Squadron Leader Ben Loraine Garner, D.F.C., A.F.C.
Born Spalding, Lincolnshire, 25.11.1918, and educated at Moulton Grammar School; after leaving school he joined the
Metropolitan Police, and in September 1940 enlisted in the Royal Air Force Volunteer
Reserve; served during the Second World War with No. 92 (East India) Squadron
(Spitfires), serving in England, Africa, Sicily, and Italy; Commissioned Pilot Officer,
11.9.1941; promoted Flying Officer, 11.9.1942; Flight Lieutenant, 11.9.1943; whilst with
244 Spitfire fighter bomber Wing of the Desert Air Force engaged on low bombing
operations in Italy under the command of Group Captain ‘Cockey’ Dundas he shot down
a Bf.109 over Ortona-Gradiagrele, 10.1.1944, and another Bf.109 south east of Avezzano,
23.4.1944, and was awarded the Distinguished Flying Cross after having completed 240
operational sorties.
After the War Garner took a permanent Commission in the Royal Air
Force, and served as a flying instructor at RAF Cottesmore; took part in the Royal Air Force
display at Farnborough, as one of two pilots performing “on request aerobatics” in a Balliol,
7-8.7.1950- the air show was the first R.A.F. Pageant since before the War, and Garner was
one of three pilots performing at the air show who was invited to take tea with H.M. The
King; in the following New Year’s Honours list he was awarded the Air Force Cross, having
completed a total of 2,110 flying hours. Promoted Squadron Leader, 1.7.1951; Garner retired from the Royal Air Force, 22.11.1957, and emigrated to Kenya, where he becamea farmer.
D.F.C. London Gazette 12.6.1945.
Flight Lieutenant Ben Loraine Garner (106649),
R.A.F.V.R., 92 Sqn.
The Recommendation, dated 13.4.1945, states: ‘Flight Lieutenant Garner completed his
first tour in 92 Squadron at the end of July 1944, having then completed 275 hours
operational flying. He had commanded a flight from March to July with outstanding
success, personally accounting for 2 Me.109s destroyed. In June 1944, he played a
prominent part in the change over to fighter-bombers, rapidly showing his aptitude for
bombing. On one occasion on the 18th July he located a concentration of M.T. near Ostra
and bombed and straffed so successfully that 8 M.T. were destroyed and several others
severely damaged.
Since rejoining 92 Squadron as a Flight Commander, on the 10th January, 1945, he has
displayed all his old dash and determination and his bombing and straffing have been of the
highest standard of accuracy. On the 30th March, when doing a recce of the important
barge routes, he located 6 barges near Loreo. He left his flight of 4 aircraft and in the face
of intense light and heavy flak, went down alone to a very low altitude to investigate them.
Having ascertained that they were undamaged and definitely in use, he rejoined his flight,
and led them in the attack so successfully that 3 direct hits were scored, completely
destroying 3 barges. Then still experiencing intense flak, he returned and severely damaged
the remainder by strafing. On the 25th February he scored a direct hit on a bridge over the
River Brenta, successfully destroying it. On the 1st April on a strafing recce he located and
destroyed an armoured car, and severely damaged 2 staff cars, one 3-ton truck, and a motor
launch. On the 2nd April, and again on the 6th April he scored a direct hit on and destroyed
an enemy strong point.
Throughout, Flight Lieutenant Garner has shown the highest qualities of leadership and
initiative. His courage and his determination to engage the enemy, coupled with a complete
disregard for his own safety, have been the outstanding features of a career marked by the
utmost devotion to duty.’
A.F.C. London Gazette 1.1.1951
The Recommendation states: ‘Flight Lieutenant Garner has commanded a Flight at No. 7
Flying Training School for one year and nine months. During that period, he has, at all
times, displayed an exemplary standard of efficiency and enthusiasm and, by his personal
example, has ensured that his instructors have given their best. Not only has this officer
always approached his duties with outstanding keenness, but he has taken every opportunity
to improve his professional knowledge as a pilot and as an instructor. Recently he won the
Flying Training Command aerobatic competition and was selected to give an aerobatic
display at the Royal Air Force display at Farnborough. Flight Lieutenant Garner is one of
the most outstanding Qualified Flying Instructors at No. 7 Flying Training School. By his
enthusiasm and efficiency in his duties he has set an outstanding example to all other
instructors.’
