Listing of Mosquito aircraft operated by 68 Squadron RAF and flown by Czech aircrew during WW2.
Squadron code letters ‘WM’
Abbreviations in use:
ATA
Air Transport Auxiliary
Del.
Delivered
FP.
Ferry Pool
Flt.
Flight
MTO
Motor Transport Officer
OTU
Operational Training Unit
PRU
Photographic Reconnaissance Unit
Sqn.
Squadron
Trans.
Transfer
Abbreviations in use for personnel (k) = Killed; (m) = Missing, (i) = Injured; (dli) = Died later of injuries; (pow) = Prisoner of War; (s) = safe.
Serial No:
Mk:
Unit Detail:
Operational Information:
HK239
NF.XVII
Trans from 25 Sqn to 68 Sqn then to 54 OTU.
Carried out at least one operational sortie with a Czech crew (Adam/Gemrod) on 18.1.45.
HK241
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 54 OTU.
Used by Czech crews between October and November 1944.
HK251
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 51 OTU.
Flown by Czech crews during November and December 1944.
HK254
NF.XVII
Trans from 219 Sqn to 68 Sqn.
Overshot single engined landing at Church Fenton on 14.2.45. and damaged beyond repair.
HK258
NF.XVII
Trans from 85 Sqn to 68 Sqn.
This aircraft was used for at least one operational patrol by a Czech crew (Standera/Bednarik) on 14.9.44. Struck off Charge 26.7.46.
HK280
NF.XVII
Trans from 25 Sqn to 68 Sqn then to 51 OTU.
This aircraft was flown operationally several times during November 1944.
HK289 ‘K’
NF.XVII
Trans from 219 Sqn to 68 Sqn .
First flown operationally by a Czech crew (Adam/Gemrod) on 3.10.44. It was shot down by our own AA near Decoy Farm, Blundeston, Suffolk on 14.11.44. The pilot had entered a ‘gun belt’ whilst chasing a V1. It was being crewed by two USN airmen at the time (Lt Joseph Black and Lt Thomas Aiken) who were both killed. The V1 later came down near Berkhampstead, Herts at 1927 hours.
HK294
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 51 OTU.
Used initially by a Czech crew (Adam/Gemrod) on an operational patrol on 20.9.44. It was still in use in December 1944.
HK306
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 54 OTU.
Used by several Czech crews during November and December 1944.
HK307
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 51 OTU.
Made two operational sorties with a Czech crew (F/O Jaroslav Taudy/Sgt Karel Doubek) during December 1944.
HK319
NF.XVII
Trans from 219 Sqn to 68 Sqn then to 54 OTU.
Used by various Czech crews between November 1944 and February 1945.
HK344‘J’
NF.XVII
Trans from 219 Sqn to 68 Sqn.
Used by Czech crews during November 1944. This aircraft hit trees after take off at Horstead Hall, Norfolk on 22.11.44.The aircraft crashed and was burnt out, the US Navy crew consisted of Lt Peebles, pilot, and Ens. Grinndal, navigator, who were killed in the crash.
HK347
NF.XVII
Trans from 85 Sqn to 68 Sqn then to 54 OTU.
Operated by various Czech crews between September and November 1944.
MM680 ‘N’
NF.XIX
Del to 68 Sqn then to 157 Sqn, then to 169 Sqn.
Flown by various Czech crews between August and November 1944. On 9.10.1944 when crewed by F/Lt Cox & F/O Croft, following an engine failure, a emergency landing was made. Subsequently destroyed with 169 Sqn on a raid to Schieswig on 03.05.1945.
MM683“C’
NF.XIX
Del to 68 Sqn then 157 Sqn, then to 169 Sqn. Post WW2 sold to Sweden.
Operated by Czech crews between July 1944 and January 1945. Whilst patrolling ‘Ferro 16’ on the night of the 25/26.10.44. Sqn/Ldr Mansfeld and Flt/Lt Janacek shot down an air launched VI. They dived on it from 6,000 ft firing short burst and the V1 went into the sea with a big flash (location was given as M.96). On 27.07.1944 the same crew shot down another V1.
NT273
NF.30
Del to 68 Sqn.
Used operationally during April 1945. It carried out the second from last operational sortie by a Czech manned Mosquito of 68 Sqn on 9.4.45. between 2120 and 2220 hours, with a crew of Sqn/Ldr Mansfeld and Flt/Lt Janacek (see below under NT317). It was scrapped on 24.11.53.
NT316
NF.30
Del to 68 Sqn became 6519M on 19.4.48.
This aircraft carried out two operational sorties in March 1945, with a Czech crew (Vopalecky/Husar) on board.
NT317‘J’
NF.30
Del to 689 Sqn then to Belgian AF (MB-13) on 26.8.48
Flown by Czech crews between March and April 1945, this aircraft carried out the last operational sortie of a Czech crew from 68 Sqn, between 2145 and 2235 hours on 9.4.45. The crew consisted of F/O Adam and W/O Gemrod.
NT321‘O’
NF.30
Del to 68 Sqn.
This aircraft carried out at least one operational sortie with a Czech crew (Vopalecky/Husar) on 3.3.45. It was officially scrapped on 11.8.48.
NT351
NF.30
Del to 68 Sqn then to 500 Sqn.
This aircraft carried out three operational sorties with Czech crews during February and March 1945.
NT356
NF.30
Del to 68 Sqn.
Used during the early part of 1945 this aircraft overshot during a night landing and ended up in a ploughed field, on return from patrol on 10.3.45. One crew member was injured. The aircraft operated again on 5.4.45. with a Czech crew (Taudy/Necas).
NT357
NF.30
Del to 68 Sqn.
This aircraft carried out an operational patrol on 2.3.45. with a Czech crew (W/O Horak/F/Sgt Krusik). On 4.3.45. it lost height and crashed near Coltishall , whilst making a single engined approach. It was returning to base from a patrol and was damaged beyond repair.
NT365
NF.30
Del to 68 Sqn.
Operated by Czech crews during February to March 1945. It was hit twice by our own AA whilst carrying out an interception and abandoned near Grange Farm, Marham Norfolk on 4.3.45.
NT375
NF.30
Del to 68 Sqn to Belgian AF (MB-15) on 9.9.48.
This aircraft carried out at least one operational sortie with a Czech crew (F/O Miroslav Standera/ W/O Karel Bednarik) on 3.3.45.
TA389
NF.XIX
Del to 68 Sqn then to 157 Sqn, then to 169 Sqn.
Operated by various Czech crews between August 1944 and January 1945. On 5.11.1944, when crewed by F/Sgt Neal & F/Sgt Eastwood, shot down a He 111. A ‘probable’ He 111 was claimed on 8.12.1944 when flown by W/O Cookson & W/O Grawell.
Grew up in Teplice. Age 16 left home as Germany annexed the Sudeten Land. From Prague escaped to Poland after the Germans occupied Czechoslovakia. Witnessed the beginning of WW2 and the destruction of Warsaw. Follows a three years episode through half of the world to reach England and join the RAF. As navigator flew 49 missions with the 311 (Czech) bomber squadron.
After the war returned to Czechoslovakia and acted as deputy to the Head of Education at Air Force Headquarters in Prague. Resigned when Russian pressure increased. Went back to England. Follows an era of studies, intelligence, business. Due to the Slánký trial broke off all contacts with the home country. In 1954 arrested and deported to Israel.
The Dumfries and Galloway Aviation Group located the wreck of Spitfire P7540 in Loch Doon in the summer of 1982 after a five year search.
Finally ashore and P7540 dries out in the July sunshine. The hardstanding on which it is placed and on which the diving teams erected their base camp has a long connection with aviation, having been built round about the time of the First World War when the floatplanes of the School of Aerial Gunnery operated from the loch.
A five year search for a missing aircraft was brought to a successful conclusion in the summer of 1982 with the discovery of Spitfire P7540 in Loch Doon in the Galloway Hills of south-west Scotland. Divers have now recovered approximately 90% of the aircraft, including the complete rear fuselage and tail section and a Merlin engine in remarkable condition.
The story begins on Saturday October 25 l94l when a lone Spitfire from 312 (Czech) Squadron, on a training flight from RAF Ayr, winged its way south down the six mile length of Loch Doon. Flying just above the water the pilot, F/O František Hekl, banked the aircraft and his starboard wing struck the surface. ln an instant the Spitfire was lost to view from the shore as it disintegrated in a flurry of spray.
One of the few people to witness the event, and a man who was to prove a valuable source of information in the search 40 years later, was the water bailiff in charge of Loch Doon. Having seen the crash he cycled the five or six miles to the village of Dalmellington to alert the local constable. When, some time later, the two men arrived back on the shores of the loch there was nothing to be seen apart from an oil patch.
The week prior to the crash had seen exceptional rainfall and storms over south-west Scotland and in consequence the Galloway hill lochs were at record high level. At Loch Doon, part of a chain of lochs supplying water for hydro-electric production, this surplus water was being run off via the outfall on the eastern bank. An RAF salvage crew brought a boat to Loch Doon and spent several days half-heartedly trying to trawl up the wreckage. Predictably, with the Spitfire then lying in something like 25 metres of water, and the actual position of the wreck unclear due to surface debris and the oil slick having been drawn towards the outfall, this venture was doomed to failure from the outset.
After 4l years the murky waters of Loch Doon finaly relinquishes its hold on its victim. The fuselage of Spitfire P7540 is raised using air bags and is then carefully towed towards the shore.
The search for Spitfire P7540 was not resumed again until l977 when Bruce Robertson of the Dumfries & Galloway Aviation Group interested a number of local divers from the Dumfries branch of the Scottish Sub-Aqua Club, led by David Greenwood, in looking for the missing aircraft.Later, in August 1979, divers from various clubs in the Northern Federation of British Sub-Aqua Clubs (NORFED) joined the hunt with the Blackpool branch becoming project organisers.
The initial search area was to the north-east of the water outfall, at a position indicated by eye witnesses of the crash. Over a period of many months several 100 metre square areas of the loch bed were scoured, the search gradually extending to the north and west. RAE West Freugh loaned a sophisticated locator device to the team but this proved impractical as more time was spent in un-snagging the probe from the huge boulders which litter this part of the loch floor than in actual searching.
As time progressed, with dives being carried out at weekends and holidays, the search pushed out to the west, then the north and finally to the south. When 1982′s campaign got underway a decision was taken to shift the area of search to a point to the north-west after further consultation with various witnesses. The loch bed here was quite different, the huge boulders having given way to soft silt. At the same time the method of search was changed, with the old method of circular sweeps around fixed buoys giving way to a line search pattern whereby six divers would swim in line abreast down a 15 metre wide lane 150 metres long. The new plan was rewarded with immediate success.
A map of Loch Doon showing the search areas numbered progressively and the sector to the north-west where the Spitfire was eventually located.
Ironically, this summer Loch Doon was at a record low level, with only about eight metres of water covering the point where the wreck lay compared with a more normal l0 to l2 metres. The first part of P7540 to be found was the rear fuselage and tail section, intact up to the rear cockpit bulkhead. This lay inverted on top of the mud in contrast to all later finds which were buried. Over the ensuing weeks more and more of the Spitfire was found; the wreckage was scattered along a line about 200 metres long, on a track of approximately 170 degrees. The tail section was at the extreme south-east end of the trail of wreckage, having travelled furthest, while the engine – found accidentally when a diver sat on it (!) – was at the opposite end.
The Merlin XII engine has been well preserved buried in the peaty silt on the loch floor, but proved difficult to raise to the surface. Once on the water's edge it was manhandled onto an old car bonnet and towed ashore by two Land-Rovers.
Each find was carefully charted and then brought to the surface, the heavier items being raised with air bags. The wings were found to be extremely badly smashed and the D&GAG will be no doubt on the lookout for fresh wings when the rebuild of P7540 finally gets under way. In contrast the Merlin XII engine proved to be in excellent shape with reduction gear and propeller boss still attached and even the paintwork intact on the rocker covers and ancillaries.
Corrosion, generally, was found to be very low, only the aircraft’s wheels and a few other magnesium pieces having completely disintegrated. All the wreckage so far recovered – about 90% having been brought out by early September- has been transferred to the D&G Aviation Museum on the former airfield at Tinwald Downs where each piece has been treated with the rustproofing solution ‘Waxoyl’, a quantity of which was donated to the group by the makers, Finnigan’s Ltd.
The badly broken wings are laid out ashore while a diver recounts his adventures to Bruce Robertson in the background.
Very little now remains to be done at Loch Doon. Several dives will be carried out this Autumn to ensure that no sizeable portions of the Spitfire remain and then the onus will be on the D&GAG to preserve and restore this remarkable find.
Some figures compiled by Bernard Scott, Vice Chairman of NORFED, illustrate the scale of diving operations since their involvement began in 1979. No less than 567 separate dives have been carrried out by 109 individual divers, a total of 337 hours being spent underwater searching a total area of a 1/4 square kilometre. The D&GAG have immense praise for the perseverance of all the divers who took part, many of whom travelled long distances to take part.
Restoration of DGAM's first Spitfire Mk II P7540, salvaged from Loch Doon, attracts much attention at Tinwald Down airfield.
The Loch Doon Spitfire – Mk II P754O
Oct 20, 1940
Built at Castle Bromwich, issued to 6 Maintenance Unit at Brize Norton.
Oct 29, 1940
Into service with 66 Squadron at Gravesend. unit moved to West Malling the following day.
Feb 24, 1941
Transferred to 609 (West Riding) Squadron RAuxAF which moved into Biggin Hill that day.
Jun 14, 1941
To 266 Squadron at Wittering.
Jul 6, 1941
Transferred again, this time to 312 (Czech) Squadron initially at Marlesham Heath, moving to Ayr on August 19.
Oct 25, 1941
Crashed into Loch Doon, Ayrshire. Aircraft struck off charge on November 2 with a total flying time of 21 hours 25 minutes.
1982
Wreckage salvaged by the Dumfries & Galloway Aviation Museum and moved to Tinwald Downs, Dumfries for restoration and display.
Compiled from entries in Spitfire: The History, by Eric Morgan and Edward Shacklady and published by Key Publishing. within the work’s staggering 634 pages can be found the potted history of every Spitfire built.
