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THE BOY WHO WOULD FLY: and fell from the sky

(Charles Nevil Ker Bell 1919-1978 Darwin NT)

By his daughter Margaret Picard

Extract

My father's story began in the FHANQ 'Relatively Speaking' July 2006 edition Vol. 25 No 2. It briefly touched on his boyhood games and mentioned some aviation contemporaries.

It is not surprising that in Nevil's formative years he was drawn to the freedom of the skies. 1919 ushered in the first aerial flight from England. Thereafter, the arrivals of aviators and aviatrixes undertaking record breaking flights and air races provided great entertainment for the Darwin population. By 1937 there were four steamers monthly and five aeroplane services weekly. Security for the small outpost was an issue and coastal defences were operational with an anti-aircraft battery installed.

1932: The story now continues written mostly in Nevil's own words.

There was a visit from Point Cook of a flight of Westland Wapitis and Bristol Bulldogs (fighters) who gave a thrilling air display over the Darwin Harbour. Their glittering silver wings against the clear blue cloudless sky and the formation aerobatics comprising - loops - rolls - spins by the pilots in the radial engine Bristol Bulldogs confirmed the vibration from within of wanting to become a pilot.

To complete the display there was a beat up of the old Darwin wharf (later destroyed by the Japanese bombing of Darwin). A large portion of the populace of Darwin had gone to view the display. During the first pass, flying low over the heads of those sitting on top of the old cattle loading fence some of the aboriginals jumped into the harbour thinking they were going to be hit.

1934: Nevil was a youth of 15 years when his remote, elderly father James died.

My mother took me south to Adelaide by ship to finish my schooling. Upon the death of my father we returned to Darwin on the "SS Marella", originally the German ship "Hilda Woermann". As we anchored out in the harbour waiting for a berth a droning sound could be heard. With the sun from the east a flash of silver was seen in the sky that on coming closer proved to be an aeroplane. After circling the ship a few times it flew off continuing its way around the coast line to the Fannie Bay aerodrome. It was then decided I must get my own aeroplane somehow, one day.

1935- Abt 1938: The flamboyant behaviour of the local flying doctor Clyde FENTON, either influenced Nevil's character or perhaps only reinforced it. Dr FENTON was once described as a man who had a "compulsive acceptance of challenge and wilful disregard of personal hazard". Undoubtedly, he was a thorn in the side of the officers of the Department of Civil Aviation. This pattern was repeated by Nevil without the same success although fortunately without the numerous air crashes.

Having left school it was while working as a messenger with the Post Master Generals Department that I became friendly with Doc as he was usually called. Quite often there were telegrams for him concerning his practice at the old Darwin Hospital in Packard Street.

When DOC first came to Darwin during his course of duty he would ride a motor bike from the clinic which was opposite the Church of England Church out to the hospital. He only travelled at two speeds, flat out and stop, and you could always hear him coming down Mitchell Street. Doc FENTON's usual arrival by aircraft was a cliff top approach from the Chief Medical Officer Dr COOK's residence near Stokes Hill and Government House, along to the Darwin Hospital and over to the old aerodrome at Fannie Bay.

His flying and antics impressed me. Some of these being dipping his wing at night in front of the screen of the open air Star Theatre; aerobatics over the town on moonlight nights and landing on Mindil beach when the tide was out. Flying his Moth from Darwin to VRD Station many miles south he'd pick up a patient (one of many), return at night and then do an appendectomy. It was my pleasure to have Doc give me my first feel of aeroplane controls.

Aviation was firmly established in my blood so I joined QANTAS in Darwin as an apprentice aircraft engineer and aircraft man. Before the new QANTAS main hangar was built Doc had to park his aircraft out in the open. There was the old garage sized hangar but that had been built for the DH60G Moth Registered VH UNJ and christened 'The Magic Carpet'. Doc later acquired this aeroplane. For ease of housing, like all Moths the aeroplane had folding wings. The wings were supported by a temporary jury strut before unlocking the wing bolts for folding. The aeroplane was then lifted by the tail skid, hooked onto a small trolley and wheeled into the hangar.

QANTAS then flew me for training firstly to Archerfield, Brisbane and later onto Rose Bay, Sydney. It was during this period I was taught to fly. I received a telegram from Doc congratulating me on my first solo flight in Brisbane. After five hours of instruction by Captain Charlie MATHESON I obtained my private pilots licence in a Gipsy Moth VH-UIG. I was able to obtain a most useful handbook for Instructors and pupils written by Roy Harben.

1939: 3 September 1939 Great Britain, France, Australia and New Zealand declared war on Germany. On his 20th birthday, 7 September 1939 Nevil enlisted with the local militia, 7th Garrison Company AAMC. By this time he had resigned from QANTAS lured by the chance of "getting ahead" and operating his own Silvertop Cab Company.

