Leonard Cheshire

Geoffrey Leonard Cheshire, Baron Cheshire, (7 September 1917 – 31 July 1992) was a British Royal Air Force pilot, officer and philanthropist.

Cheshire fought in the Second World War. Among the decorations Cheshire received as a pilot was the Victoria Cross, the highest award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces. He was the youngest group captain in the Royal Air Force (RAF) and one of the most highly decorated pilots of the war.

After the war he founded a nursing home that grew into the charity Leonard Cheshire Disability. He became known for his work in conflict resolution. In 1991 he was created a life peer in recognition of his charitable work. He is under consideration for beatification in the Roman Catholic Church.

Early life

Geoffrey Leonard Cheshire, known as Leonard, was the son of Geoffrey Chevalier Cheshire, a barrister, academic and influential writer on English law. His mother Primrose Barstow was from a Scottish Army family and named Leonard after her brother, who died fighting in Kūt in early 1917. Leonard had one younger brother, Christopher Cheshire, also a wartime bomber pilot. Cheshire was born in Hoole, Chester, where his paternal grandparents lived, but was brought up at his parents' home near Oxford. Cheshire was educated at the Dragon School in Oxford, Stowe School where he was head of Chatham House, and Merton College, Oxford.

At Stowe he was taught English by the writer T. H. White, but he was adamant in later years that he never flew with him. At school, Leonard excelled at lawn tennis, becoming Captain and showed an aptitude for languages and an interest in reading and natural history. At the end of his final Easter term 1936, his father arranged for him a stay in Germany with the family of Ludwig von Reuter in Potsdam and while there, witnessed an Adolf Hitler rally. Cheshire caused considerable offence by pointedly refusing to give the Nazi salute. Most of his time was spent with von Reuter's three sons, cycling, swimming and visiting Berlin and other cities. An early love of motorcar racing was fostered by trips to the Nürburgring and he entered a local tennis tournament, which he nearly won.

He entered Merton College at the University of Oxford in 1936 and joined Oxford University Air Squadron the following month. His closest university friends were Jack Randle and Peter Higgs who both followed him into war; Jack was awarded the VC posthumously in 1944 for bravery in the Battle of Kohima that year, and Peter was the first RAF fighter pilot to be lost in combat during the Battle of Britain.

At university he became a typical student of the time, taking part in pranks and displaying a knack for getting himself in the newspapers, or "creating a sensation" as Leonard called it. On one occasion at Oxford he was bet half a pint of beer with landlord of the Chequers pub Jig Holloway, that he could not walk to Paris with no more than a few pennies in his pocket; he won his bet - getting to Paris on foot by doing odd jobs and hitchhiking, eventually giving a press conference on arrival and earning enough money to travel back in first class. A local newspaper headline "Undergraduate Astonished that His Car Could Do 40 m.p.h." was the result of a speeding charge earned in Peter Higgs' car, which in mitigation Cheshire had said was over 2 years old and never known to go above 30. Leonard later said his aims at Oxford were to "drive a Bentley, dress in a Savile Row suit, in short to make pots of money without too many scruples how" yet he had no clear idea how to make money, apart from cultivating celebrity. Fred Astaire was an inspiration; Leonard even took tap dancing lessons in the hope of emulating him and modelled his hair and habit of using a cigarette holder on The Saint. As a young man, his friends later described him as having a personality of many layers, self-sufficient yet full of nervous energy.

Academically he was thought intelligent but not wildly keen on his subject, jurisprudence. His tutor F. H. Lawson said he "kept up quite well ... He wasn't the pure intellectual type. I was always satisfied with his work because he was 'a trier' - without breaking his neck". During his university years, Cheshire was required to participate in one of the service clubs. He chose the cavalry, but soon found the early hours and physical demands were not to his liking, and he transferred to the Oxford University Air Squadron because it involved sitting down. There he learned his basic piloting skills. Cheshire graduated in 1939 with a second-class degree.

