Arthur 'Artie' Ashworth was born in Gisborne, New Zealand on 3 May 1920. He was the seventh child and third son of Arthur John and Edna Mary (née Harrison) Ashworth. My Dad's mother was the fourth born in this family.
F. J. 'Popeye' Lucas, during the War, reflecting on a good friendThere was Artie, another New Zealand pilot full of energy, and now a pilot officer, going off on another posting. Unforgettable with his vast mustaches - so sharply waxed, one end threatened to poke out his port eye - and his vigorous participation in any 'doings' in the ante-room after dinner when high jinks erupted.
In 1862, Arthur's paternal grandfather immigrated to New Zealand from England, and his paternal grandmother came from Scotland with her sister in 1863. The Ashworth surname has English origins, with a lineage that may go back to 1515, based on tentative research. On his mother's side, all of his great-grandparents were born in England, while his maternal grandparents were born in New Zealand in the 1850s. His father was born in the 1880s and his mother in the 1890s, both in New Zealand.
John Arthur Ashworth and Margaret Patterson Hair were married in Cromwell, New Zealand, in 1866, and Arthur John was their ninth child. John Ashworth was a pioneer in the gold mining field, credited with introducing the first spoon dredge onto the Shotover River, and the Ashworth name became integral to the history of Central Otago, with Queenstown as their ancestral home. The eldest of John and Margaret Ashworth's sons, Archibald, was Mayor of Alexandra from 1915 to 1917.
When Arthur Jnr was born, his father was employed as a stock drover in Matawhero, 7km west of Gisborne. Artie, as he came to be known, was named after his father. In 1921, soon after he was born, the family relocated to Rongomai, around 11km from Eketāhuna, where his brother and closest friend, Corran, was born.
In 1923, the family relocated to Haywards in the Hutt Valley, where their father took on the role of farm manager. After a short stay in Queenstown in 1926, the Ashworth family experienced a significant shift when Arthur Snr was chosen to manage an experimental sheep farm in the Falkland Islands. This was a remarkable achievement, as he was selected from a pool of 498 candidates.
Arthur's father and his oldest brother, Frank (commonly referred to by his middle name 'Archie', or 'Tex'), sailed on the Kia Ora with a cargo of New Zealand Corriedale sheep. During their time at sea, a fire broke out on the ship, resulting in the loss of a considerable amount of sheep feed, primarily hay. They arrived at Port Stanley in November 1926, and records from the Falkland Islands indicate that 164 sheep were imported. About six months later, Artie travelled with his mother, sisters Edna and Iris, younger brother Corran, and baby brother Donald, who was born in 1926, to the Falklands. His older sisters, Margaret and Phyllis, stayed in Queenstown with their aunt and her family to continue their education. Their new adventure began at 'Anson', the Falkland Island farm, in July 1927.
Their time in the Falklands was not long-lasting. Despite the farm's success, the new Governor informed them in March 1928 that it would be closed. However, the Colonial Secretary took the time to write a commendable letter of recommendation, stating that '...the sole reason for his leaving such employment is the decision taken by the Government through no fault of his own to close down the Experimental Farm. During his service in the Colony Mr. Ashworth has shown himself to be thoroughly trustworthy, hardworking, and efficient and he can be confidently recommended as an experienced stockman and general farmer.’
The family made their return journey on 22 May 1928, having visited Valparaiso (Chile), Balboa (Panama) and the Pitcairn Islands en route. This was the start of what would become the Great Depression, and securing a job was no easy feat. Fortunately, Arthur Ashworth found employment with the Public Works Department, working on the construction of the Kingston-Frankton highway, which was a major project at the time.
In 1929, Artie's father was chosen to manage an Experimental Dairy Farm under the Department of Agriculture in Galloway, which is near Alexandra. After that farm was sold, he began working as an Agricultural Instructor in Alexandra in 1931.
By all accounts, Artie was a conscientious student. He was a very good rugby player and played a useful game of tennis. He also inherited a fondness for gardening from his parents, and was an active member of the Alexandra Boy Scout Troop.
Artie completed part of his University Entrance exams in 1937 and 1938 before starting his career as a cadet Clerk at the Public Works Department in Wellington. Interestingly, his position in the Department wasn't officially terminated until 1949.
His brother, Corran, joined him in March 1938, following his transfer to the Post Office Head Office for extra training. Family legend has it that at one stage they were so poor they shared one pair of socks between them. Artie was involved in rugby with the Public Works team and was also a member of the Wellington Rowing Club. He and Corran visited their hometown of Alexandra during Christmas in 1938, which would be Artie's last holiday there as a civilian. The following Christmas, he returned, this time as Acting Pilot Officer Ashworth.
Youngest brother Vincent Ashworth, from the biography he authored: 'A Legend in His Time' - The Artie Ashworth Story', detailing the remarkable life of Wing Commander Arthur Ashworth. ❞Despite the many family shifts and the death of my father (in 1932, when Arthur was about 12
½ years old), Arthur grew into a mature young man. He was popular with his peers. He had grown up in a large family environment where real values prevailed, and with all the advantages of rural life. He had already shown the determination and dare-devil traits that were to characterise his air force career. The mischievous smile was ever present. He was always prepared to have a go at things.
As the threat of war approached and fuelled by a sense of adventure, Arthur Ashworth decided to apply for a Short-Term Commission. He was accepted, making him the first person from Alexandra to join the Air Force in 1939. During the 1930s, the Royal Air Force offered only a limited number of Commissions to people from the Empire. Alongside others, he was set to travel to England in early 1940, but following the war declaration in September 1939, their plans changed, and they were sent to New Zealand for training instead.
After the war, he was asked why he volunteered in 1939. He answered:
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞With the war coming up, I decided I preferred not to walk. I also saw it as an escape from the hum-drum existence in a drawing office of the Aerodrome Services of the Public Works Department in Wellington. There were secondary considerations: the hope for adventure, patriotism, envy of some companions who had already joined the RAF, and a desire to learn how to fly.
