Kenneth Matthew Rogers
12.07.1922 – 21.02.2001
Compiled from personal recollections and the assistance of his family (son Ian and daughter Cathy)
By Peter B Munday (A.I.S.T. Rtd.) Copy Right
Preface
In the late 1960’s I was employed as an Experimental Officer by the Tobacco Research Board of Rhodesia on the Kutsaga Station. At that time I was working in the Entomology Department developing pesticide application techniques and screening insecticides against a number of insect pests in the soil and on the tobacco leaf. Because of the outbreak of the voracious leaf eating caterpillar, commonly called ‘lace worm’ (Spodoptera littoralis) in the Centenary farming area north of the then capital city of Salisbury (now Harare, Zimbabwe) we were requested to evaluate the efficiency of an insecticide formulation based on monocrotophos*.(* subsequently de registered and withdrawn from the market)
The tobacco field to be sprayed by aircraft was on Phillip de la’ Fargue’s farm in the Centenary area. The spray company contracted was Agric Air Ltd. The pilot to whom we were introduced was Ken Rogers. Ken was very keen to co-operate and even assisted Dr Mike Shaw and I when collecting leaf samples from the tobacco plants. After we had taken leaf discs from unsprayed and sprayed plants at three levels the discs were taken back to the Kutsaga laboratory where a bioassay.
The trial was to lead to my professional association and collaboration with Agric Air Ltd. The introduction to Ken Rogers resulted in a friendship which was to last for over 30 years. Shortly afterwards I resigned from the TRB and joined the newly merged Ciba-Geigy Ltd. The Company sponsored a 7 week long Pesticide Application Course held specifically for selected Technical personnel. I was privileged to attend the course held in Switzerland and participate thereafter in many follow-up seminars.
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War time experiences recalled.
In the late 1980’s when I started collecting military medals and researching the recipients, Ken showed interest and even voluntarily contributed some of his own Second World War stories. He had flown the Hurricane, Spitfires and later the larger Hawker Typhoon and participated in numerous air and ground attack actions. He allegedly never been issued or claimed his medal entitlement from the British Ministry of Defence. Such was his modest nature and character.
Ian Rogers ,Ken’s son applied for his father’s medals and informed the family and I by e-mail (May 19th2001) that he had received the following medals from the British Ministry of Defence. :-
The 1939-45 Star; The Air Crew Europe Star, with bar ‘France and Germany’; The Defence Medal and The 1939-45 War Medal, with an Oak Leaf. * (Signifies M.I.D.)
*To date our research has failed to produce the London Gazette which substantiated the ‘Mention in Despatches’ denoted by the issued Oak Leaf emblem.
One example of his collaborated war stories and researches is that I had in my collection a Second World War “Air Crew Europe Star” that had been hand engraved with a name “A. McIntyre”. Upon discussing this medal with Ken he said “Oh yes that was ‘Sandy’ McIntyre, I remember the day he and two other RAF pilots were ‘jumped’ (slang for shot down) over the English Channel”. Apparently the three losses were attributed to a squadron of German ME 109’s, according to Ken and the date July or August 1943. My memory is fading but one of the others was Johnny Bidulph.
Up until that time one of our research books was the two volumes of McDonald’s “War History of Rhodesia”, which listed the Roll of Honour (casualties) alphabetically but did not give whether the deceased was Army, Airforce or Navy. So Ken and I sat down and went through the ‘Roll of Honour’ and marked those names which Ken knew served in the RAF. I mentioned this to Peter D. Cooke, Wng Com. Rtd. Ex Rhodesian Air Force and Chairman of the Zimbabwe Medal Society. I believe that assisted Peter and his wife Anne in their research project which culminated in the production of the definitive history of the Rhodesian Airforce – “The Pride of Eagles”.
~**~
One of Ken’s war stories was subsequently reported in the Hunting Group News Letter, The Fielder, Page 11, November 1991.The article was titled, “What a co-incidence” and appeared in three parts which are paraphrased here.
