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{{GSC}} In 1968 I was missing the contact with aeroplanes and one of my colleagues at College, who had applied for, and been given a Commission in the RAF(VR)T branch to serve as a member of staff with 22O (St Albans) Squadron Air Training Corps suggested that I might enjoy working with the Corps. I went along to 1166 (Welwyn Garden City) Squadron to ask if I could be of some help. The Squadron was badly run down at the time, with no Commanding Officer and the 'caretaker' staff lacked enthusiasm. I started to help and quickly found myself immersed in the task. I was classed an a Civilian Instructor (CI) for two years. Squadron Leader H C Raynham, commonly known as 'Bertie', was retired but had taken the job as Hertforshire Wing Administration Officer, with an office at RAF Station Halton. During one of his regular visits to 1166 Squadron, he suggested that I should apply for a Commission. My application was accepted and I was invited to go before a Board at RAF Station Kenley. The Chairman was an Air Vice Marshall and there were two other members. I was asked whether I wouldn't find lecturing to Cadets in the evening rather a strain after lecturing all day. My reply was that the subject matter was totally different and I had already been working as a CI for two years. I was duly notified that the London Gazette Citation told of Her Mayesty's pleasure and 236438O Pilot Officer Chapman should report to RAF Station Halton to collect his uniform. I was pleased to find that my old Service number had been re-issued, if only because it meant that I wasn't required to learn another number. I feel that I should say more about 'Bertie' Raynham. He was the most respected of all the Wing staff that I ever met, being truly worthy of the description: 'An Officer and a Gentleman.' He had held a pilot's licence since the earliest days of aviation when there was an insufficient number of pilots and companies would ask him to test fly their new machines. He was the first to fly many well known old aircraft and, sometimes, the only person to have flown the type. He was asked by a large number of people, of course including me, if he would write his autobiography but always declined. The Cadets enjoyed any opportunity to take part in AEF (Air Experience Flying) with the University Air Squadron at Cambridge. The aircraft used were deHavilland 'Chipmunks' and the pre-flight briefing of the Cadets was done during an evening parade before that Sunday's flying. The usual routine was for three squadrons, namely Hatfield, Wewlwyn Garden City and St Albans to combine for transport by coach to Cambridge, one squadron being nominated as the organiser by Wing, all the County Squadrons being in Hertfordshire Wing. A similar arrangement existed so far as transport for full bore (O.3O3") shooting was concerned. We used a range at Picotts End, Near Hemel Hempstead. Another very popular activity was gliding. Having got three squadrons together as usual we headed for RAF Henlow where gliders were launched by means of a winch. The pre-flight briefing was not complex but a surprising number of Cadets seemed not to listen. Gliding is probably the best example of this to give. The drill is to line up the glider, facing towards the winch and for the wings to be held level (2 cadets). The pilot and Cadet would then climb aboard and the cable end be attached to the release hook on the nose of the glider. When he was ready for take off the pilot would order: "Take up slack." A lamp signal was then given to the winch driver with the accompanying order: "Take up slack Sir." The winch was then driven slowly to reel in the slack cable. Then followed a communication: "All Clear, Above and Behind?" Many Cadets seemed to think that this was for the information of the pilot, that the sky was all clear above, and behind, this having been achieved by magic. The idea was, of course, for a Cadet to check the fact that there was no other aircraft about to land or be otherwise impeded by the glider about to take off. Frequently the answer: "All clear, Above and Behind, Sir", was given without due regard as to whether it was true or not. For this reason I seldom let Cadets control the take off point alone, the exceptions being those Cadets who already had some glider qualification. For example, we had a Cadet Flight Sergeant who flew the glider as often as any other pilot when he was with us and it would be ridiculous to check on his performance at the take off point. To complete the sequence, if the correct reply was received then, again the pilot would order: "All Out." The response would be; "All Out Sir." Accompanied by a light signal to the winch man who would then haul in the cable to tow the glider at speed. At a sensible height, the glider having climbed away, the pilot would operate the release and the cable fell to earth, to be towed back to the launch point by the vehicle detailed for this duty. It often surprised young Cadets when I referred to a Cadet or other junior as 'Sir'. Of course, the norm is for the pilot of an aircraft to be referred to as 'Sir' by anybody else. Bloomers were not always so simple to predict and could not always be blamed on the Cadet. For example, the range which we used for full bore (0.303") shooting at Picotts End was properly organised. The Range Warden displayed the correct flag long before firing was due to begin and all the local farmers etc had been kept fully informed about usage but we were still astonished when, one detail being on the firing point and happily firing their 10 rounds each, a tractor drove across the firing point. I ordered: "Cease fire". Having then waited for the tractor to reach the side of the field, turn and re-cross, I then resumed firing. A colleague spoke to the errant farmer who, in terms richly embroidered with fine old country