1940: Shortly after Nevil's 21st birthday he had enough money to buy his own aeroplane. What excitement he must have felt travelling to Adelaide to take delivery. If he felt any trepidation about the return flight in mid summer through the red centre to monsoonal Darwin it is not apparent in his reminiscences.

Picture Nevil flying in VH-UAR the sturdy Cirrus II Moth with its wooden frame and fabric covering. Of necessity, a helmet, goggles and warm clothing were worn as the pilot is at the mercy of the elements in the open cockpit, rather like when riding on a motor bike. The journey was slow with a cruising speed of about 85 mph and a fuel range of 430 miles. Nevil's reminiscences continue.

It was not until 1940 when it was possible for me to be in a position to purchase my own aircraft a "Cirrus Moth" from the Royal Aero Club of Adelaide, South Australia. In order to fly the machine back to Darwin it was necessary to install an extra tank. Not being able to navigate (or read a compass properly) I relied entirely on map reading.

To fly though the centre I followed the railway line to Alice Springs, and then the overland telegraph line to Birdum some 330 miles south of Darwin where the other railway line was followed to Darwin for the remainder of the flight. This aeroplane did not have any trim tabs and all variations of loading had to be compensated for by pressure on the stick which made actual flying over the long journey very tedious.

24 December 1940: When he awoke on that day little did Nevil know that this twelfth day of proud ownership of the Moth was to be the last. Many years later his six children would take delight in regaling the tale of "how Dad lost his brains". Late in the 1960's Nevil revisited the crash site in Arnhem Land. The only item he recovered was the tail skid and it is still kept by of one of his twin sons, David.

A day after arriving in Darwin I was approached by a buffalo shooter to pick up his sick wife from Oenpelli. To make room the long range tank was removed from the aeroplane. I took off at dawn on Christmas Eve and set course for the mission with a load of supplies and extra fuel for the return journey. Followed the coastline and missed the mission – got lost being too far south and ran out of fuel.

I chose a clear patch to force land in and whilst endeavouring to land undershot and stalled into high timber on the edge of the clearing, and crashed through the trees breaking the fuselage in two. I was thrown out landing onto the bottom wing and knocked unconscious for a long time.

Upon awakening found my mouth two inches above a pool of water. Gathering my senses washed my face. When my hand reached above my forehead I found my flying helmet had been pushed back and a large wound was felt. Immediately removed my helmet, dipped my head in the water and pulled the loose flesh and hair back over the wound patting it back into place. Again fell asleep.

It was some time after the crash when I reawakened to hear an aircraft flying around the area. They apparently were searching for me. The sun began to set and the searching aircraft disappeared. My first thoughts then were 'survival' being around buffalo country and crocodile infested waters and I began to worry of my chances. Had a good look around and seeing the machine torn to shreds I cried like a baby to think of the loss of aircraft; it was a complete write off.

The following morning again awakened to the terrific roar of aircraft engines as a Hudson passed overhead. It was later learned that it was the rear gunner who spotted the wreckage and reported the sighting. I managed to stand up and waved to let them know I was okay. They dropped emergency rations by parachute. I could not walk and expended my energy in crawling over to pick up the one of the ration cans dropped only to find it contained water.

Buffalo were sighted and a restless wet night was spent with the thought of crocodiles and worrying swarms of mosquitoes. A roll of cloth was I carrying as freight helped to cover me and I also used it as a pillow. A third day and night followed with more of the same discomforts.

A search party from the mission picked me up early the next morning and I had to ride a horse 35 miles to the mission. We camped one of the nights at Mudginberry Station. The Medical Service Fox with Roy Edwards and Rupert Catalona flew me back to the Darwin Hospital for admittance for a few days observation.

31 December 1940: The following selected extracts from "The Northern Standard's" second article about the crash adds more colour to the story.

Stranded Pilot Now in Hospital

Stranded with his disabled plane, alone for three days in Arnhem Land, Mr Neville BELL reached Oenpelli Mission party on Sunday. He was flown to Darwin and immediately rushed to hospital.

He is more severely injured than was thought when a searching plane sighted him from the air. … … …

A R.A.A.F. bomber crew sighted his plane in a clump of trees near a swamp about 25 miles south of Oenpelli, in Mt. Brockman area. … … …

They found him suffering from nasty injuries, and very weak. … … …

The return journey was necessarily slow and the party did not reach the mission until Sunday afternoon. … … …

He was very weak when admitted, but later in the evening, he was apparently feeling better, for he was asking for ice cream.

Officially his condition is "still the same", He is not allowed to see visitors other than a few relatives. [...]

12 December 1941: The Australian War Cabinet decided all women and children should be evacuated from Darwin. More than 1000 women and 900 children were sent south, many never returned. Nevil took his 68 year old mother and his sister Heather HARRIS to Adelaide. Later on he was compensated for his loss of taxis by the War Damage Commission.