Arthur underwent ground training in Rongotai, New Zealand, from September to October 1939, before moving on to the Elementary Flight Training School (EFTS) in Taieri, where he continued his studies until December. By the end of March 1940, he had completed his training at both the Initial Flying Training School (IFTS) and EFTS in Wigram. During this time, he learned to pilot various aircraft, including the de Havilland DH 82 Tiger Moth, Vickers Vildebeest, and Fairey Gordon. He proudly received his flying badge, known as the ‘Wings’, and his logbook noted his final entry at Wigram on April 4, 1940, where he flew a Fairey Gordon to Taieri and back. On the way out, Bob Spurdle, who would later become one of New Zealand’s fighter aces, was the first pilot, while Arthur took the lead on the return journey.
An assessment of Arthur's flying skills on the Fairey Gordons was carried out by the Officer Commanding of No. 1 Flying Training School at Wigram in 1940, which reads as follows:
| Pilot: | Average |
| Pilot-Navigator: | Average |
| Bombing: | Below Average |
| Air gunnery: | Above Average |
By this time, he had accumulated 132 hours of flight experience. He wasn't regarded as one of the standout pilots at Taieri, and in light of the Wigram evaluation, there was no proof that he would develop into a highly proficient and respected bomber and test pilot.
Following the successful conclusion of his training, Arthur took his last leave to Alexandra, visiting family and close friends. His commission as a Pilot Officer was officially dated 20 June 1940.
Arthur boarded the troopship RMS Rangitiki on April 28, 1940, as it departed from Wellington and made its way through the Panama Canal. Alongside him were around 80 other airmen, including several of his fellow trainees. After three weeks at sea, they took a break to explore Panama City and its nearby regions. On June 8, they finally arrived at their destination, docking at Tilbury on the River Thames.
After his arrival in England, Pilot Officer Arthur Ashworth first went to RAF Uxbridge and then to RAF Kemble. It was at Kemble that he took his very first flight in an RAF aircraft, a twin-engine Avro Anson designed for training. Interestingly, this same aircraft would mark the end of his flying career 27 years later.
More training ensued, and he found himself at RAF Benson, piloting Ansons and Fairey Battles. There, he became a screened pilot, flying Ansons for wireless operator training.
Following a transfer to RAF Bassingbourn, he engaged in extra training with the 11 Operational Training Unit (OTU), primarily honing his skills in night navigation. A red endorsement was recorded in his logbook during this period:
In January 1941, Pilot Officer Ashworth joined No 75 (New Zealand) Squadron based at Feltwell, and shared his recollection. His first flight occurred on January 25, 1941, where he acted as the Second Pilot on a trip from RAF Methwold to Feltwell. Just a few weeks later, on February 17, he took the controls as Pilot after completing only 2 hours of dual instruction.
On February 21, he began his first operational mission as the second pilot, executing a raid on the German submarine facilities in Wilhelmshaven.:
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞I wasn't particularly apprehensive about anti-aircraft fire coming up for the first time and then suddenly realised it was possibly intended for me!
After flying ten more missions as second pilot, he was assigned his own crew and participated in bombing operations over Berlin in April.
On May 8th, he took to the skies in a Wellington for a mission over Hamburg, focusing on the submarine construction yards. Despite being relatively new as a second pilot and having no prior experience with night-time landings, he completed the mission. After dropping his payload, he encountered searchlights and anti-aircraft fire, but he successfully landed the plane afterward. On June 8th, he earned a promotion to Flying Officer (War Substantive).
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞After breakfast on the 8th of May, I was asked by Squadron Leader J. M. Southwell if I thought I was capable of taking a Wellington on operations that night. Being now 21, over confident and big-headed, I told him I could and was promptly told to take his aircraft and crew that night.
Arthur Ashworth and the crew he 'inherited' from Sqdn Ldr Southwell (L to R):
L-R: Sgt Ted McSherry (navigator),
P/O Artie Ashworth (pilot),
P/O P.F. Wilson (second pilot),
and Sgt Broad (front gunner).
Missing from this photo are Sgt Welby, wireless operator and Sgt Geoffrey Palmer, rear gunner - May 1941
The 'Bomber Command War Diaries' indicate that 188 aircraft took part in the raid on May 8th. This group included 100 Wellingtons, of which three and one Hampden were lost. The following day, Arthur took to the skies with his new crew for a night-time blitz on Manheim.
On June 10, Flying Officer Ashworth took part in a daring daylight attack on the notorious heavy cruiser Prinz Eugen, which was docked at the French port of Brest. At that time, the Prinz Eugen, along with the battleship 'sisters' Scharnhorst and Gneisenau — each weighing approximately 38,700 metric tonnes — were stationed in Brest. These powerful vessels were a persistent danger to Allied shipping in the Atlantic, prompting numerous efforts to eliminate them. The two battleships had recently completed missions in the North Atlantic, known as 'Operation Berlin (Atlantic)', while the heavy cruiser had participated in the nearby 'Battle of Denmark Strait' alongside the battleship Bismarck.
Following the recent demise of the Bismarck, the battleships were two of the three largest capital ships still operational in the Kriegsmarine, after Bismarck's sister ship, the Tirpitz, having a fully loaded displacement of around 42,200 metric tonnes. This operation was therefore extremely vital. The port of Brest was one of the most heavily fortified places in Europe. So began Arthur Ashworth's 20th sortie:
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞On June 18th we took off for an attack on Brest, this time trying to hit the ‘Scharnhorst’. We spent a considerable time over the target area and finally established, by the light of one of our flares, that the ‘Scharnhorst’ was not berthed where we had been briefed to find her. However, there was another ship in the harbour, and this we attacked.
On the way home we got ourselves lost by misidentifying our place of landfall. As a consequence, we flew through the balloon barrage at Bristol. It was just breaking daylight when this happened, and there was quite a bit of anxiety in that aircraft until we were clear. My log book recalls only that we were lost and came through the balloon barrage, but for this particular flight I was awarded the DFC. This is confirmed by the citation for the award.
F/O Artie Ashworth completed 11 additional sorties during his first tour. Among these missions were two attacks on the German city of Köln, with the second one seeing them to fly for about 45 minutes on just one engine.
