Alfred Keith Ogilvie, affectionately known as Skeets, was born in Ottawa, Canada on September 14th 1915. After leaving school he worked as a bank cashier from 1937 until 1939. He applied to join the RCAF but upon being turned down he approached the RAF and after hearing nothing for months he was at the eleventh hour granted a short-service commission on August 11th 1939. He did his ab intio course at No.1 E&RFTS, Hatfield and was posted to 9 FTS, Hullavington on November 6th. After completing the course Ogilvie went to No.1 Flying Practice Unit, Meir Staffordshire on May 16th 1940, for further training before being was sent on June 6th to CFS, Upavon for an instructors course.

"Dreams of fame and fortune via the shot-and-shell route were abruptly dashed when they posted me to the CFS as an instructor. There, however, it turned out that the wonderful elderly gentleman who was my flying partner was a buddy of no less an officer than Boom Trenchard, and when the latter appeared on one of his ubiquitous visits an impassioned plea from him on behalf of the young fella from Canada who had come all the way was successfully made and I departed to 7 OTU at Hawarden.

They never asked what I had been flying before (namely twin-engines) and checked me out on a Harvard, a Master and (day of days) a Spitfire. I applied for the all-Canadian Squadron, Doug Bader's, but was advised there were no vacancies so instead they would send me to a good Spitfire Squadron, No.609."

So on August 20th Ogilvie arrived at Middle Wallop to begin his lengthy association with 609 Squadron whom he joined as a replacement for Mac Goodwin. He opened his Battle of Britain account by destroying an Me109 and claiming the probable destruction of an Me110 on September 7th although his Spitfire, N3280 also suffered some damage in this combat and he returned to base with a damaged tail unit.

"I was flying Red 3. The Squadron was ordered to patrol Brooklands. Many bandits were sighted over London above us. We climbed to 20,000 feet and attacked from the sun. Following Red 2 I delivered a beam attack on a trio of bombers. I gave them a couple of 3-seconds bursts and they started to break formation at a range of 200 yards closing to 75 yards. I gave one a solid burst of six or seven seconds, he turned over on his back and slid down. I kept going down, then climbed and returned to the attack. As I was diving on the bombers again two 109s attacked me, one overshooting very close to me. At very close range I emptied my guns on him as we were diving. He turned on his back and as I followed him down started to burn. Out of ammunition I returned to base."

On September 15th, now celebrated as Battle of Britain day, he shared in the downing of the famous Dornier Do17 which crashed on Victoria Railway Station. At about 1215 hours the Squadron was ordered South-East where over Kenley it waded into a formation of Do17s from KG76. During the melee that followed he launched his attack on Dornier F1+FH,wr.no.2361.Oberleutnant Robert Zehbe, the pilot of the Dornier, and two of his crew were killed but two other crew members succeeded in baling out and were captured. Oglivie's proof was photographic for his 16mm cine-camera, mounted in the wings like the eight.303 guns and synchronized with them, recorded a film showing an almost wingless Dornier fuselage in one part of the sky and its tail unit in another. Though he too modestly admitted that he was not the only attacker - and in fact Sergeant Holmes of 504 Squadron ,who ended up by rolling off a Chelsea roof into a dustbin after baling out, claimed the final victory.

Ogilvie later filed the following Combat Report

"We were ordered to attack a large formation of Dornier 17, 215's with a heavy Me109 escort. In getting in position I saw a lone Dornier seperated from his formation. I went for it and gave it several bursts from the beam. The fire was returned. Two other Spitfires also attacked, and on my next attack I could see fire in the Dornier's cockpit. As I went beneath it I saw two men jump and their parachutes open.

The whole disintegration being a most amazing and terrifying sight. The enemy aircraft spun and broke in half, and dropped somewhere around Battersea.

On orders from base I returned alone and pancaked."

