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Captain Johnny Meagher, bomber pilot. 
Captain Albert "Johnny" Meagher, who has died aged 97, had a distinguished career as a squadron leader flying Lancaster bombers on operations over Europe and later as a pilot with British Overseas Airways Corporation (BOAC), flying worldwide routes when he served as flight manager of the Britannia and VC 10 fleets.
Meagher flew his first bombing operation on June 25 1942, when he attacked Bremen in a Lancaster of 61 Squadron. This was the third of the so-called "Thousand Bomber Raids". He returned to the German city twice more over the next few days before taking part in raids against Hamburg and Wilhelmshaven. During the next six weeks he attacked 11 more cities including Frankfurt, Munich, Kiel and the industrial cities in the Ruhr.
On October 17, 94 Lancasters of Bomber Command's No 5 Group made a daring daylight attack against the Schneider factory at Le Creusot in Burgundy. The factory was regarded as the French equivalent of Krupps and produced heavy guns, railway engines, tanks and armoured cars.
The force flew at low level and crossed the French coast in the Bay of Biscay before climbing to bombing height. Meagher had to abandon his first run owing to problems with the bombsight. He circled and made a second run, by which time the target was shrouded in dense smoke.
He was able to identify the adjacent power station, and this was bombed. By the time he completed his attack the other bombers had left and he returned alone at low level to find his base covered in fog; he had to divert to another airfield after a flight of more than 10 hours.
Over the next few weeks he attacked the cities of northern Italy, including bombing a factory complex in Milan at low altitude. On later sorties he went to the Baltic ports to drop mines from low level at night.
Meagher regularly brought back photographs to confirm the accuracy of his attacks and in November 1942 he was commissioned, having just been awarded an Immediate DFM for his "outstanding ability as captain and his continued gallantry".
In January 1943, Bomber Command returned to attacking Berlin for the first time in more than a year. The raid on January 16 was to be given maximum publicity and the prominent American NBC reporter, Stan Richardson, joined Meagher's crew and was able to record the operation for an American audience. This was Meagher's 30th and final sortie before being rested. He was awarded the DFC.
Albert Meagher, always known as Johnny, was born in Salford on February 24 1921 and educated at Salford Grammar School. After leaving school he joined the central laboratory of ICI Metals Division in Birmingham, where he met his future wife, Maureen Mail. Although in a reserved occupation, he volunteered for training as a pilot and was called up in July 1941. He completed his training as a bomber pilot and joined No 61 Squadron in June 1942.
After his operational tour, Meagher spent the next 18 months training pilots to fly four-engine bombers and returned to operations in October 1944 as a flight commander on the recently formed No 227 Squadron. Over the next eight months he flew another 20 operations over Germany, some during daytime. Many of his targets were associated with the oil production facilities in the Ruhr.
On three occasions enemy night fighters attacked his Lancaster. Over the Pölitz oil refinery in Poland his aircraft was damaged, but he pressed home his attack and returned to his base on three engines.
He flew on the Dresden raid, and on April 17 1945 made his last operational flight, when the target was Pilsen in Czechoslovakia. A Focke-Wulf 190 which attacked his Lancaster was destroyed by his rear gunner. Meagher was awarded a Bar to his DFC for his "inspiring example and outstanding courage".
In the final days of the war, Meagher's squadron helped repatriate prisoners of war. "It was quite a contrast to fly to Brussels on May 4 to bring back 24 British PoWs to an airfield near Oxford," he wrote.
In August, Meagher was seconded to BOAC. Over the next four years he flew Lancastrian and York aircraft on the empire routes to Australia and Africa, having elected in June 1946 to remain with BOAC and leave the RAF.
Early in 1950, BOAC took delivery of the Handley Page Hermes aircraft and Meagher was involved in many of the proving flights to Africa. The Johannesburg service proved a particular problem, but eventually, in November 1950, the service opened with Meagher in command of the first flight.
In June 1951, following the Iranian nationalisation of the British-controlled Abadan oil refinery and expulsion of British nationals, Meagher flew to Iran to repatriate them. He took off with a full load of passengers; shortly after take-off one of the four engines failed, but he managed to reach Cairo.
In January 1952 Meagher was selected as one of the early Comet pilots. He flew routes to Africa and to Japan. On January 9 1954 he was in command of Comet Yoke Peter, which he flew from Karachi to Rome, having refuelled at Bahrain and Beirut. He handed the aircraft over to the new crew, who perished with their 29 passengers shortly after take-off when the Comet disintegrated over Elba.
