Churton S. Rowland

Introduction

172 Squadron

Pilot Officer Churton Stewart Rowland is believed to have joined 172 Squadron in April or May of 1943. He was not specifically called out by name in the Summary of Events, as was sometimes done for pilots.

The April summary notes that on April 7th “Three crews, Captains – F/S Reynolds, Sgt. Robinson, and Sgt. Jensen, reported for duty, ex training, from Cranwell.” Assumed to be from No. 3 (C) O.T.U. It’s possible he was one of their 2nd Pilots.

The May summary notes simply that on May 4th “Three Leigh Light crews posted to the squadron from No. 3 (C) O.T.U. Cranwell.” without mentioning the pilots, one of whom could have been Churton.

These crews tended to stay together, however, there were occasions where the new crews were broken up to fill openings in more experienced crews.

As noted previously on the site, 2nd Pilots were not co-pilots. The Wellington’s they were flying on operations were not dual control machines. Many 2nd Pilots went on to become 1st Pilots/Commanders as they gained experience like Alex did under Blackmore and Dixon.

As 2nd Pilot they sat on a fold-down “jump seat” to the right of the pilot and straddled the opening down into the nose of the aircraft where the second part of their designation, “Leigh Light Operator” came into play.

When next to the pilot they could monitor the gauges on that side of the instrument panel and assist during busy times like take off and landing. In flight, they switched positions with the pilot from time to time and gave the commander a break on these long duration flights.

During an attack (or investigation of a contact) their place was in the nose of the aircraft laying on their stomach on a padded bench which housed the batteries, looking forward through the clear Perspex and gripping the electro-hydraulic Leigh Light controls to try and illuminate the target.

Unlike the American heavy bombers like the Boeing B-17 Flying Fortress and Consolidated B-24 Liberator where the bombardier briefly took over flight control of the aircraft and released the payload, the Leigh Light Operators role was to pan the searchlight until the target was found in the darkness and take over from the radar operator in directing the pilot over the target for the last ¾ to ½ mile of approach using compass bearings and notify the pilot when to release the depth charges. Communication and timing was everything during this brief window, which typically only took about 10 seconds.

Thanks to the flying logs generously provided by the Hever, Ashworth, Wilmer and Young families, we know about Churton’s non-operational flights as well as the Operational ones noted in the squadron’s Operational Record Books (ORB’s) and can piece his time with 172 squadron together in some detail.

In addition to the operational sortie on the 23rd, Churton had 4 non-operational flights in May:

5/25/43 Wellington Mk. XII T/172 (According to Hever's Flying Log)

Up: N/A Down: N/A Duration: 2:30

Chivenor. S.E. (Special Equipment, aka Radar) Testing.

5/28/43 Wellington Mk. XII E/172 (According to Hever's Flying Log)

Up: N/A Down: N/A Duration: 0:45

Chivenor. Daylight T.T. (Towed Target) Bombing.

5/30/43 Wellington Mk. XII S/172 (According to Hever and Young's Flying Log)

Up: N/A Down: N/A Duration: 0:30

Chivenor. Daylight T.T. (Towed Target) Bombing.

5/30/43 Wellington Mk. XII R/172 (According to Hever's Flying Log)

Up: N/A Down: N/A Duration: 1:40

Chivenor. Daylight flight to Wroughton and returned.

Interestingly, Hever and Young’s logs show an operational sortie on May 31st, but as they took off just after midnight, I believe it is the June 1st mission noted below.

June 1943

Churton flew 14 flights in June; 8 non-operational flights and 6 Operational sorties:

6/1/43 Wellington Mk. XII D/172

Up: 0:12 Down: 6:38 Duration: 6:26

Chivenor. A/S Patrol. S/E failure caused the patrol to be abandoned. Weather: Very poor.

6/10/43 Wellington Mk. XII R/172 (According to Hever's Flying Log)

Up: N/A Down: N/A Duration: 1:30

Chivenor. Daylight T.T. (Towed Target) Bombing.