Reproduced from the December 1982 edition of Flypast with kind permission from the publishers, Key Publishing Ltd. www.flypast.com
An enquiry in early 2011 by a private collector of Czechoslovak RAF memorabilia, to the Mayor of the Town Hall at Prague 6, regarding a possible memorial plaque on the house where S/Ldr František Weber had lived in their district was the instigation for this memorial.
The Mayor, Mrs Marie Kousalíková, welcomed this suggestion as their District of Prague had a long military history and planning for a memorial plaque began. By August, plans for the plaque’s design had been drawn up and the Vojenský Ústřední Archiv [VUA - the Military Archive ] in Prague consulted on detail. The plaque was manufactured in the Autumn of 2011, but because the building itself was still undergoing refurbishment at that time, it was decided that the unveiling ceremony would be postponed until 3 October 2012.
František Weber was born on 28 February 1908 at Podivín, near Břeclav, Czechoslovakia. Podivín was about 50 km south of Brno in the Moravia region of the country. From an early age he was fascinated with aviation and aspired to become an airman. He completed his education at the grammar school at Hodonin. On 1 October 1928 he volunteered to join the Military Aviation Academy at Prostějov where he trained to be an aerial observer. On completion of his training he was assigned, on 30 September 1929 to the 3rd Air Regiment based at Piešťany, Slovakia. On 28 March 1930, at the rank of podporučík (P/O), he left the Czechoslovak Air Force. On 30 September 1930 he joined the Czechoslovak Army and was assigned to the Military Academy for training as an infantry officer. He completed his training on 31 July 1932 and was assigned as a Platoon Commander to the 7th Infantry Regiment at Nitra, Slovakia.
On 15 October 1933 he was transfered back to the Czechoslovak Air Force and assigned to the 17 Observation Sqn of 4th Air Regiment at Hradec Králove airbase. On 4 August 1934 he was assigned to the 82nd Bomber Sqn based at Prague-Kbely airbase. During this period he participated numerous courses to expand his aviation skills, including pilot training at the Military Aviation Academy at Prostějov. He passed his pilot training on 15 September 1935 and was assigned to the 40th Fighter Sqn of the 4th Air Regiment at Hradec Králove airbase and equipped with Avia Ba-33 biplane fighter-aircraft. He returned to the Military Aviation Academy at Hranice on 1 September 1936 as an instructor. He remained for over two years and was then assigned to the 1st Air Regiment at Parabudice airbase.
After the German occupation of Czechoslovakia, on 15 March 1939, the Czechoslovak Air Force was disbanded by the Germans and all personnel dismissed. He had achieved the rank of nadporučík. Like many of his Air Force colleagues he was bitter that they had been ordered, by the Czechoslovak President Emil Hácha not to oppose the German occupation. Many of his Air Force colleagues, with the assistance of Obrana Národa (Defending the Nation), a Czechoslovak military anti-Nazi resistance organisation and Svaz Letců, the Airman Association of the Czechoslovak Republic, escaped to Poland where they had been told Czechoslovak military units were being formed to fight for the liberation of their homeland. After Poland was invaded by Germany on 1 September 1939, escaping Czechoslovak had to use the ‘Balkan Route’ instead.
One of these airmen was František Weber. On 14 January 1940 he escaped into Slovakia and travelled to Hungary, Yugoslavia to Greece. From here, with other escaped Czechoslovak airmen he boarded a ship and sailed to Turkey, Beruit and then to Marseille, France, arriving on 6 March 1940.
France:
On arrival in France they were taken to the Czechoslovak training camp at Agde. On 22 May he was appointed Commander of the Czechoslovak airmen at Agde. Before he could be accepted to l’Armée de l’Air for re-training on French equipment, the German Blitzkrieg of France commenced. The Battle of France was a short and bitter campaign with the French forces constantly having to retreat westwards.When France capitulated, the Czechoslovak airmen at Agde were taken to Port Vendres where on 24 June 1940, they boarded the ship ‘Appa’, which took them to Gibraltar. Here they transferred ship and were taken to England, arriving at Liverpool on 7 July 1940.
RAF
On arrival to England the Czechoslovak airmen were initially at the Czechoslovak transit camp at Cholmondeley and then transferred to the Czechoslovak Airmens Depot at Cosford. On 2 August 1940 Weber was accepted into the RAF Volunteer Reserve at the rank of P/O. On 6 August he was posted to 310 (Czechoslovak) Sqn who were based at Duxford and equipped with Hurricane Mk I’s. Here he was assigned to the squadrons reserve pool of pilots who were due to do their re-training to Hurricanes with the squadron. An English tutor was also appointed to teach the Czechoslovak pilots rudimentary English. With 310 Sqn becoming operational on 17 August 1940, it was no longer possible, due to shortages of aircraft and instructors, for re-training to be undertaken within the squadron. The reserve-pool pilots were assigned, on 17 August, to 6 OTU at Sutton Bridge to complete their re-training.
On completion of his re-training he was posted to 145 Sqn who were based at Dyce and equipped with Hurricane Mk I’s. On 9 October 145 Sqn moved south to Tangmere and participated in the Battle of Britain. On 27 October, whilst on patrol in Hurricane Mk I V7592, he was in a dog-fight over the Isle of White at 17:15. He was shot down by a Me 109. He bailed-out of his aircraft and land safely into the English Channel and was picked up by rescue-boat. His Hurricane crashed into the Solent.
He returned to 310 Sqn on 27 January 1941 and was appointed Flight Commander of ‘B’ Flight and on 1 March 1941 he was promoted to the rank of F/Lt. On 11 January 1942, after returning to Perranporth at 14:40 after a convoy patrol he was in collison with another Spitfire after landing. F/O B. Klimička, in Spitfire Mk Vb AD574 NN-E had landed on the wrong runway. Weber, had already landed his Spitfire Mk Vb AD378, NN-L and was taxiing back to dispersal. By the time he had seen Klimička’s taxying aircraft it was too late to avoid a collision. Both Spitfires were destroyed, Klimička received a cut over his right eye, whilst Weber received a cut over his left eye and suffered considerable concussion. He was taken to hospital and released on 10 February 1942 for further recuperation at the RAF Officers Hospital at Torquay. He returned to the squadron on 4 March 1942.
He remained with 310 Sqn until 8 April 1942 when he had completed his operational tour. He was assigned to the Czechoslovak Inspectorate General, in London, as a Liasion Officer with Fighter Command 11 Group HQ at Uxbridge. On 1 February 1943 he was sent on detachment to RAF units in North Africa, returning to England on 7 November 1943. He was promoted to the rank of S/Ldr and appointed Station Commander of 134 Czechoslovak Wing of the 2nd Tactical Air Force. The Wing consisted of the Czechoslovak 310, 312 and 313 Fighter Squadrons and were based at Exeter. He returned to the Czechoslovak Inspectorate General on 1 April 1944 where he remained until the end of the war. He contracted pleurisy later in the year and was hospitalised for many months which delayed his return to Czechoslovakia.
Post WW2:
He returned to Czechoslovakia on 11 March 1946 and remained in the Czechoslovak Air Force at the rank of podplukovník (W/Cmdr). On 31 May 1946 he was sent on attachment to the Ministry of the Interior and where he was appointed Deputy Commander of the National Air Security.
Following the Communist take-over in February 1948, the Czechoslovaks who fought for the Allies in WW2 were regarded as being tainted by Capitalism and many were arrested, imprisoned and subjected to other persecution.
On 31 March 1948 his attachment finished and he returned back to the Czechoslovak Ministry of Defence. On 2 February 1949, he was placed on ‘waiting’ leave from the Czechoslovak Air Force and later that year was dismissed from the Air Force. He was arrested on 10 January 1950, sentenced on 19 July 1950 to imprisonment in the Mirov high-security prison. Amongst his fellow prisoners were other former RAF colleagues and also German SS troops! On 11 August 1950 he was demoted in rank from podplukovník (W/Cmdr) to vojín (AC1), and stripped of his Czechoslovak medals. Due to his poor health he was released on 19 July 1951 but only permitted to do menial work.
In 1965 he was partially rehabilitated with his rank being restored to him, but he was not permitted to rejoin the Air Force. After the ‘Velvet Revolution’ in 1989 his Czechoslovak medals were reinstated to him. He was promoted to the rank of generálmajora (Major General) in retirement and awarded the Order of Milan Rastislav Štefánik III Class.
He died, aged 83, in Prague on 1 October 1981.
Medals Awarded:-
British:
1939 – 45 Star with Battle of Britain clasp
Air Crew Europe Star
Defence Medal
War Medal
Czechoslovak:
Válečný kříž and bar
Za Chrabrost
Za zásluhy I.stupně
Pamětní medaile se štítky F-VB
This article is about Dr. Jan Antonín Baťa’s masterful efforts to defend Czechoslovakia before and during the Second World War by planning, financing and organizing a force of heroic Czechoslovak pilots through his world-wide Baťa organization.
Tento článek popisuje úsilí Dr. Jana Antonína Bati bránit Československo před druhou světovou válkou a během ní tím, že prostřednictvím poboček firmy Baťa po celém světě financoval a organizoval sbor statečných československých pilotů.
Baťa pilots at attention in Baťov (Otrokovice) airport for Jan Bata’s return from first commercial business trip around the world completed May 1st 1937.
Baťovi piloti stojící v pozoru na letišti v Baťově /Otrokovice/ při návratu Jana Bati z prvního obchodního letu kolem světa, který ukončil 1. května 1937.
From its founding in 1918, Czechoslovakia became one of few democracies in Europe. After 1933, Czechoslovakia remained as the last democracy in Central or Eastern Europe. Twenty years into its young democracy, Czechoslovakia had achieved the economic status of one of the top ten industrial economies in the world. Politically, the Czechs understood the danger that Hitler’s regime represented and preparations were under way to defend the republic. “In 1935 an appeal was made by some leading Czechoslovak citizens to the Czechoslovak public to subscribe to a ‘Fund for a Thousand Pilots’ to enable 1,000 young Czechoslovaks to receive flying instruction in their spare time.”(1) These Czechoslovaks maintained a dual role of citizen and soldier. Jan Antonín Baťa was a leading Czechoslovak industrialist who championed this effort. This article is the first to recognize the efforts and dedication of Dr. Baťa for his leadership in Czechoslovak aviation and dedication to pre-war pilot training and the defense of Czechoslovakia. Jan Baťa did more than his share by delivering twenty-five percent of his country’s need for pilots as described in a wartime letter: “During the national campaign for pilots our quota at Zlín was 7 pilots, we trained 250, many of whom fought in the R.A.F.”(2) Jan Baťa had a deep belief in Czechoslovak democracy and was outspoken giving “no surrender” speeches and attacking those in high quarters who were against recovering territory lost through the Munich Agreement.(3)
Od svého vzniku v roce 1918 se Československo stalo jednou z mála demokratických zemí v Evropě. Po roce 1933/ kdy se chopil moci v Německu Hitler/ Československo zůstalo poslední demokratickou zemí ve střední nebo východní Evropě. Během dvaceti let své mladé demokracie se po stránce ekonomické Československo stalo jednou z deseti nejprůmyslovější zemí na celém světě. Po stránce politické, Češi nebezpečí Hitlerova režimu pochopili a přípravy k obraně republiky už probíhaly. “ V roce 1935 oslovilo několik vůdčích československých osobností veřejnost, aby se zapojila do fondu ´Tisíc pilotů republice´. Fond by umožnil tisícovce mladých Čechoslováků v jejich volném čase získat letecké návyky.”(1) Tito Čechoslováci si zachovávali dvojí roli – jak civilistů, tak vojáků. Jan Antonín Baťa byl nejúspěšnějším čs. průmyslníkem, jenž toto úsilí vykonával slovy i činy. Tento článek je prvním, který bere na vědomí úsilí a odhodlání Dr. Bati pro vedoucí roli v československém letectví a věnování se předválečnému výcviku pilotů a obraně Československa. Jan Baťa vykonal vice, než musel, když poskytl své vlasti čtvrtinu počtu potřebných pilotů, jak popsal za války v dopise : “Během celostátní kampaně na piloty byla naše kvóta pro Zlín sedm, vycvičili jsme jich dvě stě padesát, z nichž mnozí bojovali v RAF”.(2) Jan Baťa hluboce věřil v československou demokracii a na rovinu ve svých projevech říkal “Nevzdávat se “. Byl proti těm ve vysoce postavených kruzích, kteří byli proti navrácení území, ztracených kvůli Mnichovské zradě 1938.(3)
Jan Baťa was intensely interested in aviation and producing powered aircraft. To accomplish this goal, Baťa founded a workshop for aircraft design at the Zlín boarding school for shoemakers in 1933. He used the production of gliders as a stepping stone for the eventual production of powered aircraft. Baťa’s original designers included: Jan Kryšpín, Jan Dohnálek, and Oldřich Majer to produce a series of Zlín or “Z” gliders. By 1934, Baťa had founded a joint-stock company called Zlínská Letecká Akciová Společnost (ZLAS). ZLAS initially manufactured gliders, but soon overcame regulatory obstacles and designing its first powered aircraft. To succeed with his aim of powered flight; Baťa hired Jaroslav Lonek(4) to design a small, single-seated aircraft powered by a mere 10-hp engine. This new design was to be marketed as a powered sport aircraft. Lonek took up the challenge and designed the Zlín XII, Baťa’s first powered aircraft.
Jan Baťa se velice zajímal o létání a výrobu motorových letadel. K dosažení tohoto cíle Baťa v roce 1933 na zlínské internátní obuvnické škole založil dílnu konstrukce letounů. Výrobu větroňů použil jako odrazový můstek k možné produkci letounů motorových. Mezi Baťovy první konstruktéry patřili : Jan Kryšpín, Jan Dohnálek a Oldřich Majer, kteří vytvořili sérii větroňů řady “Z” jako Zlín. Do roku 1934 Baťa založil akciovou společnost nazvanou Zlínská letecká akciová společnost /ZLAS/. Ta zpočátku vyráběla větroně. Ale brzy překonala překážky s výrobou a zkonstruovala své první motorové letadlo. Aby uspěl se svým cílem letu motorového letounu, Baťa dal Jaroslavu Lonkovi(4) zakázku na zkonstruování malého jednomotorového letadla, poháněného motorem o pouhých deseti koňských silách. Tato nová konstrukce měla být prezentována jako motorový sportovní letoun. Lonek přijal výzvu a zkonstruoval Zlín XII, Baťovo první motorové letadlo.
