, 1 April 1951. In September 1951, Brown resumed flight testing as an exchange officer at the U.S. Naval Air Test Center, Patuxent River, Maryland.

Commander and Mrs. Brown at RNAS Lossiemouth, circa 1954. (Daily Mail)
Commander and Mrs. Brown at RNAS Lossiemouth, circa 1954. (Daily Mail)

In 1953, Lieutenant-Commander Brown was a ship’s officer aboard HMS Rocket (H92), an anti-submarine frigate. He was promoted to commander, 31 December 1953. After a helicopter refresher course, Brown commanded a Search-and-Rescue (SAR) helicopter flight aboard HMS Illustrious. He next commanded No. 804 Squadron based at RNAS Lossiemouth, then went on to command RNAS Brawdy at Pembrokeshire, Wales.

From 1958 to 1960, Commander Brown was the head of the British Naval Air Mission to Germany. He then held several senior positions in air defense within the Ministry of Defence. He was promoted to captain 31 December 1960.

From 1964 to 1967, Brown was the Naval Attache at Bonn, Germany. He next commanded RNAS Lossiemouth, 1967–1970.

Captain Brown’s final military assignment was as Aide-de-camp to Her Majesty, Queen Elizabeth II of Great Britain.

Eric M. Brown was invested a Member of the Most Excellent Order of the British Empire (M.B.E.), 3 July 1945, for landings of a de Havilland DH.98 Mosquito aboard HMS Indefatigable, 2 May 1944. On 1 January 1970, Captain Brown was named a Commander of the Most Excellent Order of the British Empire (C.B.E.) in the Queen’s New Years Honours List.

Captain Eric Melrose Brown, CBE, DSC, AFC Hob FRAeS, RN
Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., K.C.V.S.A., Ph.D., Hon. F.R.Ae.S., Royal Navy

Captain Eric Melrose Brown, C.B.E., D.S.C., A.F.C., K.C.V.S.A., Ph.D. Hon. F.R.Ae.S., R.N., retired from active duty 12 March 1970.

At that time, he had accumulated more than 18,000 flight hours, with over 8,000 hours as a test pilot. Captain Brown had flown 487 different aircraft types (not variants), a record which is unlikely to ever be broken. Brown made more landings on aircraft carriers than any other pilot, with 2407 landings, fixed wing, and 212 landings, helicopter. He made 2,721 catapult launches, both at sea and on land.

In 1982 and 1983, Captain Brown served as president of the Royal Aeronautical Society.

Eric “Winkle” Brown died at Redhill, Surrey, England, 21 February 2016, at the age of 97 years.

Captain Brown with the De Havilland DH.100 Sea Vampire Mk.10, LZ551, at the Fleet Air Arm Museum, Yeovilton. (Nigel Cheffers-Heard, Fleet Air Arm Museum)
Captain Eric M. Brown with the De Havilland DH.100 Sea Vampire Mk.10, LZ551, at the Fleet Air Arm Museum, Yeovilton, Somerset, England. (Nigel Cheffers-Heard, Fleet Air Arm Museum)

© 2018, Bryan R. Swopes

14–18 November 1932

Amy Johnson Mollison with her de Havilland DH.80A Puss Moth, G-ACAB, Desert Cloud, London, 14 November 1932. (Unattributed)
Amy Johnson Mollison with her de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, Lympne Aerodrome, London, 14 November 1932. (Unattributed)

14–18 November 1932: Amy Johnson, CBE, (Mrs. James A Mollison) flew her new de Havilland DH.80A Puss Moth, c/n 2247, registration G-ACAB, from Lympne Aerodrome, London, England, to Cape Town, South Africa, a distance of approximately 6,300 miles (10,140 kilometers) in a total elapsed time of 4 days, 6 hours, 54 minutes. This broke the previous record which had been set by her husband, Jim Mollison, by 10 hours, 28 minutes.

A contemporary news article described the event:

FLIGHT, November 24, 1932

MRS. MOLLISON’S FINE FLIGHT

Beats her Husband’s Cape Record by 10½ Hours

THERE are few, we think, who will not admit that Mrs. J.A. Mollison (Miss Amy Johnson) has accomplished a really remarkable feat in her latest flight—from England to Cape Town in 4 days 6 hr. 54 min., thus beating her husband’s previous record for the same journey of 4 days 17 hr. 22 min. by 10 hr. 28 min.

Not only is the flight a magnificent achievement as far as the time taken is concerned, but as a feat of endurance, pluck, good piloting and navigation, it must be placed foremost in the list of great flights.

Throughout the flight Mrs. Mollison had had only 5 hours’ sleep!

As reported in last week’s issue of FLIGHT, Mrs. Mollison set out from Lympne, in her D.H. “Puss Moth” (“Gipsy Major”), Desert Cloud, at 6.37 a.m. on November 14, and at 7.30 p.m. arrived at Oran, on the North African coast, 1,100 miles distant. She made an hour’s stop to refuel en route at Barcelona, and after a halt of 4 hours at Oran she started off on a night flight across the Sahara Desert towards Gao and Niamey.

