Maltby Grammar School - Braithwell Road
Additional Details
John Stanley Bertenshaw (5962244)
Lincolnshire Regiment - 5th Bn. 2 March 1945, aged 21 Died in the North West Europe Campaign Reichswald Forest War Cemetery Arthur Edwards (176689) Royal Air Force 25 September 1945, aged 26 Died on Active Service in Singapore Singapore Memorial Albert Vernon Elliott (575045) Royal Air Force - 39 Squadron 27 October 1942, aged 20 Died of wounds in Egypt Alexandria (Hadra) War Memorial Cemetery Herbert Garthwaite (179288) Royal Air Force - 1656 HCU 2 September 1944, aged 20 Halifax aircraft crashed on a training flight Austerfield (St Helena) Churchyard Roland William Hall (1126572) Royal Air Force 19 July 1945, aged 24 Killed on flying duties in the Middle East Habbaniya War Cemetery Robert Denver Haynes (4748067) York and Lancaster Regiment - The Hallamshire Bn 1 July 1944, aged 24 KIA during the Normandy Campaign St Manvieu War Cemetery, Cheux Cyril Walter Hutchinson Civilian War Dead 18 March 1941, aged 19 Killed in an air raid on Scarborough Scarborough, Municipal Borough Herbert Randal Mollekin (14315449) King's Royal Rifle Corps - 1st Bn. 7 December 1944, aged 21 KIA during the Italy Campaign Faenza War Cemetery William Richard Morris (1430877) Royal Air Force - 156 Sqdn. 12 August 1942, aged 20 Wellington aircraft lost on a mission to Germany Eindhoven (Woensel) General Cemetery Kenneth John Nixon (136469) Royal Air Force Volunteer Reserve - No 2 OAPU 30 October 1943, aged 23 Beaufighter aircraft crashed in Scotland on a ferrying flight Wilnecote New Cemetery, Tamworth James Malcolm Snowden (1108099) Royal Air Force - 209 Sqdn. 20 August 1943, aged 21 Catalina aircraft crashed into the sea off East Africa Alamein Memorial Cyril George Whiteley (1451555) Royal Air Force Volunteer Reserve - 102 Sqdn. 30 July 1943, aged 20 Halifax aircraft lost on a mission to Germany Hamburg Cemetery |
Robert Dennis Staton Cooke (EC/4103)
Royal Indian Army Service Corps 21 January 1943, aged 23 Died in Burma Rangoon Memorial John William Edwards (1052838) Royal Air Force - 103 Sqdn. 3 July 1942, aged 22 Wellington aircraft lost on a mission to Germany Reichswald Forest War Cemetery Reuben Edward Foulds (1591122) Royal Air Force - 101 Sqdn. 8 June 1944, aged 19 Lancaster aircraft lost on a mission to Germany Bayeux War Cemetery Harold Hayes (572871) Royal Air Force - 1660 HCU 25 February 1945, aged 23 Lancaster aircraft crashed on a training flight Dinnington Church Cemetery Peter Horsfield (952955) Royal Air Force - 172 Sqdn. 31 January 1944, aged 22 Wellington aircraft lost on a patrol mission over the Bay of Biscay Runnymede Memorial John William Longson (FX. 86289) Royal Navy - H.M.S. Heron/ FAA 761 Sdn 19 May 1942, aged 19 Aircraft crashed in Devon Maltby Burial Ground Edward Moore (1698314) Royal Air Force Volunteer Reserve - Radio Meteorological Flight 15 October 1945, aged 21 Aircraft crashed into sea off Wales Runnymede Memorial Leo Thomas Needham (572141) Royal Air Force Volunteer Reserve - 422 Squadron 17 October 1943, aged 23 Killed when Sunderland aircraft attacked U-Boats in the Atlantic Runnymede Memorial Hubert Frederick Smith (1535180) Royal Air Force Volunteer Reserve - 83 Sqdn. 22 January 1944, aged 22 Lancaster aircraft lost on a mission to Germany Runnymede Memorial John Douglas Whitehead (1057167) Royal Air Force - 103 Sqdn. 5 September 1942, aged 22 Halifax aircraft lost on a mission to Germany Leeuwarderadeel (Jelsum) Protestant Churchyard Edward Wilde (1451051) Royal Air Force - 514 Sqdn. 23 April 1944, aged 23 Lancaster aircraft lost on a mission to Germany Reichswald Forest War Cemetery |
John Stanley Bertenshaw - 5962244
John Stanley Bertenshaw was born in late 1923, his birth being registered in Bedford. He was the second child of Archibald Linford Bertenshaw who was an accountant, originally from Coalville, Leicestershire and was married to Florence (nee Smith) in 1920. His father who became the Clerk of Maltby Urban District Council in the late 1920’s, died in 1940 in the Rother Valley Registration Area.
John enlisted in the Army, originally with Bedfordshire and Hertfordshire Regiment, service number 5962244, although he later transferred to the 2nd Battalion, Leicestershire Regiment. In early 1945 2ndLincs were part of the allied armies pushing towards the Rhine. Operation Veritable was launched on 8 February to occupy the land between the Maas and Rhine rivers. Within this 2nd Lincs were involved in the battle for the German town of Winnekendonk. On 2 March 1945 the offensive began at 17.45 on both sides of the Kervenheim-Winnekendonk road. Fierce hand to hand fighting took place between the Lincolns and the German parachutists (Para Lehr Regiment) into the evening as darkness fell. At 21.00 the Germans surrendered. Winnekendonk had been held by one battalion of the Para Lehr Regiment with a Fortress Battery in support. In addition to the 4 anti-tank/SP guns knocked out, two more 88mm and six 50mm guns were captured in the town. The 2nd Lincolns lost one officer and 16 men, including Private John Stanley Bertenshaw, aged 21. He is buried in the Reichswald Forest War Cemetery.
John enlisted in the Army, originally with Bedfordshire and Hertfordshire Regiment, service number 5962244, although he later transferred to the 2nd Battalion, Leicestershire Regiment. In early 1945 2ndLincs were part of the allied armies pushing towards the Rhine. Operation Veritable was launched on 8 February to occupy the land between the Maas and Rhine rivers. Within this 2nd Lincs were involved in the battle for the German town of Winnekendonk. On 2 March 1945 the offensive began at 17.45 on both sides of the Kervenheim-Winnekendonk road. Fierce hand to hand fighting took place between the Lincolns and the German parachutists (Para Lehr Regiment) into the evening as darkness fell. At 21.00 the Germans surrendered. Winnekendonk had been held by one battalion of the Para Lehr Regiment with a Fortress Battery in support. In addition to the 4 anti-tank/SP guns knocked out, two more 88mm and six 50mm guns were captured in the town. The 2nd Lincolns lost one officer and 16 men, including Private John Stanley Bertenshaw, aged 21. He is buried in the Reichswald Forest War Cemetery.
Robert Dennis Staton Cooke - EC/4103
Robert Dennis Staton was the child of Hannah Staton (originally from Thurnscoe, Doncaster), born in Hull in the third quarter of 1919. After his mother was married to William Henry Cooke in 1923 he added the Cooke to his name. The couple had two further children and latterly lived at Rainborough Grange, Hemingfield nr Barnsley.
Robert enlisted in the Army and was a Private. On 1 October 1941 he was appointed by emergency commission to be a 2nd Lieutenant in the Royal Indian Army Service Corps, service number EC/4103. He died in Burma on 21 January 1943, aged 23 and is commemorated on the Rangoon Memorial. |
Arthur Edwards - 176689
Arthur Edwards’ birth was registered in Rotherham in the second quarter of 1920, son child of Arthur Edwards and Florence (nee Spencer) was had married two years previously. His parents lived at 53 Silverdales, Dinnington and his father’s occupation was described as an abrasive wheel turner.
Arthur enlisted into the Royal Air Force Volunteer Reserve, service number 986100, and was a Leading Aircraftman. On appointment to commission as a Pilot Officer on 21 August 1944 his service number changed to 176689. He was further promoted to a Flying Officer on 10 September 1945. He served in the Far East and is reported to have died on 25 September 1945 at RAF Seletar, Singapore after falling into the sea from the float of a Sunderland flying boat (possibly from 230 Squadron). His death was reported on the casualty listings as ‘died on active service’. He was 26 years old and is listed on the Singapore Memorial as his body was never found. |
John William Edwards - 1052838
John William Edwards was born in Rotherham on 5 May 1920, first child of John Edwards and May (nee Sawyer) of 3 Rosston Road, Maltby. John was known by the name of Jack.
Jack enlisted in the Royal Air Force Volunteer Reserve, and served as a Wireless Operator/ Air Gunner. His service number was 1052838 and was posted to 103 Squadron of Bomber Command. He was based at Elsham Wolds in
the north of Lincolnshire, and flew on operations in the Vickers Wellington medium bomber. On the night of 2 July Sergeant Edwards was part of the crew of Wellington DV611 which was airborne at 23:21 on a mission to Bremen in Germany. It was one of 325 aircraft - 175 Wellingtons, 53 Lancasters, 35 Halifaxes, 34 Stirlings, 28 Hampdens sent to the city. DV611 was one of two 103 Squadron Wellingtons lost on this operation, although the cause of loss and crash site have not been established. Four of the five man crew were killed and those killed were initially buried in the Neuer Friedhof at Lingen-Ems. They have been subsequently, re- interred in the Reichswald Forest War Cemetery.
Note
Other crew members were:
P/O A T Little, RAAF 402821 (Captain - Pilot) - Killed
P/O D H Davidner, RCAF (Observer) - PoW
Sgt Thomas Alfred Elliott, RAFVR 1325341 (1st Wireless Operator/ Air Gunner) - Killed
Flt Sgt J V Chicoine, RCAF R/56204 (Rear Gunner) - Killed
Jack enlisted in the Royal Air Force Volunteer Reserve, and served as a Wireless Operator/ Air Gunner. His service number was 1052838 and was posted to 103 Squadron of Bomber Command. He was based at Elsham Wolds in
the north of Lincolnshire, and flew on operations in the Vickers Wellington medium bomber. On the night of 2 July Sergeant Edwards was part of the crew of Wellington DV611 which was airborne at 23:21 on a mission to Bremen in Germany. It was one of 325 aircraft - 175 Wellingtons, 53 Lancasters, 35 Halifaxes, 34 Stirlings, 28 Hampdens sent to the city. DV611 was one of two 103 Squadron Wellingtons lost on this operation, although the cause of loss and crash site have not been established. Four of the five man crew were killed and those killed were initially buried in the Neuer Friedhof at Lingen-Ems. They have been subsequently, re- interred in the Reichswald Forest War Cemetery.
Note
Other crew members were:
P/O A T Little, RAAF 402821 (Captain - Pilot) - Killed
P/O D H Davidner, RCAF (Observer) - PoW
Sgt Thomas Alfred Elliott, RAFVR 1325341 (1st Wireless Operator/ Air Gunner) - Killed
Flt Sgt J V Chicoine, RCAF R/56204 (Rear Gunner) - Killed
Albert Vernon Elliott - 575045
Albert Vernon Elliott was born in Doncaster in the second quarter of 1922, first child of William and Elsie (nee Smith) of Edlington.