Zlín XIII.
Next, Baťa turned his efforts to the direction of building a faster sport plane to win competitions and publicize his new aircraft manufacturing company. Lonek again took up the challenge and designed the Zlín XIII (Z-XIII), a low-wing, single engine aircraft with a streamlined undercarriage and a range of 425 miles. The Z-XIII prototype was first test-flown by pilot J. Šváb in the spring of 1937. It reached a maximum speed of 217 mph had a cruising speed of 173 mph which was faster than the typical sport-plane of the time. The Z-XIII was the technical culmination of the Baťa design bureau’s capability and was a sleek aircraft designed for the experienced pilot. That same year, Baťa received an invitation from the Circuit de l’Est race in Paris, for which he engaged Czechoslovak test pilot Major Ján Ambruš to pilot the new prototype.(5) Unfortunately, bad weather delayed Major Ambruš’s departure from Prague and he arrived late to the Paris show and was not allowed to participate in the competition. Though, later, Major Ambruš did receive permission to bring his plane to the Buc airfield in France, and was able to demonstrate the Z-XIII’s acrobatic capabilities.
Poté Baťa zaměřil své úsilí na postavení rychlejšího sportovního letounu, aby vyhrával soutěže a udělal publicitu jeho společnosti vyrábějící letadla. Lonek se opět chopil příležitosti a zkonstruoval Zlín XIII, nízkokřídlé jednomotorové letadlo s aerodynamicky tvarovaným podvozkem a doletem 680 km. Prototyp Zlínu XIII byl poprvé zalétán pilotem J. Švábem na jaře 1937. Dosáhl maximální rychlosti 217 mil za hodinu= 347 kmh a jeho rychlost cestovní – 173 mil za hodinu = 277 km – byla rychlejší, než u obvyklého sportovního letounu té doby. Zlín XIII byl technickým vyvrcholením schopnosti Baťovy konstrukční kanceláře a byl to elegantní letoun navržený pro zkušeného pilota. V témže roce Baťa přijal pozvánku na závod Circuit de l´Est v Paříži, pro který si najal vojenského zkušebního pilota majora Jána Ambruše,(5) aby s novým prototype letěl. Naneštěstí špatné počasí zdrželo Ambrušův odlet z Prahy a do Paříže na přehlídku přiletěl pozdě a nebylo mu dovoleno se soutěže zúčastnit. Ačkoliv později byl majoru Ambrušovi uděleno povolení přistát se svým letadlem na letišti Buc ve Francii, a mohl předvést akrobatické schopnosti Zlínu XIII.
It is clear from our research that Dr. J.A. Baťa intended to mass produce the Zlín XIII at a minimum for the many hundreds of pilots he had training for the defense of Czechoslovakia. Baťa offered the Zlín XIII to the Czechoslovak Army but the unfortunate timing of the Munich Agreement (September 30th, 1938) ended any hope of putting Baťa’s first light Czechoslovak fighter into large-scale production.
Z našeho pátrání je jasné, že Dr. J. A. Baťa měl záměr vyrábět Zlín XIII sériově za minimální náklady pro mnoho stovek pilotů, které trénoval k obraně Československa. Baťa Zlín XIII nabídl Československé armádě, ale nešťastné načasování Mnichovské zrady – 30. září 1938 – ukončilo veškeré naděje na vyrábění Baťovy první lehké československé stíhačky ve velkém.
Shortly after the occupation of Czechoslovakia in March of 1939, German forces occupied the Bata Aerodrome in Baťov (today Otrokovice). The Baťa fighter was ready for flight and very likely to be captured by occupying forces. One of the Baťa pilots, Alois Šiška (later RAF Pilot for the 311th Squadron) had been ordered to fly the Zlín XIII prototype to Zagreb Yugoslavia to safety. Šiška’s accomplice was arrested by the Germans and Šiška had to abort his plan to steal the Zlín XIII and escaped through Slovakia. An extract from Šiška’s book ‘Flying for Freedom’ about this event is:
Brzy po okupaci zbytků Čech a Moravy v březnu 1939 německá vojska obsadila Baťovo letiště v Baťově /dnes Otrokovice/. Baťova stíhačka byla připravená k letu a velmi pravděpodobně by ji okupační jednotky zabavily. Jeden z Baťových pilotů, Alois Šiška/později pilot RAF u 311. perutě/, dostal rozkaz uletěl s prototype Zlína XIII bezpečí do Záhřebu v Jugoslávii. Šiškúv společník byl Němci uvězněn a Šiška se musel vzdát svého plánu Zlín XIII ukrást a uprchl přes Slovensko.Výňatek z knihy Aloise Šišky “KX-B neodpovídá” tuto událost popisuje následovně :
Alois Šiška, pre WW2.
Alois Šiška před druhou světovou válkou
The occupation brought many changes and all activity on our airfield stopped. The Germans took over our canteen and installed a machine gun on its roof. In the Din factory, all flying personnel were assigned to various jobs in Bata’s aircraft factory, mainly on transport planes. Two Germans at the entrance gate checked all of us thoroughly every morning. German so called technical supervisors took their place on the factory floor, poking their noses into everything and everywhere.
S okupací přišlo mnoho změn, které zasáhly nejen do lidských osudů. Veškerá činnost na letišti ustala. Němci se usadili v letištní restauraci a na střechu instalovali kulomet s obsluhou. Ve Zlíně, kde jsem v té době pracoval, byl všechen letecký personál zařazen na různá pracovní místa v Batově letecké továrně, zejména v dopravním oddělení. Na vrátnici nás vždy po příchodu a před odchodem prohlíželi dva Němci. Také uvnitř továrny byl stálý německý technický dozor – rozlezl se všude, kde to bylo jen trochu možné.
The natural reaction of the workers was an instant resistance towards the occupiers and they hid anything which could possibly assist the Germans in their expansion plans. One of those was a prototype aircraft called the Zlin Z-XIII. A rather elegant low-wing monoplane, powered by a Walter Major Mk 4 engine, this aircraft was one of the first fitted with wing flaps and a variable-pitch propeller. Before the occupying force could spot it, its appearance was altered and it was hidden in the far corner of the workshop, waiting for better times to come. So far so good. They had not found it yet, though it was only a matter of time. The number of arrests by the Gestapo was growing.
Zákonitou reakcí většiny zaměstnanců byl stálý odpor proti okupantům. Ukrývali jsme všechno, co by mohlo Němcům sloužit při jejich dobyvačných plánech. Jednou z takových věcí byl také prototyp Zlínu Z-XIII. Elegantní kurýrní dolnoplošník s motorem Walter Major 4, opatřený poprvé vztlakovými klapkami a stavitelnou vrtulí, byl postaven jen v jediném exempláři. Aby jej okupanti nemohli využít, byl jeho dříve tak pěkný vzhled patřičně znetvořen a zastrčený v koutě dílenského hangáru čekal na lepší časy. Dočasně unikal pozornosti německých čmuchalů, ti se však chovali stále více jako doma, získávali ochotné nové informátory a docházelo k častějšímu zatýkání.
It was necessary to form illegal resistance groups and, through those, co-ordinate any clandestine activity and organize further escapes – first via Poland, later via the Slovak State, Hungary, Yugoslavia, the Balkans, Syria and by ship to France.
Bylo nezbytné začít zakládat ilegální bunky, jejich prostřednictvím koordinovat záškodnickou činnost a organizovat odchod ohrožených osob do zahraničí, zejména do Polska, později přes Slovenský stát a Madarsko do Jugoslávie, přes Balkán do Sýrie a pak lodí do Francie.
I became involved from the start. Once during the factory holiday I escorted one escapee to the town of Moravska Ostrava, but I was late back. Despite a hurriedly arranged emergency visit to my sick mother and a temporary cooling-off period of my illegal activities, I could not avoid suspicion. Soon afterwards my boss Eman Krejci appeared by my lathe with some drawings, the safest way to ask me to come and see him at home later. He did not say anything else. I could hardly wait until the end of my shift, knowing something was up, as Eman was the leader of our resistance group.
Pochopitelně jsem se na těchto akcích podílel. Jednou jsem v době celozávodní dovolené dělal „doprovod“ uprchlíkovi do Moravské Ostravy. Dobu dovolené jsem však neúmyslně překročil a nemohl jsem se zbavit pocitu, že ani naaranžovaná návštěva mé nemocné matky, ani dočasně přerušená ilegální činnost zcela nezahladily podezření udavačů. Krátce nato za mnou k soustruhu přišel s nějakým výkresem Eman Krejčí. Byl to nejlepší způsob, jak mi mohl nenápadně sdělit, že ho mám večer doma navštívit. Víc mi neřekl, a tak jsem se nemohl dočkat konce směny. Tušil jsem, že se bude opět něco dít, protože Eman byl vedoucím ilegální bunky.
As soon as his wife brought us coffee and took up her watch by the window, Eman broached the subject: “The Germans are getting interested in the Z-XIII. We have to get it out of the country to Yugoslavia.”
Jen co nám paní Krejčová nabídla něco k občerstvení a postavila se za záclonu, aby sledovala, co se děje venku, přešel Eman k věci: „Němci začínají projevovat zvýšený zájem o třináctku. Je nutné s ní uletět do Jugoslávie“.
I took a deep breath and tried to guess what my role could be in this daring plan. Eman continued, “We have to expect German counter-activity, so you are the obvious choice. You’re single, don’t live at home and most of all you can gain legitimate access to the plane. Others would cause suspicion if they tried to enter the workshop. Because of your slight built you also are best suited for a longdistance flight. We have every confidence in you. But the final decision is yours, of course.”
Stačil jsem se právě nadechnout a hádat, co s tím budu mít společného, když Eman pokračoval: „Protože se musí počítat s německými represáliemi, byl jsi pro úlet vybrán ty. Jsi svobodný, bydlíš mimo rodinu a hlavně – máš přístup ke třináctce. Těžko by mohl německou kontrolou projít někdo cizí, aniž by vzniklo nežádoucí podezření mezi zaměstnanci. Malou postavou a váhou vyhovuješ nejlépe i pro dálkový let. Jsme přesvědčeni, že na to stačíš. Rozhodnutí je ale na tobě.“
I cannot remember how much time passed and what thoughts entered my head before Eman took another sip of coffee and asked,
Nevím, kolik času uplynulo, a nepamatuji si, co všechno mi proběhlo hlavou, než Eman usrkl kávy a zeptal se:
“Will you do it?”
„Tak co, bereš to?“
I nodded.
Kývl jsem.
After that Eman explained the plan.
Teprve pak Eman nastínil předběžný plán útěku.
I was given more detailed instructions on the plane during the afternoon shifts which were not so busy, so it was easier to escape any unwanted German attention. Eman was best qualified for this as he was the mechanic who accompanied Major Ambruš and the plane to France in 1937.
Při odpoledních směnách, kdy nás ve výrobní hale pracovalo jen několik a bylo snadnější uniknout německému dozoru, jsem dostal od Emana patřičnou instruktáž přímo u Z-XIII. Měl k tomu plné oprávnění, protože ji jako mechanik doprovázel v roce 1937 po Francii s majorem Ambrušem.
Eman wasn’t the talkative type, but what he had to say, was worth listening to.
Eman toho nikdy moc nenamluvil. Co však vyslovil, to vydalo za cenu zlata.
“The propeller will have the optimum adjustment, which is good especially at take-off as we have to replace the battery with a reserve tank.”
„Vrtuli budeš mít nastavenou na optimální záběr, hlavně pro start, protože místo akumulátoru pro její přestavování bude přídavná nádrž, abys měl dost benzínu.“
He proceeded to explain to workings of the flaps, specified the take-off speed and took me through the instrument panel. All I had to do was remember it all, memorize the cockpit drill and keep my mouth shut.
Pak mně Eman vysvětlil použití klapek, udal rychlost pro start a přistání a seznámil mě s palubními přístroji. Zbývalo už jen všechno si zapamatovat, naučit se „cockpit drill“ a hlavně zachovat naprosté mlčení.
During the next few weeks I took every opportunity to go through the routine, at the same time getting used to the shape of the long, high-sided cockpit. When I was on morning shifts I pretended to be sick and spent my time studying the route.
Ještě několikrát jsem si v příštích týdnech při vhodné příležitosti všechno u třínáctky zopakoval a hlavně si zvykal na výhled přes její dlouhý a vysoký čumák. V týdnech dopoledních směn jsem se vymlouval na zhoršený zdravotní stav, zdržoval se doma a pilně studoval letovou trasu.
Although I had finished my military Air Force training some months earlier, I willingly accepted Eman’s advice, and also from the senior pilot, Mr Ouředníček.
Přestože jsem teprve před několika měsíci opustil vojenskou pilotní službu, rád jsem přijal Emanovy rady – jak jeho vlastní, tak poznatky zkušenějších, zejména pilota Ouředníčka.
I split the entire route to Yugoslavia into separate sections and marked the correct courses and any useful landmarks. After I had memorized everything, I practised take-off and landing with my eyes shut. The longer all this took, the more restless I became at work and got reprimanded several times. It was beginning to play on my nerves.
Celou trasu z Otrokovic do Jugoslávie jsem si rozdělil na jednotlivé úseky s příslušnými kursy a orientačními body. Když už jsem znal vše nazpamět, nacvičoval jsem se zavřenýma očima starty a přistání. Čím déle to všechno trvalo, tím více jsem byl v práci nesoustředěný a častěji napomínán. Čekání mně začalo jít na nervy.
Eventually one Saturday Eman approached me in the usual manner. While he busied himself with spreading the drawing in front of me, he muttered, “Sunday night at eight at my place. Make sure nobody sees you!”
Konečně se ke mně v sobotu obvyklým nenápadným způsobem přitočil Eman. Zatímco rozkládal na soustruhu výkres a něco mi vysvětloval, utrousil: „ V neděli večer v osm u mne. At tě nikdo nevidí!“
He showed me some details of the part in question and left before the German guard could get any nearer. I did not do a great deal after that.