PART ONE
Ken , an ex - Prince Edward school student raised in the Salisbury Suburb of Hatfield, was a pilot with 266 (Rhodesia Squadron) of the R.A.F., flying Typhoons a rocket firing fighter bomber based in Belgium.
The Dutch Resistance had requested a rocket attack on the SS and Gestapo Headquarters in a built up area of Amsterdam. As there was a school nearby, the operation would have to be timed during lunch hour or on a Sunday to minimise the risk to the local children. The death of any prisoners in the Gestapo HQ would be preferable to the torture they were undergoing or about to receive.
The Dutch Resistance had made a detailed scale model of the multi-story building with a single story Mess attached. It was located in the South Western part of Amsterdam. The Model when used with detailed aerial photographs showing surrounding road and water ways assisted the Pilots to memorise the layout and country side features in order to access the Head Quarters to best advantage with accuracy. The approach was carried out flying on a northerly course just to the west of the city. After passing abreast of the target zone the squadron turned right over Amsterdam so that the target would appear on the right hand side. It was comparatively easy for the pilots to pick out the Gestapo and SS Headquarters. The aircraft flew in single file and released their rockets in turn directly into the target. After engaging the target the squadron reformed, headed towards Antwerp and safely returned to base with no losses.
Aerial photographs taken a while later confirmed that the HQ and the mess had been destroyed.
PART TWO
It is now November 1944 in Amsterdam, Holland. A young boy called Dolf, who has lived there all his life; knows the area well and in particular the fact that the German SS and Gestapo have occupied the Boys and Girls School buildings. The trigger happy German army guards were not much older than Dolf himself and were naturally feared by the local people.
Dolf’s birthday was on Monday 27thNovember and in 1944 he celebrated his 14th Birthday. Dolf’s parents had invited a few of his friends around to their home for Sunday lunch to celebrate. The party was on the fourth floor and they clearly saw the Typhoons making a turn into the attack run towards the German Head Quarters located in a predominantly Jewish area a mere three hundred metres away. The boys rushed down stairs and were in time to see the last two aircraft launch their rockets which struck with accuracy and precision. The noise of the aircraft combined with the explosions of the rockets was sufficient to have a lasting impression on the lads. A short time later, as the lads investigated the scene, it was clearly evident that the HQ had been well and truly bombarded.
PART THREE
One Saturday morning many years later, two couples were sitting at adjoining tables in a very crowded and popular Harare tea room. One couple was speaking English whilst the other couple were speaking in a Dutch. This prompted dialogue between the couples as follows :
English - “Excuse me, can’t help over hearing you. Are you from Belgium”?
Dutch - “No we are from Holland”.
English - “Oh, whereabouts in Holland?”
Dutch - “My wife is from the east and I’m from Amsterdam. Do you know it? “
English - “I knew it during the Second World War. I bombed Amsterdam!”
Dutch - “I grew up there during the War. Were you with the RAF?”
English - “Yes I was, we flew out of an airfield in Belgium during 1944”
Dutch - “And you attacked the Gestapo Head Quarters in Amsterdam at 1.30 p.m. on Sunday 26th
November 1944?
English – “How can you possibly be so sure of the details after all this time?”
Dutch – now introduced himself as Dolf. “I had some friends round for a Birthday celebration and
we were interrupted.”
English – “I’m Ken Rogers and I certainly was in that attack and it could well have been on that date.
I’ll check in my Log Book!”
As it turned out Ken and Dolf lived with their families in the suburb of Hatfield in Salisbury, Rhodesia. With the passage of time they became good friends and shared many hours discussing their War experiences.
~~**~~
The Introduction to an ‘above average’ Flying Career
Ken’s family kindly loaned me his Flying Log Books and also recently acquired RAF archival records from the Ministry of Defence. From these documents I have extracted some data which makes interesting reading.
Ken was born in Umtali in July 1922 where he completed his primary schooling. The family transferred to Salisbury and Ken attended Prince Edward Boys High School from January 1935 until December 1938. After leaving school he apprenticed to an electrical firm with an aim of becoming an electrical engineer and gave his home address as 97 Baker Avenue where he lived with his father Stanley Rogers. The family later moved to 30 Edmonds Avenue.