Born Spalding, Lincolnshire, 25.11.1918, and educated at Moulton Grammar School; after leaving school he joined the
Metropolitan Police, and in September 1940 enlisted in the Royal Air Force Volunteer
Reserve; served during the Second World War with No. 92 (East India) Squadron
(Spitfires), serving in England, Africa, Sicily, and Italy; Commissioned Pilot Officer,
11.9.1941; promoted Flying Officer, 11.9.1942; Flight Lieutenant, 11.9.1943; whilst with
244 Spitfire fighter bomber Wing of the Desert Air Force engaged on low bombing
operations in Italy under the command of Group Captain ‘Cockey’ Dundas he shot down
a Bf.109 over Ortona-Gradiagrele, 10.1.1944, and another Bf.109 south east of Avezzano,
23.4.1944, and was awarded the Distinguished Flying Cross after having completed 240
operational sorties.
After the War Garner took a permanent Commission in the Royal Air
Force, and served as a flying instructor at RAF Cottesmore; took part in the Royal Air Force
display at Farnborough, as one of two pilots performing “on request aerobatics” in a Balliol,
7-8.7.1950- the air show was the first R.A.F. Pageant since before the War, and Garner was
one of three pilots performing at the air show who was invited to take tea with H.M. The
King; in the following New Year’s Honours list he was awarded the Air Force Cross, having
completed a total of 2,110 flying hours. Promoted Squadron Leader, 1.7.1951; Garner retired from the Royal Air Force, 22.11.1957, and emigrated to Kenya, where he becamea farmer.
D.F.C. London Gazette 12.6.1945.
Flight Lieutenant Ben Loraine Garner (106649),
R.A.F.V.R., 92 Sqn.
The Recommendation, dated 13.4.1945, states: ‘Flight Lieutenant Garner completed his
first tour in 92 Squadron at the end of July 1944, having then completed 275 hours
operational flying. He had commanded a flight from March to July with outstanding
success, personally accounting for 2 Me.109s destroyed. In June 1944, he played a
prominent part in the change over to fighter-bombers, rapidly showing his aptitude for
bombing. On one occasion on the 18th July he located a concentration of M.T. near Ostra
and bombed and straffed so successfully that 8 M.T. were destroyed and several others
severely damaged.
Since rejoining 92 Squadron as a Flight Commander, on the 10th January, 1945, he has
displayed all his old dash and determination and his bombing and straffing have been of the
highest standard of accuracy. On the 30th March, when doing a recce of the important
barge routes, he located 6 barges near Loreo. He left his flight of 4 aircraft and in the face
of intense light and heavy flak, went down alone to a very low altitude to investigate them.
Having ascertained that they were undamaged and definitely in use, he rejoined his flight,
and led them in the attack so successfully that 3 direct hits were scored, completely
destroying 3 barges. Then still experiencing intense flak, he returned and severely damaged
the remainder by strafing. On the 25th February he scored a direct hit on a bridge over the
River Brenta, successfully destroying it. On the 1st April on a strafing recce he located and
destroyed an armoured car, and severely damaged 2 staff cars, one 3-ton truck, and a motor
launch. On the 2nd April, and again on the 6th April he scored a direct hit on and destroyed
an enemy strong point.
Throughout, Flight Lieutenant Garner has shown the highest qualities of leadership and
initiative. His courage and his determination to engage the enemy, coupled with a complete
disregard for his own safety, have been the outstanding features of a career marked by the
utmost devotion to duty.’
A.F.C. London Gazette 1.1.1951
The Recommendation states: ‘Flight Lieutenant Garner has commanded a Flight at No. 7
Flying Training School for one year and nine months. During that period, he has, at all
times, displayed an exemplary standard of efficiency and enthusiasm and, by his personal
example, has ensured that his instructors have given their best. Not only has this officer
always approached his duties with outstanding keenness, but he has taken every opportunity
to improve his professional knowledge as a pilot and as an instructor. Recently he won the
Flying Training Command aerobatic competition and was selected to give an aerobatic
display at the Royal Air Force display at Farnborough. Flight Lieutenant Garner is one of
the most outstanding Qualified Flying Instructors at No. 7 Flying Training School. By his
enthusiasm and efficiency in his duties he has set an outstanding example to all other
instructors.’
8th of April 1945.
The return to close support work was marred by an unusual spate of bomb ‘hang-ups’. On some occasions the enemy must have wondered what was going on as the Spits made dive after dive before they could get rid of their bombs. Another show on April 8th was marred when Flight Lieutenant Ben Garner had to bail out; his story is worthy of record and is given in his own words.
“I took off at 1700 hours leading two aircraft, identified the target at 1715 and went in to dive bomb from eight thousand feet. My first bomb hung up, the second hit the house and the third hung up. I told the section that I was gaining height for a second attack and to follow me down in a strafe on some gun pits.
