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ADRIAAN MANSCHOT

M.L.D. pilot, 2nd Off Airman in WW-2, born in the village of Jaarsveld, Netherlands

his story with facts and tales ☼ may 1916 ~ † febr 1945

picture taken at “Stage & Screen Studio, 408 Strand” in London

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Born in the village of Jaarsveld - 51 58.2' N 4 58.6' E

-In the Netherlands, to be more precise, in the southwestern part of the province of Utrecht. It’s a quiet village, and lies behind a dike, along the river “Lek”. The water of the river Lek comes from the river Rhein, which flows thru Germany and Switzerland. People were poor, and the standard of living was low. The survival rate of babies much lower than today. To attend school for children could be a struggle, sometimes unaffordable. Some children left school after only a few years of education. The poor living standard, made parents to send their children to work for additional money. Families with 10 children or more were common. This story is about sgt/lt. pilot Adriaan Manschot, who’s coincidental destiny was 2nd Off. airman during WW2. He was a son of Barend Manschot and Adriana Versluis, they lived in the Kerkstraat (churchstreet) in Jaarsveld. They ran a shop selling needs like textile, kitchenwear, etc. All kids attended the primary school.

Jaarsveld in 1922. The Christian primary school on the left, view southwest into the “Kerkstraat”. The houses on the right were called “The English Corner”. Here, his father Barend Manschot was born.

3-6-2019 3 Dates : Born on the 10th of May 1916 in Jaarsveld, Netherlands (Holland)

Marine Training on naval ship ss “Noord-Brabant”, Vlissingen, in 1935 Employed as an engineer with BPM (Shell) 1935 – 1940, and lived in The Hague. Arrived in England: in the days of 10 – 15th of May 1940 Sailed with the ss “Duchess of Richmond” from Liverpool to Canada end of June 1940 Proceeded and arrived in the Dutch Indies (NEI Netherlands East Indies): 2nd half of 1940 Acquired first air license: 10th of March 1941, Surabaya Entered M.L.D. as trainee airman: 1st of July 1941, base: Morokrembangan, Surabaya, NEI Involved in air defense by MLD against the Japanese imperial forces, dec.’41 – febr.’42

Transport from Surabaya: 19th of February 1942, with ship ss “Tsjinegara”, to South-Australia Mallala naval-airbase, South-Australia, 4th of March 1942 Transport from Melbourne (Australia) to San Francisco, by s.s. “Mariposa”. Arrival with ss “Mariposa” at San Francisco: 3rd of May 1942 Arrived by train at Jackson (Miss.): 8th of May 1942, entered training at the R.N.M.F.S. Acquired license Officer Airman 3rd Class: 15 march 1943 O.T.U, Pennfield Ridge Airstation (Canada): 31st of May 1943 Arrived in England: 18th of September 1943 First war mission for 320 squadron, 28th of Nov. 1943 Acquired license Officer Airman 2nd Class: 16th Sept. 1944 Lost his life during an accident above Tienen, Belgium on the 9th of Feb. 1945 Bronze Cross - Royal Decree no.1 24 Feb. 1944 Airman’s Cross - Royal Decree no 7 13 Jul 1944

RNMFS = Royal Netherlands Military Flying School OTU = Operational Training Unit BPM = Bataafse Petroleum Maatschappij MLD = Militaire Luchtvaart Dienst - R.D.N.A.S. Royal Dutch Naval Air Service

3-6-2019 4 Barend Manschot, Adriaan’s father, passed away on the 15th of October 1951. His properties in Jaarsveld were sold in 1952, and the family of Vonk became the new owners of the house Kerkstraat 22. They continued to run the shop, later including a small post-office. Today, it has become a normal home. Today, there are no shops anymore in Jaarsveld. Ben Groothedde showed us a copy of a letter which was written in 1985 by Adriaan’s brother, Henk Manschot. Only 1 page, but offering a few clues. Some people born in Jaarsveld remembered Adriaan as a friendly and sportive young man. Later when he fulfilled his duty during WW-2 he showed bravery, and courage, for which he was honored with the Airman’s Cross and the Bronze Cross by Queen Wilhelmina. His father, Barend, was devastated in 1945, when he found out, that his son had lost his life. Barend tried to raise money for a monument for him. Despite sufficient money was collected, that monument was never realized. However, in august 2012 a new monument was raised for Adriaan and 2 other men from Jaarsveld who had lost their life during WW2. (www.sjog.nl) As a tribute to ‘Manschot‘, and his comrades in Sqdn 320, we are encouraged to further investigate, and publish this story, which was almost forgotten.

His parents Adriaan’s father, Barend Manschot, was born on the 15th of Oct 1877. His mother; Jaantje Versluis. Barend and Jaantje married on the 30th of Sept 1912 in Jaarsveld.

From left to right: Adrianus (Janus) Manschot, his grandfather, his mother Jaantje Versluis, and his father Barend Manschot

(Foto: Jan Manschot)

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Adrianus z.v.( son of ) Barend Manschot and Adriana Versluis was baptized on June the 4

th 1916.

From the Archive of the church in Jaarsveld

The name of the family, Manschot, has a long history. Records go back to as early as 1660.

Adriaan at the primary school

First kid on the right is Adriaan Manschot, with his classmates on the Chr. School in Jaarsveld

3-6-2019 6 His brothers and sisters were: Mar, Jan, Wil, Henk, (Maria) Riet, Adrie, (Barend) Ben, (Pietertje) Pien, (Aartje) Alke.

On the right, no. 22 Kerkstraat Jaarsveld, where the family of Barend Manschot owned a shop.

(foto: Hans Veer)

Tales of his youth

Adriaan grew up as the 2nd son in the family of Barend Manschot and Jaantje Versluis. Henk van Rossum, his cousin, tells in a family chronicle: “The growing up sons of Barend were naughty “devils”, especially Adriaan and Henk. In the church they crawled in the aisle, above the organ, and scratched their names on the partition.” During the service, Adriaan and Henk were assigned to pump the air with their feet for the church-organ. They were the Bellow pushers, because in those days an electric pump was not available. A story was told as follows: occasionally they sneakily left during the service (with the intend to return back on time). But than it happened on one occasion that the lecture had finished earlier than expected, and the two boys had not returned yet. The church organist started to play, but after a few tones, the volume ceased rattling. Silence. “Where are the bellow pushers?” You bet a special surprise was waiting for them when they came back home! Barend used to ask them: “What was the last word spoken during the lecture.”? But prepared to that question, they had already asked that to one of their sisters. Adriaan was a sort of smart guy, developed things like a fly kite, not a small one, but one of 3 meters high, and at the age of 16 he constructed a boat from car tires. When it was launched in the river Lek, a number of spectators from the village of Jaarsveld came to watch, the boat did not sink. “After primary school, Adriaan became a car mechanic in a garage owned by van Dis in Schoonhoven. Sister Adrie: ”When he came back home, he was always our cheerful libertine. He had difficulties with the small wages he earned so father Barend helped him occasionally.” motor mechanic, and trainee at the Naval Marine School in Vlissingen.

