Covert Radar and Signals Interception

The Secret Career of Eric Ackermann

Peter Jackson, David Haysom

• Publisher: Pen & Sword Aviation
• Year: 2014
• Print ISBN: 9781783462681
• eBook ISBN: 9781473835061
• Topic: History
• Subtopic: Military & Maritime History
• Index: History

Of German stock dating back to 1530 in Saxony, Eric George Ackermann GM was born on the Isle of Wight in 1919 and became a leading figure in the world of signals and electronic intelligence. As a Junior Scientific Officer at the Telecommunication Research Establishment, Boscombe Down, with an honorary commission in the Royal Air Force, he made numerous flights over occupied territory searching for, monitoring and destroying Germany's Wuerzburg, Knickebein and X Band radar systems. Much of his research was passed to the highest levels of wartime government, and was highly prized, ensuring that tactical plans could be executed that took full advantage of known, top secret German intelligence.A host of secret missions to assess the enemy's radar capabilities were carried out in North Africa, Gibraltar and Italy. This new and engaging biography explores the various highs and lows of his operational deployment at the vanguard of tactical intelligence operations in these exciting theaters of war. Winner of the George Medal for conspicuous gallantry, his efforts weren't confined to the offices of war. He saw conflict up close and personal, and was therefore aware of the urgency of his endeavours, and the extent to which his findings made a difference.The end of the war was a cause of great celebration, but it did not signal the end of Ackermann's role, far from it. He was to play a major part in the setting up and implementation of a string of listening stations built along the borders of Soviet Bloc countries which were destined to glean a wealth of invaluable post-war intelligence. Further work in aeronautics and satellite construction in the States followed, meaning the reach of Ackermann's influence could be allowed to stretch yet further.rnrnYet despite the might and scale of his achievement, he has never before been the subject of a book-length study. The authors, Peter Jackson and David Haysom, have made every effort to rectify that in this new publication which is sure to appeal to aviation enthusiasts, as well as the more general reader curious to gain new insights into twentieth century intelligence practices and their often far-reaching consequences.

Chapter One

Family Background and Early Life

Sometime between 1783 and 1786 a young German coach builder named Rudolph Ackermann left his native country and came to England via a brief stay in Paris. He was born in Schneeberg in Saxony in 1764. Rudolf came from a long line of landowners who had their own coat of arms and could trace their history back for seven generations before his birth, to one George Ackermann, who flourished around 1530. Another ancestor, Jakob Ackermann, had the misfortune to be shot by a passing soldier during the Thirty Years’ War which devastated Europe and particularly Germany between 1618 and 1648, though he himself was not a combatant, but just happened to be in the wrong place at the wrong time.

After an apprenticeship as a saddle maker in his father’s business, Rudolph was encouraged to take up drawing, possibly with an eye to becoming a draughtsman. As he showed considerable talent it was decided that he should train as a carriage designer. His training began in Leipzig, and after a short period there he moved to Hueningen near Basle in Switzerland, where he completed a three year apprenticeship in his new trade. He then joined a firm of leading carriage makers in Paris before deciding, at the age of about twenty, that London would offer him more opportunities.

This was indeed what happened and within a short time he had established valuable contacts which eventually led to his setting up a business at 101 The Strand, though not as a carriage maker but as a printer of fine art prints and books. The business also sold what it produced and it is still trading as Arthur Ackermann Ltd. at its premises in Lowndes Street, London SW1.

He was both an astute businessman and an inventor, and in 1801 he patented a method for waterproofing paper and cloth which he then manufactured at a factory in Chelsea. He was enterprising in other ways too, and was one of the first people to light his premises with gas. He also patented the Ackermann steering geometry, which was a device to link the steering of a wheeled vehicle so that the wheels on the inside and outside could trace the same radii and therefore did not slide on wet surfaces. He was of such eminence that his portrait, painted by the French painter François Mousset between 1810 and 1814, hangs in a prominent place in the National Portrait Gallery in London. It is reproduced here by kind permission of the Gallery. Rudolph was also a philanthropist and the money he raised to aid his home city of Leipzig after its devastation by Napoleon in 1813 made him a public figure in both Germany and England.

