Dedicated to my paternal great-uncle
- after whom I was named
- who fought and died in WWII
“They shall grow not old,
as we that are left grow old:
Age shall not weary them,
nor the years condemn.
At the going down of the sun,
and in the morning,
We will remember them."
The Ode of Remembrance (taken from the poem ‘For the Fallen’ by Laurence Binyon)
Corran Perry Ashworth was born in Rongomai, around 11kms from Eketāhuna, New Zealand, on September 25th, 1921. He was the eighth child and fourth son of Arthur John and Edna Mary (née Harrison) Ashworth. My Dad's mother was the fourth born in this family.
Brief Family History
In 1862, Corran's paternal grandfather immigrated to New Zealand from England, and his paternal grandmother came from Scotland with her sister in 1863. The Ashworth surname has English origins, with a lineage that may go back to 1515, based on tentative research. On his mother's side, all of his great-grandparents were born in England, while his maternal grandparents were born in New Zealand in the 1850s. His father was born in the 1880s and his mother in the 1890s, both in New Zealand.
John Arthur Ashworth and Margaret Patterson Hair were married in Cromwell, New Zealand, in 1866, and Arthur John was their ninth child. John Ashworth was a pioneer in the gold mining field, credited with introducing the first spoon dredge onto the Shotover River, and the Ashworth name became integral to the history of Central Otago, with Queenstown as their ancestral home. The eldest of John and Margaret Ashworth's sons, Archibald, was Mayor of Alexandra from 1915 to 1917.
The name Corran is thought to originate from a small Scottish village that shares this name, situated on the banks of Loch Linnhe. Alternatively, it might be linked to Coran of Portmark, a hill in the Rhinns of Kells, part of the Galloway Hills in Scotland's Southern Uplands. Given that his paternal grandmother, Margaret Patterson Hair, was from the nearby Ayrshire area, it’s quite possible that he received this name as a tribute to her. His middle name is taken from the surname of his mother’s great-grandparents, who travelled from Cornwall to New Plymouth, New Zealand, in 1841. There’s a chance that the name Corran is derived from 'Cornwall'. As I was named after my great-uncle, albeit with a different spelling, I have found a fair few sources for what seems like a unique name: it's an anglicisation of Corraidhín, meaning ‘little spear’ or ‘spear bearer‘; a corran is a narrow coastal formation; and the Irish word corrán can mean 'bow', 'hook' or 'spurrey'. But I digress.
When Corran was born, his father was running a farm in Rongomai, in northern Wairarapa. The family had moved back to this region from Gisborne in 1921. Since Rongomai lacked a Registry office, his birth was recorded in the nearby town of Eketāhuna.
In 1923, the family relocated to Haywards in the Hutt Valley, where their father took on the role of farm manager. After a short stay in Queenstown in 1926, the Ashworth family experienced a significant shift when Arthur was chosen to manage an experimental sheep farm in the Falkland Islands. This was a remarkable achievement, as he was selected from a pool of 498 candidates.
Arthur's father and his oldest brother, Frank (commonly referred to by his middle name 'Archie', or 'Tex'), sailed on the Kia Ora with a cargo of New Zealand Corriedale sheep. During their time at sea, a fire broke out on the ship, resulting in the loss of a considerable amount of sheep feed, primarily hay. They arrived at Port Stanley in November 1926, and records from the Falkland Islands indicate that 164 sheep were imported. About six months later, Corran travelled with his mother, sisters Edna and Iris, brother Arthur, and baby brother Donald, who was born in 1926, to the Falklands. His older sisters, Margaret and Phyllis, stayed in Queenstown with their aunt and her family to continue their education. Their new adventure began at 'Anson', the Falkland Island farm, in July 1927.
Their time in the Falklands was not long-lasting. Despite the farm's success, the new Governor informed them in March 1928 that it would be closed. However, the Colonial Secretary took the time to write a commendable letter of recommendation, stating that '...the sole reason for his leaving such employment is the decision taken by the Government through no fault of his own to close down the Experimental Farm. During his service in the Colony Mr. Ashworth has shown himself to be thoroughly trustworthy, hardworking, and efficient and he can be confidently recommended as an experienced stockman and general farmer.’
The family made their return journey on 22 May 1928, having visited Valparaiso (Chile), Balboa (Panama) and the Pitcairn Islands en route. This was the start of what would become the Great Depression, and securing a job was no easy feat. Fortunately, Arthur Ashworth found employment with the Public Works Department, working on the construction of the Kingston-Frankton highway, which was a major project at the time.
In 1929, Corran's father was chosen to manage an Experimental Dairy Farm under the Department of Agriculture in Galloway, which is near Alexandra. After that farm was sold, he began working as an Agricultural Instructor in Alexandra in 1931.
By all accounts, Corran was a conscientious student. He had a passion for sports, showing remarkable skill in cricket, rugby, and tennis. He also inherited a fondness for gardening from his parents, which brought him several awards throughout his school years. His peers affectionately nicknamed him ‘Jun’, a shortened form of Junior Ashworth, while his brother Arthur called him ‘Ja’, likely another diminutive of Junior Ashworth. He was also an active member of the Alexandra Boy Scout Troop.
Upon graduating from Alexandra District High School in 1937 with his University Entrance, Corran began working as a messenger at the local Post Office. By March 1938, he was transferred to the Post Office Head Office in Wellington for further training. He shared a home with his older brother Arthur, who was employed at the Public Works Department. Family legend has it that at one stage they were so poor they shared one pair of socks between them. In 1940, Corran joined the New Zealand Territorial Force and served six months in an artillery battery.