At the age of 18 he attested into the Rhodesian forces at Belvedere, Salisbury (Harare) on 22ndNovember 1940. His Rhodesian Regimental Number SR 160110. A week later he transferred to the RAF on 29thNovember 1940 at the No 26 EFTS (Elementary Flying Training School) based at Guinea Fowl Airfield on the outskirts of Gwelo (now Gweru), the Midlands administrative town in Southern Rhodesia.
Flying Log Book 1. Opens 30th November 1940 and closes February 1950 with Pilot 998.3 hours and 136.45 hours Dual
He entered the first flight in his RAF Pilots Flying Log Book on 30 November[PM1] and went solo in a Tiger Moth on 13thDecember 1940, with 12 hours training/flying time. The course culminated in a passing out ceremony on the 28thJanuary 1941, at which he would have been presented with his ‘Wings’ or Flying Badge.
Ken then transferred to Cranborne Air Field just south of the capital Salisbury where No 20 SFTS (Special Flying Training School) was based. Here he flew both Tiger Moths and Harvard Trainers. He graduated and passed out on 21stJuly 1941.
One of his course members was Arthur Wilson who eventually became Air Vice-Marshal ‘Archie’ Wilson the commander of the Rhodesian Airforce. In later years, long after the Second World War was over and the Rhodesian Army 2 Brigade was based at the Cranborne Barracks. I was serving my 5RR call-ups at Cranborne and Ken told me to look for the old Air Force billet huts all of which still had corrugated iron sheet roofing with the exception of one hut which had an Asbestos Sheet roof. The reason for this was that on a training flight, ‘Archie’ Wilson crashed his Tiger Moth Bi-plane trainer onto that hut. Fortunately he only sustained minor injuries to himself but smashed the roof which was replaced with Asbestos sheeting!
Ken was transferred to the UK, first to Portsmouth and then to Grangemouth, 5 OTU (Operational Training Unit) Falkirk, in Scotland for two months ( 28/10/41 to 23/12/41) where he converted to flying the Master Trainer, the Hurricane and then the famous[PM2] fighter the Spitfire. He served in 611 Squadron for 3 months ending in March 1942 and flew operational for the first time on the 15thof February 1942 on a convoy patrol. Then in April he joined 64 Squadron flying operationally the Spitfire V B, and the Spitfire IX until 29thAugust 1942.
Whilst stationed in Grangemouth, a motherly lady by the name of Mrs Gill, kindly invited some of the young lads based at the RAF field, to her home for a “home cooked meal”. It was there that Ken met, and subsequently fell for the host’s daughter, Gertrude who bore the name Gill.
In 1942 Ken was part of the RAF 64 Squadron flying Spitfire Mk IX*, (previously reported in a website article as being a Spitfire Mk V[PM3] ) escorting American Air Force Flying Fortress bombers into German held Europe. On the 17thAugust 1943, as the fighters were returning to the UK on a daylight flight over France they were intercepted by Messerschimdt 109’s. It says much of Ken’s flying ability to have survived attacks by what was then rated as a superior German Fighter Aircraft. (* Corrected from Log Book entry which states the actual aircraft to be registered code ‘SH – M’ (photo located in Log Book)
On one other such mission Ken carried out an emergency landing at Tangmere, an RAF field near the coast line in West Sussex, with only 4 gallons of fuel left in the fuel tank. After refuelling he flew back to base at Hornchurch (North East of London) not far from Romford.
Many years later an Artist was selling post card prints of a Spitfire Aircraft. As Ken casually happened to pass by, he could hardly believe his eyes as the planes registration SH - M was the same as he had flown during the war years.
Ken is mentioned in the book “Spitfire into Battle” (ref Diary entry)
Ken was attached to Squadron HQ Hornchurch for 4 months before being transferred to 50 OTU Milfield, Northumberland, where he checked out other Pilots.