Military career

Early training

On 16 November 1937 Cheshire received his commission as a pilot officer in the Royal Air Force Volunteer Reserve. He joined as a way to get out of his university finals, but his father soon put his foot down and insisted he sit them, then apply for a permanent commission under the RAF's direct entry scheme. On 7 October 1939 he received his permanent commission with the RAF. In selecting his preference Cheshire listed 1) Fighter Command 2) Light Bomber Force and 3) Army Cooperation force. To his disappointment, he was assigned to Bomber Command, and sent for training at RAF Hullavington, and then to RAF Abingdon. It was here that his career in the RAF was nearly ended before it even got started. Cheshire made a loud joking remark at a pub about German troops having arrived in England, which was reported. He was called in to the station commander, and was nearly sent to the infantry, but he apologised and was kept in.

102 Squadron

On 7 April 1940 Cheshire was promoted to flying officer and in June he was posted to 102 Squadron, flying the Armstrong Whitworth Whitley. 102 Squadron was in 4 Group of Bomber Command, and shared the airfield at RAF Driffield with 77 Squadron. Cheshire remarked that upon arriving at Driffield he was filled with a fear that he would not measure up to what was expected of him, but soon found himself buoyed with the sense of being part of a tradition. He became good friends with a number of pilots there, including Hugh "Lofty" Long and Jimmy Marks.

As a new pilot at Driffield, Cheshire was placed under the tutelage of Long. Cheshire found Long both demanding and encouraging. From the outset Long tested Cheshire on every aspect of the aircraft. He expected Cheshire to know the aircraft inside and out. His goal was to make flying the aircraft so second nature, that when the point of critical action arrived all of Cheshire's attention could be focused on the problem, as none of his concentration would be diverted by the task of flying. Long made Cheshire spend every spare minute he had learning the machine. "Lofty kept drumming into my head the fundamental lesson of never thinking that you have mastered your job, of applying your whole heart and mind to the task of perfecting as far as is humanly possible the techniques of operational flying. He made me practice and re-practice, study and re-study, experiment and re-experiment. I had to sit in the cockpit blindfold and go through the different drills, sit in the rear turret, in the navigator's and the wireless operator's seat, and try and see life from their point of view."

Long knew every man supporting the aircraft, both in his flight crew and his ground crew, and the concerns and hardships each man faced. Long took Cheshire along when he spoke to his men, and impressed upon him the importance of the commander being aware of their concerns. Cheshire credited him for making him a good captain. Thinking back upon those days, Cheshire noted "I do not think there could have been a single piece of equipment or a single aspect of flying on which he failed to question me... There was the ground crew also, to each of whom Lofty introduced me individually, talking of their problems, and the background from which they came and explaining the importance of building up a personal relationship with them."

Cheshire's first ten missions were flown as second pilot to Long. On those early missions Long placed Cheshire in the pilot's seat early and often, giving Cheshire invaluable experience of flying through flak over a target. By June Cheshire was commanding his own aircraft.

Distinguished Service Order (DSO) mission

In the spring of 1940 Bomber Command began its campaign against German industry. On the night of 12/13 November 1940, Cheshire was briefed to attack the synthetic oil plant at Wesseling, near Cologne. While en route Cheshire found the target was obscured by bad weather, so decided to attack the railway yards at Cologne instead. Initially in his bombing run there was little flak, but suddenly two anti-aircraft rounds exploded near the aircraft. The two anti-aircraft shells had exploded almost simultaneously near the plane, one right above the cockpit, and the other just under the port wing. The flash from the first blinded Cheshire, and the second rent a huge tear in the fuselage, igniting one of the aircraft's flares. The aircraft was falling in a steep dive. Cheshire regained his senses and realised both engines were still working, and pulled the aircraft out at about 5,000 feet. The crew were able to extinguish the fire, though they had to take precautions not to fall out. By the time they did they realised they were flying deeper into Germany. Realizing he still had a functioning aircraft with a bomb load, Cheshire brought the aircraft around and returned to make another bomb run on the target. Arriving over Cologne he now was the sole bomber over the target and faced the concentrated flak of the city's defenders. Nevertheless, he made it to the marshalling yard, dropped his bomb load and managed to get the aircraft and crew safely back to base at RAF Linton-on-Ouse, Yorkshire. For bombing the yard in a badly damaged aircraft and still managing to get it back to England he was awarded the Distinguished Service Order.

Completing his first tour of operations in January 1941, Cheshire immediately volunteered for a second tour.