❝
Despite the many family shifts and the death of my father (in 1932, when Corran was barely 11 years old), Corran grew into a mature, sensible young man. He was liked by all who knew him. He had grown up in a large family environment where real values prevailed, and with all the advantages of rural life. He was a kindly, considerate son and brother.
Youngest brother Vincent Ashworth, from the biography he co-authored:
'For Our Tomorrow He Gave His Today: A Fighter Pilot’s Story',
detailing the life of Corran Perry Ashworth. ❞
1941 - 1942
Corran Ashworth enlisted in the RNZAF in January 1941 and joined the RNZAF Training Wing, Flight 3A, Squadron 1, in Levin, located approximately 95 kilometres north of Wellington, on June 15th. He finished his initial training by July 26 and then moved on to the RNZAF No 3 Elementary Flying Training School in Harewood, Christchurch, before completing his training at No 2 Flying School in Woodbourne, which is 8 kilometres west of Blenheim. On October 18th, he was awarded his Flying Badge and later promoted to Temporary Sergeant on November 29th.
The RNZAF report from that period revealed that out of 56 trainees at Woodbourne, 16 were deemed unqualified and labelled as ‘wastage’. Among those who successfully qualified, five, including Corran Ashworth, were put forward for commissions. This group featured Lloyd Trigg, who was killed in action and was awarded both the Distinguished Flying Cross and the Victoria Cross posthumously. The VC was granted posthumously based on the recommendation of the Captain of the U-boat that Trigg had engaged, a fascinating story of courage and honour itself. Corran did not receive his commission until 1943 while he was stationed in North Africa.
Early in his training, Corran met John 'Johnnie' Houlton, who would later gain recognition as the first Allied airman to shoot down an enemy aircraft on D-Day in ML407 (OU-V), now known as the ‘Grace Spitfire’, with whom he established a close friendship. In his book 'Spitfire Strikes' Johnny recalled:
❝
On most Sundays we were free of duties, and my father would collect me, and some of the others, to go home for the day. Already, lasting friendships were forming in the groups, and I teamed up with Corran Ashworth - known as ‘Ash’ - a man of considerable charm and ability, and a very good pilot. His instructor was called ‘Butch’ Baines, because of his tendency to turn purple when he wound himself into a rage.
Ash trudged away from a Moth one morning grinning widely, but with a pale and subdued instructor.
The flying exercise had been spinning, and recovering from the spin. Ash had pulled the nose of the aircraft up until it was stalled, but was not applying rudder (to cause the spin) to the satisfaction of his instructor. “Boot it on - hard - like this" yelled Butch lunging at a rudder pedal. With the Moth spinning earthward he then roared: “Right - recover and pull out." He was one of those annoying instructors who sometimes kept his hand and feet on the controls while the pupil was in action, and after several turns in the spin he started raving at Ash to pull out. Ash yelled back, “Get your bloody feet off the rudders!"
After they landed Butch actually apologised to Ash.
❞
Following the completion of his training at Woodbourne, Corran took his final leave and returned to Alexandra. He was accompanied by his fiancée, a young lady he had recently fallen in love with.
Sergeant Ashworth left for the United Kingdom in December 1941, travelling on the troopship 'RMS Rangitiki' departing from Wellington and travelling through the Panama Canal. After arriving in England, he began his advanced flying training at No 17 Advanced Flying Unit in Watton, Thetford, Norfolk, on March 16th 1942. He then proceeded to No 55 Operational Training Unit in Annan, Dumfriesshire, on April 7th to train on Hurricane aircraft.
After completing their training at Annan, Johnnie and Corran were assigned to separate units. Johnnie Houlton wrote:
❝
When the end of course postings were announced, I was one of two pilots posted to Spitfire squadrons, while Ash and other New Zealanders were sent to 253 Hurricane Squadron. It proved impossible, moreover, to have the posting changed. But it is an example of how a single incident can lead to a distinct change of direction in one’s life.
❞
On the first of May in 1942, was a day Sgt. Ashworth would label as his "worst day for years." A careless error during cockpit drills resulted in a belly-up landing, and he found himself facing the possibility of a court-martial. His diary from that time provides insight into his feelings:
❝
Today has been my worst day for years. Awake early for shave & breakfast. A marvellous day for weather. Down to flight at 8.30 & had nasty experience of seeing bad prang by Sgt J-y (sic) on runway. Up for formation at 11.30. After about half an hour was very surprised to have motor cut. In following dreadful flap was unable to find cause of failure so made belly flopper in field. So was afterwards informed accident due to faulty cockpit drill so fury was to go unlimited. People adjacent to forced landing friends of Bills & very kind to me. Wing Co informs me I am to be court martialled. Woe is me. Browned off after supper so went for cycle ride with Johnny. And so to bed.
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth❞
Another cloudless day. I awoke with the jitters as I was due to see the Wing Co today concerning yesterdays prang. After a long wait I saw him at 10.30. No bullshit about that interview. Told Wing Co I was B-fool (sic) & he agreed with me, following up with 30 days restrictions & log book endorsement. Got off very light I think & think Wing Co is real man & looks a real killer. Browned off about my 30 days of course but guess I made my bed so will be on it. This arfo (sic) Bill & I ventured forth on cycles to see the countryside. Very beautiful country lanes. Bags of booty was brought back. Managed to scrounge 1 dozen eggs, 1/2 lb butter and 1 loaf of home-made bread to feast which was enjoyed by all after tea. A letter from (sister) Edna today so will write to her tonight. A boy from 32 Course killed here today.