Regrettably we can’t substantiate another story in which Ken was shot up and wounded in the cockpit. He certainly had scars on his arm which he played down. We think it was possible that he renewed his acquaintance with Gertrude (always called Gill) who was a trained nurse whilst he was being treated in Hospital. A related story to this, was that when Ken was wounded there was blood all over the inside of the canopy and he couldn’t see to bring his fighter safely in to land. One of his fellow pilots flew alongside of him, called him up on the radio and talked him all the way back to base and finally a safe landing.
The MoD (Personal details file) documents shows that “Discharge” 16.8.43 Cause; “On appointment” from, Flight Sergeant to Commission. Total Service (to date) 2 years 268 days”
In 1943 as a Pilot Sergeant in the Royal Air Force Volunteer Reserve, his force number was still SR. 160110 , with effect from 17th August he was “Appointed to Commission as Pilot Officer on probation” as announced in the Gazette dated November 1943. Six months later, the Gazette dated 10thMarch 1943, announced the confirmation and promotion of probationary Pilot Officers to be Flying Officers. Ken’s promotion was from 17thFebruary 1944. Whilst serving latterly with the RAF his force number was 778479 but still retained his (Southern Rhodesian Forces) SR 160110 Regimental Identification.
On 28thAugust 1943, Ken was transferred to Exeter, in Devon. Exeter was the base for 266 Squadron (Rhodesia Squadron) where he converted to the Hawker Typhoon which was still in its development phase. The Typhoon was larger and faster than the Spitfire fighter and designed to be used as an Air to Ground Attack aircraft.
Much time was given to aircraft familiarisation flying exercises and Ken flew his first operational sortie in the Typhoon on 15thNovember 1943.
Of immediate interest was the entry to which Ken himself referred to after the meeting Dolf.
The Log book, line entry reads; -
“November 26 (1944), Typhoon, D, Gestapo HQ Amsterdam. 1.2 hrs (flying time) ….Torture chamber and Mess attacked at Lunch time”.
Oh what a surprise it must have been for the Gestapo Officers as they were sitting down to their Sunday lunch or sipping a snaps or downing a Beer, in the Officers Mess!
That November of 1944, was a very busy month for Ken, who flew from various fields in liberated Belgium on fourteen Attack Sorties, plus another two, one of which was to test a repaired aircraft and the other was a short ferry flight during which he observed a V2 Rocket being launched (log entry). He participated in rocket and strafing attacks on Railways, bridges, fortifications and installations being used by the retreating enemy. He recorded his last active sortie on 10thDecember 1944.
Ken told me that there was a structural problem in the early models of the Typhoon fuselage near the tail, which cost the lives of a number of his fellow pilots. When put under strain as in pulling out of a steep dive, the tail section of the fuselage broke off rendering the aircraft uncontrollable. He also thought, and was of the opinion, that some of the engine problems, for example, when a ‘conrod’ broke and ceased the engine, that it was due to sabotage in the production factory!
In January 1945, Ken was transferred to 560 OTU (Operations Training Unit) Milfield doing ‘Formation Flying’ in the Typhoon.
In the Gazette dated 9 April 1946, Ken’s name appears with the insertion dated 8thOctober, having been reverted “to Southern Rhodesia Forces”.
The Flying Log Book 1, records that Ken must have been repatriated to Rhodesia because in April 1945 he was an instructor flying Harvards and attached to “31 Course, F.I.S. Norton” (Flying Instructors School) and part of the C.F.S Southern Rhodesia.
The war ended on the 2ndSeptember 1945. Ken’s name appears again in the Gazette dated 21st September 1945 under an insertion date 17August 1945. Possibly his transfer to a reserve holding unit pending transfer to Colonial / Original Forces.
His Service culminated at the end of August 1945by which time he had accumulated “829 hours as Pilot and 134 hours of Dual Flying time”.
During his Training and war time flying (57 months) he Averaged 14.5 hours per month flying time.