A close friend of Arthur's was fellow Kiwi, Squadron Leader F. J. 'Popeye' Lucas, Officer Commanding 'A' flight, No 75 Squadron (Wing Commander, D. F. C. and Bar, MiD). Arthur is referenced in the biography titled 'Popeye's War,' written by Popeye's daughter. One of Arthur's sorties, on 24 June, was recounted thus:
Popeye's War by Lorie Lucas ❞P/O (sic) Artie Ashworth in 'B' Flight went off to Kiel. Artie had joined the Squadron in February 1941 as a sprog. He was such a 'fresh' freshman that he had only done two hours dual on a Wellington when he did his first op as second pilot for P/O Ron Simich (NZ). Now he was a captain with his own crew and a darned good and promising pilot.
He had returned safely but was personally very disappointed because he had failed to bomb his target, also self-critical for having committed the 'no-no' of jettisoning his bombs. His Wellington was one of the first at the target. It was quite light, and they were met by the full onslaught of everybody's flak and searchlights, and he was 'coned' (caught in the searchlights) just as he was about to bomb.
He tried desperately to break free and eventually got out somewhere over the Baltic Sea, where he jettisoned his bombs. Now home safe, he was stigmatising himself.
'I should have found any suitable target or brought them back,’ he argued, though others said he hadn't much choice.
During the rest of his wartime service, he told Popeye in later years, ‘I never ever jettisoned my bombs again.’
Another daylight raid on Brest - this time targeting the Gneisenau - finished a productive July of 6 sorties.
Arthur concluded his first tour on the 3rd of August, having completed 31 operational sorties, mostly with No 75 Squadron. At barely 21 years old, he had already earned a DFC and was recognized as a remarkably skilled Bomber pilot. His next role brought him to RAF Harwell in Oxfordshire, where he joined the Middle East Despatch Flight, leading him to a very different theatre of the war: The Middle East.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞The runway at Gibraltar was very short, and started and finished in the sea. One of our Wellingtons overshot the runway and was a write-off. From Gibraltar we flew along the North African coast to Malta. Shortly before we reached Malta, we passed an aircraft carrier we assumed to be ours, but one of the aircraft following us was attacked by an Italian CD425 fighter. The intelligence officer at Luga (Malta) refused to believe us, as he claimed 'the Italians don't have an aircraft carrier'. (NB The intelligence operator was correct: the Italians didn't have an aircraft carrier during WWII.
On August 29, F/O Ashworth took off from Hampton Norris in a Wellington Mk II, heading to Gibraltar, and then to Malta the following day. During the flight between these airbases, his aircraft was riddled with "80 holes from enemy fire," as reported by fellow pilot Sgt Robert Holford. Malta was a key location, situated on the supply routes of German and Italian forces in North Africa, making it a target for many air attacks.
Artie 'volunteered' to join the resident Wellington Squadron, No 38, stationed at Shallufa in the Suez Canal Zone. He was busy with seven sorties over the next month, working from Luga and taking part in raids around Tripoli. On October 26, he relocated to No 38's Shallufa Base, taking part in the regular missions in Benghazi, Derna, and Ain El Gazala.
His final operation with No 38 Squadron took place on December 2, 1941. By this time, he had completed 53 sorties targeting the enemy.
Artie's service in Malta earned him the Malta George Cross Fiftieth Anniversary Medal. This medal, while generally seen as a common campaign award, is particularly meaningful as it marks the exceptional occasion of a country being honoured with the George Cross, one of only three times this collective recognition has occurred.
Arthur Ashworth's next assignment took him to the 216 Squadron, where he operated from El Khanka in the Nile Delta. During this time, he flew a de Havilland Express (DH86), primarily dedicated to casualty evacuations. In late January, he was dispatched to Iraq to work as the personal pilot for an American general responsible for the dual tracking of the railway from Basra to Tehran.
His time in the Middle East wrapped up at the end of April. After logging 423 hours as Captain and 26 hours and 40 minutes as Second Pilot, he joined fellow experienced Wellington crews, whom he drolly referred to as 'mis-employed.' They had been called back to England to assist with the 'Newmarket' raids, which included the impressive 1,000 bomber attack on Cologne.
During his long trip through West Africa, with a layover in Egypt before heading to Sierra Leone, he caught recurrent malaria, a condition that would plague him for the remainder of his life. By the end of May, he was back in England and quickly rejoined the 75 Squadron at Feltwell.
Artie Ashworth was called back to 75 Squadron by CO Ted Olsen, who welcomed him back with open arms. He was introduced to the upgraded Wellington Mk III Bombers, which were being used against Germany's military industrial complex in the Ruhr Valley. He was promoted to Flight Lieutenant on June 8.
The first four missions Artie undertook were focused on Duisburg, a target known for its strong defences in Germany. The night of July 13-14 stands out for a remarkable low-altitude escape from heavy flak: 'The only way to survive is to go down, but quick! This immediately relieves you of the heavy flak, but not the six searchlights. On the way down, I happened to look at the speedometer - it was in excess of 300 mph, but the wings stayed on' (P/O Taylor, 2nd Pilot). Thus ended Artie's 54th Operation.
On the night of July 28/29, he successfully executed an attack on Hamburg, making three passes over the city to capture photographs following the release of his bombs. His logbook notes "Flt Lt Ashworth was congratulated by the AO C3 Group for these photos:"
He was awarded a DSO on July 31, and soon after became Acting Squadron Leader. By this time, he had logged a total of 338 hours and 5 minutes of operational flight time across 60 sorties.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞Before I left 75, I was sent by Group Captain 'Speedy' Powell to lecture at the Wellington Operational Training Unit. This was a daunting experience as, at each station, the entire flying people, both instructors and pupils, were assembled. I like to think I was able to instil some 'know-how' to both sections.
After a remarkable 20 months that included 64 operational sorties, A/Sqn Ldr Ashworth, DFC and DSO, was once again on the move, this time to the Pathfinder Headquarters at Wyton on 28 August.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞I continued to fly with 75 Squadron until August 1942 when I was sent for by Group Captain Don Bennett, who was establishing his Pathfinders. As a result I was posted as a founder member of his staff.
His 65th sortie was flown in September, the target being Saarbrücken, Germany:
❞We took off from Warboys with a load of 12 three-inch flares and six 250lb bombs. The flares were to be used to illuminate the target for the rest of the bombers. I’d never seen the crew before (the Wellington and crew were borrowed from 156 Squadron), and it was to be quite a long time before I wanted to do so.