A beautiful evening tonight, which makes me glad to be alive. Life feels worth while as I sit here by the open window so I can hear all the notes of nature, signifying perfect peace, by the singing of birds, the barring (sic) of lambs, the neigh of the horse, & the sight of crows roosting in the fast greening oaks. It’s hard to believe that my present purpose in life is learning to kill.
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth❞
His logbook was duly endorsed: ‘gross carelessness’: in that he ran out of reserve (fuel) in Hurricane W9348 and force-landed wheels-up. Signed Group Captain Officer Commanding No 55 OTU. 21/5/42.
In his book on Flying Officer Corran Ashworth’s life ‘For Our Tomorrow He Gave His Today’, youngest brother Vince pondered: ‘I’ve often wondered if this was one of the reasons why he was never awarded a DFC, something his service record would suggest he more than deserved.’
Corran joined No 403 Canadian Squadron at Martlesham, Suffolk, on 9th June, and took part in operational exercises with Spitfire aircraft. Corran flew a Spitfire for the first time on June 11th, 1942: local flying (training) and 'sector recco (reconnaissance)'.
On June 21st, he took part in his first operational sortie, as the Squadron scrambled to engage 'bandits' reported off the coast. Two sorties on that day proved abortive.
With 48 hours flying time, he arrived at No 253 Squadron in Hibaldstow, Lincolnshire, on June 25th, where he resumed flying Hurricanes. He was involved in the ground attack during the Dieppe operation, known as 'Operation Jubilee.' This was his second mission in the operation and his first real combat experience. At 04:30 on August 19, he took off from Friston, East Sussex, as part of Flight 'A' in a Hurricane Mk.I, aiming at the gun positions along the Dieppe coast. He flew again at 13:00 during the Squadron's third sortie, still with Flight 'A,' but this time in a Hurricane Mk.IIB.
The Dieppe Raid was the last action Corran saw in the European Theatre until June 1944.
During this period, Corran was suffering from intense sinus pain during high-speed dives. Johnnie Houlton recounted the aftermath of one of these events in his book, 'Spitfire Strikes':
❝
After we returned from a dog-fighting exercise one morning I found Ash banging his forehead in agony against a back wall in the dispersal building. Although he had been operated on before enlistment to open the sinus cavities, these were again becoming restricted. Air trapped in the sinus passages could not equalise to the pressure of the outside air with rapid changes in altitude, thus causing violent pain. This was now happening to him quite often, but Ash refused to report to sick quarters, as he was sure to have been grounded.
❞
While stationed in Malta in 1942, Johnnie experienced a similar problem during a high-speed dive:
❝
I was hit with the most excruciating pain in the forehead, and was blinded by the glaring white light, as if I was looking into the sun. Punching myself in the forehead and screaming in agony, I wanted to die then and there; but the Spitfire literally retrieved the situation, without any help from myself. I had gone flying with a slight head cold and the sinus passage had blocked in the dive, causing tremendous internal pressure, which distorted the bone structure above my left eye. It was impossible to trim a Spitfire Mk V to fly hands-off in a steep, high-speed dive; when I took both hands off the control column, the aircraft reared out of the dive and climbed again. My vision cleared and when I was back at about 11,000 ft the pain became bearable. I realised what Ash must have gone through many times with his blocked sinuses, and could only admire his fortitude.
With his best friend from early in his training, Johnnie Houlton (Corran was visiting during his R & R).
Hornchurch, 1943
In November, the Squadron moved to French North Africa, setting up operations in Phillipville, Algeria. Sergeant Ashworth, flying a Hurricane, took part in various missions such as patrols, convoy escorts, and sea sweeps. His logbook indicates he was active nearly every day, with some days featuring two missions. In January alone, he flew on 29 days, including three instances where he completed two sorties. Notably, on January 16, while assisting Flying Officer Mason as No. 2, he noted an unsuccessful chase of a Ju 88.
His flight hours for each month were recorded as follows: 46.05 hours in November 1942, 30.35 hours in December, and 50.05 hours in January 1943. In February, he logged 36.05 hours, and March he recorded 47 hours. The period from April to August was relatively uneventful.
1943 - 1944
While with 253 Squadron, Sergeant Ashworth recorded his first 'kill' in his logbook on February 15th, 1943: ‘Ju 88 shot down into sea in flames’. He later described the action to reporters:
❝
I spotted Jerry from about 10,000 feet and dived on his tail holding my fire until I could almost see the whites of his eyes. I closed within 200 yards and let him have it.
I then closed to within 30 yards firing like hell, but had to break away as the Junkers was shedding stray bits and pieces. Both engines were on fire and the pilot seemed dead in the cockpit before it plunged into the sea.
Allied Force Headquarters, North Africa
(via cable from Keith Hooper)
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth
❞
Promoted to Pilot Officer on March 23rd, he was almost immediately transferred to the Royal Air Force. On April 16th, he was sent to No 14 Squadron in Blida, Algeria, where he flew Mustang I aircraft during active operations.
On June 23rd, Pilot Officer Ashworth joined No 32 Squadron in Tingley, North East Algeria, where he flew both Hurricanes and Spitfires for various missions. His second achievement occurred shortly after; on July 9th, while flying a Spitfire Vc, he noted in his logbook the downing of a Me 109, 50 miles NNW of Galite. This victory was verified, and on September 23rd, he was promoted to Flying Officer.
On May 29th, he carried out a reconnaissance south and west of Sardinia, reporting: ‘light flak and one aircraft seen'. And on 3 June: ‘Low-level fighter reconnaissance – C(apo). Spartivento Saridnia – Cagliari – C(apo). Bellavista. Convoy 2 Destroyers. 1 MU & A/S spotted near Cagliari 2 109s over it. 7 Coastal launches off e.coast. 2 attacked & strikes observed.’