Log Book 1resumes with entries dated from September 1948. There is a gap of 3 years and one month where no flights were recorded.
Ken joined the “Southern Rhodesia Government’s Communication Squadron” where he converted onto single and twin engine passenger aircraft like the Anson and Rapide. He meticulously listed the names of his passengers. They were mainly Government Officers whom he ferried around the colony and regional destinations. Familiar names listed include Major Taute (Ken Taute, DFC), ‘O.C., S.R. Staff corps Air Unit, Captain H.Hawkins*(see below), S/m Chisnall and (Mr) Beadle (Hugh Beadle – who became Sir Hugh, Chief Justice.)
In June 1949 Ken had transferred to “The Southern Rhodesia Air Unit”, the embryonic stage of the Southern Rhodesia Air Force. The Air Unit was also responsible for flying V.I.P’s to regional destinations like South Africa, Northern Rhodesia and Nyasaland. I noted that his month’s flying records were countersigned by D.Whyte F/Lt. O.C. Transport Wing. (Doug Whyte see photo of WW2 Pilot Vets).
In the 5 months of flying he logged 119 hours giving an average of just short of 24 hours flying per month.
Log Book 1 ends with the analysis for February 1950, with 998.3 hrs as Pilot and 136.45 Dual hrs, with his Link Trainer Hours and his Record of Service and a listing of 15 different models or versions of the 11 Aircraft types, to which he had converted, He flew five Spitfire models; the Mark I, II, VB, IX and the XI.
~~**~~
Flying Log Book 2resumes with the Total Accumulated Flying Hours in March 1950 under the “Southern Rhodesia Air Unit”. By April 1950 the Unit becomes The “Southern Rhodesia Air Force” and Ken signs in under ‘Training Squadron’ and Signs out of the Southern Rhodesia Air Force on the 31stAugust 1950, with 1’117.35 hours as Pilot and 151 hours Dual Time. It must be noted that he had been actively flying for only seven years - 1940 to 1945 - and then 1948 to 1950. In the war years his average flying hours per month was 14.5 hours and after the war the average per month increased to almost 24 hours per month.
~~**~~
A farmer growing maize and tobacco.
This was when Ken gave up flying for a period and went farming for over 15 years. Ken flew only a few hours with Mashonaland Flying Club in August and September 1965. During this time he farmed Ilsham Farm in the Trelawney ICA (Intensive Conservation Area). His experience as a farmer gave him a good insight into the practical problems faced by farmers and an understanding of agronomic needs of major crops.
He obtained a Record of Service from HQ “Royal Rhodesian Air Force” dated 22 July 1965. The document confirmed Ken’s (i) Flying Instructor’s Category B II on the Tiger Moth on 21stApril 1950 and (ii) Transport Pilot Category B with VIP endorsement on 15thApril 1949.
Lending much weight to any Curriculum Vitae is the Testimonial issued on 27thJuly 1965 and signed by Air Vice-Marshal Harold Hawkins*, Chief of Air Staff, Royal Rhodesian Air Force. The essence of the comment made was that Ken‘s ‘Instructor’s Test result’ rating was a category above that which was awarded.
~~**~~
In July 1967 he obviously made an effort to resume his love of being in the air and joined the Rhodesian Commercial Flying School. He sat the examination which granted his Commercial Pilot Licence. His Licence Certificate is dated 25thJuly 1967. He continued to build up his hours flying the Cessna 172 through the months of August and September, whilst living at 126 A, St Patricks Road in Hatfield, Salisbury,Rhodesia.
~~**~~
A Career switch
Joining the ‘Pilot Cowboys’ or ‘Dare devil Aviators’.
In November 1967 Ken, now aged 45 and a ‘Licenced Commercial Pilot’, joined Agric Air Ltd.
In 13 days of flying the Piper Pawnee PA 18 he logged 30 hours of flying, all low level spraying in the Rhodesian Lowveld. By December, Ken was attuned to the demands of the Crop Spraying of the day and was proficient at applying mainly insecticides to cotton, tobacco, maize and other crops.
