The Second World War resulted in the deaths of around 85 million people. Additionally, tens of millions more people were displaced. However, amid all the carnage people demonstrated remarkable courage, fortitude, compassion, mercy and sacrifice. We would like to honour and celebrate all of those people. In the War Years Blog, we examine the extraordinary experiences of individual service personnel. We also review military history books, events, and museums. And we look at the history of unique World War Two artefacts, medals, and anything else of interest.
The Ghosts of Tangmere
In this blog post, we visit Tangmere Military Aviation Museum, once a frontline RAF fighter base during the Battle of Britain and home to the UK's airspeed records.
What to do on a cold, wet, windy November day? Well, you could take a trip back in time to the Battle of Britain or the post-war golden age of aviation. Once a frontline RAF base and home of the world airspeed record, the Tangmere Military Aviation Museum is situated just outside Chichester off the A27. Admission is currently £9.00 for adults, £3.00 for children, £7.00 for seniors and a family ticket (two adults, two children) £21.00. There are also discounted rates for service personnel and groups – see the website for more information.
Planning Your Visit
On arrival, one of the museum’s friendly volunteers furnished me with a map and briefly explained the layout. The museum is organised into a number of halls plus the NAAFI cafeteria, memorial garden and outside exhibits. Ask reception to book your ride in the English Electric flight simulator. I started my tour in the Battle of Britain Hall, which contains a large collection of artefacts, documents, photographs and paintings. The hall is somewhat dominated by the excavated remains of Sergeant Dennis Noble’s Hawker Hurricane fighter. You can listen to a recording of James Nicolson, the only RAF fighter pilot to win the Victoria Cross during World War Two, telling his story. Moving onto Middle Hall, you will find a varied collection of items including a chunk of the Mohne Dam, famously breached by the Lancaster bombers of 617 Squadron (Dambusters) back in 1943.
Airspeed Records
Making your way back towards the main reception area, you enter Merston Hall, which houses two world airspeed record-holding aircraft. In 1946, Edward Donaldson clocked up 615.78mph in the Gloster Meteor. In 1953, Neville Duke achieved 727.6mph in the bright red Hawker Hunter. The Merston Hall also contains a Supermarine Swift, Canberra cockpit, replica Spitfire prototype and Hawker Hurricane. Next door, in the Meryl Hansed Memorial Hall you will find an English Electric Lightning and Mk 5 Hawker Hunter.
The Tangmere Hall, as the name suggests, tells the story of the airfield from 1917 to 1970. There are exhibits on the SOE (Special Operations Executive) and Lysanders that delivered agents into occupied Europe, the Royal Flying Corps (forerunner of the RAF), Bomber Command, Women’s Auxiliary Air Force (WAAF) and Air Transport Auxiliary (ATA). The abysmal November weather meant that I didn’t get a chance to tour the memorial garden or air raid shelter.
Blue Phantom
Outside, you will find a McDonnell Douglas Phantom, a couple of Harriers, a de Havilland Sea Vixen, Lockheed T-33A, Gloster Meteor and a Westland Wessex helicopter. In the covered shed, currently being restored, is a de Havilland Vampire. Additional facilities include a small military aviation library and Neville Duke Hall, available for group lunches. The museum is a charitable trust, staffed by a dedicated group of volunteers.
Ghosts
During my visit, I noticed one of the volunteers taking a group of Scouts around the museum. Each time the volunteer asked the group a question, a sullen chorus of “Don’t know” was the response. The Scouts reminded me of Harry Enfield’s sulky comedy creations, Kevin and Perry. These gloomy, apathetic children made me bristle. However, I guess all they saw were the dusty ghosts of a lost generation, and ruins of a once mighty aircraft industry. To be honest, I don’t envy them. After all, they have inherited a country that has been in terminal decline since the war. Let us hope, the lessons of our history can still inspire them to build something better.
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Visit the Home of Fighter Command
In this post, we visit the former Headquarters of RAF Fighter Command during the Battle of Britain, The Bentley Priory Museum in Stanmore, a suburb of Northwest London. It was here that Sir Hugh Dowding oversaw the air defence of the UK during the dark days of 1940.
They say that good things come in small packages, well, that’s certainly true of the Bentley Priory Museum. Nestled in the leafy, North London suburb of Stanmore, the Bentley Priory Museum is housed in a Grade II listed building that was once the Headquarters of RAF Fighter Command. It was from here that Air Chief Marshal, Sir Hugh Dowding directed the Battle of Britain in the dark days of 1940.