6/10/43 Wellington Mk. XII S/172 (According to Hever's Flying Log)

Up: N/A Down: N/A Duration: 0:30

Chivenor. Daylight Air Test.

6/12/43 Wellington Mk. XII S/172

Up: 4:37 Down: 12:36 Duration: 7:59

Chivenor. A/S Patrol. Uneventful. Weather: Fair, Haze.

For this operational sortie a Flight Sergeant G.W. Duncan replaced Todd as one of the WOP/AG’s.

6/14/43 - 6/15/43 Wellington Mk. XII R/172

Up: 22:33 Down: 7:04 Duration: 8:31

Chivenor. A/S Patrol. Uneventful. Weather: Bumpy. Showers.

For this operational sortie, Sergeant J.F. Wilmer replaced Duncan as one of the WOP/AG’s and stayed with the crew and Rowland until the end of his tour. For the next month, the crew consisted of:

1st Pilot/Commander: Flight Sergeant Alexander “Alex” Coumbis

2nd Pilot/Leigh Light Operator: Pilot Officer Churton S. Rowland

Navigator: Flying Officer Donald J. Ashworth

WOP/AG: Sergeant Hubert “Jock” Hever

WOP/AG: Sergeant George W. Yung (Young)

WOP/AG: Sergeant John F. “Jack” Wilmer

6/17/43 Wellington Mk. XII K/172 (According to Hever, Young and Wilmer's Flying Logs)

Up: N/A Down: N/A Duration: 0:40

Chivenor. Daylight Air Test.

6/20/43 Wellington Mk. XII M/172 (According to Hever and Young's Flying Logs)

Up: N/A Down: N/A Duration: 1:00

Chivenor. Daylight S.E. (Special Equipment, aka Radar) Homings.

6/21/43 Wellington Mk. XII M/172 (According to Hever and Wilmer's Flying Logs)

Up: N/A Down: N/A Duration: 1:35

Chivenor. Nighttime Circuits & Bumps (Touch & Go Landing) Practice with Rowland Flying.

6/23/43 - 6/24/43 Wellington Mk. XII G/172

Up: 22:53 Down: 6:33 Duration: 7:40

Chivenor. A/S Patrol. Uneventful. Weather: Hazy.

6/26/43 Wellington Mk. XII R/172 (According to Hever, Young and Wilmer's Flying Logs)

Up: N/A Down: N/A Duration: 1:00

Chivenor. Daylight Air Test.

6/26/43 - 6/27/43 Wellington Mk. XII R/172

Up: 23:05 Down: 6:41 Duration: 7:36

Chivenor. A/S Patrol. Uneventful. Weather: Fair.

6/28/43 Wellington Mk. XII D/172 (According to Hever, Young and Wilmer's Flying Logs)

Up: N/A Down: N/A Duration: 1:00

Chivenor. Daylight Air to Ground Firing Exercise

6/29/43 Wellington Mk. XII U/172 (According to Hever, Young and Wilmer's Flying Logs)

Up: N/A Down: N/A Duration: 0:40

Chivenor. Daylight Air Test.

6/29/43 - 6/30/43 Wellington Mk. XII U/172

Up: 23:23 Down: 6:35 Duration: 7:12

Chivenor. A/S Patrol. Uneventful. Weather: Fine but hazy.

July 1943

Churton was the Leigh Light Operator on Alex Coumbis’ successful attack on U-126 the evening of July 2nd/3rd, 1943. If you joined the site here, see this page for my detailed account of their attack on the U-126.

That was the end of Alex’s tour with 172 Squadron, and while he and Churton only flew together 20 times that we know of; at least 12 non-operational flights and 8 operational sorties, Churton was advanced to 1st Pilot/Commander of this crew with Flying Officer L.H. McCutcheon filling his previous spot as 2nd Pilot/Leigh Light Operator.