The first sign of trouble was a smell of burning - no smoke, or at least none where I was. We were somewhere near the target at the time and had been for quite a while flying up and down trying to get the reflection of the moon in the river. There was haze on the ground and we needed the river to pinpoint our objective. A few seconds after I’d noticed the smell of burning the Wireless Operator came through on the intercom, with the information that sparks were coming through the floor. I wasn’t all that worried: it might have been anything, say an electrical fault. All sorts of odd things happened to one in the air over wartime Germany. So we went round again still searching for the river, which took about five minutes, then the W/O came through saying that there were more sparks coming through the floor. He also said that he was standing by with a fire extinguisher.
A Vickers Wellington 'Wimpy' bomber I realised then that we must be on fire somewhere and guessed it was one of the flares - these being in the bomb bay under the floor and unreachable from inside the aircraft - so I decided to jettison the flares. The bomb aimer let them go and suddenly there was a blinding light all round the aircraft and what appeared to be flames underneath us. Looking over my shoulder through the window it seemed to me that the whole of the rear of the aircraft was on fire. I had enough experience - this being my 65th op in a Wimpy - of watching Wellingtons being destroyed by fire in the air - they seldom last long - so right away said “Ok. Bale out!"
I felt the rear gunner go at once because his turret turned. The rest seemed to take a devil of a long time. I yelled and swore at them to get on with it but I doubt if they heard me. It was possibly here that the confusion over parachutes arose, and one of them may have got the impression that I was letting him take mine. At last all the others were clear. I saw a couple of them sliding out in the light from underneath me. Just for an instant I could see their bodies falling. It was now my turn and I came dashing out of my seat to follow but, horror of horrors, my parachute had gone. It should have been in the stowage just forward of the cockpit on the starboard side, but I quickly realised that one of the others had taken it in the confusion. I went back along the fuselage - it’s amazing how quickly one can move in an emergency - to see if I could find the missing parachute. The glare was still with me and now a great deal of smoke. I looked in the Navigator’s and W/O’s stowages and the rear stowage above the bed - nothing! - and all I could do was return to my seat.
At first I could not think of anything to do - I’m sure this was due to a state of numb fear. Then I had an inspiration - if I could get to the ground very quickly, I might be able to crash land the aircraft before it broke up so, throttling back, I did the classic action to be taken in the event of 'fire in the air': sideslipping violently from side to side I was down to about 800 feet when suddenly the fire went out. The burning bit of flare caught in the bomb bay had broken off, though I didn’t know this until much later.
After all the glare my eyes weren’t much use to me, and it took quite a while before I could see the instruments properly, but I still had control. It seemed pretty hopeless to try to get back home alone, but I hadn’t a lot of alternatives. Climbing to 5,000 feet I left the controls and went back to the Navigator’s position to see what I could find. I found a map, but most of the Navigator’s stuff was lying all over the floor. His log would have been useful, but I couldn’t find it - it was found next morning on the floor.
Popping back from the controls again to the Nav’s position and using his protractor I marked out a course and drew a line to England. I didn’t really know where I was until I hit the French coast. There was some flak and searchlights to mark the position of Dieppe - recognisable by the angle of the coast to the North. From there on it was plain sailing. From a quarter of an hour before the French coast there was nothing showing on the fuel gauges, so I had the engines running as economically as possible. I didn’t care what part of England I hit, and when I was about halfway across the Channel I switched the IFF to the 'Distress' position - it was very dark.
I had just sighted the English coast when both engines cut. I ran back down the fuselage to turn on the nacelle tanks. Normally this was done by simply by pulling a piece of wire in the side of the fuselage, but in this aircraft a trap for young players had been incorporated so that in order to pull the wire it was first necessary to slide a ring on the end of the wire so that it would slip through a slot in the aircraft’s side. Using the strength born of a wild desperation index, I pulled the angle-poise light from the W/O’s position round a strut to find out this fact, then pulled the wire. This started the port engine and I raced forward desperately to the cockpit. There I pulled up the cross-feed cock to start the other engine.
After a few minutes I was over England and was guided to West Malling in Kent by searchlights - for which I was very grateful. After landing, I was directed to a parking spot on the edge of the airfield. The engines now wouldn’t stop, so I left them running and opened the bomb doors. After climbing down the ladder I moved aft and there I found a parachute caught in one of the bomb racks. Pulling the cords of the parachute I could see that there was a round object at the end. At first I was distressed when I imagined it was part of the crew, but it turned out to be the broken flare that had caused all the trouble. I rang Wyton to ask that they let Corran (his brother, a fighter pilot who had arrived that morning) know that I was OK. The 'missing' parachute I eventually found on the bed below the rear stowage.
A couple days later I flew Corran back to his fighter base at Hibaldstow. I never saw him again.
Arthur Ashworth, from his autobiography
NB Instead of being congratulated by the PFF Commander, Bennett, he received a right royal telling off for participating in an operation that was not part of his duties as a Staff Officer (he borrowed the Wellington and crew from 156 Sqdn). There was something special about this operation which is why he wanted to participate. Subsequently, he was awarded a belated MiD. Many said he should have at least received a bar to his DSO, if not a VC. ~ Vincent Ashworth
Artie was belatedly awarded a Mention in Despatches in January. It's been said the 'right royal rocket' from his CO was itself a badge of honour. The CO of No 35 squadron did exactly the same thing shortly afterwards, and was awarded an immediate Bar to his DFC. One potential reason for Bennett's anger could be that Artie was not formally assigned to participate in this mission. The Group Captain of RAF Warboys had granted permission, and the Wing Commander of 156 Squadron allowed Artie to use the Wellington and its crew. This means that the approval came from outside Artie's normal chain of command (he was meant to have been 'piloting' a desk as a staff officer)!
Popeye Lucas recalls:
❞One of Artie Ashworth's decorations came after an incident on a raid on Hamburg when, with his Wellington on fire, he ordered his crew to bail out. The last crew member came to him saying, ‘Sir, I can't find a spare parachute!’
'Take mine, ’said Artie, struggling to hold the Wellington steady for him to jump. ‘There's bound to be another one about. Get the hell out.’