Corran’s last flight in North Africa was on 15 August 1943.
Sergeant Coran Perry Ashworth, serving with 253 Squadron of the RAF, successfully claimed the destruction of a Ju 88 aircraft, situated 20 miles north of Cap Bougaroun. He was in the cockpit of a Hurricane IIc (HV742), and this incident corresponds to the Ju 88D-1/Trop (F6+EH) from 1(F)/122.
Leutnant Hans Boudick, Stabsfeldwebel Theodor Schäfer, Unteroffizier Heinz Krempel, and Gefreiter Hans Rollwege were all reported as missing in action.
In 'Fighters Over Tunisia,' Christopher Shores noted that a Ju 88 from 1/122 was targeted by two Hurricanes from the 253 squadron north of Cap Bougeron. The result of this aerial engagement was the destruction of the Ju 88, which crashed into the ocean.
Flying Officer Ashworth returned to England in October, ready for a much-needed respite from ongoing operational missions. He was assigned as an Instructor at the Operational Training Unit in Annan, Scotland, and later spent a week at Hornchurch, catching up with his friend Johnnie Houlton. By December, he found himself back at No 55 OTU, piloting Hawker Typhoons and Hurricanes, and various other aircraft such as the Miles Master, Magister, and Martinet.
From February through April 1944, Corran found himself regularly at Station Sick Quarters and the RAF hospitals in Morecambe and Halton, due to 'recurring malaria' he had picked up in North Africa.
❝
Ash had just returned from South Africa, and came to stay for a week with me at Hornchurch before starting his official rest period, and also been commissioned. Since we had gone our different ways a year and a half before Ash had been flying strafing Hurricanes with four 20-mm guns, and ‘tank busters’ which were fitted with a 37-mm gun under each wing. The weight and drag of these artillery pieces pulled the performance of the Hurricane right down, and there were only a few rounds per gun, which had to be reloaded for each salvo by a remote control from the cockpit. When fired, the recoil of these heavy-calibre guns knocked 30 mph or more off the speed of the aircraft, but the results were often spectacular.
Ash had been on a convoy patrol north of Algeria in one of these tank busters when a Ju 88 dropped out of cloud in front of him, to begin a bombing run on the ships. Sighting very carefully Ash fired his two-round broadside, and the Ju 88 disintegrated, probably the only time those guns were ever used in the air-to-air role.
As told by Johnnie Houlton in his autobiography ’Spitfire Strikes’
Vintage Wings of Canada Flight Lieutenant Donald “Bunny” McLarty tribute Hawker Hurricane Mk IV 'tank buster' in the colours of No. 6 RAF Squadron
Note from Webmanager.
I don't have solid evidence to support this anecdote. I can confirm that Corran Ashworth was flying a Hurricane IIc during his first claim of an enemy aircraft in 1943, as recorded in his logbook. Typically, these aircraft were not equipped with 'tank busters.' On February 14, 1943, he shot down a Ju 88 while flying a Hurricane IIC, which was designated with the letter 'D', north of what was then called Phillippeville.
This information, however, is provided by his close friend, Johnnie Houlton, who makes a clear distinction between the strafing Hurricanes equipped with four 20-mm guns and the 'tank busters'. Corran spent time with Johnnie at 485 Squadron (Hornchurch and Biggin Hill) towards the end of 1943, shortly after he returned from Algeria. Of course, there's the puzzle of why he said they were 37-mm, rather than 40-mm.
I know the IID was the model fitted with the big guns. Research shows that 6 Squadron had a few of the tank-busting Hurricanes, but I’m not sure if Corran’s 253 Squadron operated any Hurricanes beyond the IIC. The Mk.IIC featured a slightly altered wing design compared to the IIB, and one of its major upgrades was the addition of a 500lbs bomb, earning it the nickname 'Hurribomber.' Additionally, it was armed with two Hispano 20mm autocannons mounted on each wing.
Dubbed the 'Flying Can Opener,' the IID looks quite like its predecessor but is enhanced with additional armor for the pilot, radiator, and engine. Each wing comes with a pod that allows for the installation of a Vickers S autocannon (40mm), which takes the place of the outer Hispano, while the inner Hispanos have been reduced to a single .303 Browning.
I find myself intrigued: were there IICs retrofitted with two 40mm cannons, possibly cobbled together on the front lines? It appears that a simple wing swap would do the trick, suggesting that a frame with compromised wings could easily be paired with wings from another damaged aircraft. I imagine the basic idea wasn't uncommon. Corran's youngest brother, Vince, is stumped, too.
I have emailed the RAF Air Historical Branch, who I hope can either shed some light on this, or point me in the right direction.
❞
June 1944
On 6 June 1944, the day of the D-Day invasion of France, Corran headed to the No 83 Group Support Unit in Redhill, Surrey, where he once again flew Mustangs. His final logbook entry from Redhill was made on June 8th, 1944. Afterward, he moved to No 65 ‘East India’ Squadron at 122 Airfield, 2nd TAF (Tactical Air Force) in Funtington, England, with his next entry appearing on 11 June. On that day, he completed his first combat mission over France, which he recorded as ‘sector reconnaissance’ in his logbook.
He accompanied No 65 Squadron to a recently liberated airstrip in Normandy, where the Squadron executed missions aimed at enemy railway yards, communication lines, and troop concentrations. His logbook for June 12 records two entries. The first: ‘dogfight and aerobatics at 25000 feet.’ The second: ‘close escort – (North American B-25) Mitchells – Caen. No incidents – slight flak.’