In 1935, when Adriaan was 19 years old, he volunteered to serve as an ordinary seaman on the so-called standby ship, h.m.s. “Wachtship”, in Vlissingen. He was dismissed within 3 months from this service, on the 7th of august 1935, with honor.[ref 6]

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‘Wachtschip’ hms Noord Brabant, southern port of Flushing

Meanwhile, Adriaan’s brother Henk initially had a job as an assistant for his uncle Piet Manschot in his transport company. When the war broke out all of Piet’s cars were stolen by the enemy, and Henk lost his job. He than started to work at a bakery (named den Deken) in Jaarsveld, and quickly thereafter he had his own bakery shop in Utrecht. He married with Teuntje Langerak. His bakery shop did very well and temporarily grew out to one of the biggest in Holland.

Adriaan had fulfilled service as trainee on a navy ship named as “h.m.s. Wachtschip” in Vlissingen, but the actual name was h.m.s.

“Noord-Brabant”.

Extraction from the civil registration in The Hague

3-6-2019 8 Between 1935 and 1940, Adriaan lived in the city of The Hague, initially in the street named Soestdijksekade no.152.

Than from august the 20th 1936 he lived at address Kootwijkstraat no. 109.

On January the 2nd 1937 he moved again, to Maagdepalmstraat 88. This was the last address in the Netherlands, where he was registered.

Overrun.

After his training in Vlissingen he acquired a job in the garage of the BPM (Shell) in the Hague. He worked there as an engineer till that terrible day, May the 10th in 1940. Preceeding to what changed the world on the 10th of may, from November 1939 many warnings were given to the dutch government, that an invasion by the german nazi’s could happen any moment. In an attempt to take the necessary precautions, large areas of land, were flooded (Holland is a flat country and mainly lies below sea level) to stop the expected invasion by the german army. Many farmers and their cattle were moved elsewhere. Despite the dutch government did everything to show its imperial neighbour, that peace and neutrality was of highest priority. The invasion did not happen in 1939. During the consequential first months of the year 1940, however, tension grew. Days of growing fear and uncertainty. Suddenly Norway and Denmark were invaded in april 1940. The question was, would the german expansion affect the Netherlands or not. Desperate attempts to stay out of the war and to remain neutral. Prominent figures in politics and industry tried to persuade the germans not to start the war. Without success.

10

th of may 1940, in the news

Early in the morning of the 10th of may the devastation started, sound of foreign airplanes which flew from the east to the west and than approached the Netherlands from the Northsea, bombs fell on people, airports, buildings, airplanes, military objects. Loss of life and destruction just started on that fearful day and would last for 5 long years. The nazi’s named the Operation “Fall Gelb”. For many people totally by surprise, the Nazi’s had invaded Holland. Holland turned into chaos, and its people left with fear. The resistance of the dutch military, despite vastly outnumbered by the invaders, delayed progress of the enemy and after a battle of 4 days, the nazi’s who became impatient, decided to bomb the dutch port of Rotterdam. Approx. 900 civilians died, 30.000 people became homeless. The center flattened. This happened on the 14th of may 1940. The government of the Netherlands saw no way out, as more cities were threatened to be bombed, and surrendered. During these frightening days, Adriaan was one of many people

3-6-2019 9 who crossed the Northsea to England. ‘To return stronger, with greater force and fight.’ However, not without danger. Ships sailing from dutch ports, like Scheveningen, were attacked, many people died while getting away from the warzone. Communication lines were cut-off. Several different rumors were spreaded. for instance that Amsterdam and Utrecht were bombed as well. Adriaan arrived safely in England, and stayed there for a few months. He was registrered at: Lensbury Club, Teddington, London. The letter from Shell to Adriaans brother Jan Manschot, states: “shortly after his arrival in England, Adriaan became transferred to the Dutch Indies, where he received employment for the B.P.M. in Surabaya, the same work as he already did for the B.I.M. in The Hague.” [Ref. 23]

addresses in Adriaan’s archive referring to Shell are:

(a) Shell Oil Co., St. Helens Court, London (b) Shell Oil Co., 50 West, 50 New York USA

To the Dutch-Indies

He was listed as passenger on board of the ss “Duchess of Richmond” which left the port of Liverpool on the 28th of June 1940, bound for Quebec and Montreal. (This ship had turbine engines and eventually survived the war)

This voyage across the Atlantic Ocean in june 1940 was very dangerous. German U-boats had been around there since august 1939, and they were patrolling everywhere, especially in the waters around England haunting for allied ships. A witness tells: ”I sailed with my two brothers on the ss “Duchess of Richmond” from the

Gladstone Dock in Liverpool on June 30th 1940 as a twelve year old evacuee to Canada. The “Arandora Star “ sailed on the same

day and we had the destroyer “Wanderer” escorting us until we reached the Atlantic, then we were on our own and close to the

“Arandora Star “ when she was torpedoed by U 47. Some time later the “City of Benares” was sunk also with the loss of many

children. The Government stopped the programme of evacuating children to Canada.”

After Montreal he continued his journey to the Pacific coast, possibly Vancouver, and must have entered the next ship, sailing to South-East Asia, and ultimately reached the Dutch-Indies, in the 2nd half of 1940. No passengerlists found sofar, confirming this voyage. However, his dream, to become a pilot, came within reach, when a club in Soerabaja invited anyone who was interested, to acquire a basic license. Flying lessons were relatively cheap, as they were subsidized by the government in the NEI.

“For licensed pilots we open-up the opportunity at the Marine Airbase of Morokrembangan in Soerbaja, to be trained as a reserved Officer-Airman for the Royal Airforce.” So it was told in brochures.

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His 1st Flights Adriaan learned to fly on Tiger Moth (34 fl.hours), and Bucker Jungmann (7 fl.hours). He received his first pilot license, no.150, in Soerabaja, on march 10, 1941. From july the 1st, 1941 he was called by the M.L.D. in Soerabaja to enter military service, and to be trained as reserve officer-airman for the marine navy.

De Havilland Tiger Moth

Bucker Jungmann with MLD colors

The Bucker Jungmanns were ordered in 1940 by the NEI Luchtvaart Fonds

to promote aviation, which was a different organisation than the "Vrijwilliger

Vlieger Corps (VVC)." The Jungmann in Soerabaja had registration PK-SAC.

The Vrijwillig Vlieger Corps (VVC) was established in March 1941 in

Bandoeng, with other groups established subsequently in Batavia,

Soerajaba, Semarang, Djokja, Malang, Balikpapan and Medan. The

purpose was principally to provide a reserve source of pilots for the

military forces, and to provide instructors until the outbreak of the

war with Japan, from 8 december 1941.

It operated a large number of Tiger Moths

with registrations PK-VVA till PK-VWX (except PK-VVW).

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Advertisement, call for duty to serve for the M.L.D.