After leaving school Albert enrolled as an apprentice in the Royal Air Force. In February 1939 he was one of 240 young hopefuls arriving at RAF Cranwell as the what was known as the 39th entry. He was to train as wireless operator mechanic or a wireless electrical mechanic. Because of the shortage of skilled tradesmen to meet the war requirements, the course length was reduced from three to two years and the entry was passed out from Cranwell in January 1941. He was eventually posted to 39 Squadron as an Air Gunner and attained the rank of Flight Sergeant. The squadron began the war as a bomber squadron, although after January 1941 operated as a maritime reconnaissance and anti-shipping squadron, serving around the Mediterranean. In the latter part of 1942 the squadron was in Egyptat Shandur and then Shallufa, although a detachment had gone to Malta. It was operating the Bristol Beaufort aircraft which it had been flying for about a year. He died on 27 October 1942 and was reported as dying of wounds or injuries received in active service in casualty communiqué number 180. Albert Vernon Elliott was 20 years old and is buried in Alexandria(Hadra) War Memorial Cemetery.
After leaving school Albert enrolled as an apprentice in the Royal Air Force. In February 1939 he was one of 240 young hopefuls arriving at RAF Cranwell as the what was known as the 39th entry. He was to train as wireless operator mechanic or a wireless electrical mechanic. Because of the shortage of skilled tradesmen to meet the war requirements, the course length was reduced from three to two years and the entry was passed out from Cranwell in January 1941. He was eventually posted to 39 Squadron as an Air Gunner and attained the rank of Flight Sergeant. The squadron began the war as a bomber squadron, although after January 1941 operated as a maritime reconnaissance and anti-shipping squadron, serving around the Mediterranean. In the latter part of 1942 the squadron was in Egyptat Shandur and then Shallufa, although a detachment had gone to Malta. It was operating the Bristol Beaufort aircraft which it had been flying for about a year. He died on 27 October 1942 and was reported as dying of wounds or injuries received in active service in casualty communiqué number 180. Albert Vernon Elliott was 20 years old and is buried in Alexandria(Hadra) War Memorial Cemetery.
Reuben Edward Foulds - 1591122
Reuben Edward Foulds was born on 19 September 1924 to coal miner Reuben Charles Foulds and his wife of four years, Beatrice (nee Miller). He was christened at South Anston Parish Church on 19 October 1924.
Reuben became a Sergeant (Air Gunner), service number 1591122 within the Royal Air Force Volunteer Reserve serving with 101 Squadron. On D-Day +1 Reuben was part of the seven man crew, the pilot being Canadian, of Avro Lancaster Mk I serial number ME565 with squadron markings SR-Q tasked with bombing a target in France. The aircraft nicknamed ‘Wing and a Prayer’ was airborne at 23:22 on 7 June 1944 from Ludford Magna, Lincolnshire, it was part of a force of 112 Lancasters and 10 Mosquitos of Nos 1, 5 and 8 Groups. They were to carry out an accurate attack on an important 6-way road junction half-way between Bayeuxand St-Lô at Forêt De Cerisy. The surrounding woods were believed to contain fuel dumps and German tank units preparing to counter-attack the Allied forces which landed in Normandy the previous day. The nearest French village was several kilometres away and therefore collateral damage would hopefully be minimal. ND340 of 156 Squadron reported ‘at 01:46 an explosion like a scarecrow in the air dead in front at own height with white smoke and an aircraft appeared to be going down in target area immediately after this scarecrow. The aircraft went down and hit the deck and went up in an orange flash’. It is thought that this was the demise of ME565. Sgt Fould’s aircraft was one of two lost on this operation, it crashed near St-Laurent-sur- Mer (Calvados), 5 km NNE of Trevieres. All the crew were killed in the crash and they were initially buried in the US Military and Allied cemetery at St-Laurent-sur-Mer. In 1948 both Air Gunners (Foulds and Girdwood) were taken to Bayeaux War Cemetery. The others could not be positively identified and they are commemorated on the Runnymede Memorial. Reuben Edward Foulds was on his sixth mission, and was 19 years old. Notes ME565 was fitted with ABC equipment (Airborne Cigar) to jam German night-fighter transmissions. This required an additional eighth crew member. On this mission only seven crew were carried. The other crew members were: P/O A.L Arnell RCAF J/85254 Sgt J B Carr 1393365 F/O H F Peacock 152783 F/O S J Stott 141547 Sgt W D Knight 938113 Sgt J E Girdwood 1594791 |
On 12 October 1943 Reuben Edward Foulds was on board an Avro Anson I with serial number LV139 and unit markings of ED-4 of 12 AGS (Air
Gunnery School) on a gunnery training flight. The aircraft had taken off from Bishopscourt, Northern Ireland, but lost the target and then their way in poor visibility. They were planning to ditch but saw land and successfully landed at Dublin Airport, Colinstown. Although Ireland was neutral it did not carry out internment, so it refuelled the aircraft and allowed it to take off again at 17:40 for it base. |
Herbert Garthwaite - 179288
Herbert Garthwaite was the second of five children born to Leonard Stanley Garthwaite and Ethel (nee Stansfield) of Austerfield. His birth was registered in Doncaster in the fourth quarter of 1923.
He enlisted in the Royal Air Force Volunteer Reserve with service number 1453488. He was then promoted to Pilot Officer on 2 July 1944, whilst undergoing his training with 43 Operational Training Unit, and his service number changed to 179288. On 30 July 1944 he and his crew moved to 1656 Heavy Conversion Unit. On 2 September
1944 he was captain of Handley Page Halifax II serial number LW344 on a daylight training flight. The aircraft took off from RAF Lindholme at 11:00 with seven crew and an Australian navigator as instructor. The aircraft ran into a violent thunderstorm and within seconds the controls had iced over and the Halifax was falling, out of control. It crashed at 12:50 near Little Casterton, 10 miles East of Oakham killing all on board. P/O Herbert Garthwaite was 20 years old and was buried in Austerfield (St Helena) Churchyard.
Note
The other crew members were:
Nav: Sgt. Ernest Clifford Alsop 1488179 R.A.F.V.R. Age: 23
Nav(Screened): P/O. Douglas John Black 426028 R.A.A.F. Age: 24
W/Op: F/Sgt. Stanley George Jacobs 432193 R.A.A.F. Age: 20
A/Bmr: F/Sgt. Hugh Andrew Bodin 1050107 R.A.F.V.R. Age: 23
F/Eng: Sgt. Douglas Stanley Thompson 330267 R.A.F.V.R. Age:19
M/U/Gnr: Sgt. William Campbell 1355935 R.A.F.V.R. Age: 38
R/Gnr: Sgt. Ambrose Trimby 1354812 R.A.F.V.R. Age: 32
Extract from the Court of Inquiry into the accident to Halifax II LW344:-
(A) Halifax II number LW344 was on a Y training cross country flight of the aircraft by day when it flew into bad weather and crashed one and a half miles N.N.E. of Stamford. All eight members of the crew were fatally injured. Parts of the aircraft were found scattered a considerable distance from the main wreckage and none of these
showed any signs of fire. The main wreckage caught fire on impact. A search was made over a wide area for the two port engines but they could not be found.
(B) The Court consider that there is no evidence to show any mechanical failure to the aircraft. It is our opinion that the loss of the aircraft was due to the weather. We are of the opinion that the weather could have caused the crash in two ways.
(1) The aircraft became out of control due to icing.
(2) The aircraft was struck by lightning causing partial disintegration. The twelfth witness, the only witness who could be found who saw the aircraft in the air immediately before it crashed is emphatic when he states that the aircraft appeared to him to be flying normally and that it was struck by lightning.
The Court can find no evidence of burns caused by lightning in the parts of the aircraft which fell some distance from the main crash. From the evidence it is known that severe icing conditions existed in the area and at the time of the crash. It is therefore the opinion of the court that the aircraft entered cloud and became iced up and then out of control descended at an excessive speed causing partial disintegration immediately before impact.
He enlisted in the Royal Air Force Volunteer Reserve with service number 1453488. He was then promoted to Pilot Officer on 2 July 1944, whilst undergoing his training with 43 Operational Training Unit, and his service number changed to 179288. On 30 July 1944 he and his crew moved to 1656 Heavy Conversion Unit. On 2 September
1944 he was captain of Handley Page Halifax II serial number LW344 on a daylight training flight. The aircraft took off from RAF Lindholme at 11:00 with seven crew and an Australian navigator as instructor. The aircraft ran into a violent thunderstorm and within seconds the controls had iced over and the Halifax was falling, out of control. It crashed at 12:50 near Little Casterton, 10 miles East of Oakham killing all on board. P/O Herbert Garthwaite was 20 years old and was buried in Austerfield (St Helena) Churchyard.
Note
The other crew members were:
Nav: Sgt. Ernest Clifford Alsop 1488179 R.A.F.V.R. Age: 23
Nav(Screened): P/O. Douglas John Black 426028 R.A.A.F. Age: 24
W/Op: F/Sgt. Stanley George Jacobs 432193 R.A.A.F. Age: 20
A/Bmr: F/Sgt. Hugh Andrew Bodin 1050107 R.A.F.V.R. Age: 23
F/Eng: Sgt. Douglas Stanley Thompson 330267 R.A.F.V.R. Age:19
M/U/Gnr: Sgt. William Campbell 1355935 R.A.F.V.R. Age: 38
R/Gnr: Sgt. Ambrose Trimby 1354812 R.A.F.V.R. Age: 32
Extract from the Court of Inquiry into the accident to Halifax II LW344:-
(A) Halifax II number LW344 was on a Y training cross country flight of the aircraft by day when it flew into bad weather and crashed one and a half miles N.N.E. of Stamford. All eight members of the crew were fatally injured. Parts of the aircraft were found scattered a considerable distance from the main wreckage and none of these
showed any signs of fire. The main wreckage caught fire on impact. A search was made over a wide area for the two port engines but they could not be found.
(B) The Court consider that there is no evidence to show any mechanical failure to the aircraft. It is our opinion that the loss of the aircraft was due to the weather. We are of the opinion that the weather could have caused the crash in two ways.
(1) The aircraft became out of control due to icing.
(2) The aircraft was struck by lightning causing partial disintegration. The twelfth witness, the only witness who could be found who saw the aircraft in the air immediately before it crashed is emphatic when he states that the aircraft appeared to him to be flying normally and that it was struck by lightning.
The Court can find no evidence of burns caused by lightning in the parts of the aircraft which fell some distance from the main crash. From the evidence it is known that severe icing conditions existed in the area and at the time of the crash. It is therefore the opinion of the court that the aircraft entered cloud and became iced up and then out of control descended at an excessive speed causing partial disintegration immediately before impact.
Roland William Hall - 1126572
RAF Thunderbolt
Roland William Hall was the son of William Henry Hall and Bertha Helen (nee Davy), his birth being registered in Worksop late in 1920. He was the first child of the couple, a second son was born three years later, and the family latterly lived at the Colliery Institute, Dinnington. After leaving school he became a school teacher.