The crew was now comprised of:

1st Pilot/Commander: Pilot Officer Churton S. Rowland

2nd Pilot/L.L. Operator: Flying Officer L.H. McCutcheon

Navigator: Flying Officer Donald J. Ashworth

WOP/AG: Sergeant Hubert “Jock” Hever

WOP/AG: Sergeant George W. Yung (Young)

WOP/AG: Sergeant John F. “Jack” Wilmer

They only had one operational sortie for July:

7/31/43 Wellington Mk. XII C/172

Up: 16:55 Down: 23:51 Duration: 6:56

Chivenor. A/S Patrol. S/E [Radar] failure. Weather: Fair – occasional showers.

August 1943

8/17/43 Wellington Mk. XII S/172 (MP575)

Up: 07:52 Down: 15:34 Duration: 7 Hours, 45 minutes

Chivenor. Uneventful. Weather: Cloud over whole patrol area base 400 – 1200 feet. Visibility: Good.

They were the first of six Wellingtons on a rare daylight operation that took off between 0752 and 1054 hours, all mostly uneventful, although the last Wimpy had to return to base after 2 ½ hours due to engine trouble.

8/20/43 – 8/21/43 Wellington Mk. XII P/172 (HF113)

Up: 21:07 Down: 05:00 Duration: 7 Hours, 55 minutes

Chivenor. Uneventful. Weather: Occasional showers.

8/25/43 – 8/26/43 Wellington Mk. XII E/172 (MP613)

Up: 20:49 Down: 03:44 Duration: 7 Hours even

Chivenor. At position 4723N, 0759W, S/E contact illuminated tunneyman with red and yellow sails and rods out; on course southerly at position 4522N, 0849W, captain decided to return – visibility nil, electrical storm and continuous rain. Patrol curtailed 3 hours. Average Height 1500 feet. Weather: Exceptionally bad with thunder and lightning.

They were the second of five Wellingtons that took off, all of which were forced to return early due to the severe weather. A Sgt. A. Hunt temporarily replaced Mason for this patrol.

The red and yellow sails of the Tunneyman suggest a Spanish vessel, but the location was 270 miles north of El Ferrol and only 175 miles west southwest of Brest, which was an odd place to be fishing in a storm.

No U-Boats were located or attacked by the squadron this month, and sadly three more 172 Squadron Wellingtons were lost.

September 1943

Churton flew 10 flights in September; 6 non-operational flights and 4 Operational sorties:

9/1/43 – 9/2/43 Wellington Mk. XII U/172 (MP636)

Up: 21:57 Down: 06:08 Duration: 8 Hours, 15 minutes

Chivenor. Two S/E contacts in S.B.R. area – not investigated. Average Height 1000 feet. Weather: Fair. Patches of cloud to North of patrol area.

Note that this flight was in one of the new Mk. XIV Wellingtons introduced to the squadron this month. The most significant difference was the change from the Bristol Hercules Mk. VI engines (rated at 1,615 HP) to the Hercules Mk. XVII (rated at 1,725 HP), which besides the overall 220 horsepower bump (more power, more better) was specifically tuned for low-level performance where 172 Squadron operated.

The Mk. XIV was nearly indistinguishable from the Mk. XII visually, however, except for the addition of a twin .303 Browning MG mount in the nose to replace the single. This mount doubled the forward firepower straight on, while sacrificing some field of fire to the left and right.

Only one U-Boat was located and attacked by the squadron this month, and sadly 3 Wellingtons were lost.

October 1943

Churton flew only 5 flights in October; 4 non-operational flights and 1 Operational sortie:

10/2/43 – 10/3/43 Wellington Mk. XIV D/172 (HF197)

Up: 16:41 Down: 01:38 Duration: 9 Hours even

Chivenor. Uneventful. Average Height 1300 feet. Weather: Fair but cloudy. (Percussion L3 patrol)

The month is notable because they switched up tactics and instead of fanning out into the Bay of Biscay, they started what were known as ‘Percussion’ patrols. This was a more systematic attempt, in concert with other Coastal Command squadrons to patrol a rectangular area off the northwest tip of Spain with set times, routes and distances. The concept was that by having aircraft take off in half-hour intervals from various bases they could attain round-the-clock coverage over a concentrated area that should have forced the U-boats to surface to recharge before they reach the other side. In theory this increased the probability of locating them, and decreased their ability to crash-dive on detection. It was an interesting concept, but did not seem to improve the attack success rate.