The RAF officially left Bentley Priory in 2008. Renovation work on the beautiful Mansion House was completed in 2012. The museum finally opened its doors to visitors in 2013. You can buy admission tickets from reception, which also doubles as a small gift shop. Adult single admission costs £8.80 at the time of writing with family tickets, and senior and armed services discounts available. After purchasing your ticket you will be furnished with a simple map of the museum layout. Before starting your tour proper, it’s advisable to watch an excellent ten-minute film that briefly explains the leadership role of Air Chief Marshal, Sir Hugh Dowding, Commander-in-Chief of RAF Fighter Command, during the Battle of Britain. The film is screened in the anteroom of Hugh Dowding’s office. Sadly, due to a number of thefts, visitors can no longer enter Dowding’s office, but you do get a tantalising glimpse into the room during the film.
Dowding oversaw the development of the world’s first integrated air defence system. The complex system relied on early Radar technology for detection, Filter and Operations Rooms to process incoming data, and RAF Group Headquarters to direct intercept fighter aircraft. This brilliant combination of organisational ability and technological innovation made the Dowding System so decisive during the Battle of Britain. After watching the film, make a point of taking a look at the two-page letter from Dowding to Prime Minister Winston Churchill that hangs on the wall by the film room door. The letter rationally argues the case for holding back a significant proportion of the RAF’s fighter squadrons from the battle for France. Had Dowding not written the letter, and Churchill agreed with its conclusions, then the defeat of Allied forces in France might have meant Britain’s capitulation to Nazi Germany. After all, there would have been no Fighter Command left to fend off the Luftwaffe.
Moving down the hallway into the Rotunda, visitors are greeted by an amazing collection of portraits, medals, pilots log books, original World War Two artefacts and Battle of Britain memorabilia. As well as providing wonderful vignettes of “The Few” (a collective noun for Battle of Britain pilots), the Rotunda uses wall panels and touchscreen terminals to tell the bigger picture of the conflict, the people and technologies deployed. A small collection of items that once belonged to Neville Duke immediately caught my eye. Squadron Leader Neville Duke, DSO, OBE, DFC and two bars, AFC and FRAeS was a celebrated fighter ace and later became a famous test pilot. On 7 September 1953, Duke set a new world air speed record of 727.63mph flying a Hawker Hunter.
Next, you move into the ballroom that overlooks the manicured Italian Gardens. The ballroom served as an Operations Room from 1937 to March 1940. The Operations Room was then moved to an underground bunker just before the Battle of Britain started. A mock-up Spitfire cockpit proved very popular with the younger visitors. The ballroom can accommodate around 120 people, so ideal for corporate events and private functions.
A critical part of the Dowding System of air defence was the Filter Room. The Filter Room at Bentley Priory has been lovingly recreated as part of the Museum’s exhibition galleries. Mainly staffed by members of the Women's Auxiliary Air Force (WAAF), the Filter Room collated information coming from the radar stations dotted along the coast. Only once enough data had been collected to reliably plot the track of enemy aircraft would the information be passed along to the appropriate Operations Room to organise a welcoming party of Spitfires or Hurricanes. Filter Room information was also used for air raid warnings and anti-aircraft batteries.
Finally, take a look at the Queen Adelaide Room and grand staircase before heading for the museum’s café for tea and cake. The museum volunteers are immensely helpful, knowledgeable and friendly. The museum provides a range of primary and secondary school learning experiences such as Plot the Battle of Britain. A tour of the museum takes about an hour and a half, so why not double up with a visit to the Battle of Britain Bunker at RAF Uxbridge or the RAF Museum, Hendon, just 11 miles away. The museum has ample parking for cars and coaches but isn’t so easily reached by public transport. The nearest Tube station is Stanmore, but you’ll need to get a bus from there or be prepared for a 40-minute walk.
Sir Hugh Dowding is one of the lesser-known Allied commanders of World War Two. Sadly, Dowding was the victim of political manoeuvring within the RAF and at Westminster, not helped by his own brusque personality. He was replaced as head of Fighter Command in November 1940. He retired from the RAF in 1942. Certainly, it’s a great shame that Hugh Dowding is not better known for his extraordinary contribution to the technical advancement of the RAF and the defence of Britain.
