Royal Air Force
Air Vice-Marshal William Bertram Callaway, CBE, AFC, DL
(1889 - 1974)
THE CASE OF THE MISSING
The growth of the Royal Flying Corps was slow, because, at first, its only duties were thought to be reconnaissance and spotting for the artillery. Also, until 1915 at least, there was no such thing as a serious aircraft industry in Britain. Even when it got started the speeded up rate of expansion of the RFC meant that many squadrons had to use French aircraft. The RFC also relied primarily on French aero engines throughout the war. Some indication of the expansion is given by the number of aircraft produced by the British aircraft industry: 200 in 1914, and 2,000 in 1915, 6,000 in 1916, 14,000 in 1917, and 24,000 in 1918. Hundreds were wrecked in training and hundreds more were destroyed in combat or in accidents in France, but the number of first line squadrons increased steadily. Large numbers of officers were required for all the new squadrons and training schools, not only as pilots and observers but as commanding officers, adjutants, engineer officers, photographic officers, intelligence officers, and so on. Staff officers were also required for the headquarters of the various wing and brigade headquarters which administered the squadron, as well as at the GHQ of the RFC in France and in London. I thought that our man had almost certainly come in at this stage, between 1915 and 1917.
A great many of the officers for these appointments came from infantry and cavalry regiments and kept on wearing their regimental uniforms while they were attached to the RFC. Young officers commissioned directly into the Royal Flying Corps wore the "maternity jacket" of that corps - in khaki, of course, since the RFC was an army unit. This explains why any squadron picture of the RFC from 1916 and 1917 is likely to include officers in Scottish trews or kilts, in cavalry breeches, in Australian uniforms, in American uniforms toward the end of the period, and in the famous maternity jacket. There will be no naval uniforms, they appear only in pictures of squadrons of the Royal Naval Air Service at this time and are usually the only uniforms in sight.
Now an officer who was between 24 and 29 when the First World War broke out, was transferred to the RFC in 1915 or 1916, and was granted a permanent commission in the RAF in 1919 or 1920, was very likely to have already had about six years service before the war started. It was therefore a fair guess that he would have been at the Royal Military Academy at Sandhurst and that he would have been commissioned at the age of 18 between about 1903 and 1908. We would therefore expect to find him in the Army Lists between those dates. If he came from the navy he might crop up in Navy records even earlier, since the Royal Navy have always been notorious cradle snatchers.
The Royal Flying Corps fought the air war for the army between August 1914 and March 1918. The Royal Naval Air Service did it for the navy. There was tremendous expansion and, of course, tremendous losses. I seem to remember reading somewhere (probably in The Birth of Independent Air Power by Malcolm Cooper) that in 1918 the RFC was losing, every month, the equivalent of the full strength of the corps as it had been in 1917. Then on 1 April 1918, to the great disgust of many of the officers, the RFC and the RNAS were merged into one service, henceforth to be known as the Royal Air Force.
When the war ended, just over seven months later, in November 1918, there was immediately an enormous cutback in men and materials in the RAF. As Sir Maurice Denn puts it, in The Royal Air Force and Two World Wars, "The Royal Air Force was speedily run down from its wartime strength of 280 squadrons to a force one-tenth that size, mostly abroad." Only those who were considered to be the very best, or the most experienced, which is not necessarily the same thing, were offered permanent commissions in the new service. My missing air vice marshal from the 1940s must therefore have had a fair amount of significant service in the Royal Flying Corps or the Royal Naval Air Service to have been offered and been granted a permanent commission in the Royal Air Force around 1919 or 1920. In 1920 he would, of course, have been 35 years old if he was born in 1885, or 30 years old if he was born in 1890 - not an age at which to start looking for a new career. If he had been at Sandhurst (the army's officer cadet school) before the war, he would have been commissioned at the age of 18 and would appear in the Army Lists between 1903 and 1908. These are on the open shelves at the PRO at Kew, and the Prince Consort's Library in Aldershot has a special room full of them, going back to about 1750 as I recall.
If our man had been a naval cadet at Dartmouth, presumable he would have started at about 11 or 13, but I know very little about the navy. However, there are Navy Lists also at the Public Record Office.