Over the next few years Meagher played a key role in the introduction into service of the Bristol Britannia airliner. For 10 years he conducted many proving flights and flew one to the US on a sales promotion tour across North America. For his services in introducing the aircraft into BOAC service he was awarded a Queen's Commendation for Valuable Service in the Air.
He became the flight manager of the more advanced version of the Britannia, and in 1958 he was in charge of the flight that took the Duke and Duchess of Gloucester on a state visit to Ethiopia. Before the flight he made visits to assess the suitability of local airfields, the one at Addis Ababa being at an altitude of 7,500 ft. He assessed the airfield to be suitable, and after a 12-hour direct flight he took the Royal party to Ethiopia on November 16.
In January 1961 he took the Queen and the Duke of Edinburgh on a six-week state visit to India, Pakistan and Iran. This involved a great deal of planning and survey visits. Meagher arranged for the flight from West Pakistan to East Pakistan to fly along the southern edge of the Himalayas and pass close to Mount Everest at 25,000 feet.
In Iran, the Shah and his wife joined the Royal party on a flight from Tehran to Shiraz, and Meagher flew low-level passes to allow his passengers to see the ruins of the ancient city of Persepolis. On March 6 the Britannia left Tehran to head back to the UK. As they flew over France, the Queen invited Meagher to join her, thanked him for his services and appointed him a Commander of the Royal Victoria Order.
In February 1965 Meagher converted to the Vickers VC 10, which he described as "a fine aircraft". Two years later he was appointed flight manager of the fleet and was later a member of the BOAC team which negotiated the amalgamation of BOAC and BEA to become British Airways.
Meagher was a DIY enthusiast and built a reinforced concrete swimming pool in the family garden. He played squash and golf and won the autumn medal at his club, Burhill, when he was 58.
Albert Meagher married Maureen Mail in 1943; she died in 1996. Their two sons and two daughters survive him.
Albert "Johnny " Meagher, born February 24 1921, died September 21 2018
source: The Telegraph
Captain Albert "Johnny" Meagher, who has died aged 97, had a distinguished career as a squadron leader flying Lancaster bombers on operations over Europe and later as a pilot with British Overseas Airways Corporation (BOAC), flying worldwide routes when he served as flight manager of the Britannia and VC 10 fleets.
Meagher flew his first bombing operation on June 25 1942, when he attacked Bremen in a Lancaster of 61 Squadron. This was the third of the so-called "Thousand Bomber Raids". He returned to the German city twice more over the next few days before taking part in raids against Hamburg and Wilhelmshaven. During the next six weeks he attacked 11 more cities including Frankfurt, Munich, Kiel and the industrial cities in the Ruhr.
On October 17, 94 Lancasters of Bomber Command's No 5 Group made a daring daylight attack against the Schneider factory at Le Creusot in Burgundy. The factory was regarded as the French equivalent of Krupps and produced heavy guns, railway engines, tanks and armoured cars.
The force flew at low level and crossed the French coast in the Bay of Biscay before climbing to bombing height. Meagher had to abandon his first run owing to problems with the bombsight. He circled and made a second run, by which time the target was shrouded in dense smoke.
He was able to identify the adjacent power station, and this was bombed. By the time he completed his attack the other bombers had left and he returned alone at low level to find his base covered in fog; he had to divert to another airfield after a flight of more than 10 hours.
Over the next few weeks he attacked the cities of northern Italy, including bombing a factory complex in Milan at low altitude. On later sorties he went to the Baltic ports to drop mines from low level at night.
Meagher regularly brought back photographs to confirm the accuracy of his attacks and in November 1942 he was commissioned, having just been awarded an Immediate DFM for his "outstanding ability as captain and his continued gallantry".
In January 1943, Bomber Command returned to attacking Berlin for the first time in more than a year. The raid on January 16 was to be given maximum publicity and the prominent American NBC reporter, Stan Richardson, joined Meagher's crew and was able to record the operation for an American audience. This was Meagher's 30th and final sortie before being rested. He was awarded the DFC.
Albert Meagher, always known as Johnny, was born in Salford on February 24 1921 and educated at Salford Grammar School. After leaving school he joined the central laboratory of ICI Metals Division in Birmingham, where he met his future wife, Maureen Mail. Although in a reserved occupation, he volunteered for training as a pilot and was called up in July 1941. He completed his training as a bomber pilot and joined No 61 Squadron in June 1942.
