Miroslaw Ignacy Wojciechowski 1917 - 1956

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and Finally...

In 1953, 247 Squadron were based at Odiham and about to convert from Meteors to the new Hawker Hunter. Odiham is now a helicopter base and from the length of the original runways, it's easy to see why. Amongst the legends of the Hunter and Javelin squadrons based there, two stand out. The first is that, if you drive round the base now, you'll still see the gaps in the hedges where aircraft only just made it into the air, bouncing off the top of the single decker buses in the perimeter road. The second was that the RAF employed a gate keeper at the end of the runway. His job, when told of a possible problem, was to run down to the gates and open them before the jets crashed through them.

 

Since 247 Squadron were only the second operational group to fly the Hunter, pilots were instructed to bale out on any red light. It never happened, although red lights did. The Hunter, even for a Spitfire pilot, was fast and beautifully balanced and Mirek enjoyed every flying moment, including the fly past at the Queen's Coronation in 1953.

Hawker Hunrer, designed by the father of the Hurricane

Hawker Hunter

Meanwhile, just after the birth of his son Jan in 1955, the RAF told Mirek that he was a little too old to be flying fast jets. He was 38. Flying was his life and he had never really thought about giving up, although he had no intention of leaving the RAF.

Mirek, centre back row, 247 Squadron photo, 1952

Mirek and 247 Squadron with one of its Meteors

He applied to go on sundry  training and familiarisation courses. These lasted a week or so; he would come back, fly his jets again and tell the RAF that "it wasn't quite what he wanted". In this way, another year went by.
Already a very experienced Flight Instructor and pilot, with many different types in his log book, he continued to fly at every opportunity. One of his great loves was the old Gypsy Moth. Whilst he enjoyed the fast jets, he still hankered, like so many of the older pilots, for the "feel" of flying these older aircraft.

Mirtek, third from right, preparing for a flight circa 1952

Mirek and Tiger Moth of 25 EFTS

During 1955 and 1956, Mirek "tried out" Air Traffic Control, the Central Navigation School and various other non flying duties. It isn't likely that his score of zero in 247 Squadron's annual air combat target shooting was held against him; apparently, no one else hit the trailed drogue target either.

I'd like to thank Norman Bowry for contacting me and giving me his memories of Mirek's final days with 247 Squadron - 

I was an air wireless fitter with 247 squadron at Odiham in the fifties and have very fond memories of your father. 'Woj' as he was always known to us would often come into our small workshop for a chat and a cup of tea, the only pilot on the squadron allowed to do so, he not being a commissioned officer. 

We once asked him why he didn't go in for a commission. He replied that it would be no advantage to him as he was perfectly happy as he was, having more freedom and not having to pay mess fees. My most vivid memory of him was when he was allowed to take up a Meteor for a personal air display before he left to take up his new posting. He duly took off and disappeared. Silence ensued. We were all standing between our hangar and the next facing the airfield. As we were wondering where he had got to he suddenly roared over our heads at extremely low level, coming from behind through the camp! Frightening! 

He landed and the aircraft was towed back into the hangar. Soon afterwards one of the aircraft riggers looked in at our door and said 'Come and look at this 'plane'. As you no doubt know, the skin of the Meteor consists of plates riveted on. The riggers showed us where rivets were coming loose at various points on the airframe. They expressed the opinion that if he had stayed up a little longer pieces of the 'plane would have started to fall off. 

We were very saddened to hear of his death not long after. To think of all he had been through, only to die in such a tragic way. was delighted to discover your website. 'Woj' was the sort of man you don't forget.

 

Mirek's wife "Panda" recalled that he was still serving with 247 Squadron in October 1956. His RAF records show that he was transferred to 288 Squadron flying out of Middle Wallop. 

Boulton Paul Balliol T2 Trainer entered service 1953

Boulton Paul Balliol T2

The Ministry of Defence have given the following extract from surviving records -

 

On the night of 22nd October 1956 your father was flying as second pilot on Balliol Mk T2 Serial WG184 of 288 Sqn then based at RAF Middle Wallop. The first pilot was Sqn Ldr Charles Warren MBE, DFC.

During dual night circuits and landings and shortly after calling downwind for landing on the second circuit, the aircraft collided with a Chipmunk (operated by Air Services Ltd) between 1500 and 1800ft. The captain, Sqn Ldr Warren, jettisoned the canopy and baled out, injuring himself on landing. Your father was sadly killed when he struck the ground with his parachute only partially opened. It is not known whether he baled out or was thrown from the aircraft on impact with the ground. The Chipmunk pilot, Flying Officer Htay Maung (Burmese Air Force) baled out and was injured on landing.

The Court of Inquiry concluded that the accident had been caused by the divergence of regulations governing civil and military flying, in that the Chipmunk was flying just within the airfield traffic zone. Contributory factors were considered to be the restricted visibility caused by the darkness and the large blind spots caused by the canopy structure of the Balliol.

The Ministry will not release the detailed Court of Enquiry records until 75 years after the date of death or discharge of all personnel involved.

Mirek was buried with full military honours in the tiny country churchyard at Middle Wallop. As a serving officer in Her Majesty's forces during the era of the Cold War, he was never able to return to his native Poland. 

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