My inquirer now had a date (within a range of five years) for her uncle's birth; she had an estimated date for his original commission in the army or the navy; she had a pretty certain date for his first commission in the Royal Air Force and she had his rank and approximate age in 1939/1940. She could rely on the fact that he hadn't been Air Officer Commanding Fighter Command between 1936 and about 1943, and, if he was 50 years of age in 1940, it was reasonable to look for his death certificate between, say, 1950 and 1990. The RAF Lists would undoubtedly fill in most of the rest of his details. It was now her problem and, as A. J. Camp said recently, it was up to her to "get out there and trace something."
About a month ago I found myself with a spare couple of hours at the PRO, so I decided to see how my speculations about Air Vice Marshal Callaway would have worked out in practice, by looking at nothing more than the Army, Navy and RAF Lists on the shelves.
I couldn't immediately see the Army Lists, but the Navy Lists were staring me in the face, so I decided to start with them. I took down the volume for 1912 and there in the alphabetical index were three Callaways. One of them was W. B., so I had apparently been right about his having already been a serving officer at the beginning of the First World War, even if he was in the navy rather than the army.
Against his name in the Navy List were the letters AP, with seniority from 15 October 1910, so I was right again about his having had about six years service before the war. I looked up "AP" in the abbreviations at the front of the book and found that it meant Assistant Paymaster. I had a vague idea that this didn't merely mean a sort of glorified accounts clerk. I thought it was a phrase that the navy used for staff officers, but it hardly mattered. I assumed that he was probably a lieutenant or sub-lieutenant, aged about 25. This would have given him a date of birth around 1887, which was bang in the middle of my first estimate of 1885-1890.
It would have been interesting to trace the date at which Callaway transferred, presumable, to the Royal Naval Air Service, and his subsequent service throughout the First World War, but I didn't have time. Instead I turned straight to the RAF List for 1919. There I found only one Callaway, and he had the initials W. B. He was shown as captain, with seniority from 1 April 1918, because the RAF hadn't yet sorted out its own rank designations in 1919. His captaincy was, of course, an army rank, not a naval one. An army captain equates with a lieutenant in the navy, whereas a navy captain equates roughly with a full colonel or a brigadier in the army.
Callaway therefore wasn't a very senior officer for his age and service in 1919, but he had probably been a couple of ranks higher during the war and had to come down in the much reduced peacetime RAF. Meanwhile, his name in the RAF List for 1919 was now marked with an S. When I looked that up in the abbreviations, I found that it meant Seaplane Officer. That sounded very reasonable for an ex-navy man in a service which then had lots of seaplanes and continued to use them for most of the next 20 years.
What he was actually doing didn't interest me very much, so from 1919 I jumped 10 years to 1929, and there was William Bertram Callaway. By then he was a wing commander with seniority from 1 July 1926. Also, he had an AFC, which stand for Air Force Cross and is awarded for bravery while flying, other than in action against an enemy. The DFC or Distinguished Flying Cross is for bravery while flying in action against an enemy. The citation for Callaway's AFC would presumably be in the London Gazette somewhere between 1919 and 1926. The RAF List also had the letters "qs" against his name and the list of abbreviations tells us that this means he had qualified at a military or naval staff college.
This was obviously my man and, since he had apparently ended up as an air vice marshal, it was interesting to see that among the other wing commanders at this time was one Keith Park, AFC, DFC. He had seniority from 1 January 1929 and was "psa": a graduate of the RAF Staff College. Keith Park, you may remember, commanded 11 Group of Fighter Command during the Battle of Britain.
By 1929 the RAF List was coming out twice a year and in the second volume I found that, from 7 September 1929, W. B. Callaway had been senior RAF officer in the aircraft carrier HMS Furious. Again a very reasonable appointment for a former naval officer. I won't bother to detail all the units and officers under his command, some of whom were Royal Air Force and some were Royal Navy. They were all there but it must suffice to say that the HMS Furious and/or Callaway, administered two flights of Fleet fighters, three flights of Fleet Spotter Reconnaissance aircraft, and two flights of Fleet Torpedo Bombers, some of which were based at shore stations. Each flight had about six RAF and RN officers - 36 all told. This suggests to me that there would probably also have been around 300 "other ranks" - sailors and airmen - but they are not listed individually.