I was steady in my dive with one eye on the port cannon muzzle where shells were exploding almost continuously in long yellow flashes when a heavy explosion seemed to envelope the aircraft, momentarily forcing me hard down in the seat. The cockpit filled with smoke, I could not see a thing through the canopy and the aircraft seemed to be wallowing drunkenly up to the right. I immediately jettisoned the canopy by pulling it, bending my head forward and hitting it hard on the sides simultaneously with both elbows. I tried to right the aircraft, but the controls seemed lifeless so I flung open the cockpit door, pulled out the harness release pin, half turned left to free the chute from its recess in the seat and with both hands on the hinges of the open door, I forced myself up and over the wing root fairing. The aircraft felt on the point of stalling as I left and once I was free it swept gracefully down in a slow spiral to the right. I felt for the ripcord, pulled it and almost immediately the chute streamed and opened. Looking down I found myself only just, but far enough, over Boche lines, across the canal over Porto Garibaldi. Intending to take advantage of the bombing wind I tried slipping the chute out to sea without any visible result. As a last resort I began slipping hard south to fall in our lines. Miraculously the wind changed and combined with energetic shroud line pulling, I drifted south west over the town and landed in a field. During the descent I did not see or hear anyone firing at me, fully expecting plenty, but a very friendly Spitfire did sweep close by me, causing me to oscillate and spilling air from the canopy. On landing I lay flat in the long grass, shed all my flying clothing and after waiting t see what the Boche would do, I began snaking through the grass, as far away from the flying kit as I could. I reached a small canal at the edge of the field and hid a while in a grassy hollow to find out why our guns were shelling just off to one side. From the pinpoints of the bursts I came to a definite conclusion that I was in No Man’s Land and that some of the houses around might be occupied by the Boche. Landing south of the canal through Garibaldi I thought I might be quite safe, but apparently the Army was still engaged in patrolling this area and ‘winkling out’ enemy elements from the houses south of the canal. I decided to lie low until early twilight, then I slipped over a low bank, across some small wooden sluice gates and belly crawled south along a narrow gorse covered spit between some water filled salt pans. Mines and my silhouette on the sky line were my main fears. I must have belly crawled some three hundred yards stopping frequently to listen and making a wide detour around a large group of houses which I thought might be occupied by the enemy. Until I began my detour out into the marshes I followed new looking dog paw marks in the mud, at least the dog might have been heavy enough to set of any mines.
“Once by the house I began walking in a semicircle out in the marsh until I reached a wide canal. I considered swimming this; the marsh water was quite pleasant even though the mud stank unpleasantly. However, I decided to walk along the bank until I reached the west bridge.
“The canal was leading me back again to Porto Garibaldi and noticing slit trenches in the banks, I decided to go warily and listen occasionally. Walking along the bank top, I became suspicious of dark forms in the scrub at the bottom of the bank and as I walked by and looked down again one of the forms whispered ‘Halt’ quite alarmingly. I stopped all in good time for they were pointing ‘Tommies’ at me and I told them I was a pilot. They told me to come down the bank where we exchanged identities, themselves Scots Guards, I the pilot whose whereabouts and possible activities they already knew. Apparently the Guards were on an outgoing fighting patrol. I was ferried across the canal, taken to Company Headquarters where particulars of contact were phoned to No 224 Wing. From there I jeeped to Brigade, thence to Divisional Headquarters where I stayed overnight. I was jeeped back to my Unit the following morning after a very fine breakfast.
“It was quite good fun really. The Army Units from the boys in the line up to Div HQ were magnificent, quick on the trigger, maybe, but magnificent hosts. Indeed, I felt somewhat embarrassed being looked after, almost mothered, by so fine a bunch as those in 56 Division.
“In passing I cannot account for the explosion which occurred. No flak was seen. The Army Units reported a big brownish burst beneath and behind me, but saw no bomb burst afterwards. The aircraft crashed within twenty yards of a Scots Guards unit but did not explode. I watched it catch fire after a while when ammo began exploding and the tanks went up. The wreckage burned for quite a long time. The bomb may be under the wreckage or failed to explode. In my opinion I was either hit by a mortar shell, or artillery fire.”
On the day following Garner’s escape, April 9th, the Eighth Army opened its campaign to destroy the German Armies in Italy.
Excerpt from ' A Cobra to the sky ' sirius1935.wixsite.com/92squadron with many thanks to Simon.
The return to close support work was marred by an unusual spate of bomb ‘hang-ups’. On some occasions the enemy must have wondered what was going on as the Spits made dive after dive before they could get rid of their bombs. Another show on April 8th was marred when Flight Lieutenant Ben Garner had to bail out; his story is worthy of record and is given in his own words.
