Early Life and Family

Michael John Gloster was born on Monday 13^th December 1920 in Solihull, Warwickshire. He was the son of local solicitor Alderman Oscar Frederick Gloster and Hilda Mary Gloster (née Bell), who had married in 1918. Michael had three younger sisters: Sheila (1922–2020), Mollie (1925–2024), and Josephine (1933–2020).

Michael began his education at Manley Hall Preparatory School, Shenstone, near Lichfield, under the direction of Revd. William Canner. The school closed after the Revd. Canner’s death in 1958, and the building was demolished in 1961.

In September 1934, Michael entered Wrekin College as a member of Norman House [B.C.W.Johnson, OBE,TD,MA.] His end-of-term reports described him as “a most earnest young man”, as well as “cheerful”, “keen and willing”. In Latin, however, he was judged “industrious but weak”. He also showed considerable skill in woodworking "building a really fine wardrobe" and won a school prize for it.

University and Wartime Service

After leaving Wrekin, Michael went to the University of Birmingham to read Law, intending to follow in his father’s footsteps. The outbreak of the Second World War changed those plans and in 1940 he enlisted in the Royal Air Force Volunteer Reserve and, after completing pilot training, was commissioned on 30^th April 1941.

Michael was initially posted to No. 255 Squadron at RAF Kirton in Lindsey, Lincolnshire. The squadron later moved to the satellite airfield at Hibaldstow in North Lincolnshire, followed by a period at RAF Coltishall in Norfolk and detachments to RAF West Malling, RAF High Ercall, and RAF Honiley. Initially equipped with the Boulton Paul Defiant Mk I turret fighter, the squadron began re-equipping with the twin-engined Beaufighter in July 1941 and had reached full strength by early August. Throughout its time in the United Kingdom, its work consisted almost entirely of night-time air defence.

Within days of the Operation Torch¹ landings, the squadron moved to RAF Portreath in Cornwall on 13^th November 1942, the first stage of its journey to North Africa. Travelling partly by air and partly by sea from England to Algeria, it soon established a forward operating base in Tunisia. Before his departure, Michael found time to become engaged to his fiancée, Betty Maureen Rains.

In North Africa, the squadron’s role broadened. Night-time air defence remained its main task, supplemented by daylight protection of Mediterranean convoys and occasional air-sea rescue searches. It also conducted a small number of experimental night intruder missions over Sardinia. After the final defeat of the Afrika Korps, the squadron consolidated at La Sebala II in Tunisia.

Distinguished Flying Cross

In 1943, Flying Officer Michael Gloster and his observer, Pilot Officer James Frederick Oswald (1914–89), were both awarded the Distinguished Flying Cross:

“As pilot and observer respectively, these officers have flown together in operations in North Africa. They are a skillful team, imbued with great keenness and determination. One night in December 1942, Flying Officer Gloster, ably supported by his observer, destroyed three enemy aircraft, all within an hour.”

Marriage and Further Recognition

In 1944, Michael was posted to No. 219 Squadron, which had recently returned from Sicily to the United Kingdom to prepare for the Normandy invasion. The posting enabled him to return to Solihull and marry his fiancée, Betty on 8^th July.

Later that year, by then a Flight Lieutenant, Michael was awarded a Bar to his DFC in recognition of his record: he had:

“flown on many operational sorties and his keenness to engage the enemy on all occasions is outstanding. He has destroyed at least 10 enemy aircraft.”

Post-war RAF Career and Family

When the war ended in 1945, Michael chose a permanent commission in the RAF, leaving behind a prospective career in law. He subsequently served as a flying instructor in Ceylon and later at RAF Changi in Singapore. Because these were accompanied postings, Betty was able to join him; she left Southampton in January 1947 with other wives and children of RAF personnel.