By jumping another nine or 10 years to the RAF List for 1939, I discovered that William Bertram Callaway's career had taken a sharp turn for the better. Someone must have decided that as he was getting seriously senior it was about time he shed his naval bias and found out what the Royal Air Force was all about. Broadly speaking, if you were after promotion and pay in the RAF in the 1920s and the 1930s, it was as well to subscribe publicly to the notion that the whole point of the RAF was to serve as a bomber force. Whether he did or not, I obviously can't say, but on 17 August 1937 he had been appointed Air Officer Commanding 5 Group of Bomber Command, based at Grantham in Lincolnshire. On my revised estimate of his date of birth (1887) he would have been 50 years of age at that time. I forgot to make a note of his rank but he was presumably an air commodore. He now had under his command no less than seven squadrons - 211 Bomber Squadron at Grantham; 144 Bomber Squadron at Hemswell; and 44, 50 and 110 Bomber Squadrons at Waddington, with 61 Bomber Squadron apparently split between Hemswell and Waddington.
I already knew (from the books by Hastings and Middlebrook) that he had still been AOC 5 Group until September 1940, so now I skipped to 1943, the fourth year of the war, to see if the RAF List said anything about him then. I expected the wartime lists to be pretty thin and uninformative, but to my surprise there he was again. By then he was fourth on the list of air commodores, but he was shown as an acting air vice marshal serving as Senior Air Staff Officer to Air Marshal Sir Trafford Leigh Mallory, who was Air Officer Commanding Fighter Command. He had been appointed that position on 28 November 1942.
There was the source of the family legend that he had been in charge of Fighter Command. He hadn't , but he wasn't far off it. Since Leigh Mallory was the AOC and Callaway was his SASO this meant broadly that Callaway (in conjunction with the operational troop commanders) would advise Leigh Mallory from day to day on resources in terms of the numbers of pilots, aircraft and airfields available at any given moment and their fitness for combat, as well as losses and the availability of replacements from Training Command. Leigh Mallory would then decide on the best use he could make of his resources in terms of strategy and tactics and form an operational plan with his group commanders. Then it would be Callaway's job to ensure that Officers, men, aeroplanes, airfields, ammunition, fuel, rations and everything else were laid on at the right place and the right time to make the operations possible - but he was not the Air Officer Commanding. He had a very important job but, as is so often the case with family legends, it was not quite as important as his niece had thought.
I was a bit startled by the enormous amount of detail published about senior officers and their appointments in these wartime lists. Whether they were actually distributed during the war I don't know, but it seemed no wonder that junior officers shot down over Germany were equally startled to discover how much the Germans knew about the RAF command structure. Junior RAF officers would have been fairly ignorant of this subject. They probably never looked at an RAF List themselves, but the Luftwaffe's intelligence branch would, of course, have been studying them busily year by year and following the careers of all the regular officers.
For my part, I was getting a bit bored with Air Vice Marshal William Bertram Callaway. Obviously he was my man, since he was the only Callaway in the RAF List. The other two Callaways in the Navy List before World War I had apparently never transferred to the RNAS, or, if they had, they had not transferred to the RAF in 1918/9. However, since William Bertram was the one who had been in charge of Fighter Command, more or less, and he would have been about 57 in 1945, I thought I might as well follow him through to the end.
The list for October 1944 showed that he was fourth in seniority on the list of air commodores and he was still SASO at Fighter Command. By then the Air Officer Commanding was Air Marshal Sir Roderic Hill, who had been in that job since 15 November 1943. Callaway was obviously providing a sort of backbone of continuity for a succession of Air Officers Commanding. I wondered, indeed, whether Callaway was supposed to carry Hill - a rather absent-minded scientific type famous for having designed his own house but forgetting to include a staircase to the upper floor. His daughter tells this and other tales in the biography of her father which she wrote 30 odd years ago.
In the RAF List for 1945, Callaway was still shown as an air commodore, but he was now second on the list and he was still serving as an acting air vice marshal in the job of SASO at Fighter Command. By this time he has acquired a CBE (Commander of the Order of the British Empire) and I noticed that he had been passed, in terms of rank, by several people who had been his juniors on the wing commanders' list way back in 1929. One of them was a man named Champion de Crespigny and another was Keith Park. Newspaper journalists are fond of finding failure and disgrace in that sort of situation, but that is, of course, nonsense. Callaway's career had been admirable, but not everyone can be top of the tree.