Ukázal mi ještě na nějakou součástku, sbalil výkres a odešel dřív, než se přiblížil německý dozorce. Do konce směny jsem toho už moc nenadělal.
On the Saturday night, in order to avoid the nagging thoughts, I spent the evening in the cafe of our local Municipal House, and went out for dinner on the Sunday night before seeing Eman. Could it be my last in my occupied homeland?
V sobotu večer, abych se zbavil zbytečných úvah a dohadů, jsem po delší době zašel do kavárny ve Společenském domě na „Bahnáku“. V neděli před schůzkou jsem si zaskočil ještě na večeři. Že by poslední v Protektorátě?“
I headed for Eman’s house along the footpath at the edge of the airfield to avoid being spotted, stopping several times to gaze at the airfield where I had started my flying on the Z-XII well before becoming a military pilot. I arrived at Eman’s on time and after a few general queries he broached the subject.
K Emanovi jsem šel cestou po okraji letiště, abych nikoho nepotkal. Několikrát jsem se zastavil a prohlížel si dobře známé letiště, kde jsem se učil létat na Z-XII ještě dřív, než jsem se stal vojenským pilotem. U Emana jsem byl přesně. Po obvyklé výměně otázek a odpovědí hned přešel k věci.
“Apart from your faked illness I presume you are OK?” I could confirm that. Eman carried on, ‘Tomorrow morning you will not go to work at six, but you have to be at the back of the workshop hangar by five. It will be open and the mechanics will be preparing a Z-XII for test flying. The Germans have agreed to it. But be very careful! Lada Svab will take off with the first “twelve” and while they warm up other planes, your “thirteen” will be warming up at the back. You will get in and as soon as Lada gets outside the airspace above the airfield, you’ll take off! The Germans should not spot this as you will turn sharp left and disappear behind the hill just as Lada will appear again. Keep her low during take-off. You will need to gain enough speed to execute the sharp turn safely. Keep her low and at 300 kph until you reach Hungary. They shouldn’t be able to fire at you. By the time their supervisors arrive just before six, you should be well on your way.”
„Mimo tu předstíranou nemoc jsi doufám v pořádku?“ A když jsem přisvědčil, Eman pokračoval:
„Nazítří ráno nepůjdeš do práce v šest, ale musíš se nepozorovaně dostat zadem už před pátou k dílenskému hangáru. Ten už bude otevřený a budou se vytahovat a připravovat dvanáctky na zalétávání. Je na to německé povolení. A ted dávej pozor! Láda Šváb odstartuje s první dvanáctkou a zatímco se budou další stroje nahazovat, bude se už vzadu pro tebe zahřívat třináctka. Nasedneš, a když bude Láda ve vzduchu mimo letiště, odstartuješ! Němci by si toho neměli vůbec všimnout, protože po startu zahneš vlevo za kopec právě v době, kdy se Láda objeví a půjde na přistání. Při startu se drž na zemi, abys měl dostatek rychlosti ji zvednout a zatočit bez zbytečného rizika. Do Madarska se drž raději při zemi na rychlosti asi 300km/h. Němci by stejně neměli mít možnost po tobě prásknout. Až před šestou přijde do továrny německý dozor, bude už všechno probíhat jako obvykle.“
His instructions were so positive that I could already see myself in the cockpit. When he finished, my mind was racing. I tried to find the words to express my feelings – that I would not fail, or words to that effect – but failed completely. Eman picked up the newspaper and handed over a pistol and one cartridge.
Emanovy instrukce byly tak sugestivní, že jsem se úplně vžil do své role únosce, a tak, když se odmlčel, byl jsem duchem zcela nepřítomný. Hledal jsem vhodná slova k vyjádření svých pocitů – jako že se vynasnažím nezklamat – ale nic mi na mysl nepřicházelo. Eman nadzvihl noviny na stole a podal mi pistoli s jedním zásobníkem:
“This is just in case. You shouldn’t need it, but it’s safer that way.”
„Pro všechny případy si ji vezmi. Neměl bys ji potřebovat, ale je to jistota pro nás všechny, a budeš se cítit klidnější!“
It was clear outside. We said our goodbyes and I disappeared into the darkness, covering those first few yards from Eman’s house to the railway crossing with my mind completely blank.
Venku byl čistý vzduch, stiskli jsme si ruce a já zmizel ve tmě. Těch několik desítek metrů od Emana přes železniční přejezd jsem prošel duchem zcela jinde.
Only the sound of the approaching feet brought me back to reality. I must not be seen!
Teprve blížící se kroky mě vrátily do reality. Jen se s nikým nesetkat!
I felt that anybody could see what I was about to do. I crossed to the other side of the road, facing the ditch as any tired pub-crawler would. Somebody walked past … nothing happened. I continued past my flat towards Napajedla as far as the exact spot from which I would approach the hangar. I knew every inch, every bush – it was after all the view from my bedroom window. After I’d checked the route a few more times, I headed home.
Měl jsem pocit, že by každý poznal, co mám před sebou. Radši jsem přešel na opačnou stranu ulice a postavil se čelem k příkopu: ruce u poklopce, jako unavený návštěvník hospody. Kolemjdoucí přešel a nic se nestalo. Pak jsem prošel kolem svého bytu směrem k Napajedlům až do míst, kudy ráno půjdu zadem k dílenskému hangáru. Znal jsem v těchto místech každý keř, každý strom v mělkém širokém příkopu. Vždyt to byl prostor mezi oknem mého bytu a továrnou. Když jsem si cestu několikrát prošel, vrátil jsem se domů.
Baťa employees at Baťov (Otrokovice) airfield 1936, Alois Šiška 1st on right.
Baťovi zaměstnanci na letišti v Baťově - dnes Otrokovicích - v roce 1936. Alois Šiška první zprava.
The house was quiet. As I pulled the pistol out of my pocket and pushed in the cartridge I could still hear Eman’s voice: “You shouldn’t need it, but it’s safer that way!”
V domě byl klid. Z kapsy saka jsem vyndal pistoli, zasunul zásobník, nabil a zajistil. V duchu jsem slyšel Emanova slova: „…Neměl bys ji potřebovat, ale …budeš se cítit klidnější!“
I remembered the time of mobilization in 1938 when I was also given a pistol. It was bigger and came with two cartridges. I did not use it then … My main task now was the flight out. I had to concentrate on that.
Vybavila se mi vzpomínka na mobilizaci v roce 1938, kdy jsem před letem také dostal pistoli. Byla větší a měla dva zásobníky. Tehdy jsem ji nepoužil…Ted je mým hlavním úkolem úlet, na ten se musím soustředit.
I put the pistol in the pocket of my leather overcoat, prepared my clothing for the journey and checked everything I was leaving behind, to avoid endangering anybody I knew. I picked up my little book by O. Swett Marden, ‘Whatever you do, do it well’. It cheered me up – its meaning still relevant.
Dal jsem pistoli do kapsy kožáku a připravil si oblečení na ráno. Překontroloval jsem pečlivě všechno, co jsem chtěl doma nechat, abych vyloučil ohrožení kohokoliv ze známých. Do rukou mi opět přišla malá knížka O. Swett Mardena „Cokoliv děláš, dělej dokonale.“ Byla mi vzpruhou a poučením a její smysl platí i dnes.
Before falling asleep, I kept repeating Eman’s advice for the morning flight: ‘Keep calm … don’t push her too hard on take-off … keep her low.’
Ještě než jsem usnul, opakoval jsem si Emanovy rady pro zítřejší let: „…zachovej klid,…při startu třináctku nepřetlač…drž ji dlouho na zemi…“
I woke up well before five and was glad of the quiet house as I didn’t want to see anyone before leaving. I quickly ate a cold breakfast, quietly left the house and set off along my normal route to the airfield. When I was sure I was not being followed, I turned back and headed towards Napajedla.
Vzbudil jsem se před pátou a byl jsem rád, že je v domě klid. Nechtěl jsem se s nikým setkat. Rychle jsem snědl studenou snídani a potichu se vytratil. Napřed jsem šel jako obvykle směrem k letišti. Když jsem se přesvědčil, že je silnice prázdná, otočil jsem se a vracel se směrem k Napajedlům.
A few yards after the last house I jumped into the ditch on the right and continued to the back of the factory where I was shielded by tall poplar trees. Everywhere was quiet. A beautiful late summer morning, a skylark already high above. How I envied him!
Několik desítek metrů za posledním domkem jsem se dal příkopem vpravo, k zadnímu traktu továrny obklopené vysokými topoly. Všude byl klid. Bylo krásné ráno pozdního léta, skřivánek se vznášel vyskoko na obloze. Jak jsem mu záviděl!
So far, so good, perhaps too good … I kept an eye on the time from my hiding place and waited impatiently for the hangar door to open. As the time went by, my tension grew and I kept checking my watch.
Až dosud šlo všechno dobře, až příliš dobře…. Z úkrytu jsem sledoval, jak se čas pomalu vleče a netrpělivě čekal na otevření hangáru. S přibývajícím časem úměrně vzrůstalo mé napětí. Střídavé pohledy na hodinky a na vrata hangáru byly stále častější.
0530 hrs.
5.30
It was high time to act – fifteen minutes later the first workers started arriving for the morning shift, which also meant two German guards at the gate and German supervision inside the factory. What was going on? We had not allowed for such a delay. What now? I froze with sudden fear, real fear I had never experienced before. So much was at stake! It was quarter to six and the hangar remained firmly shut. Retreat was the name of the game now. My immediate problem was how to get back onto the road, which was already fairly busy. I ran to make up for the lost time as I had to get to the gate in time for the morning shift. I ran past my flat. The idea of hiding the pistol there was not a good one and I just slipped it into my trouser pocket. I reached the gate a few minutes past six.
To už byl na akci nejvyšší čas, protože o čtvrt hodiny později začnou přicházet první zaměstnanci ranní směny. To také znamenalo dva nácky na vrátnici a příchod německého dozoru do továrny. Co se jen mohlo stát? S takovým zdržením jsme nepočítali. Co dělat? Najednou mne přepadl strach. Opravdový strach, který jsem neuměl pojmenovat. V sázce bylo příliš mnoho! Bylo již tři čtvrtě na šest a hangár stále zůstával zavřený. Zbýval pouze ústup. Jediným problémem bylo dostat se nenápadně na již dost frekventovanou silnici. Chvílemi jsem běžel, abych se včas dostal do továrny na ranní směnu. Minul jsem své bydliště. Myšlenku, že bych mohl schovat pistoli v bytě, jem okamžitě zavrhl; jen jsem ji přendal z kožáku do kapsy u kalhot. Na vrátnici jsem doběhl několik minut po šesté hodině.
“Hands up!”
„Hande hoch!“
I only escaped trouble from the German guards thanks to the local porter who literally pushed me inside the gate with the words ‘Don’t hold him back, he’s late already.’ Only that evening, when I returned the pistol back to Eman, did I learn that our contact had been arrested.
Jen díky vrátnému, který mě doslova vystrčil z vrátnice s tím, aby mě skopčáci nezdržovali, že už jdu stejně pozdě, jsem vyvázl. Tak jsem se dostal do továrny. Teprve večer, když jsem vracel Emanovi pistoli, jsem se dozvěděl, že hangármistr byl zatčen.
The Germans forgot about our Z-XIII probably due to the start of production of the training planes Klemm 34 and Bucker 181 Bestman.
Možná proto, že se v těch dnech začala horečně připravovat licenční výroba cvičných letounů Klemm 34 a Bucker 181 Bestman, Němci na Z-XIII opět zapoměli.
Instead, the Baťa people in Baťov, cleverly managed to disguise the Zlín XIII as a derelict aircraft for the duration of the war. Amazingly, today, the Zlín XIII prototype is on exhibition at the National Museum of Technology in Prague.
Mezitím, se Baťovým zaměstnancům v Baťově podařilo Zlín XIII chytře zamaskovat jako nepoužitelný letoun po celou dobu války. Baťovi lidé v Baťově Zlín XIII na celou dobu války chytře zamaskovali jako nepoužitelný letoun. Je neuvěřitelné, že v dnešní době, je prototyp Zlínu XIII vystaven v Národním technickém muzeu v Praze.
Baťa’s air destinations.
Baťova cílová místa letů
To give the readers some perspective on Jan Baťa vision for aviation, aircraft, pilots in the defense of Czechoslovakia. By the mid-1930s, Baťa had built a formidable airline called Letiště Baťov with sixteen aircraft that serviced Czechoslovakia, all major countries in Europe and other international destinations including: Turkey, Egypt, and Syria, and other international destinations.
Čtenářům objasníme perspektivu vize Jana Bati pro letectví, letadla a piloty v obraně Československa. Do poloviny 30. let Baťa vybudoval úctyhodnou leteckou společnost nazvanou Letiště Baťov s šestnácti letouny, jenž létaly po Československu, všech hlavních zemích v Evropě a dalších mist na světě včetně : Turecka, Egypta a Sýrie a dalších častí světa.
Dr. J.A. Baťa remained committed to the Czechoslovak pilots through his support during the war purchasing two Spitfire planes for Czechoslovak RAF pilots operating in Great Britain. Also, when the Czechoslovak pilots’ quarters had been bombed out, it was Jan Baťa who financed the rebuilding of their quarters.(6)
Dr. Jan Antonín Baťa věnoval svoje úsilí československým pilotům i nadále, a to podporou během války, kdy pro československé piloty RAF bojující ve Velké Británii koupil dvě stíhačky Spitfire. A také, když byly ubytovny pilotů vybombardovány, byl to Jan Baťa, kdo zaplatil jejich obnovu.(6)
In leaving Czechoslovakia, one of the usual routes of escape for the Baťa pilots was through Poland, and then by ship to France where they regrouped. The Czechoslovak airmen and army reorganized in France under Ambassador, Štephan Osusky, the highest-ranking official of the Czechoslovak government in exile. After the fall of France, the regrouped Czechoslovak army and pilots were stranded; Jan Baťa, through his financial Lieutenant František Muška (located in the United States), arranged financing to assist in their evacuation from France.
