WW2 100 – 12 March 1942 – Flying with Kiwis: Squadron Leader Peter James Robert Kitchin DFC (1917-42), Royal Air Force, 75 (NZ) Squadron
Continued from 1 March 1942 – A golfing ‘name’ with a royal connection:
Lieutenant Cyril Hamilton
Palairet (1915-42), Royal Navy, HMS Perth
https://budleighpastandpresent.blogspot.com/2020/12/ww2-75-1-march-1942-golfing-name-with.html
Budleigh Salterton’s War Memorial at the junction of Coastguard Road and Salting Hill
I
found various anomalies when starting to research Peter’s background. He captained many missions in a squadron which flew
more sorties than any other Allied heavy bomber squadron, was Mentioned in Despatches
and awarded a Distinguished Flying Cross, and was recorded by the Imperial War
Museum for his account of the major raid of 7 April 1941 on the German city of Kiel.
Three of his relatives have graves in St Peter’s Burial Ground in Budleigh,
including his father.
And yet his parents were not identified in the Commonwealth War Graves Commission’s record of his death. The Devon Heritage website even states that his identity has not been confirmed.
The Cottage, on West Hill: Budleigh home to Peter Kitchin’s parents
Thanks to my friend and Budleigh resident Carolyn John’s expertise I was able to establish that Peter was the son of Major Cyril Kitchin DSO and his wife Norah Ella Kitchin née Leach.
The full inscription on the side of the grave reads: 'IN LOVING MEMORY OF MAJOR CYRIL KITCHIN DSO MIDDLESEX REGIMENT DIED APRIL 2ND 1944 AGED 61
Kelly’s Directory for 1939 gives their address as 'The Cottage', West
Hill, in Budleigh Salterton until Major Kitchin died on 2 April 1944, aged only
61. His grave is in the town's St Peter's Burial Ground, as shown above.
His wife moved to 15 Otterbourne Court on Budleigh’s Coastguard Road, living there until 18 August 1984 when she died, aged 93. This would explain why Peter’s name is included on the War Memorial.
Officers of the 3rd Battalion, Middlesex Regiment, at Cawnpore, India. Image credit: www.greatwarforum.org
Typical
of many retired Army officers living in Budleigh at that time, Major Kitchin
had spent time in India. This photo shows him along with other officers of the
3rd Battalion, Middlesex Regiment, at Cawnpore in 1913-14. Comparing
him with the photo below, could it be him standing, far right, in the second
row?
While in India, Cyril Kitchin may have met his future wife Norah Ella Leach; records indicate that she was born there in 1891.
Photo of Peter’s father, Cyril Kitchin, in the collection of the Imperial War Museums © IWM HU 123631
Evidently,
Cyril Kitchin was as brave in battle as his son. Born on 5 January 1883 he was commissioned Second
Lieutenant in the Middlesex Regiment on 22 October 1902. He was promoted
Lieutenant on 8 October 1904, and Captain on 1 April 1912. Returning from India
with his Regiment, he served during WW1 with the 3rd Battalion on the Western
Front from 18 January 1915, and distinguished himself at Ypres on 23 April of
that year.
‘The advance was carried out, for about 250 yards, by ‘rushes’ over absolutely open country,’ wrote military historian Everard Wyrall. ‘The first line suffered very heavy losses. From the right front the Germans raked the line of the Middlesex men with five machine guns; two or three more guns swept the advance from the left front, where within three minutes practically everyone in that portion of the firing line was killed or wounded. Colonel Stephenson fell mortally wounded and, with the help of a few survivors, the Adjutant (Captain Kitchin) carried him back to a shell hole, about 150 yards from where he was hit. Here he died. A very great loss to the Regiment’.
A group of four WW1 medals, including, left, the DSO, awarded to Peter Kitchin’s father, Major C. Kitchin, 3rd Battalion, Middlesex Regiment. I wonder why the medals were sold. Image credit: www.dnw.co.uk
Cyril Kitchin was promoted Major on 22 October 1917, and subsequently served on the Staff. For his services during the Great War he was awarded the Distinguished Service Order (DSO), announced in the London Gazette on 5 July 1919, and, like Peter, he was also Mentioned in Despatches.
