RAF Uniform Collection to S/L J.B.G. King DFC, MID in Hats (2024)

An exceptional RAF Uniform Collection to Squadron Leader John Busby Gordon King DFC, MID who flew Hampden and Wellington aircraft with 50 and 142 Squadrons and was awarded the DFC after having completed 54 operational sorties and for his low level flak suppression during the Commando raid on Vaagso (Operation Archery) in December 1941.

The collection comprises:

His officer’s Service dress Cap by “The Mans Shop”, Cavendish House, Cheltenham. A good early war example with the typically large peak with green underside, his hand applied name to the sweatband. Very good service used condition approximately a size 56cms.

His Service Dress Tunic, again by Cavendish House with his name tape sewn in place. Approximately a 41” chest with Pilot’s Wings and DFC ribbon. Very good condition with two minor moth holes which I have shown in the images.

Some explanation is needed regarding the medal ribbons. When the previous owner acquired the collection, the later medal ribbons had been added by S/L King and the original DFC ribbon awkwardly applied to the end of the row, there not being enough room above them. It was decided to remove them and re-apply the DFC ribbon as it appears in his photograph in the research material.

His Service Dress Trousers, again with his name tape applied and in very good condition with a small patch repair to the front seam of the left leg at the knee. Three buttons are missing. Waist size approximately 33”, inside leg 33” with further turn up available.

A 1942 dated copy of AP387, Manual of Administration in the Royal Air Force in very good condition.

A 13-page research document detailing his entire flying career which I have transcribed below:

Squadron Leader John Busby Gordon King DFC Pilot of a ‘Flying Suitcase’ 50 and 142 Squadrons

John Busby Gordon King was one of those pilots who survived flying this aircraft during a number of sorties before switching to Wellington aircraft, also flying as an instructor between those two types of aircraft.

Born in Sussex on the 19th June 1919, he was the eldest son of Gordon (born 1885) and Eva (born 1888) King of 41, North Parade, Horsham, ( Next to the White Hart Inn), attending Sompting Abbots Preparatory School in West Sussex. John then went on to Cranleigh Public School in Surrey.

On leaving this school aged 16, John was engaged in brewing, with the family firm of King & Barnes Ltd, of Horsham Sussex, where his father was a partner, and managing director.

At the commencement of hostilities in September 1939

John volunteered to serve with the RAFVR, and

called up later in June 1940. He was sent to ‘C Flight No 1 Squadron of No 3 Initial Training Wing in July 1940, made a Leading Aircraftsman, and sent to 22 Elementary Flying Training School in Cambridge on the 5th August 1940 to train as a pilot. Here he clocked up 65 hours flying a De Havilland Tiger Moth. The course ended on the 14th September and he was rated as an ‘Above Average’ student.

On the 17th September he was posted to No 2 Service Flying Training School (reclassified as a Group 2 school), where he flew the twin engine Airspeed Oxford aircraft, clocking up another 70 hours on this type. On the 28th of December 1940 he was awarded his ‘wings’, and made a Pilot Officer.

On the 9th of January 1941 he was posted to No 14 Operational Training Unit (OTU) at RAF Cottesmore, a station that trained night bomber crews on Anson aircraft. For the first five months of ’41 he undertook the role of Navigator, flying in a Hampden for the first time on the 23rd of April, going ‘solo’ on the 26th.

At the end of the course on the 20th of May, he was assessed as an ‘Average’ Pilot, and Navigator, with an ‘Above Average’ in the role of ‘Air Bomber’ and ‘Air Gunner’.

On the 27th of May 1941 he was posted to 50 Squadron at RAF Lindholme as a qualified Bomber pilot, taking to the air with ‘A’ Flight in a Hampden Mk 1 No 4389, on the 1st June with Flight Lieutenant Potts as the pilot for a series of tests.