35 Squadron

Cheshire was posted to 35 Squadron in January 1941, where he joined Jimmy Marks, "Willie" Tait and George Holden. The squadron was converting to the new four-engine heavy bomber, the Handley Page Halifax. His time in 35 Squadron included seven raids on Berlin. Cheshire was promoted to acting squadron leader on 1 March 1941, and was awarded the Distinguished Flying Cross (DFC) later that same month. Losses among Bomber Command continued. Four months after Cheshire completed his DSO mission, "Lofty" Long was killed during a mission on 13 March 1941. It was another close personal loss for Cheshire. "Whatever outward face I may have put on it, his loss affected me very deeply, and the memory of what I owed him and of all that he stood for remained with me throughout the war."

On 7 April 1941 he was promoted to flight lieutenant, and became commander of a flight.

Trip to North America

At the start of May, 35 Squadron's Halifaxes were stood down to undergo modifications to address design flaws. Cheshire obtained a posting to the Atlantic Ferry Organisation to fly a Liberator across the Atlantic. On 4 May 1941 Cheshire reported aboard a Norwegian steamer to begin his trip across the Atlantic. The convoy was not intercepted by the German capital ships, but did suffer multiple attacks from German U-boats, and a number of ships were lost. Cheshire came through unscathed.

Cheshire finally arrived in Canada to find the authorities there did not know who he was or what he was there for. He had expected to fly a Liberator or Canadian-built Halifax back to England but he was not allowed to, as he did not have experience in navigation. He and his companion RAF officer decided to take a short trip to New York while things were sorted out. While there he met former stage actress Constance Binney, who was twenty years older. In three weeks the two were married. Jimmy Marks was to witness the wedding, but was required to take an aircraft back to England before the wedding, so Cheshire and his bride had to use strangers as their witnesses. After a three-week wait he was finally allowed to shuttle a Hudson back to England. When he returned he was met by a single crewman, and learned that all the others from his Whitley had been lost on missions over Germany. It was a hard blow to Cheshire.

After his return, Cheshire resumed flying the Halifax in missions over Germany. He completed his second tour early in 1942. By the end of his time at 35 Squadron Cheshire had completed 50 sorties.

Flight instructor

After completing his tour at 35 Squadron, Cheshire was posted to a Heavy Conversion Unit (HCU) at RAF Marston Moor. Though in a training unit, he still flew operations when the training units were called upon to join the main force for maximum effort missions. The new commander in chief of Bomber Command, Arthur Harris, had taken over in February 1942. He was a firm believer that bombing German production was a war-winning strategy. The bombing campaign thus far had not been effective, and Harris was trying to hold his force together against competing interests from the other services who had designs on his aeroplanes. At the time he assumed command the bomber force was limited to about 400 aircraft, most of these being two-engine Whitleys and Wellingtons. To demonstrate what could be accomplished, he planned to conduct several thousand-plane raids. The first of these was against Cologne on the night of 30/31 May 1942. Scraping together every aircraft he could, including the training units, he was able to get a thousand aircraft in the air. Cheshire was a part of the force. He twice flew on thousand plane raids while serving as an instructor pilot. While completing his time as a pilot trainer, his younger brother Christopher, flying a Halifax for 76 Squadron, was shot down over Berlin on the night of 8/9 August 1942. Cheshire had flown that mission as well. When he returned from Berlin he learned that his brother had not.

76 Squadron

In August 1942 Cheshire was promoted to acting wing commander and assigned as commanding officer of No. 76 Squadron RAF, stationed at RAF Linton-on-Ouse. The squadron was flying the Halifax bomber, and was reforming, having suffered heavy losses and low morale. Cheshire and three crews that transferred in from 102 Squadron made up the core of the unit. The crews billeted at Beningbrough Hall.

As commanding officer, Cheshire was only to fly operations once a month unless absolutely necessary. Cheshire found it absolutely necessary several times a month. He always flew on the most dangerous operations, and never took the less dangerous ops to France. As commanding officer Cheshire had no crew of his own. When he flew along with novice crews he went along as "second pilot" to give them confidence. With more experienced crews he took the pilot's seat, and moved the crew's regular pilot to the second pilot spot. On one occasion 76 Squadron was ordered to Nuremberg, and were to cross the French coast at 2,000 ft. This was a very dangerous height for light flak, and Cheshire simply refused. With typical Cheshire obstinacy, he stated they would fly at 200 ft or 20,000 ft.