Min-y-Don, Budleigh home of Peter’s uncle and
aunt
Cyril’s elder brother, Lieutenant Colonel Ivan Harwood Kitchin, also followed a military career. He served with the Dorsetshire Regiment, ending up in retirement in Budleigh, where he lived not too far from Cyril at Min-y-don, on Westbourne Terrace.
He and his wife Henriette Zoe died in 1937 and 1936 respectively and share a grave in St Peter’s Burial Ground.
The frontispiece of The Bible Student in the British Museum, authored by Peter's grandfather
Many
such retired Army officers living in Budleigh were part of a strong
military tradition in the family, often going back some generations. But Cyril
and Ivan’s father was actually a vicar, the Reverend James George Kitchin, who
apparently had a strong interest in Biblical studies if indeed he is the author
of The Bible
Student in the British Museum, published in 1890. For a time, he and his
wife Arabella Clara née
Casson, lived in Brighton but later moved to Hampstead where all but the eldest
of their children were born. Living in the London area as he did, he found time
to be Curator of the Biblical Museum at the Sunday School Teachers’ Institute
on Fleet Street. He believed passionately in ‘Scripture Teaching Illustrated by Models and Objects’,
such as were on display in the Fleet Street museum.
A page from one of Vernon Parry Kitchin’s notebooks, where he has kept records
of his Stone Age tool collection
Perhaps the Reverend Kitchin’s enthusiasm for museum objects was inherited by his eldest son, Vernon Parry Kitchin, an amateur archaeologist of some note whose finds are in a number of British museums. Born in 1876, he graduated from Pembroke College Cambridge in 1898, and worked as a teacher in Switzerland and in the UK. He published Easy lessons in French (1908) as V.P. Kitchin, a member of the Société nationale des professeurs de français en Angleterre.
In 1916 we find him excavating
the
western bowl barrow at West Lulworth in Dorset in the company of Captain David
Brownsword, a fellow-Cambridge graduate who was on leave after a period in
Ireland at the time of the Easter Rising. Their investigation recovered an urn
containing the cremated remains of an adult woman dating from the period
2400-1500 BC.
Sadly,
David Brownsword would die from wounds received in France the following year.
Hambutts House, Painswick, Gloucestershire
V.P. Kitchin’s other interests included natural history
and genealogy. He settled at Hambutts House, in Painswick,
Gloucestershire after WW2, presenting some of his collection to Stroud Museum.
Very different was the career of his nephew! Peter was born in the Guildford area on 9 September 1917 during WW1, probably while his father, Major Kitchin, was away with the 3rd Battalion, The Middlesex Regiment, fighting in the Balkans. He was baptised the following month at the church of St Mary of Bethany in Woking.
I have yet to discover details of Peter’s schooling. The chances are that a school archive somewhere will have a photo of him. I look forward to hearing from one of the brilliantly well organised school archivists who have been so helpful in providing information for this project.
Meanwhile, we know from an announcement in the London Gazette that Peter was granted a short service commission as an Acting Pilot Officer with effect from 8 March 1937. He was still only 19. His Service Number was 39539.
His appointment as Pilot Officer was confirmed with effect from 21 December 1937, and by 21 July 1939 he had been promoted to Flying Officer.
Peter’s squadron had started life as a home defence fighter unit of the Royal Flying Corps – later to become the Royal Air Force. It reformed at RAF Feltwell in Norfolk on 15 March 1937 as part of the RAF expansion in the mid-1930s, with transfer of pilots from No. 215 Squadron RAF, being equipped with four Vickers Virginias and seven Avro Ansons for bomber training.
Propaganda
poster promoting the joint war-effort of the British Empire and Commonwealth,
1939. Photograph Art.IWM PST 3158 from the collections of the Imperial War Museums
The outcome of WW2 would have been very different had Britain really stood alone without the support of the Commonwealth. Early in the war, the extensive and ambitious Commonwealth Air Training Plan (CATP) was set up so that the facilities in the Dominions could train British and each other's aircrews; Britain was considered an unsuitable location for air training, due to the possibility of enemy attack, the strain caused by wartime traffic at airfields and the unpredictable weather.