1942-1944: The five Hudson bomber aircraft of 13 Squadron that had searched Arnhem Land for Nevil were unlucky. Four were lost by February 1942 and in 1944 the last crashed on takeoff killing everyone on board. On 25 April 1942 Nevil enlisted with the RAAF in Adelaide. The remaining legacy from his crash is noted on his RAAF attestation form, as a "6" curved scar frontal region of scalp". [...]

Addendum: The five Lockheed Hudson light bombers were A16-63, A16-66, A16-67, A16-68 and Al6-72 . Source NAA RAAF unit history sheets Series number A9186 Item number A1358732.

Contributor: Margaret Picard (49978798) • [email protected]

THE BOY WHO WOULD FLY: and fought from the sky

(Charles Nevil Ker Bell 1919-1978 Darwin NT)

By his daughter Margaret Picard

My father’s story continues from our ‘Relatively Speaking’ November 2006 edition Vol. 25 No 3.   Nevil’s telegram to Fanny, his mother “made fighter pilot” is the cumulation of his boyhood dreams; fired by an early venture in civil aviation and war time rhetoric.  

A poem copied onto ACF (Australian Comforts Fund) stationery by Nevil and mailed with the notation “Hope you like it Mum, I think it’s beautiful, love Nevil” reflected his sentiments at the time.  It read:

“Mother o’ mine”     Author unknown

As I’m flying through the air with my guns turned “on” and ready, Flying thru the muck which makes the going hard but steady, While the whine of Nippon’s bombs make music in the air, Why it’s then I think of home and pray to God that I was there,

All the things I took for granted in those days before the war,Are the only things that matter now that’s what we’re fighting for, Call it love of country, love of freedom; it’s a love divine, Like the love you bear for me and I for you Mother o’ mine.

Though I’m flying over shadows of the jungle, never fear For I feel your presence near me, and its comforting mother dear, In childhood days you held my hands and heard me say my prayers, The darkness held no terrors then as we climbed up the stairs. I’m climbing now my darling and I don’t know what’s ahead, There are hidden dangers lurking along every mile I tread, But your guiding hand is with me so I shan’t fall out of line, And we’ll brave the dark together, Mother o’ mine.

If I hear a call at sunset and I earn a pilot’s grave, The sacrifice is yours, for I but give the life you gave,Shed no tears for me if I go west to join that glorious band, You taught me to be brave dear when you held a baby’s hand, And if I see the journey through I’ll find you waiting there, In the country where I left you with the sunlight in your hair. I can hear your loving welcome, I can see your dear eyes shine, And I can feel your arms about me once again, Mother o’ mine.

Upon receiving the poem Nevil’s mother shed tears as only mothers can.  The previous year an elder son Ian BELL, a shunter with the railways was working on the Darwin wharf when it was bombed.  When the MV Neptuna blew apart Ian was hiding under a rail truck and both tumbled into the water as the wharf fell.  He swam through a sea of oil and staggered ashore completely blackened with only the white of his eyes showing.   Now Fanny’s baby boy Nevil was off to the Islands hoping to shoot Zekes from the sky and earn the right to perform the elusive victory (barrel) roll on his return to base.

21 June 1943:  Nevil was posted as a Pilot Officer to the RAAF 77 Squadron based at Vivigani Airstrip, Goodenough Island.  By this time Japanese supremacy in the air no longer existed.  Not for Nevil the close range battle in the skies but escort duty, convoy protection patrols, strafing and bombing.  The only form of aerial combat was training such as the one recorded in his friend Flight Sergeant Cleve ROSES’s log book

      “Dog-fight with ‘Dinga’ 55 mins - even go 1 bout each – 1 neutral”. 

Fortunately it was only training or this story would not have been written.

Nevil’s log book was destroyed but comprehensive records still remain of his operational sorties.  These are found in the National Archives of Australia Series A9186 - 77 Squadron’s Unit History Sheet: Detail of Operations.

27 July 1943:  In a Kittyhawk P-40K No. A29-177 Nevil flew his first mission.   This was not a frantic scramble to intercept an enemy aircraft; it was 3 hrs 34 mins of escort duty.  At 0611 hours the 77 Squadron aircraft took off two, three or four at time in one minute intervals.