Roland enlisted in the Royal Air Force Volunteer Reserve, service number 1126572, and he became a Warrant Officer (Pilot). He did his training in the United States at the Southern Aviation School, Camden, South Carolina where he was in Class SE 42-B. W/O Roland William Hall was killed on 19 July 1945 when his Republic Thunderbolt I aircraft, serial number H175, of 9FU (Ferry Unit) crashed at RAF Habbaniya, he was pronounced dead in arrival at hospital. He was 24 years old and is buried in Habbaniya War Cemetery in Iraq, 40 miles west of Baghdad.
Note
The Thunderbolt aircraft H175 was built in the US, with an initial serial number was 42-26230, and was the early "Razor back", not bubble canopy.
Roland enlisted in the Royal Air Force Volunteer Reserve, service number 1126572, and he became a Warrant Officer (Pilot). He did his training in the United States at the Southern Aviation School, Camden, South Carolina where he was in Class SE 42-B. W/O Roland William Hall was killed on 19 July 1945 when his Republic Thunderbolt I aircraft, serial number H175, of 9FU (Ferry Unit) crashed at RAF Habbaniya, he was pronounced dead in arrival at hospital. He was 24 years old and is buried in Habbaniya War Cemetery in Iraq, 40 miles west of Baghdad.
Note
The Thunderbolt aircraft H175 was built in the US, with an initial serial number was 42-26230, and was the early "Razor back", not bubble canopy.
Harold Hayes - 572871
Harold Hayes was born in Dinnington on 6 May 1921, fourth and youngest child of coal miner William Hayes and his wife of 18 years Gertrude (nee Biggin). Harold’s siblings were substantially older than him, on his birth their ages were 17, 13 and 10 years old. The family lived at 9 Lorden’s Hill, Dinnington. Harold was married in Lincoln in early 1944 and lived at 62 Baggeholme Road, Lincoln. Harold’s wife was expecting when he died and a daughter was born later in 1945.
After leaving school he joined the Royal Air Force, service number 572871, he entered RAF Halton in the 37th entry for apprentices in January 1938 and graduated in March 1940. After training as a Flight Engineer he was posted to 49 Squadron of Bomber Command in July 1943. Flight Sergeant Hayes flew with the squadron through the Battle of the Ruhr and on several trips to Berlin. 49 Squadron were based at Fiskerton near Lincoln and flew the Avro Lancaster heavy bomber. After completing his ‘tour’ on operations in January 1944 he was ‘rested’. In February 1945 he was with 1660 HCU (Heavy Conversion Unit) at Swinderby in Lincolnshire which trained crews on four engined heavies. On the 25 February 1945 he was part of the crew of Lancaster ME490, the Lancaster was brand new, only being delivered to the squadron on the 9 February. At 15:05 the aircraft took off on a training flight to demonstrate three-engined landing overshoots. Only a mere ten minutes had elapsed before the Lancaster crashed from 300 feet, its port outer feathered. The aircraft entered the funnels and carried out overshoot at 2-300 feet, but the aircraft swung to the left, off course,
gradually turning to the left and finally dropping the left wing and crashing. The airspeed was allowed to drop below the 3 engine safety speed, which caused the left wing to fall, and consequently the aircraft became out of control. From witness reports, it was evident that the pilot had stalled while trying to lift a wing at too low an air speed.
An inquiry into the accident stated that : “The responsibility for the crash rests with one or both Pilots.” Six of the seven man crew were killed, only the rear-gunner surviving. Harold Hayes was 23 years old when he died and is buried in Dinnington Church Cemetery
After leaving school he joined the Royal Air Force, service number 572871, he entered RAF Halton in the 37th entry for apprentices in January 1938 and graduated in March 1940. After training as a Flight Engineer he was posted to 49 Squadron of Bomber Command in July 1943. Flight Sergeant Hayes flew with the squadron through the Battle of the Ruhr and on several trips to Berlin. 49 Squadron were based at Fiskerton near Lincoln and flew the Avro Lancaster heavy bomber. After completing his ‘tour’ on operations in January 1944 he was ‘rested’. In February 1945 he was with 1660 HCU (Heavy Conversion Unit) at Swinderby in Lincolnshire which trained crews on four engined heavies. On the 25 February 1945 he was part of the crew of Lancaster ME490, the Lancaster was brand new, only being delivered to the squadron on the 9 February. At 15:05 the aircraft took off on a training flight to demonstrate three-engined landing overshoots. Only a mere ten minutes had elapsed before the Lancaster crashed from 300 feet, its port outer feathered. The aircraft entered the funnels and carried out overshoot at 2-300 feet, but the aircraft swung to the left, off course,
gradually turning to the left and finally dropping the left wing and crashing. The airspeed was allowed to drop below the 3 engine safety speed, which caused the left wing to fall, and consequently the aircraft became out of control. From witness reports, it was evident that the pilot had stalled while trying to lift a wing at too low an air speed.
An inquiry into the accident stated that : “The responsibility for the crash rests with one or both Pilots.” Six of the seven man crew were killed, only the rear-gunner surviving. Harold Hayes was 23 years old when he died and is buried in Dinnington Church Cemetery
Note
The other crew member of ME490 were: F/O James Ernest Gibberd DFC - RAAF 415639, Instructor 1st Pilot - aged 27 - killed S/L John Bertram Sayers AFC MID – 131547, Pupil Pilot - aged 25 - killed F/S Derrick William Dunthorp – 1602131, Navigator - aged 22 - killed W/O Harold Bowen Jones – 1324221, Air Bomber – aged 29 - killed W/O Harold Whitney Bennett – 1025303, Wireless Operator / Air Gunner – aged 29 - killed F/S T V W Rigby, rear gunner – injured |
.
F/O Gibberd RAAF, who had gained his award while flying with 61 Squadron had accumulated 262 hours on type. S/L Sayers gained his AFC with 16 OTU, had joined the volunteer reserve before the war, had logged 1,224 hours solo but had no prior experience on Lancasters. It appear that Hayes had joined Sayers crew who were
working to join an new squadron and Hayes was to undertake a new ‘tour’.
F/O Gibberd RAAF, who had gained his award while flying with 61 Squadron had accumulated 262 hours on type. S/L Sayers gained his AFC with 16 OTU, had joined the volunteer reserve before the war, had logged 1,224 hours solo but had no prior experience on Lancasters. It appear that Hayes had joined Sayers crew who were
working to join an new squadron and Hayes was to undertake a new ‘tour’.
Robert Denver Haynes - 4748067
Robert Denver Haynes was born on 29 September 1920, his birth was registered in the district of Ross in Herefordshire. He was the youngest child of Albert Sydney Haynes and Adelaide Charlotte (nee Thrower), who married in 1910 and lived at 41 New St, Ross-on-Wye. His father who was a cycle repairer died in Ross in 1923 when Robert was just two and a half years old. His mother later moved to Yorkshire and lived at 71 Church Lane, Dinnington. Robert was educated at Maltby Grammar School and was then employed in the Surveyor's Department at Dinnington Main Colliery.
Robert was called up as a territorial at the outbreak of the war into the Army, service number 4748067. He served in Norway and later Iceland and became a Serjeant in The Hallamshire Battalion, York and Lancaster Regiment. The battalion landed in Normandy on 9 June 1944, their first battle was at the village of Audrieu and then they were involved in Operation Martlett, the battle for Fontenay-Le-Pesnel at the end of June. The war diary of 146th Infantry Brigade details the actions of the Hallamshires as follows:
29 June – 15:00 Hallams stalked and killed enemy sniper at (Map reference) 867653. Snipers continued to be active on this front and enemy locality in orchards.
30 June - 18:00 Hallams reported that whenever our artillery opens up, the enemy replies with fire on our forward troops to give the impression that our own shells are
falling short.
1 July - 01:05 Hallams reported a concentration of tanks and called for artillery fire.
The tanks and infantry were seen by a patrol from the Carrier Platoon concentrated at Barbee Fme at 00:50. All patrols were withdrawn and heavy concentration of field and medium artillery were put down on these targets. No further activity was reported from these areas. On the left of the battalion the enemy launched attacks all day but 49 Div held all its positions. Heavy mortar fire was directed at the battalion's positions during the night. During the day the casualties were two wounded and two killed, including Sgt Haynes. He was 24 years old and now lies in St. Manvieu War Cemetery, Cheux in Calvados, France. The inscription on his grave is: 'A smiling face, A heart of gold, One of the best the world could know’.
Robert was called up as a territorial at the outbreak of the war into the Army, service number 4748067. He served in Norway and later Iceland and became a Serjeant in The Hallamshire Battalion, York and Lancaster Regiment. The battalion landed in Normandy on 9 June 1944, their first battle was at the village of Audrieu and then they were involved in Operation Martlett, the battle for Fontenay-Le-Pesnel at the end of June. The war diary of 146th Infantry Brigade details the actions of the Hallamshires as follows:
29 June – 15:00 Hallams stalked and killed enemy sniper at (Map reference) 867653. Snipers continued to be active on this front and enemy locality in orchards.
30 June - 18:00 Hallams reported that whenever our artillery opens up, the enemy replies with fire on our forward troops to give the impression that our own shells are
falling short.
1 July - 01:05 Hallams reported a concentration of tanks and called for artillery fire.
The tanks and infantry were seen by a patrol from the Carrier Platoon concentrated at Barbee Fme at 00:50. All patrols were withdrawn and heavy concentration of field and medium artillery were put down on these targets. No further activity was reported from these areas. On the left of the battalion the enemy launched attacks all day but 49 Div held all its positions. Heavy mortar fire was directed at the battalion's positions during the night. During the day the casualties were two wounded and two killed, including Sgt Haynes. He was 24 years old and now lies in St. Manvieu War Cemetery, Cheux in Calvados, France. The inscription on his grave is: 'A smiling face, A heart of gold, One of the best the world could know’.
Peter Horsfield - 952955
Peter Horsfield was born in Rotherham in the first quarter of 1922, second child of Ernest Lockwood Horsfield and Lena Gertrude (nee Waterman). The couple had
married on 1 January 1918 in Salisbury, where their first child had been born. Ernest was a teacher although he served over three year with the 12th Battlaion York & Lancaster Regiment during the First World War. After leaving the Army he went back to teaching and by 1919 was living at 200 Rotherham Road, Maltby with his family.
Peter joined the Royal Air Force Volunteer Reserve in 1941 and became a Sergeant, service number 952955. He trained as a pilot in Canada with the Empire Air Training
Scheme. After gaining his wings in 1943 he was posted to 172 Squadron which was based at Chivenor in Devon. The squadron operated the Leigh Light equipped Vickers Wellington in an anti-submarine role patrolling the Western Approaches and the Bay of Biscay. On 30 January 1944 he was second pilot in Wellington mk XIV serial number MP813 with squadron markings of WN-K on a 'Percussion' patrol over the Bay of Biscay. It was airborne at 20:11 from Chivenor and was possibly shot shown by the German Submarine U-608. An attack in the night of 30/31 Jan, 1944 in the Bay of Biscay west of Bordeaux, France, in position 45.25N, 05.15W, by depth charges from a British Wellington aircraft was formerly credited with sinking U-364. This attack was in fact made on the outbound U-608, inflicting no damage. The boat scored hits on the aircraft with Anti-Aircraft fire when it switched on the Leigh Light and escaped by diving. The Wellington did not drop any depth charges, and apparently crashed shortly afterwards, as witnessed by a Polish-crewed Wellington but the crash was misinterpreted at the time as exploding depth charges. The six man crew on MP813 were all killed, and Peter Horsfield, aged 22 is commemorated on the Runnymede Memorial.
married on 1 January 1918 in Salisbury, where their first child had been born. Ernest was a teacher although he served over three year with the 12th Battlaion York & Lancaster Regiment during the First World War. After leaving the Army he went back to teaching and by 1919 was living at 200 Rotherham Road, Maltby with his family.