Call for Duty

In July 1941 he was called for duty in the Dutch Indies, and enrolled in the MLD. (Naval Airservice). Indonesia was still in relative peace, despite the growing thread from Japan, which was felt already in the past 3 years in the Dutch Indies. In 1940 parts of China and Vietnam were already occupied by the Japan. Japan had strongly demanded large quantities of oil to be delivered to Japan by the Netherlands East-Indies. Obviously, there was an urgent need to build up strength in the NEI to be able to patrol defend against any possible threat. The Dutch Indies could not rely on its parental ountry, the Netherlands, which was occupied by Germany. The only possible support could be expected to come from the USA, England, and Australia. 31st of August 1941: The last Queen’s Day in the Dutch Indies. A military parade in Batavia was showed the land- and naval power to withstand a possible threat from the Japanese. (The dutch Queen could not attend) A pilot in the group of Adriaan, Johan van Emden (†) commented: "They belonged to the first group of AROV's (adspirant reserve officer vlieger). Approximately 15 men. Also in this group were mr. Neusink and Grader.” They must have had a boardinghouse in Soerabaia. “After working time most of them went home (to

their guest family). Their base was Morokrembangan. Every Monday morning at 11 o'clock there was a training exercise (jogging) under command of a sergeant-major of the marine's." The airplanes they used were Ryans (land-, and sea-). Later Dornier’s and Catalina's. [ref.19]

In october and november 1941 the threat severed, and the endless reconnaissance flights were intensified, to search for enemy planes and ships. Japanese fishingboats were inspected for unlawful carriage of spying equipment, as they were found to map and communicate depth and waterways in NEI territorial waters.

Recreational Pilots to the Naval Air

Service

As might be known, a number of licensed pilots have received a letter from the Department of Marine, explaining the important task which has been assigned to the Naval Airforce to defend our territories. Therefore recreational pilots are called upon to apply their skills for the Royal Navy. “To licensed pilots the opportunity is created at the Navy base of Morokrembangan in Soerabaja, to be trained as Officer-Airman with the naval airservice.

Sea- Ryans and Dorniers 24K returning from a parade on Queens Day, 31

st of

august 1941, near Morokrembangan

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War in South-East Asia

December 8th, 1941, newspaper article (Air & Space Museum, San Diego)

On December 7th , 1941, . . . . . War. The imperial war in the Pacific by Japan had begun. A sudden attack on the US navy port of Pearl Harbor, Hawaii, and invasion into Malaysia at the same day. Singapore, and the Philippines were attacked. The Dutch-Indies, with oil reserves were now targeted. Due to the situation on the 7th of December ‘41, the NEI saw no other option than to declare war to Japan. Adriaan, by than a reserve trainee airman at the M.L.D., (naval airforce) took part in reconnaissance operations with a group of seaplanes type Dornier 24K. This group was identified as GVT2 (Commander: Reijnierse), and together with GVT5 (commander: Burgerhout) stationed at Sorong (New-Guinea). A far outpost to the north, closest to enemy lines, where they would enter the territorial waters of the NEI. The land army (KNIL) offered strong resistance, but the enemy came with too many, by sea, air, and with heavy equipment, their airforce overpowering largely the one of the NEI.

As appeared from his logbook, Adriaan mostly flew as trainee on DO-24K, reg. X-11. The X-11 had a fixed crew consisting primarily of mr v. Dijk, Evers, Ditmar, Snijders, Norman.

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Airplane X-30 was a Dornier 24K, belonging to GVT5

On December the 17th, ‘41, 10 days into the war, Adriaan was flying on the X-25 (Dornier 24K) with the crew of Reijnierse. On that day a Japanese Kawanishi (Mavis) seaplane suddenly attacked the base at Sorong. The X-11 waited with engines running on the water, as a decoy (but was not hit). The enemy airplane dropped its bombs on the dutch support vessel “Arend”. Adriaan’s plane, the X-25, circling around in the area, upon getting sight, chased the Kawanishi, and during that subsequent fight, 2 of his crewmembers were killed. The Kawanishi escaped. 18th of December 1941, the next day, again one of his crewmembers died, while he was flying on the X-11. On the 23rd of December 1941, a few days later, a large concentration of Japanese ships was observed at the Phillippine port of Davao. The Allied command of forces ordered an attack. As a result B-17’s of the US Airforce, as well as airplanes of GVT2 and GVT5 were involved in this mission. Adriaan took part in this raid, onboard of the X-11, however, with only moderate success. (Ref.: his logbook)

German made Seaplane Dornier 24K that was used since 1938 by the MLD in Dutch-Indies

In this picture the X-12 (GVT-2) Adriaan had flown in the X-11

26th of December 1941, the northern base of Kakas, on Lake Tondano (Minahasa, northeast Celebes), suddenly became attacked by Japanese zero’s. Most airplanes of GVT-2 and GVT-5 ready to fight, and with full tanks, were destroyed in moments by Japanese fighters coming from the base of Kema. Sergeant-Airman R.Siezen and airplane mechanic C.Bruinhout lost their lives, sergeant-airman G.K. Evers became heavily injured. Sergeant mechanic C. van Dijk, who had a shot through his arm, saved sergeant Evers by staying with him, while swimming until a motorboat could rescue them both from the water. On the 4th of January 1942, sgt. Evers eventually died in Surabaya because of his wounds. On the 1st of February 1942, the airbase became occupied by the Japanese and after this action the local servant Kardjo was missing. The attack on the 26th of December was a possible retaliation for the assault on Davao, on the 23rd of dec. NEI = Netherlands East Indies GVT = Groep Vliegtuigen (group of airplanes)

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Adriaan Manschot was listed as flying-crew in 14 operational (war) flights for the ‘dutch’-indies. In January 1942, japanese troops landed at the island of Tarakan, near Borneo. (main objective; to capture oil installations.) However, the oil plant was already destroyed by NEI troops.

Wallis de Vries, also a pilot, one of Adriaan’s friends, tells:

On the 2nd of January 1942 - "Mostly the AROV's of the first group (a.o. Adriaan Manschot) can tell a lot of stories, they arrived here 6 months ago. After the land- and sea-Ryan's they were trained on the 3-engine Dornier-24K, and the twin engine Catalina (PBY). To gain experience, the instruction for December was: fly as 2nd airman with the sea-going reconnaissance missions. In this way they became acquainted with the war-machine. On the 3rd of December, it started above the south-China Sea. Fully occupied Japanese troopships sailed south-ward. Our sea-planes made circles around them, we were curious, and we were almost friendly waved 'hello' from the Japanese on the decks. The artillery guns followed us silently." (ref.17)

Black smoke rising above the base of Morokrembangan after Japanese bombings 1942,

and consequentional destruction by own KNIL personel

6th of February 1942 - The training had stopped. We received order to avoid dangerous spots, in particular the airbase and seaport. From Celebes our airbase is attacked several times a week by the japs. In order to stay posted on the developments of the bombings, we often go to a hill near Gresik. Sadly, but true, from there we can see the continued bombings on the airbase of Surabaya. (ref.17) In the beginning of February 1942 the Japanese bombings on Surabaya increased. Flying personnel of the MLD were ordered to remain at a safe distance from the airbase.

Page of his logbook showing missions on the X-11,

Royal Decree no.1 of the 24th of febr. 1944 describes as follows: By the commander of Your majesty's forces in the East we inform you, that during the battle against Japan in the Dutch Indies, by the governor-general a number of decorations were submitted for excellent performance accomplished by the captain and a number of the crew of group-5 of aero planes of your majesty's Naval Air in the Dutch Indies. In this decree a Bronze Cross was submitted to Officer-Airman 3rd Class K.M.R.T.V. A. Manschot because of: "By exercising personal courage, initiative and excellent devotion to duty during the attack by Japanese fighters on the seaplanes of our Naval Air Service, moared at the airbase Tondano on December 26th, 1941, by going into the water all by himself to rescue wounded crew from the heavily damaged planes."

