Companion of the Distinguished Service Order, DSO, Part 7, Q to T,

Instituted in 1886 for

“acts of gallantry by Military Officers for which a
Victoria Cross was not considered appropriate”.

During 1914 to 1916 some were awarded in conditions
that could not be considered under fire.

Many were awarded to Squadron Commanders for a long
period of leadership, but in some cases, it was awarded to
a Junior Officer for one operation.

Prior to 1943, the award could only be awarded to someone
who had been Mentioned in Dispatches”.

In 1942 the regulations were amended to allow the award
to be made to officers of the Merchant Navy for gallantry
in the presence of the enemy.

Total issued up to 1983
1291 plus 113 First Bars and 18 Second Bars

Over 300 DSO’s were awarded to New Zealanders
during both World Wars.

Description

The Cross is of gold, enamelled white, with gold edges.

Having on one side, in the centre,
within a wreath of Laurel enamelled green,
The Imperial Crown in Gold.

On the Reverse, within a similar wreath,
and upon a similar ground,
The Royal Cypher.

It hangs from its ribbon by a gold clasp
ornamented with Laurel.

While a similar clasp is worn at the top
of the ribbon.

The ribbon is 32mm wide

Membership is only open to commissioned officers
or their equivalents

S/L, D J Scott
DSO, OBE, DFC, & Bar,

11th September 1918 to 8th October 1997

Joined the Territorial Army as a Trooper in the Canterbury
Yeomanry Cavalry in the late 1930’s.

After an encounter with a NZPAF Bristol F2 Fighter, he decided
to be a pilot.

He enlisted with a local Aero Club and after 6 1/2 Hours dual
training he went solo for the first time.

Because the Government had paid for his flying he was
transferred to the RNZAF on the declaration of War.

Sent to Wigram to complete his training and was shipped
as a Sergeant, to the UK, arriving in September 1940.

Posted to Uxbridge Aircrew reception area, followed by
Conversion Training at Sutton Bridge,

After a week flying of flying Miles Magisters and Harvards
F/L Sing, his instructor, climbed onto the Port wing,
and gave his short but very much to the point, final instructions.

“Good luck, she's all yours. Break it and I’ll break your
ruddy fingers”

Such was his introduction to one of the finest and most
versatile aircraft he has ever had the pleasure to fly.
[as quoted in his book “One More Hour”]

In January 1941 he was posted to No 3 Squadron stationed
at Skeabrae, in the Orkney Islands, defending the nearby
Naval Base at Scapa Flow.

On the 3rd of April 1941, the Squadron was moved to Martlesham
Heath near Ipswich and became part of No 11 Group.

On the 9th April, No 71 Squadron joined them at the Station.

Both Squadrons were expected to operate by day or night over
a wide range of tasks.

This meant that in the morning they could be attacking shipping,
escorting Blenheims or Stirlings over France in the afternoon and
flying defensive patrols over London on the same night.

Promoted to F/S in May 1942, commissioned in July 1942
and being made Flight Commander in August.

Promoted to S/L and rested from operations, serving as a Staff
Officer at HQ Fighter Command.

In April 1943 he converted to Typhoon’s and joined No 198
Squadron.

Posted to No 486 [NZ] Squadron as CO on 1st April 1943 to
25th September 1943

Posted to Wing Leader at Tangmere in September 1943.

Posted as CO RAF Hawkinge in November 1943 to March 1944

Posted as CO to the newly formed No 123 Wing, flying Tempests
and took the wing to Europe in mid-1944.

He became the youngest G/C in the RNZAF and finished his tour
in February 1945.

Re stayed in the RAF after the war.

He retired on 28th February 1949 due to illness.

In 1982 he also wrote of his accounts in the book “ Typhoon Pilot”

He died on 8th October 1997

DFC in September 1942

Bar to DFC in September 1942

DSO in August 1943 on 486 [NZ] Squadron

OBE for rescuing a Pilot from a burning crashed aircraft

Some Info

A S/L, G S Sharp, 403476
DSO

8th July 1912 to

Joined the RNZAF on 28th September 1940

Posted to No 67 Squadron at Mingaladon in Burma
Flying Buffalos as a P/O

Posted as CO to No 4 Royal Indian Air Force Squadron on
22nd March 1944 to 22nd February 1945 at Feni, flying
Hurricanes

In January 1945 the led No 4 RIAF Squadron on a sortie in support
of a landing by ground forces at Myebone.

The purpose was to lay a smoke screen, precise timing and
great accuracy were essential to success.

In spite of considerable anti-aircraft fire, he led his Squadron
in to the target with great skill and as a result of the excellent
work performed the ground forces were enabled to execute a
landing under the well-timed and accurately placed smoke screen.