Visit my Flickr account to see our photo gallery of the Bentley Priory Museum
The Museums of RAF Davidstow Moor
In this post, we visit a former Coastal Command airfield, RAF Davidstow Moor, Cornwall, and its two fascinating military history museums that stand in the shadow of a cheese factory.
Cornwall is full of surprises. Hidden a couple of miles from Camelford is a disused World War Two airfield that is now home to a monstrous cheese-making factory and two tiny military museums. RAF Davidstow Moor was once a three-runway airfield (between 1942 and 1954) and then a Formula One racing circuit before being completely abandoned. Today, at 294 metres above sea level, it’s a windswept home for grazing sheep and the dairy industry.
Coastal Command
Between 1942 and 1945, RAF Davidstow Moor was home to B-24 Liberators, B-17 Flying Fortresses, Bristol Beaufighters and Vickers Wellingtons. These aircraft attacked U-boat pens, covered the western flank of the Normandy landings and hunted German submarines and E-boats. As part of Coastal Command, RAF Davidstow Moor also played an important air-sea rescue role flying Lockheed Hudson, Supermarine Walrus and Vickers Warwick twin-engine multi-purpose aircraft.
Davidstow Moor RAF Memorial Museum
In a rather curious arrangement, the Davidstow Moor RAF Memorial Museum and Davidstow Airfield and Cornwall at War Museum are right on top of one another, although completely separate enterprises. Located in the former sergeants' shower block, later used for pig farming, the Davidstow Moor RAF Memorial Museum is dedicated to the airfield’s history. Although tiny, the museum contains a wide selection of authentic artefacts, photographs and documents related to the airfield’s wartime activities and personnel. It also houses an impressive collection of crash site-recovered aircraft fragments (over three thousand) and the history of each event. Visit the museum’s website for more information: http://davidstowmemorialmuseum.co.uk/
Davidstow Airfield and Cornwall at War Museum
Adjacent to the Davidstow Moor RAF Memorial Museum is the Davidstow Airfield and Cornwall at War Museum. The larger of the two museums, the Cornwall at War Museum is spread across something like 17 buildings of various sizes. Each building is numbered, and tours start at the Roxy Cinema, where a rather long (25 minutes) but amusing homemade film explains the museum’s evolution. As you progress around the site, you’ll learn more about Cornwall’s military history, RAF Davidstow Moor and each building’s original use and restoration. There are buildings dedicated to the Royal Navy, RAF Operations, the Royal Marines, World War One, Battle of the Somme, the Homefront, Air-Sea Rescue and Animals at War.
The airfield’s original blast and air raid shelters have also been recovered. The former guardroom is now the gift shop, and you’ll even find some information on the museum’s cheese making neighbours. Completed in 2016, the museum’s hangar houses a growing collection of larger exhibits including a Fairey Gannet, Hawker Hunter F.6 jet aircraft and the cockpit section of a DH Vampire T.11. The hanger is also home to a number of rare airfield and military vehicles. The museum staff are extremely welcoming, there’s a kids play area, and the self-service NAAFI provides refreshments and snacks. For more information on the Cornwall at War Museum visit their website now: http://cornwallatwarmuseum.co.uk/
Having done the picture postcard fishing villages, Poldark, Arthurian legends, tin mines, surfing, cream teas and pasties, Cornwall still has more to offer. It might not be for everyone, but a visit to the former RAF Davidstow Moor airfield and its two fascinating little museums was certainly worth the effort. Finally, you can take a look at The War Years photo album of RAF Davidstow Moor on Flickr now.
The Miracle of Dunkirk Retold
In this blog post, we take a look at Christopher Nolan’s new war movie, Dunkirk.
The historical, technical and military inaccuracies aside, Christopher Nolan’s new war movie Dunkirk is worth the price of the ticket. It’s a big movie, beautifully shot on location, that tells the story of the evacuation of the British Expeditionary Force (BEF) from three different perspectives: land, sea and air. However, the epic scale of the film, and Chris Nolan’s preference to use real men, ships and planes over CGI wherever possible, often left the screen strangely underpopulated. Operation Dynamo might have been something of a military and logistical miracle, having rescued around 340,000 men between May 26th and June 4th, 1940, instead of the original estimate of just 35,000. Nevertheless, Dunkirk was a major defeat, and no amount of propaganda about the armada of little ships could hide the fact.