3-6-2019 15 and the Tondano disaster

“On the 18th of February we took our bags to the airbase” (ref.17). On 14:00hrs on the 19th of February, everybody was ordered the JCJL quay, fortunately the ship is still free from damage, despite the bomb attacks this morning. Aboard are 450 personnel, including 134 of the Navy, and 200 Airmen trainees, observer-trainees, instructors, supporting personnel, women, and children. At 17:00hrs the ship moves from the quay. All are evacuated safely by this ship, the s.s. "Tsjinegara" to Australia. Two minesweepers, the s.s. "Eland Dubois" and the "Abraham Crijnsen" are following closely. Enroute to Bali Strait, a Catalina seaplane is nearing, and with a signal-lamp a warning is sent, to turn its course 180 degrees backward, because the Dutch navy ship "Tromp" was engaged in a fight with a Japanese battleship. From than on the route continued westbound along the north coast of Java, and via Sunda Strait, southward. In the convoy behind them, that steamed up with the "Tsjinegara", 4 ships were torpedoed by the Japanese. While zigzagging, the course went further south, and than to the east, first the port of Adelaide was entered, and subsequently Sydney on the 9th of March. Another large group of naval airmen were transported by the ship named m.s. “Boissevain”. That ship had left the port of Batavia a day earlier, on the 18th of February ’42. A large number of flying personnel of ML-KNIL and MLD remained in the Dutch Indies to impose maximum resistance to the invasion force of the enemy, until the very last day, the 8th of march ’42. The ss “Tsjinegara” arrived safely in the port of Adelaide, and a.o. Adriaan was initially stationed at the base of Mallala (near Adelaide) on the 4th of march 1942. Assigned for roll Australia. Australia itself was under threat by the japanese, and the RAAF needed their own basis and training facilities. It was deemed too difficult to accommodate additional training schools for the newly arrived NEI crew. It than was decided to move all of the NEI naval air personnel to the USA to be trained there. Meanwhile the Dutch-Indies surrendered on the 8th of march 1942. In Rathmines, Australia, the trainings had resumed. The Australian people were very helpful. (ref.17) What the NEI airmen intended was, to return to Java shortly, and fight the Japanese enemy with new airplanes and supplies. They were astounded when receiving news that Java had given up. Fig.(8) ss “Tsjinegara” built by the dutch shipyard NDSM.

The shape of this ship looks similar to that of ss Tsjinegara

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Fig.(9) Rope pulling on board of ss “Tsjinegara” (source:NIMH) In the middle: André Hissink obs/nav

The NEI aircrew and trainees were in Australia for only a few weeks. Together with many NEI pilots and crewmembers he was sent from Australia by the ss “Mariposa” to the USA, the port of San Francisco. Again, enemy submarines were around, and a ship sailing ahead of the ss “Mariposa” was torpedoed and sunk.

On the 18th of April 1942, ss “Mariposa” Left Melbourne, Australia to San Francisco with 723 men, women and children. The ship arrived at the 3rd of May 1942. Final destination for the crew was Jackson (Miss.)

Fig 11.: ss “Mariposa”, turbine engine (2x 21000 hp) eventually survived the war.

Fig. 10 Graduation parade at Mallala airbase, South-Australia

3-6-2019 17 The primary training was moved to Sherman Field at Ft. Leavenworth. (Kansas) to prevent Jackson from becoming overcrowded. In the beginning, it appeared that the Dutch and NEI trainees were a bit rebellious. Moreover, a number of personnel, who aimed at becoming a pilot, were transferred to another training for observer/navigator or gunner, as there was shortage of that personnel. (ref 15)

ss Mariposa, Matson Line, enters San Francisco 3rd of May 1942

3rd of may 1942 – arrived in San Francisco (archive Ph. Volkers) Adriaan is sitting in no.4 position from left to right

In may, june, july of 1942 instructions were given on landing, take-off, as well as instruments flying. Training in course changes, curved approaches, high altitude (18.000ft). 10th of august 1943 to Pittsfield (Mass.)

3-6-2019 18 On august 10, 1942, the ML- KNIL and the MLD received a special decoration from her Majesty the Queen Wilhelmina. On March 16th, 1942, 8 days after the surrender of the Dutch Indies, she signed Royal Decision no.1, in which she assigned the Banner, nominated by the minister of the Colonies, to the “weapon of the Naval Air force of the Royal Dutch-Indies army; “ in appreciation of the great performance during the War with Japan . . . “

Really a Royal Decision. And to add luster to this occasion, her Majesty the Queen decided to hand this decoration personally to the highest in rank of the K.N.I.L. outside occupied territory of the Dutch Indies. This officer was general-major L.H. van Oyen, commander of the R.N.M.F.S. The granting would take place during the visit of Her Majesty the Queen in America from 17th of June till the end of august in 1942, when she was guest of President Franklin D. Roosevelt.

Picture on the left

Hms queen Wilhelmina adds the banner to the flag of the MLKNIL

(courtesy: ms A.Volkers archive)

Name and Rank Licensed airman Destination and/or observer Manschot, A. 18 febr 1943 Training Catalina, Vigilante sergeant next L-12 airman, 2 may 1943 transferred to Canada For operational training

Picture

A. Manschot , like many others, named on the list of MWO honored on august 10th of 1942.

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August 1942; more training in instruments flying. [26]

Flights to Chicago, Cleveland, Buffalo, Albany, Kansas City. Groupflying, in the night Solo night flying. Training continued in September 1942, with several exercises in nightflying, and in groups

Adriaan at the RNMFS in Jackson, NIMH

Picture from archive: courtesy A. Volkers

Part of the training, included the new Radar system (11 jan. 1943)

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His Pocketbook used on the RNMFS with details such as flighthours (courtesy MinDef Kerkrade)

Training: In the months of December 1942, and January 1943, he received training on seaplanes Catalina’s, at Corpus Christi. This was at the RNMFS (Royal Netherlands Military Flying School).

Corpus Christi naval air station (NIMH, Duyzings & Schraa)

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Royal Netherlands Naval Air force, detachment Corpus Christi dec 1942 – jan 1943

Eddy Manschot, sitting in no.4 from the left. An amphibious Catalina PBY stands back.

(source:NIMH)

Corpus Christi naval air station (NIMH, Duyzings & Schraa)

On the 18th of February 1943 he received his airman’s license. Had his training on Catalina’s, consequently L-12 airman. Later he received more training on Lockheed Hudson’s, squadron formation, instrument flying. His planes touched down in Dallas, Memphis, LittleRock, and he learns about radar. More training flights to El Paso, Los Angeles, New Orleans, Miami.

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Newspaper articles (source Museum Jackson Airbase)

News of Mississippians Jackson Air Base pool open. Doerr pool at the Jackson Army Air Base is latest addition to facilities of the Air Corps post here. Dedicated Thursday, the pool was named in honor of the late Lieut. John J. Doerr, pilot of the first bomber involved in a fatal crash operating out of Jackson base. The 100 by 160 foot pool, fully equipped, has a complete bathhouse, which can be seen on the far side, and which is named "The Flying Dutchman," in honor of the personnel of the Royal Netherlands Military Flying School, whose donations made the building possible. Across from it is an even larger structure, open on one side, toward the pool, used as a shelter house. The entire project was completed 28 days after the final plans were approved, and was financed entirely by donations of officers and men and civilian employees on the post.