After his operational tour, Meagher spent the next 18 months training pilots to fly four-engine bombers and returned to operations in October 1944 as a flight commander on the recently formed No 227 Squadron. Over the next eight months he flew another 20 operations over Germany, some during daytime. Many of his targets were associated with the oil production facilities in the Ruhr.
On three occasions enemy night fighters attacked his Lancaster. Over the Pölitz oil refinery in Poland his aircraft was damaged, but he pressed home his attack and returned to his base on three engines.
He flew on the Dresden raid, and on April 17 1945 made his last operational flight, when the target was Pilsen in Czechoslovakia. A Focke-Wulf 190 which attacked his Lancaster was destroyed by his rear gunner. Meagher was awarded a Bar to his DFC for his "inspiring example and outstanding courage".
In the final days of the war, Meagher's squadron helped repatriate prisoners of war. "It was quite a contrast to fly to Brussels on May 4 to bring back 24 British PoWs to an airfield near Oxford," he wrote.
In August, Meagher was seconded to BOAC. Over the next four years he flew Lancastrian and York aircraft on the empire routes to Australia and Africa, having elected in June 1946 to remain with BOAC and leave the RAF.
Early in 1950, BOAC took delivery of the Handley Page Hermes aircraft and Meagher was involved in many of the proving flights to Africa. The Johannesburg service proved a particular problem, but eventually, in November 1950, the service opened with Meagher in command of the first flight.
In June 1951, following the Iranian nationalisation of the British-controlled Abadan oil refinery and expulsion of British nationals, Meagher flew to Iran to repatriate them. He took off with a full load of passengers; shortly after take-off one of the four engines failed, but he managed to reach Cairo.
In January 1952 Meagher was selected as one of the early Comet pilots. He flew routes to Africa and to Japan. On January 9 1954 he was in command of Comet Yoke Peter, which he flew from Karachi to Rome, having refuelled at Bahrain and Beirut. He handed the aircraft over to the new crew, who perished with their 29 passengers shortly after take-off when the Comet disintegrated over Elba.
Over the next few years Meagher played a key role in the introduction into service of the Bristol Britannia airliner. For 10 years he conducted many proving flights and flew one to the US on a sales promotion tour across North America. For his services in introducing the aircraft into BOAC service he was awarded a Queen's Commendation for Valuable Service in the Air.
He became the flight manager of the more advanced version of the Britannia, and in 1958 he was in charge of the flight that took the Duke and Duchess of Gloucester on a state visit to Ethiopia. Before the flight he made visits to assess the suitability of local airfields, the one at Addis Ababa being at an altitude of 7,500 ft. He assessed the airfield to be suitable, and after a 12-hour direct flight he took the Royal party to Ethiopia on November 16.
In January 1961 he took the Queen and the Duke of Edinburgh on a six-week state visit to India, Pakistan and Iran. This involved a great deal of planning and survey visits. Meagher arranged for the flight from West Pakistan to East Pakistan to fly along the southern edge of the Himalayas and pass close to Mount Everest at 25,000 feet.
In Iran, the Shah and his wife joined the Royal party on a flight from Tehran to Shiraz, and Meagher flew low-level passes to allow his passengers to see the ruins of the ancient city of Persepolis. On March 6 the Britannia left Tehran to head back to the UK. As they flew over France, the Queen invited Meagher to join her, thanked him for his services and appointed him a Commander of the Royal Victoria Order.
In February 1965 Meagher converted to the Vickers VC 10, which he described as "a fine aircraft". Two years later he was appointed flight manager of the fleet and was later a member of the BOAC team which negotiated the amalgamation of BOAC and BEA to become British Airways.
Meagher was a DIY enthusiast and built a reinforced concrete swimming pool in the family garden. He played squash and golf and won the autumn medal at his club, Burhill, when he was 58.
Albert Meagher married Maureen Mail in 1943; she died in 1996. Their two sons and two daughters survive him.
Albert "Johnny " Meagher, born February 24 1921, died September 21 2018
source: The Telegraph
FLYBOYJ
"THE GREAT GAZOO"
michael rauls
Tech Sergeant
- 1,679
- Jul 15, 2016
N4521U
Colonel
Air Vice-Marshal Charles Gibbs
Air Vice-Marshal Charles Gibbs, who has died aged 97, flew supplies and personnel in support of the North African campaign, and later in Italy and to the Yugoslav partisans.
On December 3 1943 Gibbs took off in his Dakota aircraft from Bari in southern Italy, escorted by 12 USAAF fighters, to fly to a remote field near Glamoc in the Bosnia region of Central Yugoslavia. On board was Brigadier Fitzroy Maclean [Maclean was considered to be one of the inspirations for James Bond] and five of his staff, together with supplies.