Spitfires
Dunkirk features a great cast including Harry Styles, Tom Hardy, Cillian Murphy, Mark Rylance, Fionn Whitehead and Kenneth Branagh. I think Nolan has to be applauded for his all-Brit and Irish cast. I’m sure the studio’s money, marketing and PR people would have been screaming for a Hollywood A-lister to give the film more box-office appeal across the Atlantic. I think Fionn Whitehead did a very credible job as the central character, and possibly the unluckiest Tommy to put on a uniform. Of course, the real stars of the movie were the three Supermarine Spitfires (two Mk.Ia’s and an Mk.Vb according to Warbird News) and the Hispano Buchon doing a credible job of playing a Messerschmitt Bf 109E. I think I’ve seen all of these planes at shows like Flying Legends in recent years. Duxford’s Bristol Blenheim (the only one still flying) also put in a brief appearance. The movie’s Heinkel He 111 is a large, radio-controlled model.
CGI
To my mind, Chris Nolan missed a trick, not embracing and integrating CGI with live-action and genuine kit for Dunkirk. I think Director Joe Wright did a much better, in fact, an extraordinary job with his continuous, five-minute tracking shot of the Dunkirk beach in Atonement (2007). In this one scene, Wright successfully conveys a much more believable account of the chaos, absurdity and tragedy of the retreat and evacuation. We see masses of dishevelled men, wrecked and burning vehicles, a French officer shooting horses, soldiers singing and playing football while others drink, and above it all, the sky is black with thick, oily smoke. Of course, all the CGI in the world won’t save a badly written, acted and directed piece of nonsense such as Mel Gibson’s Hacksaw Ridge (2016). Like just about everything else in the film, the CGI is used with no skill or finesse, so looks fake and totally unbelievable.
Miracle of Dunkirk
Films like Hacksaw Ridge take amazing true stories of courage and sacrifice and turn them into shameful pantomimes. In contrast, Christopher Nolan uses the historical events of May/June 1940 as the stage for a story of courage, hope and redemption. Dunkirk might not be technically or historically quite on the money, and I’m sure Tom Hardy knows you’d be lucky to walk away alive if you really tried to land a Spitfire like that, but then it isn’t a documentary. To me, Chris Nolan’s film is both a question and a reminder. What would we do with our backs against the wall and defeat starring us in the face? Once upon a time, our parents and grandparents faced an implacable enemy, refused to surrender, and turned defeat into victory – maybe then and now that is the miracle of Dunkirk.
The Abbeville Boys, Focke Wulf Fw-190A1
In this blog, we take a look at the unique history of a piece of the engine cowling from Fw-190A-1 Wn.10036. The Fw-190 was part of Jagdgeschwader (JG) 26 "Schlageter" known to the Allies as "The Abbeville Boys". Piloted by Oberfeldwebel Helmut Ufer, the Fw-190 was shot down by an RAF Spitfire in July 1942.
Visiting Flying Legends 2017 WW2 warbirds airshow at IWM Duxford, I happened upon a piece of Focke-Wulf Fw-190 engine cowling. Designed by Kurt Tank in the late 1930s and widely used by the German Luftwaffe during World War II, the Fw-190 Würger (Shrike in English) quickly established itself as a fearsome multi-role aircraft. Until the introduction of the improved Spitfire Mk. IX towards the end of 1942, the RAF didn’t have a comparable interceptor at low and medium altitudes. Named after the Shrike, a small carnivorous bird of prey known for impaling its prey on spikes, the Fw-190 was nicknamed the “butcher bird”.
My particular piece of butcher bird came from Fw-190A-1 Wn.10036. The Fw-190A-1 was in production from June 1941. It was powered by the BMW 801 C-1 engine, rated at 1,560 PS (1,539 hp, 1,147 kW) for take-off. Armament included two fuselage-mounted 7.92 mm (.312 in) MG 17s and two wings root-mounted 7.92 mm (.312 in) MG 17s (in all four MG 17s synchronized to fire through the propeller arc) and two outboard wing-mounted 20 mm cannons.
On the afternoon of Sunday, 13 July 1942 Oberfeldwebel Helmut Ufer was flying at 16,000 feet near the JG26 airfield of Abbeville in France. Ufer, a long-time member of 4/JG26, was flying Fw-190A-1 Wn.10036, designated White 5, only the thirty-sixth production model.