Jackson and Mississippi Welcome These Dutch Allies Jackson and Mississippi would welcome any of our Allies who might be sent to our state for war training, but all of us, civilians and military men alike, especially welcome the young Dutch Army and Navy men sent here for further air training under their own officers. For the courageous and indomitable Dutch have won the admiration and respect or our people not only since our forces have been fighting together against the Japanese in the Southwest Pacific but ever since The Netherlands fell before overwhelming forces of the invading Germans, only to continue the war with their Queen in exile. These young men are all from the Netherland East Indies. They have all seen action. They participated in that stubbornly valiant defense of the East Indies against the Japanese who vastly outnumbered them. Some fought in the air, some at sea, some on land. And they managed to avoid capture and to reach Australia. Now they are sent to Jackson for training with the latest American airplanes, preparatory to their return to battle. That is the burning desire of each, to acquire more skill and then to have a chance to fight again to recapture their lost East Indies and to wrest their home country from the Nazis' grasp, to free their people and to establish again their nation's independance. They wore a strange assortment of uniforms when they reached Jackson, because of war's vicissitudes, but each wears proudly the invisible red badge of courage tested and found true. Jackson and Mississippi welcome them, and we hope they will feel that they are among friends even if they are unable to feel "at home" in this land which must be strange to them.

3-6-2019 23 On the 5th of april 1943 he flew as pilot, with copilot IJsselstein in a Lockheed L2, to bring colonel Giebel to Stl. Louis, Cincinattee, Washington DC [26] On the 16th, 17th, 19th and 20th of april 1943 he flies with Hans v.d. Kop in Lockheed L2-39, L2-37, L2-42. [26]

On the 2nd of May 1943 he was transferred to Canada for operational training. (O.T.U. at Pennfield-ridge)

Operational training 8 juni 1943 Course no.13 pilots (OTU Canada)

From left to right; f/o Buckling,f/o Martin, sgt Jones, sgt Brakchess, sgt Miller, f/o Cullen, f/o Martin, f/o Lamb, f/o Eowards

Lt Manschot, Lt. IJsselstein, Lt. Breedveld, Lt. Grader, Lt.Neusink

On June 24th, 1943, pilot licenses are issued, and Adriaan is advanced to captain pilot. In July 1943 he flies several training missions from the airbase in Bathurst in Canada. His observer assigned on these flights was Wallis de Vries. 17

th of august 1943: in England, Squadron 320 receives its first battle order.

He left Canada on the 18th of September 1943, in the group of Breedveld. Arrived in England on the 19th of September 1943. Probably with a B-25. Other crew weren’t so lucky and had to go by ship from the US to England. Assigned for “Roll London” and stationed at Bicester from the 20th of September 1943. 20

th of September 1943: 2

nd Off. Airman E.Bakker is assigned to commander of Squadron 320.

25th of October 1943: Airplane ‘W’ of commander E.Bakker and crew, hit by flak, aircraft exploded, no survivirors. At the same

time airplane “L” , hit by flak, turned upside down, and almost crashed, but crew and airplane saved by sgt. Off.Airman Maas. Gunner Jonkers heavily wounded, survived. [5]

31st of October 1943: Manschot assigned in B-Flight of no. 320 (Dutch) Squadron During that time the base was at Lasham. The picture below still shows evidence of that history on a wall in the restaurant there.

Lasham Airbase Picture of a Copy of a battle Order, issued on 25

th of january

1944

Picture: August 2013

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Daily Order 320 Squadron Thursday 13th of April 1944: 'From 13.04.44 Officer Airman Manschot has become Flight Commander in B-Flight.” (Alle Hens, Nico Geldof)

A-, B-, C-flight meant one of the 3 groups fulfilling their tour of operations.

D.Eisenhower, visits Dunsfold

3-6-2019 25 Letter 7th of april 1944 - Johan v. Emden "upon joining the Dutch Squadron a few days ago, I met with Gerry Neusink and he told me his vacation in Harrogate. . . In Torquay, I was with my navigator, and with the navigator of Jan Radius. Jan preferred to stay in London."

Adriaan is on this picture, he is visible below Eisenhower’s hands

D-Day, 6th of June 1944: 320 Squadron played an important role that day. Raids on strategic targets. Heavy losses in the squadron, planes with crew were lost. 8th of juni 1944: Day of disaster In the night of 7 - 8th of june 1944, two Mitchells took-off from Dunsfold. Target: Vire (France). Both Mitchell's collided shortly after take-off, crashed near Horsham, bombloads exploded, no survivors. [22] Mitchell 150 Mitchell 182 W.C. William Caistor Dobson P.O Jacobus Adrianus IJsselstein P.O Jacob Meester P.O Gerhardus Mulder Sgt Roelof David Stoffels Sgt Petrus Engels Sgt Johannes Hermanus van Hagen Sgt Theophiele Pierre Mensingh 12th of June 1944: h.h. Queen Wilhelmina visited Dunsfold airbase. During that occasion, amongst others, Officer-Airman 3rd Class Adriaan Manschot, was honored with a medal [Ref.7]

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“main purpose of the visit of royal highness the Queen was to submit the airman's cross to 11 crewmembers of 320 squadron. Commander Hugo Burgerhout received the airman's cross with a Statement of Honor, while Officer-Airman A. Manschot received the Bronze Cross pinned up from the hands of her majesty. (NG H.J.E. van der Kop)"

Mission Reports: 14 juni 1944: Conde sur Vir. Light and inaccurate flak, 2 minutes after leaving the target area. Clouds 3/10. Height: 6000ft above target area. Visibility: 10 nm. 15 juni 1944: Tank division. Moderate and accurate flak from an area at 19:51 hr. No clouds. Visibility 10/15 nm. Mitchell 176 (Manschot) had been attacked during this mission at 6000ft by 2 enemy fighters. His airplane became slightly damaged. Fire was responded by one short burst of the gunner, results unknown. 18 juni 1944: Cherbourg for dropping of flares. Light flak from the usual positions. Visibility: good. 20 juni 1944: Grand Parc. Leader of formation returned from 7 nm from Valery because of an intercom problem. Airplane “G” took over but was shot down on M2132. The whole formation became disorganized and all returned without dropping bombs. A gunner of airplane “K” bailed out at 08:56 position M2132 without apparent reason. Heavy, accurate flak. Weather 5/10 clouds, 3 till 4000 ft above France. 21 juni 1944: Grand Parc. Airplane “O” returned early due to a defective supercharger. Note: The Mitchell could not perform at high altitude without an operative supercharger per engine. Small hole in starboard wing. Moderate accurate flak from a forest north of Rouen. Clouds 10/10, 6000ft. 22 juni 1944: Mondeville Steelworks, at Caen. Intense and accurate flak above target area. No clouds, visibility 6 to 8 nm. 23 July 1944: Train station at Glos/Montfort. Use of Gee-H. No flak. Clouds 10/10., 6000ft. Dropping of leaflets. On the 9th of September Adriaan wrote : “I hope you can very soon come and visit us in Java . . .” Maybe he thought the war was almost over, and had plans to start a new living on the Dutch Indies. He was assigned as Officer Airman 2nd Class on the 16th of September 1944. [Ref.9]

From the 18th of october 1944, he fullfilled service again in Squadron320 from airfield Melsbroek, Belgium. On the 29th of october ’44, for the first time he passed over Germany. (highlighted in his logbook).