No U-Boats were located and attacked by the squadron this month, but on the bright side, no Wellingtons were lost either.

At the end of the month a small detachment of two aircraft was sent to Gibraltar (Flying Officer Rounce and F/L C.J. Fitzgerald) to expand the Leigh Light concept to the straights were U-Boats were trying to sneak through to bolster their operations in the Mediterranean. Very few U-Boats ever made it out again.

November 1943

The squadron expanded the deployment to Gibraltar as well as started operating from Lagens in the Azores, although Churton’s crew stayed put at Chivenor. The British had requested access to the islands from the Neutral Portuguese, who agreed due to a number of factors, not least of which was the threat of invasion.

This month saw a great amount of turnover in the crew with Young and Hever reaching the end of their tours and various replacements coming and going.

It must have been difficult. These crews were definitely a team, and while they all had similar training it takes a while for everyone to mesh and gain efficiency.

Churton flew 13 flights in November; 7 non-operational flights and 6 Operational sorties:

11/6/43 – 11/7/43 Wellington Mk. XIV A/172 (MP724)

Up: 21:45 Down: 06:34 Duration: 8 Hours, 50 minutes

Chivenor. At 0125 hours 4344N, 0550W sighted and lit up small coastal vessels. (Percussion Q5 patrol)

11/11/43 Wellington Mk. XIV C/172 (HF149)

Up: 00:11 Down: 07:06 Duration: 7 Hours even

Chivenor. At 0110 hours 4930N, 0635W threw out two Mk. I Flame Floats which flashed but failed to burn. Otherwise, uneventful. Average Height: 1000 feet. (Percussion L5 patrol)

Note that on this patrol, a Pilot Officer D. Wallace (Canadian, J17342) replaced Young as one of the WOP/AG’s, 

WOP/AG W/O George Young, had left for instructor duties at No. 31 O.T.U. in Debert, Nova Scotia, where he had previously been trained.

This was also the last patrol for WOP/AG Sgt. Hubert Hever, who reached his required number of hours with 172 Squadron and left for what is believed to be an Operational Training Unit in the U.K.

Churton had served with George and Hubert for six months, ever since he had joined 172 Squadron.

11/15/43 – 11/16/43 Wellington Mk. XIV J/172 (HF147)

Up: 23:24 Down: 07:19 Duration: 7 Hours, 55 minutes

Chivenor. Uneventful. Average Height: 1000 feet. (Percussion M2 patrol)

Note that on this patrol, a Sgt. F. Meigh replaced Wallace and Sgt. R. Smith replaced Hever as two of the WOP/AG’s, Apparently, it wasn’t a good fit, and these two men would later join Flight Lieutenant Walker’s crew. 

11/18/43 – 11/19/43 Wellington Mk. XIV P/172 (HF167)

Up: 22:15 Down: 06:55 Duration: 8 Hours, 40 minutes

Chivenor. At 0149 had radar contact and sighted 1000 ton Motor Vessel brightly lit believed neutral; and at 0211 another sighting of 500 ton Motor Vessel with Espana [Spain] on hull. Both above ships close to Spanish coast. Otherwise uneventful. Average Height: 1000 feet. (Percussion Q9 Patrol)

Note for this patrol Meigh was replaced by Pilot Officer A. Peterman (Canadian, J18457) and Smith was replaced by Sgt. B. Oliver as WOP/AG’s.

It was an interesting dynamic during the war, but it all depending on their training. You could have a non-commissioned officer like a sergeant in command and flying the aircraft and you could have a commissioned Pilot Officer filling in as a Wireless Operator/Air Gunner.