Arthur Ackermann Ltd.’s premises in Lowndes Street. This photograph was taken in 2011.

Rudolph’s grandson Arthur (1830–1914) took the firm to new heights, not that it really needed any more acknowledgement by those who counted in London society. By the middle of the nineteenth century it had received the royal warrant as publishers and fine art dealers to, successively, Queen Victoria, Queen Alexandra and Queen Mary. The London Gazette states that Ackermanns could style itself ‘By appointment to Queen Victoria [etc.] with authority to use the Royal Arms’, although it adds that the warrant did not carry the right to fly the Royal Standard. By this time Arthur was living in Regent Street and his son Rudolph was at another fashionable address, 113 Park Village East, Regent’s Park. Their occupation is given as ‘Gentleman’, which shows that they were of independent means rather than having to demean themselves by working for a living, although clearly they were not entirely idle. The side seems to have been let down a bit by Rudolph’s son, Eric’s grandfather, and Eric’s father ordered his two sons never to ask about their grandfather nor to mention his name. He, however, was an exception to the honest and industrious lives which others in the family led. Although none of this is strictly relevant to Eric’s own life story, it shows his unusual and enterprising ancestry and perhaps explains how he came to be the man he was.

Rudolph Ackermann (1764–1830): a portrait painted by François Mousset. © National Portrait Gallery, London

Five generations after Rudolph’s birth, his great-great-great-grandson, Eric George was born, and it is not too fanciful to find in him some of Rudolph’s qualities and abilities. Eric certainly showed determination and enterprise and inherited his ancestor’s talent for engineering and invention. Another similarity is in their strong Christian faith. Rudolph became a regular worshipper at St. Clement Danes Church in the Strand, close to his home and place of business. It has been the RAF church since 1958 and Eric may well have attended services there during his time in the air force. Rudolph died in 1834 at the age of seventy.

Eric was born on 6 October 1919 in the village of Gurnard near Cowes, on the Isle of Wight. The long-standing family name of Rudolph was not passed on to him, but he did inherit his father’s second name of George, as a nod in the direction of all those previous Ackermanns. Eric’s father, however, was another Rudolph, who was born in Holborn in 1891 and worked as a railway clerk. He was the last member of the family to bear his famous ancestor’s Christian name which had been handed down through so many generations. Eric’s mother was Dorothy Webb, and she and Rudolph were married in 1915 in Camberwell. The young couple were both deeply religious people although they belonged to different churches, he to the Plymouth Brethren and Dorothy to the Baptist Church.

In 1915, Rudolph joined the army and was sensibly put into the Railway Operating Division of the Royal Engineers and reached the rank of corporal. His name in the War Office record is given as Randolph G. Ackerman (one ‘n’). Randolph was a clerical error, but the single ‘n’ was not, as Rudolph had decided to erase the final ‘n’ from his surname to make it seem less German. This was probably a prudent move as anti-German feeling was running high and people were, it is alleged, even given to kicking dachshunds in the street. The Royal Family changed its name from the House of Saxe-Coburg-Gotha to Windsor and the Battenbergs to Mountbatten. The Ackermanns just docked an ‘n’.

The Railway Operating Division was formed in 1915, the year when Rudolph enlisted, and its task was to operate railways in all theatres of the war. Its personnel were mostly railway employees and Rudolph was posted to the Western Front where he worked on the railways which moved the British heavy guns to and from their firing positions near the front line. When the war ended he returned to his civilian occupation, but Dorothy remained on the Isle of Wight where she had been living since her husband enlisted in the army. During the war she had been working for the Sopwith Aircraft Company making steam-bent wooden ribs for aircraft wings at a factory in Cowes. One of Sopwith’s sub-contractors on the island was the Fairey Aviation Company for which her father worked.