During the operation, his aircraft was hit several times by flak,
but he managed to fly it back to base

DSO on 23rd March 1945 on No 4 RIAF Squadron

Some Info
Some Info
Some Info

S/L, G D [Bill] Sise NZ 39941
DSO DFC,

21st January 1917 to

Joined the RNZAF on 26th October 1939

CO No 248 Squadron from July 1944 to March 1945
Flying Mosquitos from Banff

He had flown at least 150 sorties and was regarded as Coastal
Command’s leading Shop-Buster

Retired on 18th July 1947

Joined the RAF on August 1947

Re-numbered 59072

Retired on 26th January 1967

S/L DFC 8th February 1943 on 254 Squadron flying Beaufighters

Shortly after making a most determined attack at very
close range on a heavily escorted German supply ship
his aircraft was badly damaged by Flak.

With great difficulty, he regained control but was immediately
attacked by 4 FW 190s.

By skilful evasive action, he managed to avoid the
majority of the 25 attacks made on his Aircraft, although
it did receive some hits.

The enemy broke off the attack and he managed to get his
aircraft back to the coast and made a crash landing on the beach

S/L DSO on 9th July 1943 on 254 Squadron flying Beaufighter's.

This Officer has served continuously as a Pilot in this Squadron
since August 1940.

His efficiency and devotion to duty throughout many extremely
hazardous missions have always been of a very high order.

He has led the Squadron in successful attacks against enemy shipping
during which at least 7 large merchant vessels have been destroyed.

W/C Bar to the DFC on 26th September 1944 on No 248 Squadron
flying Mosquitos.

Within recent weeks he has taken part in a number of sorties
during which several enemy ships of varying types have been
sunk, and others damaged.

Much of the success achieved can be attributed to this Officer’s
great skill

W/C Bar to DSO on 17th January 1945 on 248 Squadron flying
Mosquitos

This officer has displayed great Gallantry in operations
against the enemy.

He is a brilliant leader whose personal example and untiring
efforts have done much towards lifting his Squadron to the
highest standard of fighting efficiency.

In November he participated in an attack on enemy shipping
in Floro Harbour, where one of his engines was hit and caught fire.

He pressed home his attack and managed to get his aircraft
back to base afterwards.

Some Info

A S/L, J B Starky,
DSO, DFC, MID

? To April 1996

MID while on 148 Squadron in the Desert, when his fully
laden Wellington suffered double engine failure on
Take Off

DFC after completing 42 operations in a Wellington

During 1943 he brought his Lancaster home after a mid-air
that took off a large portion of the wing.

A S/L DSO 28 September 1943 on 115 Squadron flying
Lancasters. [from the citation]

On the 5th September 1943, he took off in Lancaster D 5682 Y
for Mannheim, this was his 47th operation, the rest of the crew
had an average of 20 operations each.

About 20 miles from the target in clear weather the aircraft
was at 19.500 feet when without warning a fighter dived in a
head on attack.

The Aircraft was badly hit, the cockpit filled with smoke and
a bright light gave the impression of fire.

The aircraft went into a violent spin with the control column
rocking violently, so he gave the order to bail out.

The mid-upper gunner said that the tail gunner was stuck in
his turret so Starky made a desperate effort to regain control.

The dingy that had become jammed in the tail unit blew free
and he was able to regain control of the aircraft.

The Night fighter, a Ju 88 attacked again, both turrets withheld
their fire until he was very close, then both turrets fired and
shot him down.

Starky then took stock of the situation,
the Wireless Operator and the Navigator had jumped, the
Engineer was wounded in the shoulder, and the Second Pilot was
wounded in his left arm and head.

The Bomb Aimer had tried to jump from the front exit but was
unable to jettison the hatch.

When halfway out he heard the pilot’s call to “Hold On”.

The rear gunner maintained watch while the mid-upper gunner
and the Bomb Aimer attended to the wounded.

The bomb aimer searched for the Navigators log, but it was
gone, but he gave the pilot a course to steer to get back to the UK.

As they approached the UK the mid-upper Gunner managed to get
acknowledgement to his painfully laborious SOS, but he was
unable to work the Gee.

As they approached the cost they used the aircraft lights to flash
SOS and received a green as they went over the land.

Starky managed to bring his aircraft into land at 140 mph

As he has already been recommended for the DFC for
his magnificent work during two tours I consider that his
latest achievement is worthy of the immediate award
of the DSO.

He went on to become Chief Test Pilot for Armstrong
Siddeley after the war

He died in Cape Town in April 1996
Some info

W/C, E W [Bill]Tacon,
MVO [LVO]CBE, DSO, DFC & Bar, AFC & Bar

16th December 1917 to

Joined the RNZAF in July 1938 and transferred to the
RAF in May 1939under an arrangement where NZ supplied
6 trained pilots per year to the RAF

Posted to No 233 Squadron at Leuchars, flying Ansons but
switching to Hudsons by the outbreak of War.

