Grostenquin, France

F/L EC Tuckey of 416 Squadron describes his own weather crisis and inevitable bail-out 20 miles north of 2 Wing:

"On the 9 September 1955 at approximately 1530 hours I took off in Sabre 23086 as number two man in a two plane formation. The leader was F/O GF Gower, and our exercise was phase training #14. After climbing to height (45,000 feet) and executing several practice turns we engaged in combat with two Sabres. During the ensuing hassle the leader was kept well in sight and the fuel was passed to him as laid down in the briefing. The code word "bingo"; denoting 1200 lbs. left, and the code word "joker" denoting 700 lbs. left were used. Our initial altitude of 45,000 feet was rapidly lowered during the hassle until we were fighting just above the cloud top. My leader made one last pull up with an aircraft on his tail. It was at this point that I gave my fuel state as "joker". I positioned myself behind the second aircraft and followed both of them straight down in a dive into the cloud. I would estimate the top of the cloud at 15,000 feet. I was a sufficient distance behind that I did not fear collision. Therefore, I maintained the same course in the cloud and pulled out of the cloud on the same heading. While in the cloud my leader informed that he had broken clear of cloud at 9000 feet and very shortly after this I did likewise. I could not see either of the other aircraft. I heard my leader call 2 (F) Wing homer for a check steer to base. He was given a heading of 240 degrees. I realized that I must have been in the same immediate area as my leader as I was also 240 degrees, everything appeared OK.

My radio compass being tuned into 2 (F) Wing and placed on the compass position read off 90 degrees to the left, thus showing a relative bearing of 2 (F) Wing at 270 degrees. I checked my stand-by compass and found it to be reading within 10 degrees of 240 degrees. At this time I contacted 2 (F) Wing homer and was given an identical steer of 240 degrees. My fuel by this time was reading slightly less than 500 lbs. Knowing there were CBs in the vicinity I chose to follow the steer course and ignore the radio compass. I immediately throttled back to 75%. Also at this time I passed over an airfield with a black top runway and a large hospital building to one side with a huge red cross painted on the roof. I thought at the time that this was Zweibrucken and therefore pressed on feeling that I had ample fuel to reach base. I continued to call 2 (F) Wing homer and obtained at least two more check steers, these steers were within several degrees of the original. I think I can recall one as being 250 degrees. This course was held for several minutes with a gradual deterioration of the weather occurring. During these minutes the radio compass continued to read a full 90 degrees off to the left. I was down to 5000 feet indicated with occasional rainy patches being flown through. By this time my fuel gauge showed approximately 250 lbs. I realized things were getting desperate. At this time I received instructions from 2 (F) Wing tower to go over to channel "C" and declare "May Day". I compiled and requested a check steer to 2 (F) Wing as I realized I was somewhere in the vicinity. Cornbeef or Yellowjack replied, asked for my call sign, asked for a long count, and gave me a course of 160 degrees to fly to 2 (F) Wing. I am not at all positive of this course but I am positive that I turned on the course given. After a second long count they confirmed my course and placed my position as 11 miles out of 2 (F) Wing. At this time I was 4500 feet indicated flying through patches and eagerly glancing ahead for 2 (F) Wing. The engine coughed two or three times, the fuel gauge read empty. I noticed de-acceleration taking place, I informed my controlling agency that "she" was quitting and that I was getting out. I pulled the nose gently back to 5000 feet (just below ceiling) and ejected.