Dorothy returned to the mainland to join Rudolph shortly after Eric’s birth, living at No. 35 Shelley Crescent in Southall, and her second son Keith was born there on 3 September 1931. The boys’ father had been on Sunday School trips there as a child and was convinced that this was where he wanted to live. Southall at that time was on the edge of the west London green belt and with trams running from Shepherds Bush as far out as Uxbridge, travel from central London to their new home was an easy journey.

Rudolph’s work as a railwayman meant that the family could enjoy special rates for train travel, which they used for holidays in Devon and their annual visits to the Isle of Wight. Keith Ackermann, Eric’s younger brother, remembers that they had a happy childhood, although his parents were ‘very upright and God-fearing’. Their house in Shelley Crescent, which was not really a crescent at all, but a cul-de-sac with a pan at one end, provided Eric with an early opportunity to show his skill at telecommunications. No. 35 was on one side of the pan and Eric ran a telephone line across it to the house of a friend, Jack Hall, who lived on the opposite side.

Although he was a Plymouth Brother, Rudolph was now attending the Methodist Central Hall in Southall which backed onto Southall Technical College. This was ideally placed for Eric, because on Sundays he would disappear from the Young Men’s Group, which was where he was supposed to be, and go to the college laboratory. There was an early television receiver there, which Eric took Keith to see in 1938. Also in 1938, Eric went to Germany on a visit organized by the college and Keith remembered that his brother was disgusted by the behaviour of the Hitler youth.

Maybe other interests distracted Eric, but remarkably, despite being coached by his mother, he failed to be selected for a grammar school education and so continued at his all age elementary school until 1934, when he reached the leaving age of fourteen. He then moved to Southall Technical College (now the Southall campus of the Ealing, Hammersmith and West London College) where he stayed for five years. It seems that this ‘failure’ stayed with Eric all his life, for when his own sons were at the same stage in their education he urged them to work hard to achieve what he had failed to do. For Eric himself, however, it turned out for the better, at least according to his brother Keith who believed that had he attended a grammar school he might not have had the remarkable career which he was to enjoy for the rest of his life.

On leaving school in 1934 and going to Southall Technical College (now the Southall Campus of the Ealing, Hammersmith and West London College), he took the City and Guilds Ordinary and Higher National Certificates in Electrical Engineering which automatically gave him a qualification of the Institution of Electrical Engineers. These achievements were just as valuable as the Higher School Certificates awarded in grammar schools, and as University degrees, at least in their usefulness in building a good career. The fact that Eric later worked with people with strings of higher degrees and other academic qualifications did not hinder his own career prospects, as he brought to his chosen profession a wealth of practical experience, gained in action in wartime.

After five years Eric left Southall College in 1939, having, as Keith recalled ‘done extremely well’, focussing his studies on ‘electro-tec’. He was also working as a laboratory assistant, possibly to help pay his way through college and it was through this that he made his only contribution to a published book. This was in collaboration with his tutor, one E.T.A. Rapson, on a book entitled ‘Experimental Radio Engineering’, first published in 1940. It had considerable success and ran into five editions by the time the final edition was published in 1964. The book’s title page says that Mr Rapson was ‘assisted by E.G. Ackermann, Student I.E.E., C. and G. Final Laboratory Assistant’. Eric’s part in it was slight, being limited to drawings rather than text, but he nevertheless appears on the title page, and is generously shown as the joint author.

In the preface Mr Rapson wrote‚ ‘The author acknowledges the help received from his former assistant, Mr E.G. Ackermann, to whom fell the task of drawing the diagrams and preparing the experimental work’. The 3rd edition, 1944, still describes Eric as ‘Student I.E.E., C. and G. Final,’ but also as a Junior Scientific Officer at the Air Ministry. National security prevented any reference to his RAF status (he was a flight lieutenant by the time of the 3rd edition), nor to his George Medal. The 4th and 5th editions omit his name from the title page and the updated preface also ignores him, although the preface to the first edition is included in these later editions. Eric must have taken some pride in this and the title page of the first edition is shown at the end of the chapter.