For the next year and a half, he was employed on anti-submarine
and escort duties during the Norwegian Campaign and
bombing airfields.

He was intercepted by enemy fighters on 9 occasions and
managed to shoot two of them down

DFC in May 1940 while on No 233 Squadron

He completed his tour in January 1941

He flew a B17 Flying Fortress from Portland, Oregon to
Prestwick, introduced the Hudson to the newly formed No 407
RCAF Squadron at North Coates, and was responsible for the
conversion of No 59 Squadron at Thorney Island from Blenheims
to Hudsons.

Awarded the AFC for his work.

He was then sent to Nova Scotia to open up a new Operational
Training Unit.

This was followed by a posting to. as CO, No 4 Squadron
RNZAF at Fiji, flying Hudsons

This earned a Bar to his AFC.

Posted back o the UK where he converted to Beaufighters and
was posted to No 236 Squadron in May 1944
flying Beaufighters in Coastal Command

He attacked 4 R-Boats entering Boulogne Harbour, his aircraft
was badly hit by flak, and his Navigator was killed,
he succeeded in sinking R 78.

While based at Davidstow Moor he developed an attack
on the remaining Kriegsmarine vessels of the Western
French Coast,

Using 25 lb Armour piercing rockets, in a 25^ dive from 1,500 feet.
at 230 knots, fired at a distance of 800 yards, should always score
hits on the target.

Due to the requirement to fly steadily while ignoring the return
fire and to such a close range it was not popular with some of the
other pilots.

9 Beaufighters, using this attack patters destroyed a “Jupiter”
Escort Ship.

On 18th August 1944, 15 Beaufighters from No 404 Squadron
and 9 from Tacon’s No 236 Squadron, while on an armed
sweep found 4 M class minesweepers in the shallow Bay
of Bourgneuf.

Flak rose to meet them and one Beaufort exploded, but as the
remaining Beaufighters left all four vessels were well ablaze,

The Germans were withdrawing their U Boats to Norway,
and of their surface fleet only the Destroyer Z24 and the Torpedo
Boat T24 remained.

These were in the shelter of Coastal Batteries so an air attack was
required.

S/L Bar to DFC Tacon lead 10 Beaufighters from No 236 Squadron
and 10 from No 404 Squadron, all armed with their 20mm cannon
and 25lb rockets.

Taking off at 4.15 pm, with the prospect of returning in darkness.
2 of No 404 Squadron Beaufighters returned with mechanical
troubles.

The remaining 18 aircraft made landfall and turned North towards
to the Gironde Estuary.

Spotting the two warships in the harbour of Le Verdon Tacon
called on the radio to the other aircraft “Keep down low, everyone.
We’ll head to the estuary first and fly along it for our climb, then
straight out to sea after the attack”

He had hoped to take them by surprise, but both vessels had steam
up by the time the Beaufighters dived.

The Flak was the most intense ts had ever experienced nevertheless
every aircraft followed Tacon’s leadership

Several 25lb rockets entered the T24 below the waterline, causing
an uncontrollable rush of sea-water into the hull, and sinking the
warship almost immediately.

The Z 24 was also hit repeatedly both above and below the waterline,
her Starboard engine was disabled but she remained afloat long
enough to tow her to a quay where she was made fast alongside the
Harbour Railway Station.

Attempts to patch the underwater holes were to no avail and she
capsized and sunk just before midnight.

Although none of the aircraft were shot down, 15 were damaged.

After instructing one to ditch near the naval force [they were picked
up 10 hours later], he let 5 of the remaining aircraft to Vannes
Aerodrome, planning to leave three of the aircraft there and
return with the other two.

One of the aircraft crashed there and there was no alternative but
leave them there and hope medical aid would reach them in time.

With Davidstow Moor closed due to fog the 12 remaining
Beaufighters were directed to alternative airfields in
the South-West.

One of them landed just as the engines stopped.

Tacon landed at Portreath, 6 hours after take off.

Tacon took command of No 236 Squadron the
following day and returned to North Coates

DSO On 12th September 1944 he led 40 Beaufighters
from North Coates and Langham against a convoy
assembling at Den Helder Harbour.

Diving down against a hail of fire from the ships and the
Harbour his aircraft was hit in the wing and fuel tank.

He fired his rockets just before he was hit in the fuselage.

Ammunition in the cannon boxes caught fire and exploded,

His Navigator cried out and Tacon tuned to see him dead
on the floor.

He began to climb, tugging on the lanyard of his bottom
escape hatch, but this remained closed.

As the flames licked around him he almost gave up hope,
when his aircraft was hit a third time.

Tacon could see the gun firing at him and decided to take
the gunners with him, so he rolled the Beaufighter onto its
back and dived straight for the gun post.

His last recollection was the airspeed indicator reading
350 knots

Then there was a violent explosion and he floated through
the air, pulling his ripcord just in time.