The RAF List for 1950 showed that Callaway had retired on 6 May 1945 (two days before the end of the war in Europe) still in the rank of air commodore, but permitted to retain the rank of air vice marshal. I hope he got the pension to go with it. This issue of the list finally revealed the dreaded secret of his date of birth. It was 15 October 1889. I was two years out, but it was still neatly within the bracket of five years that I had guessed at two years earlier, even before I had first discovered him as an air commodore at 5 Group.
If I had bothered to follow through the later lists, after 1950, I would eventually have come to one in which his name disappeared even from the list of retired officers. That would naturally give a pretty clear indication of the date of his death. I believe that the RAF List now includes an obituary list but I don't think it did so then.
One could, of course, build up a much more detailed story. Anyone who cared, could track him year by year and post by post. They could also track down the history of the units through the official history and myriad unofficial histories of bits of the RAF. Also, I have no doubt that there are still dinner clubs and the like of, say ex-officers of 5 Group or of HQ, Fighter Command, even perhaps of HMS Furious, some of whom would have served with or under Air Vice Marshal William Bertram Callaway. By getting in touch with them, one might well reach a position at which it would be possible to write a very detailed biography, especially if it could be filled in with stories and photographs supplied by family and friends.
Bomber Command by Max Hastings, published by Michael Joseph, 1979, ISBN 0718116038.
Flying Corps Headquarters, 1914-1918, Maurice Baring, Heinemann, 1930 (out of print).
The Air Weapon by C. F. Snowden Gamble, Oxford University Press, 1931 (out of print).
The Birth of Independent Air Power by Malcolm Cooper, Allen and Uawin, 1986, ISBN 0049422049.
The Royal Air Force and Two World Wars by Sir Maurice Dean, Cassell, 1979.
The War Diaries of Bomber Command by Martin Middlebrook, Viking Press, 1985, ISBN 0670801372.
~ Article written by Brian Haimes for Family Tree Magazine UK, Vol. 7, No. 12, October 1991
AOC 5 Group, 1937-9
The son of a Royal Navy engineer captain, William Bertram Callaway was born on 15 October 1889 and educated privately before following his father into the Royal Navy in 1907. He spent nine years in the RN before transferring to the RNAS in 1916, when he won the AFC, and was commissioned into the RAF in 1918. As an Air Commodore, Callaway became the first AOC of the newly created 5 (Bomber) Group on 17 August 1937 and relinquished the appointment two years later to AVM Arthur Harris, who was later to become AOC-in-C Bomber Command. Promoted AVM in 1942, Callaway retired from the RAF in 1947 to become Divisional Controller, SW Division, Ministry of Civil Aviation, where he remained until his retirement in 1953. He lived at Lingfield in Surrey until his death on 28 August 1974, aged eighty-four.
~ From http://www.raf.mod.uk/bombercommand/commanders/group.html
MILITARY DESIGNATIONS AND RANKS
Air Vice-Marshal William Bertram Callaway, CBE, AFC, DL
Born: 15 Oct 1889 Retired: 6 May 1945 Died: 28 Aug 1974
1 Jan 1943
AFC - 3 Jun 1919
MiD - 1 May 1918
MiD - 17 Mar 1941
MiD Ė 1 Jan 1945
PR2 - 12 Jun 1945
DL (Gloucestershire) - 1953
Midín: xx xxx xxxx
Sub-Lt: xx xxx 1907
Ass't Pay: 15 Oct 1910
Flt Lt: 23 May 1917
Flt Cdr: xx xxx xxxx.
(Royal Air Force):
(T) Capt [Lt]: 1 Apr 1918
Capt: 1 Dec 1918
Flt Lt: 1 Aug 1919 [1 Apr 1918]
Sqn Ldr: 1 Jan 1921
Wg Cdr: 1 Jul 1926
Gp Capt: 1 Jul 1933
A/Cdre: 1 Jul 1937
Act AVM: 25 Nov 1942 - 1 Feb 1945
1907: Officer, Royal Navy
17 Sep 1912: Assistant Paymaster, HMS Cumberland
Served aboard the Cruiser, HMS Cumberland, which was a Training Ship for Naval Cadets, as an Interpreter.