The two German aviators landed on the Oval ,fortunately without disturbing any cricket, whereas the main part of their aeroplane arrived in the forecourt of Victoria station. The tail unit landed outside a Pimlico public house " to the great joy and comfort of the Patrons" reported the Squadron Operations book

Above: Probably the most famous Battle of Britain casualty was this Dornier Do17 bomber which crashed in the forecourt of Victoria Station.
Below Left: The tail unit landed several hundred yards away on a rooftop in Vauxhall Bridge Road
Below Right: The mangled remains of the German bomber on the corner of Wilton Road and Terminus Place

Two days later the following letters arrived at Middle Wallop

FROM:- Headquarters,Fighter Command

TO:- No.609 Squadron, Middle Wallop

DATE:- 30-9-40

REF:- FC/19468/P.

The attached copy of a Message of Congratulations received from Her Majesty Queen Wilhelmina of the Netherlands is forwarded for your information.

I am to add that no publicity is to be given to this letter of congratulations beyond its transmission to the Squadron concerned

I am commanded by Her Majesty Queen Wilhelmina of the Netherlands, to convey to you Her Majesty was most gratified to see from her London house a German bomber shot down by an eight gun fighter during the air battle on the morning of 15th.Sept.

Her Majesty would be very pleased if Her congratulations should be conveyed to the Squadron concerned in this battle and to the pilot who shot down the German aircraft.

To The Air Ministry
London.

He probably destroyed Do17s on the 24th when flying as Yellow 4. He later described this dogfight in his diary:

"My wireless packed up at a most inopportune time and I had to guess what was going on. Dogs Dundas was leading Yellow section and I stuck to him like a brother. I attacked a Do17 and had his port engine on fire. From about 20,000 feet he dove for the sea - I waited for the splash, and was my face red when he levelled off and went like a ding bat for home! I dove after him and caught him about thirty miles out to sea. But flying Betsy at the gate had poured oil over my perspex and I couldn't see….Nearly rammed him on one attack. Emptied my guns,but I'm afraid he got home alright"

Ogilvie's entry in his diary for September 25th when the Squadron engaged Me109s over Bristol at 1200 hours reads

"I was giving a Dornier hell and both engines were streaming glycol when there was a gigantic pow and a nice hole appeared in my right wing. Immediately saw a 109 quite close behind, and it was evident he didn't want to be my valentine. I only shook him off after he had sent another through my tail, one up my fuselage exploding in my wireless, and one in my port wing puncturing that tyre. Certainly my closest call yet."

And after all that this modest, courageous little Canadian from Ottawa still went on fighting.

"Caught a chap close to the water, but could only get one engine smoking before my ammo gave out.Nearly turned over on landing but got away with it."

His Spitfire, N3280, suffered some damage and he was forced to land back at base on a burst tyre, although it was later repaired it was not fit for operations the following day when he flew N3288. Once again his aircraft was damaged in combat, this time over Christchurch at 1635 hours when the engaged a Heinkel He111, the aircraft's main spar was damaged but he was able to safely return to base as he related in his combat report.

"I was flying Yellow 2. Bombers were sighted over Isle of Wight and following Yellow 1, we flew in to engage them. Before we reached them we had to take evasive action from 109's. I engaged one at 10,000 feet and found that the Spitfire could handily out manoeuvre the 109 at that altitude. I hit him on a climbing turn, from close range and he dived away. I lost him and went after the bombers. I made a quarter attack on a Henikel 111 opening fire at 200 yards, closing to 50. Experienced very heavy return fire from the wings of the 111 also what seemed to be a free cannon. I was hit on the wings only one shot piercing my spar. The Henikel seemed to soak up the fire which obviously was entering it. We were well out to sea and were ordered to break off and return. Regarding the 109, during a series of turns I experienced fire from right angles to its path of flight which baffled me at the time."

In his dairy that night he briefly described the days events.