Comment: Agricultural Aerial Spraying is undoubtedly the most demanding discipline of all types of “fixed wing flying”. In a morning’s work a Spray Pilot executes many take offs and landings from rough landing strips on farms. He also does multiple steep stall turns at the end of each spray run over a field crop. His working day starts early and often he could only get back to base in the late evening. All these conditions require his utmost concentration and physical fitness. By comparison, an Airline Pilot has a huge responsibility but in a month performs a fraction of the actual ‘hands on flying’ that a Spray Pilot does in a morning of spraying.
Ken filled the remainder of the Log Book (Book 2) by the end of February 1969 and carried forward 1’829.3 hours with 170 hours of Dual Flying.
~~**~~
Log Book 3, Opens in March 1969 and closes in July 1975, Ken having accumulated 5 302 hours flying time and 170.17 hours Dual time. The statistics indicate that in the period of 77 months Ken averaged just over 45 hours flying per month.
Comment : The whole of the Agricultural and supportive agro-industrial sectors was poised to develop in a manner not witnessed in other former British colonial territories. Research in Rhodesia was making advances because of the earlier recruitment of qualified and motivated personnel whom had trained and qualified at top quality Universities or Technical Institutes.
The results of this research, its extension to an educated farmer base and the implementation of revised methods, are well documented in the various annals ofagriculturalpublications. It is note-worthy here to mention that in the years of political isolation (post 1965 – 1980) that the research thrust in the fields of “Pesticide Rotation”, “Crop Production Techniques” and the concept of “Integrated Pest Control”, was perceived by many to be twenty years ahead of most developed countries.
Ken Rogers’ valuable contribution to the advancement in Agricultural Aviation technology was noticed but largely taken for granted. Many people in the industry thought that his innovative developments were unique. His many eminent farmer customers always spoke very highly of his ability and services to Rhodesian Agriculture.
In the early years there were a number of Spray Companies vying for business .There were two companies operating Helicopters ( Ken Air and Autair) and two main companies operating Fixed-wing aeroplanes one of which was Agric Air and the other Tor Figenschow’s company ( Spray Quip) . It seemed that South African companies also operated in the country on an ad’hoc basis.
The mainstay of the aerial spraying business was in large scale commercial cotton growing areas. Cotton was sprayed on scouting records and could be sprayed between 8 or more rounds per season. The total Cotton Insecticide business was quoted to be over a million acres sprayed per season.
In the 1973/4 era Ciba-Geigy sent a Swiss Specialist to evaluate the efficacy of current Pesticide Application practices and to demonstrate the effect of improved recovery as it was felt that pre emergence herbicide in maize application business represented an untapped potential.
Recoveries and distribution of herbicide spraying was improved measurably by adapting the droplet size, from a fine droplet spectrum (mist) to what was a course spray (fine rain) simply by changing the nozzles fro[PM4] m ‘hollow cone’ to ‘flat fan’ type. The recoveries improved from 40% to 60% for mist to 80 - 90% for the fine rain. Ken participated in the demonstration trials and it wasn’t until he and the Agric Air manager, Scott Riddell, saw the biological results, that the changes in equipment were effected.
Ken, on his part was most co-operative and conducted trials for the Agro-Chemical Trade for registration purposes. These trials were conducted in the Enterprise, Arcturus, Shamva, Mazoe, Mount Hampden and Norton areas on farms managed or owned by his satisfied customers.
Ken also experimented with existing solid distribution equipment fitted to the aircraft. He then modified the equipment to produce optimal distribution of the solid materials on the target area. His modified spreaders benefitted farmers wanting wheat seeding, top dressing of fertiliser and granular trace element applications.
Other trials conducted were in sugar in Malawi and in Rhodesian grown wheat, soya beans and ground nut crops.
His selective “Application Rate (Lt /Ha) spray booms” on the aircraft were incorporated in a “Hand Book for Spray Pilots” which was eagerly sought by local and migrant pilots.