xx xxx 1916: Officer, RNAS
1 Aug 1919: Awarded Permanent Commission as a Captain (Seaplane)
1 Sep 1919: Staff Officer 2nd Class (Air Staff), HQ Coastal Area
31 Oct 1919: Staff, Ground Wing, RAF College - Cranwell
22 Jan 1920: Removed from the Navy Lists on being awarded Permanent Commission in RAF
xx xxx xxxx: Staff, No 2 School of Technical Training (Boy's)
23 Jan 1922: Staff, School of Naval Co-operation
5 Feb 1923: Staff, RAF Base Calshot
1 Apr 1923: Officer Commanding, No 480 (Flying Boat) Flight
4 Feb 1926: Flying Staff, HMS Eagle
21 Jan 1927: Attended Army Staff College, Camberley
3 Jan 1929: Staff, HQ No 10 Group
7 Sep 1929: OC Flying, HMS Furious
6 Aug 1930: Staff, Deputy Directorate of Staff Duties
1 Sep 1933: Officer Commanding, RAF Base Calshot
20 Mar 1936: Officer Commanding, No 203 Sqn
17 Aug 1937: AOC, No 5 (Bomber) Group
11 Sep 1939: Assistant to AOC, No 18 (Reconnaissance) Group
16 Oct 1939: SASO, HQ No 12 (Fighter) Group
25 Nov 1942: SASO, HQ Fighter Command
15 Oct 1943: SASO, ADGB
xx xxx 1945: Commandant, Midland Command, ATC
xx xxx 1947: Controller, South West Division, Ministry of Civil Aviation
RAF 5 GROUP HISTORY
Formed 1 Apr 1918 in VII Brigade from Dover-Dunkirk Group RNAS. Transferred to South-Eastern Area, 8 May 1918. (Operations) added 8 Aug 1918. Raised to Command status, 15 Aug 1918. Reduced to Group status in South-Eastern Area, 25 Feb 1919.
Disbanded, 15 May 1919.
Reformed 1 Sep 1937 as No 5 (Bomber) Group in Bomber Command.
Disbanded 15 Dec 1945.
Badge Authorized: March 1945
1 Apr 1918 Lt Col F C Halahan
xx May 1918 Brig-Gen C L Lambe
15 May 1919 - 1 Sep 1937 Disbanded
17 Aug 1937 A/Cdre W B Callaway
11 Sep 1939 AVM A T Harris
22 Nov 1940 AVM N H Bottomley
12 May 1941 AVM J C Slessor
25 Apr 1942 AVM W A Coryton
28 Feb 1943 AVM The Hon R A Cochrane
16 Jan 1945 AVM H A Constantine
~ From http://www.rafweb.org/Grp01.htm
SHIPS ON WHICH HE SERVED
Air Vice-Marshal William Bertram Callaway, CBE, AFC, DL
The fourteenth HMS Cumberland was a 9800 ton armored cruiser launched in 1902. She was re-commissioned in 1917 and was used to escort transatlantic convoys from Nova Scotia and New York to the United Kingdom, a duty which occupied her until the end of the First World War.
~ From https://en.wikipedia.org/wiki/HMS_Cumberland_%281902%29
HMS Eagle was built at Clydebank, and was launched on the 8th of June 1918, a former Battleship construction suspended in 1914. during World War II HMS Eagle served off China in 1939, East Indies 1939 - 1940, Mediterranean in 1940 - 1941. and in the South Atlantic 1941 - 1942 and Force H in 1942, she was sunk by U-73, North of Algiers on the 11th August 1942.
Capable of carrying 40 planes she was originally destined to be a battleship for Chile but was bought back and altered.
Displacement: 22,600 tons. Speed: 23 knots. Armament: twelve 6 inch guns, four 4 inch AA guns, four 3 pdr guns and six 21inch torpedo tubes. Complement: 950.
~ From http://www.battleships-cruisers.co.uk/hms_eagle.htm
HMS Furious, a 19,513-ton aircraft carrier, was built at Newcastle-on-Tyne, England. Begun as a light battle cruiser (or "large light cruiser") of modified Courageous class, she was modified in the latter stages of construction and completed in July 1917 with a single 18-inch gun aft and an aircraft launching platform forward. After several months' experience with the Grand Fleet, she was further modified, receiving an aircraft landing deck and hangar aft. With the completion of that work in March 1919, Furious returned to the North Sea, providing important experience in the operation of combat landplanes at sea. On 19 July 1918, she launched a historic air strike that destroyed two enemy airships and their support facilities at Tondern, in northern Germany. A month earlier, in another historic incident, she had used both anti-aircraft guns and fighter aircraft to thwart an attack by German seaplanes. Following the end of World War I, the carrier operated in the Baltic Sea.