The dutch 320 Squadron flew with B-25 Mitchell’s, and was stationed at Lasham airbase. The Squadron moved to Dunsfold airbase in the beginning of 1944. And from the 18

th of october 1944 the Squadron operated from Melsbroek,

Belgium. At the end of the war at least 1/3 of all crew lost their lives, and 40% of all Mitchells were lost. Adriaan was temporarily on standby for KLM between the 10th of august ‘44 until the beginning of october ’44. Meanwhile he always remained on “standby” for Squadron320.

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18 oct 1944 Letter from L. van den Burg: (he was one of the friends of Adriaan) "I am going overseas very soon. Maybe I'll be gone even before you get this letter. I am going to Ceylon. . . I think, it is not just London which is so lonely ; the whole world is, as soon as you are away from home . . . . from your own people."

On the 8th of nov 1944, Adriaan : "I'm hoping we can get this war over in a very short time. That'll be the day !”

Christmas was celebrated at the base of Melsbroek, although a flight had to be accomplished on that same day, the 25th 29th of December 1944; Mitchell “K”, 928 was hit by flak during a mission to Vielsalm, smoke and fire emerged, observer/navigator Andre Hissink, tried to bail out, attempted to open the hatch, which was stuck, but it finally gave way, and he escaped. Together with 3 of his crew, he landed safely with his parachute in liberated territory. However, less fortunate, mr. J. Jillings, lost his life during this crash. Ref.[5] [22] On that day, Adriaan went on leave, and was transported by a Dakota to England, till the 13th of in january 1945, when he returned back to Melsbroek from Northolt, England. Ref.[26]

On newyearsday, the 1st of January 1945, the base of Melsbroek became under attack by the nazi’s. Several allied airplanes were destroyed, but many more of the enemy were eventually shot down. 13th of January 1945: Day of Disaster. Two airplanes FR181 and FW227/P and crew were lost at 14.25hrs over Manderfeld, Belgium. No survivors. FR181 FW227/P P.O. C.A. Bastiaenen P.O. ir. J.H. Muntinga Obs/Nav. L. Th. Limbosch Obs/Nav. G.F. Mertens Sgt. Joh. V. Driel Sgt. P.H. Peetom Sgt. E.C. v. Harselaar Sgt. P.J.E. v. Dam

On the 15th of january 1945 Adriaan wrote from the airfield Melsbroek: “Aerodromes with planes on them, airmen with a deadly look in their eyes, hard beds without white sheets, many other things who go together with an operational squadron, they are all back, and they make us realize that fourteen days leave have gone, and that they have gone very quickly.”

Letters from 320 personnel had

this mark on the left top corner

card issued during the 1944 Christmas dinner

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A/G Guus Knapp (courtesy R.Venema)

Day of disaster, 9th of February 1945 Wing no. 139 complied with an urgent request for air support to British and Canadian troops performing their raids near the german village of Geldern. In total 42 Mitchell’s were ordered to join in this mission. Sqdn 320 provided 17 airplanes: “maximum effort”. Heap Clouds from the west, forced the formation to change into “ascend through cloud procedure.” This was a normal practice. Climbing in a circle upwards, and after 15 minutes, just when they emerged from the clouds, B-25 no.4 FR165/K approached no.1 from behind and collided with its nose against the tail and wing of leading FW212/J, flown by Adriaan Manschot, leader of the ‘silver box’. The “J” went down and crashed in Tirlemont (Tienen), all 5 crewmembers died. FR165/“K”, lost its right wing, and went down in a horizontal spin. Only pilot-officer Jan Maas and officer observer G.Claassen, could escape with their parachute and survived. In this air disaster 7 crewmembers died. On the “J” British RAF Gee-H operator, warrant Officer R.M. Wilson, Commander airman 2nd class A. Manschot, officer pilot 3rd class Th.M. Emous, A.K. Knapp, as well as sergeant radio operator A.L. Diets died. The 2 gunners of airplane “FR165/K” who lost their lives, were sgt. Dirk Herman Jacob Born ☼ 23-8-1916, and Hendrik Harsevoort ☼ 24-6-1918.

Adriaan had made 73 flights rated as “warmission” for Squadron 320, and numerous other flights. In the Dutch-Indies, between the 7

th of December ’41 and 1

st of febr. ’42 the number of “warmissions” was 14.

In the book: “The airplanes of 320 squadron” page 203 : The body of A. Manschot was found outside of the airplane wreckage, with half opened parachute.

A. (Adriaan) Manschot T. (Thijs) M. Emous A. (Guus) K. Knapp A. (Armand) L. Diets

Also British R.A.F. Gee-H operator, warrant Officer R.M. Wilson, lost his life.

3-6-2019 29 In October 2010 mr. André Hissink, who was observer/navigator of Squadron 320 explained ; On that fatal day, the 9th of February 1945, André was a stand-in for another navigator who was sick in van Dijk’s crew. His plane flew no.2 left-behind the plane of Mnschot, no.1. He was in his right seat, and he witnessed the accident.

André Hissink, former 320 observer/navigator, who was in the same mission during the tragic accident

“ I will begin by copying (and translating) excerpts from Part 1 (of 3) of a book on the aircraft, operations and crews of 320 squadron, describing among other things what happened to each individual aircraft flown by us. I will also add my own explanatory remarks. On 9

th of Feb. 1945 we took off

in quick succession in 12 aircraft at 14.55 from Brussels/Melsbroek airbase (where we were stationed) for a bombing mission to a crossing near the town of Geldern in Germany (located between the Rhine and the Dutch border). Once in the air we formed up in two formations of 6 aircraft all the time climbing and circling near our home base as we were not far from the frontline. (When still in England we climbed straight ahead). Adriaan lead one of our formations in nr 1, while I was in nr 2 on his left and nr 3 was on his right. Maas flew nr 4 directly and slightly lower behind him with nrs 5 and 6 on either side of nr 4. Nrs 2 and 3 were in place with the other three, not quite in their places yet as we entered a close layer of light and darker clouds. As soon as we did, we, i.e. nrs 2 and 3, increased the distances between us and nr 1. This is a normal standard procedure as in cloud you loose visibility between each other quickly, and therefore nr 4 would (or should) do the same by flying lower and further back a bit, and nrs 5 an 6 with him. When entering clouds while climbing (or not) the aircraft in a formation (whether completed or not quite yet) fly straight ahead so that all six of us, now somewhat spread out, know where the others are. On emerging from the cloud layer the forming up continues until completed while heading towards the target. On this occasion we, i.e. nrs 2 and 3, closed up again to nr 1 as soon as we were free from the cloud. I was sitting in the right hand seat in the cockpit and could clearly see the no.1 airplane, that of Manschot. What happened next was, that nr 4 "shot" out of the clouds into, and breaking part of, the tail of nr 1, and part of its own left (I think) wing - all parts missing the other 4 aircraft. This happened about 15 minutes after take off. Both aircraft went down with loss of life, of 7 out a total of 9 men. I followed the no.1 plane as it went down in the hope that he and his crew might have been able to save themselves. He nearly succeeded as in the book, mentioned above, it says that "his body was later found outside the wreck with a half opened parachute". This tragedy is not easily forgotten. I haven't. It was so wasteful, so close to the end of the war. “ Sincerely yours, André. ----

Witnesses on the ground have reported their observations; Herman Loozen, ms Hortense Ipers, C.J. Klompe, J. Schoofs, Maria Casters, K. Klewais, Pieter Dewever, Mw. Coenen

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Airman’s Cross: July 1944 source: vk blz 237 www.ogs.nl Royal Decision no.7 of 13 July 1944 Officer Airman 3rd Class Royal Navy Res., during a substantial period of time with Squadron 320 of the R.D.N.A.S. of our Marine Naval in England carrying out raids against the enemy, showing courage, skill, persistence. Bronze Cross: 24 febr 1944 K.B. no.1 (function Officer-Airman 3rd Class)

Passphoto on his RAF ID card

Posthumous assigned the sign of honor for Peace and Order for general war actions

“War missions 1940 – 1945.”