Při odchodu z Československa byla pro Baťovy piloty jednou z běžných tras útěku ta přes Polsko a pak lodí do Francie, kde se přeskupili. Během působení nejvyššího představitele čs. vlády v exilu velvyslance Štefana Osuského ve Francii tam probíhala reorganizace československé armády a pilotů. Po pádu Francie nově zorganizovaná čs. armáda i piloti v zemi uvízli – Jan Baťa prostřednictvím svého finančního důstojníka ve Spojených státech Františka Mušky zařídil financování při pomoci s jejich evakuací z Francie.
From our research, we have found that the Baťa pilots and airmen served in many different squadrons of the Royal Air Force including the 68th, 138th, 240th , 310th, 311th, 312th, and 313th. The heaviest concentration of Baťa pilots served in the 311th Squadron. The Baťa pilots served as bomber pilots, fighter pilots, and on special operations missions, which included dropping agents behind enemy lines in occupied Czechoslovakia. One significant note is that one of the heaviest concentrations of Baťa airmen served as Czechoslovak bomber crews of the 311th RAF Squadron; a squadron that suffered some of the heaviest casualties during the war from any Czechoslovak squadron – casualties amounting to fifty five percent of all Czechoslovak airmen who lost their lives.
Pátáním jsme zjistili, že Baťovi piloti a letci byli příslušníky mnoha různých perutí RAF včetně 68. ,138. , 240. , 311. , 312. a 313. Nejvíce Baťových pilotů sloužilo u 311. perutě. Létali jak se stíhačkami, tak s bombardéry a při zvláštních úkolech, včetně vysazování agentů na území obsazeném nepřítelem v okupovaném Československu. Nutno poznamenat, že prokazatelně největší počet Baťových letců byl u československých osádek bombardérů 311. perutě, která utrpěla jedny z nejvyšších ztrát mužstva během druhé světové války ve srovnání s jinými čs. perutěmi – ztráty dosahující padesáti pěti procent všech čs. letců, jenž padli.
Baťa Lockheed Electra L-10A.
Jan Baťa’s prewar chief pilot, Jan Šerhant flew Jan Baťa on the first successful business trip around the world, completing the voyage on May 1st 1937 landing at the Baťa Aerodrome in Baťov in Baťa’s Lockheed L-10 Electra. Just two days before the German invasion, pilots Šerhant and Doležal flew the L-10 Electra out of Czechoslovakia. Baťa’s Electra ended up in Canada and was used in the service of the Royal Canadian Air Force (RCAF) for surveillance off Canadian coastal waters in search of German submarines for the duration of the war.
Předválečný vrchní pilot Jana Bati, Jan Šerhant, s ním letěl v Baťově Lockheedu L-10 Electra na první úspěšný obchodní cestu kolem světa a ukončil ji 1. května 1937 přistáním na letišti v Baťově. Pouhé dva dny před obsazením země Němci Šerhant a Doležal s tímto letounem z Československa odletěli. Baťova L-10 Electra skončila v Kanadě a používala se v Kanadském královském letectvu/RCAF/ k pátrání nad kanadskými pobřežními vodami po německých ponorkách po celou dobu války.
Jan Baťa and pilots complete first business trip around the world, May 1st, 1937
Newspaper Article Baťa Shoe Company to Train Boys to Fly, April 1940.
Novinový článek Baťovy obuvnické továrny
Jan Baťa did not limit his drive for pilots only to Czechoslovakia. He did financed similar efforts in the United States assisting training Baťa men in America to be pilots – one year in American newspaper clipping, entitled, BAŤA SHOE COMPANY TO TRAIN BOYS TO FLY. Jan Baťa’s intentions can be understood by reading from a Baťa brochure that, “every apprentice of the Baťa Industrial and Business Institute learns to fly”.(7) The Baťa plant in Belcamp, Maryland had nearly one thousand employees at the time.
Jan Baťa neomezoval svou snahu o získání pilotů pouze na Československo. Platil podobnou činnost ve Spojených státech a tím napomáhal v pilotnímu výcviku Baťových můžů v Americe už jeden rok před vstupem USA do války. Toto je doloženo zprávami z tisku, jak ukazují ústřižky amerických novin, pod titulkem OBUVNICKÁ FIRMA BAŤA TRÉNUJE CHLAPCE V LÉTÁNÍ. Úmysly Jana Bati jsou zřejmé při čtení z jeho brožurky, že “každý učeň z Baťovy Průmyslové a obchodní školy se učí létat”.(7) Baťova továrna v Belcampu ve státě Maryland tehdy zaměstnávala téměř tísíc lidí.
To date, no research has been done on Baťa’s American pilots, there are some indications that many pilots were trained through Baťa’s educational program in the United States.
Dodneška nebyla o Baťových pilotech v Americe provedena žádná studie, existují údaje, že mnoho pilotů prodělalo výcvik ve Spojených státech prostřednictvím Baťova vzdělávacího program.
Similarly, from the United Kingdom, many RAF pilots originated from the Baťa Shoe Company at Tilbury including: William Leslie Frost, George Chaplin; Richard Bloor; Stanley Dorrell, 7th Squadron; George Chaplin; Dennis George Bradd, 630th Squadron; Edward H.W. Norman, Glider Pilot Regiment; William Frost, 500th Squadron; Sydney Mansfield, 100th Squadron.
Stejně tak ve Spojeném království Velké Británie a Severního Irska – mnoho pilotů RAF pocházelo z Baťovy obuvnické firmy v Tilbury včetně : Williama Leslieho Frosta, George Chaplina, Richarda Bloora a Stanleyho Dorella ze 7. perutě, George Chaplina a Dennise Goerge Bradda z 630. perutě, Edwarda H. W. Normana z Pluku pilotů kluzáků, Williama Frosta z 500. perutě a Sydneyho Mansfelda z perutě 100.
The purpose of this paper was to bring to light the incredible story of the Baťa Czechoslovak pilots, the international Baťa organization and their wartime leader Dr. Jan Antonin Baťa a Czechoslovak aviation visionary who loved his country and believed in democracy and freedom.
Účelem tohoto článku je uveřejnit neuvěřitelný příběh Baťových československých pilotů, mezinárodní Baťovy organizace a jejich vedoucího v době války Dr. Jana Antonína Bati – vizionáře československého letectví, který svou zemi miloval a věřil v demokracii a svobodu.
Baťa Pilots and Airmen: Baťovi piloti a letci :
The following are brief descriptions and listings of known Bata pilots and airmen who served in the Czechoslovak Squadrons of the RAF during the Second World War.
Následuje strohý popis a seznam známých Baťových pilotů a letců, jenž byli příslušníky československých perutí RAF během druhé světové války.
F/Lt. Jan Šerhant, Pilot 68th Night Fighter Squadron. On October 7th, 1943, Šerhant’s guns shot-down a twin engine German Luftwaffe Dornier Do. 217 bomber. Šerhant’s fighter was identified by a boot crushing a Swastika, symbolizing his support for his former employer J.A.Baťa.
F/Lt Jan Šerhant, Pilot 68. Noční stíhací perutě. 7. října 1943 Šerhantovy kulomety sestřelily dvoumotorový Dornier 217 německé Luftwaffe. Šerhantova stíhačka nesla kresbu boty drtící německý hákový kříž, symbolizující jeho podporu svému bývalému zaměstnavateli J. A. Baťovi.
F/Lt. Oldřich Doležal, Pilot for the 311th Squadron: On December 27th, 1943, Pilot Dolezal and his crew sunk a German blockade-runner and armed supply ship, the ‘Alsterufer’. On the day it was sunk, the ‘Alsterufer’ was returning from a trip from Kobe, Japan to France. Dolezal was awarded the Distinguished Flying Cross (DFC) for his successful attack.
F/Lt Oldřich Doležal DFC, Pilot 311. bombardovací perutě. 27. prosince 1943 pilot Doležal s osádkou potopili německou ozbrojenou zásobovací loď Alsterufer, která prolomila blokádu. Toho dne, kdy byl potopen, se Alsterufer vracel z plavby z Kobe v Japonsku do Francie. Doležal byl za svůj úspěšný útok vyznamenán Záslužným leteckým křížem DFC.
F/Lt. Eduard Prchal, flew in the Battle of France with GC I/8 and achieved the destruction on three Luftwaffe aircraft. He flew in the Battle of Britain for the 310th Squadron RAF and achieved three more Luftwaffe aircraft destroyed.For two years before the war, Prchal worked as a transport pilot for Baťa.
F/Lt Eduard Prchal, v Bitvě o Francii létal u Stíhací skupiny – Group de Chasse I/8 – a zničil tři letouny Luftwaffe. V Bitvě o Británii byl příslušníkem 310. perutě RAF a sestřelil další tři německá letadla.Dva roky před válkou Prchal pracoval pro Baťu jako dopravní pilot.
W/Cmdr Ján Ambruš, Pilot: Test pilot for Baťa’s Zlín XIII light Czechoslovak advance prototype fighter plane. Ambruš flew in the Battle of Britain. Later he served in the 312th Squadron.
W/Cmdr Ján Ambruš OBE, Pilot : zalétávací pilot lehkého československého pokročilého prototypu stíhačky Zlín XII. Ambruš létal v Bitvě o Británii u 312. perutě a během ní této jednotce velel.
W/O Josef Pípa, Battle of Britain pilot for the 312th Squadron: Pípa was an apprentice at the Baťa Shoe Company until 1937 when he went to the Elementary Flying School at Olomouc, and later transferred to the Fighter Pilot School in Prague in 1938. Pípa shared in the destruction of a number of JU88 reconnaissance bombers as well as the destruction of a Do.17 and the probable destruction of a Do. 215 bomber. On September 13th 1944, Pípa was returning from a mission saw a Mustang shot down into the sea. Pípa circled the plane and attempted to throw out his dingy to the downed pilot, succeeding only in wrapping the dinghy around his tail, yet managed to send out a mayday. The downed pilot was found and rescued by the Coastal Command. Pípa had similarly thrown out dinghies on two other occasions earlier in the. On July 9th, 1944, while flying a Spitfire near Folkestone, Kent shot down a V1 rocket. Pípa was one of the most highly decorated Czechoslovak airmen during the war.
W/O Josef Pípa, Pilot u 312. perutě během Bitvy o Británii. Pípa byl v učení u Bati do roku 1937, když nastoupil do Začátečnické letecké školy v Olomouci a později v roce 1938 přestoupil do Pilotní školy pro stíhače v Praze. Pípa se dělil o sestřel průzkumných Junkersů 88 a zničení Dorniera 17 a o pravděpodobné sestřelení bombardéru Dornier 217. Dne 13. září 1944 se Pípa vracel z operačního letu, když spatřil v moři sestřelený Mustang. Pípa kroužil nad letadlem a pokusil se pilotovi shodit vlastní záchranný člun, ale podařilo se mu pouze zamotat ho do ocasních ploch vlastního stroje, a tak vysílačkou vyslal stav nouze. Pilot ve vodě byl nalezen a zachráněn letounem Pobřežního velitelství. Pípa už dříve za války dinghy dvakrát podobně shodil. 9. července 1944 při letu se Spifirem u Folkestone v hrabství Kent sestřelil raketu V 1. Pípa byl jedním z čs. letců, kteří během války dostali nejvyšší vyznamenání.
Sgt. František Šeda, RAF Volunteer Reserve: Before the war Šeda was a pilot employed by Baťa in Zlín. At the time of the Munich agreement, he and another Baťa pilot flew two Zlín XIIs to Gravesend, Great Britain that had been manufactured at the Zlínská Letecká (ZLAS) manufacturing company near Zlín. From shortly after his arrival in Great Britain, Šeda had been employed at the Baťa’s East Tilbury shoe manufacturing plant near London.
Sgt. František Šeda, Dobrovolnická záloha RAF : Před válkou byl Šeda ve Zlíně zaměstnán jako Baťův pilot. V době podepsání Mnichovské dohody letěli on a jiný Baťův pilot se Zlíny XII vyrobenými Zlínskou leteckou výrobní společností /ZLAS/ u Zlína do Gravesendu ve Velké Británii. Brzy po svém příletu do Británie byl Šeda zaměstnán v Baťově obuvnické továrně v East Tilbury u Londýna.
F/O Jaroslav ŠIKA, flew with GC I/8 in l’Armee d’Air during the Battle of France where he shared in the shooting-down of a Hs 126 and a Do 17. In the Battle of Britain he flew with the 43rd Squadron and later with the 310th Squadron.
F/O Jaroslav ŠIKA, během Bitvy o Francii byl příslušníkem Group de Chasse I/8 – Stíhací skupiny – a dosáhl děleného sestřelu Hs 126 a Do 17. V Bitvě o Británii létal u britské 43. perutě a později u československé 310.
List of Baťa Pilots and Airmen Who Served in the Czechoslovak RAF
Pre-Munich Test Pilot for the Baťa Zlín XIII Fighter Plane:
AMBRUŠ Ján Major
Role of Honor:
Battle of France:
AMBRUŠ Ján W/Cdr
PIPA, Josef F/Sgt. 312 Sqn Pilot
PRCHAL, Eduard F/Lt 310 Sqn Pilot
ŠIKA Jaroslav, F/O, 310 Sqn Pilot
Battle of Britain:
AMBRUŠ Ján W/Cdr (Czech CO), Commanding Officer 312 Sqn
PÍPA Josef, F/Sgt 312 Sqn Pilot
PRCHAL Eduard F/Lt 310 Sqn Pilot
ŠIKA Jaroslav, F/O, 310 Sqn Pilot
Slovak Uprising 1944:
REZNICEK, Jiri F/O 313 Squadron Pilot
Special Operations Executive (SOE):
The SOE dropped Special agents and supplies to occupied Europe.
(1) News flashes from Czechoslovakia under Nazi domination, Issues 114-217 (1942), p.155. / Zprávy probleskují z Československa za nacistické nadvlády, čísla 114 – 217 /1942/, strana 155.
(2) Letter from J.A.Baťa to Unite States Ambassador, Brazil, June 14, 1946. / Dopis od J. A. Bati Velvyslanci Spojených států amerických v Brazílii – 14. července 1946.