“I took off at 1700 hours leading two aircraft, identified the target at 1715 and went in to dive bomb from eight thousand feet. My first bomb hung up, the second hit the house and the third hung up. I told the section that I was gaining height for a second attack and to follow me down in a strafe on some gun pits.
I was steady in my dive with one eye on the port cannon muzzle where shells were exploding almost continuously in long yellow flashes when a heavy explosion seemed to envelope the aircraft, momentarily forcing me hard down in the seat. The cockpit filled with smoke, I could not see a thing through the canopy and the aircraft seemed to be wallowing drunkenly up to the right. I immediately jettisoned the canopy by pulling it, bending my head forward and hitting it hard on the sides simultaneously with both elbows. I tried to right the aircraft, but the controls seemed lifeless so I flung open the cockpit door, pulled out the harness release pin, half turned left to free the chute from its recess in the seat and with both hands on the hinges of the open door, I forced myself up and over the wing root fairing. The aircraft felt on the point of stalling as I left and once I was free it swept gracefully down in a slow spiral to the right. I felt for the ripcord, pulled it and almost immediately the chute streamed and opened. Looking down I found myself only just, but far enough, over Boche lines, across the canal over Porto Garibaldi. Intending to take advantage of the bombing wind I tried slipping the chute out to sea without any visible result. As a last resort I began slipping hard south to fall in our lines. Miraculously the wind changed and combined with energetic shroud line pulling, I drifted south west over the town and landed in a field. During the descent I did not see or hear anyone firing at me, fully expecting plenty, but a very friendly Spitfire did sweep close by me, causing me to oscillate and spilling air from the canopy. On landing I lay flat in the long grass, shed all my flying clothing and after waiting t see what the Boche would do, I began snaking through the grass, as far away from the flying kit as I could. I reached a small canal at the edge of the field and hid a while in a grassy hollow to find out why our guns were shelling just off to one side. From the pinpoints of the bursts I came to a definite conclusion that I was in No Man’s Land and that some of the houses around might be occupied by the Boche. Landing south of the canal through Garibaldi I thought I might be quite safe, but apparently the Army was still engaged in patrolling this area and ‘winkling out’ enemy elements from the houses south of the canal. I decided to lie low until early twilight, then I slipped over a low bank, across some small wooden sluice gates and belly crawled south along a narrow gorse covered spit between some water filled salt pans. Mines and my silhouette on the sky line were my main fears. I must have belly crawled some three hundred yards stopping frequently to listen and making a wide detour around a large group of houses which I thought might be occupied by the enemy. Until I began my detour out into the marshes I followed new looking dog paw marks in the mud, at least the dog might have been heavy enough to set of any mines.
“Once by the house I began walking in a semicircle out in the marsh until I reached a wide canal. I considered swimming this; the marsh water was quite pleasant even though the mud stank unpleasantly. However, I decided to walk along the bank until I reached the west bridge.
“The canal was leading me back again to Porto Garibaldi and noticing slit trenches in the banks, I decided to go warily and listen occasionally. Walking along the bank top, I became suspicious of dark forms in the scrub at the bottom of the bank and as I walked by and looked down again one of the forms whispered ‘Halt’ quite alarmingly. I stopped all in good time for they were pointing ‘Tommies’ at me and I told them I was a pilot. They told me to come down the bank where we exchanged identities, themselves Scots Guards, I the pilot whose whereabouts and possible activities they already knew. Apparently the Guards were on an outgoing fighting patrol. I was ferried across the canal, taken to Company Headquarters where particulars of contact were phoned to No 224 Wing. From there I jeeped to Brigade, thence to Divisional Headquarters where I stayed overnight. I was jeeped back to my Unit the following morning after a very fine breakfast.
“It was quite good fun really. The Army Units from the boys in the line up to Div HQ were magnificent, quick on the trigger, maybe, but magnificent hosts. Indeed, I felt somewhat embarrassed being looked after, almost mothered, by so fine a bunch as those in 56 Division.
“In passing I cannot account for the explosion which occurred. No flak was seen. The Army Units reported a big brownish burst beneath and behind me, but saw no bomb burst afterwards. The aircraft crashed within twenty yards of a Scots Guards unit but did not explode. I watched it catch fire after a while when ammo began exploding and the tanks went up. The wreckage burned for quite a long time. The bomb may be under the wreckage or failed to explode. In my opinion I was either hit by a mortar shell, or artillery fire.”
On the day following Garner’s escape, April 9th, the Eighth Army opened its campaign to destroy the German Armies in Italy.
Excerpt from ' A Cobra to the sky ' sirius1935.wixsite.com/92squadron with many thanks to Simon.