Final Flight for Robert McKenzie

Back Story

During a recent visit to Normandy, I visited a number of locations associated with Flight Lieutenant Robert McKenzie, a Typhoon Pilot who was tragically killed on 18 July 1944 just south of Caen. Robert was briefly married to Frances Hetherington, my Grandfather Bill’s niece, hence the family connection.

His story appeals to my Air Force background and gives me an opportunity to talk a bit about the British Commonwealth Air Training Plan (BCATP) one of Canada’s most important contributions to the Second World War.

Personal History

Robert Milne McKenzie was born in Aberdeen, Scotland on October 13, 1921, to Robert McKenzie Sr and Bridget Kelly Duff. In 1922, Robert Sr left Scotland to come to Canada. He worked in Detroit at the Ford Motor Plant and commuted between Windsor and Detroit to work there. Bridget and the children remained in Scotland until 1928. Bridget died of Tuberculosis in1931 when Robert was 10.

Robert McKenzie After Receiving Pilot’s Wings

How we Discovered Robert

After my parents, Muriel Johnston and Doug Allen passed, my nephew Patrick Ryan purchased their house. Since the house stayed in the family, it had been cleaned up, but not entirely cleared out. While looking for something else, Pat came across a set of Pilot’s wings, an ID Bracelet for Robert McKenzie, and a newspaper clipping. Robert had briefly been married to a relative of ours, Frances Hetherington, but otherwise we didn’t know anything about him. The newspaper clipping found with the Wings listed Robert as the foster son of Ada Johnston, our Great Grandmother. We suspect that Robert may have lived with the Johnstons at some point, as his mother had passed away when he was 10.

Robert McKenzie’s Pilot’s Wings and ID Bracelet

British Commonwealth Air Training Plan

The British Commonwealth Aircrew Training Program was a massive effort to train aircrews from Canada, Britain, Australia and New Zealand. All of the participants provided funding, but Canada provided the lion’s share of the funding required to support this huge operation.

A total of 231 facilities and alternate landing sites were used in support of the BCATP. At the peak of training in late 1943 the facilities were operating with 10,000 aircraft and 100,000 military personnel. The facilities brought an economic boom to the cities where the facilities were located for the construction, employment, housing, food and support services. While in Canada 3,750 personnel from the RAF, RAAF, RNZAF met and married Canadian Women.

Service Record

Robert had a typical series of postings in the British Commonwealth Aircrew Training Program.

His postings included: 

·        05 Jun 41 - 1 Manning Depot (1 MD), Toronto, Ont. Basic training, and selection for aircrew or groundcrew streams.  1 MD was located at the Coliseum Building on the Canadian National Exhibition ground. 

·        16 Jul 41 - 4 Bomber and Gunnery School (4BGS), Fingal, Ont (near St Thomas). This organization trained bomb aimers and air gunners.  Robert was there for a short period, probably awaiting his pilot training. 

·        09 Aug 41 – 1 Initial Training School (1 IFS), Toronto.  Studies included navigation, theory of flight, meteorology, duties of an officer, air force administration, algebra, and trigonometry. Robert finished 71st of 125 students and was designated as a pilot. 

·        14 Sep 41 – 10 Elementary Flying Training School (10 EFTS), Mt Hope, Ont. Students had 69.5 hours basic flying training, and 10 hours of Link Simulator training, generally provided by civilian instructors. Robert flew the Tiger Moth and Fleet Finch. Robert finished 18th of 33 students and was designated for single engine (fighter training). 

·        01 Jan 42 – 6 Service Flying Training School (6 SFTS), Dunnville, Ont (South-West of Niagara Falls).  Robert trained on the Harvard and Yale aircraft as part of fighter aircraft training accumulating 136.3 flight Hours. 

·        24 Apr 42 —Central Flying School (CFS), Trenton, Ont for course 46. Robert received his wings, this date. Flying instructors received advanced training at the CFS on Cessna Aircraft. Trenton was the largest training centre of the British Commonwealth Air Training Plan (BCATP). 

·        15 Jul 42 – 5 Service Flying Training School (5 SFTS), Brantford, Ont. Robert received multi-engine training on Anson Aircraft on the flight instructor’s course, then stayed on as an instructor.

·        25 Apr 43 – 1 Operational Training Unit (1 OTU), Bagotville, Que. This was the final training destination. The pilots were trained on operational aircraft, in Robert’s case, the Hawker Hurricane. Training was provided by instructors with operational experience and would have covered tactics and weapons delivery. 