In worsening weather, Gibbs had to avoid low cloud in mountainous terrain before finding the landing area marked with bonfires. The aircraft, with the engines kept running, was unloaded before three British officers, six Yugoslavs and six German prisoners of war embarked. Nine minutes after landing, Gibbs was airborne again. This was the first successful daylight landing in enemy occupied Yugoslavia. Gibbs was Mentioned in Despatches.
Over the next four months he dropped supplies to the partisans, and on March 20 1944 he landed on a snow-covered field to deliver special equipment including a Jeep and trailer. He had 15 personnel on board on the return flight, including some British officers who had escaped from the Germans. Five days later it was announced that he had been awarded the DFC. He was described as "an officer of untiring energy, courage and devotion to duty, which merit the highest praise".
Charles Melvin Gibbs was born in Wellington, New Zealand, on June 11 1921 and educated at Taumarunui. He worked as a student engineer with the Public Works Department in Turangi before joining the Royal New Zealand Air Force in May 1941. After completing his elementary flying training he travelled to England in November.
After gaining his "wings", he converted to transport aircraft and joined No 267 Squadron, based near Cairo. Flying Hudson aircraft, he flew supply missions in support of the Eighth Army. In March 1943 Dakotas replaced the Hudsons, and in June Gibbs was the captain of one of six crews that moved to an advanced landing ground near Tunis to provide support for the invasion of Sicily. Two nights after the initial assault on June 9, he flew a diversionary raid to drop dummy paratroops, flares and pyrotechnics to the west of the main landing areas. With a foothold gained in southern Sicily, he flew elements of the USAAF 33rd Fighter Group to a captured airstrip and over the next two weeks he took supplies into a number of airfields in southern Sicily. On each occasion he evacuated casualties on the return flight. He returned to Cairo a month later and, shortly afterwards, dropped supplies to a British force on the island of Leros. On November 11 Gibbs flew his Dakota into the airfield at Bari, which was found to be "in a chaotic state". Nevertheless, the transporting of supplies from Malta and Egypt began immediately. After his sorties into Yugoslavia – the final one on March 19 1944, when he dropped supplies to partisans in Croatia – Gibbs had been flying at intensive rates for a year. He had a few weeks' rest before converting to the Martin Marauder, a US-built medium bomber that equipped just two RAF squadrons, both in the Mediterranean theatre. In June he joined No 14 Squadron, based at Alghero, north-west Sardinia, to carry out anti-shipping and reconnaissance sorties, some for the planning phase of the landings in Southern France which took place on August 15. With the end of maritime operations in the western Mediterranean, Gibbs flew patrols from an Italian airfield on the Adriatic. In September 1944 the German Navy towed the 52,000-ton Italian luxury liner Rex to Trieste to blockade the port. No 14 Squadron shadowed its progress and on the 8th, a force of Beaufighters attacked the ship. The following day, after another strike, Gibbs arrived on patrol just after the liner had capsized.
At the end of the year the squadron moved to Chivenor in Devon and re-equipped with the Wellington, flying 10-hour patrols over the Southwest Approaches. In May 1945 the squadron searched for surrendering U-boats and, on May 29, Gibbs flew the squadron's final operational sorties. He was again mentioned in Despatches.
After the war Gibbs was posted to Air Headquarters in India and was heavily involved in transport operations during Partition. He flew Dakotas with No 62 Squadron before joining the air staff in Karachi, and towards the end of 1947 moved to Mauripur, the RAF's last airfield in the new state of Pakistan, where he witnessed many harrowing scenes.
He transferred to the RAF during 1947. In April 1950 he once again served overseas, this time at RAF Khartoum on the Tropical Trials Experimental Unit. In early 1954 his flying career took a new direction when he started to fly single-seat fighter ground-attack aircraft. He became the commanding officer of No 118 Squadron, flying the Venom from Fassberg in Germany. After three years on the directing staff of the RAF Staff College at Bracknell, he was chosen as one of three RAF officers seconded to the Pakistan Air Force to advise on the creation of the PAF Staff College. He remained on the directing staff for a further two years. On return he was appointed OBE. In October 1961 Gibbs was based at his old wartime station at Chivenor, the home of the operational conversion unit, training pilots to fly the Hunter fighter ground attack aircraft. He was the chief flying instructor and in command of the flying wing. On promotion to group captain he trained on the Lightning. On one flight, the undercarriage of his Lightning collapsed and the aircraft rolled upside down. The fire and crash crew were able to rescue him from the upturned aircraft, which was a complete wreck.