The badge of No.75 (NZ) Squadron shows a hei-tiki - an ornamental pendant of the Māori - in
front of two mining hammers posed in saltire. The motto ‘Ake Ake Kia Kaha’
means
‘For Ever and Ever Be Strong’ Image
credit: www.netherlandsnewzealandwargraves.weebly.com
Peter Kitchin does not appear to have attended air training
schools abroad, but the Royal Air Force 75 Squadron to which he belonged is a
good illustration of the support offered by Commonwealth servicemen. In fact it
is quoted as the first Commonwealth
squadron to be so created during WW2, and is celebrated for its links with the
Royal New Zealand Air Force (RNZAF).
RNZAF Wellington Mark I aircraft at RAF
Stradishall on 10 July 1939. Anticipating war, the New Zealand government
loaned these aircraft and their aircrews to the RAF.
Image credit: Winstonwolfe/Wikipedia
In 1938, the New Zealand government ordered 30 Vickers Wellington Mk1C bombers. RNZAF aircrew were sent to England to train on the new aircraft based at RAF Marham. The crews were to fly the aircraft to New Zealand in batches of six. RAF official records name this group of airmen as ‘The New Zealand Squadron’, and as a result of Britain’s declaring war against Germany, the New Zealand Government made the airmen and the aircraft available to the RAF to help with the new war effort. On 4 April 1940, ‘The New Zealand Squadron’ was renamed No. 75 (NZ) Squadron. Although often referred to as an RNZAF unit, 75 Squadron was equipped and controlled by the RAF until VJ Day.
Three RNZAF pilots were awarded the Victoria Cross while serving with the RAF, the first being from Peter’s 75 Squadron, when Sergeant Pilot James Allen Ward climbed out onto the wing of his Vickers Wellington bomber to smother an engine fire in flight on 7 July 1941. Two of the five members of Peter’s aircrew on his final flight who were killed with him were members of the RNZAF.
The early days of WW2 saw many fatal air accidents of the type which had claimed the life of Budleigh’s Bill Carter on 12 February 1942, when his Avro Anson aircraft had crashed into the notoriously dangerous mountain area of North Barrule on the Isle of Man. But navigation errors could occur anywhere.
It was the night of 18 September. Britain had been at war for only a fortnight when Peter and four other aircrew of their Vickers Wellington I bomber L4256 found themselves in an unexpected crisis while on a night training exercise. They had taken off from RAF Harwell in Oxfordshire at 8.00 pm in what seemed to be a routine operation. At some stage they discovered that the wireless would not work, and over the mountains of Wales in the early hours of the morning the navigator, Sergeant Thomas Robert Moss, had to admit that he had ‘got lost’.
Fuel was getting low and it was clear that the aircraft was going to crash. The pilot, Flight Lieutenant Alfred Howard Smythe made the only possible decision: abandon the aircraft and bale out. All the crew parachuted to safety, though Peter was injured in the incident. Fortunately no lives were lost when the aircraft plunged into the ground at Glyn-Neath, some 13 kilometres northwest of Aberdare, Glamorgan. As late as the early 21st century it was reported that small pieces of wreckage from the crash could be found in and around the roots of the trees. A badly battered engine remained in a small crater, while the other lay approximately 70 metres away.
For one of the crew it must have been a particularly shocking experience. Aircraftman William Edward Denis Salt was an armourer on the ground staff at RAF Harwell who had never previously flown, but had begged a flight ‘for the experience’. At least he seems to have survived the war as his death is not recorded in any casualty list.
But sadly, Sergeant Moss would be killed in a similar incident the following month on 28 November. He was one of a crew performing a night cross-country flight when their Avro 652 Anson I twin engine aircraft crashed in unknown circumstances 15 miles southwest of Minehead, Somerset. The wreckage was found hours later in the Exmoor National Park. All five crewmen had died.
On a much
happier note, Peter got married in 1940. His bride was 21-year-old Mavis Joan
Hudson, daughter of Thomas Herbert
Hudson and his wife Phyllis
Airth Hudson née Richardson.
The wedding took place at Kingsclere in Hampshire.
Mavis Kitchin's uncle, Charles Edward Hudson, photographed in about
1918. Image credit: Wikipedia
I noticed a
couple of military connections in the bride’s family, typical of Budleigh
traditions of the past. Her grandfather, Lieutenant Colonel Herbert Edward Hudson
had been born in India in 1854. His son – Mavis Joan’s uncle – had had a truly distinguished
military career. Brigadier Charles Edward Hudson VC, CB, DSO, MC had been
honoured for various acts of bravery during WW1, culminating in the award of
the Victoria Cross for his ‘high courage and determination’ on 15 June 1918
during the Second Battle of the Piave River in Italy.