Her wartime aircraft landing arrangements having proved very unsatisfactory, Furious was laid up in reserve in late 1919. After further experience with other aircraft carriers, she was massively reconstructed, emerging in August 1925 as a 22,450-ton ship with upper and lower hangars, topped by a long flight deck clear of obstructions, with a shorter aircraft launching deck at the bow. This configuration established a pattern for other British and Japanese aircraft carriers of that era.
Furious operated actively through the inter-war years, continuing her pioneering work as a platform for developing seagoing aviation techniques and combat doctrine, as those applied to the situations confronting the Royal Navy. In the later 1930s, her small forward aircraft flying-off deck was converted to a gun platform and she was refitted with a small "island" superstructure amidships on the starboard side of the upper flight deck.
Through the first five years of World War II, Furious served with the Home Fleet in the Atlantic area. By mid-war, she was quite elderly, limited in capabilities, and required continual maintenance. She took part in an attack on the German battleship Tirpitz in April 1944, but was placed in reserve later in that year. After post-war employment in target trials, HMS Furious was sold for scrapping in January 1948.
~ From http://www.history.navy.mil/photos/sh-fornv/uk/uksh-f/furis-6.htm
Richard Gould Callaway, W. B. Callaway's father was serving in the Royal Navy on board
this ship in 1881 as an Engineer.
Minotaur Class ironclad battleships built 1863-66. Ships of the class were HMS Minotaur, HMS Agincourt and HMS Northumberland.
HMS Agincourt at anchor in Bantry Bay c. 1884 when she was second Flagship of the Channel Fleet.
Converted to a training ship and renamed Boscawen III in 1904, then Ganges II in 1906. Broken up in 1927.
~ From http://www.battleships-cruisers.co.uk/minotaur_class1.htm
Air Vice-Marshal William Bertram Callaway, CBE, AFC, DL
|William Callaway||36||Blacksmith||Eggbuckld Devonshire|
|Lavinia (Gould) Callaway||36||wife||Eggbuckld Devonshire|
|Lavinia Callaway||6||dau||Tam Foliott Devonshire|
|Richard G Callaway||4||son||Tam Foliott Devonshire|
|Alice C Callaway||2||dau||Tam Foliott Devonshire|
|Fanny M Callaway||4 mon||dau||Tam Foliott Devonshire|
|Ann Gould||66||m-i-l||Eggbuckld Devonshire|
From the 1881 England
Dwelling 4 Liberty St.
Census Place : Plymouth St. Andrew, Devon, England
Page Number 21
living in a Lodging House with others are:
Jane D. Callaway 28 born in St. Heliers, Jersey, Channel Islands, wife of Engineer R.N.
Sylvia Alice Callaway dau 11 born in Tamerton, Devon, England
Janie Alice Callaway dau 4 born in Portsmouth, Hampshire, England
|Richard Gould Callaway||44||Staff Engineer
|Devonshire Tamerton Foliott|
|Jane D (le Moignan) Callaway||38||wife||Jersey St. Helier Channel Islands|
|Sylvia K Callaway||14||dau||Devonshire Tamerton Foliott|
|Janie D Callaway||10||dau||Hants Portsmouth|
|Richard B G Callaway||9||son||Devonshire Plymouth|
|Ruth L Callaway||3||dau||Devonshire Stoke|
|Ethel W Callaway||2||dau||Devonshire Stoke|
|William B Callaway||1||son||Kent New Brompton|
|Alice K Callaway||3 mon||dau||Kent New Brompton|
|Name||Age in 1901||Birthplace||Relationship||Civil Parish||County/Island|
|Alice Kathleen Callaway||10||New Brompton, Kent, England||Daughter||Hornsey||Middlesex|
|Ethel Winifred Callaway||12||Stoke, Devon, England||Daughter||Hornsey||Middlesex|
|Frank Morgnan Callaway||9||New Brompton, Kent, England||Son||Hornsey||Middlesex|
|Jane Denise Callaway||48||St Helens, Jersey, Channel Islands||Wife||Hornsey||Middlesex|
|Janie Denise Callaway||21||Portsmouth, Hampshire, England||Daughter||Hornsey||Middlesex|
|Richard Gould Callaway||54||Taunton, Devon, England||Head||Hornsey||Middlesex|
|Ruth Lilian Callaway||13||Stoke, Devon, England||Daughter||Hornsey||Middlesex|
|Sylvia Alice Callaway||24||Taunton, Devon, England||Daughter||Hornsey||Middlesex|
|William Bertram Callaway||11||New Brompton, Kent, England||Son||Hornsey||Middlesex|
Jane D. le Moignan is Jane Denize le Moignan, daughter of Charles le Moignan and Anne Hocquard who married at St. Clement, Jersey, Channel Islands on 10 Mar 1838. Charles was a Master Mariner.