Helmut Ufer had been a tank driver in the Reichwehr. He was released from service in 1935. He volunteered for the Luftwaffe at the start of the war and began his flight training in March 1940. Ufer had won a number of aerial victories. On 13 March 1942, Ufer shot down a Spitfire V over Wirre Effroy northeast of Boulogne. The Spitfire belonged to 124 (Baroda) Squadron, RAF, based at Debden. The pilot was Michael Gordon Meston Reid, 116060, who subsequently died of his wounds at a German Naval Hospital on 7th August 1942. Pilot Officer Reid’s grave is one of four commonwealth war graves and one Polish to be found in Hardinghen cemetery, northeast of where he was originally shot down. On 4 April 1942, Ufer shot down one of 11 Spitfires claimed by JG26 over St. Omer. He downed another Spitfire from 222 Squadron at St. Valery-sur-Somme on 30 April 1942.
Jagdgeschwader (JG) 26 "Schlageter" was known to the Allies as "The Abbeville Boys". The unit crest of a black gothic 'S' on a white shield was created to reflect its involvement in the re-occupation of the Rhineland on March 7, 1936. 4./JG26 belonged to the second Gruppe within the Jagdgeschwader 26 (II./JG26). Karl Ebbighausen then selected a caricature of a tiger's head to represent the unit and it was painted onto each 4.Staffel aeroplane with pride.
On that Sunday afternoon, a group of Spitfires from 616 Squadron led by Australian Flight Lieutenant F.A.O. Tony Gaze were on a 'Circus' to Abbeville. Tony flew with the 616 Squadron until 29 August 1942, by which time he had destroyed 4 enemy planes and one probable.
Tony Gaze finished the war a double-Ace with 11 destroys and 3 shared, including a Me262 and Arado 234, 4 probables and one V1. He was the first Australian to destroy an enemy jet in combat and the first Australian to fly a jet in combat. He has the rare distinction of being awarded the Distinguished Flying Cross three times (DFC with 2 bars) which only 48 people have received in its history. He later went on to have a career in motor racing.
Gaze later reported:
“After a right-hand orbit around Abbeville at 21,000 feet, I saw a single Fw-190 climbing up at about 16,000 feet between us and the coast. I made sure nothing was above us and led Red Section down to attack. I fired a one-second burst from around 300 yards from astern above seeing cannon strikes on the port main plane near the cockpit. As I started to fire again the '190 flicked to the left emitting a puff of black and white smoke and spun down.”
Several other pilots reported seeing the Fw-190 carry on spinning down, apparently out of control, until they lost sight of it. It must be assumed that Oberfeldwebel Helmut Ufer was killed by Gaze's fire after being caught unawares from behind.
On the ground, the villagers of Nibas, to the southwest of Abbeville, were on their way to mass in the village church. Alerted by the howl of an aircraft engine, some caught sight of it diving, almost vertically, towards them. With a huge explosion, the aircraft crashed into a field about 300 yards away from the church. There was little to be found of the aircraft. A smoking crater and a few fragments of metal were all that was left of Ufer's Fw-190.
The Luftwaffe later recovered Ufer’s body and noted the crash site.
Simon Parry of Aviation Archaeology explains, “The owner of the field, grandson of the war-time owner, was kind enough to point out the location of the Fw-190 crash and allowed a team to excavate what was left of the plane. At length, the BMW801 engine, tail wheel, parts of the armament and other items were recovered from a depth of up to 15 feet.”
Sources: Wikipedia on Fw-190, JG26
Two Books on the Tank War for Northwest Europe
In this double book review, we look at two very different titles that both look at the tank war in Northwest Europe from very different perspectives. Ken Tout's book A Fine Night for Tanks takes an almost forensic look at Operation Totalize. Tank Action by David Render is a very personal portrait of the Allied advance from the Normandy beaches to Germany from the viewpoint of a junior tank commander.
The last year of the war in Northwest Europe was a bloody and protracted affair, especially if you were in an M4 Sherman tank at the cutting edge of the Allied advance. A Fine Night for Tanks, The Road to Falaise, by Ken Tout (originally published in 1998) takes an almost forensic look at Operation Totalize. In stark contrast, Tank Action by David Render with Stuart Tootal, An Armoured Troop Commander’s War 1944-45, recalls the very personal war experiences of a junior British tank officer.