Part of his citation in the London Gazette of 11 July 1918 is worth quoting: ‘Driving the enemy down the hill towards our front line, he again led a party of about five up the trench, where there were about 200 enemy, in order to attack them from the flank. He then with two men got out of the trench and rushed the position, shouting to the enemy to surrender, some of whom did. He was then severely wounded by a bomb which exploded on his foot. Although in great pain, he gave directions for the counter-attack to be continued, and this was done successfully, about 100 prisoners and six machine-guns being taken.’
Had he attended the wedding of his niece there would no doubt have been much conversation on military matters, enlivened by the unconventional views of this courageous and colourful character who seems to have upset his more conservative fellow-officers on more than one occasion. I read online that while at the British Army’s Staff College at Camberley he was critical of his instructors, who described his attitude as ‘awkward and often inclined to be pig-headed’! A low point came when he was demoted from the rank of Major-General.
But he may well have been unable to attend the wedding in 1940 – I’ve not been able to work out the date that it took place – serving as he was with the British Expeditionary Force in France and then, back in Britain after the Dunkirk evacuation, being taken up with anti-invasion duties.
Oblique aerial view of RAF Feltwell, Norfolk, seen from the west, looking to the Breckland beyond. Vickers Wellingtons of Nos, 57 and 75 (New Zealand) Squadrons RAF can be seen parked in front of the hangars and on the airfield perimeter, as well as on pan-shaped hard-standings in the adjoining fields.
Photograph HU 93048 from the collections of the Imperial War Museums
No.75 (New Zealand) Squadron was based at RAF Harwell from September 1939 to April 1940, and then came a move to RAF Feltwell, ten miles west of Thetford, Norfolk.
From 1940 to VE Day, the Squadron was engaged
constantly against Nazi targets in Europe. It dropped the second largest weight
of bombs of any Allied squadron but also suffered the second most casualties.
75 Squadron aircrew with a Wellington Mk I in
the background at RAF Feltwell before a night raid on Hamburg. Image credit: Royal
Air Force official photographer: P.H.F.Tovey Photograph CH 2671 from the
collections of the Imperial War Museums
Anyone writing about Peter and his fellow-airmen has a huge debt to Simon Sommerville, who has succeeded in producing what he justifiably calls ‘the largest online resource for 75(NZ) Squadron RAF in the world’. Starting in 2014 with what was simply a tribute to his father, Robert Douglas ‘Jock’ Sommerville, Simon found himself gathering a colossal volume of information at www.75nzsquadron.wordpress.com about the Squadron, its members and the details of its missions.
The bomb-bay of an Avro Lancaster of No. 9
Squadron RAF at Bardney, Lincolnshire, before a night raid on Stettin, Germany,
in January 1944. The aircraft's downward
pointing camera can be seen in front of it. Image credit: Flying Officer S.A. Devon,
Royal Air Force official photographer. Photograph CH 18554 from the collections
of the Imperial War Museums.
It’s interesting to see how in the early days of WW2 the data recorded by aircrews like Peter’s bears out the findings of the Butt Report, initiated by chief scientific advisor to the Cabinet Lord Cherwell. David Bensusan-Butt, a civil servant in the War Cabinet Secretariat and an assistant of Cherwell, was given the task of assessing 633 target photos and comparing them with crews' claims. Released in August 1941, the Report revealed the widespread failure of RAF Bomber Command aircraft to hit their targets.
Its
findings were a shock to many, though not necessarily to those within the
RAF, who knew the difficulty of night navigation and target finding. At
the start of the war, Bomber Command had no real means of determining the
success of its operations. Crews would return with only their word as to the amount
of damage caused or even if they had bombed the target. The Air Ministry
demanded that a method of verifying these claims be developed and by 1941
cameras mounted under bombers, triggered by the bomb release, were being fitted.
Vickers Wellington Mk IC bombers in flight,
circa August 1940.
Image credit:
IWM This is photograph HU 107788 from the collections of the Imperial War
Museums.
Typical of these early
difficulties experienced by Bomber Command was a 75 (NZ) Squadron mission
involving eight Wellington Mark 1c bombers on 26 September 1940. Peter, still
only a Flying Officer, was the pilot in a crew of six of this twin-engined, long-range medium
bomber, much used by Bomber Command as a night bomber in the early years of WW2.
