Ben Bennions DFC

Battle of Britain Fighter Ace

Nick Thomas

• Publisher: Pen & Sword Aviation
• Year: 2012
• ISBN:
  9781781599228
• Topic: Geschichte
• Subtopic: Militär- & Seefahrtsgeschichte

Ben Bennion enlisted in the pre-war RAF, serving first as an 'erk' (ground crew) before being selected for pilot training. His first posting led to service in the Middle-East and Bennion's passport and other travel documents had to be rushed through. A clerical error led to his name being recorded as 'Bennions'.Ben served in 41 Squadron and following their overseas tour he returned to the UK and Catterick. Patrols and scrambles were common throughout the early months of the war, but it was in May 1940, that 41 Squadron first saw the enemy in any number, providing air cover for the retreating BEF. The Dunkirk operations saw Bennions record his first combat victory—he was to damage or destroy 20 plus enemy aircraft during the following months, earning the DFC and becoming one of the RAF's top scorers. The squadron alternated between Catterick and Hornchurch, and although Bennions was afforded some rest between operational periods, the front-line the sorties came thick and fast, particularly during the latter phases of the Battle of Britain when Bennions was flying several patrols and scramble every day. His tally grew steadily. His much deserved DFC was promulgated on 1 October 1940, the day he was due to begin a short period of leave. However he decided to have one last crack at the enemy and during this engagement, adding another Messerschmitt BF 109 to his total, he was hit and forced to bale out. Badly wounded in the head, Bennions lost an eye and became a member of Sir Archibald McIndoe's famous Guinea Pig Club.

Chapter 1

A Burslem Boy

George Herman ‘Ben’ Bennions was born in Burslem, Staffordshire, on 15 March 1913, the third of five children to parents Edward and Mary Bennion (née Smith).

George’s father was born in Burslem on 19 October 1886, where prior to the First World War, he worked as a potter’s pressman for Doulton & Co. Ltd., of Burslem. Edward served as a sergeant (No. 326) with the 5th North Staffordshire Regiment. When war broke out, Bennion volunteered for overseas service and by early March 1915, was fighting in France, his territorial unit forming a part of the 46th (North Midland) Division.

Having already served in the trenches for over two years, Edward was badly wounded during the Third Battle of Ypres (31 July – 10 November 1917), when he was shot in the head while observing enemy positions through binoculars. The sniper’s bullet damaged his left eye, exiting his skull above the forehead. Such a terrible head wound almost always proved fatal and his apparently lifeless body was placed with those awaiting burial. One of Edward’s pals, Private Stokes, thought he saw Edward’s right eye twitch and called-out to a medic who quickly realized that life was not extinct.

Evacuated to a field hospital, Sergeant Bennion was operated on, but given little hope of survival. Meanwhile, his parents received a telegram informing them that their son had been wounded in action, a second communication preparing them for the worst. His condition, however, stabilized and Edward was moved further back behind the lines where he spent several weeks before repatriation via a Hospital Ship – he was to spend the next seven years in various hospitals and rehabilitation units.

Unable to undertake hard physical labour, Edward found work after the war as caretaker at the North Road School, Burslem, Mary assisting him in his daily duties.

Due to their father’s temporary incapacity, George’s mother, Mary, a potter’s assistant at Simpson (Potters) Ltd., Elder Works, Cobridge, was largely responsible for the early upbringing of her five children. Born in Northwood, Stoke-on-Trent, on 6 June 1886, Mary was twenty when the couple had their first son, Jack, in 1906. Four years later came William Edwin, followed by George Herman, born in 1913, while Constance or ‘Connie’ was born two years later.

The couple were devoted to each other and their family, and together they pulled through the difficult times. With their children in their teens, and able to do more about the house, taking some of the strain off their mother, things were looking up and on 7 August 1926, Philip was born, completing the family unit.

Naturally, as the youngest by some years, Philip missed out on much of the family’s early years, but recalled some of the stories which had been passed down via his siblings.

Bennions’ parents had married in 1909 at Holy Trinity Church, Sneyd, setting up home at 9, Walley Place, Burslem. The 1911 Census reveals that Edward’s niece, Martha, also a potter’s assistant at Simpsons, lived for a while at the same address. With a growing family, they moved to 31, Flint Street, a small terraced house in Burslem. It was here that the Bennion children lived during their formative years. Despite the remodeling of much of the Potteries, the house still stands but as Philip explained: ‘The road has since been re-named Ashburton Street, while two properties have been knocked into one and numbered No. 29.’