"After playing ring-around-a-rosy with a 109 I found myself on the tail of a huge Heinkel. I could see yellow flashes as my bullets hit, but he soaked it up. His rear gunner was no sissy and threw plenty back, bouncing a couple off my wings and putting one through the main spar."

On September 27th he succeeded in downing an Me110 off Portland as he described in this combat report.

"I was flying Yellow 3. At 24,000 feet we engaged a circle of Me110s. Following Yellow 1 we made a beam attack on the circle, each taking a separate aircraft. The circle broke up and I saw an Me110 turn into Yellow 1. There was a head on collision, both aircraft disintegrated in terrific explosion. I made an attack on one from almost head on, climbed up and came down vertically on him (10 secs). He went straight down, both engines on fire. This was seen by other pilots. I also saw at least three other 110s going down in flames, one hit the sea, another on the land near Portland."

He later confided his thoughts on the loss of Mick Miller to his diary.

"The 110 turned out to get his cannon working on Mick, and they hit head-on. There was a terrific explosion, a sheet of flame and a column of black smoke. I glimpsed a Spitfire wing fluttering out and the white of a parachute with something on the end. It was ghastly. The whole viscous action lasted only a few moments."

In his diary for September 30th Ogilvie recorded the following entry

"We tangled with a 109 circus and I found myself a playmate. He had too much staff for Junior, and though he got in a deflection shot which floated across in front of me, I never got a shot at him. . I was pleased that the Spitfire was able to turn inside of the 109, but he suddenly flipped over and disappeared before I had fired a shot - a moral victory only!"

The next combat that is noted in his dairy is that of November 28th . The Squadron was scrambled and vectored towards the Solent to intercept an enemy formation of Me109s of JG2 led by their famous leader Major Helmet Wick. The Germans had the advantage of height and the 609 Squadron Spitfires were bounced and Pilot Officer Baillon was killed in the first strike. Flight Lieutenant Dundas extracted instant revenge by shooting down Helmut Wick but was in turn shot down by Wick's wingmen. Ogilvie managed to escape, although not totally unscathed with his Spitfire X4590, PR-F, receiving some damage, as recorded in his diary.

"I was Yellow 3 and was weaving merrily behind, keeping an eagle eye above, when I caught a glimpse of three yellow noses in my mirror. They were obviously crack pilots by their tight formation and strategy. I gave the warning and dove as the centre Johnny opened fire on me, and was speeded on my way by a cannon shot up the fuselage and a second through my prop."

On December 2nd he overshot on landing at Warmwell and hit a fence, the Spitfire was badly damaged but Ogilvie was unhurt with only his pride damaged. On March 19th 1941 he added to his now growing list of claims by damaging an Me109F.

"At 1737 hours Red Section of 609 Squadron was ordered to patrol over a convoy off Dungeness at 5,000 feet. I was Red Leader and proceeded to patrol line. After about half an hour patrolling in which period we passed three Hurricanes on the same duty, we (Red Section) were at 9,000 feet. I saw an Me109 come from above and behind us and attack the last Hurricane which caught fire and went straight into the sea. Red 2 thinks he saw a small white dot first before the 'plane hit and the pilot may have jumped at a low altitude. I saw a trawler proceed to the green patch in the water. When I saw the 109 going down on the Hurricane, Red Section immediately dove on it, but due to our slow initial speed were able only to give him a burst from the quarter which I believe hit his glycol tank as it immediately poured white smoke.

He dove for the French coast and was joined by a second 109. Red 2 and myself gave chase but with absolutely full power were unable to gain any distance, and, if any, lost some. At the French coast we abandoned chase as it was apparent we were getting nowhere.

During the chase I fired several short bursts at 200-300 yards from astern. When last seen the 109 was still streaming white smoke, whereas the second one with it was not, but was not losing speed. Due to the amazing performance of these 109's at this altitude, I am certain they must have been the new 109F type. I do not think the 109's had seen us when they attacked the Hurricanes as we were to one side and in the sun from them."