Take-off from RAF Feltwell was 7.00 pm for a mission which would last almost exactly five hours. The target was Le Havre on the coast of Northern France. German forces had occupied the city from the spring of 1940 causing an exodus of its population. They made a naval base in preparation for the invasion of the United Kingdom - Operation Sealion - and set up the ‘Festung’ (Fortress) Le Havre, lined with bunkers, pillboxes and artillery batteries integrated into the Atlantic Wall.
Saint-Roch square in the Saint-Joseph quarter of Le Havre in the winter of 1944–1945. Image credit: Wikipedia
By the end of WW2, much of Le Havre would be in ruins, having suffered from so many regular bombing raids combined with the Battle of Normandy which followed the D-Day landings. But in 1940, hitting the target with any degree of accuracy was something that aircrews could only hope for. So, for example, on this mission on 26 September, some damage was done but evidently, from reading the reports, there was wasted effort. One Wellington dropped one stick of bombs across the west end of Le Havre docks, ‘but results were unobserved’; another aircrew ‘observed bomb bursts in dock area, but these could not be pin pointed’; a third reported that ‘no results were observed owing to intense searchlights over target’. And for the whole of the journey there was ‘Seven-tenths to 10/10’ cloud cover!
As for Peter’s aircrew, they ‘failed to locate target’ but attacked ‘Lucieux Aerodrome’, where, they noted, ‘four hits were scored’ but ‘No fires observed’. The reason for that may well have been because they would have discovered the airfield of Lisieux – Saint-Désir, some 25 miles (40 kilometres) south of Le Havre. This was a former civil airfield which had been made into a decoy, complete with a painted runway and fake hangar. Bomber Command may have listed it as a worthwhile target because on 25 June 1940 it was ‘reportedly being stocked up with fuel and bombs’.
During the following month, October 1940, Peter was the pilot in a total of eight bombing raids in which an average of nine Wellington aircraft from 75 (NZ) Squadron took part. On three occasions there was a gap of a mere two days between missions. The targets included aerodromes in Holland like De Kooy, Texel and Eindhoven. In German cities such as Hamburg, Hanover, and Cologne the objectives were places like factories, railway marshalling yards and docks. Cloud cover was often a problem, obscuring the target. Searchlights and intense anti-aircraft fire also made it difficult for the aircrew to see whether their bombs had been effective.
But in many cases Peter and his crew would have felt that the mission had been a success. On 14 October he recorded: ‘Two explosions followed 30 seconds after bomb bursts and one terrific explosion one and a half mins afterwards. Two large fires with columns of white smoke 5,000-6,000 feet in height and two smaller fires from incendiaries. Six tins of deckers scattered over target area, and eight tins dropped over RUHR area.’ (I have yet to discover what ‘tins’ and ‘deckers’ were: surprisingly the internet was no help).
With more missions came experience of the enemy’s tactics. Peter was able to report the location of a dummy factory in Dusseldorf and a dummy aerodrome at Wilhelnshaven, west of Hamburg.
Surprisingly few encounters with enemy aircraft took place according to records for that October. On one occasion, a Wellington failed to return, and there were two aircraft crashes on returning to the UK.
Badge
of No. 38 Squadron
In November
1940, Peter was promoted to the rank of Acting Flight Lieutenant and posted to 38
Squadron at RAF Marham, also in Norfolk and only half an hour’s drive from RAF
Feltwell. Like 75 (NZ) Squadron, 38 Squadron was part of No. 3 Group in RAF
Bomber Command. From May 1940 onwards it had conducted regular night
raids on the Channel ports and the Ruhr and occasionally the squadron flew
farther into Germany, reaching as far as Berlin later in the year. But in
November 1940, at the time of Peter’s posting to No. 38, the Squadron was
withdrawn from operations in Northern Europe. It was despatched to Fayid, Egypt
to form a night bomber wing and engage in regular attacks on Italian ports
along the North African coast in order to hamper the movement of supplies to
the Italian forces in the Western Desert. Did this mean that Peter also had
experience of the air war in the Mediterranean?