Peter joined the Royal Air Force Volunteer Reserve in 1941 and became a Sergeant, service number 952955. He trained as a pilot in Canada with the Empire Air Training
Scheme. After gaining his wings in 1943 he was posted to 172 Squadron which was based at Chivenor in Devon. The squadron operated the Leigh Light equipped Vickers Wellington in an anti-submarine role patrolling the Western Approaches and the Bay of Biscay. On 30 January 1944 he was second pilot in Wellington mk XIV serial number MP813 with squadron markings of WN-K on a 'Percussion' patrol over the Bay of Biscay. It was airborne at 20:11 from Chivenor and was possibly shot shown by the German Submarine U-608. An attack in the night of 30/31 Jan, 1944 in the Bay of Biscay west of Bordeaux, France, in position 45.25N, 05.15W, by depth charges from a British Wellington aircraft was formerly credited with sinking U-364. This attack was in fact made on the outbound U-608, inflicting no damage. The boat scored hits on the aircraft with Anti-Aircraft fire when it switched on the Leigh Light and escaped by diving. The Wellington did not drop any depth charges, and apparently crashed shortly afterwards, as witnessed by a Polish-crewed Wellington but the crash was misinterpreted at the time as exploding depth charges. The six man crew on MP813 were all killed, and Peter Horsfield, aged 22 is commemorated on the Runnymede Memorial.
Notes
Other crew member of Wellington MP813 were: F/Sgt Leighton Dawkin Richards RAFVR 1315328 (Pilot) Sgt Cyril James Lowther RAFVR 1452590 (Navigator) W/O John Pritchard RAF 638478 (Wireless Op./Air Gunner) Sgt Richard Charles Humphrey Fisher RAFVR 1318518 (Wireless Op./Air Gunner) Sgt Arthur Bernard Porter RAFVR 1287755 (W.Op./Air Gunner) The leigh light was a powerful (22 million candle power) searchlight of 24 inches diameter fitted to a number of the Coastal Command patrol aircraft to help them spot surfaced German U-boats at night. It was successfully used from June 1942 onwards to attack U-boats recharging their batteries on the surface at night. Up to then they had been relatively safe from attack at night. The aircraft would approach the submarine using its ASV (Air to Surface Vessel) radar and only switch on the searchlight beam during the final approach. The U-boat had insufficient time to dive and the bombardier had a clear view of the target. It was so successful that for a time German submarines were forced to switch to charging their batteries during the daytime, when they could at least see aircraft approaching. |
Cyril Walter Hutchinson
Cyril Walter Hutchinson was born in the first quarter of 1922, the son of Arthur Hutchinson of 114 Manor Road, Maltby. After leaving school he went to study at Leeds College. Because of the war all of Scarborough’s hotels, boarding houses and cafes were taken over as billets for the forces. In addition The Villa Esplanade, Dorchester, Southlands and the Red Lea hotels were turned over to house the Leeds Training College students, Cyril was in Villa Esplanade.
On the night of 18 March 1941 the German Luftwaffe conducted bombing raids on several towns on the east coast. The air raid warning sounded in Scarborough at 8.58pm, but some incendiaries had been dropped to the south from 8.10pm onwards. The all clear would not sound until 4.37 am next morning, although the heaviest bombing lasted a period of about two hours. A parachute mine landed on the gym of Queen Margarets School on Queen Margarets Road and destroyed the building. The girls had been evacuated to Castle Howard and on this particular night a dance had been arranged for the soldiers who were billeted there but was cancelled as the soldiers had left the day before. Cyril Hutchinson had been walking along Queen Margarets Road and was caught by the blast of the mine, he was blown onto the railings. He was taken to Scarborough Hospital but died shortly afterwards, one of 25 people killed in the air raid, he was 19 years old. |
John William Longson - FX 86289
© IWM (A 1976) Fairey Fulmar
John William Longson was born in Chorley, Lancashire in 1923, first child of miner Joseph Longson and his wife Emma (nee McAllister). The couple had married in St Stephen’s Church, Chorlton upon Medlock on 18 January 1919. A couple of years after John William was born the family move to Yorkshire and another son was born in 1926 in Doncaster. Later the family moved to Maltby and lived at 18 Alexander Street, John William attended Maltby Hall School and then onto Maltby Grammar School. After leaving school he went to work as a surveyor at Maltby Colliery.
He enlisted in the Royal Navy in 1940, service number FX 86289, and became an Air Mechanic (E) 2nd Class. He served with the Fleet Air Arm at HMS Heron based at Yeovilton. On 19 May 1942 he was severing with 761 Squadron when he was killed in an air crash in Devon. He was second crewman on a Fairey Fulmar mk II serial number BP813 which spun to the ground 3 miles north-west of Torquay killing both occupants. John William Longson's death was registered in Newton Abbott, Devon, he was 19 years old and was buried on 25 February 1942 in Maltby Burial Ground.
Note
The pilot was Sub-Lieutenant John Richard Heyworth Huggan
He enlisted in the Royal Navy in 1940, service number FX 86289, and became an Air Mechanic (E) 2nd Class. He served with the Fleet Air Arm at HMS Heron based at Yeovilton. On 19 May 1942 he was severing with 761 Squadron when he was killed in an air crash in Devon. He was second crewman on a Fairey Fulmar mk II serial number BP813 which spun to the ground 3 miles north-west of Torquay killing both occupants. John William Longson's death was registered in Newton Abbott, Devon, he was 19 years old and was buried on 25 February 1942 in Maltby Burial Ground.
Note
The pilot was Sub-Lieutenant John Richard Heyworth Huggan
Herbert Randall Mollekin - 14315449
Herbert Randall Mollekin was born in Rotherham in the last quarter of 1923, only child of George Herbert Mollekin and Mary Priscilla (nee Allison). His father was originally from Hull and his mother from Braithwell, Doncaster and had married on 19 September 1922. His father was a builder and the family lived at “Claredale”, Rotherham Rd, Maltby. After leaving school Herbert attended Cambridge University.
He enlisted in the Army and was a Rifleman with 1st Battalion, King’s Royal Rifle Corps, service number 14315449. By 1944 the battalion was part of the Allied Armies slogging their way up Italy against a series of German defensive lines. On 7 December 1944 George was 'holed' up in a house when his Captain was injured in a nearby pathway. George attempted to help but was shot by a sniper and killed, he was 21 years old and is buried in Faenza War Cemetery.
He enlisted in the Army and was a Rifleman with 1st Battalion, King’s Royal Rifle Corps, service number 14315449. By 1944 the battalion was part of the Allied Armies slogging their way up Italy against a series of German defensive lines. On 7 December 1944 George was 'holed' up in a house when his Captain was injured in a nearby pathway. George attempted to help but was shot by a sniper and killed, he was 21 years old and is buried in Faenza War Cemetery.
Edward Moore - 1698314
Edward Moore was born in South Shields on 31 August 1924, second child of Dennis Moore and his wife of Winifred (nee Carr) who were married on 15 January 1921 at SS Peter & Paul's Church, South Shields, County Durham. The family later moved to Rossington and then to Canal Street, New Wortley, Leeds. Edward attended Maltby Grammar School.
He joined the Royal Air Force Volunteer Reserve in 1942, service number 1698314 and was a Warrant Officer. On 15 October 1945 he was part of the three man crew of Airspeed Oxford mk I serial number PH480. The aircraft was assigned to Telecommunications Flying Unit (TFU)/Radar and was attached to the Metrological Flight. Aircraft and crew were from the RAF Radar Meteorological Flight based at Defford, but detached to Brawdy. The aircraft took off from Brawdy, Pembrokeshire for an experimental night radar meteorological research flight. The purpose of the flight involved overflying a marker dropped in the sea. Runs were to be made at height intervals of 100 feet, up to 1,500 feet, using a radar altimeter to ensure accuracy. The aircraft went missing over Cardigan Bay, some 30m west of Aberystwyth. It is believed that during the descent to 200 feet the plane struck the sea and all on board were killed, with no recovery of bodies or wreckage being possible. Edward Moore was 21 years old when he died and is remembered on the Runnymede Memorial. |
William Richard Morris - 1430877
William Richard Morris was born in Doncaster on 6 July 1922. His parents William John Morris and Catherine (nee Rowley) lived at 62 Blyth Road, Maltby.
William joined the Royal Air Force Volunteer Reserve, service number 1430877, and became a Sergeant. He was posted to 156 squadron, which had been reformed at Alconbury, on 14 February 1942. The squadron was equipped with the Vickers Wellington medium bomber on which Sgt Morris flew as observer. On 11 August 1942 an operation was launched to the city of Mainz in Germany involving 154 aircraft - 68 Wellingtons, 33 Lancasters, 28 Stirlings, 25 Halifaxes, it was the first large raid to this city. William was part of the 5 man crew of Wellington mk III serial number BJ603 which was airborne from Alconbury at 22:39. As the aircraft plummeted to earth it just
missed the house of the Van Heugten family and crashed in the woods at 03:30 on 12 August in Lierop (Noord Brabant), 5 miles south-east of Helmond, Holland. It
was one of three Wellingtons lost, although the cause of crash has not been fully established. All the crew were killed, and are now buried in Eindhoven (Woensel) General Cemetery. William Richard Morris was 20 years old.
Notes
Other crew members were:
P/O Charles Frederick Taylor- KIA, aged 32
F/S Robert William Moss - KIA aged 23
Sgt Donald Emslie Murray - KIA, aged 22
Sgt John Alister Pearl - KIA, aged 22
It is possible that BJ603 was show down by Feldwebel Walter Spille of the German night fighter unit 3/NJG 1 and flew in a twin engined Messerschmitt Bf110, stationed
at Venlo airfield in Holland. He claimed a Wellington shot down south of Lierop at 03:29 from an altitude at 9,000 feet. His radio officer that night was Feldwebel Alfred Schöpke.
William joined the Royal Air Force Volunteer Reserve, service number 1430877, and became a Sergeant. He was posted to 156 squadron, which had been reformed at Alconbury, on 14 February 1942. The squadron was equipped with the Vickers Wellington medium bomber on which Sgt Morris flew as observer. On 11 August 1942 an operation was launched to the city of Mainz in Germany involving 154 aircraft - 68 Wellingtons, 33 Lancasters, 28 Stirlings, 25 Halifaxes, it was the first large raid to this city. William was part of the 5 man crew of Wellington mk III serial number BJ603 which was airborne from Alconbury at 22:39. As the aircraft plummeted to earth it just
missed the house of the Van Heugten family and crashed in the woods at 03:30 on 12 August in Lierop (Noord Brabant), 5 miles south-east of Helmond, Holland. It
was one of three Wellingtons lost, although the cause of crash has not been fully established. All the crew were killed, and are now buried in Eindhoven (Woensel) General Cemetery. William Richard Morris was 20 years old.