Planes Robert McKenzie Flew

By the time Robert completed training, he had accumulated 845 flying hours, over half of them as an instructor on the Anson. Like most pilots early in the war, they were kept on as instructors, much to their disgust. Robert was relatively lucky, he only spent 9 months as an instructor, many spent more than 2 years.

After the OTU, Robert was posted to 118 Squadron where they flew Kittyhawks (P40) from the Aleutian Islands in Alaska to protect against Japanese invasion. The squadron returned to Sea Island (Vancouver) in August 1943 before being transferred overseas in October 1943. The squadron was renumbered 438 Squadron to avoid confusion with RAF squadrons. In Jan 1944 they transferred to Ayr, Scotland to transition to the Hawker Typhoon. 438 Squadron became part of 143 Wing RCAF, a component of the 2nd Tactical Air Force.  In March 1944, the squadron began cross channel attacks from RAF Hurn, Hants in Southeast England.

The Canadian squadrons of 143 Wing (438, 439 and 440) all flew Hawker Typhoons and carried either 2 500 or 2 1000 lb bombs and 20 mm Machine Guns.

Marriage to Frances Hetherington

Frances May Hetherington was born on September 21, 1925, in Essex Ontario. She was the daughter of Edna May Johnston and Francis Hetherington. Edna May was the sister of our Grandfather Bill. Francis Hetherington was born in England in 1901 and arrived in Canada and Essex in 1910. Francis and May were married in 1924 in Essex. By 1940, the family moved to Los Angeles, California. Francis was a Cabinet Maker, and they owned their own home. The family had become Naturalized US Citizens. 

On September 23, 1943, Frances May Hetherington and Robert McKenzie were married in Los Angeles. Their marriage would be very brief. After they got married, Robert returned to Vancouver, then was posted overseas with his squadron on 27 October 1943.

Robert McKenzie Just Before He Deployed Overseas

438 Squadron While Still Flying Hurricanes – Benson Col

This picture was taken while the squadron was still flying Hurricanes, before their transition to Typhoons and the start of Operational Sorties. Robert McKenzie is standing, second from the right. Bill Whitmore, kneeling at the right, was the only Sergeant Pilot on 438 Squadron at the time. Of the 21 pilots shown, 9 were killed in action, 2 more died on the ground, 2 were taken as Prisoners of War, and 1 was shot down but evaded capture.

438 Squadron Dec 1943 RAF Digby F/O McKenzie 4th from the Right PL41727

438 Squadron Photo with Hawker Hurricane– Robert McKenzie on the Right – LAC PL 22802

Operational Missions

F/O Robert M McKenzie Combat Missions

Robert flew 28 combat missions for a total of 35 Operational Flight Hours. He flew 21 missions out of RAF Hurn, and 7 from field B9 in Lantheuil, France.

Map of 438 Sqn Missions Flown by Robert McKenzie

An interactive web page showing the missions is available at the link below. The red missions are the ones flown from RAF Hurn. On 27 Jun 44 438 Sqn moved to Lantheuil Airfield in France just behind the front lines to provide more rapid support to the Army troops.

Interactive Mission Map

Initial Missions

Typhoons bombed various targets including Bridges, Railway lines and Marshalling yards, V1 Rocket sites (called NOBALL), Chateaus housing German command sites, and tank concentrations. The Wing attacked targets in formations from a 4-plane section up to a 24 plane wing level attacks depending on the priority of the targets.

D-Day Preparations

143 Wing continued to bomb targets in preparation for D-Day, hitting Bridges, Railway lines, and V1 rocket sites.

In the D-Day preparation (11 May – 5 Jun) there were a total of 41 Typhoons lost, with 22 Pilots killed and 3 taken as Prisoners of War. The Typhoons led from the front. 6 Squadron Leaders and 2 Wing Commanders were shot down during this period.

While 143 Wing was bombing targets, the RAF Typhoon squadrons were disabling the German Radar sites along the coast to limit the ability to track the invasion. The Rocket firing Typhoons flew 694 sorties, firing 4,517 rockets, and the Typhoon and Spitfire bombers flew 759 sorties dropping 1,258 bombs against radar sites.

All 6 long range radar sites were destroyed. On D-Day 18% of all German Radars in North-West France were serviceable and in the assault area, less than 5% of Radar sites remained operational. The air force had planned elaborate decoy attacks to mask the true landing area, so left some Radar sites operational so they would be able to track the decoy flight.

Radar Site Damage in pre D-Day Attacks (Group Captain JR Baldwin)

On D-Day, 438 squadron attacked two strong points on Gold Beach (WN35 and WN37).