Adriaan finished his first "Tour of Operations" with 320 squadron around the end of august 1944. The RAF had established an unofficial limit of 30 flights, but the Dutch Naval Airforce hadn't, so that limit could easily be passed. In Adriaan's case, he made 50 flights, during his 1

st “Tour”. Of course this limit was considered a protection and an increased chance of survival. In january 1994,

his brother Ben wrote one of his last letters, suggesting Adriaan should have been limited to 30 flights, 6 weeks leave, and another 30, than home. According to Ben, his brother's death was caused by the high number of flights. During his 73rd flight, Adriaan lost his life in Tienen (Tirlemont).

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Liberation

Newspaper article 8

th of may 1945 (source: archive A.Volkers)

The Netherlands were liberated on the 8th of may 1945.

The whereabouts of Adriaan was not known to his family, they were waiting for him to come back home, to Jaarsveld, till the 15

th of june 1945 . . .

His brother-in-law Niek Vink, inquired in June ’45, and called to Shell, in the Hague, to ask if they knew anything. Only than, the facts were told. And that news had to be relayed to his father and mother, who, till than, were unaware about the crash in February ’45. Barend and Jaantje lived in occupied territory till liberation in may ’45. News did not pass through, so they kept hoping to see their son back. The above announcement was published the day after they were notified.

“Only now we received the terrible news that our beloved son, brother, brother-in-law, and uncle Adriaan Manschot, 1

st lieutenant airman,

died at the age of 28 years and 9 months, on the 9

th febr 1945,

because of a fatal accident above Belgium. The knowledge that he fulfilled his duty in the Dutch Indies, and in England, softens our deep grief. The Lord, who does not need to account for his deeds, make us accept and rest with His Will. From us all: His deeply sorrowful parents B.Manschot A-Manschot-Versluis Jaarsveld, 16

th of June 1945.”

3-6-2019 32 Cemetary Adriaan Manschot was first buried on a war cemetery near Fosses, Belgium, Plot F, Row 7. Late in 1946 he was re-buried on cemetary “Rusthof”, near Leusden. His navigator/observer and friend Thijs Martinus Emous also has his last resting place here.

Rusthof, 1946

Cemetery Rusthof (Leusden) 2013

W. Pouw sold.2e bat LUA 5-12-1920 20-5-1940

P.H. Peetoom korp. Vliegtg schutter k.m. 17-1-1918 13-1-1945

J.W. Bastiaanse FOUR 1e kl.5. R.I. 27-10-1898 1-9-1944

E.C. van Harselaar Vliegerkruis Sergt. Vliegtgschutter k.m. 22-7-1921 13-1-1945

A. Manschot Vliegerkruis Off. Vl. 2e KL. K.M.R. T.V. 10-5-1916 9-2-1945

Ir. J.H. Muntinga Res. 2e Lt VL. M.L.D. 18-5-1911 13-1-1945

T.M. Emous Vliegerkruis Off. zwnr.2 kmr 320 sqn 5-7-1915 9-2-1945

J. Jillings sergt. Vlgt. sch. km. ged. R.A.F. 15-2-1916 29-12-1944

P.J.E. van Dam Kruis van Verdienste Korp. Vliegtgschutter k.m. Gedet. R.A.F. 6-1-1922 13-1-1945

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Epilogue: Adriaan married with Kitty Bulmer Hepworth in august 1944. Daughter Adriana, was born in august 1945, 6 months after Adriaan lost his life in Tienen. Kitty re-married with Jacob Rijpperda Wierdsma in january 1949, and until 1957 they lived in London, and in Skinners (Edenbridge). In 1949 Adriana’s last name was changed from Manschot into Rijpperda Wierdsma. On the 17

th of august, 1948.

Kitty and Jacob, lost their lives in march 1957 during a plane crash (Cessna), in the state of California USA. The crashed plane remained missing, until17 years later, in 1973, when the wreckage was identified and confirmed.

Adriana, and Joanna, became orphan children at the age of 11, and 8 respectively. Adriana grew up, later married, and gave birth to a son, Philip, and a daughter, Anneke. The dutch family of pilot Adriaan never saw him back, after he had left Holland in may 1940. It is improbable that any message from him ever arrived to his parents in occupied Holland. Like so many others, he also never saw peace again, for which he lost his life.

References : [1] Letter (1 page) by his brother, Henk Manschot, on the 13th of may 1985 [2] “Royal Netherlands Military Flying School in USA”, 1943, Lt. R. van der Laan [3] “En nooit was het stil ... , kroniek van een luchtoorlog” [4] “the Royal Netherlands Military Flying School 1942 – 1944”, O.G.Ward, P.C.Boer, G.J.Casius [5] “De Vliegtuigen van 320 Squadron”, Nico Geldof [6] “Ministerie van Defensie, excerpts from records.” 12 april 1996 [7] “De Operaties van 320 Squadron.” Nico Geldof [8] “Proces Verbaal 16 maart 1943”, eed aflegging [9] Registratiekaart Adriaan Manschot Koninklijke Marine Reserve Tijdelijk Verband [10] Archive Tienen, extraction 9 febr. 1945. [11] Dayorders, basecamp Dunsfold, 1944 [12] Rapports of reconneassaince flights [13] Koninklijk Besluit no.1 , 24 febr 1944 [14] Koninklijk Besluit no.7 , 13 juli 1944 [15] RNMFS book issued in 1982, by O.G. Ward, P.C. Boer, G.J. Casius [16] Description of the accident on 9 february 1945, by Andre Hissink [17] ‘Mars et Historia’, nr.3 sept 1992, story by Wallis de Vries [18] Royal Navy, extraction Enrolment 7 may 1935 [19] Squadron 320 Newsletter september 2009, interview with mr. van Eemden 22 jan. 1999 [20] "Battle in the Air around Borneo, dec. 1941 - febr. 1942", P.C. Boer [21] Record of Service, 19 january 2011 (ministry of defense) [22] Squadron 320 memorial book, J.P. Kloos [23] Letter from the B.P.M. to Jan Manschot, on the 25th of june 1945. [24] Family chronicle written by Henk van Rossum [25] Letter from sister Adrie, about the life of Adriaan [26] Adriaan’s Logbook [27] Witness Reports of the crash, Tienen.