Notes
Other crew members were:
P/O Charles Frederick Taylor- KIA, aged 32
F/S Robert William Moss - KIA aged 23
Sgt Donald Emslie Murray - KIA, aged 22
Sgt John Alister Pearl - KIA, aged 22
It is possible that BJ603 was show down by Feldwebel Walter Spille of the German night fighter unit 3/NJG 1 and flew in a twin engined Messerschmitt Bf110, stationed
at Venlo airfield in Holland. He claimed a Wellington shot down south of Lierop at 03:29 from an altitude at 9,000 feet. His radio officer that night was Feldwebel Alfred Schöpke.
Leo Thomas Needham - 572141
Leo Thomas Needham was the fourth child of Joseph and Cecilia (nee Quin) of 5 Lincoln Street, Maltby. He was born in the third quarter of 1920 to the couple who had married 12 years previously in Worksop. His father was a coal miner (hewer) at Maltby Colliery, and although the family originally lived in what was called the ‘model
village’ they later mover to 38 Braithwell Road. Leo was married in early 1943 in Bilston. West Midland.
Leo enlisted into the Royal Air Force, service number 572141, and became a Flight Sergeant. He was an air gunner serving with 422 Squadron who flew the Short Sunderland flying boat out of Lough Erne in Northern Ireland. They carried out patrols deep over the North Atlantic in support of the convoys by seeking out U-boats. On the 17 October 1943 he was in Sunderland serial number JM712 when two U-Boats fully surfaced rolling through the twenty-foot swells were spotted at 59 40 N 30 00 W heading towards a convoy.
Both U-Boats remained on the surface as they turned at a ninety degree angle to get all their guns bearing. As the Sunderland wheeled around and attacked, a devastating barrage of concentrated flak confronted it. The front gunner and F/S L T Needham, plastered the decks and the platforms with 2500 rounds of ammunition as they drew nearer, and in a moment cleared twelve gunners off the top deck of the submarine selected. The pilot released all depth charges except for two, banking away tightly to
port for a second run. In timing the release with the difficult and simultaneous evasive action, the depth charges had undershot slightly, but one submarine had lifted out of the water with the impact.
As the Sunderland roared over for a second attack, Oerlikon shells and machine gun bullets ripped into the aircraft, killing the front gunner and Leo Thomas Needham on some of the other guns. The navigator, mortally wounded with his left leg and part of his body had been shot away and he died seven minutes later. The aircraft suffered major damage and he headed for the convoy and after briefly circling prepared to attempt a near-impossible landing to bring his remaining crew to safety, and set the Sunderland down near a merchant ship. The aircraft bounced and disintegrated with the tail assembly being torn away and the aircraft plunged into the sea. The pilot who saved the rest of the crew was lost in the crash landing.
Leo Thomas Needham was 23 years old when he died and is listed on the Runnymede Memorial.
Notes
Leo Thomas Needham is also listed on the Willenhall War Memorial.
The other crew on the aircraft were:
F/L Paul Sargent - Skipper,
F/O Art Bellis - Co-pilot,
P/O Chesley Steves - Navigator
F/O Bill Campbell - Third pilot.
F/L Woodward
F/S Needham
F/S Georgie Rutherford
F/S Douglas Mesney
F/S J D Stafford - Waist Gunner
P/O J.D Shand - Wireless Air Gunner,
W/O Bill Beales -Radio Operator
The two submarines involved were U-448 and U-281. It was U-448 which was credited with causing the damage to the Sunderland flying boat, although one crewman was killed and two were wounded by the Sunderland’s gunners. The depth charges also caused damage to the boat which resulted in the patrol having to be aborted. U-281 also suffered three crewmen wounded.
(Some sources describe U-470 as being involved in the attack on the Sunderland).
The convoy involved in the rescue was ONS-20.
village’ they later mover to 38 Braithwell Road. Leo was married in early 1943 in Bilston. West Midland.
Leo enlisted into the Royal Air Force, service number 572141, and became a Flight Sergeant. He was an air gunner serving with 422 Squadron who flew the Short Sunderland flying boat out of Lough Erne in Northern Ireland. They carried out patrols deep over the North Atlantic in support of the convoys by seeking out U-boats. On the 17 October 1943 he was in Sunderland serial number JM712 when two U-Boats fully surfaced rolling through the twenty-foot swells were spotted at 59 40 N 30 00 W heading towards a convoy.
Both U-Boats remained on the surface as they turned at a ninety degree angle to get all their guns bearing. As the Sunderland wheeled around and attacked, a devastating barrage of concentrated flak confronted it. The front gunner and F/S L T Needham, plastered the decks and the platforms with 2500 rounds of ammunition as they drew nearer, and in a moment cleared twelve gunners off the top deck of the submarine selected. The pilot released all depth charges except for two, banking away tightly to
port for a second run. In timing the release with the difficult and simultaneous evasive action, the depth charges had undershot slightly, but one submarine had lifted out of the water with the impact.
As the Sunderland roared over for a second attack, Oerlikon shells and machine gun bullets ripped into the aircraft, killing the front gunner and Leo Thomas Needham on some of the other guns. The navigator, mortally wounded with his left leg and part of his body had been shot away and he died seven minutes later. The aircraft suffered major damage and he headed for the convoy and after briefly circling prepared to attempt a near-impossible landing to bring his remaining crew to safety, and set the Sunderland down near a merchant ship. The aircraft bounced and disintegrated with the tail assembly being torn away and the aircraft plunged into the sea. The pilot who saved the rest of the crew was lost in the crash landing.
Leo Thomas Needham was 23 years old when he died and is listed on the Runnymede Memorial.
Notes
Leo Thomas Needham is also listed on the Willenhall War Memorial.
The other crew on the aircraft were:
F/L Paul Sargent - Skipper,
F/O Art Bellis - Co-pilot,
P/O Chesley Steves - Navigator
F/O Bill Campbell - Third pilot.
F/L Woodward
F/S Needham
F/S Georgie Rutherford
F/S Douglas Mesney
F/S J D Stafford - Waist Gunner
P/O J.D Shand - Wireless Air Gunner,
W/O Bill Beales -Radio Operator
The two submarines involved were U-448 and U-281. It was U-448 which was credited with causing the damage to the Sunderland flying boat, although one crewman was killed and two were wounded by the Sunderland’s gunners. The depth charges also caused damage to the boat which resulted in the patrol having to be aborted. U-281 also suffered three crewmen wounded.
(Some sources describe U-470 as being involved in the attack on the Sunderland).
The convoy involved in the rescue was ONS-20.
Plane v Sub by W.F.Beals DFC
Taken from 422 Squadron Newsletter March 2004
W/O Beales related the following story to F/O David Griffin, RCAF Public relations Officer.
Our crew was part of a Sunderland flying boat Squadron on Coastal Command. We had been together for more than a year, had flown thousands of miles on patrol, always lived in hope that we would spot the enemy. We liked our work; liked each other, and we liked our ship. You get attached to those Sunderlands. They are a great aircraft.
One morning we were called and given a whopping breakfast. We knew there was something in the wind. It was cold and there was suspicion of fog rolling around the corners of the buildings as we jogged over to ops for our briefing. The crew was F/L Paul Sargent, Toronto, Skipper, F/O Art Bellis, Victoria, Co-pilot, P/O Chesley Steves, Elgin, NB., was at the Navigator’s desk, F/O Bill Campbell, RAF, was Third pilot. Others were: F/L Woodward, Flt/Sgt. Needham, Georgie Rutherford and Douglas Mesney, RAF; Flt/Sgt. J.D. Stafford, Calgary on waist guns, P/O J.D. Shand, Lethbridge AB, wireless air gunner, and myself as radio operator. We’d figured on something
pretty big, but when they told us that five aircraft would take off on a straight sweep, we had an idea we were going to get our wish – that this time we would really tangle with the enemy.
It was dark when we took off and the engines were rolling over like a song. Daylight broke grey and down below the ocean was rolling. You see a lot of ocean when on patrol, so no one bothered to admire the beauties of nature. But we were watching.
I was up forward when we got to the place where we were supposed to turn back. We had been flying straight out for nine hours. Then around one o’clock in the afternoon we got a sighting – two enemy submarines. I couldn’t believe it at first. It was like when you are fishing and you’re just about to give up when you get a big strike.
I let out a yell and the Skipper gave her the gun. At the same time he snapped over the intercom, “Attacking immediately.” The Skipper was standing up trying to get more speed out of her. The Third Pilot, Bill Campbell was in the co-pilot’s seat, Bellis and Shand were by the waist guns and camera, Stafford in the mid-upper turret; George Rutherford in the tail turret; Needham on the job as Engineer, and I was banging away at the radio, sending out the first sighting report.
We’d been hunting subs for months and here were two, surfaced, and running along about 10 to 11 knots on a 90 degree course. The Skipper took her down, took a bit of evasive action and then started his run. Then we saw the enemy were staying on the surface to shoot it out with us. We were not concerned as the shell bursts drifted past, but we took it differently when we got within range. Just as we were going in for the kill a shell exploded in the front of the Sunderland blowing everything to pieces. I didn’t know whether it was a 20mm or an Oerlikon shell but it sure messed things up. The Skipper kept right on. Tracers were coming up thick and fast but he shoved her down.
We took from 20 to 30 hits. The jolts were terrific. Every time we took one the Sunderland would shake and shudder, and go on. Shells knocked out our radio, put holes in the hull you could stick your head through. They had us in a cross fire and if we wanted to get in on them we had to take it. The Skipper could have broken off the attack, he would have been justified – but that wasn’t our Skipper. The big compass took a hit and was knocked clean through the side of the ship leaving a hole you could
crawl through.
We were so busy we didn’t notice the uproar. You’re too intent on what you have to do, that’s where training comes in. We went over the sub at 75 feet and the depth charges were away, but they were short. You could see them spout up just behind the sub, but not close enough. At the same time Shand and Stafford were firing into the gun crews. Tracers from our Sunderland were pouring onto the deck of the first sub and at the same time we were taking fire from the other one. The gun crews wilted, and one subs guns stopped.
We kept on taking hits ourselves and this is where the business about P/O Shand losing his pants comes in. Our intercom had been knocked out and I had to run up and down stairs with instructions from the Skipper to the men at battle stations. The Sunderland is a big ship with two decks so, with no intercom, you needed a messenger boy. When I go to Shand he was sitting on the floor, no pants, and holding up the broken plug from his intercom. He pointed at it and pointed at where his pants should be. Bellis, with his helmet blown clean of his head, and Stafford, were standing over him. Those two started to laugh and they got me going too. Then Shand cracked a smile. We just roared. When I got back on the top deck, Needham the Engineer, was singing at the top of his voice.
