An emmett is an ant, which rather tells you how some inhabitants of Cornwall see tourists (on whom they largely depend to keep the economy afloat.) Many years ago a friend went into a chemist’s shop, for some sunblock for her 2 year-old son. “Coconut oil,” said the girl,”It’s what the locals all use.” “Yes, and I’m not an emmett, so can we try again, please?” Red-faced, the girl got her the correct item (the boy would, literally, have fried, if she’d used the oil on his soft skin; locals, with skin like leather, are impervious.)
Edgar

“SS” was Skalski’s Spitfire IX RK853, according to “Combat Codes,” by Vic Flintham and Andrew Thomas.
Edgar

Pandect Instruments, of High Wycombe, can do them, as well.
The recommended liquid is alcohol, or I.M.S. 99, which must be totally de-aerated for at least 1 hour. The seal, under the glass, is (now) 3mm rubber (used to be 1/8″, or, sometimes, a gooey 2-part mixture,) and the seal, for the filler point, is a fibre washer, which must be placed in some of the alcohol, during the de-aeration process, so that no air pockets remain in the fibre. During the filling process, also, the flexible diaphragm, in the base of the inner bowl, must be pulled out, about 1/4″, to allow for any expansion/contraction of the fluid, due to temperature changes. The paint is a special alcohol-proof type, which is not proof against many other liquids, especially cellulose, or white spirit (used in many smaller compasses.) SIRS build these compasses, from new, and stock all known spares, since they took over the line from Smiths, along with the E2B/C & 6B/6C landing compasses.
Edgar

There used to be one at High Wycombe’s Royal Grammar School, during the 1950s; I had the doubtful pleasure, once, of helping to haul on the elastic rope. It was kept in the C.C.F. rifle range, which always seemed to be pushing their luck a bit.
Edgar

If you can get to High Wycombe, I can introduce you to a man who built Mosquitoes during the war; High Wycombe was the main centre, for construction, due to its proliferation of (largely under-used) chair factories. There’s a very good book, published by the local council for £10 (at the last count,) on High Wycombe’s aircraft heritage, which is well worth the investment. The Mosquito Museum has the remains of one of the Hornet concrete moulds, in their care.
Edgar

I don’t know if the rudder striping was an order, or just a proposal, but on April 3rd., 1940, the D.O.R. demurred, telling the Air Ministry that it would adversely affect the pre-balanced rudders, and proposing, instead, that the fin be used (presumably he didn’t know that 1 Squadron had gone ahead and proved him wrong – or rebalanced their rudders, which wasn’t easy.)
Although I haven’t found the order, it appears that the Ministry did order the fins to be used, on May 1st., since, on May 11th., they clarified it, saying that the stripes did not need to cover the whole fin, they just had to be big enough to be visible.
Edgar

The wheels, on the Vc, were 2″ further forward than earlier Marks; this was a change that had first appeared on the Mk.III, possibly because of the extra length of the fuselage, caused by the Merlin XX. This caused the wheel to foul the upper surface, so the leg was allowed to hang lower, in its well, and the leg/wheel cover was curved to allow for it. The 2″ extra rake was carried on to Marks following the Vc, including the IX.
Edgar

The ORB doesn’t give Christian names, and the service numbers only seem to have been noted (in some Squadrons) when aircrew were killed, so I could only find a (very) partial answer to your query.
S/L Hodson flew BS172, but his main aircraft was BS383 (5 times.)
Chapin flew BS196, BR263, W3839, BS383 (twice,) EN858 (3 times,) BS183 (9 times.)
Godefroy flew BS534, BS183, EN129, BR630, AD231 (twice,) EN130 (7 times.)
Sorry, like most Squadrons, 401 registered the serials, but not the code letters.
Edgar