A Fine Night for Tanks, The Road to Falaise
Ken Tout’s book is a detailed study of the various elements of the joint British and Canadian operation to break the German line south of Caen and ultimately help close the Falaise Gap. After a successful night attack using tanks and troops mounted in hastily converted M7 Priest self-propelled gun carriages, nicknamed Kangaroos, the operation stalled. Historically, Operational Totalize has generally been regarded as just another hammer blow against the 1st SS Panzer Corps. Preceding operations such as Epsom, Windsor and Charnwood were bloody battles of attrition costing thousands of men and hundreds of tanks on both sides. However, the difference was the Germans could ill-afford such grievous losses while the Allies had a seemingly endless supply of replacements.
The Death of Wittmann
An interesting footnote to Operation Totalize was the death of German panzer ace, Michael Wittmann. An SS-Hauptsturmführer with the 101st SS Heavy Panzer Battalion, Wittmann is credited with around 135 tank kills. Although completely unknown to Allied troops during the war, Wittmann has become legendary, especially for his encounter with the British 7th Armoured Division at the Norman town of Villers-Bocage. The circumstances of Wittmann’s death during Operation Totalize have been much debated. Ken Tout tells how Trooper Joe Ekins, 1st Northamptonshire Yeomanry, the gunner in a Sherman Firefly, caught Wittmann’s Tiger in the open and fired the fatal shot. I had the pleasure to meet Joe Ekins briefly at Tankfest a few years ago.
While being informative and easy to read, Ken Tout’s book does have a number of factual errors and typos, such as repeatedly referring to a Panther’s 88mm gun when it was armed with a 75mm.
Tank Action
Tank Action by David Render tells his very personal story of fighting across Northwest Europe from the D-Day beaches and infamous bocage countryside to Holland and finally into Germany. Render paints a vivid picture of life as a Troop Commander of an M4 Sherman tank with all its discomforts and many dangers. Render explains the many shortcomings of the standard M4 from its thin armour and high profile to its 75mm gun. The Sherman lacked the penetrating firepower of German 88mm anti-tank guns, Panzerfaust handheld anti-tank weapons and most types of panzer. However, probably the single most worrying feature of the Sherman was its terrifying propensity to burst into flames the moment it was hit. The Germans called the Sherman the “Tommy Cooker” while British tank crews renamed it the “Ronson” after a popular brand of cigarette lighter famed for its ability to light first time.
Two Weeks Life Expectancy
As well as the many deficiencies of British Army equipment, Render also describes the amazing comradeship, courage and ingenuity of officers and men fighting against a determined, well-armed enemy. As a junior officer, Render’s life expectancy was just two weeks once he went into the line. Over a year of almost constant action, Render would find that his mental and physical reserves quickly eroded. He freely admits that fear threatened to overwhelm him every time he was ordered to climb back into his Sherman and continue the advance.
War without End
The Sherwood Rangers Yeomanry had seen extensive action in North Africa (1940-1943) prior to David Render joining them. Once in Normandy, he noticed that prolonged exposure to combat had made many of the desert veterans excessively cautious and unreliable. On the job training was the order of the day. He would have to learn his craft from bitter, hard won experience as he and his crew fought across Normandy, Belgium, Holland and into Germany. By war’s end, the Sherwood Rangers would have earned 30 battle honours, 78 gallantry awards at the cost of 827 casualties killed, wounded and missing. However, for many of the veterans the war would never be over. At aged 90, and with a successful business career behind him, David Render remains haunted by the loss of many comrades, and one in particular. His great friend, Harry Heenan, killed in a freak accident just after saving David’s life during an engagement with a concealed 88mm anti-tank gun.
David Render’s book is a very personal, first-hand account of the tank war in Northwest Europe. In Render’s world, soldiers seldom knew what was happening in the next field or hedgerow. They knew nothing of the strategic decisions being made by Allied high commanders like Eisenhower, Montgomery or General Brian Horrocks. Instead, they focused on keeping their tanks ready for the next day’s action. They worried about being caught in a burning tank as it “brewed up”. They foraged for extra food to supplement their meagre rations. They struggled against fatigue, fear, and the terrible odds against any of them making it through alive. Sadly, David Render recently died aged 92.