Their son, Malcolm Colin Gloster, was born at the RAF Changi base hospital on 7^th April 1948. Betty and Malcolm returned to the United Kingdom in January 1949. Malcolm later followed in his father’s footsteps, attending Wrekin College, Norman House [J.Salmon, BA,FSA] from 1961 to 1966. He married Helen Bulpitt in 1974, and they had three children. Malcolm died on 13^th April 2022; his obituary appeared in OW Record No. 110 (September 2022).

Final Posting and Crash

Michael Gloster’s final posting, as a Squadron Leader, was O/C 2 Squadron, No. 228 Operational Conversion Unit at RAF Leeming in North Yorkshire. The unit trained night-fighter crews to fly the Gloster Meteor T Mk 7 jet aircraft.

On Tuesday 29^th May 1951, at 09.11 hrs Gloster Meteor WA604 took off on runway 04/22 carrying two highly experienced pilots: Squadron Leader Michael Gloster, DFC*, and Flight Sergeant Harold Uppard on an assessment flight. The conditions were cloudy with a slight mist and 4,400-yard visibility.

The first part of the flight was conducted at altitude and included homing practice and a high-level controlled descent through cloud. At 09.35 hrs, the Meteor returned to the Leeming area. Squadron Leader Gloster, the assessing officer, requested permission to carry out single engine approaches and overshoots using the longest runway [35/17]. The port engine was to be shut down, leaving the aircraft to fly on the starboard engine.  

After completing one circuit, the crew was instructed to delay its approach and fly another circuit while a visiting aircraft landed on runway 04/22. The aircraft complied, passing down the western side of the airfield from north to south. From a point south-west of the airfield, it turned east of the A1 and realigned for another approach to Leeming.

The aircraft initially lined up with the runway at an estimated height of 600-800 feet for an asymmetric landing. It then entered a steep turn to port, lost height, and sideslipped with its port wing down into a field one mile east of Exelby, and one mile south-west of RAF Leeming, at approximate co-ordinates 54.278229°N 1.548630°W shortly before 09.45 hrs. The aircraft passed through a hedge and broke up in an adjoining field.

Flight Sergeant Harold Uppard, who had been married to Jean Stuart Uppard for only nine months, was killed on impact. He was 30 years old. Squadron Leader Gloster survived the crash but he was seriously injured and transferred to the military hospital at Catterick Garrison. 

RAF Court of Enquiry – Investigation & Conclusion

By order of Air Vice Marshall Harcourt-Smith, AOC No.12 Group, a Court of Enquiry assembled at RAF Leeming on 31^st May 1951 to investigate the aircraft crash, to apportion blame and allocate responsibility, if any, and to make any recommendations as the court may deem necessary.

The court was told that Squadron Leader Gloster was the authorised captain of the aircraft at the time of the accident. They were also informed that he:

“is suffering from multiple injuries and although the court was adjourned for a week the witness was still unable to remember any events preceding the crash or the crash itself. He is in a nervous condition and recovery may take some time.”

Amongst other things, the Court of Enquiry investigators found the following:

• Undercarriage DOWN and LOCKED;
• FLAPS fully down;
• AIR BRAKES fully extended;
• H.P. & L.P. Fuel Cocks on;
• STARBOARD engine under power at the time of impact;
• PORT engine alight and either “windmilling” or under low power at time of impact;
• Aircraft Cockpit Canopy was detached on impact;
• No portions of the aircraft appear to have become detached in flight:
• Both pilots were wearing parachutes and were properly strapped into the aircraft. (Michael Gloster and the body of Harold Uppard were freed after the accident by Thomas Richardson & George Park, two farmers working the land where the aircraft came down).
• There was sufficient fuel for the flight, although all fuel had drained from the tanks, the ground being heavily impregnated. N.B. The Graviner fire extinguisher system had been operated correctly by the crash switch so the risk of fire had been eliminated, although the rescuers were probably unaware of this fact.