When he was ready to bail out himself, there was none! So he climbed back into the pilot's seat and put the Wellington into a steep dive, and, miraculously, the fire died! Now, minus his crew, he took himself off to England, and safely there and as yet unscathed, he called up Feltwell Control for permission to land.
When he taxied in to his parking place, he was asked, ‘Where the hell's your crew?’
'Oh, the crew!’ says Artie, ‘Well, as a matter of fact, they've gone off on long leave!’
Popeye's War by Lorie Lucas
NB The crew of F/Sgt Nobles, F/Sgt Cordock, Sgt McGeown, and Sgt Durham all survived and were imprisoned at Stalag VIIIB, Lamsdorf, Germany.
During his time at Wyton, Artie was instrumental in crafting the first PFF tactics, particularly the innovative WANGANUI, PARRAMATTA, and NEWHAVEN methods. These flares were often referred to as ‘skymarkers’; ‘release point flares’; or simply ‘Wanganui’, 'PARRAMATTA', or 'Newhaven'.
Named in honour of one of Arthur Ashworth's brothers who was living in Wanganui, New Zealand, at the time.
Wanganui method was used if the target was covered bly cloud or smoke screen. The Pathfinders identified the target using H2S or OBOE, then dropped TI flares suspended below parachutes. The suspended flares provided the Main Force with suitable aerial aiming points.
OkNamed in deference to his CO, Don Bennett (an Australian).
PARRAMATTA method involved Target Indicators (TIs) being dropped by aircraft using H2S or OBOE to identify the exact location. The target was continuously marked by TIs dropped by a secondary marking force, referred to as 'backers-up', used when the original markers were either bombed or went out over time. The technique was used when the target was large.
Newhaven method involved an aircraft dropping flares over the target to illuminate it. When the aiming point had been visually identified by another aircraft, they would accurately drop their TIs on to the objective using the Mk XIV bomb sight.
OkAll three methods could be used by aircraft utilising either H2S or OBOE. If Pathfinders were using OBOE, the different methods would have the prefix 'Musical', such as 'Musical Wanganui'. The Target Indicator flares would be red, yellow, or green and were specified in the briefing for each raid to identify primary and secondary targets.
H2S was the first airborne, ground scanning radar system. It was developed for the Royal Air Force's Bomber Command during World War II to identify targets on the ground for night and all-weather bombing.
OkOboe was a British bomb aiming system developed to allow their aircraft to bomb targets accurately in any type of weather, day or night. Oboe coupled radar tracking with radio transponder technology.
OkHaving been honoured with the Distinguished Flying Cross, the Distinguished Service Order, and an oak leaf for his Mention in Despatches, Acting Sqn Ldr Arthur Ashworth had successfully completed three tours, encompassing 65 operational sorties. With a little over 1,000 hours of flight time in less than three years he was given a posting back to New Zealand, on loan to the RNZAF, and so returned home for a much-needed rest.
Following a somewhat lengthy journey, Artie was welcomed first by his proud mother and youngest brother in the small town of Roxburgh, situated near Alexandra, then by a sizeable turn-out by family, friends, dignitaries, and well-wishers. The local boy turned war hero was home.
Much too soon, he reported to RNZAF Headquarters in Wellington, who faced a dilemma: there wasn't an available post for a Squadron Leader at the time. So, he was 'conveniently' despatched to the Army Staff College at Massey College near Palmerston North.
The Army Staff College recommended Sqn Ldr Ashworth for 'Regimental Duties', and he was posted to No. 1 (Islands) Group, where he served on the Air Staff on Espiritu Santo, Vanuatu, and Guadalcanal. He reported for duty in May 1943, but did not arrive in Santo until 14 September. During the months in between, he flew between bases in New Zealand.
While stationed at Guadalcanal he engaged in one of his passions, gardening, using vegetable seeds obtained from New Zealand.
From October through to the end of December, he recorded little flying time. He recorded a flight in a Kittyhawk fighter on 1 November as 'practice', three flights as crew of a Hudson bomber in the following two weeks, and as crew in a Liberator on 16 November, recorded as 'experience'.
On return to New Zealand in April 1944, Artie asked for permission to train as a fighter pilot. Before beginning training, he paid a brief visit home to his mother.
April through to July saw him training on Harvard training aircraft, Kittyhawks, and Corsair fighter/bombers. He joined 17F Squadron RNZAF early August, moving with them from New Zealand to Bougainville via Espiritu Santo and Guadalcanal. From each base, the Squadron flew Corsairs left by Squadrons rotated out ahead of them.
Artie engaged in his first action as fighter pilot on 1 September, and the following three months saw him involved in the operational sorties flown almost daily. This saw him partake in patrols and bombing, flying from Henderson airfield on Guadalcanal. Due to being accustomed to flying bombers, his handling of fighters was described as 'heavy-handed' by a fellow pilot.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞From Bougainville we returned to New Zealand (2-3 November) - quite a lot lighter than when we had left mainly due to dysentery. I was offered command of one of New Zealand's fighter squadrons in the Pacific, but declined on the grounds that they faced very little opposition.
Artie's short time as fighter pilot saw him being one of a very small number of pilots to have flown bombers and fighters.
He departed for England on 7 December 1944, but not before paying another brief visit home to his mother.
Upon his return from the Pacific Tour, Sqn Ldr Ashworth completed a course at the Officer Advanced Training School in Cranwell. To his dismay, he discovered that he was assigned to stay on as an instructor. Eager to return to active duty, he felt he had lost valuable time during his Pacific deployment. He quickly sought a transfer back to a Pathfinder Squadron, No 635, where he was to finish his wartime career.
Artie Ashworth and crew at the front of their 635 Squadron Lancaster.
Stationed at RAF Downham Market in Norfolk, Artie completed the Pathfinder Training and Navigation Unit course, where he trained on Lancaster bombers. His first mission as a Captain with 635 Squadron occurred on 7 March 1945. He soon recognized that the war had evolved significantly compared to his last tour in Germany. The aircraft and navigation systems were far superior, and the German defences seemed less formidable. As more regions of France were freed, there was a decrease in the enemy territory he needed to navigate. The creation of Advanced Landing Grounds in France ensured adequate fighter protection.