On the 11th of June he undertook his first ‘op’ into enemy territory, again as Navigator to F/Lt Potts in Hampden AD 977, with Sgt Moors as Radio Operator/Air Gunner, and the other Air Gunner, Sgt Rose. This was a mission to Bomb Duisburg with 80 aircraft (17 Hampdens) from 50 Squadron, via the Dutch coast, searchlights and AA was accurate and intense, with Me109’s seen but not engaged. Bombing was undertaken from 10,000 feet, some bombs falling on Cologne, with 10 aircraft lost (4%).

June 14th was an attack on Cologne undertaken by 9 Hampdens from the squadron but were unable to confirm hitting the target due to heavy cloud, no aircraft were lost.

June 18th and 9 aircraft were detailed to bomb Bremen, via a northern route over the Frisian Islands. Again, Flight Lieutenant Potts was the main pilot, with King acting as Navigator in Hampden AD 977. All aircraft reported very heavy and intense flak over the target, Johns own aircraft suffered a hit in the port air intake, but was able to return without trouble, landing at RAF Waddington at 0545hrs, owing to poor visibility over their home base.

June 21st was a sea rescue search by the crew of AD 764 piloted by Flt Lt Potts. The next day Germany invaded the USSR.

Their next operation was three days later on the 24th June, again flying Hampden AD 977 by Flt.Lt Potts along with 8 others to bomb the docks in Kiel from a height of 19,000 feet. Light and heavy flak reached up to around 16,000 feet. Me 110’s attacked some of the aircraft and two were

lost.

June 27th and the crew were one of 8 detailed to bomb the U-Boat construction yards at the Bremen Vulcan Schiffbau works. Bombs were dropped from 16,000 feet and seen hitting their target. There were numerous concentrations of searchlights and flak batteries.

At the end of the month Flight Lieutenant Potts had been promoted to Squadron Leader and signed Pilot Officer Kings logbook as such.

July 6th was a mission to attempt bombing the Prince Eugen, Scharnhorst and Gneisenau in Brest harbour for repairs, but were hampered by smokescreens from the three warships. The Prince Eugen had already been badly damaged by Bomber Command on the 1st July when an armour piercing bomb destroyed the control centre deep down under the bridge. The RAF referred to these three battle ships as the Brest Bomb Target Flotilla.

** These three battle cruisers were eventually ordered by Hitler to make a ‘dash’ up the English Channel on the 11th of February 1942 to the safety of Norway. (Operation Cerberus).

July 8th was an operation for 7 aircraft from the squadron to bomb the marshalling yards at Hamm, following a new directive to Bomber Command HQ; ‘you will direct the main effort of the bomber force towards dislocating the German transportation system and to destroying the morale of the civil population as a whole and of the industrial workers in particular’.

From 12th July until the 23rd August 1941 John returned to No 14 OTU for further training, flying Tiger Moths and Ansons again, when he was assessed as, ‘Good Average Pilot’ with 313 hrs flying time. He returned to 50 squadron on the 27th of August, flying his 8th ‘op’ on that day dropping mines (Gardening) with 6 other Hampdens (including W/C Leonard Cheshire in AD 927) around the area of Borkum.

August 29th was a trip to bomb Frankfurt docks in Hampden AD 977 along with P/O Cann, and Sgts Craven and Brockett, dropping 2x 500 pound bombs.

Aircraft were detached from RAF Swinderby to RAF Lossiemouth on the morning of the 6th September, from where ‘Gardening’ took place in the Oslo Fjord, all aircraft returned safely, returning to RAF Swinderby the next day.

On the 20th of September 74 aircraft were detailed to bomb Berlin (8 from 50 Squadron) but were

recalled due to worsening weather, aircraft returning were dispersed to various airfields due to

bad visibility, Hampden 306 V flown by John and his crew went to RAF Disforth, returning the next

day to RAF Swinderby.

September 30th was an ‘op’ of 6 aircraft to bomb the Bloehm & Voss yards at Hamburg with 1

x1000 and 2x 500 pound bombs, John flying Hampden 387 S. ** 2 further a/c tried to bomb the pocket battleship Admiral Scheer in dock at Hamburg, but only one succeeded.