(3) Documents on British foreign policy records, August 17, 1938, “the words of Dr. Jan A. Baťa, a leading Czech industrialist, who had attacked the weakness and indecision shown in high quarters towards irredentists. An irredentist is a person who advocates the recovery of territory culturally or historically related to one’s nation but now subject to a foreign government. September 1, 1938 Documents on British foreign policy records; Beneš comments regarding visit from Jan Baťa, “he [Jan Baťa] has been making lately ‘no surrender’ speeches. / Písemnosti o záznamech Britské zahraniční politiky, 17. srpna 1938 : “slova Dr. Jan A. Bati, předního českého průmyslníka, který kritizoval slabost a nerozhodnost vůči IRREDENTISTUM projevenou ve vysokých kruzích. IRREDENTISTA je osoba obhajující navrácení území kulturně nebo historicky spjatého s vlastním národem, ale nyní podléhající zahraniční vládě. 1. září 1938, Písemnosti o záznamech britské zahraniční politiky – Benešův komentář ve věci návštěvy Jana Bati :„ nedávno měl = Jan Baťa – projevy na téma ´nikdy se nevzdáme´“
(4) Jaroslav Lonek escaped to Poland shortly after the invasion, but soon returned to the Czech Republic as an organizer of the anti-Nazi resistance. Soon Lonek’s activities were noticed and the Gestapo imprisoned him. On January 26, 1945, Jaroslav Lonek was executed in Dresden, Germany. Posthumously recognized for his heroism, Jaroslav Lonek was awarded the Czechoslovak War Cross. / Jaroslav Lonek uprchl do Polska krátce po vpádu Němců, ale brzy se do České republiky vrátil a organizoval zde protiněmecký odboj. Lonkovu činnost brzy odhalilo Gestapo a byl uvězněn. 26. ledna 1945 byl Jaroslav Lonek v Drážďanech popraven. Posmrtně se mu dostalo uznání za jeho hrdinství, byl mu udělen Československý válečný kříž.
(5) Major Jan Ambruš was the Commanding Officer of the Czech Air Force Test Group in Prague in 1938. Major Ambruš, escaped from Czechoslovakia, served in France in mid-1940, and was then posted to the Czechoslovak 312th Squadron of the RAF. / Major Jan Ambruš byl roku 1938 velícím důstojníkem Zalétávací skupiny Československého letectva v Praze. Major Ambruš uprchl z Československa, koncem jara 1940 působil ve Francii a poté byl odvelen k 312. stíhací peruti RAF.
(6) Letter from U.S. Congressman Karl Stefan to W.B.Bradford Nov. 20, 1943 on Baťa Contributions to Allied Cause. / Dopis člena Kongresu Spojených států amerických Karla Stefana W. B. Bradfordovi ze dne 20. listopadu 1943 o Baťově přispění k záležitosti vítězství Spojenců.
(7) Newspaper Article Baťa Shoe Company to Train Boys to Fly, April 1940. / Článek v novinách z dubna 1940 „ Baťova obuvnická firma trénuje chlapce v létání“.
During the 1939-1945 War, the city of Cardiff was one of the Royal Naval bases of the Western Approaches Command. It was severely damaged by enemy air attack during the early part of the 1939-1945 War and has been largely rebuilt.
The cemetery, known locally as Cathays Cemetery was opened in 1859 and has been extended to cover over 100 acres.
The cemetery contains war graves of both world wars. Just over a third of the 1914-1918 burials are contained in a War Graves Plot in the portion of Section EB, this plot is on two converging roadways leading to the main entrance. The remainder of the graves are scattered in other parts of the cemetery. After the 1914-1918 War, a Cross of Sacrifice was erected in front of the plot in the angle formed by the junction of the two roadways, the whole forming a triangular island site.
The 1939-1945 War burials are scattered throughout the cemetery in more than 30 different sections. A number of them are airmen who came from the Royal Air Force stations at Cardiff and St. Athan.
There are now nearly 500, 1914-1918 and over 200, 1939-1945 war casualties commemorated in this site. Some 40 French and Norwegian Foreign Nationals are also commemorated here.
The War Graves Plot is enclosed on two sides by the stone wall which marks the cemetery boundary. The Cross of Sacrifice stands on the western side of the plot near the entrance.
Early in the 1939-1945 War, a piece of ground was set aside by the local authorities in Section C, in the south-eastern corner of the cemetery, for service war burials which became the War Graves Plot.
Most of the airmen buried here came from the large R.A.F. station at St. Athan near Barry and some from Llandow R.A.F. station near Cowbridge. Many of them were killed in flying accidents while training.
The non-war graves in this cemetery have been marked by headstones designed to harmonise with those on the war graves beside them.
There are more than 50, 1939-1945 war casualties commemorated in this site, 1 casualty is unidentified.
The cemetery contains war graves of both world wars, the burials of the 1914-1918 War being in various parts of the cemetery. Burials of the 1939-1945 War, 23 of which are in a group in Section R in the north-western corner of the cemetery, and the remainder are to be found elsewhere. There is a man belonging to the National Fire Service, who was buried in the group of war graves. Among the 14 men of the Merchant Navy are four Danish seamen who, with two other Danes, lost their lives in April 1942 in an explosion in the British Merchant vessel S.S. Soborg of Glasgow, in which they were serving. They are buried in the group of war graves. The body of the fifth Danish member of the crew was originally buried here but was later repatriated. The sixth body was not recovered. The names of all six are commemorated on a grey granite memorial which was erected on the empty grave of the repatriated Dane by the Danish Government, and unveiled by the Danish Ambassador in April 1948. The four graves are marked by Commission headstones.
There are 26 Commonwealth burials of the 1939-45 war here, 1 being a sailor belonging to the Royal Navy whose body was washed ashore and could not be identified. In addition there is also 1 airman of the Polish Air Force.
The assistance of Ministerstvo obrany České republiky [Ministry of Defence, Czech Republic], the Commonwealth War Graves Commission and The War Graves Photographic Project, with this article, is very much appreciated.
Listing of Beaufighter aircraft operated by 68 Squadron RAF and flown by Czech aircrew during WW2.
Squadron code letters ‘WM’
Abbreviations in use:
ATA
Air Transport Auxiliary
Del.
Delivered
FP.
Ferry Pool
Flt.
Flight
MTO
Motor Transport Officer
OTU
Operational Training Unit
PRU
Photographic Reconnaissance Unit
Sqn.
Squadron
Trans.
Transfer
Abbreviations in use for personnel (k) = Killed; (m) = Missing, (i) = Injured; (dli) = Died later of injuries; (pow) = Prisoner of War; (s) = safe.
Serial No:
Mk:
Unit Detail:
Operational Information:
R2091‘Y’
IF
Trans from 604 Sqn to 68 Sqn then back to 604 Sqn
This aircraft was flown on patrol between August 1941 and April 1942, by various Czech crews.
R2099‘Y’
IF
Crashed near High Ercall, whilst returning from a night sortie on 23.10.41. The pilot, 83971 F/O Josef Kloboucnik (k) and 78784 Sgt Josef Klvacek (k) the radar operator (R/O) both perished. The aircraft came down at Poynton Green, Salop.
R2139
‘L’
IF
Trans from 604 Sqn to 68 Sqn then to TFU then back to 68 Sqn then to 51 OTU
This aircraft was operated by various Czech crews between May 1942 and January 1943.
R2148‘T’
IF
Trans from 89 Sqn to 68 Sqn then to 51 OTU
Between July 1942 and December 1942 this aircraft was flown by various Czech crews
R2248‘S’
IF
Trans from 29 Sqn to 68 Sqn then to 141 Sqn
This aircraft was used by Czech crews between August 1941 and August 1942. P/O Miloslav Mansfeld (Pilot) and Sgt Slavomil Janacek (R/O) claimed two Ju.88s as shot down and one Ju.88 as damaged, whilst on patrol in this aircraft on the night of 12/13.10.41. Mansfeld and Husar were later credited with the shooting down of Heinkel He.IIIH-6 of 8/KG40 (no 4260 code F8+AS), which crashed into the sea off Holyhead Anglesey at 2335 hours. Hptmn P Romisch was listed as killed and the other members of the crew, Lt W Kreutzer, Uffz H Leitner and Fw. E Uredal were listed as missing.
P/O Josef Vopalecky (pilot) and Sgt Rudolf Husar (R/O) claimed one Do.217 as damaged when flying this aircraft on 1.5.42.
R2256
IF
Trans from 600 Sqn to 68 Sqn then to 256 Sqn
This Beaufighter was used by Czech crews from November 1941 to April 1942. One of its patrols took place on 15.4.42. with a Czech/British crew of S/Ldr Howden (pilot) and Sgt Husar (R/O).
R2261‘K’
IF
Del to 68 Sqn then to 256 Sqn.
This aircraft was operational during April 1942 with several different Czech crews. It was damaged by return fire from a He.III on the night of 1.5.42. Neither of the crew of Flt/Lt Frantisek Sykora (pilot) and P/O J Oakley (R/O) were injured.
T4627
IF
Trans from RAE to 68 Sqn then to 256 Sqn.
This aircraft carried out an operational patrol during April 1942 crewed by P/O Frantisek Chabera (pilot) and Sgt Karel Bednarik (R/O).
T4631
IF
Trans from 141 Sqn to 68 Sqn.
This aircraft flew a patrol during April 1942 with a crew of W/O Ladislav Bobek (pilot) and Sgt Bohuslav Kovarik (R/O). This aircraft hit a target drogue wire and spun into the ground near Coltishall on 27.4.42. Both crew survived the incident.
T4644
IF
Del to 68 Sqn then to 51 OTU.
This aircraft first operated in November 1941, with a crew of P/O Mansfeld (pilot) and Sgt Janacek (R/O). It was still operational in April 1942.
V8246‘H’
IF
Del to 68 Sqn (WM-H) then to 301 FTU
This aircraft was flown by Czech crews between April and October 1942. It suffered slight damage as a result of return fire from a Do.217 on 1.5.42. The crew of P/O Mansfeld and Sgt Janacek were unharmed. They claimed two He.IIIs as destroyed (around 0200 hours off the East Anglian coast) and a Do.217 as shared destroyed (with Beaufighter V8253 – see below) on this sortie.
V8249‘J’
IF
Del to 68 Sqn then to 141 Sqn.
On the night of 23.7.42. W/O Bobek (pilot) and F/Sgt Kovarik (R/O) claimed a Do.217 as destroyed off Lowestoft at 2324 hours, whilst on patrol in this aircraft. On 17.8.42 a joint Czech/British crew (Flt/Lt Frantisek Sykora and P/O J Oakley) carried out a patrol. The aircraft was in used by Czech crews up to November 1942.
V8252‘U’
IF
Del to 68 Sqn then to TFU then back to 68 Sqn then to 141 Sqn.
On 29.4.42. Sqn/Ldr Vlastimil Vesely (pilot) and F/O J F Montgomerie (R/O) claimed a Ju.88 as damaged off the Norfolk coast at 0400 hours approximately, whilst on patrol in this aircraft. The aircraft continued to be operated by Czech crews up to September 1942.
V8253‘W’
IF
Del to 68 Sqn to 141 Sqn.
Operated by Czech crews from April 1942 through to June 1943, during which time it was a regular ‘mount’ for Flt/Lt Mansfeld and P/O Janacek. This aircraft suffered slight damage caused by return fire from a Do.217 on 1.5.42. The enemy aircraft was claimed as shared destroyed with Beaufighter V8246 (see above). The crew of Sqn/Ldr Vlastimil Vesely (pilot) and F/O J F Mongomerie (R/O) were unharmed.
On 28.7.42. W/O Ladislav Bobek (pilot) and F/Sgt Bohuslav Kovarik (R/O) claimed one Do.217 destroyed and a second Do.217 as probably destroyed off the Norfolk coast at 0100 hours approximately, whilst flying this aircraft.
On 11.12.42. Flt/Lt Mansfeld and P/O Janacek claimed one Do.217 as destroyed some fifty miles off Cromer, whilst on patrol in this aircraft.
V8254‘V’
IF
Del to 68 Sqn then to 141 Sqn.
Operated by Czech crews between May and December 1942. Whilst flying this aircraft on 24.7.42. Sqn/Ldr Vlastimil Vesely (pilot) and Sgt Zbysek Necas (R/O) claimed one He.177 as destroyed, over the North Sea at 0130 hours approximately.
On 1.8.42. P/O Ladislav Bobek (pilot) and W/O Bohuslav Kovarik (R/O) claimed one Do.217 as destroyed.
On 19.10.42. Sqn/Ldr Vesely and Sgt Necas (R/O) claimed a Do.217 as probably damaged off Cromer Knoll at 1040 hours approximately, whilst operating in this aircraft.
V8255‘F’
IF
A joint Czech/British crew (P/O Welch and F/O Karel Juchelka) flew a patrol in this aircraft on 29.7.42.
V8256‘M’
IF
Del to 68 Sqn then to 141 Sqn
This aircraft operated with Czech crews during the period May to July 1942.
V8283‘M’
IF
Del to 68 Sqn then to 141 Sqn.
W/O Bobek (pilot) and Sgt Kovarik (R/O) claimed a Ju.88 damaged off Hornsea, whilst on patrol on 29.5.42.
The aircraft suffered slight damage as the result of return fire from a Do.217, which was claimed as damaged on 16.9.42. The crew of P/O Bobek and W/O Kovarik were unharmed.
On 19.9.42. this aircraft was on patrol and was once again crewed by P/O Bobek and W/O Kovarik and they claimed a Do.217 as damaged. It remained in use by Czech crews until January 1943.
V8287
IF
Del to 68 Sqn then to CGS.
This aircraft was flown by Czech crews between December 1942 and January 1943. On 17.12.42. it was flown by a joint Czech/British crew (Flt/Lt Sykora/P/O Oakley).
V8562
VIF
Del to 68 Sqn.
In use by Czech crews between March and September 1943. On 15.3.43. Flt/Lt Mansfeld and P/O Janacek claimed a Ju.88 as destroyed whilst on patrol in this aircraft. It is recorded as crashing on landing at Coltishall on 11.9.43.
V8567‘B’
VIF
Del to 68 Sqn
The aircraft was seen to spin into the ground out of cloud at Castle Farm,Swanton Morley shortly after 2000 hours on 22.4.43. It broke up at a height of 500 feet, probably through being overstressed as the pilot attempted to recover from the spin. The port engine was seen to fall off during the incident. The crew of 787663 F/O Josef Mensik and 141980 P/O Rudolf Sliva were both killed. (Whilst flying with 313 Sqn in 1941 Mensik had been shot down over France he evaded capture and managed to return to the Uk via Spain and Gibraltar).
