Squadron Leader John Crampton DFC AFC & Bar (Raf Retd) MRAeS
The loss of this stalwart figure from our small group of Vice Presidents will be greatly regretted. John’s commanding figure and impressive oratory provided a firm backbone among those selected to preserve the aims and objectives of the Society. He had faced two difficult years with courage and dignity following the death of his dear wife Jo, and passed away peacefully on 12th June, aged 88.
The son of a pioneering motorist and electrician, John was thrust into the world of GEC machine shops, and 1940 nightly bombing attacks after four years at Harrow School. The previous occupant of his room was Richard Fairey. Though given a lifetime membership of the RAC by his father, Frog and Warneford models had influenced John’s wish to join the RAF, contrary to father’s instruction. By August ’41 he had gained his wings on Harvards in Canada and became a Qualified Flying Instructor.
Returning to Whitleys in 76 Sqdn at Holme-on-Spalding-Moor he was promoted to acting Sqdn Ldr in charge of B Flight Halifax’s with MB-Q “Queenie” an identity he retained for a tour of 30 Ops. Twice Queenie returned to Holme safely on three engines. Once without flaps or brakes and on the second time after engine fire was extinguished the crew decided to press on, make the attack and lighten the load. Awarded the DFC, John had the medal with “and to my crew” added as his own tribute.
Appointed as Personal Assistant to Air Chief Marshal Sir James Robb at SHAPE, Fontainebleau he had first to collect a new Spitfire 14 from Chivenor and ferry it to Hendon then to collect a new D.H. Dove. Known as Big John even for the Halifax, John’s elongated frame needed to have the canopy back, seat raised, and goggles down for landing with a clear forward view over the screen. For John it was replay of open cockpit days.
After time with 97 Sqdn Lincolns at Hemswell, 72 Sqdn Vampires at Odiham and in Germany, he was posted to USAF for instruction on the long-range recce jet RB-45C. The political situation had become desperate. Russia declared that recce flights were an act of war, President Truman had to cease operations and General LeMay had asked for an RAF unit to operate the searches for radar locations. While the Top Secret op was still under negotioation John returned to the UK to take command of the first Canberra Sqdn, No.101 at Binbrook, only to be called back again on USAF duty. Eventually, in 1952, and again in 1954, three seperate routes were explored by the RB-45Cs in RAF insignia. The story was not revealed until John described their experiences for the RAF Historical Branch over 40 years later.
On retirement from Bomber Command Group HQ in ’54 and the Ministry of Supply in ’56 he was offered a job with S.G.Brown who made Master Reference Gyros for the RAF in Watford. It wasn’t his scene but at least it was close to Aeromodeller offices where he could have a chat or find a plan for a return to model flying. By chance and introduction to the Head of Hawker’s Project Office, gained him an interview with Sir Sydney Camm, who recruited him for promotion of the P1127 Stol. By 1961 he was elevated to Techinal Sales Manager visiting Japan, Australia, New Zealand and aiming for Hawk sales to Finland and the prospect of Harriers to Spain. Much lobbying resulted in contracts for the Kestrel and Harrier.
John’s courteous manner had bonded a close friendship with Sir Thomas Sopwith for whom John prepared a paper Sopwith to Hawker Siddeley which he presented to the Institution of Mechanical Engineers. It was a heartfelt tribute to the founder of the Company which had given him such fine opportunities. He was nearing the end of his term as Vice Chairman of the RAC, had been appointed a Vice Presidency of the BMFA, and was ready for retirement in 1983.
Sailing, motor cycling, competitive motor racing in his 1932 GP Maserati were always part and parcel in John’s forever challenging mobility but that first enthusiasm for aeromodelling had matured through work at Hawkers where backroom projects were an inspiration for his fertile mind. In the 60′s he had experienced aerial photography, by the 80′s he was using reversible pitch control of the propeller for accurate postitioning of professional standard images, and did the same by use of self taught helicopter control. His fascination with short take-off and landing led to his “Aeropter” with a pair of engines which could vector thrust through 90 degrees on booms each side of the body. Full-size designer David Lockspeiser and Airship Industries used the same concept. Then in 1992 John combined all his interests in a 1 hour 54 minutes flight 59 miles around the Isle of Wight escorted by a high speed Sunseeker 31. The circumnavigation would have been a meritorious performance in any circumstance, even more so by our now departed Vice-President.
Our sympathies are extended to his daughter Anne, grandchildren Emma, Fizz and Ben, great grandson Toby on the loss of a dedicated and loving parent.