On the 12th of October 14 Hampdens from the squadron set out to bomb the synthetic rubber plant at Huls each carrying 1 x1900 pound and 2x 500-pound bombs, led by the Squadron CO W/C Walker. The target was heavily defended with flak and barrage balloons, and visibility not good, with only 4 a/c reporting hitting the target. John bombed an illuminated aerodrome from 3000 feet. One a/c failed to return.

A large force of 16 Hampdens took off at 11.45 hrs to attack Deutsche Werkes at Kiel on the 23rd of October, John King flying 306 V again, with P/O Cann and Sgts Chapman and Perry.

Visibility was poor, but gaps in the cloud enabled some direct hits. One aircraft failed to return.

Nine a/c were detailed to bomb the Bloehm & Voss ship yards at Hamburg docks on the 26th October with 1x1900 and 2x500 bombs. Visibility at the target was poor and only 2 found and bombed the aiming point. The radio receiver in John’s aircraft went u/s after 1 hour and a half, then started working, but failed again after three hours. John decided to return early without dropping bomb load. All aircraft returned safely.

November 6th saw 15 a/c departing from RAF Wick to lay mines (Gardening) in the Oslo Fjords and Stavanger (defined as area ‘Onions’). John flying Hampden 1239Y, & Sgts Chapman and Perry. One a/c failed to return, the others landing at Wick, all returning the next day to base.

8th November and John was flying Hampden 1239 Y again, with the same crew, en route with 8 others to bomb an armament factory at Essen, John bombing Dusseldorf, all returned safely.

**This was a significant night for Bomber Command who sent out 392 a/c in total to bomb targets in Germany, half going to Berlin. This would be the last raid to the ‘Big City’ until January 1943.

November 30th another trip to bomb the Bloehm & Voss shipyards at Hamburg, again flying Hampden 1239 Y. A 1900 and 2x500 pound bombs were dropped from 10,000 feet successfully. All returned safely to RAF Skellingthorpe.

From the 1st of December until Christmas Day the whole squadron was involved in day and night intensive formation training, getting ready for participation in ‘Operation Archery’, the first combined forces Commando assault of WW2 on Maloy Island, South Vaagsoy, and Rugsundo Island in Norway. Central to the operation was the destruction of fish-oil production (used to make certain types of explosives), and to cause the Germans to maintain and increase their forces in Norway, thereby reducing their forces on the Eastern Front. The raid did in fact persuade Hitler to divert 30,000 troops to Norway who thought the British would eventually invade Norway.

Twin missions in daylight were detailed for the squadron on the 27th December, with 7 a/c dropping phosphorus smoke bombs to form a screen for two separate amphibious landings by the Commandos, and a further three a/c to bomb gun emplacements, whilst one cruiser and four destroyers of the Royal Navy pounded these areas with their 4.7 inch guns.

** The Hampdens timed their arrival just right, drawing fire from the various German light A/A units on shore. At 0858 with a signal from HMS Kenya the Hampdens began laying their smoke bombs with great skill, precision, and dash, at a very low altitude of around 30 feet.

Acting Flight Lieutenant King was flying Hampden 387 S with Group Captain Willett on board acting as second pilot, P/O Crombie as Navigator, and Sergeants Chapman and Perry as radio operator/air gunners respectively. John was detailed to lay a smoke screen on the island of Rugsundo, after which he made repeated attacks, machine - gunning a gun emplacement from a height of just 30 feet ( 2 years later ,officials would marvel at the attacks made by ‘The Dambusters’ at double that height! ).

Although 22 British troops were killed and 57 wounded

with 8 aircraft lost out of the 29 in all despatched, the operation was deemed a great success. Admiral Jack Tovey, Commander in Chief of the operation would comment in a despatch written on the 7th January 1942;

‘The co-operation of those aircraft of Coastal and Bomber Commands was most effective. This operation could not have proceeded without it’.