For two years he commanded RAF Wattisham in Suffolk, where he maintained his flying currency on the Hunter and the Lightning. In 1966 he was advanced to CBE.
After attending the Imperial Defence College, he filled a number of senior posts in the MoD before becoming the Air Officer Administration in RAF Germany in 1970. The squadrons were re-equipping with the latest combat aircraft and helicopters, resulting in significant developments of the real estate and support facilities. With more than 50,000 personnel, together with their dependants and a large local civilian work force, Gibbs had an extensive remit spread over a sizeable parish.
His final appointment was as the Director of Personal Services (RAF) at the MoD. On retirement in 1976 he was appointed CB.
For 12 years he was the recruiting consultant with Selleck Associates in Colchester and in 1986 he returned to his native New Zealand, where he settled at Taupo near Auckland.
Gibbs exuded an air of calm authority. As a senior officer he made informal visits to stations to meet and listen to people at their workplace and was greatly respected for his measured advice to station commanders. One senior officer described him as "unflappable and a charming person who never needed to raise his voice to be heard … a true gentleman".
In later life he was an active member of ACT New Zealand, a classic Right-wing liberal political party, and from 1996 was the chairman of the Taupo electorate. He was an avid fly fisherman – his freezer was always stocked with trout – and a keen golfer who remained active to the end of his life. He was still driving a car a few months before his death. He donated his uniforms and medals to the Auckland Museum.
Charles Gibbs married Pam Pollard in 1947. She died in 1991. Their daughter survives him.
Charles Gibbs, born June 11 1921, died October 3 2018
source: The Telegraph
Air Vice-Marshal Charles Gibbs, who has died aged 97, flew supplies and personnel in support of the North African campaign, and later in Italy and to the Yugoslav partisans.
On December 3 1943 Gibbs took off in his Dakota aircraft from Bari in southern Italy, escorted by 12 USAAF fighters, to fly to a remote field near Glamoc in the Bosnia region of Central Yugoslavia. On board was Brigadier Fitzroy Maclean [Maclean was considered to be one of the inspirations for James Bond] and five of his staff, together with supplies.
In worsening weather, Gibbs had to avoid low cloud in mountainous terrain before finding the landing area marked with bonfires. The aircraft, with the engines kept running, was unloaded before three British officers, six Yugoslavs and six German prisoners of war embarked. Nine minutes after landing, Gibbs was airborne again. This was the first successful daylight landing in enemy occupied Yugoslavia. Gibbs was Mentioned in Despatches.
Over the next four months he dropped supplies to the partisans, and on March 20 1944 he landed on a snow-covered field to deliver special equipment including a Jeep and trailer. He had 15 personnel on board on the return flight, including some British officers who had escaped from the Germans. Five days later it was announced that he had been awarded the DFC. He was described as "an officer of untiring energy, courage and devotion to duty, which merit the highest praise".
Charles Melvin Gibbs was born in Wellington, New Zealand, on June 11 1921 and educated at Taumarunui. He worked as a student engineer with the Public Works Department in Turangi before joining the Royal New Zealand Air Force in May 1941. After completing his elementary flying training he travelled to England in November.
After gaining his "wings", he converted to transport aircraft and joined No 267 Squadron, based near Cairo. Flying Hudson aircraft, he flew supply missions in support of the Eighth Army. In March 1943 Dakotas replaced the Hudsons, and in June Gibbs was the captain of one of six crews that moved to an advanced landing ground near Tunis to provide support for the invasion of Sicily. Two nights after the initial assault on June 9, he flew a diversionary raid to drop dummy paratroops, flares and pyrotechnics to the west of the main landing areas. With a foothold gained in southern Sicily, he flew elements of the USAAF 33rd Fighter Group to a captured airstrip and over the next two weeks he took supplies into a number of airfields in southern Sicily. On each occasion he evacuated casualties on the return flight. He returned to Cairo a month later and, shortly afterwards, dropped supplies to a British force on the island of Leros. On November 11 Gibbs flew his Dakota into the airfield at Bari, which was found to be "in a chaotic state". Nevertheless, the transporting of supplies from Malta and Egypt began immediately. After his sorties into Yugoslavia – the final one on March 19 1944, when he dropped supplies to partisans in Croatia – Gibbs had been flying at intensive rates for a year. He had a few weeks' rest before converting to the Martin Marauder, a US-built medium bomber that equipped just two RAF squadrons, both in the Mediterranean theatre. In June he joined No 14 Squadron, based at Alghero, north-west Sardinia, to carry out anti-shipping and reconnaissance sorties, some for the planning phase of the landings in Southern France which took place on August 15. With the end of maritime operations in the western Mediterranean, Gibbs flew patrols from an Italian airfield on the Adriatic. In September 1944 the German Navy towed the 52,000-ton Italian luxury liner Rex to Trieste to blockade the port. No 14 Squadron shadowed its progress and on the 8th, a force of Beaufighters attacked the ship. The following day, after another strike, Gibbs arrived on patrol just after the liner had capsized.