In March and April, Artie executed 13 sorties targeting German cities. His crew remained fairly consistent, comprising F/O Calton as the Engineer, F/O Parry as Navigator 1, F/Lt Jarry as Navigator 2, F/Sgt Hailey as the Wireless Operator, F/Sgt Snowdon as the Mid-Upper Gunner, and F/Sgt Sindle as the Rear Gunner. He affectionately called them his 'odds and sods', a newly formed team with a blend of experience.
On his first sortie with 635 Squadron, his 68th mission overall, the aircraft faced an assault from night fighters while flying over Dessau. Demonstrating remarkable skill, he deftly navigated his plane to evade the enemy. Although Artie believed they had returned precisely on schedule, he and his crew were presumed lost. The rest of the Squadron, however, had returned much earlier and had already completed their debriefing.
On his following mission, Artie joined a formidable force of 354 aircraft in a raid on the German industrial city of Wuppertal. This event was particularly noteworthy, marking the 100th sortie of Wing Commander Sidney 'Tubby' Baker (DSO and Bar, DFC and Bar), who commanded 635 Squadron. After completing his 77th sortie, Artie was awarded the prestigious Pathfinder Eagle Badge, a distinction held by only a handful of airmen, as the Pathfinder Force was the RAF’s only officially designated elite force.
Artie's 78th and final operation had its own significance. At approximately 0948 hours on April 25, he took part in a massive assault involving 359 Lancasters and 16 Mosquitos, targeting Hitler's mountain hideaway close to Berchtesgaden.
In his final operation, Artie still had a bit of added excitement:
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞About halfway across Bavaria on the outward journey we had to feather the starboard engine because of a glyco leak. Because of some fault with the mechanism, the propeller would not feather completely and kept windmilling. This meant we couldn't climb to our specified height and we had to cut a large corner off the allotted route to make the target on time.
In the event, we did our bombing run along a valley with the AA guns firing at us almost level and, as we came to the target, the Main Force suddenly appeared over the 'Eagles Nest' and started dropping their bombs. This meant that, had they have been accurate, we would undoubtedly have had it, but fortunately for us, the first bombs were all overshot and slightly to starboard. Nevertheless it is a very impressive sight to see bomb after bomb from 500 to 4,000 lbs and strings of gaggle (bombs) of other bombers raining down just outside one's starboard wingtip.
Because of the non-functioning engine and the windmilling propeller we were late home. In celebration I did a low pass over the station buildings on arrival which was not viewed with any favour by the Station Commander who had words to say on the subject.
Due to their lateness, Artie and his crew had been given up for lost a second time.
Squadron Leader Arthur Ashworth achieved an impressive record of 78 successful sorties, amassing nearly 1,400 hours as the lead pilot. He had navigated through flak and the ever-looming threat of death for the last time.
As he neared the end of his service with 635 Squadron, Artie was involved in several noteworthy missions that were quite different from what had become the norm. He executed food drops for the starving Dutch during 'Operation Manna', helped repatriate released prisoners of war from Germany to England in 'Operation Exodus', and conducted flights over destroyed German cities as part of so-called 'Cook's Tours'. Despite a declared truce, several aircraft were targeted by small arms fire from angry Germans.
Just five days after Artie turned 25, the war in Europe came to an end when Germany surrendered unconditionally on May 8, 1945.
For his last mission with 635 Squadron, Artie flew to Italy to aid in the repatriation of some members of the 8th Army. On 3 September, marking six years since the war began, he was transferred to No 35 Squadron, a Pathfinders Force unit based at RAF Gravely, Cambridgeshire.
After the war had ended, Sqn Ldr Arthur Ashworth found little enthusiasm in the idea of heading back to New Zealand to take up a position as a draughtsman. As a dedicated RAF officer, he felt that wasn’t enough for him. Fortunately, Artie was offered a permanent commission in the RAF, though it came with a reduction in rank to Flight Lieutenant. This opportunity resolved his post-war employment concerns.
The Pathfinder Force was disbanded in October 1945, marking the end of Artie's tenure with 35 Squadron. A somewhat belated Bar to his DFC was awarded on 6 November 1945, but he didn’t learn of it until a friend at RNZAF Headquarters in London shared the news. Artie thought the award was likely due to his contributions to 635 Squadron and his service in the Pacific region.
In January 1946, Artie found himself serving as an Instructor at the Middle East Advanced Training School in Amman, Jordan. After a period of time, he was tasked with commanding the Iraq and Persia Communications Flight in Habbaniya, Iraq.
In early 1948, he was privileged to be chosen for the Empire Test Pilots School in Farnborough, England. Only exceptional pilots were 'long-listed' to attend this school, with possible hundreds being whittled down to 40 or so.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞The Test Pilots School was a revelation to me. Apart from classroom work and studying, we flew a fairly wide variety of aircraft types, sometimes under supervision from test-flying instructors. I made a lot of lasting friends. I flew my first jets in the shape of the Vampire and Meteor. On onky two aircraft - the Mosquito and Lincoln - was I given limited dual instruction, the rest were flown from reading pilots' notes.
Arthur Ashworth, now a private citizen, returned home for a poignant visit after completing his studies at the Test Pilots School in December 1949. This visit turned out to be his last. He took the time to visit several of his siblings, friends, and relatives on both the North and South Islands, and, of course, his beloved mother.
After spending time with family, Artie caught up with his good friend Popeye Lucas, who had his own airline 'Southern Scenic Air Services' based in Queenstown. One of Popeye's jobs involved supply drops for government deer cullers in the remote mountainous regions of Southwest New Zealand. As 'dispatcher', Artie was responsible for seeing the supply packages were dropped out of the aircraft.
In June 1949, shortly after returning to England, Artie was assigned to the Instrument and Photographic Flight at the Royal Aircraft Establishment in Farnborough.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞(My time at Farnborough) covered a multitude of sins. At first the only test flying I did concerned automatic pilots and flight instruments, the latter mostly in the Spitfire in which I did a lot of spinning. Then came photography in all sorts of forms. All this in a wide variety of aircraft.
Some of the auto-piloting was, to say the least, exciting. I did quite a lot of glider winching in the Fleischler Storch, the only German aircraft I have flown.