By the end of the year A/Flight Lieutenant King had amassed just over 447 hours flying time, with Wing Commander Oxley signing his logbook to that effect Not included).

The New Year of 1942 started early for John and his crew with 10 others on a ‘Gardening’ trip to La Gironde on the 2nd of January, followed by an ‘op’ to Hamburg bombing the shipyards of Blohm and Voss, and an aircraft factory on the 14th January with P/O Crombie, and Sgts Chapman and Perry in Hampden U 1166., John noting in his logbook, ‘Exceptionally large fires’.

On January 22nd the same crew were on a mission to bomb Munster railway station with 1x 1000 and 2x 500 pound bombs from 7000 feet. On this trip the crew managed to blow up a munitions train as well!

January 26th was an ‘op’ for 9 Hampdens to bomb the railway station at Hanover, but John turned back early due to his aircraft Y 1239 icing up with no heating.

Ten aircraft bombed the railway station again at Munster, on the 28th January, John flying U1166 and noting in his logbook, ‘Fiendish weather’ Thirteen Hampdens set off on February 7th for a daylight ‘Gardening’ operation in the Terschelling area, (code-named Nectarine) very little flak reported but one Hampden (AE 306) shot down by Me109’s operating in the area.

From the 9th -15th February John attended a short course on No 1506 Beam Approach Training (B.A.T.) at RAF Waddington flying Oxford aircraft.

** With poor visibility the usual conditions of an English winter, the RAF decided to adopt a system similar to the German ‘Knickebein’ (Crooked Leg) system whereby pilots could land blindly using asystem of two audible signals, morse ‘A’ (dit dah), and ’N’ (dah dit) originating from different parts of the airfield were sent. When both signals converged, becoming a continuous sound, the pilot knew he was ‘on the beam’.

Ops continued for John and his new crew of Sgts Rose, Chapman and Hearne in Hampden H147 on the 21st February to bomb the Rhine Valley in the Koblenz area from 4000 and 9000 feet.

On the 22nd February 1942 Air Marshal Sir Richard Pierse the Commander in Chief of Bomber Command since 1940 was replaced by Air Chief Marshal Arthur Harris who also had a new policy to work to, ordered by Sir Charles Portal; the new aiming points are to be built up areas, not for instance the dockyards or aircraft factories, this must be made quite clear, if not already understood.

On the 25th February nine aircraft set off to drop mines (ORB’s don’t give a location,) all returned safely, John King just marks his logbook on this day ‘Ops’.

On the 28th February John flew Hampden 147 H along with 7 others to bomb Kiel Docks, due to the poor weather and visibility with icing conditions, six of them ended up bombing the area of Hamburg.

Eight aircraft took off from RAF Skellingthorpe on the evening of the 3rd March (along with 227others, the largest so far in the war ) in order to bomb the Billancourt Renault Engine Works in Paris from 2.5 thousand feet. The factory was making an estimated 18,000 lorries a year for the German forces. Over 300 bombs found their target, destroying over 40% of the factory, production was halted for a month, with a loss of 2,300 lorries.

Visibility was excellent and good pin-pointing of the target using flares and the River Seine, gave positive results, with the works seen to be ablaze from end to end. John King made an entry in his logbook; ‘Wizard Party’.

March 7th was another ‘Gardening’ operation, this time to drop mines in Lorient area, 8 aircraft took off, only 7 returned, Hampden AE 400 was believed to have been shot down by flak as no night fighters were reported operating in the area.

9 Hampdens took off around 0100hrs on the 9th March to bomb an unspecified area of Essen, which had a ground haze, each aircraft carrying 1x1000 and 2x 500 pound bombs, bombing from 9000 feet, accurate flak was reported but all aircraft returned safely. Large fires could still be seen by crews as they crossed the Dutch coast.

John King and his crew were stood down from further ‘ops’ with some well earned leave, John writing in his logbook; End of Ops Session No 1 - 548hours.