Ogilvie's next combat success was not to occur until May 16th 1941 when the Squadron, who were providing fighter cover to bombers, spied a formation of Me109s. Squadron Leader Michael Robinson leaving his own section as top cover, took Red and Blue sections down after the 109s. Keith Ogilvie attacked one, causing it to trail smoke, half roll and dive at a steep angle, with the Canadian right behind, with Van Lierde his No.2 covering him. Ogilvie registered 450 mph in the dive, in which he used all his ammunition as he described in his combat report.

"At 1538 hours Beauty squadron was ordered to patrol Dungeness at 30,000 feet. I was leading Blue Section on the right of Beauty leader. At 22,000 feet inland from Dover, I heard someone say Beauty weaver was being attacked, the Squadron turned to starboard and below us (about 1,000 feet below) saw two pairs of 109s and informed Beauty leader. My section was ordered to attack and I broke downwards and opened fire on the leading 109, from the quarter downwards at fairly close range, 50-100 yards. He half rolled and went down at a steep angle and I followed at 250-300 yards. The speed was considerable and I clocked over 450 mph. We passed over Dover at 1,000 feet still in a steady dive and I fired short bursts from dead astern. I ran out of ammunition, about a third of the way across the Channel, and left the 109 still losing height at less than 500 feet. I was followed all the way by two other Spitfires ( Blue 2 and 3) and Dover Balloon Barrage reports one Me109 pursued by 3 Spitfires at this time, crashing into the sea off the French coast . Believe this to be the machine I engaged. Enemy aircraft emitted black smoke continuously from the time it commenced to dive."

He shared in probably destroying a Junkers Ju52 on May 22nd before destroying an Me109 on June 17th .

"I was flying Blue 2 and was returning in that position from operating inland of France at 20,000 feet. About 5 miles inland mid-way between Le Touquet and Boulogne Blue 1 saw a pair of Me109Es 3,000 feet below andd led his section into attack. They saw us diving and the leader pulled around and up during which I got in a two-seconds front quarter attack with no result. I used my superior speed and did a climbing turn into the sun.

Shortly after I saw below me a 109E of the usual type; square wing tips, yellow nose, but very dark fuselage. I dived from the sun and opened fire at 75 yards with cannon and machine guns. One cannon stoped firing but, after a 2-seconds burst using one ring deflection, the 109 blew up with a great explosion and went into the sea in flames about one mile offshore midway between Le Touquet aerodrome and Boulogne. The 109 had not, apparently, seen my attack as he made no evasive attempts nor did he jump. Blue 3 (Pilot Officer de Spirlet), who was above, saw the 109 explode in the cockpit, it is likely a H.E. shell found his petrol tank.I rejoined the bombers and came home with them."

On June 21st he was attacking as part of a covering force of fighters for a bombing operation when he destroyed another Me109.

"I was Yellow 1 acting as high cover for bombers during operations.Yellow Section was behind on a turn home and I saw heavy smoke coming from bomber target. We crossed well to the left of Boulogne where there was heavy AA fire which was accurate to height and which hit a plane ( not identified) as it went down pouring gylcol.

Over Le Touquet aerodrome at 17,000 feet there were four aircraft flying parallel to us and as they turned in I recognised 109s. We engaged nearly head-on (2 secs.) and a general dog fight ensued. I pulled around and saw a 109 slightly below and 200 yards ahead. Drew up and opened fire with cannon and machine guns. The enemy aircraft took no violent evasive action but weaved slightly and turned over on his back. I turned to watch my tail and saw the enemy aircraft still spinning with a white parachute above it, open.

I started for home, diving to pick up speed and was soon attacked by 4 109Fs. They were very fast, straight and level and could only be shaken off by somewhat violent evasive action. I was hit in port wing by 2 machine gun shots which did not affect manoeverability of aircraft. I finally shook them off and started for home. Shortly after this I discovered a slight error in compass setting and found myself over sands between Le Touquet and Boulogne, I was immediately engaged by our friends again at 1,000 feet and managed eventually to shake them off by turning towards them, climbing into the sun and turning in the mist. They followed me to mid-channel then disappeared to my unbounded relief."

