For the next few days the weather was good and we flew a number of sorties over troubled areas. We got to see much of truly beautiful Nyasaland and crystal-clear Lake Nyasa that, like Lakes Albert, Kivu and Tanganyika, is a water-filled section of the Great Rift Valley running down the eastern side of Africa.
Mount Mlanje, the highest feature in the territory, was surrounded by a vast spread of well-manicured tea estates having lines of magnificent acacia trees that acted as protective windbrakers. Norman was leading as usual when he turned our formation of four FB9s towards the mountain for a zoom climb up a well-defined gully running from the base of the mountain to its summit. Full power was applied as we commenced the ascent in loose line astern. I was No 3 and soon became concerned when the mountain seemed too steep and high because I was dropping back from the two aircraft climbing ahead of me. Keith Corrans flying No 4 passed on my right side waving at me as he flew by.
I had suspected that my FB9’s engine was shy on power during each formation take-off over the previous few days, but now I knew for sure that it was not performing like those of the three aircraft racing away from me. Soon all three aircraft disappeared from view as they pitched over the rounded summit that was still a long way ahead.
I was considering lowering undercarriage for what looked like an unavoidable stall onto the rough rising ground but by using a small degree of flap; I managed to wallow past the mountain climbers’ resthouse at the summit. Falling ground allowed a slow acceleration to safe flying speed and I reestablished visual contact with the formation descending some two miles ahead.
For pilots and technicians of the jet and transport squadrons, life at Chileka Airport was comfortable, with pleasant tented accommodation and the airport restaurant and bar at our permanent disposal. On the other hand, No 4 Squadron’s crews were split up at three forward Airfields where conditions were not so easy; but at least they were seeing action in close support of the Army and Police.
For the men operating the Provosts, accommodation and food was pretty basic with little to occupy the long hours between sorties. It was during such a lull that Frank Gait-Smith, sitting in a camp chair and having lost interest in all the over-read magazines, watched a black woman bearing a bucket of water on her head cross the grass runway at Kota Kota. In a bored voice, and speaking to nobody in particular, he observed that, “Absence surely makes the blacks grow blonder!”
I was instructed to take my underpowered FB9 back to Thornhill and was granted permission to stay over for the night before returning with a replacement aircraft. A few weeks after this we learned that Beryl was pregnant and nine months after that one night stay-over our daughter Deborah was born.
One morning there was quite a commotion as police vehicles came onto the airport apron and pulled up to the open doors of a waiting Dakota. A number of black men emerged from the vehicles and were ushered into the Dakota. I noticed that one of them was small and still wearing pyjamas and dressing gown. This was Doctor Hastings Banda who was on his way to Gwelo Prison. The Nyasaland Emergency was over and we returned to base having been away for only twenty-one days.
The need to prepare aircrew to survive many days in the bush brought about a series of ‘bush survival exercises’. The first of these was run in August after our return from Nyasaland. Half of 1 Squadron’s pilots were flown to Binga airfield on the south bank of the Zambezi River, soon to be lost below the waters of Kariba Dam. Many crocodile basking points were evident right next to the runway markers.
A famous hunter cum game-ranger, Mr Cockroft, conducted the course that included a very long and strenuous hike to the Amanzituba Vlei area climbing from the hot bush-covered flats through a rugged range into the cooler highveld. Close encounters with two black rhino induced high adrenaline flow but otherwise we all enjoyed moving through bushveld that supported a full spread of African wildlife totally unaffected by human intrusion.
On completion of our bush hike we were pretty exhausted and very much enjoyed swimming in the therapeutic waters of a hot spring pool. I believe it is still there, close to the Kariba shoreline.
Canberra bombers
NEGOTIATIONS BETWEEN THE FEDERAL GOVERNMENT and the British Government had been ongoing since September 1956 concerning our participation in Britain’s defence undertakings in Africa and the Middle East. The Federal Prime Minister, Sir Roy Welensky, considered the acquisition of Canberra bombers important to the Federation for fuller support to the Baghdad Treaty signatories. Though this was opposed by a number of Federal politicians, negotiations with Britain for the on-take of the bombers continued.
The Suez Crisis delayed communications on the issue until Mr Duncan Sandys, the British Minister of Defence, wrote a letter to Sir Roy Welensky dated 13 August 1957 to say that 18 RAF Canberra B2 bombers had been earmarked for refurbishment for the RRAF. In light of today’s prices, the cost to the Federal Government of ?18,310,000 for eighteen jet bombers seems remarkable. At the same time, plans were being made for RRAF Vampires to spend time in Aden to foster good relations with Britain’s Middle East Command and to prepare for situations of limited and global war. When ready to do so, RRAF Canberras would also participate.
The first flight of four Canberra B2 bombers, led by Squadron Leader Charles Paxton, arrived at Thornhill where they were met by a large welcoming crowd including the Air Force Commander, every man on station and many wives with their children.
This lovely-looking aircraft held special interest for me because my second cousin, William Petter, had designed it. His father had designed the famous WW II ‘behind the lines’ short-field workhorse, the Lysander, and William followed in his father’s footsteps. He designed a bomber that all the recognised aircraft manufacturers refused to take on. In desperation he eventually approached the English Electric Corporation who had not until then been involved directly in the production of aircraft.
Subject to design modifications to incorporate English Electric in-house technology, William Petter’s bomber was taken on and become Britain’s first jet bomber and a great success for the manufacturer.
As chief design-engineer for the company, William was also instrumental in designing the prototype of the Lightning interceptor. Later he designed a low-cost fighter that became the Folland Gnat.
Not only had the Royal Rhodesian Air Force strike power increased with the addition of Nos 5 and 6 (Canberra) Squadrons, No 3 (Transport) Squadron’s lift capacity was substantially enhanced with the addition of four Canadairs (DC4 M-2 Argonaut) aircraft, each powered by four Merlin engines. The Federation was establishing a fair-sized balanced Air Force and there were rumours that we would be getting Hunter GF9s in the near future. All of this was very exciting for the likes of myself!
The Colin Graves tragedy