Unbeknown to him, his Commanding Officer, Group Captain HV Satterley had recommended on the 26th March that his name should be put forward for a Distinguished Flying Cross having completed a tour of 31 ‘ops’.

Acting Flight Lieutenant King was posted to No 50 Squadron with effect from the 28th May 1941, and has completed 31 operational sorties within a total of 195 hours 55 minutes. He was employed for his first eight sorties as Navigator to S/L Potts DFC and Bar. Each of these sorties was completely successful. He was then converted to Captain and has now done a further 23 sorties, on all of which he has shown outstanding devotion to duty and his personal bravery is an inspiration to all other aircrews. He has taken part in raids on nearly all the main German targets and was one of the picked crews selected for the combined operation (Commando Raid) on Vaagso. He was detailed to lay a smoke screen on the island of Rugsund, he machine gunned and silenced a Hun Battery with repeated attacks from 30 feet. His action undoubtably contributed in no small degree to the success of this operation.

I strongly recommend that his courage be rewarded by the award of the Distinguished Flying Cross.

The Commanding Officer of No 5 Group Air Vice Marshal JC Slessor approved this recommendation on the 3rd April 1942. (published in The London Gazette on the 26th May 1942).

** His parents only became aware of this award after details were published in The Sussex Daily News published on the 29th May 1942, with a family friend telephoning them with the news!

On April 23rd 1942 John King was sent to No 19 operational Training Unit (OTU) at RAF Kinloss for a conversion course onto Whitley aircraft, which was completed on the 31st July. The next day, 1st August John was posted to No 24 OTU (part of 7 Group) at RAF Honeybourne, flying Battles, Defiants, Martinets, Lysanders and Anson aircraft, as an instructor.

By November 1942 John had been promoted to Acting Squadron Leader and was signing off his logbook as such. John was ‘Mentioned in Despatches’ in the Kings Birthday Honours for the 2nd of June 1943, for his service as an Instructor. John was also sent to various munition factories by the RAF, thanking the workers for their hard efforts in making the bombs he dropped on the Rhur.

The course at 24 OTU finished on the 20th December 1943 and John was assessed as a Heavy Bomber Pilot Instructor as ‘Above the Average’.

On January 7th 1944 S/L King was posted to No No 21 OTU at RAF Moreton-in-Marsh flying Vickers Wellington aircraft 844 X, with circuits and landings on night bombing and firing exercises.

His crew were; F/O Bancroft, F/O Mayfield, P/O Hillcoat, and F/O Lewis who would all become his permanent crew.

On January 14th John flew Wellington W 2736 on a ‘Nickel’ operation (dropping leaflets at Dreux,15 miles west of Paris, urging the Germans to surrender ).

On the 6th and 8th February 1944 John King flew Wellington MF 137 B on exercises with No 311Ferry Training Unit.

On the 22nd February 1944, John left the UK flying from Portreath to Rabat Sale, Morocco, with his new crew in Wellington MF 137 B, having been posted onto 142 Squadron for operational duties in North Africa and Italy, part of 205 Group.

From Rabat Sale they went to Maison Blanche and onto El Alouina in Tunis - eventually landing at Foggia Italy ,on the 25th February, as shown in the squadron ORB’s.

On March 3rd John flew Wellington D on a serviceability flight with F/O Long and F/Sgt Jones. The next entry in his logbook John has written;- March 10 - 3 Months Hospital - Result of Wound through Stbd Leg.

** Post war John made a claim with the Ministry of Pensions for this wound. He explains whilst operational in Italy during March ’44, a nose cap of an incendiary bomb had passed through his right leg between the knee and thigh, passing between bone and artery, necessitating an operation with a three month stay in hospital. He resumed operational flying for a short period using the automatic pilot but had trouble in controlling the aircraft, and was declared unfit for operational flying by the medical officer, and repatriated back to the UK in September 1944.

Examination of both the Record and Summary in the Squadron Operational Record Books (ORB’s) for March does not show John King flying.

The ORB’s for 142 Squadron however, show that John returned to the Squadron from hospital onthe 10th June.