Circus 32 flown on July 4th saw the squadron escort 12 Blenheims on an attack upon the Khulman chemical works and power station at Chocques, three miles west of Bethune. Ogilvie had been leading a section when he spotted Me109s descending upon the bombers. As he turned to attack his aircraft was damaged, his port aileron floated away and a huge rent appeared in his wing. He was wounded, in the arm and shoulder, and lost consciousness but came to and baled out, landing in a field. Weak from loss of blood he was unable to take up offers of French people to help him escape

"About noon on July 4th we took off in absolute silence as close escort to the bombers doing Lille, Sailor Malan leading the Wing, Michael Robinson our Squadron, Paul Richey leading one flight, I the other. Over North Foreland the bombers crawled in beneath us and wings of the fighters formed up ahead, behind and on either side - an inspiring spectacle, and I never lost the thrill of being a part of the show. Far below we could see the white streaks as the air-sea rescue launches put out from Dover and Ramsgate. On crossing the Channel and progressing inland we were greeted by "ack-ack", first at Dunkirk, then St. Omer. Away to the side tiny specks represented the wary Hun climbing so as to be above and behind us when we turned down-sun for home. We had already started when about fifteen 109s floated over us, breaking up into fours, then pairs. A pair came down to attack the bombers and I had turned in to attack them when there was one hell of a "pow" and I was smacked into the dashboard, my port aileron floated away and a great rip appeared up my wing. There was blood all over and I felt sick, so I blew my hood off and turned the oxygen full on to keep awake. If I could reach the Channel I'd bale out, because I could not land the kite as it was. But I must have passed out because suddenly everything was quiet and through a haze I could see my prop sticking straight up, and smoke coming from under my cowling. I figured this is where I leave and let go of the stick. Sometime later I came to in a field, surrounded by sympathetic Frenchies who tried to get me up and away, but I could not make it. I had been hit twice in the arm, once in the shoulder, and had lost too much blood. A little while later a sad-eyed German informed me, "For you the war is over" - and he was not kidding."

Ogilvie was in hospital in Lille and Brussels for nine months and was then sent to Stalag Luft III, Sagan. One irony was that Ogilvie was due for some well earned leave in a few days time as he had flown on every operation since June. Ogilvie now had an extensive leave, as a guest of the Germans. Meanwhile his comrades at 609 Squadron believed him to have been killed until on July 4th Lord Haw Haw himself broadcast the fact that he had been captured and was alive.Obviously the Germans regarded him as quite a catch.

After nine months in hospital at Lille and then in Brussels - "The Jerry docs fixed my arm up really well, though I can still tell when rain is in the offing' - he eventually reached the notorious R.A.F. camp Stalag Luft III.

At Stalag Luft III he was one of 76 prisoners chosen to take part in the Great Escape under the leadership of Roger Bushell, who had been shot down over Dunkirk when CO of 92 Squadron. The last to get free of the tunnel before it was discovered, Ogilvie was captured after two days and sent to a Gestapo prison at Gorlitz in Czechoslovakia. There during repeated interrogations "I stuck to my story that I was a career officer. This must have registered with the Teutonic mind, because I was one of eight returned to camp - the others, as you know, were shot"

In April 1945 he was liberated and transferred to the Royal Canadian Air Force as a Flying Control Officer. Resuming flying he joined 412 Transport Squadron before later taking command of 129 Acceptance and Ferry Flight upon his promotion to Squadron Leader. He was later appointed to air operations as a Staff Officer and finally operations officer at Downsview Base.

He retired from the RCAF on September 14th 1962 and returned to Ottawa where he lived until passing away in 1998.

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