During the period covered by Log Book 3, Ken’s average flying time per month increased to 45 hours per month. He had celebrated his 50thBirthday in 1972 and at that time was at least twenty years senior to his spray pilot colleagues .
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Flying Log Book 4. Opens in August 1975 with 5’302 hours and closes in August 1984 with 10’763 hours!
In this period Ken and Agric Air consolidated and became proficient in the Vector Control Projects in Botswana, Tanzania and North African countries (Mali) and where ever there was funding available for Tsetse Fly and Locust control projects. The Tsetse spraying was done under low light conditions using Satellite-tracking navigational aids, over hundreds of square miles and at marginally above tree top altitudes. Both twin engine and single engined Turbo Thrush air craft were used.
There was a report that Agric Air, who at one time operated some 26 aircraft, was the largest privately owned Aerial Spraying Company in the world. Russia had larger fleets but were State owned.
Much of Ken’s time was spent training pilots from both local and expat’ sources.
Ken also made detailed technical notes in his log books relevant to the climatic conditions prevailing which would have a bearing on the performance of the chemical applied.
In June 1978 he recorded a “Trial sprayed at Remari Farm in wheat for Pete Munday”. Here I can add that Ken’s flying ability always astounded on lookers because his judgement was fantastic. He would maintain a constant 3 metre flying (spray boom) height above the crop and even fly under power lines to achieve optimal spray recovery and distribution.
It is interesting to note that Ken also recorded some historical flights like one on the 26thMarch 1984, “Demo’ for Prince Charles”.
Ken’s productivity seemed to increase with his age. The average flying time per month was 48 hours over the period of 9 years and six months.
~~**~~
Flying Log Book 5. Opens in June 1984 with 10’816 hours and closes in October 1989 with the total accumulated flying time of 13’158.14 Hours. The last phase analysis was that he was still flying over 37 hours a monthand training other pilots at the same time. Amongst those who learned much from Ken were the young pilots like Richard France, Mike Dewar and Ian Ashby.
The significance of the last entry in this Flying Log Book on the 3rd of October 1989 is that it marked the end of a ‘Record Flying Career’ and three months after his Sixty Seventh Birthday.
After leaving Agric Air he helped other people by doing what he could for them. He assisted a friend who had a contract to erect a steel picket fence around the perimeter boundary of the University of Zimbabwe, by supervising the labour and keeping an eye on steel stocks on site. He was always there to help someone.
Ken and his wife, Gill, grieved the passing of their eldest daughter Anne in 1992.
After locking up the house for the night at his Avondale home, 16 Broadlands Road, Avondale, Harare, Ken passed away quietly in his chair on the 21stFebruary 2001. He was in his 79thyear.
He was mourned by his wife Gill, their sons Stanley and Kenneth Ian McDonald (Ian) and daughter Kathy and their families, many friends and ex colleagues.
~**~
“Rest in Peace” dear friend and the Best Pilot we ever had the pleasure and privilege to work with.
YOU ALWAYS GAVE US YOUR BEST, IN A QUIET AND UNASSUMING WAY,
FOR THAT WE ARE THANKFUL.
--ooOOoo—
References
Personal interviews and discussions, with Ken (pre-2000) and later the Rogers’[PM5] Family Members, Ian Rogers and Cathy Bhika (circa 2016-7)
Supplements to the London Gazette, 2ndNovember 1943; 10thMarch 1944. Page 1160; Sept 1945 & 9 April 1946.
“The Fielder”, Newsletter of the Hunting Group of Companies, (including Agric Air Ltd.) November 1991, page 11.
A profile article published in the , Kenneth Ian McDonald Rogers by Mitch Sterling Friday 18 January 2013
National Archives of Zimbabwe, Archive Reference; 2914/2. Q & R Card.
“Pride of Eagles” by Phillipa Berlin, Peter D., and Anne Cooke with Bill Sykes, Page 191.