A bombed U-boat bunker in Kiel, photographed in 1957. Image credit: Friedrich Magnussen, Friedrich, Stadtarchiv Kiel
At any rate we know
that he was back with 75 (NZ) Squadron in 1941 because on 21 April he gave an account, recorded for the Imperial War Museum, of
a night raid which had taken place three weeks previously. Again, Peter had
been the pilot of a Wellington bomber, and this time the target was the German
port of Kiel, known by the Allies as a production site for submarines. He
apparently encountered engine trouble, with the oil pressure gauge needle dropping over the Danish coast, but had pressed on to the target. In spite of encountering
searchlights and flak, and worryingly losing height, it was another successful
mission for Peter and his crew, and they returned safely to base at RAF
Feltwell.
For administrative purposes 75(NZ)Squadron was divided into Flights and in 1941 Peter took over the post of ‘B’ Flight Commander. He was also promoted to the rank of Squadron Leader.
Unofficial emblem painted on the side of a Vickers
Wellington of No. 75 (New Zealand) Squadron RAF at Feltwell, Norfolk, depicting
an 'RAF' soda-syphon spraying bombs. Image credit: Royal Air Force official
photographer P.H.F.Tovey. This is photograph CH 2718 from the collections of
the Imperial War Museums.
Peter’s
second tour of operational duty started in November 1941. From the records, the
missions appear to have been much bigger: an average of over 13 Wellington
bombers flew on each bombing raid in that month, compared with nine aircraft in
October of the previous year.
There were still attacks on Channel ports in France and Belgium like Brest, Le Havre and Ostend. But there was also greater penetration into Germany, targeting cities like Essen, Dusseldorf and even Berlin. And the dangerous nature of such missions became even more apparent. I noted that six aircraft ‘failed to return’ during just that month of November – such a terrible understatement. Weather conditions were variable, with thick cloud on many occasions continuing to make it difficult to see how accurate the targeting had been. Enemy aircraft were still less of a threat than the ‘intense heavy flak’ from the target areas.
A Mention in Despatches was clearly
well deserved by Peter. It was announced by the London Gazette of 1 January
1942, where his name appears in the list of Flight Lieutenants.
The relentless cycle of bombing raids over Europe continued into 1942. Typically, three missions led by Peter succeeded each other within a gruellingly short space of time: on 8, 9 and 12 March. On that last mission, the target for a total fleet of 40 aircraft including eight Wellington Mark III bombers was the naval port of Kiel and its submarine production sites. Take-off time was between 7.00 and 8.00 pm. The weather was clear over the target and bomb bursts were observed. But flak was predictably heavy and large clusters of searchlights on the ground picked out the attacking aircraft. Three of the Wellingtons ‘failed to return’, including Peter’s aircraft X.3588 AA-U.
His crew members were P/O William James Parton, RNZAF NZ41932 (2nd Pilot), from Canterbury, New Zealand; Sergeant Herbert Sidney George Cullen, RAFVR 926722 (Observer), from Bleadon, Somerset; Sergeant Tony Kevin Carter, RAFVR 1375377 (Front Gunner); Sergeant William Clezy, RAFVR 1365054 (Wireless Operator); Flight Sergeant Lloyd Montgomery Chamberlain, RNZAF NZ40914 (Rear Gunner), from Auckland, New Zealand. All are described as ‘lost without trace’. All are commemorated on the Runnymede Memorial, in Englefield Green, Surrey. All were in their twenties. Peter was 24 years old.
He was awarded the Distinguished Flying Cross with effect from 10 March 1942, as announced in a supplement to the London Gazette of 27 July 1943.
The RAF Runnymede Memorial at Englefield Green, near Windsor Image credit: Commonwealth War Graves Commission
The next post is
for...
MAJOR GENERAL LANCELOT ERNEST DENNYS MC and Bar (1890-1942) 1st Punjab Regiment, Indian Army
https://budleighpastandpresent.blogspot.com/2020/11/ww2-7514-born-leader-of-men-major.html
These ‘orphans’ are listed
on Budleigh Salterton War Memorial, but have not been identified. Their first
names, date of death and service numbers are not known. They are recorded on
the Devon Heritage website as ‘Not yet confirmed’.
If you know anything which
would help to identify them,
please contact Michael
Downes on 01395 446407.
F.E. Newcombe
F.J. Watts
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_Squadron_IWM_CH_2718.jpg){kind=link}
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