Cheshire tackled the morale problem by ordering changes to the aircraft to improve the performance. He was among the first to notice that it was very rare for a Halifax to return on three engines. There were reports the Halifax was unstable in a "corkscrew", the manoeuvre used by bomber pilots to escape the attacks of night fighters. Test pilot, Captain Eric Brown, was tasked with determining the cause. He and his flight engineer set to conduct a series of flight tests, when Brown was informed a representative from Bomber Command would fly along. Brown remembers "We couldn't believe it, it was Cheshire! We were astonished to say the least. I asked him not to touch the controls, and to his everlasting credit he never commented at all. He just sat in the second pilot's seat and raised his eyebrows at what we were doing!"

A part of the problem was that the Halifax could not fly as high as the Lancaster, and so was subject to greater attention from flak and night fighters. To lighten the aircraft, Cheshire had the exhaust covers and part of the mid-upper and nose gun turrets removed. This allowed the bombers to fly higher and faster. Losses soon fell, and morale rose accordingly.

During his time as the commanding officer of 76 Squadron Cheshire took the trouble to recognise and learn the names of every single man on the base. This was a reflection on Long, the pilot whom he had first trained under at 102 Squadron. Cheshire was determined to increase the efficiency of his squadron and improve the chances of survival of its crews. To this end, he frequently lectured the crews during preflight briefings on the skills needed to stay alive. With a new crew he would fly with them and demonstrate how it was done himself. Speaking of those days, Flight Sergeant Tom Gallantry, DFC, offered the following: "He could do anything, and did. We all knew he wasn't supposed to go on so many operational trips, but he did. He took new crews and gave them the benefit of his experience. He taught them what predicted flak was, he taught them what a box barrage was, by flying through it. That's certainly more than I would have done." With the ground crews he formed "The Plumbers Club" where they could come together and work out problems they were facing. Their motto was "You bend 'em, we mend 'em."

Marston Moor

With the completion of his third tour Cheshire was officially ineligible for further operational flying. Air Vice-Marshal Roderick Carr, Cheshire's former Group Commander when he was at No. 102 Squadron, put much effort into securing Cheshire a promotion to acting group captain, which the Air Ministry finally approved in March. The promotion made Cheshire, at 25, the youngest group captain in the history of the RAF. On 1 April Cheshire returned to Marston Moor, now as the station commander. The airfield was used by the 1652 Heavy Conversion Unit (HCU) to convert pilots from the two-engine Whitley and Wellington bombers to the four-engined Handley Page Halifax bomber. Cheshire was in charge of 30 to 40 aircraft and 1,800 to 2,000 men.

Cheshire's posting to Marston Moor was not to his liking. He had been an operational pilot his whole career, and he had limited experience in RAF administrative processes. He found himself frustrated at Marston Moor, not least of all by his adjutant, Bob Dales. Said Cheshire "I found myself promoted very rapidly to a position which I had not been trained to fulfill. To begin with, I had great trouble with the station's warrant officer, because he knew King's Regulations backwards and forwards, and he was perpetually quoting it at me, and I had no idea if they were right or wrong, and I just felt out of my depth." Dales countered "Group Captain Leonard Cheshire was the most frustrated senior officer I ever knew. Almost every day he pressed for a return to an operational tour. I believe his father was a barrister, and through his hatch he would try to defeat me on some point of Air Force law, but I was well versed in King's Regulations and Air Ministry Orders."

Cheshire did what he could to convey to the men being trained how what was being taught at the OCU would translate to saving lives once they began flying in earnest. In April he was awarded a bar to his DSO. And yet the time was a personal crisis for Cheshire. He longed to get back to operational flying but could not, as he could not ask Air Vice-Marshal Carr to reverse his promotion to Group Captain, and with such a rank no flying position was available. A possible 'out' arose when the AOC of the PFF, Don Bennett, arrived at his airfield to tour his station. Cheshire approached Bennett and asked permission to transfer to the Pathfinder Force. Bennett was not receptive. He replied that at present no jobs were available. Regardless, he was not sure if Cheshire would be suitable and a trial would be necessary. Cheshire was not pleased, and said so. It is not known why Bennett did not want Cheshire in the Pathfinder Force. It was not the first time Bennett had passed on Cheshire. Bennett's primary recruiting officer, Hamish Mahaddie, found it a mystery. Mahaddie said "Chesh was the only person I selected for training with the Pathfinder Force that Bennett vetoed. I was never able to establish why." In the end Cheshire viewed the refusal as a blessing in disguise. "He did me a good turn, because I got something better."