He landed on the Island of Texel, so badly burned around
the eyes he could barely see.

He was soon taken prisoner by the German Soldiers who
bundled him roughly into a boat that took him to Den Helder.

After medical treatment, he was taken to Dulag Luft. near
Koblenz, followed by Stalag Luft 1 near Barth on the
Baltic Coast.

He was eventually released by the Russians and made his
way back to North Coates to fine he had been awarded the
DSO in his absence

After the war, he remained in the RAF and became the CO
of The King’s Flight at RAF Benson.

Over the next three years, he flew the King’s plane all over
the world, including the tour of South Africa with Princess
Elizabeth and Margaret on board.

There followed overseas tours as OC Flying Wing at Fayid,
Egypt [Canal Zone] from 1951 to 53,

CO RAF Nicosia, Cyprus from 1955 to 58

Awarded a CBE in 1958

In 1960 he became a lecturer in the School of Land/Air
Warfare at Old Sarum.

Promoted to Commander of the RAF, Persian Gulf in 1961

In 1963 he was Commandant, Central Fighter Establishment.

For two years, followed by Air Commodore, Tactics, HQ
Fighter Command, Bentley Priory.

His final posting was Air Officer Commanding Military
Air Traffic Operations from 1968 to 71

He returned to NZ and ran the Intellectually Handicapped
Children Society and a management role with Air New Zealand

Some Info

F/L, K F Thiele -RAAF-,
DSO, DFC, 2 Bars to DFC

25th February 1921 to 5th January 2016

Joined the RNZAF in December 1940, did his pilot training at
Harewood and was sent to England in June 1940 as a P/O

Posted to an Operational Training Unit before being posted to
No 405 Squadron RCAF, flying Wellingtons.

His first operation was almost his last.

When preparing to land, he got a green light when he was
confronted by another aircraft.

The two aircraft struck each other, engine to engine ripping
the wings off.

The Court of Inquiry absolved him of any blame.

On 30th May 1941, flying a Halifax, he took part in the 1,000
bomber raid on Cologne.

By late October 1941, he had completed 32 operations and both
Wellingtons and Halifaxs.

Promoted from P/O to F/L, missing the in-between step of F/O,
and then to S/L, with a few months.

He decided to revert back to F/L and return to operations
immediately following the end of his first tour rather than
become an instructor.

After a further 25 operations, he was awarded the DFC in
August 1942, and give 6 months leave,

At the end of 1942, after only 2 months leave, he was one of the
first volunteers to return to active service on Lancasters.

Transferred to No 467 Squadron at Bottesford.

Awarded the DSO in May 1943 for displaying outstanding courage,

Keenness and determination during operations.

By the 12th May 1943, he had completed 20 more operations on
his second tour, and was headed towards Duisburg when the
aircraft was hit by Flak under the fuselage which severed the
rear half of the starboard outer engine, punctured the Starboard
inner engine and blew out most of the perspex in the cockpit.

Thiele, dazed by a shell splinter that had struck him on the side
of the head limped the aircraft back from Duisburg on 2 engines.

Shortly after crossing the English coast he was unable to maintain
height and managed to crash land at Norfolk.

For this feat, he was awarded an immediate Bar to his DFC
In mid-1943 he declined a posting to No 617 Squadron and informed
Guy Gibson that he wanted out of Bomber Command and was trying
to go to Fighter Command.

He was posted to a transport Squadron then almost immediately to the
Trans-Atlantic Ferry Command to fly Canadian built Lancasters to
England.

In February 1944 he was posted to No 41 Squadron based in Southern
England.

He was flying support missions for D-Day in both Spitfires and
Tempests

In October he was posted as Flight Commander, to No 486 [NZ]
Squadron and flew Typhoons from Volkel, Netherlands, he had
completed 50 missions with the Squadron.

Posted as CO to No 3 Squadron in January 1945, also flying
Tempests.

He had completed over 150 missions when on 10th February 1945
he was shot down by flak but managed to bail out.of his burning
aircraft over Paderborn.

He was officially reported as Missing

Slightly wounded he was quickly captured by the anti-aircraft
gun crew that had shot him down he was sent to Dulaf Luft
near Wetztar.

After the camp had been liberated but before any transport or
Allied forces arrived, with a Canadian he stole a cycle and
then a motorcycle and headed for the border frontier.

He made it back to his Station 5 weeks before the end of the
War.
He was awarded a 2nd bar to his DFC for displaying the
highest qualities of skill together with great bravery and
Iron Determination.

After the war, he returned to NZ and became a Journalist,
Dissatisfied he moved to Australia and became a Senior
Captain for QANTAS

Some Info

Part 1 A to C
Part 2 D to F
Part 3 G to I
Part 4 J to L
Part 5 Mc & M
Part 6 N to P