But we were hurt. Our good old ship was loggy on the controls when we came about for the second attack. The Skipper was putting her in again! The sailors on the sub we had attacked had manned their guns again and the other one joined in sending up a regular curtain of fire. It was cross fire down low, just where we would have to go to get at them.
The Skipper bulled in – ignoring all evasive action to make sure of a kill. The old girl was down to 75 feet and going straight through the fire. There was another shuddering whallop and Needham and Woodward were killed. We went over the sub, taking the cross fire and dropped more charges. Rutherford in the tail turret let out a yell that could be heard throughout the ship. The sub seemed to lift about four feet and then it was gone, no crash dive. It just disappeared. There were no cheers. We were all too busy.
I was on a machine gun strafing the decks of the remaining sub. A shell hit near me. I felt a jar against my hand. The handle of the machine gun had been shot out from between my fingers. The remaining sub kept firing until we were out of range. I then realized I could hear screaming above the engines which were banging as if they would come apart, but this screaming rose above them.
Stafford and Shand went forward over the catwalk to get the two dead gunners into the wardroom. Everything below the catwalk had been shot away, leaving the whole front of the ship just hanging there. When they crossed the catwalk there was nothing under them but ocean. They got the gunners out and I rushed to see where the screams were coming from.
It was Steves, the Navigator. He was on the floor beside his table. There was no hope of saving him. He was still alive and he knew me. He made a motion and I bent down. He could hardly talk. His good hand held his navigator’s pencil. As I bent close he said, “We’re in 50, 40, and course to convoy is 46. Tell the Skipper.” Then he held up his right hand, still holding the pencil, and gave me a thumbs up sign. I damn near cried. Making that sign was the last thing Steves ever did.
There was no use moving him so I went to the Skipper with the position and reported damage. Our starboard outer was making 2,350 revolutions a minute; our starboard inner 2,100, port outer 700, and port inner 300 revs. They were nearly torn apart but were still on the job. We had no compass, little control and losing height. All our dinghies except one had been shot out of the wings.
The Skipper hauled her around and headed for the convoy 20 miles way. He ordered us to get ready for ditching. How we went the 20 miles none of us will ever know. Maybe the skipper put some of himself into the ship because she managed to hang together. I was busy with the wireless trying to make it run and everyone went to the station assigned by the Skipper. We didn’t do it according to the book, because at times like that there are
things that the book doesn’t take into account.
We spotted one of the escort ships and our flares went out. I had the Aldis lamp and was flashing signals. Then the Skipper let her down. We hit 100 feet to the lee of the escort, landing on the crest of a breaking wave and bounced into the air. The breaking wave filled the lower half of our hull. The tail came off and we were knocked around. I came to under water and must have gotten out through a hole in the aircraft. Shand crawled through the broken tail, Mesney, with a broken leg, went through a hole in the floor, as did Stafford and Rutherford.
She was still floating when I came up and the escort was right along side. Bellis lay on one of the wings, snarled in loose wires. A sailor skinned down a ladder and got him free.
The Skipper and Campbell must have been thrown through the glass in front because I saw the Skipper come up about 40 feet in front of the Sunderland. I grabbed the ship’s ladder. The escort had drifted close to the Skipper. Campbell was on the ladder with me and we made a grab for the Skipper’s jacket. We got him up to the ladder but he was caught in some wires from the sinking Sunderland. Then she gave a lurch and went down. Paul Sargent was pulled out of our grasp and went down with her.
I think that the few seconds that Campbell and I hung onto the ladder and looked down into the ocean, where the old Sunderland was drifting down with the skipper, were the worst either of us will ever have. When we got onto the deck the doctor and medical orderlies led us away, cut off our cloths, and put us to bed.
We were able to give the course and location of the other sub and the Destroyer Drury left in a hurry. We heard it came back later licking its chops. They were sure they had made a kill.
The Drury brought us to Newfoundland where we recovered in a few days. I’d like to note something before winding up. A Sunderland is a good swap for two submarines, but that can’t make up for our Skipper and the pals we lost.
Taken from 422 Squadron Newsletter March 2004
W/O Beales related the following story to F/O David Griffin, RCAF Public relations Officer.
Our crew was part of a Sunderland flying boat Squadron on Coastal Command. We had been together for more than a year, had flown thousands of miles on patrol, always lived in hope that we would spot the enemy. We liked our work; liked each other, and we liked our ship. You get attached to those Sunderlands. They are a great aircraft.
One morning we were called and given a whopping breakfast. We knew there was something in the wind. It was cold and there was suspicion of fog rolling around the corners of the buildings as we jogged over to ops for our briefing. The crew was F/L Paul Sargent, Toronto, Skipper, F/O Art Bellis, Victoria, Co-pilot, P/O Chesley Steves, Elgin, NB., was at the Navigator’s desk, F/O Bill Campbell, RAF, was Third pilot. Others were: F/L Woodward, Flt/Sgt. Needham, Georgie Rutherford and Douglas Mesney, RAF; Flt/Sgt. J.D. Stafford, Calgary on waist guns, P/O J.D. Shand, Lethbridge AB, wireless air gunner, and myself as radio operator. We’d figured on something
pretty big, but when they told us that five aircraft would take off on a straight sweep, we had an idea we were going to get our wish – that this time we would really tangle with the enemy.
It was dark when we took off and the engines were rolling over like a song. Daylight broke grey and down below the ocean was rolling. You see a lot of ocean when on patrol, so no one bothered to admire the beauties of nature. But we were watching.
I was up forward when we got to the place where we were supposed to turn back. We had been flying straight out for nine hours. Then around one o’clock in the afternoon we got a sighting – two enemy submarines. I couldn’t believe it at first. It was like when you are fishing and you’re just about to give up when you get a big strike.
I let out a yell and the Skipper gave her the gun. At the same time he snapped over the intercom, “Attacking immediately.” The Skipper was standing up trying to get more speed out of her. The Third Pilot, Bill Campbell was in the co-pilot’s seat, Bellis and Shand were by the waist guns and camera, Stafford in the mid-upper turret; George Rutherford in the tail turret; Needham on the job as Engineer, and I was banging away at the radio, sending out the first sighting report.
We’d been hunting subs for months and here were two, surfaced, and running along about 10 to 11 knots on a 90 degree course. The Skipper took her down, took a bit of evasive action and then started his run. Then we saw the enemy were staying on the surface to shoot it out with us. We were not concerned as the shell bursts drifted past, but we took it differently when we got within range. Just as we were going in for the kill a shell exploded in the front of the Sunderland blowing everything to pieces. I didn’t know whether it was a 20mm or an Oerlikon shell but it sure messed things up. The Skipper kept right on. Tracers were coming up thick and fast but he shoved her down.
We took from 20 to 30 hits. The jolts were terrific. Every time we took one the Sunderland would shake and shudder, and go on. Shells knocked out our radio, put holes in the hull you could stick your head through. They had us in a cross fire and if we wanted to get in on them we had to take it. The Skipper could have broken off the attack, he would have been justified – but that wasn’t our Skipper. The big compass took a hit and was knocked clean through the side of the ship leaving a hole you could
crawl through.
We were so busy we didn’t notice the uproar. You’re too intent on what you have to do, that’s where training comes in. We went over the sub at 75 feet and the depth charges were away, but they were short. You could see them spout up just behind the sub, but not close enough. At the same time Shand and Stafford were firing into the gun crews. Tracers from our Sunderland were pouring onto the deck of the first sub and at the same time we were taking fire from the other one. The gun crews wilted, and one subs guns stopped.
We kept on taking hits ourselves and this is where the business about P/O Shand losing his pants comes in. Our intercom had been knocked out and I had to run up and down stairs with instructions from the Skipper to the men at battle stations. The Sunderland is a big ship with two decks so, with no intercom, you needed a messenger boy. When I go to Shand he was sitting on the floor, no pants, and holding up the broken plug from his intercom. He pointed at it and pointed at where his pants should be. Bellis, with his helmet blown clean of his head, and Stafford, were standing over him. Those two started to laugh and they got me going too. Then Shand cracked a smile. We just roared. When I got back on the top deck, Needham the Engineer, was singing at the top of his voice.
But we were hurt. Our good old ship was loggy on the controls when we came about for the second attack. The Skipper was putting her in again! The sailors on the sub we had attacked had manned their guns again and the other one joined in sending up a regular curtain of fire. It was cross fire down low, just where we would have to go to get at them.
The Skipper bulled in – ignoring all evasive action to make sure of a kill. The old girl was down to 75 feet and going straight through the fire. There was another shuddering whallop and Needham and Woodward were killed. We went over the sub, taking the cross fire and dropped more charges. Rutherford in the tail turret let out a yell that could be heard throughout the ship. The sub seemed to lift about four feet and then it was gone, no crash dive. It just disappeared. There were no cheers. We were all too busy.
I was on a machine gun strafing the decks of the remaining sub. A shell hit near me. I felt a jar against my hand. The handle of the machine gun had been shot out from between my fingers. The remaining sub kept firing until we were out of range. I then realized I could hear screaming above the engines which were banging as if they would come apart, but this screaming rose above them.
Stafford and Shand went forward over the catwalk to get the two dead gunners into the wardroom. Everything below the catwalk had been shot away, leaving the whole front of the ship just hanging there. When they crossed the catwalk there was nothing under them but ocean. They got the gunners out and I rushed to see where the screams were coming from.
It was Steves, the Navigator. He was on the floor beside his table. There was no hope of saving him. He was still alive and he knew me. He made a motion and I bent down. He could hardly talk. His good hand held his navigator’s pencil. As I bent close he said, “We’re in 50, 40, and course to convoy is 46. Tell the Skipper.” Then he held up his right hand, still holding the pencil, and gave me a thumbs up sign. I damn near cried. Making that sign was the last thing Steves ever did.
There was no use moving him so I went to the Skipper with the position and reported damage. Our starboard outer was making 2,350 revolutions a minute; our starboard inner 2,100, port outer 700, and port inner 300 revs. They were nearly torn apart but were still on the job. We had no compass, little control and losing height. All our dinghies except one had been shot out of the wings.
The Skipper hauled her around and headed for the convoy 20 miles way. He ordered us to get ready for ditching. How we went the 20 miles none of us will ever know. Maybe the skipper put some of himself into the ship because she managed to hang together. I was busy with the wireless trying to make it run and everyone went to the station assigned by the Skipper. We didn’t do it according to the book, because at times like that there are
things that the book doesn’t take into account.
We spotted one of the escort ships and our flares went out. I had the Aldis lamp and was flashing signals. Then the Skipper let her down. We hit 100 feet to the lee of the escort, landing on the crest of a breaking wave and bounced into the air. The breaking wave filled the lower half of our hull. The tail came off and we were knocked around. I came to under water and must have gotten out through a hole in the aircraft. Shand crawled through the broken tail, Mesney, with a broken leg, went through a hole in the floor, as did Stafford and Rutherford.
She was still floating when I came up and the escort was right along side. Bellis lay on one of the wings, snarled in loose wires. A sailor skinned down a ladder and got him free.