3-6-2019 34 Many thanks to: a) H. Schippers b) Jan Manschot c) Henk v Rossum d) Hennie Manschot d1) Niek Vink(†) d2) D. v. Rossum e) N. v.d. Molen-v.d. Berg(†) f) André Hissink, Canada, 320 Squadron, observer/navigator f1) Jan Kloos (†) g) Ministry of Defense, Kerkrade, mr. Bastin h) Nico Geldof (†) h1) Tom Womack h2) Kim Philips i) H. Manschot(†), his letter from 1985 j) Hans Veer(†) , Heemstede k) Sya Titia, Utrecht l) Traditie Kamer MLD, Den Helder m) Ben and Bertha Groothedde, Jaarsveld n) Theo Postma, Delft, Squadron 320 Association o) Archive in Tienen (Tirlemont) p) civil registration, Vlissingen q) National Archive, The Hague, and in London r) Anneke, Philip and Charles Volkers r1) Jenifer Herbert r2) Joanna Mair s) drs. Erwin van Loo, NIMH, The Hague t) Adriaan v.d. Berg (†) , Waddinxveen u) G.G. van den Berg-Bodewits, Jaarsveld v) Dirk Megchelse, Squadron 320 Association. w) Gerard Casius w1) G. Tornij x) Imperial War Museum, London y) Karel (†), (and Marleen) Klewais, Tienen z) Rob Venema z1) Maxime Noël, Belgium z2) Shell, the Hague

Squadron 320 badge

“We are guided by the mind of Liberty” Animo Libero Dirigimur

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M.L.D. flag

names of employees, who lost their life during WW-2 (thanks to; Shell, the Hague)

Books: * “The Dutch Naval Air Force Against Japan”. The defense of the Netherlands East Indies, 1941-1942

Tom Womack ISBN 0-7864-2365-X. – Good description of the MLD based at Morokrembangan, divided in groups of airplanes, and tactical operations, in the most crucial period of the defense battle, period; end of 1941 – march 1942. * Royal Netherlands Military Flying School In United States of America Designed and published by E.W. Smith company New York N.Y. Copyright 1943 1st Lt. R. van der Laan. A memorial book, with lots of pictures.

* “Dunsfold Surrey’s most Secret Airfield” - Paul M. McCue ISBN 1 871187 12 5

English – Since its construction in 1942, Dunsfold Aerodrome has always been cloaked in secrecy.

* “The Royal Netherlands Military Flying School 1942 – 1944”, O.G. Ward, P.C. Boer, G.J. Casius Information about why the RNMFS played such an important role for aircrew to be taking part in operations in Europe and the Pacific. Details about training facilities.

* “B-25 Mitchell bomber pilot’s flight operating instructions” ISBN 978-1-4303-2198-9 Manual for the B-25 Mitchell

J.F.Th. Boogaard C.C. Braggaar

Mej. S. Groem

E. Huisman H. Hulsbergen

W.Kakebeen

A.Manschot K.van Ommen

A.C. Pairoux

A.M. de Roo N.J. van Zand

3-6-2019 36 * “De operaties van 320 Squadron” Nico Geldof (dutch language) ISBN 90-672-0396-3

Very nice and interesting historical overview with lots of good quality pictures, describing operations by Suqadron 320, from 1940 till 1945. In dutch language.

* “Eenige Wakkere Jongens”, Nederlandse oorlogsvliegers in de Britse luchtstrijdkrachten 1940-1945 By Erwin van Loo - (dutch language) ISBN 9789461059260 Very well written study about dutch airman serving in the RAF and the FAA.

* “The Flying Dutchman.” By H.J. van der Kop This book tells the experiences of H.J. van der Kop, starting in Netherlands East Indies, until the period of Squadron 320 in Belgium

The fate of s.s. “Tsjinegara” Torpedoed by Japanese submarine I-169 link: http://dd352.us/tjinegara.shtml

U.S. Army Transport 42, was torpedoed and sunk 74 miles southwest of Nouméa, New Caledonia, by the Japanese submarine I-169. ss.”TJINEGARA”, built in 1931 as a combination passenger and cargo ship, was owned by the Java-China-Japan Lijn out of Batavia (today; Jakarta) and was renamed and operated by the United States Army primarily as an animal transport. It was sailing to Nouméa from Rockhampton, Queensland, Australia, with a load of horses and mules.

Robert L. Shaw was a 17-year-old seaman in the 12-man U.S. Navy Armed Guard, and had been aboard ARMY TRANSPORT 42 (ss Tjinegara) for about a month. This is his account of his rescue by WORDEN:

“On July 25th 1942, 65 years ago, Steve and I were asleep on board S.S. TJINEGARA at 11:30 P.M.. Our load onboard ship consisted of 477 horses and a road grader and 2,000 cases of beer. We heard a loud explosion that woke us up. We smelled gunpowder. Had no idea what was wrong. We jumped out of our bunk beds and I ran towards the bow of the ship. The deck hands were jumping over board and the abandoned ship signal was given. So I turned and went to the bridge to my lifeboat site. Decided I had five dollars in my room and so I went down below deck to get my suitcase and returned. The captain was going down the life boats and I followed him. Where the torpedo hit was a hole, big enough to drive a truck in. I thought we were the last ones to get off, the captain and me. We pushed off and paddled away from the ship. We went on the opposite side of the ship. Sometime later one of the horses got loose and headed for our life boat. They were going to shoot it because they were afraid that it would get into the boat. The captain said no, because the blood would attract sharks. The captain noticed a periscope and announced it to us and watched as the torpedo went into the ship on the opposite side of the ship. And shortly thereafter aboard ship blew the abandoned ship; after that the ship sank. Shortly thereafter a plane flew over and circled us for awhile. Might have saved us, period. At the time, submarines many times surfaced and shot survivors. So we were fortunate to have the plane up above. I am sure that saved us. We drifted all night till the next night around dusk. We spotted several ships on the horizon. As they got closer, we, with sound of our voice, told them what happened. It happened to be the ‘U.S.S. WORDEN’ that came along side of us. They took us aboard and fed us. We were aboard that ship for one week. We made a trip to Sydney, Australia, on the U.S.S. GRANT where we picked up survivors from the U.S.S. LEXINGTON that had been sunk in battle and took them to Sydney. Then we came to the United States, to San Francisco, and I went home on leave. On the U.S.S. WORDEN while in the mess hall, it came over the intercom if anyone is standing guard duty or not using their bunk to go to the mess hall and volunteer your bunk to one of the survivors. While sitting in the mess hall, a young man came up to me and ask me if I had a place to sleep. I told him no. So he said he would be on deck that night, so if I needed a bed I could use his.

On our way back stern, where his living quarters were, someone asked him “What time is your watch Bob?” then he answered them. Then we moved on to the living quarters and someone ask him “what time is it Shaw” and he answered him. Then I asked him what his name was and he said Robert Shaw. I told him that’s my name too. I said what is your middle name and he said George. I said my middle name is Lee. I would like to find him again. I don’t know how many survived because we never got together as a crew again, but I know someone was aboard when the ship sank because abandon ship was signaled just before the ship sank.

3-6-2019 37 Amazingly, there were no reported casualties. ‘WORDEN’ rescued 36 survivors; they debarked at Nouméa on 1 August 1942. Six days later, WORDEN served as a screening escort during the invasions of Tulagi and Guadalcanal in the Eastern Solomons. TJINEGARA was I-169’s only victim of the war. On 4 April 1944, submarine I-169 was accidentally sunk by its own crew while trying to escape an air raid near Truk. Many of the crew were trapped in the hull and were suffocated by the end of the next day. The wreck of I-169 off Dublon Island, Truk, is still a popular destination for scuba divers.

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