The Details of Operations comments were as follows:

“Squadron was ordered to provide all available aircraft to act as top cover to aircraft  from Nos 30 Sqdn. (Beaufighters) and 100 Sqdn. (Beauforts) in a strike on some enemy shipping reported in vicinity of Cape Jacquinot south coast of New Britain (0539°S 15133°N).  Our aircraft were divided into 2 Squadrons – Badger Squadron of 12 aircraft led by S/L CRESSWELL and Jappo Squadron of 5 aircraft led by W/C ARTHUR.  One aircraft was forced to return shortly after take off owing to engine trouble. Aircraft took off when Beaufighters circled Vivigani at 0610 hours.  Mission was carried out quite successfully and nil enemy interception was encountered.  Over target area for 30 minutes.  Attack aircraft bombed some small ships and strafed adjacent buildings.   All aircraft returned safely.  Points of interest were: 265 miles trip to target (all over water) and the fact that the target area was within 100 miles of Rabaul. “

13 August 1943:    At 0956 hours in Kittyhawk P40K No. A29-174 Nevil flew his first intercept duty.  The familiar movie scramble scene enfolds – fighter pilot runs toward aircraft – aircraft up and away.

The scene not shown is taxying during formation take off.  On the ground the Kittyhawk’s nose obscures the Nevil’s forward visibility and until lift off he can not see ahead, only side to side.  To compensate he zig zags his taxying Kittyhawk.  To maintain spacing and counter balance slip stream from the aircraft ahead is a matter of experience and trying to duplicate or maintain synchronization.

10 April 1944:      On the day his future son-in-law John was born Nevil flew  Kittyhawk P-40K No. A29-610 on a bombing and strafing run that records the amount of ammunition expended by 77 Squadron.

The Details of Operations comments were as follows:

“11 P40N’s were engaged in bombing and strafing the Eastern tip of Pak Island. Bombing was excellent, 9x300 pound bombs being placed right on target, one fell out of range, and another did not release, later being jettisoned.  In 3 strafing runs over the target, the area was well covered by 10,500 rounds of 0.5 calibre ammunition.  Commendation was again received for this and the 9th April from Major General Swift.”

Nevil did not participate in further bombing and strafing missions.  Thereafter he flew protective patrols over shipping and escort duties until his operational tour ceased on 7 June 1944.  During his tour he participated in 27 strikes and attacks and 38 other operations logging 116 hours; other hours flown totalled 98.  There were days spent just waiting for action.

...

11 March 1945:   Nevil was promoted to Flight Lieutenant.   My father did not talk about his war time experiences and the following anecdote (edited) is the only reference known.  It was found in his papers after his death.

Test and Ferrying Experiences

After my operational service in New Guinea and surrounding islands I was posted south to Test and Ferry Flight.  My duties were to ferry to New Guinea replacement single, twin and multi engined operational aircraft.

When approaching Finschafen Strip in a Kittyhawk P-40N A29-1145? I decided to use a phrase which had touched my feelings to use on this occasion.   I radioed “Harvest (code name for Finschafen Tower) this is Badger (code name for Kittyhawk fighter) Red One Captain’s compliments to the tower, request permission to land.”

The next thing I heard was Harvest springing into life broadcasting to an approaching aircraft flown by a Negro (sic) pilot.  “Chicken (code name for Thunderbolt fighter) tuck those wheels up black boy and go around again and have Pigeons (code name for C-47 Transports) on the down wind leg” and “Badger Red One permission for immediate priority to land.”

Upon landing I was met by an American driving a Jeep who led the way to a parking bay for the aircraft.   As a Flight Lieutenant I was wearing the two broad blue bars on my shoulder straps above which was the RAAF Eagle and Crown insignia.  Replying to the salute I was then taken to my quarters which constituted a large tent up off the ground, completely fly wired in, sheets on the bed and a well stocked refrigerator.

I lay on the bed thinking about how things had changed for pilots during the war; before we only had a tent on the ground, a canvas stretcher and a couple of grey blankets.  Was about to rise and partake in a cold spot of liquid refreshment when a RAAF Jeep pulled up outside.

The RAAF officer explained to me there had been a mistake as the code phrase “Captain’s compliments to the tower” was only used by high ranking officers.   The American Jeep driver had mistakenly thought my rank was at least that of a Colonel because of the Eagle and Crown insignia.  The result was back to reality; a tent on the ground, a canvas stretcher and a grey blanket.

30 June 1945: Nevil was now a test pilot under training with 816 total flying hours. The type of aircraft he was qualified to fly were: Tiger Moth, Wackett Trainer, Wirraway, Boomerang, Kittyhawk, Vengeance, Spitfire V, VIII, Oxford, Anson, Liberator, Norseman and Mustang.

15 August 1945 (VJ Day):   After almost six years of war the Allies announced the surrender of the Japanese forces.

Spring was on the way and Nevil’s fancies turned to thoughts of well, other things.  Armed with ‘Lady Troubridge’s Book of Etiquette’ he assiduously courted pretty young Sydney lass, Margaret Ida HAMER.  On 8 September 1945 they were married in the Christ Church, South Yarra, Victoria by Padre Gerald John REGLAR.   

For Nevil service life no longer held the same attraction; he was discharged on 14 January 1946.   He and his wife Margaret returned to his home in Mitchell Street, Darwin, NT, and therein lies another story.