D-Day Targets for 438 Sqn (from Squadron Logs)

For the target at vT979967 Asnelles-sur-mer (WN37), Target attacked with 12 x 1,000 lb delivered from 5,000 to 8,000 ft, direction N.W. All bombs on target, 4 direct hits, rest near misses. Robert flew against WN37. For the target at vT925868 Mont Fleury (WN35), Target attacked with 12x1,000 lb bombs dropped from 6,000 ft to 1,500 ft, direction North to South. Target covered in smoke, 2 direct hits, 2 near misses. Others grouped around target.

438 Squadron War Diary Entry- D Day 06 Jun 1944

The day opened cool and slightly cloudy. Everybody was up bright and early this morning to see our 11 aircraft off, led by the Wing Commander, Flying. No. 438 Squadron was assigned the task of dive bombing two concrete block houses overlooking the beach on which the 50th British Division was to land tanks. This operation had to be performed just as the tanks landing craft lowered their ramps. Cloud conditions were 5/10 from 2,000 ft. up with the result that the dive bombing had to be done from a much lower level. Despite this and the difficulties of a heavy smoke cloud above the beach direct hits were scored on both targets with 1,000 lb. Bombs and it is believed they were totally destroyed. All pilots came back safely with their aircraft though one aircraft had a piece of flak bounce off the prop. and bash in the leading edge of the wing.

438 Squadron Operational Log – 06 Jun 1944

From the operational log of 06 Jun 1944, 438 Squadron had two primary targets on the morning run on D-Day, supporting the 50th British Division invasion at Gold Beach. 12 Aircraft took off at 0705 to hit the targets described as Strong Points at map reference vT878867 (49.34341N, 0.58386W) Asnelles-sur-mer (WN37), and vT925868 (49.34593N, 0.51928W) Mont Fleury (WN35). The bombs used were either 500 or 1,000 lb Medium Charge bombs with a 0.025 sec fuze delay (MC .025). Medium Charge (MC) bombs had a Charge to Weight Ratio of 40-50%, meaning approximately half the bomb weight consisted of explosives.

Actual D-Day Results

Robert’s section targeted WN37 which is very conveniently located in a car park in Anselles-sur-Mer.

Despite the claims that the bunkers were destroyed, they were intact, and the guns accounted for 6 British Tanks before being taken out by a Sexton 25 lb Self Propelled Artillery vehicle at a range of 300 yards.

The bunkers were still intact the day I visited. A few chigger bites out of one corner but no serious damage.

Back view.

The sea was very active the day I visited. At high tide the sea was washing over the break wall and the walkway was closed.

There was a lone kayaker enjoying the waves.

Deployment to France

The Typhoon squadrons of 143 wing had been designated as support to the Army efforts. The Squadrons were used to operating out of Tents and were deployed as close as possible to the front lines. Post D-Day they had implemented a primitive version of a Forward Air Controller, where a pilot was located with the infantry and could call in the Typhoons for Close Air Support. The squadron would have 2 aircraft ready to go and when called upon, could be over the target in 5 minutes, drop their bombs, strafe the Germans and be back to reload and rearm in 15 minutes.

Lantheuil Airfield (49.27156N, 0.54247W) Map Reference vT906786 – Lambert Zone 1) 

Lantheuil Airfield was marked out on 11 Jun 1944 and construction was started the next day. The runway was complete on 22 Jun, and 143 Wing arrived on 27 June. Due to the muddy airfield, it was decided to track the Runway on 05 Jul, and the work completed by 8 Jul.

Aerial Photograph of Lantheuil Airfield – Invasion Airfields

The 3,600x120 foot runway was covered in Square Mesh Track (SMT) that was delivered in rolls, stretched out and pinned to provide a solid landing strip to support the 3 Squadrons. The runway was 18 SMT Rolls wide and required a total of 1,034 rolls for the runway and assembly areas. 4 parties of Engineers, each with 66 men, laid out the runway in 4 sections.

Installation of SMT Runway – Invasion Airfields

I visited the site of the Lantheuil Airfield B9. The airfield has been transformed back into a farmer’s field.

There is a memorial at the site commemorating the airfield.