In 1943, Cheshire published an account of his first tour of operations in his book, ''Bomber Pilot'' which tells of his posting to RAF Driffield and the story of flying his badly damaged bomber ("N for Nuts") back to base. It became a national best seller.

617 Squadron

No. 5 Group Commander Ralph Cochrane provided the avenue for Cheshire's escape. Cochrane's elite unit, 617 Squadron, was in difficulty. Guy Gibson had been withdrawn from flying and taken on a publicity tour. He was succeeded by Wing Commander George Holden. Soon thereafter the squadron attempted the disastrous raid against the Dortmund Ems Canal, which resulted in the loss of five of the eight Lancasters sent, including that of the new squadron commander. Temporary command of the squadron was passed to H. B. "Mick" Martin, one of the squadron's flight commanders. Of the original nineteen pilots that had flown the mission against the Möhne and Edersee Dams in Operation Chastise, only five remained alive. In September Cochrane asked Cheshire if he would be willing to take the job. Returning to squadron commander would require Cheshire giving up his rank of group captain and taking the step down to wing commander. Cheshire agreed without hesitation. Cochrane instructed Cheshire that first off he needed to complete a three-week conversion course on Lancasters at RAF Warboys.

Cheshire knew the new post would be a challenge for him. Arriving at 617 Squadron he was regarded as an outsider. Though an experienced bomber pilot from the command's campaign against Germany, those missions were flown at high altitude and solo. Hundreds of aircraft were on each raid, but in the dark of night they rarely saw each other. Each plane was in isolation from the others, and flew in strict radio silence. 617 Squadron had become Bomber Command's masters of low flying at night. Low altitude kept them under German radar, allowing them to approach their targets undetected. For months they had been flying together at low level, at night, in formation, and below tree level. They had learned to avoid obstructions, and to tuck their wings inside the leader's, a move that decreased turbulence but was very unnerving to attempt. It was very dangerous flying that no other squadron could perform. Here Cheshire benefited from a friendship that he formed with the man he superseded, confessing later "Everything I know about low-level flying I learned from Mick Martin." As to Cochrane, he had been warned Cochrane was an uncompromising and strict CO, and that they would not get along. However Cheshire found Cochrane to be very bright, and though strict, it was a strictness in the best possible sense. An example of Cochrane's inflexibility arose early on, when Cochrane insisted Cheshire complete the three-week conversion course to Lancasters at Warboys. An experienced pilot on the Halifax, Cheshire felt the training flying somewhat demeaning, but after his second day there he realised Cochrane had been quite right.

It was at 617 Squadron where Cheshire came to real distinction as a remarkable air officer. It was here that his ability to lead, accept risk and think unconventionally resulted in the development of the most successful techniques the RAF developed to deliver extremely large bombs with remarkably deadly accuracy.

V-3 mission

The mission Cochrane had recruited Cheshire for was the destruction of the German V-3 long-range guns. As their third and potentially most destructive vengeance weapon, the Germans had constructed a pair of extremely large guns and positioned them in northern France. They were buried deep in underground bunkers near Mimoyecques in the Pas-de-Calais region. Once operational these powerful guns would be able to fire a shell into London every minute, and buried in the earth and protected by 50 feet of reinforced concrete, they were impervious to bombing attack. Such a target was very different from a marshalling yard. Area bombing the region where the guns were located would have no effect upon them.

British scientist and inventor Barnes Wallis had been asked to produce a bomb that could destroy these bunkers. The resulting bomb weighed 12,000 pounds, and if dropped from 20,000 feet would penetrate the earth and cause a small scale earthquake, destroying the target. He called this bomb the Tallboy. To be effective the bombs had to be dropped very accurately. He stated that, for accuracy requirements, one bomb out of fifteen dropped from 20,000 feet needed to land within twelve metres of the target. This was an accuracy unheard of in daytime aerial bombing, let alone bombing at night. Cheshire suggested this was going to be a problem, but got no sympathy from Wallis, who replied "Well, if you're going to scatter my bombs all over northern France what's the point of my building them?"