11/24/43 Wellington Mk. XIV J/172 (HF147)

Up: 21:38 Down: 22:30 Duration: 50 minutes even

Chivenor. 2202 hours experienced cutting of starboard (right) engine. Magneto drop – 2206 sent message to command – returning to base – engine trouble – 2208 Depth Charges jettisoned safe 4 ½ miles west of Lundy Island. Landed safely at base. (Percussion S4 Patrol intended).

Always a nerve-wracking experience to lose an engine shortly after take over in a heavily loaded bomber and land at night. Johnson crashed attempting a similar scenario in August of 1944.

This flight also saw another extensive change to the crew configuration. Pilot Officer A. Peterman moved up into the 2nd Pilot/Leigh Light Operator position to temporarily replace Albert Mason. Pilot Officer J.A. Sheffield replaced Donald Ashworth in the Navigator position, Sgt. G.B. Schwinge replaced Peterman as one of the WOP/AG’s, and Sgt. T. Owen replaced Oliver as the other WOP/AG.

11/29/43 – 11/30/43 Wellington Mk. XIV C/172 (HF149)

Up: 21:30 Down: 06:44 Duration: 9 Hours, 15 minutes

Chivenor. 0002 hours Radar contact 45 degrees red – 5 miles. Lights observed on surface – illuminated fishing vessel. 0042 hours second contact at 090 degrees distant – 15 miles to port. Identified as land return so did not investigate. Average Height: 1000 feet. (Standard A/S Patrol).

No changes to the crew on this patrol.

There was one Wellington lost this month during an attempted U-Boat attack.

December 1943

Churton flew 13 flights in December; 11 non-operational flights and 2 Operational sorties:

12/10/43 – 12/11/43 Wellington Mk. XIV P/172 (HF167)

Up: 21:30 Down: 07:35 Duration: 10 Hours, 5 minutes

Chivenor. 2335 hours Radar contact at 6 miles. Homed and illuminated two trawlers course 290 degrees at 6 knots. 2345 hours contact at 8 miles. Leigh Light showed one fishing vessel – navigation lights on. Throughout sortie contact made on various fishing vessels and trawlers. Average Height: 500 feet. (Inner A/S Patrol No. 3)

In his flying log Jack Wilmer notes this patrol as happening off the coast of France.

The crew configuration changed once again, but stabilized somewhat:

1st Pilot/Commander: Flying Officer Churton S. Rowland

2nd Pilot/L.L. Operator: Flying Officer Albert “Bert” Mason

Navigator: Flying Sergeant J.R. Pledger

WOP/AG: Warrant Officer John “Jack” F. Wilmer

WOP/AG: Sergeant G.B. Schwinge

WOP/AG: Sergeant E. Oliver

12/23/43 – 12/24/43 Wellington Mk. XIV A/172 (MP724)

Up: 21:53 Down: 09:15 Duration: 11 Hours, 20 minutes

Chivenor. At 2206 hours position 5055N, 0445W had Radar contact 5 miles dead ahead. Course altered to 307 degrees True and on passing convoy experienced heavy Anti-Aircraft fire although navigation lights on. No damage to aircraft which took evasive action. Average Height: 1000 feet. (Percussion T3 patrol)

Obviously, this was only 13 minutes after take-off and the location was only eight miles off the Cornish coast shortly after they had made their turn southwest, so this is assumed to have been an Allied convoy heading to or from the Bristol Channel. Another “friendly fire” close-call.

There was one unsuccessful U-Boat attack this month:

The attack was carried out on December 6th by W.N. Armstrong in MP 769 (one of the Azores contingent) while escorting a convoy. 

There were two more losses for the month.