There is an information board with details of the site and operation. Three Canadian Typhoon squadrons, 438, 439 and 440 operated out of this location and took part in the battle for Caen and the Falaise Gap. The plaque reads:

Robert’s Last Flight– 18 Jul 1944

At 0705 on 18 Jul 1944, 4 Typhoon aircraft of 438 Squadron were detailed to attack a bridge at map reference vT983577 (49.08637N, 0.42483W), dive bombing from 8,000 to 2,000 ft, attacking West to North. 4 bombs were dropped on the north approach of the bridge, 2 probable hits. Results were not seen due to smoke and debris. 1,000 lb bombs were used. Intense, accurate flak experienced over target. One pilot, F/L R.M. McKenzie, flying Typhoon MN707, was hit by flak on the start of the bombing run and seen to crash into the ground when his aircraft went into a spin from which he was unable to recover. Nothing was seen of the pilot. The Typhoon was found in the immediate vicinity where McKenzie went missing. His body was buried near the River Orne, Map Reference vT967584 49.09213N, 0.44707W) just outside Amayé-sur-Orne, 8.5 miles south of Caen. 

Target and Crash Site – 18 Jul 1944

On 16 Mar 1945, a letter from the Directorate of Personnel Services confirmed the site of Robert’s Grave.

It was possible to identify him by personal effects found. "Lone grave in field near wreckage of aircraft. In same area a few hundred yards distant a lone grave -- spot called 'Champ du Puit' 'Un Soldat Anglais.'" In another report, "Whilst sweeping in the canton of Evrely, I found on a spot called 'La Butte Maison des Champs" Amayé Sur Orne, a very small remnant of the wreckage of a Typhoon. No aircraft or engine number was to be found. I managed to obtain the following cannon numbers: F23579, D10449, D19125. Alongside the wreckage was the grave of the pilot, marked with a cross bearing the following inscription: RCAF F/L R.M. McKenzie, J11317, 17-7-44. The grave did not bear any trace of having been registered. Arrangements are being made for the human remains to be transferred to a Military Cemetery and you will be informed as soon as this is done." Signed F/L H. P. Masse. An epaulet showing rank of F/L, part of the Canadian Flying Badge, ronson lighter, similar to the one carried by F/L McKenzie, ammunition pouch with his name on it was discovered in the grave.

McKenzie's remains were reinterred at the Ranville War Cemetery, Calvados, France.

A copy of the relevant war Diary and Operational Log entries for the incident are given below.

F/L McKenzie was reported missing as of 18 Jul 44, and a note from 14 Mar 1945 confirmed that his aircraft and personal effects had been found confirming his death. His body was buried near the crash site.

I visited the bridge Robert was targeting at Amayé-sur-Orne. At the time, it was one of the few bridges across the Orne, and a key location for German Armour to cross the River. At this location, there is an island in the middle of the river.Amayé-sur-Orne is a quiet little village, with lovely flowers on the bridge.

View across the Bridge.

I always try to take pictures of flowers, as my sister Dale is a Master Gardener, and my number one commenter. The river looks idyllic. I spent a long time on the bridge thinking about Robert giving his life to try to take out the bridge that was never destroyed, and eventually captured intact.

After visiting the bridge, I went to Robert’s crash site and initial burial. There is no marker, so I relied on the map listings given in his burial documents. Again, it is now in a farmer’s field.

View across the road. Visiting the site of his crash was again very emotional. I can’t really explain why it is so moving to look at a field., I guess its because a 22-year-old kid gave up his life for his country and the fight for freedom.

After the war, Robert was exhumed and moved to Ranville War Cemetery not far from the Pegasus Bridge. Ranville was the first village to be liberated when the British 6th Airborne captured Pegasus bridge by parachute and glider a few minutes after midnight on 06 June.

Ranville contains 2,236 Commonwealth Burials from the Second World War, including 90 who are unidentified. There are also 323 German graves, and a few from other nations as well. The initial burials were made in the church graveyard across the street, then after the war the War Cemetery was established and expanded.

One of the German headstones.

A Belgian Headstone.

A French Cross.

The cemetery has an arbour in the middle as part of the tranquil setting. I like to sit in the cemeteries on a warm afternoon, you can definitely feel the energy of the fallen.

Robert’s initial grave marker.

Robert’s current headstone.

Typhoon Memorial

My final stop was the Typhoon Memorial situated on the road to Falaise, Noyers Bocage. The memorial contains a monument to Typhoon aircraft pilots who were killed in the battle of Normandy from May to August 1944. The memorial lists the 151 Typhoon pilots killed during this period, including F/L Robert McKenzie. There are 23 Canadian pilots listed in the 3 RCAF Typhoon squadrons (438, 439 and 440) as well as 16 additional Canadians serving in the RAF Typhoon squadrons.

The memorial is in a lovely setting at an intersection.