After an intense month of bombing operations in France, Corran found himself on reconnaissance duty on June 14th, flying with a squadron of 12 planes over the Rouen area. He documented in his logbook: 'Jetd bombs. Encountered 109,' followed by 'Destroyed Me 109' around Argentan - Dreux. This aircraft was later identified as a Bf 109 G6 from 2./JG5; the pilot was unharmed, but his plane was totally destroyed. On 17 June, he 'shared', in the downing of an Fw-190 near Argentan.
❝
I was flying Yellow IV on armed recce in the Rouen area. E/A (Enemy Aircraft) were reported at 12 o’clock. I jettisoned my bombs after my No. 1, and followed him in the chase.
First E/A disappeared behind cloud, but I spotted an Me109 at 4 o’clock and, after calling No. 1, I gave chase. I closed on E/A - who broke early - and my first burst was about 1 second quarter head on. I did a tight turn and again got on to tail of E/A, who proceeded to take violent evasive action (stall turns, diving, and steep turns). I fired several short bursts at small deflection angles (10-15 degrees), noticing strikes on one occasion on rear fuselage. I fired another burst when the E/A was at the peak of his climb in a stall turn manoeuvre and saw strikes on port wing. The E/A finally pulled up into a steep climb, the pilot jettisoned hood, rolled A/C (aircraft) onto its back and baled out. Parachute opened. The combat was witnessed by Yellow I (F/Lt Stillwell, Yellow II (F/Lt Will and Yellow III (F/Lt Collyns).
Combat report of F/O C. P. Ashworth, 14 June 1944:
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth
❞
In this case, the German pilot was Unteroffizier Rudolf Schroder from the 2/JG5 Squadron based in Évreux. He was piloting a Bf 109 with the identification number 440225. According to his squadron's report, he went missing following a confrontation near Dieppe. Although he suffered injuries during the fight, he was back in action by June 23.
Note: The Bf 109, as officially named by the German Ministry of Aviation (having been submitted by the Bayerische Flugzeugwerke), was often called the Me 109 by Allied aircrew and some German aces. All extant airframes bear the official 'Bf 109' designation on their identification plates.
Combat report of F/O C. P. Ashworth, 17 June 1944:
❝
I was flying Presto IV on an armed recce and I first sighted E/A (Enemy Aircraft) slightly below as I was about to strafe a car. I immediately place myself behind him and he did a steep turn. I was out-turning him when he did a smart aileron roll downwards. I did not follow him down but waited till he straightened out and then got in behind him again. After further turn (sic) he straightened out and dived to the deck. I followed and opened fire with a short burst at about 10 degrees off. I then closed in and commenced firing with no deflection. I gave some long bursts and saw strikes on rear fuselage of E/A and E/A began to emit black smoke and white smoke, staggered a bit and recovered for a while and then crashed in flames amongst the trees. Ranges of firing 250-300.
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth❞
During June, Corran flew a total of 10 operational sorties, totalling 19.4 hours of flying. At that time the Squadron was operating from Redhill in Southern England.
Corran's logbook - 7 to 23 June 1944,
where he recorded destroying a Bf 109.
July/August 1944
July 1944 marked a highly active period for 65 Squadron as the Normandy battle escalated. Based at Airfield B12 Ellon, close to Martragny, France, Corran engaged in multiple reconnaissance missions. On the 11th and 12th, he focused on practicing formation flying, low flying, and aerobatics.
In the final two weeks of the month, Corran participated in 16 missions targeting enemy forces in France. He reported damaging a Bf 109 G6 from the III Gruppe of JG26 near Dreux-Conches on July 29.
On July 29, his logbook noted: ‘Mustang III. Armed reconnaissance. Évreux. Jetd. Bombs - engaged over 12 Me109s. One Me109 was damaged. S/L Lamb took down 1 Me109. F/O Jonsson also claimed 1 Me109. F/S Holland is missing.’ (Later, it was confirmed that F/S Holland had crashed into a field close to Conches. His body was found two days later, and he was laid to rest in the Conches-En-Ouche Communal Cemetery, located 13 km from Évreux).
F/O Ashworth subsequently reported
❝
I was flying Sifta 4 with bombs on an armed recce and in the Évreux area I reported approximately 12 aircraft at three o’clock at 8000 feet. These turned out to be 109s and we engaged shortly afterwards. I followed Sifta 3 into the melee and in a left had turn saw a Bf109 at four o’clock about 1000 feet above apparently about to attack.
I throttled back and climbed on to his tail and he immediately began a series of steep climbing turns. I was out-turning him and first opened fire with a one second burst from about 250 yards – closing - but the 109 then dived into thick cloud and I lost him. The enemy aircraft had a black and white spiral spinner and looked dirty, which may have been oil. I claim one Bf109 damaged.
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth❞
Corran's logbook - 11 to 31 July 1944,
where he recorded damaging an Me109S.
His final submitted logbook page.
Corran participated in two sorties on 30 July. His logbook recorded: 'Close support bombing. 0.4hrs. Bombed road & railway’. And again: ‘Bombing & fighter sweep. 1.3hrs. Bombed wood at (missing information). Swept Chartres. Another Ash Black! (unable to ascertain what this refers to).
As recorded in his logbook, Corran flew two sorties on 31 July: ‘Armed recco. Chartres, Chateaudun, Le Mans. Bombed rly yards – all bombs hit‘. The second entry reads: 'Armed patrol Étampes. Bombed rly yards. 4 hits. Engine cutting!!’
Apart from conducting air tests on his Mustang YT-U on August 2, he did not take part in any operational flights until August 3.