William Bertram Callaway married Evelyn Winifred Trim in 1925. She was the daughter of the Sheriff of Southampton. They had only one child, Juliet Callaway. Juliet went to school at St. Margaret's Bushey, then trained as an actress at the Royal Academy of Dramatic Art, London, England.
William Bertram Callaway
(click to enlarge)
BIG FLYING BOAT'S ADVENTURE
Moored to Tramp Steamer in Thames Mouth
Night Aboard Vessel
March 22, 1927
The giant flying boat which was reported missing off the South Coast last evening has turned up safely today under somewhat remarkable circumstances.
It was at about 3 p.m. yesterday that Squadron-leader Calloway, who is in charge of Number 480 flight at the Royal Air Force Station, Calshot, Hants, took the machine up, accompanied by a crew of five men, for the purpose of delivering it at the works of Messrs. Short Bros., Rochester.
The vessel, which is of the twin-engined F-5 type, was to be re-conditioned. Shortly after leaving Calshot fog was encountered, and the non-arrival of the flying boat, coupled with the complete absence of news as to its whereabouts, occasioned considerable alarm.
Today, however, all fears were set at rest, for the flying boat arrived safely at the Isle of Grain.
Along the Water.
Squadron-leader Calloway and his crew had spent the night on board an anchored tramp steamer, to which they had moored the flying boat. They had suffered no injury. The ship was the S.S. Nephrite. Captain Jones, a Belfast man, treated them well, with eggs and bacon and hot tea.
Finding himself enveloped in a thick haze at Sheerness, Squadron-leader Calloway steered for the open sea and skimmed along the water until he sighted the tramp.
When daylight came he flew to Grain, completing the journey to Rochester later.
Weighing about six tons, the flying boat belongs to a type that was much used during the war. It is equipped with two Rolls-Royce Eagle engines, each of 360 horse-power.
(article written about 1944)
Air Vice-Marshal W. B. Callaway, Senior Air Staff Officer at Fighter Command, has given up his job, I understand. He is the first victim of the new "too old at fifty" rule in the R.A.F. - he is 56 this year.
He has been transferred to the Air Training Corps and given the post of regional commander. His place at Fighter Command has been filled by Air Commodore G. H. Ambur, who has been his deputy for the past year or so.
I expect that Air Commodore Ambur will now be promoted to Air Vice-Marshal.
THE FLYING BOMB MAN
(article written about 1944)
Unavoidably, Air Vice-Marshal Calloway is known to everyone in the R.A.F. as Cab Calloway. He has been S.A.S.O. at Fighter Command for the past three years. Sir Trafford Leigh-Mallory brought him there.
He is a short, dark man, dapper, with a low-pitched voice, and sharp featured. He played a big part in the counter-measures against the flying bombs. On the night when the first flying bomb came over he left his bed to go down to the Operations Room at his headquarters to take charge.
Simon Webb, W. B. Callaway's grandson, has also submitted to CFA copies of W. B. Callaway's birth certificate and marriage certificate.
SHERIFF OF SOUTHAMPTON
Title: The Mayor and the
Sheriff of Southampton and a happy band of people greet Don Bradman.
Source: Dan Bradman Scrapbooks, Vol. 33, 1938, pg. 51
Summary: A photo of Bradman with the Mayor of Southampton, and the Sheriff of Southampton, surrounded by a crowd of smiling people, at the arrival of the Australian Cricket Team for the 1938 tour of England.
Note - This Sheriff of Southampton may be Sheriff Trim mentioned above.
~ From http://www.slsa.sa.gov.au/bradman/scrapbooks/33/bsb33051.htm
Additional information about Air Vice-Marshal William Bertram Callaway can be found in Kelly's Handbook to the Titled, Landed and Official Classes.
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