Unveiled in September 1999 by Mr. Jacques Brehin, president of the ASAVN (Association for the memory of the wings of victory in Normandy) and Lieutenant Roy Crane, ex-pilot of Typhoon. Based on the drawing by Raymond Triboulet, produced by Charles Lebaron.The monument represents three planes stylized by « V » as victory. This stele, in bush-hammered pearl blue granite and black South African granite, is located on land donated by the municipality of Noyers Bocage.The names of 151 R.A.F. and R.C.A.F are engraved in gold letters on two plaques behind the monument.

The memorial dedication plaque.

The memorial lists all of the Typhoon pilots killed in Normandy.

Robert’s listing is shown.

The memorial features 3 stylized aircraft that are only evident when viewed from the side.

This completed my Robert McKenzie tour. It is odd how close you can feel to a person that you never met, or in this case had no idea he existed before a deep dive through family keepsakes. I like writing these stories to help their sacrifice be known to a wider audience.

Typhoon Facts

Some interesting tidbits I dug up while researching the Typhoon.

Typhoon Clearance 1,000 lb Bombs

An excellent example of practicality over bureaucracy. On D-Day, 06 Jun 1944, a representative from Whitehall (Defence Headquarters) called to state that clearance had not yet been granted for the Typhoon to carry 1,000 lb bombs, despite having been used for several months.

The response from Wing Commander Healy is priceless:

It is suggested to the Air Ministry official concerned that he might like to take the following action:

                           i.          Try to stop A.E.A.F from putting 1,000 lb bombs onto Typhoons.

                          ii.          Recover any 1,000 lb bombs that may have already been dropped by Typhoons and explain to the recipients that the bombs were dropped in error.

Typhoon Robustness

Despite the problems with the Typhoon design, it evolved into an excellent air to ground platform and was used extensively to support the Army. The Typhoon provided a stable weapons delivery platform and was able to make it home after sustaining remarkable damage.

Anti-Aircraft Fire Sets Off 20mm Rounds Blowing a Hole in the Typhoon Wing IWM CE_108

Weapons Delivery

(from Typhoon and Tempest, the Canadian Story Hugh Halliday p.189)

Approach

While operating from bases in England, after taking off, the aircraft would descend to low level ~50 ft to cross the channel to avoid German Radar. As the aircraft approached the target, the aircraft would climb to 8,000 -10,000ft. About three miles out the leader would put his formation into “bombing formation” and level off at 8,000 ft.

High Dive Bombing

Bombing formation used is a deep stepped-up starboard echelon if the dive is to port. The leader approaches the target almost directly over it, so it entirely disappears under his mainplane and waits until the target is slightly behind him and to port.

Typhoon Attack Formation

When this situation is reached the leader dives steeply onto the target, so he maintains sight of the target, and the rest of the formation follows. It has been found that the most accurate attack is made from 8,000 ft down to a release point of 2,000 ft in a dive between 60 and 70 degrees. When the pilot has released his bombs, he pulls up to the starboard or port as mentioned in the briefing, and the other pilots do likewise reforming at speed above the range of light anti-aircraft fire.

The two chief methods of sighting in the high dive bombing deserve mention here. The first and most common method is to set the centre bead of the gunsight on the aiming point of the target. Just before release apply the proper amount of deflection by pulling up the nose slightly, for instance 1 ¼ rings at 2,000 ft for 480-500 mph at a 60-degree dive.

The second method used is to place the centre bead on the target as soon as possible in the dive and gradually throughout the dive slowly apply defection and when the release height is reached the proper amount of deflection would already have been applied, and then the bombs are released in the dive without a pull-out. This method is probably the most accurate since most pilots pulling out at high speed tend to violently overshoot with their bombs.

Typhoon Bomb Runs Against a Rail Line IWM C_004725

Low Level Bombing

When used against lock gates, lightly defended Headquarters, or railway tunnels, low level bombing gives the greatest accuracy and incidentally, the greatest thrills. The height of approach is normally 8,000 ft to avoid light anti-aircraft fire enroute. When about 15 miles from the target the leader begins to drop off his height and this gives speed. When within sight of the target the leader and his No 2 make straight for it, attacking at an angle of 25-30 degrees and release their bombs at roof top height where the bombs will plunge directly into the wall without skipping along the ground. After the delay bombs have exploded, the best method found to prevent confusion is to have the leader pull up then control the attack by R/T, in other words he details each pair in succession to attack, making sure the former pair’s bombs have exploded. Sections waiting their turn orbit at 3,000 ft and when detailed, attacking, breaking away and rejoining the main formation at approximately 4,500 ft.

Typhoon Low Level Bomb Run Against Shipping IWM C_4102A