At the end of the year the squadron moved to Chivenor in Devon and re-equipped with the Wellington, flying 10-hour patrols over the Southwest Approaches. In May 1945 the squadron searched for surrendering U-boats and, on May 29, Gibbs flew the squadron's final operational sorties. He was again mentioned in Despatches.
After the war Gibbs was posted to Air Headquarters in India and was heavily involved in transport operations during Partition. He flew Dakotas with No 62 Squadron before joining the air staff in Karachi, and towards the end of 1947 moved to Mauripur, the RAF's last airfield in the new state of Pakistan, where he witnessed many harrowing scenes.
He transferred to the RAF during 1947. In April 1950 he once again served overseas, this time at RAF Khartoum on the Tropical Trials Experimental Unit. In early 1954 his flying career took a new direction when he started to fly single-seat fighter ground-attack aircraft. He became the commanding officer of No 118 Squadron, flying the Venom from Fassberg in Germany. After three years on the directing staff of the RAF Staff College at Bracknell, he was chosen as one of three RAF officers seconded to the Pakistan Air Force to advise on the creation of the PAF Staff College. He remained on the directing staff for a further two years. On return he was appointed OBE. In October 1961 Gibbs was based at his old wartime station at Chivenor, the home of the operational conversion unit, training pilots to fly the Hunter fighter ground attack aircraft. He was the chief flying instructor and in command of the flying wing. On promotion to group captain he trained on the Lightning. On one flight, the undercarriage of his Lightning collapsed and the aircraft rolled upside down. The fire and crash crew were able to rescue him from the upturned aircraft, which was a complete wreck.
For two years he commanded RAF Wattisham in Suffolk, where he maintained his flying currency on the Hunter and the Lightning. In 1966 he was advanced to CBE.
After attending the Imperial Defence College, he filled a number of senior posts in the MoD before becoming the Air Officer Administration in RAF Germany in 1970. The squadrons were re-equipping with the latest combat aircraft and helicopters, resulting in significant developments of the real estate and support facilities. With more than 50,000 personnel, together with their dependants and a large local civilian work force, Gibbs had an extensive remit spread over a sizeable parish.
His final appointment was as the Director of Personal Services (RAF) at the MoD. On retirement in 1976 he was appointed CB.
For 12 years he was the recruiting consultant with Selleck Associates in Colchester and in 1986 he returned to his native New Zealand, where he settled at Taupo near Auckland.
Gibbs exuded an air of calm authority. As a senior officer he made informal visits to stations to meet and listen to people at their workplace and was greatly respected for his measured advice to station commanders. One senior officer described him as "unflappable and a charming person who never needed to raise his voice to be heard … a true gentleman".
In later life he was an active member of ACT New Zealand, a classic Right-wing liberal political party, and from 1996 was the chairman of the Taupo electorate. He was an avid fly fisherman – his freezer was always stocked with trout – and a keen golfer who remained active to the end of his life. He was still driving a car a few months before his death. He donated his uniforms and medals to the Auckland Museum.
Charles Gibbs married Pam Pollard in 1947. She died in 1991. Their daughter survives him.
Charles Gibbs, born June 11 1921, died October 3 2018
source: The Telegraph
F/O Maurice Webb
Maurice Webb, who has died aged 93, flew as a navigator on a Mosquito squadron attacking shipping in the Bay of Biscay and off the Norwegian coast. Forced to bail out over France after an attack, he managed to return to England and was awarded an immediate DFM.
Webb and his pilot, Harold "Hal" Corbin, took off from an airfield in Cornwall on August 14 1944 to take part in a shipping strike on the Gironde River near the port of Bordeaux. Flying a Mosquito of 248 Squadron, they attacked a destroyer with rockets and cannons.
