When I finished my tour, unfortunately my navigator F/S Fred Flattery, could not stand down from operations due to the fact that he missed several trips with me because of sickness, so was required to complete further ops.
Arriving back from leave , which celebrated the completion of our tour, we learnt that, the night before, Fred was in a crew piloted by the C.O. of the Squadron, G/C Keith Parsons. His aircraft had collided with another aircraft, and all the crew were killed except Parsons. It certainly was bad news. Fred was a brilliant navigator.
My next posting was to No 21 OTU situated at Moreton in Marsh Here I would instruct pilots, flying the Wellington aircraft, how to carry out evasive action, taken by bomber pilots were they were attacked by a fighter, by diving port, diving starboard, climbing starboard , climbing port, diving port, over and over again. The manoeuvre was called a "corkscrew". I also got the opportunity to fly the Hurricane, the aircraft made famous in the Battle of Britain, pictured right.
While I was at Moreton-in-Marsh I received a letter from Air Ministry advising me I had been awarded the Distinguished Flying Cross (DFC), this was certainly good news which I knew would bring much pleasure to my parents back in Adelaide. I could have stayed in England to have it presented by King George VI at a later date, but decided to come home instead.
On the 7th May 1947 the Governor of South Australia, Sir Willoughby Norrie presented it to me at Government House. Picture right is the photograph which appeared in the Adelaide Advertiser, my father is on the left of the photo.
Soon after getting the DFC I was promoted and became Flight Lieutenant Vic Grimmett, so you can imagine how good I felt. However things were about to change.
One day I was asked to fly a Squadron Leader up to RAF Station Waddington. The plane I would fly would be a Miles Master a twin passenger single engine aircraft.
On the way up I noticed that petrol was only flowing from one tank, which in time would make the aircraft fly one wing low.. On landing I advised the ground maintenance staff who said they would look at the problem.
Advising me that they had it fixed, they suggested after takeoff I dive a little and waggle my wings to see if both gauges were working. This I did, the aircraft making a hell of a noise, as was its custom doing such a manoeuvre.
The C.O. of the station, Group Captain Eric Nelson, was very much against low flying, so when, sitting in his office, he heard this noise and looking out his window, saw the aircraft flying low across the drome he decided to do something about it. He found out who the pilot was, not a difficult exercise, and laid a charge of improperly flying the aircraft at a height of one hundred feet or less over the airfield.
The first I knew I had been reported was when I was asked to attend a summary of evidence, where all parties give their side of the story and I, as the accused, could cross examine them. Based on such evidence a decision is made as to whether it should go to a court martial.. I felt fairly confident after this hearing because the C.O. said I flew across the field from north to south, whereas the traffic controller said it was from east to west. However the powers to be decided on a court martial, because in my opinion, the person laying the charge was a Group Captain.
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On the 17th September 1945 I received notice advising I was under Close Arrest, setting out the following conditions.
1.. You will not leave your sleeping quarters, Hut 137A, except to take such exercise as the Medical Officer considers necessary.
2.. Your escort will sleep in the same quarters as you and accompany you on your taking exercise.
3.. Meals will be brought to your quarters.
4.. You are not permitted to enter any part of the Officers Mess.
5.. You will not appear in any place of public entertainment or in any public assembly.
6.. You will not appear outside your quarters dressed other than in uniform.
7.. You will not leave this Station.
My senior officer at Moreton said to ignore the letter and carry on as usual, which was great news. When a barrister was appointed to act on my behalf, and wanted to interview people and see the site of the alleged offence, I was told I could fly him up to Waddington. His name was John Mann, whose father was a High Court Judge back home in Australia.
At the General Court Martial the panel of judges consisted of a Group Captain as President, two Wing Commanders and two Squadron Leaders. Following the giving of evidence for the prosecution John rose and asked leave of the court to declare it a Nolle Prosequi, in other words not to proceed with the case.
I was asked to stand, salute the court and go outside. Within less than a minute I was asked to return, and was informed the case had been dismissed. Everyone then adjourned to the officers mess, except the Group Captain who was last seen heading in the opposite direction.
I hate to think of the consequences of being found guilty, demotion, loss of awards, it was at the time very frightening. For someone to be put on trial for taking off, turning around 180 degrees, and diving a little over the drome, on course for home, was something I could never understand. That Group Captain at Waddington certainly had an axe to grind.
The return trip from Waddington with John Mann was my last flight, as I was posted to Brighton, where I would await, with hundreds of other RAAF types, transport to take us all back home.
When I finished my tour, unfortunately my navigator F/S Fred Flattery, could not stand down from operations due to the fact that he missed several trips with me because of sickness, so was required to complete further ops.