The entries in his logbook resume on June 11th flying with his old crew in Wellington LP 245 -R on a twenty-five minute air-test. June 13th was a half hour flight to Foggia in order to collect P/O Webb. These flights were completed using the automatic pilot in the air, but landing and taking off John did manually.

Another air-test in LP 245-R took place with his crew on the 16th June, followed that same night resuming operations to successfully bomb the Railway Marshalling Yards at Timisoara, in Romania (Yugoslavia).

June 21st was an attack against the Ventimiglia Road and Rail facilities.

June 28th was a mission to bomb oil installations in Giurgiu, Romania (Yugoslavia) from 6000feet with 6x500 pound and 2x250 pound bombs, moderate to heavy flak encountered. Nickels were also dropped.

July 1st and a successful Gardening operation (mines) from 200 feet into the Danube was undertaken, in the area of Stari Slankamen, Serbia.

An operation to bomb the Lambrate railway marshalling yards in Milan from 5800 feet took place on the July 10th , his crew were Flt Lt Lewis as Navigator, Flt Sgt Thatcher as Bomb Aimer, F/O Mayfield as Wireless Operator/ Air Gunner, and Flt Lt Bancroft as Air Gunner, flying in Wellington LP 245 -R.

July 14th was an operation to bomb Bosanski Brod in Bosnia, heavy flak was encountered on the run-in, all returned safely.

21st July was a maximum effort by the squadron to bomb the Fanto Werk oil refineries from 7000 feet at Pardubice, Czechoslovakia. John King writes in his logbook: fairly brisk opposition from fighters and the Vienna defences. In his debrief John mentioned seeing an aircraft falling in flames due to the heavy flak.

On the 24th July John took his crew for an air test in Wellington MF 245-T interestedly using only one engine and levelling the bomb sight.

The 26th July was a memorable evening for the squadron as the Ralf Reader Gang Show came to entertain the troops on an open air stage by the parade square. Around 9pm three crews were taking off after being selected for Special Missions dropping weapons/explosives/ ammunition to the resistance, whilst other crews attacked the Ploiesti Romania oil refineries under heavy fire from the flak batteries. John and his crew were one of those selected for the Special Missions John writes in his logbook; special duties dropping dynamite, sten guns, and belts of ammunitionin parachute containers, mission successful. No mention is made where exactly this occurred.

August 7th was an attack on Szombathely Aerodrome NW of Lake Balaton in Hungary, John writes in his logbook; 18x250 pound high explosive and pressure fuzed fragmentation, bombs seen to burst across aerodrome, 3 aircraft seen going down in flames, night fighters active.

The next operation was on August 14th using MF245-T once again, this time on an operation to bomb the dock area of Marseilles, which was the first French port the squadron had attacked since operations began from Italy. Crews reported that large convoys were seen off the west coast of Corsica ( ** this was in readiness for the combined allied landings in Provence the next day - Operation Dragoon). This would be Johns last operation of WW2, due to his wounded leg he was deemed unfit to take part in any further ‘ops’, but did various air tests, circuits and landings in Wellingtons between 2nd and 12th September, signing off his logbook on the 30th September with a total of 1312 hours 30 minutes.

142 Squadron was disbanded 5 days later, being reformed on the 25th October 1944 at RAF Gransden Lodge, Bedfordshire, flying De Havilland Mosquitos B XXV as part of No 8 Pathfinder Force, Light Night Striking Force.

After repatriation to the UK John had a period of rehabilitation at RAF M.R.U Loughborough where he was reclassified to fly light aircraft with trips limited to two hours duration, operating out of RAF Waddington Lincs. He was finally demobilised on the 1st December 1945, retaining the rank of Squadron Leader.

Along with his Distinguished Flying Cross (dated 1942) he was issued with the 1939-45 Star, The Air Crew Europe Star (Bar France and Germany), the Italy Star, the Defence Medal and 1939-45 War Medal (Oak Leaf MiD).