George attended North Road School, and later Moreland Road School, before earning a scholarship to Longton High School; while there George stayed with his uncle, Professor Andrew Bailey, whose home was close by.

Philip recalled that his brother was a keen sportsman and enjoyed a good game of football, settling into his school team in the left back position: ‘He came up against another Potteries hero, Sir Stanley Matthews, who was then a pupil at the Wellington Road School, Hanley, and played for Hanley Boys.’

History does not record as to whom got the better of this competitive encounter, but Matthews, who was two years George’s junior, was already on the verge of an international career, making his first England schoolboys appearance against Wales at the tender age of thirteen. A natural outside right, Matthews had clearly made a lasting impression on the young Bennions.

George trained at jujitsu as a schoolboy. While practicing throws and holds with his sister, Connie, he managed to find one of the pressure-points which sent her unconscious to the floor. Inquisitive as ever, he asked Connie to describe the feeling once she had regained her senses. Dissatisfied with her response, George asked if she would use the same grip to ‘put him out’, which she duly obliged. At that moment their mother entered the room and was horrified at the scene that greeted her, with George in a collapsed state and Connie unable to revive him.

His interest in science led George to save up to buy the components necessary to make a small crystal radio receiver, known colloquially as a ‘cat’s whisker’ set. Philip later explained how their father was ‘against the idea until he discovered the news programmes, after which he became an avid fan of the early radio broadcasts.’

Meanwhile, spurred on by the fact that his father had been a crack shot with the Territorials, George purchased a starter-pistol, which he modified by boring the barrel. The story nearly ended in tragedy, however, when he tested his craftsmanship; the weapon put a bullet clean through the target and nearly hit his mother!

Philip recalled that, like most teenagers, George had a thirst for speed and danger: ‘He decided to save up to buy himself a motorcycle and was able to put down a deposit with Broadway Motors on a second-hand 3.49 HP motorcycle, manufactured by A J Stevens & Co. Ltd. of Wolverhampton.’

Disciplined as ever, George was able to pay-off the asking-price of £12 10s early leading to a healthy discount of £2 10s.

Naturally, owning a motorcycle added to George’s independence and he was able to travel around the Potteries and further afield, enjoying the speed of the open road and the skill of negotiating the winding lanes, feeling every bump in the road on the way.

No doubt supported in his studies by his uncle, who knew full well the value of a sound education, George left school in 1929 with a good School’s Certificate.

George had long fostered two ambitions; one no doubt inspired through the influence of his school masters and his uncle, the other through reading about the exploits of the First World War aces, ‘Billy’ Bishop, ‘Mick’ Mannock and Albert Ball. His dreams seemed worlds apart – he wanted to become either a teacher or a fighter pilot.

Chapter 2

Born to Fly

Bennions had his first experience of flying when Sir Alan Cobham visited Meir Aerodrome during his pre-Flying Circus days, taking novices up for a spin for five shillings: ‘A school-friend, Ralph Carnall, and I had long discussed the possibility of joining the RAF with a view to training as pilots.’

The country was, however, in the depths of the Great Depression and the Services, particularly the RAF, had seen massive cutbacks. Indeed, many politicians questioned the need for an air force when the Royal Navy had dominated the seas for well over a century.

One route onto pilot training was a course at RAF Halton which took mainly grammar school boys and so the entrance exam was difficult. Despite this, both Bennions and Carnall passed and were accepted onto a three-year apprenticeship as engine fitters, straight from school. When qualified, Bennions would be in the highest trade group, earning what was then considered a good wage of three shillings a day.

The regime was very strict but Bennions received a first-class training, which he acknowledged was to stand him in good stead in later life. There was a Bristol Fighter at Halton and Bennions recalled having the opportunity to fly as a passenger on a few occasions, even being allowed to get a ‘feel’ of the aircraft’s reaction to the controls while in straight and level flight.

While he excelled on his course, Bennions understood that he would have to get ‘noticed’ by the officers and senior NCOs if he was to be put forward for pilot training: ‘One of the accepted routes was to become a member of Halton’s sports team, which I duly did, representing them at both football and boxing.’

Among the other sportsmen at Halton at that time was the hurdler Don Finlay, who went on to win a silver medal in the 1936 Olympics. Finlay, who initially qualified as a Sergeant Pilot, rose through the ranks and in late 1940 was Bennions’ CO at No. 41 Squadron, following the loss of Squadron Leaders Hood and Lister.