The Skipper and Campbell must have been thrown through the glass in front because I saw the Skipper come up about 40 feet in front of the Sunderland. I grabbed the ship’s ladder. The escort had drifted close to the Skipper. Campbell was on the ladder with me and we made a grab for the Skipper’s jacket. We got him up to the ladder but he was caught in some wires from the sinking Sunderland. Then she gave a lurch and went down. Paul Sargent was pulled out of our grasp and went down with her.
I think that the few seconds that Campbell and I hung onto the ladder and looked down into the ocean, where the old Sunderland was drifting down with the skipper, were the worst either of us will ever have. When we got onto the deck the doctor and medical orderlies led us away, cut off our cloths, and put us to bed.
We were able to give the course and location of the other sub and the Destroyer Drury left in a hurry. We heard it came back later licking its chops. They were sure they had made a kill.
The Drury brought us to Newfoundland where we recovered in a few days. I’d like to note something before winding up. A Sunderland is a good swap for two submarines, but that can’t make up for our Skipper and the pals we lost.
Kenneth John Nixon - 136469
Kenneth John Nixon was born in Tamworth in the first quarter of 1921, only child of Walter Nixon and his wife of one year Dora M (nee Hibbs). The family moved to Edlington and earlier education at Doncaster and Maltby Grammar Schools, although he was not very tall he excelled at football and athletics. He was a member of the Doncaster Boys Brigade. He was intended for the teaching profession and after leaving school when to the Leeds Training College, where he distinguished himself as a keen and successful student. On becoming qualified, he obtained a post under the Sheffield Education Committee, and almost immediately joined up.
He enlisted in the Royal Air Force Volunteer Reserve, service number 1498308, and trained as a pilot. He went to Canada under the Empire Training Scheme, and courted and became engaged to a local girl. Jean, He was promoted from Sergeant to Pilot Officer on 18 December 1942 when his service number changed to 136469, and then to Flying Officer on 18 June 1943. On 30 October 1943 F/O Nixon was pilot of a Bristol Beaufighter TF Mk X serial number LZ455 of No 2 Overseas Aircraft Preparation Unit which was being ferried from Filton near Bristol to an unknown destination. The aircraft flew into high ground on Beinn Breach on Mull of Kintyre, Scotland killing Nixon and his navigator Sergeant Angelo Benito Solari 1416097. Kenneth was 23 years old and was buried in Wilnecote New Cemetery, Tamworth after a funeral service conducted by Rev. J L Brown at Holy Trinity Church, Wilnecote, on Thursday, November 11. |
Hubert Frederick Smith - 1535180
Hubert Frederick Smith was born in Doncaster in the last part of 1921, the first child of George Hubert William Smith and Margaret Levia (nee Simms) of Edlington. He was
married in 1942 in the Don Valley Registration Area.
He enlisted in the Royal Air Force Volunteer Reserve, service number 1535180, and became a Flight Sergeant. After training as a bomb aimer he was posted to RAF Wyton in Cambridgeshire to join 83 Squadron of Bomber Command. On 21 January 1944 he was one of the crew of Avro Lancaster serial number JB488 with squadron markings of OL-X which was about to set off on a mission to Germany. The aircraft had been delivered to 83 Squadron on 6 November 1943, having been on the strength of 7 Squadron for 13 days before that. It had been on seven sorties to Berlin already and had 119 hours on the air frame. It was airborne at 19:57 one of 648 aircraft - 421 Lancasters, 224 Halifaxes, 3 Mosquitos sent on the first major raid to Magdeburg. The German controller again followed the progress of the bomber stream across the
North Sea and many night fighters were in the stream before it crossed the German coast. The controller was very slow to identify Magdeburg as the target but this did not matter too much because most of the night fighters were able to stay in the bomber stream, a good example of the way the Tame Boar tactics were developing. JB488
was shot down by a night-fighter from 19,000 feet and crashed in the vicinity of Stendal, north of the target city. It was one of two 83 Squadron Lancasters that were lost that night. In total 57 aircraft - 35 Halifaxes, 22 Lancasters- were lost, 8.8 per cent of the force; it is probable that three quarters of the losses were caused by German
night fighters. Hubert Frederick Smith was killed in the crash, six of the seven man crew to die. He was 22 years old and is commemorated on the Runnymede Memorial.
Note
Other crew members were:
F/O John Charles Henry Davies - 141523 (pilot) KIA
Sgt Robert Richardson - 1483352 (flight engineer) KIA
F/O L R Boag RAAF - 418336 (navigator) PoW
F/S Thomas William Edwards - 1082724 (wireless operator) KIA
Sgt Alfred Ernest Watkins - 518019 (air gunner), aged 28 KIA
F/O Arthur Frank Abbott - 130719 – (air gunner), aged 32 KIA
married in 1942 in the Don Valley Registration Area.
He enlisted in the Royal Air Force Volunteer Reserve, service number 1535180, and became a Flight Sergeant. After training as a bomb aimer he was posted to RAF Wyton in Cambridgeshire to join 83 Squadron of Bomber Command. On 21 January 1944 he was one of the crew of Avro Lancaster serial number JB488 with squadron markings of OL-X which was about to set off on a mission to Germany. The aircraft had been delivered to 83 Squadron on 6 November 1943, having been on the strength of 7 Squadron for 13 days before that. It had been on seven sorties to Berlin already and had 119 hours on the air frame. It was airborne at 19:57 one of 648 aircraft - 421 Lancasters, 224 Halifaxes, 3 Mosquitos sent on the first major raid to Magdeburg. The German controller again followed the progress of the bomber stream across the
North Sea and many night fighters were in the stream before it crossed the German coast. The controller was very slow to identify Magdeburg as the target but this did not matter too much because most of the night fighters were able to stay in the bomber stream, a good example of the way the Tame Boar tactics were developing. JB488
was shot down by a night-fighter from 19,000 feet and crashed in the vicinity of Stendal, north of the target city. It was one of two 83 Squadron Lancasters that were lost that night. In total 57 aircraft - 35 Halifaxes, 22 Lancasters- were lost, 8.8 per cent of the force; it is probable that three quarters of the losses were caused by German
night fighters. Hubert Frederick Smith was killed in the crash, six of the seven man crew to die. He was 22 years old and is commemorated on the Runnymede Memorial.
Note
Other crew members were:
F/O John Charles Henry Davies - 141523 (pilot) KIA
Sgt Robert Richardson - 1483352 (flight engineer) KIA
F/O L R Boag RAAF - 418336 (navigator) PoW
F/S Thomas William Edwards - 1082724 (wireless operator) KIA
Sgt Alfred Ernest Watkins - 518019 (air gunner), aged 28 KIA
F/O Arthur Frank Abbott - 130719 – (air gunner), aged 32 KIA
James Malcolm Snowden - 1108099
James Malcolm Snowden was the son of Ernest Alfred Snowden and Emily B (nee Allen), and his birth was registered in Worksop the third quarter of 1920.
He joined the Royal Air Force Volunteer Reserve, service number 1108099, and became a Sergeant flying with 209 Squadron. The squadron was a flying boat squadron operating a number of different types since 1930. Early in 1941 it began operating the Consolidated PBY Catalina, the type that would become its mainstay for the majority of the war. Then in October of that year the squadron moved to Kipevu, East Africa. On 20 August 1943 Sgt Snowden was a Wireless Operator / Air Gunner on a Catalina IB serial number FP302 which was taking part in a non-operational night time training mission to practice depth charge attacks on pinnace (a small boat). It is thought that the aircraft clipped the sea with its wing whilst searching for the target with ‘special equipment’ and crashed at 20:00. Initially one wing was located and whilst it was being towed ashore it sank. At first light no other debris was located and there were no survivors from the 10 men onboard, which included a ‘passenger’ and also the commanding officer of 209 Squadron flying as 2nd Pilot. James Malcolm Snowden was 22 years and is remembered on the Alamein Memorial.
He joined the Royal Air Force Volunteer Reserve, service number 1108099, and became a Sergeant flying with 209 Squadron. The squadron was a flying boat squadron operating a number of different types since 1930. Early in 1941 it began operating the Consolidated PBY Catalina, the type that would become its mainstay for the majority of the war. Then in October of that year the squadron moved to Kipevu, East Africa. On 20 August 1943 Sgt Snowden was a Wireless Operator / Air Gunner on a Catalina IB serial number FP302 which was taking part in a non-operational night time training mission to practice depth charge attacks on pinnace (a small boat). It is thought that the aircraft clipped the sea with its wing whilst searching for the target with ‘special equipment’ and crashed at 20:00. Initially one wing was located and whilst it was being towed ashore it sank. At first light no other debris was located and there were no survivors from the 10 men onboard, which included a ‘passenger’ and also the commanding officer of 209 Squadron flying as 2nd Pilot. James Malcolm Snowden was 22 years and is remembered on the Alamein Memorial.
Note
The other crew members were: F/L Edwin Ronald Brooke Roberts AUS 400292 Captain W/C Gerald Evan Wallace 33179 2nd Pilot F/L John Mitchell Inglis 60288 3rd Pilot F/O Victor Bowring Field 48165WOM/AG Sgt Dennis William O’Leary 933257 WOP/AG Sgt J M Growden 1108099 WOP/AG Sgt Ernest Mallon 350034 F/Eng Sgt Stanley Borrill 84738 F Eng Sgt Ernest Hallas 942335 FM ‘A’/AG LAC Norman Edwards 1027867 Passenger |
John Douglas Whitehead - 1057167
Halifax
John Douglas Whitehead was born on 12 August 1920, the third and youngest child of farmer Douglas Whitehead and Nellie Argyle (nee Walters). His birth was registered in Worksop, and he was baptised on 9 September 1920 within the Parish of South Anston. John's family, he had an elder sister and brother, lived at North Cottage, Letwell.
John was a Wireless Operator/Air Gunner flying with 103 Squadron based at RAF Elsham Wolds, Lincolnshire. On the night of 4/5 September 1942 John Whitehead was part of a seven man crew of a Handley Page Halifax heavy bomber sent on a mission to Bremen, one of 251 aircraft dispatched. Airborne at 00:01 on 5 September 1942 from Elsham Wolds in Halifax Mk.II serial number W1220. The aircraft was shot down by Oblt. Egmont zur Lippe-Weissenfeld of 5./NJG 2 in a night-fighter and crashed at 03:39 in Jelsum, Friesland, Netherlands. Eleven other aircraft failed to return from this mission. All seven members of the crew, including four from the Royal Australian Air Force, were killed in the crash. Sgt John Douglas Whitehead was 22 years old, and is now buried in Leeuwarderadeel (Jelsum) Protestant Churchyard, Netherlands. His grave is inscribed with the words, ‘God be with you till we meet again, your dearest mother’.
