Amazing Story

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Lest We Forget

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This film was taken when Bf-109 ace Franz Stigler met American B-17 pilot Charlie Brown for the first time since their encounter during World War II!

The true story of Franz and Charlie is now available in the New York Times best-selling book, “A Higher Call,” available nationwide! 

Learn more at:

About Franz Stigler:
Franz Stigler started flying gliders at age 12 and soloed in a bi-plane in 1933. He joined Lufthansa, becoming an Airline Captain, before joining the Luftwaffe in 1940. There, he became an instructor pilot, with one of his students being Gerhard Barkhorn, who would later become the second highest scoring Ace in history with over 300 victories. 

Franz transferred to Bf 109 fighter aircraft upon learning of the loss of his brother August, who died piloting a bomber shot down over the English Channel. Franz flew combat in North Africa, Sicily, Italy, and…

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403 Squadron’s Captured BMW Sports Car

A Captured Jerry Car

Although the quality of this picture leaves a lot to be desired, it is one of my favorites from my father George White’s collection.

The captured “Jerry Car” shown in this picture with the ERKs of 403 Squadron, is a pre-war BMW 328 sports car. You will recognize the two ERK’s from some of my dad’s other photos.

A Captured Jerry Car

This car was likely built from the 1937 – 1939 period.

Note the Roundels, the star on the hood and the blackout headlight(s).

The truck in the background I believe is a 3.0 Bedford QL sporting the Maple Leaf and belonging to 127 Wing.

The number of regular 328’s produced until the start of the War is estimated at 426.

Over 200 cars still exist, a remarkable feat for a country where many cars were confiscated by the Nazi authorities. What apparently has contributed to its survival is that the engines of the 328 required very high quality petrol, which was hardly available, making the car unusable during the war and not attractive to the ruling party. And besides that, by the end of the war, Goering was probably too fat to fit into a BMW a BMW 328 Roadster.

It was however very popular with the pilots and ERKs of 403 Squadron. I recall my dad telling me how impressed the “boys” were at how fast this car was.

No doubt, the Luftwaffe enjoyed this car also. They would have had a good supply of high octane, high quality aviation gas for the Messerschmitt 109s and Focke Wulf 190s to keep the cars’ high performance high compression engine happy.

I often wonder if this particular car survived the war and where it might be now.

It would be worth a small fortune today if it was still around.


Mark White

December 28 2012.

A Living Legend

How would you call a pilot who started flying with RAF 91 Squadron?


How would you call a pilot with more than 500 hours on a Spitfire?

How would you call a pilot who was with RAF 222 Squadron?

How would you call a pilot who fought at Dieppe in 1942?

How would you call a pilot who knew Buzz Beurling?

How would you call a pilot who was senior to Buzz Beurling so Buzz was posted in Malta instead of him?

How would you call a pilot who came back to Canada and became a flight instructor with 130 Squadron in Bagotville?

Personnel with a Hawker Hurricane XII aircraft of No.130(F) Squadron, RCAF Bagotville, October 21, 1942. Flight Lieutenant Dennis Connolly served as a flight instructor at RCAF Bagotville during the Second World War. Credit: Canada. Dept. of National Defence / Library and Archives Canada / PA-180618.

How would you call a pilot who might have known Walter Neil Dove when he was stationed there and got further training and Pierre Lecoq who was also a flight instructor in Bagotville?

Peter Lecoq who knew also Buzz Beurling.

How would you call a pilot I met this afternoon at this aviation museum in Ste-Anne-de-Bellevue at the book signing of a book about RCAF 425 Squadron?

A living legend?

Final answer?

Yep… and it really made my day.

I know you will come back for more…

Well after thinking about it…

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I soloed right away because I had a full year of training before that. As far as the flying is concerned, when we completed our training in Canada, we were all sort of professional pilots. So I went to [Royal Air Force No.] 91 (Nigeria) Squadron, officially a “Jim Crow” Squadron, which meant we would do single search. In other words, we’d fly over the North Sea at different altitudes and down the French coast and pick up the German convoys along the coast. Then report them when we got back to Hawkinge [England], the [No.] 91 Squadron Base. And they would then send out, as an example, some [Hawker] Hurricane skip bombers [fighter aircrafts] or something in that nature, and we’d escort them, tacking the convoys. Also, we did the air-sea rescue work, which meant that when we lost somebody in the [English] Channel, they had air-sea rescue ready to go out and drop dinghies for them and send out high-speed launches to pick them up, if possible. And we would spot the people who were down for them and leave them. Then they’d pick them up and bring them in. Now, that was one of our duties.

Quite often, we were short of fuel getting home and I had several occasions where after an attack, everyone is sort of broken up and finding their way back, singly or in pairs, and the few cases of the attack with German fighters who were coming back from the coast and sometimes, we didn’t have any ammunition, so you had to sort of make them think you did.

I did 220 hours of operational time, which is actual engagement with the enemy, other fighters and bombers and so on. So at that time, in those two years, I did over 120 hours of actual fighting or whatever you call it. In so doing, I flew about 500 hours of [Supermarine] Spitfire [single-seat fighter aircraft] time, which was a fair amount of time in those days, in that short of time. It was an indication of how busy we were at that time because we were short of fighter pilots.

[The] Dieppe [Raid, August 19, 1942], yeah, which was just a few minutes. So we had time to refuel and re-arm and then away we went. That particular day, I can remember, we had breakfast before it was daylight and we took off just before daylight and we came back and forth, refueled and re-armed and we were ready to have a lunch but then we were scrambled again, we didn’t have lunch. And we went on until after dark. But it was a real tiring day, that one.

We had to mix it up with them [the Germans] that day and we were initially, three squadrons attacked and they had 120 airplanes up and we had 12, 36, and the odds usually were that we all, during the day at Dieppe, it went on for a full day, it was one of the longest battles during the war of, you know, fighter aircraft and so on. Actually, we were usually outnumbered anyway. So we’re more or less used to being outnumbered. And with a mix-up like that, it’s pretty hard to tell when you get a whole bunch of squadrons whirling around and shooting at each other and so on.

The [British Commonwealth Air] Training Plan that Canada had, they did a very great job of training pilots and a large number. But we had no one who had fighter experience. So our group went over[seas] and we spent a couple of years and then they brought us back to instruct in [Royal Canadian Air Force Station] Bagotville [in La Baie, Quebec], with the knowledge that we had, the present knowledge that we had from our operations and we were able to pass that on and make it part of the training course and so on. So that was one of the reasons why we were brought back.

People asked me, well, were you afraid during that time. And I just say, well, you’re just too busy, you don’t have time. You’re just so busy mixing it up that you’re doing what you have to do and, and you don’t think about being afraid.