On 19th June 1951 the court concluded that “the final circuit of the aircraft was carried out below normal height due to weather conditions.” In the opinion of the Court the accident was caused by an error of judgement on the part of the pilot flying the aircraft in that he:-

1. Commenced a practice single engined circuit below normal height.
2. Failed to maintain adequate height and airspeed during the final “turn-in.”
3. Selected full flap when the aircraft was already under-shooting the airfield.
4. Failed to take corrective action in time to prevent the aircraft striking the ground.

Note: Although the evidence shows that the Air Brakes were fully extended at the time of the accident, the Court was of the opinion that this was not a contributory factor to the accident. However, on 26^th June 1951 the Station Commander, Group Captain R.V. McIntyre, placed his disagreement with this opinion regarding the air-brakes on the record. It should also be noted that a subsequent civil investigation undertaken by the Accidents Investigation Branch, Ministry of Civil Aviation, in July 1951 came to the same conclusion as Group Captain McIntyre.

Although it proved impossible to determine which pilot was flying the aircraft at the time of the accident, Sqdn Ldr Gloster was held to blame as Captain of the Aircraft. The court recommended that initial conversion on to jet aircraft always be given by either, a qualified flying instructor on the type, or an experienced pilot on the type who has himself received dual instruction on that type.

Squadron Leader Michael Gloster was NOT informed of the findings of the Court, nor was the evidence read to him. At the time of the Court’s interview with him he did not know of the death of F/Sgt Uppard, and “was in a highly nervous condition”.

He had no recollection of the accident or of any other details of the flight and was, therefore, unable to offer the court any assistance. In view of the above “it was not considered that Sqdn Ldr Gloster was in a condition to appreciate the evidence of the court.”

No written record of the interview with Michael Gloster, including who was present or what was said, form part of the official enquiry & report.

The following day, Wednesday 20^th June 1951, Squadron Leader Michael Gloster DFC* died from his injuries, aged 30. He was subsequently laid to rest in the churchyard of St Alphege, Solihull. In August 2017, he was finally reunited there with Betty, his widow of 66 years.

Medallic Recognition: Distinguished Flying Cross + Bar, 1939-45 Star, Africa Star [1942-43], Defence Medal [1939-45], War Medal [1939-45], General Service Medal.

Michael is also commemorated by name on the Armed Forces Memorial located within the 150 acre Royal British Legion National Remembrance Gardens in Staffordshire.

The Inquests

At Flight Sergeant Uppard’s inquest on Wednesday 30^th May 1951, it was heard that the pilot handling the aircraft could not be identified because Squadron Leader Gloster, the other occupant, had no recollection of the events. George Park, a farmer working in a nearby field with three other men gave the following account:

“I saw the jet aircraft come over about 100 ft above ground level. The left wing drooped and caught the ground, and the aircraft broke up as it crashed along the field. We went to rescue the two airmen, but one was dead.”

The jury returned a verdict that:

 “Uppard died from shock following multiple injuries as a result of the aircraft in which he was travelling crashing by misadventure during the execution of his duties.”

Squadron Leader Michael Gloster’s inquest was held on Thursday 21^st June 1951 to determine his cause of death. At the close of proceedings, and having heard various testimony, the Coroner for the Western District of the North Riding of Yorkshire, Francis Ryalls Eddison stipulated the cause of death to be:

”misadventure from circulatory failure due to blocking of pulmonary arteries with an embolus from thrombosis in veins of leg following multiple fractures caused when an aeroplane in which he was [crushed] when he was on duty.”

1. Operation Torch was the first major Allied amphibious invasion of French-held North Africa during the Second World War. It was led by US Major General Dwight D. Eisenhower and British naval commander Admiral Andrew Cunningham. More than 100,000 British and US troops took part, supported by approximately 600–670 ships.The operation aimed to relieve pressure on Soviet forces on the Eastern Front, secure Mediterranean shipping routes, and trap Axis armies in North Africa between Eisenhower’s forces and British Field Marshal Montgomery’s Eighth Army. The operation marked the first major engagement between American and German forces in the war. It exposed early weaknesses in US Army tactics and training, prompting rapid adaptation.

A copy of this story may be downloaded here.