The RAF Pilots Flying Log Book 1 (Ken Rogers) Dec 1940 - Feb 1950
The RAF Pilots Flying Log Book 2 (Ken Rogers) 1950 Covers; S.R Air Unit, Training Sqn. S.R.A.F. & Civilian flying 1965, 1968 – Feb 1969.
Rhodesia Dept. Civil Aviation Flying Log Book 3 (Ken Rogers) March 1969 to July 1975.
Rhodesia Dept. Civil Aviation Flying Log Book 4 (Ken Rogers) August 1975 to August 1984.
Rhodesia Dept. Civil Aviation Flying Log Book 5 (Ken Rogers) August 1984 to October 1989.
Acknowledgements
I thank the following persons and organisations : -
Ian Rogers who helped to retrieve the Flying log books and make the journeys from London to Suffolk to deliver these treasures and family archives.
Peter Silk for his continued assistance in suppling information and in particular the London Gazette relative to Ken Rogers.
The British Ministry of Defence, Air Command for their support in providing Service Records.
My Partner, Mrs Desna Campbell, who never knew Ken but has patiently stood by me for hours and helped to Edit this Draft script.
Bill Janson, Hon Editor of the ZMS Journal for his encouragement and contribution to the published text.
--ooOOoo—
Peter B Munday 23/02/2018
ADDITIONAL DETAIL; COMMENT & ANALYSIS
Ken Rogers and I collaborated in doing spray trials aimed at optimising recovery and distribution of the active ingredient in the target area thereby minimising ‘out of treated area drift’ which could be also described as minimising pollution of the environment. We worked mainly with herbicides in Rhodesia and plant growth regulators in Malawi. We were successful in increasing on target recoveries from the 40% level to well into 85% to even over 90% with even distribution of less than CV 30% levels which obviated striping. The work, Ken and I did in Malawi on Sugar cane ripening compounds was presented by Dr Gerry Gosnell at the World Sugar Congress in Hawaii received accolades from several delegates who saw fit to comment very favourably in writing and open communication channels with us in the then Post UDI period.
In the late 1970’s Ken and I met on the campus of The College of Aeronautics based at RAF Cranfield not far from Bedford, England. There were representatives from a number of countries assembled to attend a two week Application (Revision) Course. Of immediate interest was the presence of the whole of the Ciba-Geigy, International Application Advisory Group which included ‘Boffins’ or Spray Application Specialists, like Leslie Hewitt , Hans Felber and others who now got to know Ken too. Ken and I bonded with many of the participants and lecturers. In the latter group, Professor John Spillman who was working on and developing ‘Wingtip Vortex-spoilers’. Today, 50 years later, all modern commercial aircraft have the ‘wing tip’ adaptions of John Spillman’s research work.
Innovation and engineering.
Whilst working for Agric Air, Ken applied his engineering knowledge and innovation to modifying the spraying systems on the aircraft which at the time were the Piper Pawnee, Thrush Commander (The Iron Thrush powered by the Prat and Whitley engine) and a little later on, the Turbo Thrush. His selective application rate booms for insecticide (15 & 20 Litres per hectare) and for herbicides (20 & 40 Litres per hectare) and, the blade and flowrate settings for the Micronairs (ULV, Spinning cage or Disc Atomisers) used in Vector space spraying (Mosquito, Tsetse fly and Locust) were diagrammatically portrayed with notes in the “Agric’ Air - Pilot Hand Book” which was distributed well before his retirement date from flying in October 1989.
Ken also modified the “Solids Application” equipment for Fertiliser, Seeding and granulated Termite Bait. His explanatory notes on the equipment was also incorporated in the Hand Book.
Ken filed several Patent Applications with a Patents Lawyer in Salisbury, Rhodesia – a Mr Galloway. At the time of his application – apparently because of Rhodesia’s political isolation and sanctions applied to the country no international recognition was given.
At one time we joked with Ken to the effect that he should develop a soil tilling mechanism and a crop reaping adaption for Aircraft, after all he had helped to develop Aerial seeding, herbicide application, insecticide application, basic and top dressing fertiliser application, and the application of crop ripening accelerators.
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