By the time the first edition was published Eric was already working for the Telecommunications Research Establishment (TRE), whose staff he joined on 19 February 1940. A staff list shows that his salary in the AIII grade was £200 per year, though another column in the list gives his actual annual pay at £206-11-0d. Another list shows him as working in Dundee for what was then called the Air Ministry Research Establishment.

Eric’s first venture into print.

So, after a contented and mainly uneventful childhood and adolescence, and qualifying as an electrical engineer, Eric may have wondered what the future held for him, particularly as war was imminent. His first wife, Dorothy, remembers that he wanted to join the Royal Air Force, but to his great disappointment he was rejected. He had proved that he was an adventurous and lively young man with excellent technical qualifications in a subject which was just what the RAF needed, but the decision to join the TRE was to change his life totally. There is no evidence that he was headhunted, though he probably was, given what he had to offer his new employer. Very soon though, the man who was to become his mentor and lifelong friend, Dr Reginald Victor Jones, was to appear in his life and to be responsible for the many twists and turns his career was to take over the next twenty years.

Chapter Two

The Telecommunications Research Establishment

The Telecommunications Research Establishment was established at Worth Matravers, four miles from Swanage in Dorset, in May 1940. It had started life in 1936 as the Bawdsey Research Station (BRE) at Bawdsey, near Orford Ness in Suffolk and then continued very briefly as the Air Ministry Research Establishment (AMRE) in Dundee. The BRE and its successor organizations arose from the British government’s realization in the mid-1930s that Germany’s intentions were far from peaceful, despite constant assurances from Berlin that peace in Europe was the cornerstone of its foreign policy. As far as the BRE, the AMRE and the TRE were concerned, the main impact of this was on the work carried out by what, despite all these initials, was one and the same organization which was re-named almost every time it moved.

Although Britain had made strenuous efforts to rearm from the mid- 1930s onward, even by 1939 it was still woefully short of strength in the Army and the Royal Air Force. The RAF did have 1,982 operational aircraft on its strength in 1938, but most of these were obsolete or obsolescent and no match for the modern Luftwaffe, which was nearly double the strength of the RAF by August 1939. The actual figure was 3,750 first-line aircraft with a further 3,000 to 3,500 being used for training. All of these were newly developed machines with little or none of the out-of-date aircraft types with which the RAF was equipped.

Furthermore, the Luftwaffe’s Condor Legion had gained invaluable and brutal experience in the Spanish Civil War, earning particular notoriety in the devastating bombing raid on Guernica in April 1937. The British government’s refusal to become involved in that war was probably politically correct, but militarily it set its armed forces, and particularly the RAF, at a disadvantage when full-scale war broke out in Europe a few months after the end of the conflict in April 1939.

Nevertheless, the RAF‘s strength was to grow rapidly in the first few years to reach 4,287 aircraft by 1942. The old machines had mostly been withdrawn from frontline service to be replaced by the new Hurricane and Spitfire fighters, the Mosquito fighter-bomber and the Lancaster four-engine bomber. Meanwhile, the country ...

Table of contents

• Cover
• Dedication
• Title Page
• Copyright
• Contents
• Illustrations and Maps
• Preface
• Chapter 1: Family Background and Early Life
• Chapter 2: The Telecommunications Research Establishment
• Chapter 3: North Africa and Italy: Torch, Husky and Avalanche
• Chapter 4: The George Medal
• Chapter 5: Eric Ackermann and the Flying Bombs
• Chapter 6: North-West Europe, 1944 to 1946
• Chapter 7: The Long March to Lindau, 1946
• Chapter 8: The Air Scientific Research Unit
• Chapter 9: Life and Work at Obernkirchen
• Chapter 10: No. 646 Signals Unit and the RAF Signals Intelligence network in Germany
• Chapter 11: Farewell to Obernkirchen
• Chapter 12: The 646 Signals Unit badge
• Chapter 13: Farewell to Germany
• Chapter 14: Migration to Maryland
• Chapter 15: The Family Man
• Chapter 16: A Full and Useful Life
• Bibliography