They encountered heavy anti-aircraft fire from other ships and land batteries and the port engine of their aircraft was severely damaged; all the fuel was lost from one tank and the navigation equipment was wrecked. Flying on one engine at 50 ft, hoping to find a beach to crash-land on, they headed for Brittany, where US forces had recently liberated the airfield at Vannes. The remaining engine continued to function and Webb navigated the aircraft to the coast, but it was too dark to locate the airfield. Corbin managed to climb to 4,000 ft when the two men bailed out. Webb landed in a field and made contact with local farmers, who sheltered him before passing him on to US troops. The following morning he was reunited with Corbin and they were flown to Normandy; a few days later they returned to the squadron in England. Corbin was awarded the Conspicuous Gallantry Medal (one of only 109 given to the RAF) and Webb the DFM, his station commander praising his "great courage and devotion to duty".
Maurice James Webb was born on August 24 1924 at Willington, near Bedford, and educated at Bedford Modern School, where he excelled at maths and rugby. Aged 15 he volunteered with the Home Guard patrolling the Bedford-to-Bletchley railway line, and the day after his 17th birthday he enlisted in the RAF.
After training as a navigator in Canada, he joined 235 Squadron in February 1944 and teamed up with Corbin to fly the Beaufighter on shipping strikes. Two months later they transferred to 248 Squadron. They attacked naval vessels in the Bay of Biscay, and on June 30 damaged an M-Class minesweeper. On July 27 their Mosquito was hit by anti-aircraft fire as they attacked a convoy off the French coast and they were forced to return on one engine.
Following their successful evasion in France, they returned to fly operations just as their squadron moved to Banff in Morayshire to carry out attacks against convoys off the Norwegian coast. On September 14 they led the anti-flak section to attack escorts sailing with a convoy off Kristiansand. After attacking an armed trawler, Corbin and Webb scored many strikes on a merchant ship with cannons. Four days later, they discovered a surfaced U-boat (U-867) near Bergen. They strafed it with their 20mm cannons before dropping two depth charges, which damaged the submarine. Webb commented on his return: "It was one of the few times we returned from an 'op' without sustaining any damage to the Mossie." The next day, the damaged U-boat was discovered by a Coastal Command Liberator, which attacked, causing further damage that resulted in the 50-man crew abandoning the submarine. In December 13 Corbin and Webb flew as part of a large force attacking an important convoy in Eidsfjord. As they dived behind their squadron commander, the flak was intense and they saw the starboard wing of their CO's aircraft torn off, before the plane plummeted into the sea.
Two weeks later they led eight Mosquitos to attack two vessels in Leirvik harbour. One was left on fire, with the other emitting smoke, but their aircraft had been hit and one engine was damaged. As they departed, a force of German fighters appeared, but Corbin flew just above the sea, hoping the damaged engine would hold out.
They escaped but were forced to shut down the engine and return on one. As they approached the runway at Banff, the aircraft crashed just short of the runway and hit a stone wall. The two men were trapped and slightly injured, and the first to arrive on the scene to pull them from the wreckage was their commanding officer, Group Captain Max Aitken. It turned out to be their last operational flight. After VE Day, Webb joined the RAF communications squadron in Denmark and flew with the unit for 12 months before being demobbed in late 1946 as a flying officer.
Webb took over the family fruit and vegetable firm, supplying local businesses. It flourished until the arrival of the aggressive supermarkets in the 1980s.
Many years after the war, Webb and his son returned to Brittany and met the farmer who had sheltered him. The farmer's daughter presented Webb with a piece of his silk parachute, which she had used for her own wedding dress.
Webb was devoted to Bedford Rugby Club, serving on the club committee for over 30 years, and as the announcer at matches. Out of respect for his service, a minute's silence was held before one recent match.
Maurice Webb met his future wife, Hazel, at the club and they were married in 1951. She survives him, with their son and daughter.
Maurice Webb, born August 24 1924, died August 15 2018
source: The Telegraph
Maurice Webb (right)
Maurice Webb, who has died aged 93, flew as a navigator on a Mosquito squadron attacking shipping in the Bay of Biscay and off the Norwegian coast. Forced to bail out over France after an attack, he managed to return to England and was awarded an immediate DFM.
Webb and his pilot, Harold "Hal" Corbin, took off from an airfield in Cornwall on August 14 1944 to take part in a shipping strike on the Gironde River near the port of Bordeaux. Flying a Mosquito of 248 Squadron, they attacked a destroyer with rockets and cannons.
