As if to take the seriousness and worry off the impending end of course exams a number of Chipmunks were allocated to Wellesbourne Mountford during January. It was said that we needed a refresher on single-engined aircraft as we, on passing out, were due to be trained as fighter rather than bomber pilots. So it was that we were able to turn the tables on our instructors. Whilst our Log Books showed our instructors to be first pilot (Captain) on any dual flights they were in fact our pupils because, unlike us, none of them were qualified on the type! Ken Knott had his first Chipmunk flight with me on the 20th of January, it lasted 45 minutes and I think I answered all his questions. Two solo flights followed and, as with other students we soon learned not to land just past the runway threshold but either to approach and land further along or to fly a few feet above the ground for most of the runway's length and drop into a perfect three-pointer and draw up just short of the far end; it was great fun. Ken Knott flew with me once more, during which, after carrying out our allotted duties, we threw the aircraft around and had a wonderful time. That was the day before my Final Handling test on Oxfords.
My Final Handling Test was conducted by Sqn.Ldr. Forster, the CO of No.1 Squadron (our training course was No.2 Squadron). He was very fair and put me through my paces for an hour and ten minutes. I passed, and that was the final flight of the course and my last flight in an Oxford and, little did I know it at the time, it was the last time I would be officially at the controls of an RAF piston-engined aircraft.24
Not only were our flying skills put to the test, there were ground school exams to pass, too. These were all written papers and most of them were of the multiple choice answers variety. Even so, some of the choices were cleverly worded, and so nearly right, that they made me think quite hard. More students failed, even at this late stage, and the course ended with about 60% of the original intake going on to prepare ourselves for the Passing Out Parade.
There was an end of course party, again held at the same hostelry in Stratford-upon-Avon. This was a very relaxed affair. Sqn.Ldr. Irish, our course CO, informally congratulated us on our achievements and wished us well. Rather too much liquor was consumed but its effects were delayed if not mitigated by the consumption of quantities of ham rolls, sausage rolls, cheese sandwiches, and other 'blotting paper'. Our senior ground school instructor, having eaten chrysanthemums at Christmas, decided to help himself to the now seasonal tulip petals. I tried one petal but found it fleshy and not at all to my taste. Heavy hangovers were duly nursed the next day.
We passed out and were individually presented with our flying badges during a parade held on Wednesday the 25th of February, 1953. It was a great feeling to have passed the course and to be on parade, have the usual low level fly-past of a formation of Oxfords as soon as we were presented with our 'Wings', and then to be able to show our parents round the Station as well as the cockpits of both Oxfords and Chipmunks. There was a celebratory drink and buffet in the Officers Mess for all who attended. Three weeks leave then followed during which all of us were individually informed that we had lost our acting rank and were instead now substantive Pilot Officers. As was customary, our names, as newly Commissioned Officers, were published in the London Gazette.
Now that I was a 'regular' RAF Officer, and no longer a National Serviceman, I had to kit myself out with a full uniform. I did this as a matter of priority whilst on leave in readiness for my next posting. Much money was spent at Moss Bros as a result, and I opened an account with them which was to prove very convenient in the future.
____________________________________
24 On February 20th, 1953. 36