John was a Wireless Operator/Air Gunner flying with 103 Squadron based at RAF Elsham Wolds, Lincolnshire. On the night of 4/5 September 1942 John Whitehead was part of a seven man crew of a Handley Page Halifax heavy bomber sent on a mission to Bremen, one of 251 aircraft dispatched. Airborne at 00:01 on 5 September 1942 from Elsham Wolds in Halifax Mk.II serial number W1220. The aircraft was shot down by Oblt. Egmont zur Lippe-Weissenfeld of 5./NJG 2 in a night-fighter and crashed at 03:39 in Jelsum, Friesland, Netherlands. Eleven other aircraft failed to return from this mission. All seven members of the crew, including four from the Royal Australian Air Force, were killed in the crash. Sgt John Douglas Whitehead was 22 years old, and is now buried in Leeuwarderadeel (Jelsum) Protestant Churchyard, Netherlands. His grave is inscribed with the words, ‘God be with you till we meet again, your dearest mother’.
Cyril George Whiteley - 1451555
Cyril George Whiteley was bon in the first quarter of 1923 in Rotherham to Charles A Whiteley and Mary A (nee Hanstock).
Cyril enlisted in the Royal Air Force Volunteer Reserve, service number 1451555, becoming a sergeant. After training as a navigator he was posted to 102 Squadron
based at Pocklington near York. The squadron was part of Bomber Command and operated the four engined Handley Page Halifax heavy bomber. On the night of 29/30 July 1943 he was scheduled with his crew to fly their first operational sortie. They were part of a force of 777 aircraft - 340 Lancasters, 244 Halifaxes, 119 Stirlings, 70 Wellingtons, 4 Mosquitos being dispatched to Hamburg. The intention was to approach Hamburg from almost due north and bomb those northern and north-eastern districts which had so far not been bombed. Sgt Whiteley and his fellow crew members were allocated a veteran aircraft serial number W7883. This Halifax had 205.05 hours on the airframe and had undergone two lengthy periods of repair after sustaining battle damage in November 1942 and March 1943. At 22.39 they were airborne from Pockington in W7883 which had a 102 squadron coding of DY-R. The aircraft was shot down at 00:57 by a night- fighter (Lt Gotthard Sachsenberg, 11./NJG3 flying a Dornier 217) from 18,000 feet, crashing at Todesfelde, 6 miles of Bad Segeberg killing all the seven man crew. The crew were initially buried at Neumunster, but after the war they were moved to the Ohlsdorf Cemetery in Hamburg. Cyril George Whiteley was 20 years old when he was killed.
Note
The other crew members were:
F/S Thomas Albert MacQuarie - 1331712 (pilot), aged 22
Sgt G.P.Woodroffe - 931971 (flight engineer), aged 21
F/O Alexander Frederick Williams RAAF – 408557 (bomb aimer), aged 21
Sgt Ernest Edward Wright - 1292308 (air gunner), aged 23
Sgt John Frederick Alfred Trehearn - 1267812 (wireless operator / air gunner), aged 21
Sgt Raymond Hardie Morgan – 1154112 (air gunner), aged 29
The pilot of the German night fighter aircraft Lt Gottard G F W Sachsenberg , he had two known victories and was killed in action on 8 April 1944.
Cyril enlisted in the Royal Air Force Volunteer Reserve, service number 1451555, becoming a sergeant. After training as a navigator he was posted to 102 Squadron
based at Pocklington near York. The squadron was part of Bomber Command and operated the four engined Handley Page Halifax heavy bomber. On the night of 29/30 July 1943 he was scheduled with his crew to fly their first operational sortie. They were part of a force of 777 aircraft - 340 Lancasters, 244 Halifaxes, 119 Stirlings, 70 Wellingtons, 4 Mosquitos being dispatched to Hamburg. The intention was to approach Hamburg from almost due north and bomb those northern and north-eastern districts which had so far not been bombed. Sgt Whiteley and his fellow crew members were allocated a veteran aircraft serial number W7883. This Halifax had 205.05 hours on the airframe and had undergone two lengthy periods of repair after sustaining battle damage in November 1942 and March 1943. At 22.39 they were airborne from Pockington in W7883 which had a 102 squadron coding of DY-R. The aircraft was shot down at 00:57 by a night- fighter (Lt Gotthard Sachsenberg, 11./NJG3 flying a Dornier 217) from 18,000 feet, crashing at Todesfelde, 6 miles of Bad Segeberg killing all the seven man crew. The crew were initially buried at Neumunster, but after the war they were moved to the Ohlsdorf Cemetery in Hamburg. Cyril George Whiteley was 20 years old when he was killed.
Note
The other crew members were:
F/S Thomas Albert MacQuarie - 1331712 (pilot), aged 22
Sgt G.P.Woodroffe - 931971 (flight engineer), aged 21
F/O Alexander Frederick Williams RAAF – 408557 (bomb aimer), aged 21
Sgt Ernest Edward Wright - 1292308 (air gunner), aged 23
Sgt John Frederick Alfred Trehearn - 1267812 (wireless operator / air gunner), aged 21
Sgt Raymond Hardie Morgan – 1154112 (air gunner), aged 29
The pilot of the German night fighter aircraft Lt Gottard G F W Sachsenberg , he had two known victories and was killed in action on 8 April 1944.
Edward Wilde - 1451051
Lancaster DS669 after a previous mishap
Edward Wilde was the second child of Robert Wilde and Eliza (nee Beevers), born on 12 August 1921 in Rotherham. The family lived at 28 Charles St, Thurcroft.
Edward joined the Royal Air Force Volunteer Reserve, service number 1451051 and trained as a navigator. He was a Flight Sergeant with 514 Squadron at Waterbeach in Cambrideshire. On the night of 22/23 April 1944 Bomber Command carried out three major air raids, 181 aircraft were sent to Laon railway yards in Picardy, France; 255 bombers were despatched to Brunswick, Germany and 596 aircraft targeted Düsseldorf. Additionally 74 aircraft were also involved in diversionary and other missions. Edward Wilde was on board Avro Lancaster Mk II serial number DS669, with squadron markings of JI-D. As the aircraft sat on the runway at Waterbeach awaiting despatch to Düsseldorf, it was one of 323 Lancasters, 254 Halifaxes and 19 Mosquitos bound for the city, and was airborne
at 23:16 on 22 April. It was believed that it was hit by flak (or may have collided with another Squadron Lancaster DS828) crashing in the target area at Ecke Rethel and Schubert-strasse. All the crew were killed and the funerals were
held on 25 and 26 April in the Nordfriedhof. After the war six remains of six of the crew (including Flt Sgt Wilde, who was 23 when he died) were re-interred in the Reichswald Forest War Cemetery, the other is listed the Runnymede Memorial.
Notes
Other crew members of Lancaster DS669 were:
P/O John Douglas Harrison - 54541 (pilot) aged 24
Sgt Ronald William Norris - 1801492 (flight engineer)
F/S Roy Nixon Kirkpatrick RCAF – J/87621 (air bomber) aged 21
Sgt Frederick Desmond Nash – 1610167 (wireless operator / air gunner) aged 22
Sgt William Wilson – 1544912 (air gunner) aged 20
Sgt Anthony George Buttling – 1891917 (air gunner)
DS669 was a Mk II Lancaster. The Mk II was the only version of the Lancaster not to be powered by Rolls Royce Merlin engines. Instead, it used Bristol Hercules radial air cooled engines. The aim was to provide an alternative source of Lancasters in case the supply of Merlin engines failed. British production was seen as vulnerable to German bombing, while there were worries that American production (by Packard) would be diverted or stopped if American entered the war. The new model was produced by Armstrong Whitworth, with work beginning in March 1942. Ironically, while Rolls Royce was free from serious attack, the Armstrong Whitworth factory was itself bombed in June 1942, delaying the appearance of the Mk II. The Mk II suffered from two limitations compared to the Mk I, it had an unexpectedly low service ceiling forcing it to bomb from a lower level. It also could only carry 14,000 lbs of bombs, compared to the 18,000 of the Mk I.
After tests were complete, the Mk II was issued to No 115 Squadron, in No. 5 Group. Despite the altitude problems, the Lancaster Mk II was a welcome improvement on their Wellingtons. In service the Mk II was slightly more robust than the Mk I, lacking the extensive liquid cooling systems needed by the Merlins, although at the lower altitude this would be put to the test.
DS669 was involved in an incident a year earlier when on a mission to Cologne a bomb from a higher flying bomber hit the tail end of the Lancaster and knocked the rear turret clean off, complete with the air gunner who was killed.
Edward joined the Royal Air Force Volunteer Reserve, service number 1451051 and trained as a navigator. He was a Flight Sergeant with 514 Squadron at Waterbeach in Cambrideshire. On the night of 22/23 April 1944 Bomber Command carried out three major air raids, 181 aircraft were sent to Laon railway yards in Picardy, France; 255 bombers were despatched to Brunswick, Germany and 596 aircraft targeted Düsseldorf. Additionally 74 aircraft were also involved in diversionary and other missions. Edward Wilde was on board Avro Lancaster Mk II serial number DS669, with squadron markings of JI-D. As the aircraft sat on the runway at Waterbeach awaiting despatch to Düsseldorf, it was one of 323 Lancasters, 254 Halifaxes and 19 Mosquitos bound for the city, and was airborne
at 23:16 on 22 April. It was believed that it was hit by flak (or may have collided with another Squadron Lancaster DS828) crashing in the target area at Ecke Rethel and Schubert-strasse. All the crew were killed and the funerals were
held on 25 and 26 April in the Nordfriedhof. After the war six remains of six of the crew (including Flt Sgt Wilde, who was 23 when he died) were re-interred in the Reichswald Forest War Cemetery, the other is listed the Runnymede Memorial.
Notes
Other crew members of Lancaster DS669 were:
P/O John Douglas Harrison - 54541 (pilot) aged 24
Sgt Ronald William Norris - 1801492 (flight engineer)
F/S Roy Nixon Kirkpatrick RCAF – J/87621 (air bomber) aged 21
Sgt Frederick Desmond Nash – 1610167 (wireless operator / air gunner) aged 22
Sgt William Wilson – 1544912 (air gunner) aged 20
Sgt Anthony George Buttling – 1891917 (air gunner)
DS669 was a Mk II Lancaster. The Mk II was the only version of the Lancaster not to be powered by Rolls Royce Merlin engines. Instead, it used Bristol Hercules radial air cooled engines. The aim was to provide an alternative source of Lancasters in case the supply of Merlin engines failed. British production was seen as vulnerable to German bombing, while there were worries that American production (by Packard) would be diverted or stopped if American entered the war. The new model was produced by Armstrong Whitworth, with work beginning in March 1942. Ironically, while Rolls Royce was free from serious attack, the Armstrong Whitworth factory was itself bombed in June 1942, delaying the appearance of the Mk II. The Mk II suffered from two limitations compared to the Mk I, it had an unexpectedly low service ceiling forcing it to bomb from a lower level. It also could only carry 14,000 lbs of bombs, compared to the 18,000 of the Mk I.
After tests were complete, the Mk II was issued to No 115 Squadron, in No. 5 Group. Despite the altitude problems, the Lancaster Mk II was a welcome improvement on their Wellingtons. In service the Mk II was slightly more robust than the Mk I, lacking the extensive liquid cooling systems needed by the Merlins, although at the lower altitude this would be put to the test.
DS669 was involved in an incident a year earlier when on a mission to Cologne a bomb from a higher flying bomber hit the tail end of the Lancaster and knocked the rear turret clean off, complete with the air gunner who was killed.