At this point, Corran's logbook indicated that he had accumulated 807 hours and 40 minutes of flight time in under three years. Considering the intense stress these pilots faced nearly every day, it would be reasonable to assume he was experiencing some battle fatigue.
3 August 1944:
His Final Operation
From the book 'For Our Tomorrow He Gave His Today',
by Vincent Ashworth and Fabrice Dhollande:
The German retreat from Normandy, and the Seine River crossings.
August 1944.
On 3 August, 1944, Corran Perry Ashworth was the pilot of Mustang III (the British designation for the Merlin-powered, ‘Malcolm hood’ Plexiglas bubble canopy P-51B and P-51C) number FB208, USAF serial number 42-103102. He took off from Ellon airfield (B12, 14 miles west of Caen) at 10h34hrs with 11 other aircraft. He engaged with the rest of the Squadron on a dive-bombing sortie, flying in the last position of the Group. On this day the weather was clear in the Rouen area.
At 1050hrs the French Civil Defence launched the alert as a group of Allied aircraft approached from the direction of Elbeuf-Rouen. Flying over La Londe and Orival Forest at 1100hrs, the Group was over the target area of Oissel-Bédanne (around 16 km south of Rouen), where two groups of barges were parked: four along the left side of the Seine River, and twelve in the west extremity of Île Legarée in the Bédanne Branch. At this point the river divides between the ’Orival-Les Roches’ cliffs and the fields of Freneuse -Cléon- Saint-Aubin-lès-Elbeuf.
For the retreating Germans, this area was strategic because of the Oissel railway bridge (which, despite continued bombing, remained operational), the pontoon bridge at Léry-Poses, and the two heavy German ferries crossing the Seine River at Elbeuf and Saint-Aubin-lès-Elbeuf. The many small islands and their branches were ideal for the Germans to hide and park barges. The area was very well protected by anti-aircraft fire: several 20 mm, 37 mm, and four 88 mm guns were located within 800 metres of the 12 barges near and in Cléon’s Wood.
Mustang III, KH516/WC-F, with ‘Malcolm hood’, as flown by Kapitan Jerzy Mencel DFC, 309 Squadron Polish Air Force
As they entered the target area, the shells exploded around the aircraft. One by one, the Mustangs dived at more than 650 km/hr on the 12 barges. Eight, nine, ten, eleven - and then it was Corran’s turn.
He pushed the stick and commenced the dive at 12,000 feet at more than 650 km/hr in a dive-bombing angle of 45°, with the anti-aircraft shells exploding around his aircraft. Just before 4,000 feet, he pressed the button to release his bombs. Just as he dropped the two 1,000lb bombs on the target, his aircraft suddenly exploded, and the wreck plunged in flames into the river below, just behind the barges. No parachute was seen. The exact cause is not known, but some very accurate enemy anti-aircraft fire was experienced at the time, and it is probable that one of his bombs was hit by some. He was in the last section to go down (dive bomb), and no guns were fired.
The local Watch No 1, located in the spire of Rouen Cathedral, reported seeing the bombing around Oissel-Elbeuf at 1100hrs. The Watch reported that during the attack one of the aircraft crashed in a ball of flames. When the Oissel brigade of French Gendarmerie arrived in a field at Bédanne beside the edge of the Seine River, they saw the German troops picking up pieces of the aircraft. In their report they wrote that the pilot was not found:
French Gendarmerie Report:
Oissel. 3 August, 1944
On 3 August 1944 at 11hr10 fifteen planes launched twenty bombs on the barges moored on the branch of the Seine in front of the hamlet of Bédanne locality of Cléon. There were no civil victims. A barge was sunk. A house was badly damaged. Twenty other houses had their roofs damaged. A plane blew up in the air and part of the plane dived into the Seine River. No trace of the crew. The occupation troops that were already on the place picked up fragments of the plane.
translation of the official French Gendarmerie report of the raid.
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth
The 65 Squadron records state that 12 Mustangs took off at 1050hrs. They were bombing barges on the Seine River using 1000lb (454kg) bombs, returning at 1130hrs. Mustang FB.208 piloted by F/O C. P. Ashworth failed to return:
❝
Barges, barges and more barges kept the squadron busy for the greater part of the day and the rampant bitch in a rather exhausted state, spreading rumours as to what they were carrying. One person, no names mentioned, went even so far as to say that Churchill himself keeps calling ‘Ops’ between cigars to see how attacks were progressing. Don't eat THAT, Elmer! Our newcomer F/Lt Bishop had a hectic day on the first show, being forced to drag an aircraft with a smoke filled cockpit to the nearest strip and on his second, to make up for not bombing the first time, obtained two direct hits on the barges. First operation 1030 to 1130 hours. Returning from this show we found ourselves temporarily attached to Coastal Command. The CO caught a up with a high speed launch flat out for shore about one quarter mile off Étretat. Maxie Lloyd chased a human torpedo ashore and saw strikes on it leaving the rider running for dear life up the beach – it was to be hoped into a minefield!
F/O Ashworth was last seen hurtling straight for the barges in flames. A much regretted loss of a good friend and a good pilot!
65 Squadron Operations Record, 3 August 1944
From the book 'For Our Tomorrow He Gave His Today:
A Fighter Pilot’s Story' by Vincent Ashworth
❞
Flying Officer Corran Perry Ashworth was classified as missing, believed killed, and later reclassified to ‘presumed dead’. He was aged just 22.