Toward the end of 1950, after our photo flashes had caused wide-spread panic on the East Coast, I flew the high-altitude Lincoln out to Woomera, Australia, together with a specialist crew. The Woomera operation seemed to be all hush-hush. Britain had been conducting atomic tests in the closed area. Testing of the early rockets was also carried out at Woomera.
During his flight from England to Australia, Artie crossed the Equator and became a member of The Noble Winged Order of Line Shooters. This informal and satirical 'award' was a beloved tradition in the early days of aviation.
At the beginning of July 1950, Artie was promoted back to Squadron Leader, and he made his return to England in November.
In his memoir, Artie recounted how, during his time in Australia, he sent food parcels to a friend and his wife living in Farnborough. Upon his return, he learned that his friend had died during this time. About a year later, in December 1951, he married Kathleen (Kay) Baker, the widow of his late friend. At the end of that month, he received a posting to the Headquarters No 1 Group, Bomber Command, and on 5 January 1952 he was awarded an AFC.
After the end of his tour at the Royal Aircraft Establishment in Farnborough ended, Sqn Ldr Artie Ashworth headed north to Bawtry, Yorkshire, to take up a role as s Staff Officer at the Headquarters of No 1 Group under Air Vice Marshall Brown. After a short course at the Canberra Operational Training Unit, he took command of No 139 (Jamaica) Squadron based st Helmswell on 6 July. The Squadron was equipped with Canberra B2s at the start of Artie's command.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth ❞Later we were given training aircraft, a (English Electric Canberra) T.4 and, towards the end of my tour, we were given B6s. The job here was low level target marking at night, aiming bombs in a steep dive. Al the checks of pilot's instructions in bombing techniques and instrument rating were done on aircraft with no dual controls. Although I had officers on the Squadron for that task, I took over the duties of instrument rating examiner and check pilot for my own Squadron (and the next). Consequently, I probably knew the flying ability of my pilots as well as, if not better than, most Squadron Commanders.
In August 1955, the Squadron made a goodwill visit to its namesake country for the first time, taking part in the 'Jamaica 300' celebration of 300 years membership of the British family of nations. The Squadron flew eight Canberras via Iceland, Goose Bay (Labrador), St. Hubert (Montreal), and Miami, before arriving at Palisados Airport, Jamaica. 129 Officers and men took part in the operation, with the ground crew flying in five Handley Page Hastings troop-carrier aircraft of No 511 Transport Squadron.
Due to a 24-hour delay from fog and low stratus at Keflavik, Iceland, the support Hastings finally left the United Kingdom on August 8. The two aircraft designated to transport ground crew to meet the Canberras at Goose Bay and Palisados Airport took off the following day, while the other three stayed behind at Keflavik for the same purpose.
On August 9, the Canberras began their mission, stopping in Iceland where they had to navigate through a cloud cover at 37,000 feet using a radio compass. After refuelling, they flew the 1,500 miles to Goose Bay, reaching it before nightfall. The next day, they headed to St. Herbert airfield in Montreal, where three "follow-up" Hastings caught up with them. After servicing, they took off for Miami on August 11. However, with a cloud base at 300 feet and tops exceeding 30,000 feet, the Canberras had to climb away on a heading that took them 90 miles off course before they could set their intended route. This, along with other necessary detours to avoid hurricane "Connie", which was over the eastern coastline, lead to a considerable increase in travel time.
Aiming to minimize the turnaround time for replenishing oxygen supplies in the aircraft at Miami, the Force flew the brief route to Palisados at 15,000 feet, arriving just before dusk. Meanwhile, the three Hastings that followed had to be redirected to Montego Bay for night landings.
Four days were spent in Jamaica, followed by visits and flying demonstrations in Guyana, Trinidad, Barbadoes, the Bahamas, and Bermuda; and flying over Antigua, Granada, and St. Kitts, where the aircraft were unable to land.
After nearly three weeks of displays and tours, the Squadron headed to their main base at St. Hubert, Montreal, for more 'exhibition' flying and exercising with units of the RCAF. Artie said he took over the high speed and aerobatic segments himself, performing climbs, banking, and high speed runs at the Canadian National Exhibition at Trenton, Ontario.
Squadron Leader Ashworth was awarded a Bar to his AFC for his work with No 139 Squadron on 31 May 1956.
On 24 October 1955, Artie was posted to the Air Ministry in London, as Deputy Director of Operations. His stay at the Air Ministry was short-lived as someone selected for a course at the Flying College at Manly, Lincolnshire, had dropped out, and a replacement was needed. Having met the qualifications necessary, Artie was selected. After barely two months in London, he reported to the College on 6 January 1956.
His time at the college ended on 15 June 1956, following which he was posted to Gütersloh in Germany, to form a Canberra Squadron from the remnants of four Bomber Command Squadrons. This became the fourth iteration of No 59 Squadron RAF on 1 September. During his time as Commander, the Squadron moved to a NATO Base at Geilenkirchen, Germany, near the Belgian border in the latter part of 1957.
In May 1958, on the anniversary of the end of WWII, Artie commanded his Squadron in a ceremonial parade in front of HRH The Duke of Edinbrugh, whom he met in an official capacity. Soon after, he was posted as Commanding Officer of B Squadron at the Aeroplane and Armament Experimental Establishment at Boscombe Down, as they had been unable to find anyone else who was properly qualified.
In early April 1961, he took on his second-to-last role in the RAF at the Air Ministry, working in the Directorate of Flight Safety, where he eventually became the Deputy Director. Disappointed by not receiving the promotion to Group Captain that he felt he had earned, he decided to retire earlier than planned.
In 1961, while he was at the Air Ministry, Artie's wife Kay gave birth to their only child. 'His name, of course, is Corran', said Artie, in memory of his brother and close friend. Artie was a proud and loving father to his only son.
Artie Ashworth made what became his final RAF transfer, back to Germany on 7 April 1964. This role saw him at the NATO base at Laarbruch as Wing Commander in charge of administration. An attack of Malaria left damaged ends to the optic nerve in his left eye, gradually leading to cataracts in both eyes. Although the cataracts were removed, subsequent Malarial attacks resulted in tinnitus, a loss of hearing, and a slow failure of both kidneys. In October 1966, ill health forced him into the RAF Hospital at Halton, back in the UK. Following closely on his admission, Wing Commander Arthur Ashworth's remarkable 28 years of RAF service came to an early end in May 1967.
