“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 -
from the poem ‘For the Fallen’
by Laurence Binyon)
Corran Perry Ashworth was born in Eketāhuna, New Zealand, on 25 September 1921 - eighth child and fourth son of Arthur John and Edna Mary Ashworth. His first name is possibly from a very small village named Corran on the shores of Loch Linnhe in Scotland - near near Ayrshire, where his paternal grandmother came from. His middle name is taken from the surname of his maternal great-grandparents.
Corran was educated at Alexandra District High School, where he obtained his University Entrance in 1937. In civilian life he was employed as a clerk in the Post and Telegraph Department, and his favourite sports were rugby, cricket, and tennis. In 1940, he enlisted in the New Zealand Territorial Force, and served in an artillery battery for six months.
Corran Ashworth applied for enlistment in the RNZAF in January 1941 and was enlisted at Levin (around 95 km north of Wellington, New Zealand) on 15 June. His flying training was carried out at N o 3 Elementary Training School, Harewood, Christchurch, and No 2 Service Flying School, Woodbourne (located 8km west of Blenheim). Corran was awarded his Flying Badge on 18 October and promoted to Temporary Sergeant on November 29.
Of the total of 56 trainees based at Woodbourne at that time, the official RNZAF report stated that 16 did not qualify and were classified as ‘wastage’. Five, including Corran Ashworth, were recommended for commissions. The five included Lloyd Trigg, who was later killed in action and was awarded the Distinguished Flying Cross and the Victoria Cross. The VC was awarded posthumously following the recommendation of the Captain of the U-boat that Flying Officer Trigg had attacked - a fascinating story of courage and honour itself. Corran did not receive his commission until 1943, when he was serving in North Africa.
Early in his training, Corran met Johnnie Houlton (who went on to be credited as the first Allied airman to shoot down an enemy plane on D-Day in what is now known as the ‘Grace Spitfire’), with whom he established a close friendship. In his book 'Spitfire Strikes' Johnny wrote:
“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!"
“The panic set in. Butch had jammed the sole of his flying boot between the rudder bar and the side of the cockpit, and there was no way it could be withdrawn. In desperation he released his safety harness, wrenched his foot out of the flying boot, then tore the boot forward and clear of the rudder bar with his hands. Ash corrected the spin and only pulled out of the dive ’scraping the daisies.’
“After they landed Butch actually apologised to Ash.
Excerpt from Johnnie Houlton’sAfter completing his training at Woodbourne, Corran took his final leave, visiting his home in Alexandra. Accompanying him was his newly engaged fiancée - a young lady he had recently fallen in love with.
Sergeant Ashworth embarked for the United Kingdom in December 1941, sailing on the troopship RMS Rangitiki outbound from Wellington via the Panama Canal. On arrival in England, he first went for advanced flying training at N o 17 Advanced Flying Unit, Watton, Thetford, Norfolk, on 16 March 1942. He moved on to No 55 Operational Training Unit, Annan, Dumfriesshire, on 7 April to undergo training on Hurricane aircraft.
At the end of their training at Annan, Johnnie and Corran were posted to different 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 1 May 1942, Sgt. Ashworth had his ‘worst day for years’ when he landed belly-up due to careless cockpit drills and was consequently threatened with court martial. As recorded in his diary at the time:
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.
Corran's logbook entry notes: 'May 1 - Hurricane - 9348 - Formation flying close & search - 1(hour).10(minutes - flight time) - Forced landing'
He subsequently recorded the following day:
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 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.
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 Ashwoth’s life ‘For Our Tomorrow He Gave His Today’, youngest brother Vince noted: ‘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.’
On June 9 he joined No 403 Canadian Squadron at Martlesham, Suffolk, participating in operational exercises in Spitfire aircraft. Corran flew a Spitfire for the first time on 11 June 1942: local flying (training) and 'sector recco (reconnaissance)'.
He took part in his first operational sortie on June 21st, when the Squadron ‘scrambled’ to meet ‘bandits’ reported off the coast. Two sorties on that day proved abortive.