❝
There was a bit of talk that sometimes these bombs would explode prematurely and I was told that he did at the last moment direct the Mustang on to a barge and that he crashed on to the barge on the Seine River. That was it!
excerpt from an interview by researcher Paul Sortehaug,
conducted with a friend of Corran's, Jimmy Prentice RNZAF, in 1989.❞
No 65 ‘East India’ Squadron
No 122 Wing Headquarters
c/o British Liberation Army
8th August 1944
Dear Mrs Ashworth,
It is with deep regret that I have to confirm that your son, Corran Perry Ashworth, is missing as the result of air operations on the 3rd of August 1944.
I am afraid it is my painful task to tell you that you must entertain no hope at all of his having escaped alive from his crash, the bare details of which are as follows.
Your son, with the rest of the Squadron, was on a dive bombing sortie over enemy occupied territory. Just as he commenced his dive on the target, his aircraft blew up and the wreckage plunged into a river below. the exact cause of this tragic mishap is not known, but some enemy anti-aircraft fire was experienced at the time and probably one of his bombs was hit by same. It grieves me very much to have to send you such sad news. I can only offer you the consolation of the thought that it was all so sudden that he could have known nothing about it.
Whilst expressing my sympathy to you in your irreparable loss I would like you to know how much we all miss your son ourselves. He was very popular with everyone and was establishing a splendid reputation for himself as a pilot. We can ill afford to lose men of his calibre. In your sorrow remember that you may be justifiably proud of his achievements and of the fine example he set to others.
Yours sincerely
Squadron Leader, Commanding
D. Lamb
No 65 ‘East India’ Squadron
In a short autobiography, brother and close friend Arthur wrote of the last time he saw Corran. This took place after Arthur's remarkable 65th mission on September 19, 1942, when his Squadron was engaged in a bombing run over Saarbrucken, Germany. During this mission, the Wellington bomber he was flying became ensnared in searchlights and faced heavy flak. As the plane caught fire, Arthur, in his role as Captain, instructed the crew to bail out.
When it was his turn, he discovered that his parachute was missing. Alone in a deteriorating aircraft, he first considered crash landing. However, after executing several manoeuvres, the flames extinguished, and he headed towards England. At one point, the fuel ran dry, causing both engines to fail. He quickly set the plane to autopilot and hurried to activate the reserve tanks. Eventually, he successfully landed at an emergency site in West Malling, Kent.
Earlier that morning, just as Arthur was about to leave for his operation, Corran called him unexpectedly from the Huntington railway station to say he had arrived to see him. It would have been shortly after the Dieppe Raid and before Corran went to North Africa. Arthur wrote:
❝
After landing I rang Wyton to ask that they let Corran know I was OK. A couple of days later I flew Corran back to his fighter base at Hibaldstow. I never saw him again!
From 'I Never Saw Him Again',
the autobiography of Wg Cdr Arthur Ashworth .❞
At the time of Corran’s death, Arthur was stationed in the Pacific with No 17F Fighter Squadron RNZAF. On August 8, 1944, the RNZAF sent him a telegram informing him that Corran was reported missing and presumed dead.
In his book 'Spitfire Strikes', Johnnie Houlton recorded his reaction to the news of Corran’s death:
❝
Shortly after my return from a lecture tour, Jack Yeatman put his head into my tent one night to say he had a message for me. Under the arch of a starlit sky, Jack quietly told me that Ash had been killed in action. Strangely, my chief emotion was an overwhelming conviction of my own insignificance in the vast scheme of things. (p.203)
❞
The circumstances surrounding the destruction of Corran Ashworth’s Mustang have never been entirely clear. That the aircraft exploded and plunged into the Seine River is not in doubt. Exactly what caused the aircraft to explode is not certain: it may have been hit by flak, or, as some suggest, the 1,000lb bomb may have exploded prematurely.
A copy of an interview with Jimmy Prentice RNZAF, who flew with Corran in North Africa, was kindly given to youngest brother Vince by Paul Sortehaug of Dunedin. In this interview, Jimmy recounted his flight to the area shortly after Corran's crash and his conversation with a pilot who was flying with Corran at the time.
Sometime in 1945, Corran’s pitifully few personal possessions were returned to his mother. Among these were his diary, his jacket and his cap. Later, his name was inscribed on several memorials, including the one at Runneymede, England, which honours Commonwealth airmen who died in World War II and have no known graves. His name is also memorialised on the War Memorial in Alexandra, New Zealand.
The War Memorial
Alexandra, New Zealand.
In 2005, Vince Ashworth received an intriguing email from Fabrice Dhollande, a French amateur historian. Fabrice was researching the War in Normandy, particularly the experiences of Allied pilots who died in the Seine Valley. During his research, he unexpectedly found the name of Flying Officer C. P. Ashworth RNZAF, who had crashed into the Seine River on August 3, 1944, while targeting German barges. The crash happened near Fabrice's home, and he was curious to see if this pilot had any connection to Vince!
The efforts of Fabrice culminated in the unveiling of a beautiful memorial on 10 June 2006, near the town of Oissel. This location, situated along the Seine River, is directly across from where it is believed Corran’s remains are located. The ceremony was led by Vincent Ashworth, who proudly wore replicas of Corran's medals and clasp, with his wife May (Vincent’s speech) at his side. The local Catholic priest conducted the consecration, and a considerable crowd attended, including local residents, representatives from the French and German governments, all branches of the French military, the RAF, the RNZAF, the New Zealand Ambassador to France, and Vince’s family and friends.
During their time in Oissel, Vincent and May spoke with a lady who, as a child, had seen a plane crash into the river. She pointed out the very spot where the event unfolded.