Artie Ashworth, like many veterans, was reticent about his RAF career. For him, that was the past. To him, those memories belonged to the past, while the present and future held greater significance. At events such as reunions, funerals, or flight displays, functions, reunions, funerals, or flight displays, he chose to attend alone.
Following an earlier-than-expected retirement, Artie returned to his draughtsman skills in Yorkshire. However, the eight-hour workdays away from his family didn’t bring him any joy. At the young age of 47, he and his wife decided it was time for a change of occupation for him. With some funds from his RAF pension and the sale of their little home, they had only a small amount of money to work with.
Despite their financial constraints, Artie and Kay bought a private hotel near Bournemouth, ten minutes walk to the beach. Within a year, Artie became the proud proprietor of the 'Silver Fern' Hotel; a name reflecting his New Zealand roots.
At that time, the local hotels were unaffordable for Artie's air force friends and their families. Dogs were not allowed, and there was a law against serving beer after 10:30 PM. Artie was committed to changing this. Business steadily improved, but the 24/7 operation was quite draining.
An extremely important guest was hosted during this time, when he and youngest brother, Vince, reunited after 22 years. Artie was thrilled to have his nieces and nephews around.
After three years of tireless effort, the hotel was sold, and Artie acquired a block of eight holiday flats in the vicinity. With his workload significantly decreased, he finally had time to enjoy life and a 12-year-old boy to cherish. A 12-year-old who was beating him at golf, no less!
The holiday flats were sold in 1987, having been open for just six months a year for the last ten years. They had a satisfactory income, which allowed them to retire to a lovely home in Southport. In 1991, Corran married in Gibraltar, and Artie was thrilled about the wedding, as well as the opportunity to return to his old stomping grounds and see 'The Rock' again.
Although greatly disappointed by poor health forcing him out of his beloved RAF, Artie appears to have had a content retirement. He ran a hotel, managed holiday flats, and organized RAF reunions, all while enjoying visits from old friends. His participation in the Air Crew Association, Hotel Association, and as treasurer for a local political party kept him quite busy. Still, the most cherished times were those spent with his son, Mostly, however, it was time spent with his son, unsuccessfully trying to best him at golf.
The early signs of a serious illness related to recurring Malaria became evident during the 1991 wedding trip to Gibraltar. Within six months, he faced terminal kidney failure, which was too severe for a transplant. As a result, home dialysis and regular hospital visits became part of life, and in 1993, he and Corran enjoyed their final game of golf together.
Wing Commander Arthur Ashworth's flying career spanned 28 years, during which he amassed a total of 3,904 hours flying time, including 3,628 hours as Captain. He operated 94 various types of aircraft, mainly as the first pilot, and used 251 airfields or landing grounds across 51 countries. A man of honour, courage, and modesty, he served his country with distinction, and he was widely respected for his exceptional piloting and leadership skills.
Wing Commander Arthur Ashworth, a proud WWII veteran, earned honours including the DSO, DFC and Bar, and AFC and Bar, along with a Mention in Dispatches. He flew in the Europe, the Pacific, and the Middle East theatres, flying both bombers and fighters, completing an impressive 78 sorties. His career saw him transition from propellor to jet driven aircraft, biplanes to bombers, from a small rural town in New Zealand near the bottom of the world to the UK and Germany nearly 19,00kms away. Hotelier. 'World's Worst Golfer'. More importantly, though, he was a beloved son, cherished brother, loving and dedicated father, uncle, friend, 'bigger than life', and 'a real character'.
On 19 February 1994 aged just 73 years young, Arthur Ashworth passed away in Bournemouth, England. A hero in my family, not only due to his exploits during the War. Over 200 former comrades and friends attended his funeral, reflecting the enormous respect held for the Wing Commander. A formidable line of be-medalled veterans formed an honour guard, and his casket was draped with the New Zealand flag, his cap and medals on top.
Following the death of his wife, Arthur Ashworth's ashes were brought back home to New Zealand on 18 January 2018. A service attended by approximately 80 people, including RSA representatives and members of his extended family, was held to commemorate his life. The event took place at the Ashworth family cemetery plot in Alexandra, proudly led by his youngest brother, Vincent, and daughter-in-law, Maria Ashworth, honouring his final wishes.
I missed out on meeting my great-uncle Arthur, but I have spent a bit of time with his equally impressive youngest brother, Vincent, who’s pretty legendary in his own right. I also share Arthur's name as my first middle name, passed down via my father whose own first name was Arthur. As far as I know, Dad never went by 'Artie', however. And my first name is carried with honour, as I was named after his closest friend and brother, fellow WWII pilot Corran, albeit with a different spelling (thanks, Mum!). Sadly, I never got to meet my dad's mother, one of Artie's older sisters, so my insights into the Ashworth family came a bit later in my life. Nevertheless, the life stories of Arthur, Corran, and Vincent make me make me fiercely proud to share this bloodline.
Artie Ashworth was a wonderful person. I am privileged to have known him. I first met him around 1981 when I was dating his son Corran, whom I later married. He was a lovely, kind hearted soul, a real gentleman. He still had his New Zealand ways about him, but was settled into the English way of life, having lived in the UK for longer than New Zealand.
Daughter-in-law Maria Ashworth reflects.
From 'A Legend in His Time' - The Artie Ashworth Story' by Vincent Ashworth
❞Arthur's son Corran passed away in 2007.
When I set out to write this story, I knew Artie had served with distinction throughout his career. But I did not fully appreciate how much this man from a small rural New Zealand town packed into a comparatively short life. I pondered about the title and wondered if perhaps it was just some romantic thought of someone who had always considered him a hero. I asked myself, is this just hero worship?
Now, however, having researched his career, and having written the story, I am in no doubt that Artie Ashworth was a brave, skilled, and honourable man, who served his country with distinction. But he was more than that. He was also a loving father and a kind and caring man.
He was a humble, very special person. He was, indeed, a legend in his time.
Vincent Ashworth, concluding the biography he authored:
'A Legend in His Time' - The Artie Ashworth Story'
Citations for the above medals