In January the need for a new marking technique became clear to Cheshire when 617 Squadron made an attack against a V-1 site in the Pas de Calais region. A Pathfinder aircraft working at altitude dropped a marker flare upon the target. 617 then proceeded to drop all their bombs within 94 yards of the marker, a remarkable feat of accuracy. The problem was the marker was 350 yards from the target, and the mission was a failure.

In February 1944 Harris called a meeting at High Wycombe to discuss the destruction of the V-3 site. The meeting included the AOC of Bomber Command Arthur Harris, the AOC of the Pathfinder Force, Air Vice-Marshal Bennett and 5 Group AOC Cochrane, who brought along with him Cheshire. It was chaired by deputy air officer commanding-in-chief Robert Saundby. Bennett was informed of the accuracy needed to mark the target. He dismissed the idea, stating that it could not be done. Cheshire offered that it could be achieved if attempted with a low-level marker aircraft. Bennett rejected this as well, stating that a low-level flight against a well-defended target would not be survivable. The problem was withdrawn from the Pathfinders, but was given to 5 Group to see if they could work out a solution. This is what Cochrane was hoping for. The operation could not be undertaken at once, as the large bomb that Barnes Wallis proposed to destroy the target at Mimoyecques was still under development. Cheshire and Martin thus had a small window of time to develop a technique by which they could accurately hit within yards of the target.

The first task to develop was how to mark the target. The Pathfinder technique was to drop a group of markers. A master bomber would then direct the following aircraft to drop their bombs on the markers below, adjusting to the best marker as needed. Cheshire chose to drop a single, very accurate marker, and have the rest of the force bomb that. A barrier existed in that for the sake of air crew safety Cochrane insisted the markers be released at no less than 5,000 feet. Efforts to mark the target from 5,000 feet on the bombing ranges proved frustratingly difficult. Even when the marker was dropped dead on upon the target, the angular momentum of the marker caused it to slide or skip a hundred yards before coming to a rest. At 5,000 feet they never could get closer than 150 to 300 yards from target. Martin tried using a dive-bomb technique, approaching at 5,000 feet and then dropping into a 30-degree dive, releasing the marker at 100 feet before pulling the big Lancaster up. Though the Lancaster was a cumbersome aircraft to attempt it in, the result was accurate.

Cheshire could now mark the target using a method that was not permitted. He next moved on to identifying the target at night. To mark the target, it had to be visible to the marking pilot. For this the area would need to be illuminated. A second aircraft would need to drop an illumination flare before the marking aircraft made its run. Given the release of the illumination flare was timed to the effort to mark the target, the flare could be dropped by parachute from 5,000 feet. To keep the illumination flare over the target area on its descent the weather would have to be fair, with limited wind. Thus the components for precision low-level marking at night came together. With an illuminated target area, he could mark the target with one accurate target indicator flare which the main force could aim for, and thereby destroy the target.

Limoges raid

Cheshire and Martin discussed their proposed method with Cochrane, who agreed to allow them to try it. The target would be the Gnome et Rhône aero-engine factory at Limoges in France. The air defences would be lighter, but there were two problems with this target. The first was that the factory was surrounded by the homes of the factory's French workers. Secondly, the plant was running around the clock, so French workers would be in the factory when it was attacked at night. As it was a target in France the proposal to bomb it had to be sent to the War Cabinet for approval. The raid was approved, but with the condition that they were forbidden from taking any civilian lives. It would be their one chance to prove low-level marking in combat.

On the night of 8/9 February 1944 the Lancasters of 617 Squadron approached Limoges at 16,000 feet. Below, a Lancaster at 5,000 feet dropped shielded flares over the target. Cheshire and Martin came in at 2,000 feet, and could see as light as day. He identified the roof top of the Gnome-Rhone factory, and proceeded to make a series of low-level passes at 20 feet, hoping the workers inside would take the hint. The 500 workers ran out of the building. Cheshire then dropped a marker flare on the roof top. Approaching at 16,000 feet, the rest of 617 came in one at a time, each aircraft dropping its bomb load directly on the marker. The factory was devastated, and the only civilian casualty was a worker who was injured when she came back to the factory to try to get her bicycle. It was Cheshire's first big success with 617.

Anthéor railway viaduct

The Anthéor viaduct was a railway link in southern France along the coast between Saint-Raphaël and Nice

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