If you're interested in learning more about Corran's life, including his wartime service, you can find a detailed autobiography in 'For Our Tomorrow He Gave His Today' by Vincent Ashworth and Fabrice Dhollande, published in 2009. This autobiography is packed with personal anecdotes, memories, a few photos, and a lot of fascinating information.
As of 2009, there were at least seven family members, myself included, who carried one or both of his names. In my childhood and teenage years, it was merely a name associated with a long-deceased relative who fought in WWII. A frustrating name I had to spell often, and my Mum's decision to change the spelling made it even more challenging. Finding it on personalised items was nearly impossible unless I had them custom printed. However, through research and conversations with his equally impressive youngest brother, along with proofreading the autobiography, I have been able to add substance to the man himself. And that has been very satisfying.
This website started as a school history project that didn’t succeed as I had hoped. I had very little information about the man I was named after and, as I never met my Dad's mother, nobody to help fill in the sizeable gaps. My initial website designs were very simple, and I only had a bare-bones biography from the RNZAF's Personnel File on him to work with. That all changed when my dad's uncle reached out to him about the site. With his personal contributions, I feel I have a website worthy of memorialising Corran Perry Ashworth. A beloved son. A deeply missed brother. An uncle. A friend. No longer 'just a name' for me.
The memorial unveiled in honour of
Flying Officer C.P. Ashworth
Oissel, France 2006
❝
We that are left will pass by this way, but he will be remembered in the valley of the River Seine, where a tiny part of France will remain a part of New Zealand forever.
Vincent Ashworth, during the unveiling
of the memorial to F/O C.P. Ashworth, 2006❞
Youngest sibling Vincent Ashworth was a 12-year-old schoolboy when his war hero brother was killed:
We never knew exactly what happened, but it was a very sad time. I remember very vividly how families were advised of casualties. We got a knock on the front door at 5 o’clock one night. It was the postmaster, and he handed Mum a telegram and said, ‘I’m very sorry, Mrs. Ashworth’.
Casualty lists were published every day in the Otago Daily Times, too. That’s how it was done in those days.”
Flying Officer Ashworth is among the 20,450 Allied airmen who died in unknown circumstances during World War 2, with all names listed on the Runnymede Memorial, at Englefield Green in England.
That was the end of it for 60 years, as far as my family was concerned," Vincent said, “Then, eight months ago, I received an email from an amateur French military historian, Fabrice Dhollande, who was doing research on World War 2 in Normandy. He had met a local man who, as a child during the war, had seen my brother’s plane going into the river.”
Three of Vincent’s brothers fought in WWII (Corran, Arthur: RAF 1939-45, and Warrant Officer 1st Class Frank Archibald (Tex): RNZAF 1942-45), and a fourth (Donald Harrison: RNZAF 1944-45) was in final training when the war ended.
Vincent’s brother Artie Ashworth rose to the rank of Wing Commander having been awarded the DSO, DFC and bar, and AFC and bar. With the average life of RAF bomber crews being 10 operations, Artie’s survival of 78 missions was seen as something of a miracle.
Source: Otago Boys’ High School Foundation, 20 July 2006
F/O Corran Ashworth's Record of Service
1941
15 June to 26 July
Initial Training Wing
RNZAF Levin,
New Zealand
27 July to 5 September
No 3 Elementary Training School
Harewood, Christchurch,
New Zealand
6 September to 27 November
No 2 Service Flying Training School
Woodbourne,
New Zealand
29 November
Promoted to Temporary Sergeant
1942
17 March to 7 April
No 17 Advanced Training Unit
RAF Watton,
Norfolk, England
8 April to 23 April
No 55 Operational Training Unit
RAF Usworth,
Sunderland
28 April to 9 June
No 55 Operational Training Unit
RAF Annan,
Dumfrieshire
10 June to 28 June
No 403 Squadron RCAF
RAF Martlesham Heath,
Suffolk
29 June to 16 April 1943
No 253 (Hyderabad State) Squadron
RAF Hibaldstow,
Lincolnshire
19 August
Dieppe Raid
Based at RAF Friston,
East Sussex
1942 - 43
November 1942 to October 1943
North Africa Campaign
253 Sqdn/14 Sqdn/32 Sqdn
10 November to 16 April
No 253 Squadron
Based first at Jemappes,
then Philippeville, Algeria
1943
16 April to 8 June
No 14 Squadron
RAF Blida,
North Africa
23 March
Promoted to Pilot Officer
Transferred to the RAF
23 June to 30 June
No 32 Squadron
RAF Tingley,
Algeria
1 July to 2 September
No 32 Squadron
RAF Bone,
Algeria
1 September to 28 September
No 1 Base Personnel Depot
Algeria
23 September
Promoted to Flying Officer
1943 - 44
28 October 1943 to 6 June 1944
No 55 Operational Training Unit
RAF Annan,
Dumfrieshire
1944
6 June to 10 June
No 83 Group Support Unit
RAF Redhill,
Surrey
6 June
D-Day
10 June to 23 June
No 65 'East India' Squadron
RAF Funtington,
West Sussex
23 June to 15 July
No 83 Group Support Unit
RAF Bognor,
West Sussex
15 July to 3 August
65 Squadron
Temporary Airfield,
Martragny, France
Approx. 11h10,
3 August 1944
Killed in Action
Bédanne locality of Cléon,
The Seine River, France
808 hours as pilot
Some of the aircraft flown by F/O Corran Ashworth
de Havilland DH.82 Tiger Moth
Miles M.25 Martinet
Miles M.9 Master
Miles M.14 Magister
Hawker Hurricane
Supermarine Spitfire
Some of the aircraft encountered by F/O Corran Ashworth