At this stage some anxiety was felt owing to the absence of news concerning her progress for over 24 hours. Then came the news that she had landed safely at Gao (some 1,300 miles from Oran) at noon, November 15—having thus successfully accomplished a most difficult flight across the desert, without landmarks, at night. After a short stop for refuelling Mrs. Mollison left for Duala, but after flying for about an hour she noticed that her tanks were almost empty. She at once returned to Gao and found that they had put in only 10 galls. instead of 42 galls.!

After this irritating delay she proceeded once more, arriving safely at Duala in the evening, and continuing, after a short halt, towards Loanda. On this stage, during the night, the oil circulation caused her some trouble, and so she landed the next morning at Benguela (Port. W. Africa) to set matters aright.

Fortunately, the trouble was not serious—probably a portion of the Sahara in the filters—and she was able to proceed after a delay of some 9 hours. A halt to refuel was made at Mossamedes in the evening of November 17 and then came another night flight on the final stage of her journey.

Meanwhile, news of her start on the last hop reached Capetown, and from midnight November 17–18, huge crowds made their way to the Municipal aerodrome—although Mrs. Mollison could not possibly arrive much before midday. There were, therefore, several thousand people on the aerodrome by the time she arrived.

Mrs. Mollison appeared somewhat unexpectedly, from inland, shortly after 3 p.m., and it was not until the machine was about to land that the crowd realised that it was the Desert Cloud. She landed at 3.31 p.m. (1.31 p.m. G.M.T), and immediately the cheering crown broke down the barriers and surrounded the machine. It was some time before she could get out of her machine, but eventually she was got into a car, and before driving away she waved to the crowd and said: “Thank you very much for your great welcome. I said I would come back, and I have done so. It is really too kind of you to give me such a welcome.”

Safely inside the aerodrome building, Mrs. Mollison spoke over the telephone to Mr. Mollison, after which she was taken to some friends, where she could obtain some well-earned sleep.

1st day     Lympne–Oran (1,100)

2nd  ”        Oran–Gao (1,400)

3rd   ”        Gao–Duala (1,150)

4th   ”        Duala–Mossamedes (1,350)

5th   ”        Mossamedes–Cape (1,300)

(Concluded on page 1141)

JOHNSON, Amy, CBE, with her de Havilland DH.80A Puss Moth, G-ACAB, The Desert Wind, at Lympne Aerodrome, 14 November 1932

 MRS. MOLLISON’S FINE FLIGHT

(Concluded from page 1133)

Needless to say, Mrs. Mollison has received numerous messages of congratulation, amongst which were the following: —From H.M. the King: “Please convey to Mrs. Mollison hearty congratulations on her splendid achievment. I trust that she is not too exhausted. —George, R.I.”

From Lord Londonderry, Secretary of State for Air: “On behalf of the Air Council I congratulate you most warmly on the successful completion of your magnificent flight.”

Messages were also sent by the Royal Aero Club and Royal Aeronautical Society, Lord Wakefield, etc.

Mr. A.E. Whitelaw, the Australian philanthropist—who gave Mr. Mollison £1,000 in recognition of his Australia flight—is presenting a cheque for £1,000 to Mrs. Mollison in recognition of her achievement.

— FLIGHT, The Aircraft Engineer and AirshipsNo. 1248 (Vol. XXIV, No. 48.), 24 November 1932 at Pages 1133 and 1141.

The de Havilland Aircraft Co., Ltd., DH.80A Puss Moth was a single-engine high-wing monoplane with an enclosed cabin for a pilot and two passengers. It was constructed of a tubular steel frame covered with doped fabric. The airplane was 25 feet (7.620 meters) long with a wingspan of 36 feet, 9 inches (11.201 meters) and height of 6 feet, 10 inches (2.083 meters). The Puss Moth had an empty weight of 1,265 pounds (574 kilograms) and gross weight of 2.050 pounds (930 kilograms).

G-ACAB was powered by a 373.71-cubic-inch-displacement (6,124 cubic centimeters) air-cooled de Havilland Gipsy Major I inverted, inline 4-cylinder engine with a compression ratio of 5.25:1. It produced 120 horsepower at 2,100 r.p.m and 130 horsepower at 2,350 r.p.m. The engine weighed 306 pounds (138.8 kilograms).

The DH.80A had a cruise speed of 95 miles per hour (153 kilometers per hour) and maximum speed of 108 miles per hour (174 kilometers per hour). The airplane had a service ceiling of 17,000 feet (5,182 meters). The standard DH.80A had a range of 430 miles (692 kilometers), but The Desert Cloud had additional tanks which increased its range to over 2,000 miles (3,219 kilometers).

De Havilland built 284 DH.80A Puss Moths between 1929 and 1933. Only eight are known to exist. G-ACAB, then owned by Utility Airways, Ltd., was destroyed in a hangar fire at Hooton Park, Cheshire, 8 July 1940.

Amy Johnson flew this de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, from England to South Africa, 14–18 November 1932. She made teh return flight the following month. (Arch. B. Bambeau via Fan d' Avions)
Amy Johnson flew this de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, from England to South Africa, 14–18 November 1932. She made the return flight the following month. (Arch. B. Bambeau via Fan d’ Avions)

© 2016, Bryan R. Swopes