He transferred to No 253 Squadron at Hibaldstow, Lincolnshire, after 48h of flying, on 25 June where he flew Hurricanes once more. He participated in the ground strafing of Dieppe: 'Operation Jubilee', his second mission in operation and his first operation in action: on the 19th of August, at 04h30 he took in as part of Flight 'A' from Friston, East Sussex, in a Hurricane Mk.I to attack the gun position on the coast around Dieppe (the Squadron's first sortie), and again at 1300h as part of the Squadron's third sortie - again with Flight 'A', though now in a Hurricane Mk.IIB.
The Dieppe Raid was the last action Corran saw in the European Theatre until June 1944.
At this time, Corran was experiencing considerable pain in his sinuses when diving at high speed. In his book 'Spitfire Strikes', Johnnie Houlton recorded the following incident:
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, operating from Phillipville, Algeria. Sergeant Ashworth, as pilot of a Hurricane in the Squadron, participated in patrols, convoy escort, and sea sweeps: His logbook records at least one patrol of convoy escort or sea sweeps almost every day, sometimes twice. In January he flew operations on 29 days, including three days when he carried out two sorties. On January 16, when flying No.2 to Flying Officer Mason, he recorded having chased a Ju88 without success.
Operational flying times for each month were recorded as follows: November 1942, 46.05 hrs; December 30.35 hrs; and January 1943, 50.05 hrs. February he recorded 36.05hrs, and March 47hrs. April through August was comparatively quiet.
While with 253 Squadron, Sergeant Ashworth recorded his first success: on 15 February 1943, his logbook recorded: ‘Ju88 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)
He was promoted to the rank of Pilot Officer on 23 March, at which time he was transferred to the Royal Air Force. On April 16 he was assigned to No 14 Squadron, Blida, Algeria, where he continued operations, flying Mustang I aircraft.
Pilot Officer Ashworth joined No 32 Squadron at Tingley in North East Algeria on June 23rd, and he was flying both Hurricanes and Spitfire aircraft on varied operations. Soon after came his second success: flying a Spitfire Vc on 9 July, he recorded in his logbook ‘destroyed Me 109 50mls NNW of Galite’. This was confirmed, and on 23 September he was promoted to the rank of Flying Officer.
On 29 May 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.
RAF Sgt Coran Perry Ashworth 253 Sqn claimed 1 Ju 88, 20 miles north of Cap Bougaroun. He was flying a Hurricane IIc (HV742). this claim corresponds to Ju 88D-1/Trop (F6+EH) of 1(F)/122.
The crew of Leutnant Hans Boudick, Stabsfeldwebel Theodor Schäfer, Unteroffizier Heinz Krempel and Gefreiter Hans Rollwege were all recorded as missing in action.
The book 'Fighters Over Tunisia' by Christopher Shores records that a Ju 88 of 1/122 was attacked north of Cap Bougeron by 2 Hurricanes of 253 squadron from Jemapes – the Ju 88 was shot down and crashed into the sea.
Source: Luftwaffedata
OkFlying Officer Ashworth returned to England in October: it was time for a rest from continuous operational action, and he was posted to the Operational Training Unit at Annan, Scotland, as an Instructor. He returned to No 55 OTU in December where he flew Typhoons, Hurricanes, Miles Master, Master Magister and Miles Martinet aircraft.
Shortly after his return from North Africa, he spent a week at Hornchurch, renewing his friendship with Johnnie Houlton.
From early February through April 1944, Corran spent almost a month in and out of Station Sick Quarters or in the RAF hospitals at Morecambe and Halton due to contracting ‘recurring malaria’ while 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 Algiers 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.
Excerpt from Johnnie Houlton’s
book ’Spitfire Strikes’
I'm yet to find facts backing up this anecdote: Corran Ashworth was definitely flying a Hurricane IIc (he recorded it as such in his logbook), which wasn't usually fitted with 'tank busters'. On the other hand, this was recounted by his best friend, Johnnie Houlton. I know the IID was the model fitted with the big guns, but this doesn't mean a Hurricane IIC wasn't retrofitted whilst on the front line. Research states 6 Squadron were flying a handful of the tank buster Hurricanes, but I don't know whether Corran's 253 Squadron flew any Hurricanes beyound the IIC.