V8569/G
VIF
Del to 68 Sqn then to 406 Sqn.
This aircraft was used by Czech crews during February to April 1943 and again in early 1944. On 18.2.43. between 0050 and 0245 hours, it was involved (with other 68 Sqn aircraft) in attacking ‘E’ Boats some 70 miles east of Yarmouth.
V8592‘E’
IF
Del to 68 Sqn.
Operated by Czech crews between April 1943 and February 1944. On 14.4.43. it was involved in hunting ‘E’ Boats with a mixed Czech/British crew (Flt/Lt Sykora/P/O Oakley). It is recorded as crashing on landing at Fairwood Commmon on 27.4.44. The aircraft had burst a tyre on take off and had to circle for some 80 minutes whilst other aircraft landed before making an attempt at a forced landing. The crew of Standera and Bednarik were uninjured.
V8594‘M’
VIF
Trans from 604 Sqn to 68 Sqn.
This aircraft operated with Czech crews during April and May 1944. It was shot down in error when the guns of another aircraft were fired during a camera gun practice at Fairwood Common on 28.5.44.
V8613‘G’
VIF
Trans from 604 Sqn to 68 Sqn then to 54 OTU.
V8618‘T’
VIF
Del to 68 Sqn then to 406 Sqn
This aircraft was in regular use by Czech crews between March and October 1943.
V8619
VIF
Del to 68 Sqn
In use by Czech crews of the squadron between May and October 1943. It was later shot down in error by a Mosquito over Stowmarket, Suffolk on 10.12.43.
V8620
VIF
Del to 68 Sqn then to 54 OTU.
Used by a variety of Czech crews between March and October 1943.
V8640
VIF
Del to 68 Sqn then to 51 OTU.
Used by Czech crews between April and August 1943.
V8643
VIF
Del to 68 Sqn then to 54 OTU.
Used on a number of occasions by Czech crews from May 1943 to April 1944.
V8656/G‘U’
VIF
Del to 68 Sqn
On 11.3.43. P/O Josef Vopalecky and Sgt Rudolf Husar claimed a Ju.88 as destroyed, whilst on patrol in this aircraft. Again on 28.3.43 the same pair claimed a Ju.88 as damaged, whilst on patrol. Whilst returning to base with the same crew this aircraft struck Beau’ V8737 (see below) on landing at Coltishall on 30.5.43. after the starboard engine failed and the aircraft skidded on the wet grass. P/O Vopalecky was uninjured and Sgt Husar suffered slight head injuries.
V8737/G
VIF
Del to 68 Sqn.
This aircraft flew at least one patrol with a Czech crew (Adam and Gemrod) on 15.3.43. It was struck by Beau’ V8656 whilst on the ground at Coltishall on 30.5.43. (see above).
V8740‘Z’
VIF
Del to 68 Sqn.
This aircraft was in use by Czech crews from June 1943. It crashed into a woodland clearing after take off (following the failure of the starboard engine when only some 20 feet in the air) from Fairwood Common on 18.4.44. The crew of P/O Miroslav Standera and W/O Karel Bednarik were uninjured.
V8742‘Q’
VIF
Del to 68 Sqn then to 406 Sqn
This aircraft carried out at least one patrol with a joint Czech/British crew (F/O Russell and F/Sgt Kanovsky) on 7.9.43.
V8749‘Q’ and ‘G’
VIF
Del to 68 Sqn then to No.I OADU
This aircraft first operated with a Czech crew (P/O Bobek and W/O Kovarik) on 12.3.43. It was heavily damaged by return fire from a Ju.88. on 28.3.43. The enemy fire struck the starboard engine and the aircraft’s rudder and elevators. P/O Bobek made a forced landing at Coltishall and he and his R/O W/O Kovarik were uninjured. The enemy aircraft was claimed as destroyed some 60 miles east of Lowestoft at 2230 hours.The aircraft was again damaged on 18.8.43. when it was struck on the leading edges of the wings by wreckage from a Dornier 217, which was claimed as shot down together with a second Dornier also claimed as destroyed to the north east of Cromer. The crew on this occasion W/O Adam and his R/O F/Sgt Gemrod, were uninjured. The aircraft continued in use until February 1944.
Serial No:
Mk:
Unit Detail:
Operational Information:
X7540‘S’
IF
Trans from 600 Sqn to 68 Sqn then to 141 Sqn
This aircraft was used by Czech crews for patrols on at least three occasions in January 1943.
X7547
IF
Del to 68 Sqn then to 29 Sqn
This aircraft first operated in March 1942 with a crew of P/O Chabera (pilot) and Sgt Bednarik (R/O). It continued to be used by Czech crews through to March 1943.
X7551‘R’
IF
Del to 68 Sqn then to 25 Sqn.
This aircraft was operated by P/O Mansfeld with Sgt Janacek and later by F/Sgt Prchal (pilot) and Sgt Husar (R/O) during October 1941.
IF X7553‘D’
IF
Del to 68 Sqn then to 51 OTU
Operated by Czech crews between June 1942 and January 1943.
X7555‘H’
IF
Del to 68 Sqn then to 29 Sqn
This aircraft flew two patrols during April 1942 with different Czech crews Chabera/Bednarik and Vopalecky/Gemrod).
X7558‘U”
IF
Trans from 141 Sqn to 68 Sqn then to 51 OTU.
This aircraft operated on at least one occasion, with a Czech crew (Adam/Gemrod) on 5.2.43.
X7572‘X’
IF
Del to 68 Sqn then to No.I ADF
This aircraft was flown by various Czech crews between March and August 1942.
X7583‘G’ and ‘E’
IF
Del to 68 Sqn then to 105 OTU.
Operated by Czech crews between March and November 1942.
X7703‘B’
IF
Del to 68 Sqn.
Crashed on approach to Coltishall 13.9.42. after the pilot was dazzled by searchlights during a searchlight co-operation exercise. 120078 P/O Frantisek Glauder, the pilot, and 787053 Sgt Frantisek Vasata were both killed.
X7751
IF
Del to 68 Sqn then to 141 Sqn.
Operated by Czech crews between September and December 1942.
X7611
IF
Trans from 141 Sqn to 68 Sqn then back to 141 Sqn.
This aircraft operated at least once with Czech crew (Bobek/Kovarik) on 7.2.43.
X7842
IF
Del to 68 Sqn
Caught fire four minutes after take off at 11:40 hours and crashed Frettenham Norfolk on 5.9.42. The fire was possibly caused by fuel vapour trapped in the wing igniting. The two crew, 788029 W/O Karel Richter and 787852 F/Sgt Jaroslav Kovanda were both killed.
EL182‘H’
VIF
Trans from TFU to 68 Sqn then to 96 Sqn.
Flown by Czech and Czech/British crews during August 1943 (Capka/Cupak and Russel/Kanovsky).
KV965‘M’
VIF
Del to 68 Sqn then trans to Med’
Operated by Czech crews during January and February 1944. On 4.2.44 F/O Karel Seda and P/O Drahomir Hradsky claimed one Ju.88 destroyed off Southwold at 05:50 hours.
KV974‘R’
VIF
Del to 68 Sqn.
Used by Czech crews between November 1943 and June 1944. This aircraft was shot down in error by a USAAF B.24 over Norfolk on 27.6.44. F/Lt Josef Capka suffered serious wounds to his head, but managed to make a forced landing near Cochester. His R/O F/Lt G Williams had earlier been ordered to bale out of the stricken aircraft.
MM844‘A’
VIF
Del to 68 Sqn then to 543 OTU
Operated by Czech crews between January and April 1944.
MM846‘X’
VIF
Del to 68 Sqn then to 108 Sqn
Used by Czech crews between August and December 1943.
MM850‘L’
VIF
Del to 68 Sqn then to 406 Sqn.
Czech crews operated with this aircraft between June and October 1943. Sqn/Ldr Sikora and F/O J Oakley claimed a Ju.88 as damaged on 12.7.43. P/O Jan Serhant and F/Sgt Zbysek Necas, his R/O claimed a Do.217 as destroyed whilst flying this aircraft on 7.10.43.
MM851
VIF
Del to 68 Sqn then trans to Med’.
Operated by Czech crews between August and December 1943.
MM866
VIF
Trans from 409 Sqn to 68 Sqn then trans to Med’.
This aircraft operated with a Czech crew on at least one occasion (12.5.44.).
ND211‘K’
VIF
Del to 68 Sqn then to 54 OTU
Operated by Czech crews from October 1943 to May 1944. Sqn/Ldr Mansfeld and F/O Janacek, claimed two Do.217s as destroyed on 15.5.44. over the Channel at 0200 hours approximately, whilst operating in this aircraft.
ND239
VIF
Del to 68 Sqn then to 406 Sqn.
This aircraft was flown by a Czech crew (Adam/Gemrod) on at least one occasion on 18.1.45.
ND268
VIF
Trans from 409 Sqn to 68 Sqn then to 406 Sqn.
Operated by Czech crews between May and June 1944.
ND269‘W’
VIF
Trans from 604 Sqn to 68 Sqn then to 406 Sqn.
F/Lt Josef Capka and F/O Vladimir Cupak his R/O, claimed a Ju.88 as probably destroyed on 29.4.44. off Morlaix at approximately 0400 hours, whilst operating in this aircraft.
17.9.1918 – 10.10.1992
Klokočov, Nový Jičín, Czechoslovakia
On 12th April 1942 Otakar Kresta, a pilot with 313 (Czechoslovak) Fighter Squadron, took off from Hornchurch, Essex in Spitfire AD384 on a mission to escort a flight of Bostons charged with bombing the Hazebrouck marshalling yards near Cassel in France. The plane Otakar Kresta was flying on this day had been purchased by the management and employees of the Parker Pen Company as part of the “Presentation Aircraft” programme. But let Parker Pen tell the story in their own words :
Reproduced by kind permission of Geoffrey S. Parker and David Ruderman:
David Ruderman, Director Heritage Products (Retired) and Geoffrey S. Parker, great-grandson of the founder George Safford Parker, under the old Parker Pen entrance located in the Rotary Gardens in Janesville, Wisconsin, the home of Parker Pen
“If you’re wondering how Parker Pen, the respected American business, could possibly be connected to the iconic British WW-2 fighter then keep reading……
The origin of the story goes back to Kenneth Parker, youngest son of Parker’s founder. On April 6, 1917, the day the U.S. entered the War, and just 2 days before his 22nd birthday, Kenneth dropped out of Brown University and joined the U.S. Naval Reserves. His intention was simple : he wanted to learn to fly and then head “over there” to do his part and join the fighting.
That would be the first of a long, long series of aviation stories as Kenneth worked to fuel his passion for flying alongside his very real passion for pens. We’ll write more about these early days later on but for the time being let’s quickly move to the early stages of the Second World War as Britain was struggling against the German air attacks, long before the U.S. entered the War.
By the early 1940’s Parker Pen had long since established a successful pen business in the U.K. Indeed Parker had first established a distribution company in London to handle most of its Toronto factory’s production in 1924. Kenneth was anxious to do something …. anything ….. to help his friends and associates suffering under the onslaught of incessant German air raids. The solution came in the form of a Royal Air Force programme, created by Lord Beaverbrook, called ‘Presentation Aircraft’ which sought public/private donations to the war effort to purchase a plane.
And so, on December 20, 1940, Kenneth announced that both Parker’s Canadian and UK businesses had contributed to the Presentation programme. Combined with employee donations it totalled £5000 (today’s approximate value £225k/$350k). For that amount Parker Pen was credited with the donation of a Spitfire fighter, which was to be named after company founder GEO.S.PARKER. A known total of 1574 Presentation Spitfires were built. Of this number only a handful have been traced to American donors. Today just one Presentation Spitfire survives.
That this was an unusual act for an American company to take is a profound understatement, for pre-war sentiment in the U.S. was strongly against U.S. involvement. In fact, American pilots wanting to fly in support of Britain in these early days were faced with charges of treason.
Official RAF records show the plane was damaged in operations on the 12th April 1942, repaired and finally “Struck off Charge” (destroyed) in 1949. But other reports paint a totally different picture. Station Records and Battle Reports stated that the Parker Spitfire had been shot down by a German fighter that same day.
So which was it?!
Following the war many independent efforts were undertaken to fully research the Parker Spitfire. Eventually we began to investigate. After some 15 years of work we’ve amassed a considerable volume of information. By scouring RAF records at Kew OPR, Parker Pen archives, and working with many expert contacts through the internet we suspect that the Parker Spitfire had indeed been shot down over northern France on the 12th April 1942 and the pilot parachuted to the ground.
And that would seem to be the end of the Parker Pen Spitfire.
And it was …. until we had the opportunity to meet the noted Spitfire historian Andy Saunders and brief him about the plane and its unusual history.
Andy has made a career of locating and recovering WW-II aircraft from crash sites all over the U.K. and France. After reviewing our records and investigating the story himself he contacted us again but now he was telling us that he thought he knew where the Parker Spitfire had crashed! And he wanted our help in digging it up!
But first let’s cover some of the basics …
The Presentation Programme actually specified that the gift was to be applied to a particular aircraft, and in this case the Parker Pen Spitfire was a Mark Vb, serial number AD384. Produced at Supermarine’s Castle Bromwich facility, it was first flown on 10th October 1941 by Chief Spitfire Test Pilot Alex Henshaw.
Following its successful test flight the plane was delivered to a so called Maintenance Unit where it was fitted with guns and markings. It was then transferred to the RAF’s 313 Squadron. This particular squadron was comprised almost entirely of Czech pilots. Since their country had been overrun by the Germans they sought another opportunity to fight … and the RAF was only too happy to provide the means.
The primary pilot of AD384, Royal Air Force Sergeant Otakar Kresta, was based at Hornchurch when the plane undertook its last mission.