They encountered heavy anti-aircraft fire from other ships and land batteries and the port engine of their aircraft was severely damaged; all the fuel was lost from one tank and the navigation equipment was wrecked. Flying on one engine at 50 ft, hoping to find a beach to crash-land on, they headed for Brittany, where US forces had recently liberated the airfield at Vannes. The remaining engine continued to function and Webb navigated the aircraft to the coast, but it was too dark to locate the airfield. Corbin managed to climb to 4,000 ft when the two men bailed out. Webb landed in a field and made contact with local farmers, who sheltered him before passing him on to US troops. The following morning he was reunited with Corbin and they were flown to Normandy; a few days later they returned to the squadron in England. Corbin was awarded the Conspicuous Gallantry Medal (one of only 109 given to the RAF) and Webb the DFM, his station commander praising his "great courage and devotion to duty".
Maurice James Webb was born on August 24 1924 at Willington, near Bedford, and educated at Bedford Modern School, where he excelled at maths and rugby. Aged 15 he volunteered with the Home Guard patrolling the Bedford-to-Bletchley railway line, and the day after his 17th birthday he enlisted in the RAF.
After training as a navigator in Canada, he joined 235 Squadron in February 1944 and teamed up with Corbin to fly the Beaufighter on shipping strikes. Two months later they transferred to 248 Squadron. They attacked naval vessels in the Bay of Biscay, and on June 30 damaged an M-Class minesweeper. On July 27 their Mosquito was hit by anti-aircraft fire as they attacked a convoy off the French coast and they were forced to return on one engine.
Following their successful evasion in France, they returned to fly operations just as their squadron moved to Banff in Morayshire to carry out attacks against convoys off the Norwegian coast. On September 14 they led the anti-flak section to attack escorts sailing with a convoy off Kristiansand. After attacking an armed trawler, Corbin and Webb scored many strikes on a merchant ship with cannons. Four days later, they discovered a surfaced U-boat (U-867) near Bergen. They strafed it with their 20mm cannons before dropping two depth charges, which damaged the submarine. Webb commented on his return: "It was one of the few times we returned from an 'op' without sustaining any damage to the Mossie." The next day, the damaged U-boat was discovered by a Coastal Command Liberator, which attacked, causing further damage that resulted in the 50-man crew abandoning the submarine. In December 13 Corbin and Webb flew as part of a large force attacking an important convoy in Eidsfjord. As they dived behind their squadron commander, the flak was intense and they saw the starboard wing of their CO's aircraft torn off, before the plane plummeted into the sea.
Two weeks later they led eight Mosquitos to attack two vessels in Leirvik harbour. One was left on fire, with the other emitting smoke, but their aircraft had been hit and one engine was damaged. As they departed, a force of German fighters appeared, but Corbin flew just above the sea, hoping the damaged engine would hold out.
They escaped but were forced to shut down the engine and return on one. As they approached the runway at Banff, the aircraft crashed just short of the runway and hit a stone wall. The two men were trapped and slightly injured, and the first to arrive on the scene to pull them from the wreckage was their commanding officer, Group Captain Max Aitken. It turned out to be their last operational flight. After VE Day, Webb joined the RAF communications squadron in Denmark and flew with the unit for 12 months before being demobbed in late 1946 as a flying officer.
Webb took over the family fruit and vegetable firm, supplying local businesses. It flourished until the arrival of the aggressive supermarkets in the 1980s.
Many years after the war, Webb and his son returned to Brittany and met the farmer who had sheltered him. The farmer's daughter presented Webb with a piece of his silk parachute, which she had used for her own wedding dress.
Webb was devoted to Bedford Rugby Club, serving on the club committee for over 30 years, and as the announcer at matches. Out of respect for his service, a minute's silence was held before one recent match.
Maurice Webb met his future wife, Hazel, at the club and they were married in 1951. She survives him, with their son and daughter.
Maurice Webb, born August 24 1924, died August 15 2018
source: The Telegraph
Maurice Webb (right)
at6
1st Sergeant
To all above. They are vanishing from among us too fast.
fubar57
General
michael rauls
Tech Sergeant
- 1,679
- Jul 15, 2016
Sadly, time continues its relentless march. Indifferent to even the greatest and most decent amoung us.
fubar57
General
WW2 veteran/Marvel Comics Chairman Stan Lee passed away today
Marvel Comics co-creator Stan Lee dead at 95 | CBC News
Marvel Comics co-creator Stan Lee dead at 95 | CBC News
vikingBerserker
Lieutenant General
Sad day indeed, RIP.
N4521U
Colonel
One of those people you think will go on forever.
Lived a long and fruitful life.
Lived a long and fruitful life.