Pilot Officer Henry Elliott had a reputation for snaffling the prettiest girls before any one of the other single fellows could make a move. However, on this particular evening, Marlow decided to turn things around. He went to a small group of girls, who he had seen sneaking looks at Henry, and said something along the lines, “Do not look now, but that good-looking pilot by the centre tent pole—such a pity about his malady. His ears are healed now. Only the deep holes behind the ears remain from where the disease started. It has moved down to his chest now, but do not be put off by that, he is well covered with special dressings so you will not smell the rotting skin.' With that Marlow excused himself and left.
In no time at all every girl had learned about Henry’s ‘rotting flesh’. As it happened Henry had deep wells behind his ears and though these were part of his natural make-up, the girls had surreptitiously checked them out. Poor Henry could not figure out why his usual ability to attract girls was failing; each one he approached found reason to drift off somewhere else. Henry’s weapons results over the following two days were pathetic until Marlow told him why the girls had avoided him. Henry’s smile returned and his weapon scores improved.
Federal break-up
DURING MY TOUR ON 4 Squadron the Federation of Rhodesia and Nyasaland was dissolved by the British Government to meet black nationalist demands. Northern Rhodesia and Nyasaland, having originally been British protectorates, were both granted independence by Britain. Respectively, they were renamed Zambia and Malawi. Southern Rhodesia had been self-governing since 1923 and reverted to this status with her name reduced to Rhodesia. Britain had guaranteed that, for agreeing to the dissolution of the Federation, Rhodesia would be given full independence at the same time as Zambia and Malawi. Sadly however, the true nature of Britain’s political expediency and its policy of appeasement, as witnessed in Chamberlain’s dealings with Hitler, became fully revealed when black governments in Africa successfully pressurised Britain into reneging on this solemn undertaking. This was but the first of many broken promises and agreements that Rhodesians were to face throughout eighteen long years of communist-inspired political turbulence.
When it came to sharing out Federal assets one of the thorniest issues was the matter of what was to be done with the RRAF. The British Government realised that the Air Force, having been built into a well-balanced force, could not simply be split three ways—this was neither practical nor sensible. It was also recognised that the majority of the costs in creating the Air Force had been borne by the people of Southern Rhodesia who, in any event, were more capable of operating the Air Force than either Zambia or Malawi. An equally important consideration was the matter of its serving personnel who had either been born in Southern Rhodesia or had set up permanent homes there.
The only component of Air Force eventually affected by share-out was No 3 (Transport) Squadron. Six of the squadron’s aircraft, four Dakotas and two Pembrokes, were allocated to Zambia. Nothing was given to Malawi.
Although the Federation was officially dissolved on 3 December 1963 the Royal prefix to Rhodesian Air Force was to remain until March 1970 when Rhodesia became a republic. In the meanwhile all members of the force were given three options before the break-up. These were to remain under their existing contracts, to join the Zambian Air Force with attractive incentives or, to leave the force permanently.
The latter option was disgustingly close to an invitation to quit the service because of the excellent terminal benefits offered. To placate those who remained in service, guarantees were given that men who accepted a ‘golden handshake’ would never be accepted back into the force. These guarantees were later ignored when Rhodesia needed experienced men in troubled times. Many were allowed to rejoin and, considering the times, this was perfectly acceptable to those who had remained. What was irksome, however, was that too many returnees were coerced into rejoining with the same rank and benefits they would have enjoyed had they not left.
Federation had been a great success yet its destruction had been forced on Rhodesia to appease black politicians bent on personal gain. Like my colleagues, I chose to ignore the dire warnings given by politicians and news media and simply put my head in the sand, got on with my work and hoped for the best. I was not alone because the majority of white Rhodesians ignored anything they preferred not to hear. Life had changed little after ten years of Federation. The beer was good, we still had the finest beef in the world and there was no shortage in any of life’s comforts.
I recall that my biggest concern in those times was that Beryl had been incapacitated by chronic asthma for the ten months since we moved from Thornhill to Salisbury. Any amount of medical effort had been given to resolve her problem but nothing helped. Then, out of the blue, my father suggested we visit Leslie Shaw, the chiropractor. We were willing to try anything at that stage and despite our doubts paid him a visit. Beryl’s asthma was so bad that she was hardly able to take four steps in succession over the short distance from our car to his rooms.
Leslie amazed us by saying that 90% of asthmatic problems stem from spinal misalignment. He asked me to wait for twenty minutes whilst he took Beryl off for X-rays of neck and spine to determine if her problems lay there. Happily they did and, after three further visits to Leslie Shaw over a period of ten days, he corrected Beryl’s misaligned neck and upper spine. This put an end to Beryl’s inhibiting asthmatic problems. Thanks to Leslie Shaw, and indirectly to my Dad, they have not recurred for the thirty-five years leading to this time of writing.
Return to Thornhill
FOLLOWING THE DISSOLUTION OF THE Federation, the RRAF found itself short on manpower, necessitating many adjustments. At the same time Salisbury Air Traffic Control was seeking a reduction in an existing high level of slow aircraft movements to improve safety and control in the face of ever-increasing volumes in jet traffic. This brought about the move of 4 Squadron back to Thornhill. At the same time Nos 5 and 6 Squadrons were amalgamated into No 5 Squadron and the Canberras moved to New Sarum. For a while, No 6 Squadron did not exist until it eventually took over 2 Squadron’s role in pilot training for BFS and AFS with 2 Squadron retaining responsibility for weapons training only.
Beryl and I were pleased to be returning to Thornhill. However, the wind was taken out of my sails the moment the squadron taxiied into dispersals where the Station Commander, Group Captain Doug Whyte, met us.
Having welcomed our OC, Squadron Leader John Mussell, he came to me with a broad grin on his face to say he had both good and bad news for me. The bad news was that he was taking me from the squadron for an indefinite period to be his Station Administration Officer, a post that had hitherto not existed. The good news was that I would be doing a limited amount of flying, most of which would be developmental testing of locally manufactured weapons.
Doug Whyte had been Station Commander in the rank of squadron leader when Thornhill was taken over from the RAF in 1955 and he remained there until my course had reached solo stage on BFS in mid-1957. Now he was back in command of a much larger station and had many things he wanted doing to get things running his way. Working directly under him was fantastic and I did not miss flying as I thought I might. The tasks I was