Philip explained that his brother’s hard work began to pay dividends:

While George continued to excel in his studies and the practical aspects of his apprenticeship, he also shone as an athlete. And it wasn’t long before George was singled-out for greater responsibilities, eventually being promoted to the rank of sergeant apprentice, which meant that he was put in charge of his fellow apprentices on ‘A’ Flight, No. 4 Wing, RAF Halton.

His CO, Wing Commander McLean, recommended Bennions for an officer cadetship at the RAF College, Cranwell. However, although he undertook ab initio flying training there, accruing six hours flying time on Avro 504Ns, a further reduction in the annual intake, brought about by financial restrictions, meant that he did not become a fully fledged Cranwell Cadet and undergo the two year course. It was an understandably disappointed Bennions who was posted to RAF Sealand at the end of 1931. Here he made the most of his opportunities: ‘George was a highly skilled technician and so he was singled out to become the CO’s engine-fitter. At the same time he continued to do well on the sports field and represented the station in a number of disciplines.’

In 1934 Bennions was recommended to receive pilot training and in early April the following year he was posted to No. 3 Flying Training School (FTS) Grantham, on an ab initio flying course.

Shown to their living quarters, the trainee pilots had no sooner unpacked their kit when they were ordered to ‘B’ Flight’s dispersal. For many of his fellow pupil pilots this was their first close-up view of a biplane and some were surprised at the aircraft’s flimsy appearance, built, as it was, out of a light frame of wood and steel, covered with heavily doped fabric, the whole held taut by wing struts and steel cables.

Soon after they were introduced to the Avro Tutor, Flight Lieutenant Jaques, commander of ‘B’ Flight, instructed them to collect their basic flying kit: helmet and goggles, overalls, a Sidcot flying suit and gauntlet, and report the following morning for what he referred to as ‘flight familiarization’. For Bennions this would take the form of a fifteen minute trip in the passenger seat of Avro Tutor K3304 with his instructor, Flying Officer Broad, at the controls.

Standing on the wing root, Bennions leant over the front cockpit as Broad went through the instruments and controls, including the flaps and the rudder. Before firing the engine up, Broad hauled out his parachute pack and demonstrated to his pupil how to put it on, before quickly going through the drill for bailing out. Next, Bennions climbed into the cockpit and was shown how to strap himself in. Finally, there was the firm reminder: ‘Unless you are instructed otherwise, keep your hands and feet well away from the controls.’ With all of the formalities covered, they were ready.

Taking off at 11.15 hours, Broad opened up the throttle on the 180 hp seven-cylinder air-cooled Armstrong Siddeley Lynx power-plant and the Tutor bounced along the grass strip. With one final lurch it reluctantly climbed into the air as he eased back on the stick, making a gentle ascent. Broad continually talked to Bennions via the Gosport speaking-tube, making sure he was aware of what they were going to be doing and checking on his general response to being airborne. Having climbed to about 2,000ft they made a couple of circuits of the aerodrome, Broad pointing out the few navigation points on the otherwise bleak, flat Lincolnshire landscape, before making his approach and landing. Bennions rejoined the other trainees and looked on as, one by one, they too completed their circuits. With their maiden flight safely out of the way the real training would begin the following day.

At 15.50 hours on 4 April 1935, Bennions climbed into the passenger’s cockpit for his first ‘hands-on’ training flight at Grantham. Much of that and the previous day had been spent being talked though the controls and cockpit instruments, while the first element of the flying lesson was on rudder/aileron control and taxiing. Next came a demonstration of handling the throttle, smoothly building up power. Once in the air, Bennions was given control of the aircraft in straight and level flight and was permitted to make a few gentle manoeuvres before handing back to Broad for the landing.

The flight had lasted only twenty minutes but was sufficient for Broad to be confident that his charge was potentially pilot material. During his next lesson, Bennions practised stalls, climbs, gliding and performing medium turns. By the following trip he had graduated to take-offs and landings, and, with only three hours flying time, Bennions was practising recovering from spins. Later he demonstrated his competence at other safety drills, including forced landings and ‘action in the event of a fire’.

Bennions’ earlier training at Cranwell stood him in good stead and throughout the programme he found himself at least one step ahead of his fellow Cadet Pilots. And so, on 15 April, with only six hours flying time, Bennions took two Flight Commander’s Tests with Flight Lieutenant Jaques. On landing after the second of these assessments, a low flying test, Jaques climbed out of the cockpit and instructed Bennions to take over in the front seat and taxi around; he was judged to be ready for his first solo flight.