The MkIIC had a slightly modified wing, compared to the IIB. Another difference was the addition of a 500lbs bomb, earning it the nickname 'Hurribomber'. It was armed with two Hispano 20mm autocannon in each wing. The IID, nicknamed 'Flying Can Opener', appears to be similar, but with the addition of armour for the pilot, radiator, and engine. A pod was added to each wing, allowing them to be equipped with a Vicker S autocannon, replacing the outer Hispano. The inner Hispanos were downsized to a single .303 in Browning.
I do wonder: were the four Hispano IICs informerly referred to as a 'tank buster' by its pilots?
On 6 June 1944 - the day of the great D-Day invasion of France - Corran proceeded to No 83 Group Support Unit at Redhill in Surrey, where he again flew Mustangs. The last Redhill entry in his logbook was 8 June, 1944. The next entry on 11 June is with No 65 ‘East India’ Squadron, 122 Airfield, 2nd TAF (Tactical Air Force) at Funtington, England. His first action over France was on 11 June when he recorded ‘sector reconnaissance’ in his logbook.
On June 10th he was posted to No 65 ‘East India’ Squadron, 122 Airfield, 2nd TAF (Tactical Air Force) at Funtington, England, and moved with the Squadron to a landing strip in newly liberated territory in Normandy. The Squadron was engaged on strikes against enemy railway yards, communications, and troop concentrations. His logbook for 12 June has two entries. The first: ‘dogfight and aerobatics at 25000 feet.’ The second: ‘close escort – (North American B-25) Mitchells – Caen. No incidents – slight flak.’
Corran had a busy month of bombing in France, and on the 14th of June he was on reconnaissance (12 Planes) in the area of Rouen. He recorded in his logbook: 'Jetd bombs. Scrap with 109' followed by 'Destroyed Me 109' in the area of Argentan - Dreux. The aircraft was subsequently identified as a Bf 109 G6 (refer note below) of the 2./JG5: the pilot was uninjured but his plane was totally destroyed. He followed up with a shared Fw-190 near Argentan on 17 June.
Combat report of F/O C. P. Ashworth, 14 June 1944:
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).
The German pilot in this case was Unteroffizier Rudolf Schroder of 2/JG5 Squadron, which at that time was stationed at Évreux. Uffz Schroder was flying Bf 109 ID 440225: his Squadron report stated that he was missing off Dieppe. He was wounded in the action but returned to duty on 23 June.
Note: The Bf 109 was called the Me109 by Allied aircrew and some German aces, even though this was not the official German designation - all BFW/Messerschmitt aircraft, from the Bf 108 four-seat touring monoplane to the Bf 163 light observation aircraft, were prefixed "Bf"; all later types with "Me" (Bayerische Flugzeugwerke - BFW - had been taken over by chief designer and engineer Willy Messerschmitt in 1938).
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.
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
With the battle for Normandy reaching its climax, July 1944 was a period of intense activity for 65 Squadron. During the last two weeks of July leading to his final operations, Corran participated in 16 operations over enemy-held France. Following his discharge from hospital on 25 June, he spent a short time with 83 GSU at Bognor Regis. His first logbook entry with 65 Squadron in July was on the 15th.
During July, Corran flew a lot of reconnaissance missions from 65 Squadron’s base: Airfield B12 Ellon - near Martragny, France. On the 11th and 12th he spent time on formation and low flying as well as aerobatics. He 'claimed' a Bf 109 G6 III Gruppe of JG26, damaged near Dreux-Conches on July 29.
His logbook for 29 July recorded: ‘Mustang III. Armed recco. Évreux. Jetd. Bombs - attacked 12+ Me109s. 1 Me109 damaged. S/L Lamb 1 ME109. F/O Jonsson 1 Me 109. F/S Holland missing.’ (It was subsequently established that F/S Holland crashed into a field near the town of Conches. His body was recovered two days later - he was buried in the Conches-En-Ouche Communal Cemetery, 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.