expressions, gave his opinion that cutting his grass had first priority. On another occasion when I was the Range Officer and four Cadets were firing, I saw a civilian aircraft looming into sight as it took off from Luton Airport. We had never seen this before and there was no doubt a 'cross wind' on that particular day. Again, I gave the order: "Cease fire". This incident was worth reporting to HQ and, I regret to say, full bore shooting ceased soon afterwards. Another activity which the Cadets enjoyed was small bore (O.22") shooting. I became involved in this very early in my time with 1166 Squadron because, as College Safety Officer, I held the Firearm's Certificate for the College Rifle Club. One of the options available, so far as getting a stock of ammunition was concerned, was to go to RAF Station Halton and collect it from the Armoury. On one occasion, I got dressed, ready to go to College, reached into my bedside cupboard and withdrew my identification card, put it in my top pocket and then went to College to give a lecture. After the lecture I went to RAF Station Halton, walked into the Armoury. The Flight Sergeant and I recognised each other and 'Good Mornings' were exchanged. I took out my ID Card to show him and found that it was a RoSPA calendar with a picture of a monkey and the slogan: 'Don't Monkey With Electrical Fittings'. He offered to supply me but I felt it safer to get backing from 'Bertie' so I went to his office to show him my ID card. What followed was: Me: "Good morning Sir." 'Bertie': "Hello George, what can I do for you?" Me: "I thought that I had my ID card with me Bertie, but when I got it out I found this." Having shown him the RoSPA calendar I then waited while 'Bertie' who, thus far had made no comment, dialled a number and, after a short delay, said: "Hello Chiefy, this is Squadron Leader Raynham. I've got Flying Officer Chapman with me and he has a rather unusual ID card. You will find that it has a good likeness of him on it and I would be glad if you would supply him with his ammunition. Of course, we then had a chuckle and it has always amused me, when reminded of the incident, that I collected 2,200 rounds of 0.22" ammunition with the photo' of a monkey. On another occasion, when we were at Picotts End, I went to collect the rifles and ammunition. This was relatively simple because I was already half way there and in uniform but I still shuddered to think how the Police would have reacted if they had known that I had four 0.303" Lee Enfield rifles and 1,000 rounds of ammunition in my Mini van. Two classic incidents happened to me, just as they do to almost any Range Officer. Next door to our Squadron HQ was a disused drill hall. Arrangements had been made for us to use the 0.22" range for the Cadets to 'aim' for their Cadet Marksman's badge. I took Cadets virtually every Thursday evening. When I first started, I counted the 'bangs'. Since there may be as many as 200 rounds fired in an evening, this sounds rather a chore but it is broken into details of 4 Cadets firing 5 rounds each and it is therefore only necessary to count 20 'bangs' at a time. On one occasion, I think that the Cadets were genuinely surprised when I refused to carry on with the next detail until the missing 'live' round had been found. They assumed that I had counted the cartridge cases which, in point of fact I did, but merely as a check on my primary count. I had included my usual threat about the serious nature of offences against the Firearms Act and when the culprit finally owned up I think that he was nearer to tears than ever before in his life. He showed genuine remorse and the Cadets were sworn to secrecy, (to avoid the involvement of the Police). Of course, if a Cadet really wanted to steal a 'live' round then it would be almost impossible to prevent it. Needless to say, I think that I made security sufficiently tight. The other classic was when I was suddenly confronted with a rifle, the circumstances being that the Cadet did not hear the sound of his shot because it was a 'dud'. He turned round on the firing point, pointing the rifle straight at me and said; It won't go off Sir." My Cadet Sergeant said that I literally flew, crashed on top of him and knocked the rifle clean out of his grip. As so often happens when such incidents occur, the ramifications, if the rifle had discharged, would have been horrendous. The Cadet was not really a Cadet at all and, to make matters worse, was under the age specified as the lower age limit for Cadets. Also, I could have been injured. Luckily, fate was on our side. The least popular event was probably Wing Parade. Some of the Cadets quite enjoyed 'square bashing' and it always gave me great pleasure to turn a disorderly rabble into an orderly marching squad. The sort of drill movement which helped to turn drill periods into something less of a chore were such things as 'Cloud Burst' (with apologies to the Red Arrows) where a body of 9 Cadets, on the command, with the centre man marking time, would turn by an appropriate amount so that they were all scattered to all points of the compass. After a set number of paces, they would 'about turn', march back to the original formation and then resume their original marching order. The Cadets took much pleasure in displaying their prowess. Prior to an official inspection one evening, the Cadets were marching along and an RAF Warrant Officer, who was with the party sent to inspect the Squadron, was measuring the stride with his pace stick. I felt it wise to quietly remind him that the lads only had a short stride. He said: "Don't take any notice of this Sir, it's just a bit of old 'bull' to smarten the lads up." I asked him if he would like to see a bit of Cadet 'bull' and we demonstrated the 'Cloud Burst' for him. He was very impressed. On one of the Official Inspections it transpired that the Inspecting Officer was Group Captain Ringer, Station Commander from RAF Station Henlow. The previous occasion when our paths had crossed was when Flight Lieutenant Ringer was at Handley Page Limited, to accept the 'Victor' before being promoted to Squadron Leader when he left to command the first 'Victor' squadron. 