Bennions was given his instructions: he was to take off and fly two circuits at 1,000ft before making an approach and landing. If, for any reason, he was not happy with his approach, he was to go around again. In the event, he made a flawless flight and was on the ground again after only fifteen minutes.

By the end of April, Bennions had completed thirteen hours flying, one and a half of which had been flying solo, and was already well practised in take-offs and landings, advanced forced-landings and side-slipping. On 1 October, following more solo training, he made the progression on to the Bristol Bulldog, then one of the RAF’s front-line fighters. More training followed and Bennions flew cross-country or navigational flights, often putting his aircraft into a spin first in order to ensure he had to rely on his compass for his bearings. With the basics of navigation safely mastered, Bennions was soon moving on to perform aerobatics, including loops, slow rolls and half rolls – he freely admitted that he was having the ‘time of his life’.

The training schedule was hectic and there was little opportunity for home leave, while evenings were spent brushing-up on the technical aspects of the course. As the days, weeks and months raced by, Bennions and his fellow pupil-pilots celebrated passing through the various stages of their course. Their favourite watering-holes were the George or the Angel public houses in Grantham, although Bennions stuck to his usual tipple of shandy in order to maintain a clear head. He wrote home regularly to let his family know his progress, every detail being eagerly awaited by his proud parents and siblings. There were letters too for Avis Brown, with whom he had been conducting a long-distance romance and to whom he had become engaged.

In 1935, with his RAF career entering a new phase, George married Avis, whose family was from Smallthorne, Stoke-on-Trent: ‘Everyone knew the Browns. Avis’ father was a watchmaker from Burslem whose workshop was above Askey’s fish shop.’

George’s youngest brother, Philip, acted as page boy at the ceremony, which took place at St Saviour’s Church, Smallthorne, on 2 March 1935. Following a reception at the Greyhound Inn, High Street, Smallthorne, the couple enjoyed a brief honeymoon before Bennions returned to complete his pilot’s course.

Sergeant (745064) George Bennions was officially awarded his pilot’s wings on 13 December 1935, having qualified for Certificate ‘B’ under King’s Regulations and ACI’s paragraph 811 (7): ‘As a sergeant pilot, I felt I was one of the landed gentry. It was a nice feeling to be paid for flying.’

Not long afterwards and prior to his first official posting, Bennions was put on what Philip described as ‘the mail run’: ‘George would regularly fly over Burslem on his way to Sealand near Chester. He’d perform a loop-the-loop over Cobridge Park – right opposite our house.’

Philip also recalled one of the rare times that his brother was afforded leave long enough to make the journey north:

Our father would take us to the White Swan on Elder Road, Cobridge. In order to avoid any fuss, George would wear father’s rain coat over his uniform and pilot’s wings. His tipple was a ginger beer shandy.

On one occasion, George was uncharacteristically agitated; this was the only time I ever heard him irate.

While sitting quietly enjoying his drink, a man came up to him and pinned a badge on father’s coat. George looked at the brass badge and then at the man who announced that it was a lucky charm and that he was an Egyptian.

Geo...

Table of contents

• Title Page
• Copyright Page
• Table of Contents
• Acknowledgements
• Introduction
• Chapter 1 - A Burslem Boy
• Chapter 2 - Born to Fly
• Chapter 3 - The Road to War
• Chapter 4 - The So – called ‘Phoney’ War
• Chapter 5 - Blitzkrieg
• Chapter 6 - Hornchurch Operations
• Chapter 7 - Return to No. 13 Group
• Chapter 8 - Into Battle
• Chapter 9 - The Decimation of Luftflotte 5
• Chapter 10 - The Battle Continues
• Chapter 11 - More Combat and Losses
• Chapter 12 - A Decisive Battle
• Chapter 13 - The Battle Rages On
• Chapter 14 - Against All Odds
• Chapter 15 - An Appointment at the Palace
• Chapter 16 - The Long Road Back
• Chapter 17 - Post-War Years
• Appendix 1 - Directive No. 2 for the Conduct of the War
• Appendix 2 - Directive No. 6 for the Conduct of the War
• Appendix 3 - Directive No. 13 for the Conduct of the War
• Appendix 4 - Constitution of the Guinea Pig Club
• Appendix 5 - Inspiration
• Appendix 6 - Bennions’ favourite quote from Shakespeare’s As You Like It
• Bibliography
• Index