January 1944

Rowland only had 5 flights in January; 4 non-operational flights and 1 Operational sortie:

1/7/44 – 1/8/44 Wellington Mk. XIV M/172 (HF282)

Up: 17:39 Down: 02:50 Duration: 9 Hours, 10 minutes

Chivenor. Radar failed at 1939 hours, but patrol continued. Sortie was uneventful. (Percussion N1 patrol)

The squadron continued to be split between RAF Chivenor where Jack and crew stayed and Gibraltar and Lagens, Azores. Of the 64 sorties the squadron flew this month, 31 were from Lagens, 30 were from Chivenor and 3 were from Gibraltar.

There were four U-Boat attacks this month (one successful) and 2 more Wellingtons were lost.

Of course, this month was also when Rowland’s original commander, Alexander Coumbis, was killed on January 18th when his Hampden I (P1216) crashed in Scotland.

February 1944 - U763 Attack

There was a marked increase in operations for this month. Churton had 16 flights in February; 10 non-operational flights and 6 Operational sorties, the first of which was nearly fatal.

This was also another period of frequent crew substitutions and changes.

The major event of Rowland’s tour was the unsuccessful attack on U-763 on February 5th during which they were nearly shot down.

See my U-763 page for information on this event.

For the time-being, See Wilmer’s biography for Rowland’s patrols between March and September 1944.

In other news, Churton and Elizabeth had a daughter, Elizabeth Rowland, in July of 1944.

Post 172 Squadron

The Squadron’s Operational Record Book ‘Summary of Events’ notes that Churton left RAF Chivenor to go to Headquarters Training Command on September 1st, 1944.

He was promoted to Flight Lieutenant December 29th, 1944. 

Churton and Elizabeth had a son, Christopher M.C. Rowland in July of 1946 while they were living in Bodmin, Cornwall. Unfortunately, the marriage did not last.

After the war he became a pilot with British Overseas Airways Corporation (BOAC) and appears to have served with them in the 1950’s and 1960’s, at least some of which was in trans-Atlantic service. I found a New York Arrival in December of 1961 and a San Francisco arrival in May of 1962.

B.O.A.C flew a variety of aircraft during this time including Douglas DC-7, De Haviland Comet I and Comet 4, Vickers super VC-10 and Boeing 707. It’s unclear whether he stayed long enough to fly the Boeing 747 which joined the fleet in 1970, or was still there during the mergers in 1974 which resulted in British Airways. I’ve made an inquiry with the British Airways archive to see if they can provide any more details.

On April 6th 1957 Captain Rowland married miss Jane Mary Antipoff, a stewardess with BOAC, when he lived at Bracknells Cottage, Upper Basildon, Berkshire.

They had a daughter, Jacqueline K. Rowland, in 1959 and a son, Mark Justin Stewart Rowland in 1968 while they were living in Wallingford, Berkshire.

Churton Stewart Rowland passed away on August 21st, 2004 at the age of 84 in Reading, Berkshire and has a civilian grave marker at St. Clement’s Churchyard in Ashampstead, West Berkshire.

Churton is the only crewmember that took part in the sinking of U-126 that I have not yet been able to connect with family. I’ve only found one or two trees on ancestry that include him, but these are from distant relatives that know little else beyond his name and are not in contact with his direct descendants. I believe I found his son Mark and wife Belinda on social media, but their accounts are limited to friends and family only and so far, I have been unsuccessful connecting. Perhaps some day they will stumble upon the site.

Sources

Ancestry.com – for biographical information on Chruton and his family.

Google Sites (google.com/sites) for free Website tools and hosting.

Imperial War Museum (www.iwm.org) for various images related to this story.

Moore, Graham – for his friendship and trust in me to help tell 172 Squadron’s story to their surviving descendants through his remarkable RAF Chivenor and North Devon Aviation History in World War 2 private Facebook group.

United Kingdom National Archives at Kew – 172 Squadron Operational Record Books (Summary of Events and Record of Events)

Wikipedia free on-line encyclopedia for numerous summaries on individuals, places, aircraft that played a part in this story.

Wilmer, Frank - for sharing his father's Flying Logs