April 12th, the day before Easter, 1942, began as a warm, sunny, cloudless day. RAF Squadron 313 joined with others on a mission to escort a flight of Boston bombers across the English Channel to the Hazebrouck marshalling yards near Cassel. Two minor skirmishes were reported with German fighters with one Me109 reported shot down. But it wasn’t until they returned to Hornchurch that his fellow pilots noticed that Kresta was missing. Eventually it was learned that the Parker Spitfire had probably become the 13th victim of Staffelkapitan Rolf-Gunther Hermichen of 7/JG-26.
This was the last time anyone saw this plane ………
Fast forward now from 1941 to 2011 as an aviation archaeological team accompanied by Dave Ruderman and Geoff Parker, complete with a TV crew, are about to try to finally … definitively ….. solve the riddle. Briefed by an eyewitness, the former Mayor of the village of Hardifort, who saw the crashing Spitfire in exactly the right area where our plane was lost – the excavation began early on a cool, windy, overcast, rainy morning. The date : October 18, 2011. Nearly 70 years had passed.
Within two hours of starting the dig numerous artefacts were recovered including dated RAF ammunition, a rear jockey wheel and assembly, propeller hub and a complete if not smashed Merlin engine. All were unquestionably from a Mark Vb Spitfire.
After nearly 15 years of research it looked as if the puzzle had finally been solved….
But was this the Parker Spitfire?
Well, that will be the subject of another story.”
Harry Haris ‘Wartime Digs’ series
The answer to the above question is that the plane recovered was not the Parker Pen Spitfire, but that of Australian Pilot Sergeant William Smith, who for 70 years was believed to have crashed into the English Channel. The amazing story of the Parker Pen Spitfire and the subsequent discovery of Sergeant William Smith is told as part of the Discovery Channel “Harry Harris Wartime Digs” Series, Episode 3.
But what happened to Otakar Kresta himself?
On 12th April 1942 Otakar Kresta bailed out of his damaged plane over France, was captured, and spent the remaining war years as a prisoner.
The questionnaire completed by Otakar Kresta following his release as a prisoner-of-war shows that he spent six days in the hospital at St. Omer before being sent to “Durchgangslager der Luftwaffe” -known as Dulag Luft – at Oberursel, near Frankfurt-am-Main in Germany. Virtually all captured allied airmen passed through this camp for interrogation before being assigned to a permanent prison camp. The Germans employed various methods – including solitary confinement – to try to obtain operational information from the prisoners although under the Geneva Convention they were required to give only their name, rank, and serial number.
The following account shows the names and dates of the six prisoner-of-war camps in which Otakar Kresta was incarcerated between May 1942 and April 1945, taken from the release questionnaire. The narrative is, however, reproduced from various documented sources and is not offered as a definitive account of Otakar Kresta’s own experiences. It nevertheless serves to illustrate the conditions that Otakar Kresta would have encountered during his years of captivity, revealing these to be increasingly harsh and dangerous as the tide of war turned against the Germans.
May 1942 – October 1942, Stalag Luft III, Sagan then in Lower Silesia, now in Poland
Stalag Luft III, Sagan.
At the time of Otakar Kresta’s incarceration, Stalag Luft III was a Luftwaffe-run prison camp for captured air force servicemen which had opened only 2 months’ earlier, with the centre compound housing British Sergeants.
Fifteen men slept in each room in five triple-decked bunks, with a wood or charcoal burning stove in one corner. A high wire fence surrounded the camp buildings with a low strand of wire a few feet inside – the warning wire. Guards were permitted to shoot any prisoner crossing the warning wire. Guard towers, equipped with powerful searchlights were placed at strategic locations along the fences. Armed guards with police dogs patrolled the interior and exterior perimeter of the camp. In spite of this, escape attempts started soon after Stalag III was established with almost everyone involved in one way or another.
At a later time the camp became known for the two famous prisoner-of-war escapes by tunnelling (29th October 1943 and 24th & 25th March 1944) depicted in the films The Wooden Horse and The Great Escape.
October 1942 – September 1943, Stalag Luft I, Barth near Stralsund, Germany
Stalag Luft I, Barth.
This camp was reopened in October 1942 when 200 RAF non-commissioned officers were transferred from Stalag Luft III in Sagan.
Each barracks contained triple tiered wood beds with mattresses filled with wood chips. Stoves for heating and cooking were generally described as inadequate; most buildings were not weather proofed and not properly ventilated making for difficult living conditions in the cold winter and hot summer periods. The perimeter was enclosed with a double set of electrified barbed wire with guard towers and floodlights at strategic locations.
September 1943 – February 1944, Stalag IVB, Muehlberg, Brandenburg, Germany
Stalag IVb, Muehlberg.
Stalag IVB was one of the largest prisoner-of-war camps in Germany, housing primarily army personnel, but with some captured aircrew.
“WW2 People’s War is an online archive of wartime memories contributed by members of the public and gathered by the BBC. The archive can be found at bbc.co.uk/historyww2peopleswar”. Thomas Emyr Davies, WW2 Peoples War.
Non-commissioned Officers had the privilege of remaining in the camp and could not be used for working parties or ‘commandos’ as they were called. This could be quite an arduous and often dangerous experience involving such work as clearing the debris from railway lines, marshalling yards, railway junctions, roadways, bridges and ammunition factories destroyed by the heavy bombing raids which created such devastation in the big towns and cities, as the Allied bombers rained destruction down on all strategic points disrupting the lines of communication. Others were sent out to work in factories engaged in the work of boosting the German war effort. There were of course advantages in going out to work. Firstly, the prisoner was given extra rations of food as the camp rations were just sufficient to keep one alive and were certainly not enough to enable one to cope with a day’s work. Secondly, the chances of making a bid for freedom were greatly enhanced.
Red Cross parcels, containing chocolate, cocoa, butter, sweets and many other goodies, which the prisoners of war had previously enjoyed, had ceased coming through from the International Red Cross centre as the Allied air forces concentrated on destroying everything that moved along the lines of communication. As the net slowly closed in on them, it was as much as the Germans could manage to feed themselves and we were considered as just an extra burden on their hands.
Each hut had its own “Hut Commander” who had the responsibility for maintaining discipline and the allocation and issuing of food rations to the men in his charge. Food was issued once a day, around mid-day. It was invariably soup made from horse meat with great chunks of fat floating on the top. In addition to the soup there was a loaf of black bread to every eight men.
Muehlberg was eventually liberated in April 1945 by the Soviet Army, and at this time there were about 30,000 crowded into the facilities. The British and American prisoners were held in the camp for
over a month by the Soviet liberators before being repatriated to their homelands.
But Otakar Kresta had been moved to another camp long before this time.
February 1944 – July 1944, Stalag Luft VI, Heydekrug, now in Lithuania:
The camp was opened in September 1943 to admit British and Canadian non-commissioned officers who were former POWs at Stalag Luft I, Barth. Otakar Kresta arrived at the same time as the first American enlisted men. There were three compounds – one British, one American, and one joint British/American. The compounds contained 10 stone brick barracks, each with a capacity of 553 men, and 12 wooden huts each housing 54 POWs. The men slept in double-decker bunks; with a barracks capacity of 6,168 the camp came to hold 10,400 men, many of whom were quartered in tents.
In July 1944 the camp was evacuated to Gross Tychow, now in Poland:
“WW2 People’s War is an online archive of wartime memories contributed by members of the public and gathered by the BBC. The archive can be found at bbc.co.uk/history/ww2peopleswar”. Jenni Waugh, WW2 Peoples War.
We entrained in cattle trucks at Heydekrug station and (were) taken to the port of Memel to embark on a dirty and rusty old tramp steamer called Insterburg. Climbing down vertical steel ladders and packed into the filthy holds like sardines without sanitation or fresh air, conditions were extremely and distinctively uncomfortable. The midsummer heat combined with thirst and the sweltering hold made suffering hardly bearable for several prisoners causing great distress. For 3 nights and 4 days we were held in these conditions and being ever mindful of the mines dropped into the sea made tension even greater for the journey to the Baltic port of Swinemunde.
The train journey took us to Kiefheide in Pomerania (;) with the camp Stalag Luft IV Gross Tychow, three miles from the station, the worst part of the journey was yet to come. After spending a day and a night in the trucks without water we detrained and were counted and handcuffed in pairs. ……… the guards went among us stabbing with their bayonets and striking with the rifle butts forcing all to run as best as they could. Already exhausted and weary from the journey many fell. With pistol shots being fired and guards running in and out with their bayonets, dogs were then sent in to add to the confusion and misery, being actively encouraged to be vicious and bite. Many who reached the camp had multiple wounds and so we arrived at the gates of what became known as the “notoriously brutal Luft IV”.
July 1944 – February 1945, Stalag Luft IV, Gross Tychow, Pomerania, now in Poland:
Stalag Luft IV opened in May 1944 to accommodate 6400 prisoners. The report of a visit by the International Committee of the Red Cross to Stalag Luft IV on 5th & 6th October 1944 records that at this time the camp held 7089 prisoners from the U.S.A., 606 from Great Britain, and 280 from other nations, including 5 Czechoslovak nationals. All were non-commissioned officers and were not required to work.
Stalag Luft IV was described by the Red Cross delegate as a “bad camp”. The report stated that the huts were only partially finished; Camp C (containing American prisoners) had no beds and 1900 had to sleep on the floor – 600 with no mattress lying on a few shavings, and with some lying just on the floor. None of the huts could be properly heated and the delegate saw only five small iron stoves; some of the huts where the British and other nations were accommodated had no chimneys. There were insufficient latrines which were not emptied often enough. The prisoners had no means of washing and fleas and lice were in abundance. The report identified that the German food was no worse than at any other camp, but on the first day of his visit the men had received bad meat. Concern was expressed that distribution of Red Cross and American Food Parcels was at the discretion of the camp authorities. The prisoners’ clothing was in bad condition. The report goes on to say “in this connection it must be mentioned that in many cases, and especially in Camp A, German workmen were met, who wore American effects”.
But worse was to come. In late January 1945 the airmen of Stalag Luft IV could see the distant flash of artillery fire from the east. Then came the evacuation order; sick and wounded prisoners departed by train and more men went by rail a few days later. On 6th February 1945 the remaining POWs set out on foot; probably some 6000 in number.
The POWs were divided into groups of 250 to 300; groups took different routes but all walked west (and later south). The prisoners marched by day and by night were herded into nearby barns – or if not available they bivouacked in a field or forest. Snow piled knee-deep at times, and temperatures plunged well below zero. Water (often contaminated) was generally available but frequently resulted in dysentery. Blisters, abscesses and frostbite became epidemic. The Germans provided little food; occasionally red cross parcels arrived but otherwise food was scrounged by the prisoners. It is recorded that some men were even driven to eating uncooked rats. Virtually all the marchers grew gaunt and weak. It is estimated that the prisoners walked some 500-600 miles on what became known as the “Death March”.
Otakar Kresta’s PoW repatrination questionnaire indicates that he was on the “Death March” until 29th March 1945 when he arrived at Stalag X1-B at Fallingbostel, Lower Saxony, north-west Germany where he remained until 6th April 1945. As Fallingbostel was not liberated until 16th April 1945, it seems likely that Otakar Kresta was then one of the 12,000 British POWs evacuated from this camp in early April 1945. The prisoners marched for 10 days before arriving at Gresse, east of the Elbe, where the RAF camp leader, Sergeant Pilot James “Dixie” Deans, gave the Germans a choice of whether to be captured by the Russians or the British. The Germans provided Sergeant Deans with a pass and a German guard and he was able to make contact with the British 6th Airborne division. Two days’ later the POW column marched back across the British lines.
After his liberation Otakar Kresta returned to his homeland; we can only guess at the long-term effects that his experiences as a prisoner-of-war may have had on his future life. The men returning home from prisoner-of-war camps mainly kept silent about their experiences. Sadly, many felt shame at being captured and the post-war public did not want to hear that prison camp life had been a humiliating, dreary, demoralising and fearful experience. The popular image emerged of the hero escaper who spent his time tunnelling and taunting the guards – later immortalised in POW epics – even though this was not the experience of the vast majority of prisoners-of-war.
Captured Czechoslovak airmen were at further serious risk as Czechoslovakia was a “Reich Protectorate” – i.e. German territory – and its citizens who took up arms against the Reich were considered as traitors. Initially their British uniforms afforded some protection, but in the summer of 1944 the German security forces took 24 prisoners from the camps of Stalag Luft I (Barth), Stalag Luft III (Sagan) and Oflag IVC (Colditz) to Gestapo Headquarters in Prague. The 24 Czechoslovak airmen were designated for death by capital punishment, but were saved through British protest and the approaching end of the war (see “Czechoslovak Prisoners of War” on this website for a full account.) Otakar Kresta, now deep in the prisoner-of-war system was, at least, spared this particular hazard.
A total of 52 Czechoslovakian airmen are recorded as having been captured by the Germans. In October 1942 the 23 non-commissioned officers were segregated from the officers, and in November 1943 the former group were further separated with 11 prisoners remaining at Stalag Luft I at Barth, and the remaining 12- including Otakar Kresta – transferring to Stalag IVB at Muehlberg. By July 1944 Otakar Kresta was at Stalag Luft IV at Gross Tychow where only 5 Czechoslovakian prisoners were recorded. The dispersal through various prisoner-of-war camps, denying a close support system with fellow countrymen, must have been an added ordeal for the Czechoslovakian prisoners.
Exhibition Newhaven Fort
The Parker Pen Company has a long association with Newhaven in Sussex, England and the story of the Parker Pen Spitfire is remembered in the museum at Newhaven Fort. The following photographs illustrate the display which includes a model of Spitfire AD384 GEO.S.PARKER, and a copy of a painting of the presentation Spitfire signed by Geoffrey S. Parker.
Ctění čtenáři, rádi bychom vám oznámili, že váš oblíbený portál byl vyhodnocen jako kvalitní zdroj informací a stránky byly zařazeny Národní knihovnou ČR do archivu webových stránek v rámci projektu WebArchiv.
68 peruť RAF
Motto: Vždy připraven - Always ready
310 peruť RAF
Motto: We fight to rebuild
311 peruť RAF
Motto: Na množství nehleďte - Never regard their numbers
312 peruť RAF
Motto: Non Multi Sed Multa - Not many but much
313 peruť RAF
Motto: Jeden Jestřáb Mnoho Vran Rozhání - One hawk chases away many crows