'Tony' gave me a lift to West Ruislip Station one Friday evening when I was on my way to visit 'Jimmy' and Barbara and family at their house in Ickenham. 'Tony' drove his car like an aeroplane, with the estimated time of arrival decided before departure and the speed adjusted according to any delays. It was quite a hair raising ride. His car was an Austin 'Atlantic' and his outstanding memory of the car was that it looked like new, having been beautifully re-sprayed in the paint shop and the sprayers were none too pleased when he crashed it and negated all their good work. Wing Parade was held on a Sunday, the practice being on Sunday morning, followed by lunch in the Mess and the Parade in the afternoon. After one such practice I asked a Cadets Flight Sergeant how many mistakes he had seen, hoping that his reply would be of some help during final planning. He replied: "How many Officers were there on parade Sir?". The highlight of the year for Cadets was the visit to 'Camp'. One RAF Station was selected each year for Cadet visits. For any particular Squadron, the duration of 'Camp' was one week and six such invasions in succession was the 'lot' of the selected Station. I have always felt that the most serious problem was that the Cadets arrived at or about mid-day on the Saturday and the Cadet Liaison Officer then first made himself known on the Monday morning, by which time some 60 or so Cadets, with idle hands, had found a great deal of the Devil's work to do. On the most infamous occasion, the Station Commander introduced himself, on the first week, as an ex Cadet who was looking forward to having the visiting Cadets on the Station. We arrived for our stay on the fifth week to be told by our departing colleagues that the CO had said that if he never saw another Cadet: "It would be too bloody soon." I was normally the first to arrive at 'Camp' because I was usually selected as the Adjutant and travelled by road. I met the coach carrying the Cadets and, taking care to ensure that the RAF NCO was listening, gave a spirited talk to the Cadets about how the grass was cut by him personally, blade by blade and was not to be trodden on. Within minutes I was enjoying a cup of tea with him and he was asking what help we might need with the loan of an electric iron etc, such items having previously been declared to be unobtainable. The week started with Duke of Edinburgh Award Scheme exercises during the afternoon and a football match in the evening (Cadets vs Staff, which we won). I was in goal, having been taken to the pitch in my No 1 uniform by my 'Batman' who also collected my raincoat and umbrella. The 'Batman' then provided me with a chair so that inactive periods were spent in comfort. The 'Batman' was a colleague from 1166 Squadron. Before we left the Cadets I told them that their billets would be inspected before breakfast and that Church Parade followed after it. The march to the Church was some one and a half miles and the Cadets were then advised not to waste too much time as the swimming exercises were to be held in the afternoon. The DofE Award exercises were again used and had the desired effect in that when I told the Cadets that they would be permitted to visit the local village that evening, subject to a bed space and personal appearance inspection, they opted, as one man, for an early night. The turning point for me was probably when I had arranged a visit to Snowdon. The Wing Sports Officer and I got on quite well and he knew that I fairly frequently visited Snowdon. 'Julie' and I had been to Snowdon with 'Ron' and Joy on several occasions and the interest had developed from there. I had taken a Youth Leadership Course which included a visit to Snowdon to open the Herts County Council Centre which was in the valley (Nant Gwynant) opposite the farm where we used to stay with 'Ron' and Joy. The Wing Sports Officer asked me to tell the Cadets about Snowdon, which I did, illustrating my talk with slides. He became very enthusiastic and the net result was that I visited a large number of squadrons to give the illustrated talk. We decided that an optimum number of cadets would be 2O (the economic minimum was 14 and I knew that 16 cadets had already applied). I hired a coach for the week, the company concerned saying that they had one driver who would enjoy such a trip. We went to 'Camp' and the Snowdon trip being arranged for a fortnight after that. The week at 'Camp' was nearing to a close when Wing Commander Birchmore visited and it was quite by chance that I heard him tell one of the Squadron Commanders that the Snowdon trip had been cancelled owing to lack of interest. He wrote a memorandum to all the Squadron Commanders telling them that the minimum number of cadets was to be 20. He had been against the idea from the start because he had not instigated the visit. When I submitted my expenses claim for all the journeys to the various squadrons he rejected it, his reason being, "There is no fund for lecture tours to squadrons." It was explained to him that I had provided transport for the Sports Officer on his routine visits but to no avail. However he reckoned without the Chapman factor and, during the next three months, I recovered my expense in full. I began to think about the cost of travelling to 1166 Squadron and it was obvious that all VR(T) Officers were subsidising the MoD. At that point I decided to resign. The farewell party was memorable and I still have the tankard which my colleagues presented to me.

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