The German pilot in this case was Uffz Rudolf Schroder of 2/JG5 Squadron, which at that time was stationed at Évreux. He was flying Bf 109 ID 440225. His Squadron report stated that he was missing off Dieppe. He was wounded in the action but returned to duty on 23 June.
Corran's logbook - 11 to 31 July 1944,where he recorded damaging an Me109S.
His final 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 air testing his Mustang YT-U on 2 August, he did not fly operationally again until 3 August.
By this time, Corran’s logbook recorded that he had accumulated 807 hours and 40 minutes as a pilot in less than 3 years. Given the stress under which these pilots operated almost daily, it would not have been surprising if at this stage he was suffering a certain amount of battle fatigue.
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 -Cleon- 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 Cleon’s Wood.
Mustang Mk III FB104 with ‘Malcolm hood’
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 N°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 Cleon. 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 FrenchThe 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
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.
The Weary Fighter Pilot
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. The occasion was following Arthur’s memorable 65th sortie on September 19 1942: his Squadron had been on an operation, bombing targets in Saarbrucken, Germany. On this operation, the Wellington bomber he was piloting became caught in the searchlights among heavy flak. The aircraft was set on fire and Arthur, as Captain, ordered the crew to bail out.
When it came to his turn, he was unable to find his parachute. He was left to try and fly a disintegrating aircraft on his own. His first thought was to try and crash land, but, following a series of manoeuvres, the flames went out, and he set sail for England. At one stage the petrol ran out, and both engines stopped. He put the aircraft on autopilot and rushed back to turn on the reserve tanks. He finally managed to land at an emergency landing ground at West Malling in Kent.
Earlier in the morning, before Arthur had left on this operation, Corran had called 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!
At the time of Corran’s death, Arthur was serving in the Pacific with No 17F Fighter Squadron RNZAF. On 8 August 1944, the RNZAF telegraphed him advising that Corran had been reported missing, believed killed.
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 (as he was known) 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 New Zealand Memorial Cross
Presented to next of kin following the death of service personnel
‛There is nothing that war has ever achieved that we could not better achieve without it.’
~ Havelock Ellis
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 Vincent Ashworth by Paul Sortehaug of Dunedin.
Corran’s brother Vincent had also collated a lot of information. He was in contact with an amateur French historian, Fabrice Dhollande, who wrote a history of WWII in Normandy. During research on Allied aircraft lost in Normandy during WWII, Fabrice - quite by accident - discovered the name of Flying Officer C. P. Ashworth RNZAF, who had crashed into the Seine River on 3 August 1944 during a raid on German barges. Corran’s aircraft had crashed into the river near where Fabrice lived, and he wanted to know if the pilot was any relation of Vincent’s.
From this contact a warm friendship developed between Vincent and Fabrice. Thanks to Fabrice, the outcome has been the unveiling near the town of Oissel on 10 June 2006 of a beautiful memorial on the banks of the Seine River opposite the place where Corran’s remains are believed to lie. The memorial was consecrated by the local Catholic priest and unveiled in the presence of a large gathering of local citizens, representatives of the French and German governments, all the French armed forces, the RAF and the RNZAF, the New Zealand Ambassador to France, members of the Ashworth family, and Vincent and his wife May. (Vincent’s speech.)
During their visit to Oissel, Vincent and May were introduced to a lady who, as a child, had seen the plane crash into the river. She pointed out just where she saw the crash into the river.
A biography of Corran’s life - including his war service - can be read in the book 'For Our Tomorrow He Gave His Today', by Vincent Ashworth and Fabrice Dhollande, published in 2009.
The memorial unveiled in honour of F/O Ashworth
Oissel, France 2006
‘War does not determine who is right.
War determines who is left.’
~ often attributed to Bertrand Russell
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 110 missions was seen as something of a miracle.
Source: Otago Boys’ High School
